1946 Chris Craft Brightside U22: How to Paint Bottom

1946 chris craft brightside u22 how to paint bottom

Paint! I could claim that it seems like only yesterday when we launched the preservation of the mahogany (Brightside) 1946 Chris-Craft U22, but I can’t. In truth it’s been a long, long, and sometimes frustrating slog.

As we replaced most of the bottom and transom framing, both chine frames, and most of both chines; and worked to remove the corkscrew and hog from the hull, days, weeks and months flew by. Were we making progress? Yes, but it was so difficult to see and feel any.

Not now! Her True 5200 bottom is complete to the point of applying her Interlux 2000E InterProtect Primer and her Econominder, copper-free, Chris-Craft blue antifouling paint.

The last of four coats of Clear Penetrating Epoxy Sealer has been applied. Tomorrow, after it has cured, we will hand sand the bottom lightly, thereby preparing a smooth and uniform surface for the first coat of 2000E, which I will apply later today.

We apply the first coat from the keel to the top of the boot stripe, let it cure 24 hours and then mask the boot stripe so we do not build layers beneath the Interlux Brightside Enamel we will use for the boot stripe. Brightside adheres better to Interlux PreKote than it does to 2000E in our experience. PreKote in turn adheres tenaciously to the 2000E.

Four additional thin coats of 2000E will be applied, followed by four coats of Econominder antifouling paint.

Then comes a truly BIG day. We will flip her upright and begin stripping varnish off and bleeding old stain out of the decks and covering boards.

Next comes sanding fair, bleaching, staining and, yes, varnish! Now that will be the day to smile.

1946 Chris Craft Brightside Filling Countersinks with 3M Premium Marine Filler

1946 Chris Craft Brightside filling countersinks 3M premium marine filler

Time to fill a few – thousand – countersink holes!

We use 3M Premium Marine Filler and its associated crème hardener for this purpose.

A caution. Mix the filler in small quantities, maybe about half the size of a golf ball, and drizzle a small dollop of the hardener on it. (If you mixture is noticeably bluish, get spreading NOW because the pot life will be a scant few minutes – 3 – 4.)

John and RJ prefer a yellow body compound spatula to my flexible putty knife, but either can apply the material to the hole.

In theory you make a first pass laying material into the hole, followed by a second one back and 90 degrees from the first. In fact you will, or at least I do, soon discover that three or four swiped removes the excess from the surface surrounding the hole while also filling the hole flush with the surface.

We mask off the seams with narrow blue painter’s tape to ensure that the Premium Filler does not find its way onto the 3M 5200 lying therein. Yes, it will appear to adhere, but be forewarned, it will not and your subsequent “beautiful” bottom paint will end up have splotches everywhere that the 5200 shed the filler.

Allow the first coat to cure, apply a second, and then remove the tape, which reveals more rows of empty countersinks. Yes, the fun is near endless.

Once both sides are filled, fair with a longboard sander and 80 grit, seal all of it with at least two coats of CPES, and begin laying on what will be five coats of Interlux 2000E Two-Part Epoxy Primer (Barrier Coat), followed by the bottom paint of your choosing.

1946 Chris Craft Brightside U22: How to Plank Bedded in 5200

1946 chris craft u22 plank bedded in 5200

Bedding the bottom planking in a 1/8” thick layer of 3M5200 without making a huge mess and without creating even more work cleaning it up, is perhaps the most critical component of the last “woodworking” step in fabricating a True 5200 Bottom.

Yes, I know we have covered this topic earlier, but it bears repeating. “Frosting” the plywood inner layer with a full 1/8” thick layer of 5200 is critical, as doing so ensures that there are no voids, and that, when fastened down, the squeeze out will fill the seams between the planks.

Fill the seams, yes, but do so without also filling the fastener countersink, as fairing the surface once the 5200 has cured requires that the countersinks be filled with 3M Premium Marine Filler.

Every, and I mean every spec of 5200 must be removed from the countersinks once the fasteners have been driven home.

Our method results in minimal infiltration of 5200 into those countersinks. You will need multiple cases of 5200 on hand. Use mahogany 5200 for forward planks that run upward through the waterline. White, which is much less expensive, if fine elsewhere. My rule of thumb for estimating cases needed is 40 – 60 percent of Length Overall (LOA). Since beam, and therefore the width between chines grows with LOA, I plan on closer to 60 percent for a 22-foot boat like this U22. (I am planning to use 12 cases for her.) In response to the many questions the community has sent my way, here is the “chronology” followed at Snake Mountain Boatworks: • Dry fit and fasten all of the planks with a dozen or so fasteners each; • Drill every pilot hole/countersink now; • Remove the planks one at a time, starting at the keel; • Using a permanent marker, draw an outline of each plank – one side and the butt – before it is removed; • Use these outlines to guide frosting one plank area at a time with a 1/8” thick layer of 5200; • Have at least four boxes of latex or, better, nitrile exam gloves and have a large garbage can nearby; • Apply the 5200 using a pneumatic caulking gun in a closely spaced squiggle pattern; • Spread the squiggles into a uniform layer using plastic spreaders; • Lay that one plank in place and begin inserting silicon bronze wood screws by hand, sinking just enough of them as you go to hold the plank in place; • Begin at the forward end of the planks terminating at the stem, using the length of that plank as the lever to slowly bend it into the correct shape; • Once there is a screw in every pilot hole, each of which has been screwed about 90 percent of the way home, drive all of the screws home; and, finally • Make a first pass using plastic scrapers along the plank’s open edge, and along its seam with the previously-installed plank, scooping all the squeeze out from the surface; • Using Interlux 333 Special Liquid – sometimes called special thinner, and lots of rags, clean and clean and clean until all squeeze out is gone. Time to install the next plank ….

1953 Shepherd M110 S Dual Quad Four V-drive Hemi 22′ Runabout Post Preservation Debut

1953 shepherd m110s dual quad four v-drive hemi

Voodoo Child arrived here from Pointe au Beril, Ontario, CA on October 27, 2015. Now, some twenty months later, she is leaving her comprehensive preservation process in her wake.

Save for a new RAYCO tank, new bottom inner skin and updated upholstery, nothing from her Model 110-S, dual quad four, 331 cubic inch, V-drive Hemi to the smallest piece of hardware has been replaced.

Her preservation included:

  • Every piece of wood, inside and out, was stripped bare and sealed with three coats of CPES.
  • She received a True 5200 Bottom. While she now sports a new inner skin of 1/8” Aquatek marine plywood, her original bottom planking was in perfect condition and is now back in place. Five coats of Interlux 2000E Two-Part Epoxy Primer (barrier coat)
  • Robert Henkel, Peter Henkel, Inc., Marine City, MI, executed a complete mechanical and cosmetic tear-down and re-build.
  • Mickey Dupuis, Custom Metal Restoration, Holyoke, MA, transformed her hardware into jewelry, as is his only standard.
  • Shauna, Kocian Instruments, MN, restored the gauge panel and gauges to show quality without switching out any of the gauges.
  • We stripped her hull to bare wood, sanded it fair and applied a new finish, the final step of which was buffing her twenty coats of Pettit Hi-Build varnish.

Soon she will live on her new ShoreStation lift that is complete with a vertical shade panel so that she need not roast under a mooring cover.

“All” we need to do now is test her, execute some final tweaks and correct any issues that pop up during her sea trial, oh, and finish assembling the lift.

Shirley and I cannot wait!

1959 Chris Craft 17′ Sportsman Stained!

1959 Chris Craft Sportsman Stained

Stained! Finally we see an early hint of here elegance. Yes, the hull’s surface is deadly dull right now, but only until we begin applying Clear Penetrating Epoxy Sealer.

Because we used Interlux Interstain Wood Filler Stain, we will give it a full week to cure. When we have not done so, we fought the CPES, which pulled the semi-cured stain out of the wood. Brushing the CPES on created the worst problems.

Allowing the stain to cure for a full week stopped the bleeding.

Yes, we have experimented with Interlux Wood Sealer, but, as Don Danenberg has said, it is just not CPES in terms of its performance. Even worse, we tested masking by applying various tapes – blue painter’s, Frog, and even gaffer – to test panels that had been sealed with the Interlux product. In way too many cases, pulling the tape took the sealer with it, leaving dull declivities behind.

That said, we will begin sealing her hull next Monday, applying the first two coats one immediately after the other, per Danenberg’s recommendation.

We may apply a base coat of varnish before flipping her right-side-up, but that’s a decision for some time next week.

Right now, as the Dutchmen begin disappearing with the staining application, it is just super to see her coming back to where she was many decades ago.

1959 Chris Craft Sportsman: Dutchman Repair Clinic

1959 chris craft sportsman dutchman repair

We have two goals for this video: provide an update on our 1959 17’ Chris-Craft Deluxe Sportsman preservation project, as well as an, albeit compressed, clinic on topside Dutchman repairs. As is clear in the clip, the bottom painting milestone has evaporated far into our wake. Applying five coats of Interlux 2000E Epoxy Primer – barrier coat – was followed by applying three coats of Pettit hard Racing Bronze Enamel.

Why three coats when Pettit recommends only two? We always sand the first coat thoroughly, even to the point that the 2000E “ghosts” through over much of the bottom. Yes, doing so costs time and, on this boat, an extra quart of bottom paint, but sanding also improves adhesion and results in a flatter surface.

The entire subject of the pros v. cons of employing Dutchman repairs to preserve the maximum-possible amount of original planking is much like asking five economists to predict next year’s inflation rate. You get at least seven conflicting forecasts and explanations for same from the economist, and at least as many from those taking various positions on the Dutchman.

Simply put, since we are preservationists first and foremost, we have and will continue reaching for one of John’s magically-disappearing Dutchmen whenever doing so saves a plank.

As is clear from this clip, John is saving many planks on both port and starboard for this classic 1959 Chris-Craft’s topsides.

1946 Chris Craft Mahogany U22 Bottom Planking Fabrication

1946 chris craft u22 bottom planking

Our 1946 Chris-Craft Mahogany (Brightside) U22 project enters the bottom planking fabrication stage today.
We will replace all existing planking, which is mostly cedar, with newly fabricated mahogany.

Yes, we abhor being unable to save the original planking, but most of it is just too oil-soaked, split and broken. Not replacing these planks means a bottom that is not well adhered to the 3M5200, and cannot hold paint from amidships aft.

John and I are dry fitting the original planks in place, and will scribe them on the plywood skin. Given the structural work this hull has received, especially removing the twist and hog from it, means that some of these planks, and especially those running to the stem, must be sanded in to fit.

Once we are confident we have a perfect set of pattern planks, we will scribe them to new mahogany.

The new planks’ faces and edges will be thoroughly sealed with CPES before we begin laying them down.

Following a final application of CPES to all exterior surfaces, we will begin applying the first of five coats of Interlux 2000E barrier coat, followed by three coats of period-correct blue antifouling paint.

1960 Cruisers Inc Seafarer Milestone: She’s Ready For Paint!

1960 cruisers seafarer ready for paint

What a major milestone we see fading into our wake! The 1960 Cruisers Inc. Seafarer is ready for paint on the topsides and bottom, and CPES and varnish on the transom.

After applying 3M Premium Filler three times, and sanding it fair between each application and after the last one, finally, all the countersinks and declivities are filled and sanded fair.

We began sanding with 40 grit, graduated to 60 grit and finally to 80 grit using our inline longboard sanders until the surface – strakes, plywood garboards and filler – was silky smooth.

Following Danenberg, we applied the first two coats of CPES one right after the other, waited 24 hours and then applied the final coat. We will allow the CPES to cure for four days, until next Monday, before we tape off what will be an Interlux Brightside fire red boot stripe and begin priming below and above the bottom line.

Below the waterline will receive three coats of Pettier Tie Coat Primer, followed by three coats of Pettit Hard Racing Bronze Enamel.

The topsides will receive three coats of Interlux Pre-Kote followed by multiple coats of semi-gloss white Interlux Premium Yacht Enamel.

We will block sand both surfaces by hand between coats using 100 grit followed by 120 grit.

We also sanded the transom fair and stained it with brown mahogany Interlux Interstain Filler Stain, which we will allow to cure for several days until we apply three coats of CPES to it.

1959 Chris Craft Sportsman Replacing Loose Fasteners and Wood Bungs

1959 chris craft sportsman replacing loose fasteners wood bungs

Why Attention to Details is Critical

Details, details, details. Dismiss them at your peril, as we were reminded today as we considered next steps on the 1959 Chris-Craft Sportsman preservation project.

We decided together that, other than the two rub rails, which were loose and rotted in several places each, the balance of the topside planks appeared ready for longboard sanding, bleaching, staining and sealing. Then John said, “No. Look at these seams and the fact that that several of the topside planks were standing proud along their edges.”

A series of strikes using a rubber mallet confirmed John’s suspicion that the fasteners in these areas had backed out a bit, lost their bite into the underlying frames or battens, or simply broken.

Even more mystifying was the fact that the bungs lacked the telltale black rings that signal adhesion failure, but when he touched them with an awl, they simply released completely, falling on the floor.

Note to selves: Pay closer attention to bungs and how the planks are lying relative to one another.

As the clip details, and we have now addressed, the fasteners had failed or broken across entire sections wherever the planks stood proud or the bungs popped in response to a gentle probe on port, and we will repeat the testing and same process on starboard next week.

Additionally, as we reported some time ago, the port side requires old fairing compound “fixes” to be repaired properly with Dutchman patches.

RJ and I will be proceeding with the final sanding and one more coat of CPES this coming week. Priming with fife coats of Interlux 2000E Epoxy barrier coat primer comes next, followed by applying two coats of Pettit Hard Racing Bronze bottom paint.

Why only two coats of bottom paint? Applying more coats actually degrades adhesion. Apply two coats not, and then inspect the bottom after next fall’s haul-out, and apply a freshening coat then depending upon what your inspection tells you.

All that said, our message here, both to you and us, is, “Paying attention to the minutia returns huge dividends. Not doing so risks disaster.”

1960 Cruisers Seafarer Bottom Refastened & Countersinks Filled

1960 cruisers seafarer bottom-refastened countersinks filled

Bottom fastened! Well, almost. RJ and I still must team as we tighten the tiny hex nuts on every machine thread screw that secures the strakes to one another between the ribs.

But at least refastening the plywood skin and below-waterline strakes is behind us!

RJ and I have also filled the fasteners countersinks with three applications of 3M Premium Marine Filler, and begun sanding them fair.

We have also stripped and bleached the transom, and will be staining it with brown mahogany (042) Interlux Interstain Wood Filler Stain, and then sealing it with CPES.

Stripping the topsides and stem will follow, after which I already know from inspecting them that we will face another round of refastening strakes and filling and fairing the countersinks with 3M Premium Marine Filler.