Archive for the ‘boatbuilding’ Category

New Work on the Friendship Sloop

August 8, 2018

This spring presented some real creative challenges for us, mostly related to our Friendship sloop.

Last fall as we got ready to decommission the boat for the season we found ourselves trying to make a rather tough decision; do we pull the engine and have it reconditioned, or do we replace the it?

On the one hand, our 28-year-old engine always starts. In all the years that we have been living with this boat, it has never failed us. On the other hand, it was developing some problems and the time to intervene was now.

I found that I was going back and forth on what to do. I don’t like working on the diesel, it is about the only thing about working on the boat that I don’t take much satisfaction in, my strengths do not include being a diesel mechanic, so rebuilding, or reconditioning this engine would mean pulling the engine to have a professional do the work. So why is that such a stumbling block? In the first place expense. The cost to have the engine professionally reconditioned is almost half the cost of a new engine. In the second place, where would that get us? We would, in a best-case scenario have an engine that is in better shape, but is still 28-years-old and which has always been underpowered for a boat that displaces almost eleven tons. That second part is key, if you are just going to use the engine to get off the mooring or through a crowded harbor, or when the wind dies, then this is no big deal, but we love to cruise, and have been in many situations where unexpected weather conditions meant that we needed a reliable engine powerful enough to help us get out of harms way. Several close calls in the last few seasons made us realize that our old engine was operating at the very extreme edge of its capabilities. Between us, the woman who will willingly get up in the middle of the night and stand an anchor watch, and I, have more than eighty years sailing experience. You don’t acquire that kind of experience without becoming acutely sensitive to where the edge is, and when you are too close to it, and we were too close to it.

So that would seem to point us in the direction of replacing the engine, except that as I said above, I don’t like working on diesels, and at least I know our old motor, I know what is likely to go wrong and how to fix it. I have spare parts on board and the appropriate tools on board, and there is a lot of comfort in that. A new engine would mean getting to know a new power plant and perhaps having to reconfigure systems around the new engine, what would that involve?

While the choice seemed obvious, the unknown factors were making me very uncomfortable.

Last fall I started to research the answers to as many of those questions as I could. I talked with representatives of just about every manufacturer of marine diesels; I got specs on multiple engines, talked to mechanics, and spent a lot of time in the engine room of the boat measuring. Mostly I asked a lot of questions and listened to the answers.

By midwinter only three things were really clear, one was that we could indeed purchase a new diesel that was physically about the same size as the old, but that had greater horsepower. Second was that if we were going to get the most out of a new motor then a new propeller, matched to the size of the engine, the size and shape of the boat and which would, in turn determine which reduction ratio for the transmission would be needed as well. And third, that I really could not determine how many other things, like the exhaust system, or engine beds, would have to be upgraded until we made the commitment to one particular make of engine.

We began to narrow the field.

As we asked more and more specific questions the answers we got kept bringing us back to Beta Marine. While the package that they suggested was not the least expensive that we looked at, it was the most complete and would require the least number of modifications to the boat as a whole. We would need to replace the waterlock muffler, build and mount a new containment box for the engine start up panel and gauges, and it was clear we would have to move the electrical panel. None of these were, by themselves, that big a job, however, if we were going to go ahead with this then it made no sense to keep the old engine control levers which were completely worn out. With a new engine and new controls it did not make a lot of sense to keep the old control cables, so they would be replaced too. And since we were pulling the old prop and the old coupling, then removing the propeller shaft to change the cutlass bearing also made sense.

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The old engine panel

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Opening up the cockpit to install the new engine panel box and remove a few soft planks at the same time.

 

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New engine box for the new panel.

As is often the case with a project like this, several jobs that I thought were going to be major hassles proved fairly easy; the engine beds for example. I worried about this a lot, but in the end it turned out that modifications were simple and quickly accomplished. The alignment was another thing I was worried about that went easily and with far less complication than I have run into in the past. On the other hand a lot of seemingly little jobs that looked easy turned into major epics. I ended up having to machine connectors for the new control levers and in the process of moving the electrical panel; it became clear that a number of connectors and wires needed replacing. All of this stuff takes time, especially when you realize to move forward you have to stop what you are working on, figure out where you are going to get a part, or parts, then wait for it to arrive. Once back to work, that is when I would discover that there were other parts I should have ordered too.

I won’t go into those epics save to say that it is the details that will kill you.

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Engine beds modified to fit the new engine.

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New Beta Marine 38 in place.

We have been using the engine now for almost two months and so far, touch wood, it has worked flawlessly. It is slightly larger physically than the old Westerbeke, which required a new engine cover, which also required some creative re-working of our companionway steps. However, I was able to make the box that covers the engine out of lighter materials and that makes it less of a chore to get to the engine.

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New engine box (minus trim). Note the electrical panel has been moved up and into a box for easy access.

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You can see here the modification we needed to make to the companionway ladder to fit the new engine box. The new engine is slightly longer than the old, and I wanted plenty of ventilation around the motor. You can also get a little closer view of the box for the electrical panel and the piano hinge along the bottom edge.

Also, when we moved the electrical panel we created a box for the panel with a hinged front. In the past if there was a bad connection in the panel, or a wire needed replacing, I had to crawl into the engine room and work directly over the engine where there was little space and it was hard to get at the back side of the panel. The new arrangement allows me to loosen two screws and the front of the panel folds down into the main cabin where there is light and easy access.

The whole project consumed more than five weeks of spare time, but we feel more comfortable on the water when conditions deteriorate (and they have already several time this season). Working with Stan at Beta Marine U.S. was easy and they were very helpful when we had questions. Later in the summer we will work on finding a new home for the old Westerbeke, but for now we are enjoying the improvements to our systems and to the engine operation.

 

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Marine Paint Part 3

March 7, 2017

The lead is gone….

It is March, and that means that the process of preparing for the next boating season has already begun. It is in February and March that I start ordering materials and looking at the work that needs to be done before the boat(s) go back into the water. I have written about this before, but I wanted to write an update on this subject of yearly maintenance because I got a nice comment from one of the Kirby’s regarding their paint.

I wrote in Marine paint part 1 about why I like Kirby paint, (you can read more here) but I commented that it contains lead. It turns out that Kirby paint has not contained lead for over twenty years. They still put warnings on the cans because sanding old paint that might have lead in it can still present a health hazard.

It is great to know that there is one less toxic hazard to face when preparing for another season.

One of the things that I like about wooden boats is that when they are looked after and well maintained, they can last and incredibly long time. We have several friends who own Friendship sloops that are over one hundred years old, those boats are still sailing and are still in good shape.

The key phrase there is “looked after and well maintained”, maintenance that is messy, 8px910qlhbe7m81y94ijvlkj93ohojkeinvolves dangerous chemicals, or results in cleanup of toxic ingredients are typically the first things to get dropped from a maintenance schedule because they are too much of a pain. And few things are more discouraging than doing all the hard work of sanding, fairing, cleaning and tacking and then applying paint, only to have that paint not hold up to the environment, fade, or peel.

A wooden boat is a living thing, and like all living things they require regular care and when a problem develops that might affect the health of the boat, it needs to be dealt with or the boat will start down the road to the burn pile. But it is getting harder to find good quality wood and good reliable products to care for a wooden boat. Good paint that gives consistent results and that does not change its formula or color chart can be even harder to find, but good quality paint is also critical, it provides an absolutely vital barrier to the elements and contributes to the longevity of a wooden boat.

As I have said before on this blog, I like Kirby’s paint, we have used it on our boat now for sixteen seasons and are pleased with the results, and now that we know that it does not contain lead, we like it even more.

 

New steering for the launch

August 5, 2014

We have been pretty happy with our Iain Oughtred designed launch, but now that we have sailed her for a couple of seasons we are trying to refine the few things we don’t like, or did not get right on the first go-round. One of those things was the tiller.

Initially I opted for a very traditional tiller. I liked the simplicity of the design and the classic look. However, what we found is that the traditional tiller had some traditional limitations due to how we use the boat. One has to do with sailing; if you are sailing the boat you need to push the tiller very far to port or starboard when tacking. This requires that the helmsman move his or her body all over the place just to tack the boat. This becomes even more problematic if you are single-handing because the excessive movement aft lifts the bow out of the water making the boat less able to windward.

The other issue has to do with taking passengers. The boat will comfortably hold five adults, except that anyone sitting aft has to deal with the sweep of the tiller and the dance of the helmsman.

None of this is totally unexpected, but it has become more annoying than we were prepared for.

What we ended up doing was to go back to the design source. 

Iain Oughtred has another design, the Caledonia Yawl, similar in size to the Penny Fee, with a push-pull tiller arrangement that frankly did not look that great to me on paper. However, I ran into a video of the tiller set up on Off Center Harbor and was totally swayed. I conceded (at least to my self) that it would not look as elegant and simple as the original tiller we had, but to my surprise, I found that the new design, while less classic, has a simple functionality that is also quite elegant.

Another advantage to the new system is that we made the tiller longer than the original so that if you are taking the boat out for a sail by yourself you can sit more forward, almost in the center of the boat which makes the boat balance beter.

It takes some getting used to and the instinct from long time sailors is still to move the tiller from side to side instead of fore and aft, but after taking it for a spin under sail and oar, I find that it is a really neat solution to our previous problems.

We had to come up with a way to lash the tiller when we leave the boat at the float, and that has not been a perfect solution, but we are working on it and that is a small wrinkle to work on.

Now I need to get back to work on the new sail. I am convinced that moving the center of effort aft, even a foot will create less drag in the rudder tacking and may gain us a few more degrees closer to the wind. We shall see.

Where have I been?

July 24, 2014

My loyal readers (both of you) may have been wondering what happened to this blog, since I have not posted much in the last year. The truth is I have been writing a lot, but just not on this site.

A lot of my time during the last two years (perhaps too much of my time) has been devoted to bringing out a new book.

Lasting Friendships, a Century of Friendship Sloops has been in the pipeline since November of 2012. It has been produced and Published by the Friendship Sloop Society, and I have been spearheading the project.

Part of the reason that I agreed to head the group that was putting this book together (aside from a love of Friendship sloops and their history) was an opportunity to work with Ralph W. Stanley.

Ralph has been recognized as a master boatbuilder and is an NEA National Heritage Fellow, but he is also an excellent writer and historian. Without his help the book project would have been much less interesting the finished book much less impressive.

The book also allowed me to meet and briefly work with Maynard Bray, who wrote the introduction for the book. Maynard has a long history with WoodenBoat Magazine and with Mystic Seaport. He is also one of the key figures between Off Center Harbor, a video website and collection of blog posts from some of the more influential sailors, writers, and boatbuilders from this part of the world.

When I took on this project, I did not realize how confused some of our own records at the Friendship Sloop Society were, nor did I fully appreciate how entwined the history of these sloops is with the local history of small towns up and down the Maine coast. We had terrific and generous help from Ben Fuller and Kevin Johnson at the Penobscot Marine Museum. Frankly, without their help I am not sure we would have ever untangled the origins of certain photographs. But we also had help from librarians, town historians, and many members of the Friendship Sloop Society. Without their help this book would not have been possible.

I am very relieved to have this project off my desk and am looking forward to getting some of my life back, and I might even have some time to devote to this blog too.

The book is available in soft cover from Amazon, and in hardcover exclusively from the Friendship Sloop Society.

 

 

Boat Shed Details

January 3, 2014

A reader requested more specific details for the boat shed that we built in 2000. I have three thumbnails below of the original building plans with materials lists and details on them. If you click on each one you should be brought to a larger image. You can either print those, or blow them up on the screen to read the details.
Happy New Year!

New Boat Part 22

August 13, 2012

Observations:

Before I continue with the building of mast and sail for our new Penny Fee, now called Fee-Fie, (the dinghy has become Foe-Fum), I wanted to record some observations on the performance of the boat thus far. We have had the boat in the water and have been using her for about three weeks. We have used the boat to ferry loads to and from the Friendship sloop, and have towed it to Rockland from Boothbay and back, and have basically rowed it around a bit. As of this weekend we have been sailing it too, but I will save my observations on sailing qualities for the end of this post.

Penny Fee: Fee-Fie

Towing:

The first surprise was how easily she tows behind the Friendship Sloop. She is heavier than our dingy, but she also has a much longer waterline and appears to sit high in the water when unloaded. She also tracks well, partly due to the longer waterline and partly due to the lap-strake construction.  The result is a longer heavier boat that does not squat down in the water behind our sloop but that slips along with less resistance than I would have imagined. Part of our trip back from Rockland was in 5 to 8 foot seas with 15-25 knot winds. We found that in every condition except heavy following seas; this is a very well behaved boat. In following seas she tends to surf and surge and a long towline and a watchful crewmember to tend the towline is advisable.

Rowing:

We have noticed that when under oar power it is more comfortable to sit on a seat cushion that raises up the rower about 2 ½”. I don’t think that this is the result of the benches being placed low, either by the designer or in our construction, but rather that we deliberately raised the height of the oarlocks so that the oars would be less prone to rub on the fender of the boat. She does take more back power and a longer stroke than the dingy to propel, but she carries her way beautifully and once moving is easy to keep moving. The other aspect that will take some getting used to is that she rows a little easier with a load rather than without. This is both the opposite of our dinghy and is also a bit counter-intuitive.

Stability:

Another impressive feature is the stability of the boat, it has greater secondary stability than I would have imagined and, in some ways this drove us to make the sail because we wanted to see how she handled the pressure of the sail and how that effected the stability. We have experimented by having a helmsman stand in the back of the boat and steer with the rudder while the rower provides the power from the front bench. Our experience is that she provides a stable platform for the helmsman, to say nothing of the fact that it is just plain fun to stand in the back of the launch and con the boat.

Now on to the last pieces of construction:

The Mast:

I bought two pieces of 2”x 8” spruce stock that were not flawless but that had long, relatively clear sections in each. I got them at the local home center, total cost was about $20. I then ripped out the two best sections and using a dato-blade on the table saw cut a ¾” channel in each that started a bout a foot below the truck of the mast and ended about a foot above where deck level would be. Then the two halves were glued together giving me essentially a mast blank with a hollow core.

The two mast halves with dato ripped

The two mast halves glued together

When the glue was dry I cut a taper using the table saw so that I had a long, tapered, spar that was square in cross section. Next step, cut off the corners of the square so that the spar becomes eight sided, and then move to hand planes to make the mast round in section.

Mast with taper cut and corners cut off to make a long octagonal spar

Spars varnished and ready for hardware

The sprit is made of solid spruce about 1 ½” in diameter, shaped in the same way that the mast was shaped.

The mast has four, unfinished teak cleats; one each for halyard, brail, snotter, and downhaul. There are two heavy cleats set inside the gunwale, port and starboard aft, for the mainsheet. These too are made from unfinished teak. My experience has been that cleats do not hold finish, due to lines running around them, they are also a pain to keep finished. Raw teak weathers well and always looks pretty good without much care.

Cleats on the mast

Building the sail:

We used as a reference the excellent Sailmaker’s Apprentice, although sailmaking is not new for either me, or the woman who will willingly get up in the middle of the night and stand an anchor watch. It is also worth noting that first, the sprit sail is one of the easier and more forgiving sails to make, and second that we are using canvas that we were given free, so, in many ways this is a prototype sail and we might make a more durable version once we have learned all we can from the performance of this canvas model. On the other hand if this sail works, why fix it?

The sail is made of four panels and will take its shape partly from the cut of these panels (particularly the two closest to the mast) and partly to a slight curve built into the luff of the sail. A bolt-rope is hand stitched along the head, luff and foot of the sail to help minimize the stretch in these sections of the sail. We used 3/8” brass grommets for the reef points and the robands on the luff of the sail, and the brail-line grommet in the leach of the sail. The rest of the sail hardware is sewn in by hand. The thimbles and metal rings are all solid brass.

The building process:

One thing we did that made the whole sailmaking process much easier was to recycle the boatbuilding table and use it as a sailmaking table. All we did was cut the table in half into two eight-foot sections. This allowed us to either push the sections together and make one long table to lay out panels and pin seams and that kind of thing, or we could pull the two apart and put the sewing machine in between them and pass the sail from one surface to the other over the sewing machine table. If we were making a larger sail I would have raise the levels of the tales to the same level as the sewing machine table, but with a sail that is only 85 square feet it seemed unnecessary.

Work table with sewing machine in the middle, sail in the foreground

The sail took about two weeks to build working in the evenings and in what free time we have, but I would not want to be misleading about this. As I said before both the woman who will willingly get up in the middle of the night and stand an anchor watch, and I have sailmaking experience, added to which I have a fairly comprehensive collection of sailmaking tools and supplies on hand. It would be a different story if we were having to figure out each step from scratch and then purchase the appropriate tools, materials and hardware. As it was there where plenty of choices to make regarding where to put in grommets, cringles, and thimbles.

Details of the sail showing the hand-sewn hardware at the clew and head

Anyway the finished sail looked great, the question was how would it perform in collaboration with the Penny Fee? The short answer is: far better than I expected.

Penny Fee under sail

This shot shows the boat well

Sailing in light air

There is a tendency to make leeway with very light air, but that disappears when there is any real wind. The boat points higher than I thought it would and virtually flies downwind. Beam reaching it is remarkably stable. The other factor that I love about this rig is how easy it is to haul on the brailing line and collapse the sail and sprit against the mast. It was really fun to sail right up alongside the Friendship sloop, touch the side, and collapse the rig by pulling on one line.

Sail brailed up against the mast

The two aspects of the rig that I question at this point have to do with the mast and the foot of the sail. I went to great effort (explained above) to make the mast hollow and light, it now appears that that was not necessary and that it may in fact be a weakness, because the mast does flex alarmingly in strong gusts. However, if the mast breaks it will be easy and inexpensive to replace. My concern about the foot of the sail is simply that now that we have seen the sail and how it takes shape in the wind, I think we could have easily added twelve to fourteen inches of length to the foot of the sail and gotten her to round up a little faster when tacking.

In both these cases, however, I am splitting hairs and speculating. The factual evidence that we have so far is that this is an easy rig to sail, to break down and set up. It brails quickly so that if the wind dies you can row without taking down the rig, and you can dowse the sail quickly when coming alongside. In short, it is everything we had hoped for and we had a fantastic fun day testing it out.

Really fun to sail

If you would like to read all the posts related to this project together, go to the category at the right called “Penny Fee” and click on it. It will pull all the posts on the penny fee onto one page for you.

New Boat Part 21

July 16, 2012

This will be a long post because while I have been writing and chronicling what has been going on in the boat shops, I have not been good about putting up posts. so now it is catch up time. First we needed to focus on the Friendship Sloop, getting her ready for the season. Then launching and rigging her and even getting in an occasional weekend cruise.

Friendship ready to move, picture taken early in June

Transport day June 10th

Then we had a little time to re-focus on the Penny Fee, we got to do some of the fun jobs. The rope fender, floorboards, rudder, and oars. I would have liked to have slowed down and tried to savor these jobs more, but then we never would have gotten the boat in the water this season.

The rope fender:

As described in an earlier post, we designed the outwale of the gunwale to have a groove or gutter running the length of the boat so that the rope that we are going to use as a fender will lie evenly along the edge of the boat. The fender is attached to the boat with stainless steel screws. The installation is fairly simple, the idea is to place a screw within the twist of the rope so that only the innermost strand is pierced by the screw and secures the rope to the outside of the gunwale. We started at the transom and worked along to the bow, around to the other side of the vessel and back to the transom again. At least that was the plan.

I had bought 36 feet of 1 1/8” rope, which should have been enough to do the job easily. I back spliced an end with almost no waste and started to attach the rope. I got most of the way down the starboard side and noticed that it looked like there was not enough rope. An optical illusion, I thought. To be safe, I felt I had better double check, I checked and found that there was not enough rope. Then I measured the rope and found that it was not 36 feet long, but 32. Oops.

Some desperate calls to Hamilton Marine, and we determined that whatever I had bought was a closeout and not a standard rope. Since they could not match it, the only plan was to replace it. They offered to do so free of charge and a new length of rope was on the way. The new rope arrived in 48 hours, and I have to say that the customer service at Hamilton Marine was excellent. I had found that to be true in the past, but when things go wrong it is always nice to find someone who is going to go out of the way to help you out. Anyway, removing the fender we had already installed took a lot of time and then the screw holes had to be filled. Still, in all the new rope went on fast (under two hours) and looks great.

Rope fender in place

Oars:

We started the oars back in March, but we simply did not have a great deal of time to work on them until recently. All we did was to glue up spruce blanks that were oversized oars. Then we simply shaved the first one down until it was the shape and weight that we wanted. Once we did this it was only a question of whittling down the second oar to match the first.

One oar shaped and the other still in the rough

Matched pair

The oars are quite long (9 foot 6 inches), we decided to leave the loom of the oar above the oarlock position square in section to act as a bit of a counterbalance to the long outboard section of the oar. The oars will be painted to minimize the amount of maintenance that they will need each year. Varnish looks great, but is more of a challenge to maintain on oars.

Oars painted and waiting for their leathers

Floorboards:

This is an area of the boat that we wanted to keep simple. 1”x4” pine boards were a relatively inexpensive option, we have been cutting and shaping them so that they lie on top of the floor-timbers and are fastened to cross-pieces of 5/4” pine with bronze screws, countersunk and bunged. The floorboards will get no sealer and will be allowed to weather naturally. The end result should meet our needs, were quick to assemble, and require little or no maintenance.

Floorboards

The centerboard pin:

A very important piece that sometimes gets overlooked in the rush to launch is the centerboard pin. In our case a piece of 3/8” bronze cut so that it is short. In other words, it is recessed about 3/8” from each side. This leaves plenty of pin to do the work, but it also leaves a space to squirt caulking goop. The goop is covered by a rubber gasket, and that is capped with a bronze plate that is held in place with four screws.

The hole for the pin, with the pin in place, the rubber gasket (red), and the bronze cap-plate

The goop has been squirted into the end of the hole with a caulking gun

Bronze cap in place

The Rudder:

The plans for the boat came with two options for the rudder. One was a traditional wooden rudder, and the other was for a kick-up rudder made of wooden parts. Unfortunately for us, neither of these designs will exactly meet our needs. We do need a kick up rudder, but we need something that will need less maintenance than the one provided in the blueprints. That design is also a bit more complicated than I would like, and requires some hardware that I was not sure I could find in the limited time I had before launching. So I set about pulling together a kick up rudder design of my own, one I could put together with some off-the-shelf hardware, and one where the lower section of the rudder (the kick up part) is made from a single plate of 1/4″ aluminum.

Design showing rudder down

Design showing rudder up

The rudder design is still not what I would call simple, but the dinghy dock is only in about two feet of water at low tide, and we intend this boat to take us ashore on rocky Maine islands, so a kick up rudder is necessary. The top section of the rudder is glued up from three pieces of plywood, the middle piece is slightly thicker than the aluminum plate. This middle piece of plywood is cut in such a way that it not only provides space for the aluminum bottom plate to pivot, but it also provides stops for the up and down position of the lower section of rudder. The weight of the aluminum  section of the rudder will keep it in the down position unless it strikes a submerged object, then the lower section can kick up. A manual line and jamb-cleat on the trailing edge of the rudder allows for locking the lower section of the rudder into the “up” position for extended periods, like when the boat is beached.

Bottom part of rudder with cardboard template.The aluminum was cut with a saws-all and a metal cutting blade. Then hand filed.

Finished rudder in down position

The launch:

Before we trailered the boat to the coast I wanted to launch her here at our local pond where all of the boats we have built have been launched. On a lovely summer evening we sprinkled some hard cider over the bows, slipped her off the trailer, and went for a row. I was too busy checking to make sure there were no problems, but there were not, and as I slowly relaxed, I realized that this was a delightful boat. Stable, she caries her way well, although she does make noise with those laps and a little chop.

The first launch

The next evening we brought the boat over to the sea by trailer, and launched her again, this time in salt water.

Sitting in salt water

The new tender

We need to use her more before we have any real idea what her performance will be like. We will tow her with us to the Friendship Sloop Gathering in Rockland this week, and we will find out how well she tows, then I need to finish the mast, sprit, and sail. Can’t wait to get a sail on her.

If you would like to read all the posts related to this project together, go to the category at the right called “Penny Fee” and click on it. It will pull all the posts on the penny fee onto one page for you.

Happy 4th!

July 3, 2012

New Boat Part 20

May 4, 2012

The hull is done….

Basically we have a little more varnish to do on the transom and we need to seat the centerboard and pivot pin and install the rope fender. For now though we need to shift gears to the Friendship sloop. We have been going over the rigging and the blocks and will soon start the yearly varnishing and painting. When that is done we will return to the Penny Fee. At that point we will be working mostly on accessories.

The finished hull. Look carefully and you will see standing rigging for the Friendship sloop hanging around the shop as we mend the service, redo the blacking and, and overhaul leathering.

Blocks for the Friendship getting an overhaul.

It will then be time to go to work on the oars, rudder, finish the centerboard, make up floorboards, attach hardware, look at making up some spars and a sail.

Gee other than that we are done.

In the meantime, here are some pictures of the finished hull all painted and nearly ready for those last touches and accessories.

If you would like to read all the posts related to this project together, go to the category at the right called “Penny Fee” and click on it. It will pull all the posts on the penny fee onto one page for you.

New Boat Part 19

April 24, 2012

More painting and the foredeck

With the benches in and the hanging knees in, the main job was painting.  Working in two shifts, we managed to get three topcoats of paint on the entire interior over a week. Each day I would go to the shop early and either do some painting, or more often some prep-work. Then, in the evening after work, we would paint for an hour or so.

Two other projects were going on at the same time; I have been trying to get the centerboard finished up, and getting the foredeck finished.  The foredeck was a design change of my own and was based, originally on three factors. The first factor is that I don’t like and never have liked open bows. The “V” shaped bow area of a small boat is a place where ankles get twisted and people lose their balance; a foredeck largely eliminates this factor. The second factor is quite simply that we want to have storage space and the space below the foredeck will meet this need. The third factor was that when we started this boat, our ship’s wolf, Saxon, was having more difficulty getting from the dinghy to the deck of the Friendship. The foredeck was intended to give her more height and a better, more stable place to stand and jump for the boat. Since she passed away, this factor no longer applies, but it was an important element, when we were making our original design choices.

The foredeck will be installed as one panel, and creating that one panel by laminating pieces together and then shaping it so that it fits snugly where it will be installed has taken a lot of time and head scratching. With any luck I will make the last adjustments and prime it over the next few days.

Dry-fitting the foredeck

The centerboard has been difficult only because of the many coats of epoxy, 4oz fiberglass cloth on the leading edge, and subsequent paint. It is just one of the projects that to date has had eight gluing sessions, three paint sessions, and will have six more paint sessions before it is complete, and the end result will just be a single piece that has a hole in it on which to pivot. It gets more complicated because after four fittings to make sure that the centerboard fit correctly when I went to check it a fifth time, it did not fit. The combination of layers of paint, epoxy and fiberglass has added enough thickness to cause the centerboard to jam. So, I have had to start sanding and removing layers and veneers on the centerboard, and then we will have to start the painting again.

Despite this annoying delay, the painting continues and the foredeck will get glued in this week with the caps for the centerboard well. At this point in the project, it is hard not to work on it. A few minutes spent looking at and enjoying what we have created makes me want to pick up a tool or brush and do just a little bit more, and then a little bit more, and perhaps just this little bit more….

I think this shot and the next show off the shape of the boat well

Just a little more work…

If you would like to read all the posts related to this project together, go to the category at the right called “Penny Fee” and click on it. It will pull all the posts on the penny fee onto one page for you.