Mini chapter 0. Search for primary information. Launching / Plan / Retreat #1

Mini chapter 0. Search for primary information. Launching

First of all, the boat must be on the water in standard operating mode. To do this, you need to make sure that there is no major leak to safely pass the test. Check the presence and operation of the bilge pump. Engine compartment ventilation system. Next, we move on to checking and restoring the remaining systems.

We check the operation of the power plant, cooling system, electrical system and steering system. We repair and prepare for launching.

Being on the water will allow you to objectively evaluate the behavior of the boat on the water: controllability, speed, roll; will allow you to more accurately localize problems. Choose the necessary repair (modernization) strategy, rather than wandering around in search of “what’s best.” This reduces time and effort when following the chosen path. Don't forget to equip the boat with a fire extinguisher.

When the boat is on the water, all the performance characteristics of the boat are recorded in the logbook: speed, acceleration time, fuel consumption, propeller dimensions and behavior: what kind of rolls, how the rudder obeys, etc. Past entries from the logbook are also studied and when and what happened to it. Repairs, accidents, etc. There is no such thing as too much data. We take a lot of photos and videos - they will come in handy.

Official sources of information are also studied on the subject: manufacturing technology, materials used, typical sores. After sea trials, the boat is sent ~~to the workshop~~ for washing. Who will let him dirty into the workshop? =)

Primary data collection revealed:

Structurally, the boat consists of three main parts: the hull, the deck and the bottom box-shaped stringer. All structural elements are molded by contact molding from fiberglass based on polyester resin PN-609-21M. Styrene free.

The casing has a thickness of about 5 mm:

One layer Fiberglass mesh SE-01
Three layers Fiberglass T-11-GVS-9
Three layers of fiberglass (fiberglass fabric) TR-0.56
To enhance the strength of the bottom, glass matting (woven fiberglass) TR-0.56, two layers, is laid in the center.

The deck thickness is about 4mm:

One layer Fiberglass mesh SE-01,
Three layers Fiberglass T-11-GVS-9
Two layers of fiberglass TR-0.56

The bottom box-shaped stringer is laminated from glass mat (woven fiberglass) TR-0.56, 6 layers.

Decoding materials:

Fiberglass mesh SE-01: density 195 g/m2, thickness 0.2 mm, plain weave, lubricant GVS-9 (vinylsilane).
Glass satin T-11-GVS-9: density ~385 g/m2, thickness 0.3 mm, satin weave 8/3 or 5/3, sizing agent GVS-9 (vinylsilane).
Fiberglass mat (woven fiberglass fabric) TR-0.56: density 600-680 g/m2, thickness 0.56 mm, roving weave.

The boat is built using woven glass cloth, twill woven glass and plain weave woven glass. Chopped strand mat and chopped tow, fortunately, wewe not used. Therefore, the body is thin and quite durable, not overweight.
Polyester resin was used, which is not good, but it is a classic option for most industries, even today. If the tightness of the external gelcoat is broken (chips, cracks, etc.), abundant absorption of water occurs, which triggers a self-unloading reaction of the resin, thereby penetrating deeper and deeper. For this reason, all chips, cracks and their relative positions help us give an approximate understanding of the internal destruction that is hidden from our eyes.

From sea trials:

The boat's weight is about 950 kg (2100 lbs).
Engine M8chespu100-M1 (see characteristics here), gearbox with a ratio of 1.545 (standard).
Propeller: Diameter 335mm, Pitch 538mm (13.19” x 21.18”), three blades.

With an engine speed of 2800 rpm and a propeller speed of 1812.3, the GPS speed is about 55 km/h (34.2 m/h). There is no load in the form of a skier/wakeboarder.

When pulling a wakeboarder with a large board out of the water, the process took longer than usual; there was not enough screw stop.

Handling was not up to par: turns to the right were easier and with a smaller radius than to the left. The boat heeled to starboard when evenly loaded. Turning in reverse was also not the easiest (although it is not important for a tug).

After inspection and sea trials, we draw up a road map (plan), which will be supplemented and slightly changed in the process.

Plan:

1. Work on the body:

Washing the body to make it pleasant to work with.
Photo recording of damage, measurement of main dimensions, engine, shaft line, etc.
3D scanning, if necessary. But something went wrong with us.
Removing all mechanics from the boat to the hull.
Washing the Inner surface from traces of oil and dirt.
Separation of shells. Top/bottom of body/
Another wash of parts that were not previously available/
3D scanning of internal parts.
Removing the power set, amplifiers (oak boards, mortgages, etc.)
Washing previously inaccessible parts.
Cleaning up damage from the outside and inside/
Removing the gelcoat from the bottom of the body.
Removing layers of fiberglass.
Work with deep osmosis.
Applying roughness to the body to secure new layers.
Turning the bottom shell upside down.
Rolling new layers from the outside.
Heavy anti-osmotic primer.
Flat keel. Production on a boat.
Alignment of cheekbones, main lines. Checking and working with the boat's left/right symmetry.
Turning the lower shell into the “normal position.”
New layers from the inside.
Manufacturing and gluing of new amplifiers and inserts.
Heavy anti-osmotic primer.
Gluing the power set.
Installing approvals and gluing them to the kit and body.
Heavy soils inside.
Upside down.
Punching a new shaft line. Drilling
Heavy anti-osmotic primer.
Light epoxy primer.
Painting the underwater part with polyurethane. Why not gelcoat
Flip the bottom half to the “normal position.”
Installation of fur. components. See works on mechanics and power plant.

2. Works on mechanics:

Selection of engine for remotorization.
Calculation of shaft line, selection of components.
Foundation design for an engine, reverse gearbox, angular gear.
Design of hull reinforcement. Embedded elements, amplifiers, etc.
Design of cooling systems, auxiliary systems.
Design and manufacture of brackets for attachments, engine mounts, etc.
Design and selection of steering control.
Calculation and production of deadwood.
Calculation and production of the shaft bracket.
Design and manufacture of Goodrich.
Design and manufacture of stern tube sealless seal.
Calculation and manufacturing of the steering device.
Manufacture of high-strength titanium fasteners.

3. Works on the engine:

New engine. Measuring everything.
Unlinking unnecessary blocks, sensors, MDS, and launch permissions. ECU reprogramming
Engine start 00.
Installation and modernization of systems for working on a boat.
Manufacture of brackets, pulleys, etc. for life support systems.
Calculation and manufacture of the flywheel.
Docking with damper and reverse gear.
Connection of a reverse gearbox with an angular gear.
Custom CV Joint. Design and manufacturing
Design and manufacture of cooled exhaust manifolds.

4. Design of general electrics and electrics of the engine:

Will appear a little later.

Retreat #1

This list shows the sequence and algorithm by which the work needs to be carried out. Some of the work can proceed in parallel. In most cases, during repairs, such work is not performed due to the scale and, as a consequence, cost. Only in exceptional cases, when the boat is of some value, can something like this be carried out. During repairs, the sequence is the same, but unnecessary types of work are excluded.

The cost of such large-scale work is higher than construction from scratch, this is due to the limiting framework during the initial construction of the vessel and the difficulty of finding a solution to how to fit new solutions into this framework and not go beyond the boundaries. Also, the cost of preparatory work is very high... Have you tried removing several tens of square meters of gelcoat?

The hull of a boat is not created by itself. This is a set of functions that are included in the boat, its power plant, hull contours, and payload; for this reason, there is no universal boat. When one of the components changes, the balance of the entire system changes. For example, if you installed a heavier engine and the state of equilibrium of the entire system would go away, the planing angles, the area of the wetted surface, the angles of entry of the shaft line into the water (thrust vector) would change, and the efficiency of the entire system would change greatly. Or, even worse, when the type of drive changes, instead of an inboard engine, an outboard motor appears - the center of mass will shift much back, the point of application of force will be in a different place than the boat designers intended, and in the end it will be a waste of money. The same thing happens when they change the engine to a “upper” one, that delivers torque at high speeds - fuel consumption increases and the boat cannot accelerate quickly. There are plenty of examples around the globe. Therefore, everything must be calculated and objectively assessed whether such work is worth implementing, or is it a utopia. In our workshop we always want to understand and help the client, but if the idea contradicts physics or the financial component is large, we will look for other options or dissuade them from a senseless undertaking.

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