Saturday, February 28, 2015
Work has started on the super structure
So, while I wait for the axle to be picked up from JCM, I started work on the wheel house and salon, which I will now call the super structure.
All the parts for the super structure were scattered around the barn years ago, and it took me half a Saturday to round them up and inventory everything I actually had some of the long frame pieces stashed away in the roof trusss. I found everything, and checking my stash against the working drawings, every piece is accounted for.
After inventorying all the parts, the first order of business was to drill all the frames for the bolts that would be used to fasten the framing timber with. One of the mistakes I made on building the hull was to not drill all t he frames before I erected them. Drilling on the drill press will save me hours of work. Using 1/4" bolt is what I plan on doing, so I drilled all the holes to 5/16. The overage gives me plenty of room for paint and will help prevent skinning up the hole when I drill for the timber. After I drilled all the holes, I used a counter sink to ease the edge and give me a more paint friendly hole.
When you break the super structure down in to its most simple form, its basically a box. Four sides with a roof. Because of having to build the boat in two pieces, it also made the most sense to build the super structure as panels. Assembling the panels went very quick. Because all the parts were cut on a CNC machine, the accuracy of the parts is amazing. The really nice thing about having the metal cut via CNC is that the designer also had all the layout lines burned in to the metal. My appreciation to Bruce Roberts and Hal Whitacre on their attention to
detail. A nice surprise I discovered while assembling these four panels is that the designer gave each panel a slight outbound crown. The crown is slight enough, about an inch over the length of the 16 salon panel you see hanging from my skid steer loader, but not so severe as to interfere with the window installation. I dont know the reason for giving these panels a slight crown, but my guess is that the crown puts some tension on the metal and will help it to fair up much nicer. The salon skin showed up at the shop with the window openings already cut out. The wheel house has the window rough openings burned in to the metal, and only the door openings are cut out. Im going to wait until I have the panel welded in place before I cut out the windows. I already have the windows on site, I just want to wait until the panel is in place as this will be help keep the panel shape as per design.
You can see on this picture below how the wheel house sheathing arrived at my place. The precision of the CNC plasma cutting is amazing. As you can see from this picture, the wheel house side is in three pieces. All I have to do is grind a bevel in the outside joints that will be ground flush. Turn the pieces over, kick them together so they line up, and tack them. The next step is to put the longitudinal stringers on the layout lines that were laser burned in to the metal and tack them in place. Making sure the sheathing is tight to the longitudinal stringers assures the panel will take the shape the of the design. Once all the longs are tacked in place the frames are fit over the longs and tacked in place. The frames have all the notches cut in them including the mouse holes so no water can get trapped and start a crevice corrosion situation. The longitudinal stringers were also cut by the CNC machine so the designed shape is formed by the longs. On this size project, with all the framing I had to do, I have yet had an situation where no part fit any less than perfect.
All the panels are assembled and stacked against the barn wall while I begin taking the boat off of the
building cradle and sitting her on the axles. JCM has told me the axle will be ready for me to pick up mid to week. I have to make a trip to the steel yard and pick up some square tube to build stanchions for helping support the boat on the axles. I hope to have her sitting on the axles after this coming weekend.Im feeling pretty good about finally being able to assemble the super structure. Its a big piece of structure, but I feel as if it will go together quickly and without any major hiccups. I am pretty sure I have a plan that will allow me to do some good layout and build the super structure so that it will mate with the hull in a good way.
Cheers
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My Swim
I manned the stern of my Adirondack St. Regis, a 17-foot Kevlar cruiser; my son Max, then 10, manned the bow. Friend Tim was in the stern of his canoe, an Old Town Penobscot 16, with his son, Paul, also 10, in bow. The previous year, this same team had done a 6-day trip on the St. Croix River, between Maine and New Brunswick. This time, we were on the St. George River in midcoast Maine. It was our first trip of the year -- kind of a warmup for a weeklong trip on the Allagash planned for later in the year.
We put in at Seventrees Pond in Union, and the first nine tenths of the trip was flatwater: first the pond, then the river. Several hundred yards above the planned takeout at Payson Park in Warren, the river goes over a steep shelf, which we portaged. Thereafter, it was a very bony Class II. Lots of pushing against the bottom, half getting out of the boat and scooting along with one leg still in the boat, banging rocks. Although my St. Regis is a nice Kevlar boat, it isnt really made for this kind of work, but I long ago got over the pain of scratches and dings.
At a point where there was more than enough water to float the boat and plenty of current, we got sideways to a rock and in an instant we capsized upstream. I think I could blame Max for leaning the wrong way, but in fact it happened too quickly for me to really know. The boat then swung with the current and freed itself from the rock. Max was gasping and upset; somehow he was downstream of the boat, and I told him to get upstream of it, then reminded him of the "noses and toes" approach to swimming in current (keep the nose and the toes facing up, with feet pointing downstream) and he took the position. (Max and Paul had practiced this on the St. Croix and had much fun doing it.) I grabbed the boat and tried to maneuver it, but soon the current became too strong, too fast, and I had to let go of it and my paddle and just watch out for myself.
This was Maxs first capsize; he was scared and shouting frequently but following the drill. Somehow, he quickly ended up on the opposite side of the river and there was no way that I could assist him in any way -- the strong current was dragging me, too, over shallow rocks and through holes down my side of the river. I was terribly scared for Max, but all I could do was keep my eye on him and confirm that he continued to head downriver with the current, apparently OK. If he had somehow gotten into real trouble, I could have done nothing. I did look back and note that Tim and Paul continued to follow us in their boat, which was some comfort.
There were a few painful bumps on the tailbone and several dunkings, but the noses-and-toes approach worked as advertised, and I used my feet to fend myself off the worst of the rocks. Even attempting to move to the bank was out of the question -- the current was just too strong to do anything but flow with it.
Eventually the current slackened, just in front of the planned takeout at Payson Park. Max came to rest on a little sandy island, and TIm and Paul quickly picked him up and deposited him on the bank. I found my footing and managed to walk to the bank. A woman who was with her children at the park took Max in hand, put him in her van and cranked up the heat and got him into dry clothing.
Tim and I grabbed my boat and carried it up the bank -- it was terribly bashed up; gunwales separated from the hull, dents, cracks all the way through the layup, one flotation chamber partially torn out. We found two of the three paddles -- the missing one was a lovely Shaw & Tenney model that Id used only a couple times.
I was somewhat shaken up, and Max more than somewhat -- not enough, Im glad to report, to interfere with the Allagash trip later that year. We were both wearing good PFDs (of course), and its hard to imagine the stupidity of anyone who would put himself into that kind of situation without them -- it would have been immensely more difficult and scarier without flotation. It had been a drizzly day, so we were wearing raingear, which might have provided just a hint of thermal protection -- certainly not much. The water was a bit chilly, and we felt it, but wetsuits probably would have been overkill. Maybe Im kidding himself here. Had this swim occurred away from civilization and been just a few hundred yards longer, hypothermia might have been a possibility.
It was a revelation how much damage a few hundred yards of shallow Class II could do to a Kevlar boat. I took it to a fiberglass pro whose repair estimate was about the same as the cost of a new boat. I kept looking, however, and found a fiberglass worker who does some work on the side. He did a nice job on the structural matters and added a minimum of additional weight -- I havent weighed it, but my guess is less than 5 pounds.
The gelcoat is another story. Normally, gelcoat is sprayed into a polished female mold before the layup begins on the inside of the gelcoat, so a nice smooth surface results. In this case, the gelcoat was sprayed with a gun onto the boats exterior laminate surface, leaving a very slightly pebbled finish. A racer couldnt tolerate it this surface texture, but its fairly fine-grained and I doubt it will seriously affect the boats efficiency. I did take the opportunity to change the boats color, from green to white and it looks very nice if you dont get too close and notice the pebbles. For a total bill of $500, it was a reasonable way to rescue a pretty nice boat. I now realize its not at all suited to whitewater, however, so Ive got my eyes open for a plastic tub.
Friday, February 27, 2015
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Wooden Boat Festival Goolwa
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Design 1710 C26 Rumbuster
Last week we posted an article about hull #021 of the Swan 36 class, the beautiful s/y Seamróige. Here we have a wooden sister, Rumbuster, which is hull #026 of the entire lineup of design #1710 (this excludes the Swan 36 numbering sequence).
The owner of Rumbuster dropped us a note and included the beautiful image of her seen above, courtesy of Beken of Cowes. The image looks like it was taken in the Solent but could not be the start of the Fastnet Race as it was not held in that year. Nice image. Shes being pressed about as hard as she can.
Our records say Rumbuster was built by "Port Hamble" but in my mind that could mean a couple of yards in that area. Perhaps the owner will set us straight?
Heres a copy of her original rating certificate. I include it as it is interesting in that it shows her scantlings.
In any event she is a beautiful boat. She makes her home near Oban on the west coast of Scotland. The image below was taken off Eilean Dubh Mor, part of the chain known as the Inner Hebrides on the west coast of Scotland.
