1959 16 5' Lyman Transom, Strake Keel Milestones 6 27 2020 Snake Mountain Boatworks LLC скачать в хорошем качестве

1959 16 5' Lyman Transom, Strake Keel Milestones 6 27 2020 Snake Mountain Boatworks LLC

Thank you, Joe and Anthony! What you have accomplished thus far saving our 1959 16.5-ft Lyman Runabout is truly noteworthy. Her transformation is little short of magical. They blasted through three major structural milestones and made major progress on two more this week. As we shared in the last update, after fabricating a Luan transom blank, Joe used it as a pattern to fabricate inner and outer skins using ¼” and 7/16” Mahogany ribbon-cut plywood. The core is comprised of four 5/4 Mahogany (Meranti for its strength and density). He dry-assembled the blank so he could execute the final sanding and fitting. Following disassembly, the plywood faces were stained Using Lake Oswego Boat Company (https://www.loboat.com/products-supplies) J’eld stain – Chris-Craft Post War, which we prefer to Mike’s “Lyman” for its somewhat browner notes. While the stain cured, Joe flooded the plank core components with four coats of Smith’s CPES – never the pretend knock-offs sold by others using a lowball pricing strategy; certainly not on superior, or even equal function. This link on our Web site lists materials we use and where they can be sourced: https://snakemountainboatworks.com/ma.... (You might also find value in the rich topic-specific content available below the “HOW-TO” tab of our Web site’s home page: https://snakemountainboatworks.com/.) Then, while the transom components cured, Joe tackled replacing the keel, which required joining two lengths of white oak using a twelve-inch-long scarf. We have used waterproof Gorilla Glue in the past, but 3M5200 is Joe’s preference since it develops much stronger bonds. The challenge with doing this scarf is that the two pieces tend to slide apart when put under clamp pressure. Heretofore, we would lay scotch paper on a thick plank, clamp one of the components down, apply the adhesive, drive the other component into place and clamp it. One or two screws would be driven through the scarf for insurance. The advantage of Joe’s approach is that the joint is formed, glued and screwed down in place, so we can fasten it down over longer lengths. Also, the entire keel is bedded in 5200 at the same time, which allows us to form a monolith. While all this was happening this week, Anthony was hard at sanding re-fastening as needed and beginning the fairing of the above-waterline strakes using 3M Marine Premium filler. Finally, Joe repaired the rotted strake tails on both port and starboard using Meranti rather than plywood so as not to risk having to sand through the ply’s outer veneer. A herd of naysayers badgered me that we were wasting our time and her owner’s money because, “Any fool knows that boat is destined for the burn pile because its aft end is just too far gone to save.” Hmmmmmmm…… Guess not.