Design 2270 12 Meter Racing Yacht Enterprise
Enterprise (US27) was designed and built to compete in the 23rd Americas Cup of 1977. She was constructed of aluminum by the Minneford Yacht Yard of City Island, New York and launched in 1976. The syndicate was establised by the Maritime College of Fort Schuyler, New York.
The design was based on extensive tank testing using large format models of 1/3rd scale, a practice that was started for the testing of Courageous for the 22nd Americas Cup of 1974. Initial tank testing used 1/8th scale models of 8 length overall. After analysis the larger 22 models were built and tested to better verify results and to eliminate problems associated with scale effects. Earlier testing of previous 12-meters had relied upon models of 1/13th scale or 5 overall length.
The boat could not beat Courageous, S&S design #2085 and Courageous was selected to defend the Cup. Here is an image of Enterprise during trails sailing against Intrepid (US22), design #1834.
Here are the plans.
LOA 67-0"
LWL 48-0"
Beam 12-6"
Draft 9-0"
Sail Area 1,808 sq ft
Boat Bed
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Amateur Steel Boatbuilding
A few owners of our metal boats have beached them on rocks unintentionally during hurricanes, storms or lapses in proper navigation. Every one of them survived without structural damage severe enough to have endangered them.
I once very embarrassingly bounced the 12mm plywood hull of my Didi 38 "Black Cat" off a big rock that was being used as a turn mark for a day race in a big regatta in Cape Town. I was not paying enough attention when I should have been and we were pushed onto the rock by the crew of another boat to which we got too close. The surge sucked us against the rock, which we hit hard enough to feel like we had been holed, then we were stuck there by the surge repeatedly pulling us in. It got her photo into both national sailing magazines and the newspaper. She even starred in a video on Finish national television, showing us using the spinnaker pole to push ourselves off the rock. In my rather weak defence I have to say that we managed to extricate ourselves without starting the motor and we did do our penalty turns for hitting a mark of the course.
My ego was just slightly dented by that episode but "Black Cat" proved the strength of plywood/epoxy by not even showing a scratch from the big rock. Despite that, I would not be tempted to put her up against ice or a prolonged beating by waves against a rocky shore. If I was planning to sail to high latitudes I would undoubtedly choose a metal boat.
Professional builders have produced excellent examples of our steel designs. They are, after all, being paid for their expertise and their ability to produce a quality product. But I have also seen some really beautifully built steel boats built to my designs by amateurs, to a very high standard. People with fairly basic skills at the start of a project learn as they go, through experience and additional education where needed, ending up suitably skilled when they get to the important parts of the project. By the time that they launch their boat they have absorbed a whole host of new skills and many go on to become professional builders.
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| Dennis Wagner made a beautiful job of his Dix 43 Pilot. |
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| This Dix 38 hull was built by Frank Menton and finished by Alan Reynolds. |
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| Hout Bay 33 built by Sergey Federov in Saint Petersburg, Russia. |
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| Hout Bay 33 built by Francisco Rego in Portugal |
Go to http://google.com to see our full range of designs. We have many varied concepts from which you can choose.
Welding the Trailer
I got a recommendation for a welder from the same awesome friend at the lumberyard who sold me the skids. I called the guy on an odd Thursday that I was playing hooky from work, a week before the planned boat flip. He said "Are you there now? Im just up the road from you."
A few minutes later, he roared in on his Harley chopper, wearing an orange jumpsuit with reflective stripes like a tow truck driver. A big man, white hair in a crew cut, probably in late middle age, who looked like hed just gotten in a serious bar fight the day before and lost. He introduced himself as Matt and I didnt ask why he had a black eye.
He said itd be no problem doing the repair welds, but that what he recommended was replacing that crossbeam. I said, "Now, its beginning to sound expensive."
"Nah," he dismissed it, "I can flip the trailer with the crane on my truck, cut out the crossbeam, weld in a new one, and flip it back. Probably take no more than a hour. I think thats eighth inch. I think I have some quarter inch square stock on my pile at home."
I was still reeling from all this for a while. No more than an hour? Any one of the steps he mentioned I guessed would take me all day... if I had the proper equipment, which I didnt. We made a date for the following Tuesday.
I imagined that hed have one of those sad little cherry pickers on the back of a beefy pickup. I hoped it wouldnt be too laborious and that hed not too badly underestimated the job.
I was at the boat site on Tuesday when he pulled in with his gianormous truck. Like Santa, he said not a word, but went straight to his work.
The crane was no cherry picker, but a proper crane with a fancy remote control that Matt deftly wielded. When hed said hed pick up the trailer to flip it, he meant it. Up it went, easy as pie, this enormous 20 foot behemoth tossed around like a toy.
His truck was like Santas magic sack. He had attachments for household current, compressed air, arc voltage, everything he needed with hoses and cords all neatly coiled on hooks in back.
He flipped it over and immediately started cutting out the center crossbeam (visible in the photos above as a thick black line running between the axles) with a nifty plasma cutter that made my cutting torch blush with envy.
He used the crane to lift while he cut. This took a few minutes or so, with a few sticky parts where the crossbeam was welded better in some places. He mentioned that he was surprised it had lasted as long as it did.
Within minutes he had the old crossbeam out and was cutting the new one to size with a giant chopsaw. I helped him maneuver it into place and he began welding it immediately. His welds were like beautiful marzipan. They were flawless and elegant.
As he finished a section, Id attack it with a wire brush and coat the still warm weld with Rust-Oleum.
Having the trailer upside down would have made painting the underside considerably easier. I did use the opportunity to hit any rusted metal Id missed.
Not content to simple fix the suspension, Matt went over the whole trailer, fixing places on the underside where the trailer was inadequately welded or the original builder had simply failed to weld.
He concentrated for a while on the area where the tongue of the trailer attached to the rest of the trailer: None of the members there has been welded on the underside. "Considering this is where the trailer attaches to the truck, this seems pretty important," Matt said.
When he was all done, the trailer was not simply repaired, but better than it had been when it was constructed. Matt charged me so little for the work, I was little embarrassed. Would that cover the diesel for his truck, the welding sticks he used, the time he made available for me? I hoped so, because he seemed like a really nice guy.
He deftly picked up the trailer and flipped it back over and was on his way.
Design 2201 Swan 47
The Swan 47 was the 11th S&S design prepared for Nautor of Finland. The boats were introduced in 1974. 70 boats were produced in a production run that lasted until 1979. Construction quality was extremely high with plans and materials as well as construction certified by Lloyds. The design was optimized to rate well under the I.O.R. Rule but she is also a fine cruising boat. They are still desirable boats today.
A centerboard model was also developed.
Here are the plans.
LOA 47-9"
LWL 36-2"
Beam 13-10"
Draft 7-10"
Displacement 32,400 lbs
Ballast 15,500 lbs
Sail Area 1,060 sq ft
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