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Sail Area is Jarvis 17 Particulars LOA 16'11" 5. She has 3 chines per side and plenty of freeboard and beam, giving her an excellent carrying capacity and very good stability. The standard wheelhouse has bench seating, stowage spaces and a forward central steering position. With this arrangement there is plenty of room in the aft cockpit for bench seating. The outboard is housed in a protective well and she could be fitted with an inboard engine.
Construction uses pre-shaped plywood hull panels and girder shapes which can either be stitched and taped together and the plywood frames inserted before finishing the chines in epoxy, or the ply frames and girders can be erected as a framework with square sectioned stringers at the chines and the hull panels then fitted. The 'V' gap between the side of the stringers and the adjacent hull panels can then be filled with thickened epoxy to form a very strong chine join.
She may be fitted out in a variety of different ways to suit the builders' own requirements. LOD 17' 5. Below, a beautiful example with an inboard engine by Frank Kert. Above an example from Russia. I have now taken the 20' details and added a full set of plans for this version including hull construction details, deck and superstructure details and both inboard with rudder and outboard installation details.
She can be built using stitch and tape or ply over frame methods - stringers can be conventional full laminated wood or the 'combi-stringer' type with a square section laminated stringer combined with epoxy filleting. Steel hull construction plan is now included. Rufus 20 Particulars LOA 20' 1" 6.
Steel construction plan now included. In the case of the Ruby 19 a client wanted a shorter version of the 22 to be built in steel which meant widening and deepening her to take the steel weight.
Having produced the steel work drawings we have decided to make a complete set of plans for both the steel and plywood version. If she is built in plywood, she has a very high carrying capacity and would make a tough work launch.
The plans show details for steel construction as well as ply over frame construction. Ruby 19 Particulars LOA 19' 5. She has a double chined V bottom shape with generous beam making her a very stable working platform for all kinds of duties. The hull, with it's high volume and weight carrying capacity would also make an excellent base for a pleasure boat outfit.
Although details are given for an inboard diesel installation, she could easily take an outboard on the transom or in a well. Construction is ply plank over frame with the frames, bow girder and transom set up on a strongback, chine and hog stringers added and bevelled before fitting the ply planking oversize and trimming back.
The cockpit height can be altered but as shown is self draining. There is plenty of stowage and locker space. The hull plating is 3mm over 4x75mm frames. The drawings for the steel hull only are given but we do supply the fit-out details for the Skellig The engine shown is a 37hp diesel. Note the study plans consist of the main hull steel construction drawing and the layout for the Skellig Skellig 19 Particulars LOA 19' 5.
Dry Weight incl. The hull shape is a simple deadrise type, single chine 'V' bottomed. The hull is parallel sectioned aft of the wheelhouse which means that she can be easily lengthened or shortened.
The Clyde 18 Who Sells 12 Foot Aluminum Boats can be fitted out in a number of ways - as drawn she has a self draining cockpit with an open backed wheelhouse and forecabin with 2 bunks and space for a small Porta Potti. Clyde 18 Particulars LOA 17' 11" 5.
For those wanting the plans printed and posted to them the postal charges are:. Back to Motor Boats Main Page. POWER 1. In this case, we were asked to produce a simply built hull with more capacity and suitable for offshore and estuary conditions. We have retained the flat bottom section which eases and quickens construction but increased both the beam and hull depth substantially.
The drawings give details for welded aluminium construction but she could easily be made using the hull panel shapes given on the drawings, in plywood. Water tight side bench seats are shown aft and a separate buoyancy compartment forward but fit out can be altered to suit and a cuddy or wheelhouse could be fitted. LOD 17'2" 5. POWER 2. Above - a Rathlin under construction by Bob Grutzmacher. Light weight, easy to pole, very shallow draft 18' 5.
Fast and light, deep vee 19' 6" 5. Single or twin outboards, bracket option 23' 7. Flats Stalker 18 by Bateau. Outboard Skiff 18 by Bateau. Outboard Dory 18 by Bateau. Phantom 18 by Bateau. Light weight, easy to pole, very shallow draft. Harbor Master Displacement 19 by Bateau. Redwing 18 by Chesapeake Marine Design Power camp cruiser. Harbor Master 19 by Bateau. The point is, many alternatives can be used to build an aluminum boat with largely the same results in terms of strength, durability, etc.
In the above and referring to Fig. First, the extra strength that a shaped member would provide in the steel boat 20 Foot Aluminum Boat Plans Usa is simply redundant in the size boats discussed; it would just add weight, cost, and complexity.
Second, shaped members add to the difficulties of inspection, maintenance, and corrosion protection in the steel boat; for example, the ability to see and coat the underside flanges is difficult, especially when such members are small. However, in the aluminum boat in Fig. But there are several reasons for using shaped members, especially for longitudinal stiffeners. First, such members are stronger. Or put another way, you could have 20 Foot Aluminum Boat Plans For Pdf the same strength in a lower-profiled shape than with flat bar.
And the added strength in the aluminum boat is a plus. Another benefit might be more usable interior volume. They tend not to be so floppy, and bend more uniformly than flat bar. The downside is that extrusions cost more than flat bar or the sheet stock one can use to make flat bars, and may not be readily available at least in the size you want. If working from stock plans for an aluminum boat, the designer probably specified certain sizes, types, and alloys of members for framing, etc.
But deviations may be possible. Most designs have some latitude in alternates that can be substituted. Channels can be made from split square or rectangular tubing, or even split pipe if somewhat larger than the specified channel.
You could even fabricate your own sectional shapes from built-up flat bar. Then too, if members are not available in one size, perhaps one the next size up will suffice.
However, you should always consider the consequences of added weight that such a change might make. Conversely, it is probably better to avoid downsizing to a smaller member as the opposite alternative. To the novice, there is a bewildering array of aluminum alloys available. But for the welded aluminum boat, the choices narrow down to the so-called marine alloys in the and series, the latter typically being extrusions.
Yet even within these series there are still many alternatives. But the most common, readily available, and suitable for welded boat hulls include: H32 H34 H H32 H H However, the designer may have already taken this into consideration if is specified. Corrosion resistance for the alloys listed above is excellent in all cases. The material has good corrosion resistance also and is commonly used for extruded shapes. Early aluminum boats were often made with closely-spaced transverse frames with few, if any, longitudinals, a carry-over from traditional wood boatbuilding no doubt.
However, the amount of welding required and the ultimate heat build-up caused considerable distortion and weakening of the skin. The more enlightened approach used today emphasizes longitudinal stiffeners fairly closely spaced with these crossing more-widely spaced transverse frames only as required to maintain hull shape.
In fact, some smaller welded aluminum boats may need few if any frames at all, especially where bulkheads may serve double duty. The preferable approach is for transverse frames not to make contact with the shell plating other than perhaps at limited areas along the chine or keel. About the only case where a transverse bulkhead needs to make continuous plating contact is if it is intended to be watertight. Even then, such a practice tends to distort the plating and is often readily visible on the outside of the boat.
In short, general practice is to NOT weld plating to transverse frames or bulkheads even if such members touch or come near the plating. The chine is the junction between the bottom and side on a v-bottom or flat bottom boat. On high-speed planing boats, this corner should be as crisp are possible, especially in the aft half of the hull. The reason is that water should break free from the hull to reduce frictional drag at speed, and not climb up the topsides.
As shown before, Fig. Otherwise, a backing member is largely optional. If a special extrusion as discussed before is available, these are acceptable.
Side and bottom plating fit into the slots which are then welded continuously. From an appearance standpoint, a continuous inside weld looks best.
However, such extrusions are often proprietary items or otherwise prohibitive in cost, and a problem to buy and ship in small quantities. Completing the ends of such extrusions where they join to transom and stem areas is also not always easy for the builder making a single boat.
However, if the protruding flange is too pronounced, there may be a tendency to hang up on rocks in certain boats such as whitewater boats, or snag debris and catch pilings in other types of boats depending on their use.
Otherwise, round bar bends around frames easily and gives a well-defined boundary to work to when fitting side and bottom plates. A temporary chine backing member may help in this regard. In this case the bottom is fitted first and cut with care along the chine line a temporary backing member may aid in fitting. Then topsides are installed, letting the edge overhang the junction a distance as required to form the spray deflector flat. While a good design, this configuration also takes care to assure fair lines.
As mentioned, on the modern aluminum hull, most plating is reinforced by longitudinals. While a good set of plans will specify what to use for these members, this does not necessarily rule out another alternative if what is specified is not available. These are available in many sizes, often in the form of extrusions with radiused edges that facilitate welding, or you can cut your own from plate.
Other stiffeners are often extruded shapes that can get costly and may not be as readily available in the sizes needed. When installing longitudinals, bending can present problems depending on curvature and member type. One approach some builders take to reduce bending effort is to gore members along their flanges as in Fig.
This idea is sound, but the execution takes care to assure fair curves. Good practice also calls for radiusing the corners at the gores slightly to minimize hard spots against the plating. Avoid over-welding, and completely around the ends of each cut. This allows a strong fillet weld on both sides of the junction the inside weld can be intermittent. A simple corner junction here as in Fig. In fact, some builders extend the bottom plating considerably past the transom on faster planing hulls to form integral non-adjustable trim tabs.
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