We are sooo close to completing the varnishing of this incredibly original 1953 12’ Penn Yan Swift CZT!
Once today’s coats of varnish have cured, Joe will hand sand the decks, rub rails and coamings one more time using P500 grit paper. Then she will be moved to the paint booth’s dust-free interior for a final two coats of varnish using Pettit Hi Build, (which has now been replaced by Pettit Flagship High Build Varnish 2015)
Reassembly will be next, after which we will set her back on her Tee Nee trailer for a trip to Marine Canvas of Vermont, where Chris Hanson, working with her owners, will fabricate two sets of seat cushions.
While all these activities are proceeding, Fran Secor of Otego, NY, who consistently wins class Best of Show awards for his outboard engine restorations at the annual ACBS show in Clayton, NY, is working apace to restore her 18 HP Johnson Sea Horse to as-new and show-ready condition. We will finish this wonderful project by spring and be ready to transport her to her home waters in Seattle, WA.
We will not ship her before we can enjoy doing a thorough sea trial on Lake Champlain, so fingers are crossed that we get an early and warm spring!
Ready for varnish is a huge milestone, and the prospect of applying the initial four to five coats of Pettit Hi-Build Varnish is generating lots of excitement in the shop.
Even though we currently have six other wonderful woodies at various stages of preservation in the shop, the 1937 20’ Lyman Runabout is iconic and more.
We will apply the first four to five coats and then block sand by hand with 120 grit. Sanding after each group of three coats will follow using ever-finer grits.
She and her stately beauty, which is so typical of Pre-War wooden boat design, will emerge, slowly at first, but then at an accelerating pace.
Robert Henkel, Peter Henkel, Inc. in Marine City, MI, has, as always, executed a masterful comprehensive tear-down and rebuild of her engine.
Stay tuned for updates as we move towards completing her preserevation.
This 12’ 1953 Penn Yan Swift CZT, hull number CZT 251, continues to impress us with her originality and excellent condition. We have yet, and now will not, sighted any rot anywhere in the hull.
While the exterior paint could not be saved, and simply began flaking off down to the canvas as soon as we touched it with 100 grit sandpaper, her canvas is in excellent condition, is tight on both the hull and transom, and appears to be original.
We stripped the paint and filler using Jamestown’s Circa 1850 Heavy Body Paint and Varnish Remover, a process that loosened the canvas a bit as it was wetted by the stripper, but once dry, it is drum tight over the entire hull and transom.
As she is the first canvassed Penn Yan Swift we’ve preserved, I reached out to Charlie Santi, who is renowned for his preservation of Finger Lakes, NY region boats, including scores of Penn Yans, for guidance in filling and fairing the canvas Penn Yan used.
Based on his advice, we are priming the hull and its canvas with TotalBoat Topside Primer. Fairing with 3M Marine Premium Filler, followed by two to three more coats of the TotalBoat primer will complete the topcoat preparation. Her owners, who live in Seattle, WA, chose a very rich British Racing Green for her hull. As I type, George Kirby, Jr., George Kirby, Jr. Paint Company, New Bedford, MA, which is renowned for its marine paints, is custom mixing semi-gloss marine topside paint that match the owners’ choice for us. (You should think about Kirby the next time you need paint. George and his wife, Sheri, offer a wide array of modern and classic colors, and are simply fantastic to work with).
We will have her ready for topcoat painting as soon as George can get the paint to us. We will keep you in the loop as we progress toward the day we can flip her over and continue working on her decks and interior. (We have cleaned and scuff-sanded her bilge and interior hullsides, and applied the initial coats of Sikkens Cetol Marine varnish to them, but must wait until she is upright to complete these tasks.
We continue with the most unpleasant elements of wood boat preservation, stripping, sanding sealing and varnishing the hull’s interior – so many ribs! And doing the same with the myriad of parts released during deconstruction.
Joe has fabricated and steam-bent the new transom’s mounting strip. He has fabricated the new transom blank along with framing elements we could not save. All of it has now been stripped (saved elements), sanded, bleached, stained, sealed and received all but it final coat of varnish. Anthony, helped by RJ, spent a tortuous week stripping the hull’s entire interior. By today he and RJ have sanded all surfaces of every rib and interior hull planking. The entire area has received two coats of Smith’s Clear Penetrating Epoxy Sealer and its initial coat of Sikkens Cetol Marine. By early next week, it will be all hands on deck as we install the mounting strip and the fully assembled transom. The latter will be bedded in 3M 5200.
Soon, we can flip her upright and get on with the most enjoyable part, bleaching, staining, sealing, varnishing and painting.
Our 1937 20-foot Lyman runabout is still planked in her original Philippine mahogany that has become as hard as any exotic tropical hardwood I have ever seen over her eighty plus years. Step aside Cocobolo and Bubinga!
Her hull has been stripped to bare wood from keel to gunwales and stem to stern. RJ and I then worked along each strake searching for loose rivet fasteners. We found two; yes, only two. However, she’s tangled with all manner of docks, trailers and possibly lake bottoms over those eighty years, so her strakes have been dinged and gouged, leaving a myriad of declivities and ragged strake edges that must be faired.
First, however, I reached for a pneumatic longboard sander and 80 grit paper, and got to work. OMG! Not only is most of this work well above my head, I might as well have been sanding our concrete floor! Well, not quite, but progress was all but nonexistent until I reached for the 60 grit. Once the surface was reasonably smooth and free of feathers and other waste, it was time to begin fairing with 3M Marine Premium Filler.
Our first pass, which focuses on all declivities, and is behind us, will be followed by sanding every strake as fair as is possible before we apply a second and final coat.
We will then sand again, first with 60 grit, followed by 80 grit, and, at least above the waterline, her hull will be ready for sealing with three coats of Clear Penetrating Epoxy Sealer (CPES).
Then we can focus on the below-waterline strakes that, while the wood is sound, will require substantial filling and fairing before we seal the strake-overlap seams with fillets of TotalBoat Thixo Flex.
She’s a tough old bird whose elegance is slowly reappearing. She will surely turn heads once she returns to Lake George in New York!
Penn Yan Striptite hulls’ below-waterline plank seams are notoriously difficult to render watertight. We have used Interlux Seam Compound For Underwater Applications in the past. No longer. Once in place, the Seam Compound is pretty good at 3M 5200 is not. In fact, because it becomes increasingly hard and inelastic post-curing, 5200 tends to tear the wood fibers along the seams, or at least lose adhesion. This earlier video on the Captivator Aristocrat illustrates why 5200 is NOT the answer. Henceforth we will reach for TotalBoat Thixo Flex, which pays easily, adheres tenaciously and remains flexible when cured.
We use a piston-driven pneumatic caulking gun for this purpose, and not one that is air-driven.
Why? The Thixo Flex is packaged in two compartments in its tube to which a mixing tip supplied with the product has been attached. Since one component is much more viscous than the other, an air-driven gun tends to dispense the lighter component first, and therefore in proportions that keep it from curing.
A piston-driven gun, much like an hand-activated gun, dispenses the two components in precisely the correct proportions, such that the payed material is semi-cured in 24 hours or less, depending upon the ambient temperature.
Bottom line. If you will use a pneumatic caulking gun for dispensing Thixo Flex, be sure it is piston-driven.
One additional caution. Because it remains flexible post-curing, Thixo Flex is hellish difficult to sand and tends to load sandpaper quite quickly. RJ and Joe spent the afternoon sanding the bottom with six-inch random-orbit sanders and 80 grit paper, and went through one-and-a-half boxes to reach a clean, fair surface.
Not surprisingly, we discovered multiple holidays – air bubbles, mostly – that we will fill in a final pass across the bottom.
Transplanting a new transom into the hull has also passed a major milestone. The new transom and its interior framing have been fabricated. Its interior surfaces have been sealed, stained and varnished, and it is ready for mounting on the hull.
First, however, we had to deal with the thin strip of mahogany that is attached to and runs along the interior surface of the planking tails. Much of it was rotted and came out with the failed transom. We had to excise the rest of it using a MultiMaster, followed by fabricating, steam bending and inserting a new strip in place.
Once the 3M 5200 has cured, probably several days from now, we will release the forest of clamps and mount the new transom.
With her topsides already stripped and ready for sanding, staining, sealing with Clear Penetrating Epoxy Sealer and varnishing, the pace should pick up over the coming weeks.SHOW LESS
Sorry about the behemoth compressor firing up in the “background.” With five preservation projects fully engaged right now, I cannot simply shut the shop down when I shoot a video.
Finally, I am confident we have solved a chronic wood boat preservation conundrum, “My boat has an original bottom with open seams. I do not wish to, or in the case of a Striptite hull cannot, install a True 5200 Bottom. Nor do I typically drop her in the water where she lives all season. What are my options short of waiting for her to swell each time we launch and hope to use her?”
Hmmm …. Our stock answer has been, “Use Interlux Seam Compound for below water applications. It will remain elastic, compressible and able to withstand the swell-shrink cycle, even if the movement is miniscule, without overly compressing the wood on each side of the seam.” Save for two cases where a boat came back for new bottom paint and we found that some of the Seam Compound had become hard and brittle, I am still comfortable with it as a product that solves the problem. However….
OMG! Even when heated, it pays very, very poorly, and will fight you every inch of the way. What’s worse than all the time involved, Interlux recommends three applications.
There must be something better, especially in terms of ease and time cost of application.
I recently answered a query about the best material to use when sealing lapstrake topside strake seams with a small fillet. Our practice to date has been 3M5200, as long as the fillet is tiny, tiny in cross section, and any feathers beyond it are removed. One of you answered simply, “Use West G-Flex and you will be good.”
Hours and hours of subsequent research tells me that this person is correct. However, while two-part G-Flex is supplied in squeeze bottles and quart cans, Jamestown Distributors offers Thixo Flex, a TotalBoat brand version that is also two-part, satisfies G-Flex’s criteria for adhesion and lasting elasticity and is packaged in 10 oz. caulking tubes along with a mixing tip that delivers material in a fine stream that comes out having been mixed precisely.
Our tests, albeit only over several weeks rather than several years, and painfully small sampled, delivered a bond that is flexible and simply cannot be torn apart unless the wood fibers fail. After paying a seam’s worth, I use a super flexible putty knife to drive the material into the seam. (A plastic spreader may work as well, but I prefer the putty knife.)
The waste is scooped and spread into the next seam.
I should be able to finish the Captivator’s bottom spending about 2+ hours per side. Paying Seam Compound would take time measured in days, by contrast.
Once the Thixo Flex has cured, and after we’ve checked for any pin holes or holidays, we will sand the cured residue off the planks and seal the entire bottom with three full coats of Smith’s Clear Penetrating Epoxy Sealer.
Priming it with three coats of Pettit Tie Coat Primer 6627 will follow.
We must install the new transom bracing and transom before we can finish paying TotalBoat Thixo Flex into the bottom seams, however.
But with 90 percent of the varnishing behind us, we have focused on assembly.
A word of caution when you attack saving one of these wonderful Lymans. Consistent with Lyman practice, we installed Nautolex Marine Vinyl Flooring in Natural to all of the floor panels. The results are simply spectacular, as this rich mixture of hues compliments that the mahogany ceilings, engine box and seating in a manner that delivers coherence.
However, Nautolex sheets are almost one-sixteenth inch thick. Once you apply it to the face and wrap it around the edges, you have added almost one-eighth inch to each panel’s thickness. And, since these panels run beneath the helm seating, if John had, not accounted for that extra thickness, none of the components would have fit. John did and they do fit. Phew!
Even the varnish’s film thickness makes a difference when reassembly begins.
Bottom line, all of us must think and plan for how various coatings will alter dimensions.
Altering the floor levels at the helm so that they are level with the rest of the floor did give us a surprise. This alteration also changed the position of the shift lever pivot relative to the floor such that the lever could not be installed on the original mounting block.
RJ and Joe once again demonstrated their resourcefulness by simply installing the floor panel beneath the mounting block after they wrapped the latter in Nautolex, which renders the block almost invisible. Here is a great example of less is more.
The coaming is secured with screws passing vertically and countersinks plugged with mahogany bungs. I suspect it is more personal choice than anything else, but we applied the first ten coats of varnish to the covering boards first, and now have installed, stained and sealed the coamings. (Yes, they are bedded in 5200.)
We will complete the final varnishing of the decks, covering boards, coaming, transom and firewall, and continue assembling her over the next week or so, at which time her hardware will be installed. Then she will be off to upholstery, canvas and lettering.
With 59 degrees Fahrenheit today – and back to the twenties next week, it’s sure difficult not to at least dream about seeing her floating. But with Lake Champlain frozen solid from shore to shore, I fear we’d be insulting her terribly by dragging her down there now!
After raising her five feet above the floor, RJ and I have been fully enjoying applying copious amounts of Circa 1850 Heavy Body Stripper – three coats in each area at a time before we begin removing what appears to be five to six coats of tired bottom paint between her boot strip and keel. The bottom planking is tight and the wood is in excellent shape, at least over the forward half of the bottom.
Our real disappointment erupted as soon as I began stripping the port garboard along the seam between it and the keel. The corner of my scraper blade caught the caulk payed into the seam and released about six feet of completely free material.
No, it was not 3M 5200. We found that imbedded all along the starboard garboard-keel seam. I’ve dealt with enough of this stuff bedding hardware on my sailboat. Boatlife Caulk it was. Adhered in any way to the wood anywhere it was not. A bit of tugging and long strings of this stuff literally just fell away.
That most of it exhibited a shiny, slick surface tells us that it most likely never adhered to the adjoining wood at all.
The seam is as much as a strong 7/16-inch wide in some places, and 3/8-inch wide along most of this distance. Properly addressing such seams is straightforward and involves first caulking them with cotton roving, which is then primed before paying the chosen caulking material begins.
All of that said, this experience, along with the arrival of this month’s issue of Practical Sailor and a heads up about a Wooden Boat Forum discussion on sealants got me to thinking.
While I am still researching, I believe there is value to you in sharing some of what I have learned to date.
Interlux Seam Compound v. Slick Seam Compound Albeit twelve years ago, The Wooden Boat Forum hosted what can only be described as impassioned exchange.
One contribution reporting that heating, and then thinning the Interlux product with mineral spirits results in a consistency that “trowels out like butter.”
“…trick I used to use with any brand is to get a hot plate and put the can in a shallow pan of water and keep it hot, goes in the seams like butter, deeper, cleans up easy, and stiffens back as it cools…saves the fingers, hands, and wrists…and makes the bottom go quicker…..and another plus is in the cleaning process when you knife off the excess flush, and then wipe with your cleaner soaked rag, you get a concave seam, which allows for a smoother look after the boards have swelled…….”
And then there were several experienced-base observations that in cold climates where she must live on the hard for six months annually and dries out as a result, the Interlux Seam Sealer tends to become brittle and break away from the wood.
Bottom line: Slick Seam adheres tenaciously and handles the swell-shrink cycle well, but its waxy consistency presents offsetting issues that may outweigh its adherence advantage.
Interlux Seam Compound when heated and even thinned, applies easily, but may tend to lose adhesion during the annual swell-shrink cycles our woodies must endure.
Practical Sailor Magazine, March 2019 Issue – Sealant Testing Results We tested a field of leading sealants including 3M 5200, 3M 4200 Fast Cure, 3M 4000 UV, Sika 291, Sika 295,Loctite PL S-40, Loctite PL Marine, Boat Life Caulk, Boat Life Seal, and Sudbury Elastomeric Sealant, for three years…. 3M 5200 Intended as a permanent bonding adhesive, not a sealant or bedding agent, 5200’s increased stiffness worked against it in the flexibility test. It took more than twice as much force to flex the samples, despite the fact that 5200 is thin and only about 50 percent as much material was present in the joint. To our surprise, 3M 5200 began losing bond strength by the third year. Bottom line: Recommended as an adhesive, but not as a flexible sealant.
SIKAFLEX 291 Sika 291 is Practical Sailor’s best buy of this group. “…(it) delivers more consistent bonding on a wider variety of materials. It came clean easier than most (of its competitors) and retained flexibility. Bottom line: A best choice for most applications. Missing in the results is any mention of Sika’s bonding to wood below the waterline.
BOATLIFE CAULK This sealant failed to bond effectively in our shear testing, and it failed the flexibility testing completely, debonding completely the first time samples were bent. While you may like a sealant that is easy to remove, we think bond failure is never acceptable. Bottom line: Not acceptable.
We are almost there. Beginning with two raw boards yesterday morning, Joe and RJ have fabricated all the parts to Captivator’s new transom.
We allowed the glue in the tongue-and groove joint between the two transom planks to cure for 24 hours before removing the clamps.
Today they fabricated the interior transom frame using oak for the bottom bow and two side frames and Honduran mahogany for the center frame.
The individual oak components and the transom blank were cut to shape using the old material as patterns.
What cannot be patterned simply are the bevels and continuously-changing radii of the transom blank’s ends and the oak framing that runs up the hull sides. Sanding in with a belt sander is both tedious and exacting, and requires continual test fitting.
With the individual components fitting well, RJ and Joe assembled the new transom temporarily before final fitting ensues.
Once we have an excellent fit, the components will be released, final sanded, bleached, stained with Jel’d stain and sealed with three coats of CPES.
Sometime early next week Captivator’s new transom will be in place, bedded in 3M5200.