Issue 3
Mar 2012
Section 3
Hull & Deck
General
Both versions have identical hulls, but the superstructure differs markedly. The SL is readily
identified by its ‘sharpie’ form, with its sloping coach roof, whereas the original design had a
stepped coach roof. This, and other differences in design can be seen in the brochures for the two
models
Brochures
. Both fin and twin keel versions were built, though the latter predominates.
Nine colours were available, at extra cost, but the most popular colour was white.
Most boats have a tendency to list to port, a feature which some owners have compensated for
by, eg, carrying an inflatable in the cockpit starboard locker, or shifting a battery to the starboard
side.
Hull
The hull itself is a very substantial one-piece GRP construction, with the thickness of the material
approaching 25mm in the bows. The join between the hull and superstructure is covered
externally by a teak rubbing strake, through bolted and, in most cases, with the screw heads
recessed and plugged; some have bolts whose heads are simply countersunk. Internally, the bond
is covered by a broad teak ply strip. There are very few known cases of osmosis with these hulls.
The skeg and the keels are both bolted-on additions (Rudders and Skegs are covered in Section
6). The keels are rough steel castings, and are inevitably subject to rusting and pitting where the
protective coating has been damaged. The effects are more cosmetic than serious, and
treatment of rusty keels is the subject of a few items below. They are affixed to the hull by
stainless studs, whose stainless nut are accessible below the cabin sole, but are covered with a
thick coating of flo-coat.. No problems are known to have arisen from this method of securing
the keels .
The issue of antifouling would fill a manual in its own right, particularly the question of which
product to use. Its largely a question of 'you pays your money and takes your choice'. There are,
however, a few basic guidelines:
•
make good any significant damage with an epoxy filler
•
lightly abrade the existing coating, with WET abrasive paper. Doing it with dry paper
produces toxic dust.
•
do not use hand or power wire brushes to remove rust. This action polishes the metal.
•
check that your intended antifouling is compatible with the existing coating. If you are
unsure, put a tie coat on first.
•
apply the antifoul generously.
Deck and Coach Roof
The two GRP skins of the roof enclose a balsa core; these skins merge at the edges of the roof to
form solid GRP walls, of irregular thickness, in which the windows are fitted. The side decks also
incorporate a balsa core. All the cockpit benches, walls, bulkheads etc are single skin GRP. There
are moulded-in non-slip areas in the gelcoat, and winch pads on the coach roof and coaming. Few
problems are known to have arisen, with this form of construction, except where water leaks
around fittings have caused the balsa core to soften, and then be crushed as attempts are made
to tighten the loose fittings. There have also been one or two cases where delamination has
occurred on the side decks; ingress of water through cracks causing the upper deck skin to
bubble up. The cockpit floor is 20mm solid grp.
8
