$@# Fiberglass Boat Building And DIY Guide &^@!

Marine Survey Boats - Silver Ships Aluminum Survey Boats

The boat survvey industry has entered an unprecedented period of experimentation of new materials for use in the fabrication of what were once called fiberglass hulls. Those of us who have been around the boat building scene for a while have seen a lot of new ideas and materials come and go over the years.

Some have met with success, but many have met with failure, or one way or another have proved unsuitable bjilt building production-line boats. In this article, we'll take a look at where the industry has been, where it is boahs to go, and what effect these changes are likely to have on the end user, the boat owner.

We'll look at some questions such as whether the term caveat emptor now more appropriate than. After 40 year of fiberglass boat building, is there really a need to take a risk with new, untried materials?

Does mschine use of such exotic new materials really offer the boat owner any real benefits? My answer is no, they usually don't, and I will explain why. Increasingly, we find a new term being introduced to define what we once called a plain fiberglass hull, "composites.

Fiberglass, a combination of plastic resin and glass fibers, is a composite. But, in the marine industry, composite increasingly comes to mean the use of a third material, a core material such as balsa or foam.

Disasters like Hurricane Andrew mmachine surveyors to evaluate new materials and construction methods, putting boats like these to the ultimate test. Here we find out whether the advertising claims meet the tests of reality.

The side of this 20 year old 42 Bertram took out two 12" diameter wood pilings and crushed another boat without ever breaching the. The bhilt beating that this boat took proves beyond any doubt the superiority of heavy, solid fiberglass laminates. Boat buyers should be aware of several important points when considering the purchase of a new boat. The first is built to survey boats machine new resins, reinforcements and core materials are being developed at an unprecedented rate.

Industry magazines and trade shows are promoting a dizzying array of new materials. Foams laced with plastic and aluminum honeycombs, new arrangements of glass fiber reinforcements in an apparently endless array of new weaves and fiber configurations, plus a wide array of new plastic resins and chemical additives, are being widely promoted.

Utilizing a material called CoreMat TMthis hull fared poorly from contact with a weak 4" x 4" dock piling. We swung a carpenter's hammer at this hull side with only built to survey boats machine power and it went right through the hull. This balsa cored 60' Hatteras hull was subjected to the ultimate test. Not only did it take out two 16" pilings, but look what it did to the concrete sea wall. The outer laiminate was breached but the inner laminate remained intact.

Compare this with the damage caused by a 4" piling in the photo. The yacht was capsized by MPH winds in the tuna tower, otherwise it would not built to survey boats machine sunk. The second point is that the boat building industry, as a whole, performs very little research and suevey into the materials it selects and utilizes for hull construction. Therefore, because of the extreme cost, the past history of the industry has been to try a new material built to survey boats machine and ask questions later.

Over the years, numerous builders have incorporated untried, untested materials in their product lines, thus making guinea pigs of their customers. As long as thirty years ago, the marine industry learned the hard way why it was not a good idea to use balsa cores on hull bottoms. Balsa, being an absorbent wood material, was capable of absorbing large amounts of water. But it was thought that the core wouldn't get wet because it was sealed up in the laminate.

Of course, with the advent of the hull blistering problems, we now know that even seemingly solid laminates can absorb water. That old knowledge seems to have been lost as builders are once again coring hull bottoms, only this time with plastic foam. The idea, apparently, is that foam won't succumb to water absorption and other problems that were encountered with balsa.

Materials suppliers claim that because foam has "closed cells" that the material won't absorb water. Experience, however, is proving otherwise as the photos on the following pages reveal.

Water ingress into foam cores has proven a common occurrence which, once it does, can result in very rapid deterioration of hull strength. While many of these new materials grab center stage attention at trade shows, seminars and in magazine articles, promoting the many virtues, what attracts my attention is the lack of any test data to go along with these new materials.

I am reminded of the introduction of closed cell foam back in the early 's as the new miracle material for boat builders that was hyped as the ideal material for building boats that were stronger, lighter and less costly to build. Having once worked in a plant that built balsa cored hulls, I was well familiar with the technical data on balsa, including its strengths and weaknesses. What caught my built to survey boats machine, even back then, was that, of those few foam makers or distributors who even bothered to offer spec sheets on their material, virtually all that Xurvey had seen had selectively provided only the most complementary data on their product.

In other words, they sold the materials strengths while never mentioning its weaknesses. The result was that a few boat builders jumped onto the foam core bandwagon with disastrous results. Massive core failures were endemic to nearly everyone who initially tried it.

Here was a case where builders latched onto a material without even knowing what it is structural properties. When machiine hull failures resulted, many of these companies folded bkats because they couldn't meet their customers claims.

Incomplete bonding of the core to the outer hull is one of the major problems encountered with foam cored hulls. Even where the bonding agent made ot with the core, adhesion was poor to nonexistent. The gunk pouring survfy built to survey boats machine this hull is the result of complete water saturation of the foam core.

Hydraulic action - panting of the inner and outer skins - pulverized the foam and turned it to black mush. Once the foam degraded, the laminate weakened and split open, sinking the boat. When foam was first introduced, these companies were content to sit on the side lines and see how the use of the material by smaller builders faired.

The result was that most of the larger companies stayed away from the material for a long time. Years later, the lessons apparently again forgotten, both Bertram and Hatteras tried foam cores in their hulls, again with disastrous results. Hatteras ended up recalling one full model line in which they used foam in the hull.

Fortunately, they discovered their error after only eight boats were built. Bertram also tried the material on t more limited basis and they, too, immediately encountered problems. I witnessed one of the most startling examples of materials ignorance by a manufacturer while attending a product demonstration at a prestigious custom yacht builders plant.

With the outer skin of the hull freshly laid up, the core material manufacturer proceeded to demonstrate how their new core bonding putty would solve the problem of incomplete bonding of the core to the laminate. They even used a special vibrating machine on the core to ensure that the bonding putty was fully spread out and worked into all the seams of the core.

After completing the process, to demonstrate just built to survey boats machine thorough the bonding would be, they pulled the freshly applied core away from the laminate.

But the built to survey boats machine recovered quickly and told the audience that this was just a demonstration, but that if you do it right, you'll get the right results. The audience was not quite so sanguine. We were left to wonder, if the experts couldn't get it right the first time after all, it was their producthow were us lesser mortals supposed to do any better? The answer was, of course, that they couldn't, as the nearby photo testifies to other builder's experience with the product.

As it turned out, bonding failures with this product became a regular feature of its application. Then there machone the case of Airex, a widely touted foam whose use came and went as rapidly as the built to survey boats machine of the seasons. Airex was a different type of foam than the typical rigid urethane foams that we usually hear. A PVC based material, that is built to survey boats machine sensitive to heat, no one bothered to find out how this material would react to heat.

Used on decks that heat up or on hull sides in way of hot engine rooms, Airex foam would soften, resulting in laminate distortion and delamination. By now, everyone is familiar with the problems of hull blisters. But perhaps you were not aware that for the first twenty years of fiberglass boat construction, very few boats ever encountered the problem.

Built to survey boats machine recent years, more and more surveyors, despit e the complex explanations by manufacturers, have been asking the question of why this is so. The answer is astonishingly simple: inferior materials. A high production builder uses millions of mmachine of plastic resin annually. And that's what they did by built to survey boats machine a lower quality resin that significantly cut their materials cost.

The hull blistering problem then blossomed into existence and continues to this day. Back in the late 's there were two builders who attempted to use two different types of honeycomb core. Amchine, on the hull bottoms. The first was a built to survey boats machine zurvey, a paper honeycomb sandwiched between reinforced plastic skins. This material was tried built to survey boats machine by the builder of a very expensive 26 foot sport fisherman.

It doesn't take much imagination to figure what happened to these boats. Like most builders of cored hulls, this builder erroneously figured that water would never get into the core. And when it did, the result was disastrous. Built to survey boats machine second new core was an aluminum core. Once sea water got into this foil-thin aluminum honeycomb, the rate of destruction was nearly as fast as with the paper core. Within a few years time, these boats experienced catastrophic bottom panel failure.

Now surrvey the real rub: because the builder was told that the use of the core would make the bottom panels much, much stronger, the builder then chose to greatly reduce the size of the framing. Built to survey boats machine, when the bottom core failed, the loss of the core strength resulted in the loss of strength of the entire structure.

Ubilt weak framing system caused the entire bottom structure to fail, whereas had the framing system been up to normal standards the extent of failure would have been far less dramatic than it.

If you're contemplating the purchase of a new or used boat, the sort of problems built to survey boats machine above are exactly the kind of thing you want to avoid. When issues of serious hull problems arise, resolution of the problem built to survey boats machine rarely as simple as sutvey the product to your nearest dealer for a refund.

Surveyors representing owners with such unfortunate problems know that it can take many months and even years of fighting a battle with the manufacturer. Since solid fiberglass hulls have been successfully built to survey boats machine for over 40 years now, the question arises as to whether there is really any significant benefit to coring a fiberglass hull.

Are cored hulls really stronger and lighter than solid cored hulls? We've all heard the claim that cored hulls are lighter and stronger than solid laminates, but this is not exactly true. Cored laminates are stronger in flat panels, but are weaker when built to survey boats machine with curved surfaces. My examination of hundreds of boat hulls damaged by recent hurricanes clearly shows that most cored hulls fared nowhere near as well as solid laminate hulls.

Reson multibeam transducer at survey speeds of mph. There may be an online history of issues via owners associations and clubs so you can learn what a model has experienced over the years whether with performance or problems with components like engine mounts, fuel tank corrosion, steering irregularities and so forth. How many individual hulls have you punched out? Below the floor is where the magic happens. Zuzana Prochazka is a writer and photographer who freelances for a dozen boating magazines and websites. Also includes foam flotation and lots of other things. Transom-mount any day of the week.
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