Here is a photo of Andy's Rhodes-designed Swiftsure 32 Sinter Klaas, moored at Watch Hill, which he proudly sent me to convey his joy at having his beloved boat back after we repaired/restored it. This boat was built by DeVries-Lentsch in Holland in 1959. As part of being repaired after Storm Sandy, it received new teak toerails, 34 ft long each with compound angles made by Steve and Ziggy cranking the blade tilt on the tablesaw while pushing/pulling the wood through it. Jeremiah faired the hull and sprayed it in Awlgrip. Lee and I reengineered the fuel tank, batteries, gas-bottle locker, air conditioner and plumbing to redistribute weight lower and farther forward. We also replaced the original 1959 seacocks with new Marelon ones. Ziggy made a new 'fridge lid as a chart table and made a new galley counter. The whole deck was repainted and new bronze hardware installed, including a Dutch-made traveler. Lee ordered a Selden rig (not my favorite as it's too fat for the boat). Dave ordered him a new Lewmar winch for the spar but missed out on getting the last-available Lewmar 30 in bronze, which is what it should have had. And we removed and replaced the Atomic Four engine, which Andy loves (with good reason; it's a lovely old-school motor). I rebuilt the rudder with foam and massive amounts of 'glass, and then in the course of removing and replacing the engine I replumbed and repainted his heat exchanger, which Andy thought pretty cool. I also designed and ordered a new bow pulpit and completely redesigned the stern end, doing away with the toerail there because, as I told Andy, that part of a boat is like the cute girl's bottom in a bikini-- everyone wants to see that part, stare at it, and become mesmerized by it. This boat's backside is too pretty to cover over with a toerail. Andy agreed; and now you can see the lines of the boat much better all over. Summer 2014

Here is a photo of Andy's Rhodes-designed Swiftsure 32 Sinter Klaas, moored at Watch Hill, which he proudly sent me to convey his joy at having his beloved boat back after we repaired/restored it. This boat was built by DeVries-Lentsch in Holland in 1959. As part of being repaired after Storm Sandy, it received new teak toerails, 34 ft long each with compound angles made by Steve and Ziggy cranking the blade tilt on the tablesaw while pushing/pulling the wood through it. Jeremiah faired the hull and sprayed it in Awlgrip. Lee and I reengineered the fuel tank, batteries, gas-bottle locker, air conditioner and plumbing to redistribute weight lower and farther forward. We also replaced the original 1959 seacocks with new Marelon ones. Ziggy made a new 'fridge lid as a chart table and made a new galley counter. The whole deck was repainted and new bronze hardware installed, including a Dutch-made traveler. Lee ordered a Selden rig (not my favorite as it's too fat for the boat). Dave ordered him a new Lewmar winch for the spar but missed out on getting the last-available Lewmar 30 in bronze, which is what it should have had. And we removed and replaced the Atomic Four engine, which Andy loves (with good reason; it's a lovely old-school motor). I rebuilt the rudder with foam and massive amounts of 'glass, and then in the course of removing and replacing the engine I replumbed and repainted his heat exchanger, which Andy thought pretty cool. I also designed and ordered a new bow pulpit and completely redesigned the stern end, doing away with the toerail there because, as I told Andy, that part of a boat is like the cute girl's bottom in a bikini-- everyone wants to see that part, stare at it, and become mesmerized by it. This boat's backside is too pretty to cover over with a toerail. Andy agreed; and now you can see the lines of the boat much better all over. Summer 2014

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This is the side of an Ocean 38 convertible (sportfishing/cruising model), holed by Storm Sandy and crudely/hastily patched up, still in the water, in order to come down from Atlantic Highlands to Forked River on her own bottom. I got the job of filling and fairing the patch, which was a bigger job than the owner expected because it's a cored hull being filled without core. And there is water in the core, typical of mass-produced cored hulls anyway and undoubtedly made worse by the storm damage. Not long after I informed him of that, he decided he didn't need my services. I find this sadly typical of powerboat owners-- if it's not related to fishing or engines, they don't understand it and won't spend the money on it. This is why guys like me are so often out of work; and why I won't ever do contract work for powerboat owners again. 1 Feb 2014

This is the side of an Ocean 38 convertible (sportfishing/cruising model), holed by Storm Sandy and crudely/hastily patched up, still in the water, in order to come down from Atlantic Highlands to Forked River on her own bottom. I got the job of filling and fairing the patch, which was a bigger job than the owner expected because it's a cored hull being filled without core. And there is water in the core, typical of mass-produced cored hulls anyway and undoubtedly made worse by the storm damage. Not long after I informed him of that, he decided he didn't need my services. I find this sadly typical of powerboat owners-- if it's not related to fishing or engines, they don't understand it and won't spend the money on it. This is why guys like me are so often out of work; and why I won't ever do contract work for powerboat owners again. 1 Feb 2014

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Here is the very cool trysail that Captain Mike and I fitted to Light Reign (ex-Amazing Grace), C48 no.8 (1999). The track was pop-riveted on and I made a sleek ramp out of white Starboard to lead it over and around the gooseneck-- as a trysail should be able to be hanked on low to the deck and lashed there till it's time to deploy it. Captain Mike was actually impressed and sent me this pic of when he hoisted it. I could live without the 'station wagon' multi-part canvas hood over the companionway and cockpit (ugh). This boat has/had a Facnor in-mast furler that jammed before we relaunched it, underscoring my point that these things are ultimately unreliable by definition. Worse, the Facnor motor can be removed ONLY WITH THE MAST OUT OF THE BOAT. In what way is this a benefit? May 2013

Here is the very cool trysail that Captain Mike and I fitted to Light Reign (ex-Amazing Grace), C48 no.8 (1999). The track was pop-riveted on and I made a sleek ramp out of white Starboard to lead it over and around the gooseneck-- as a trysail should be able to be hanked on low to the deck and lashed there till it's time to deploy it. Captain Mike was actually impressed and sent me this pic of when he hoisted it. I could live without the 'station wagon' multi-part canvas hood over the companionway and cockpit (ugh). This boat has/had a Facnor in-mast furler that jammed before we relaunched it, underscoring my point that these things are ultimately unreliable by definition. Worse, the Facnor motor can be removed ONLY WITH THE MAST OUT OF THE BOAT. In what way is this a benefit? May 2013

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Here is another view of the damage to the Swiftsure. This boat carried its own floating finger pier from Great Kills Bay into Raritan Bay from which, if not for the storm blowing it ashore, it might have drifted into the open sea and been lost. Instead it was cast up into someone's back yard in Lower Bay, Staten Island, where Andy found it (there is a video on YouTube). Again, this is really just minor stuff-- if it happens to you, don't think twice about it. Andy did quite well with his BoatUS claim after all. Nov 2012

Here is another view of the damage to the Swiftsure. This boat carried its own floating finger pier from Great Kills Bay into Raritan Bay from which, if not for the storm blowing it ashore, it might have drifted into the open sea and been lost. Instead it was cast up into someone's back yard in Lower Bay, Staten Island, where Andy found it (there is a video on YouTube). Again, this is really just minor stuff-- if it happens to you, don't think twice about it. Andy did quite well with his BoatUS claim after all. Nov 2012

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Here is damage to Sinter Klaas, Andy's 1959 Swiftsure. It's just the typical array of dings and cracks from random impact-- easily fixed and usually netting you-- as with Andy-- a beautiful new Awkgrip paint job into the bargain. Nov 2012

Here is damage to Sinter Klaas, Andy's 1959 Swiftsure. It's just the typical array of dings and cracks from random impact-- easily fixed and usually netting you-- as with Andy-- a beautiful new Awkgrip paint job into the bargain. Nov 2012

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In the aftermath of Storm Sandy's havoc of the NJ coast, we met Andy who was heartbroken over the damage of his pristine little 1959 Swiftsure. Over the next year we redid just about the whole boat, giving him back what could be a museum piece-- except that Andy loves it too much to not sail it all the time. This is his rudder which I repaired. When you see damage like this, don't panic. It's usually much, MUCH easier to fix than you (or your insurance agent) imagines. Don't give up the ship! Nov 2012

In the aftermath of Storm Sandy's havoc of the NJ coast, we met Andy who was heartbroken over the damage of his pristine little 1959 Swiftsure. Over the next year we redid just about the whole boat, giving him back what could be a museum piece-- except that Andy loves it too much to not sail it all the time. This is his rudder which I repaired. When you see damage like this, don't panic. It's usually much, MUCH easier to fix than you (or your insurance agent) imagines. Don't give up the ship! Nov 2012

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Cherubini Yachts shop-staff portrait with R33 no.15, Suzanne, when the boat was being returned to owners. This boat was declared a total write-off when it came into the shop in November 2012. L-to-R: Zoya, office staff; Gary, boat owner; my brother Steve, shop staff; my cousin Lee, contractor; Jeremiah, shop staff; Ziggy, shop staff; JC Jr (me), contractor; Aimee (my 2nd cousin), Raider Yachts archivist/historian and granddaughter of Joe Cherubini (RIP), boat's builder. Aimee is wearing an original 1970s Raider Yachts t-shirt! October 2013

Cherubini Yachts shop-staff portrait with R33 no.15, Suzanne, when the boat was being returned to owners. This boat was declared a total write-off when it came into the shop in November 2012. L-to-R: Zoya, office staff; Gary, boat owner; my brother Steve, shop staff; my cousin Lee, contractor; Jeremiah, shop staff; Ziggy, shop staff; JC Jr (me), contractor; Aimee (my 2nd cousin), Raider Yachts archivist/historian and granddaughter of Joe Cherubini (RIP), boat's builder. Aimee is wearing an original 1970s Raider Yachts t-shirt! October 2013

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I 'glassed the heck out of this skeg when I reattached it, even fairing in some imperfections in the hull/sleg shape due to an imperfect mold. The 3-inch hole was for gaining access to the attaching bolts/nuts; when the 5200 set up I patched it and faired it over. Beyond, in this picture, are the first CC20 Floridian and C48 no.08 Light Reign, ex-Amazing Grace. 6 Mar 2013

I 'glassed the heck out of this skeg when I reattached it, even fairing in some imperfections in the hull/sleg shape due to an imperfect mold. The 3-inch hole was for gaining access to the attaching bolts/nuts; when the 5200 set up I patched it and faired it over. Beyond, in this picture, are the first CC20 Floridian and C48 no.08 Light Reign, ex-Amazing Grace. 6 Mar 2013

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Core damage is common in boats with cored decks! This is one of several places where stanchions were plucked out of the deck on R33 no.15. There is nothing for this but to re-'glass the whole thing solidly. Why rebuild what ought not to have been done in the first place? But the Raider was a 'budget' performance boat, not a C44, too typical of 'cost-effective' production boats. Budget constraints in time and cost were probably responsible for the silicone around the chainplates which most probably caused this damage. 14 Mar 2013

Core damage is common in boats with cored decks! This is one of several places where stanchions were plucked out of the deck on R33 no.15. There is nothing for this but to re-'glass the whole thing solidly. Why rebuild what ought not to have been done in the first place? But the Raider was a 'budget' performance boat, not a C44, too typical of 'cost-effective' production boats. Budget constraints in time and cost were probably responsible for the silicone around the chainplates which most probably caused this damage. 14 Mar 2013

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This is me operating on R33 no.15, using the hole cut by Storm Sandy (and trimmed smooth by us) to gain access to water heater, fuel tank, rudder post and steering gear, and stuffing box. What so many owners of damaged boats don't understand is that the fiberglass repair is the EASY part! Even a big hole is much smaller a problem than it looks to be. For this, Jeremiah went out back to the plug, laid up a 'glass piece in this spot, and tacked it over this hole, inside which he laid up enough 'glass to be able to remove the piece and finish it from the outside. After a new spray of Awlgrip, you'll never tell where the repair was. Photo by Captain Mike, 22 Feb 2013

This is me operating on R33 no.15, using the hole cut by Storm Sandy (and trimmed smooth by us) to gain access to water heater, fuel tank, rudder post and steering gear, and stuffing box. What so many owners of damaged boats don't understand is that the fiberglass repair is the EASY part! Even a big hole is much smaller a problem than it looks to be. For this, Jeremiah went out back to the plug, laid up a 'glass piece in this spot, and tacked it over this hole, inside which he laid up enough 'glass to be able to remove the piece and finish it from the outside. After a new spray of Awlgrip, you'll never tell where the repair was. Photo by Captain Mike, 22 Feb 2013

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This is the skeg on R33 no.15 after I started 'glassing it back on. The stainless-steel heel plate (holds up rudder) is not yet installed. The rudder was pretty well eaten by this boat's trip up the gravel yard during Storm Sandy (Oct 2012) but we happened to have an actual 'new-old-stock' Raider 33 rudder on-hand (on the horses just beyond, being aligned for drilling the quadrant holes) and just substituted it for the old one. I would like to repair and take a mold off the old one just in case someone else ever needs one! 6 Mar 2013

This is the skeg on R33 no.15 after I started 'glassing it back on. The stainless-steel heel plate (holds up rudder) is not yet installed. The rudder was pretty well eaten by this boat's trip up the gravel yard during Storm Sandy (Oct 2012) but we happened to have an actual 'new-old-stock' Raider 33 rudder on-hand (on the horses just beyond, being aligned for drilling the quadrant holes) and just substituted it for the old one. I would like to repair and take a mold off the old one just in case someone else ever needs one! 6 Mar 2013

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Here is the deck layout of Flamenco, R33 no.2. This boat was intended from the beginning as a day racer and did so well that, with Rosebud in the Chesapeake and our Antigone in the Delaware, the PHRF lowered the rating 9 points in two seasons. This was just about unheard-of at the time. This is also, like Antigone originally, a tiller boat. Still the cored cockpit sole is soft-- as are all the decks. This boat needs to be moved inside pronto, adequately dried-out, and treated to a full deck reconstruction. That'll teach Uncle Joe (RIP) to use butyl tape to hold down the toerail and deck hardware! 4 Aug 2014

Here is the deck layout of Flamenco, R33 no.2. This boat was intended from the beginning as a day racer and did so well that, with Rosebud in the Chesapeake and our Antigone in the Delaware, the PHRF lowered the rating 9 points in two seasons. This was just about unheard-of at the time. This is also, like Antigone originally, a tiller boat. Still the cored cockpit sole is soft-- as are all the decks. This boat needs to be moved inside pronto, adequately dried-out, and treated to a full deck reconstruction. That'll teach Uncle Joe (RIP) to use butyl tape to hold down the toerail and deck hardware! 4 Aug 2014

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This is the interior, as-is, of Flamenco, R33 no.2 (1976). The varnished teak on the back of the cabin, the colored Formica in the galley, and the long Gray opening portlights were standard. This is a very pleasant layout with plenty of room in what is actually a very lean, fast, high-performance boat. I often consider it a natural outgrowth of the Hunter 25 concept. 4 Aug 2014

This is the interior, as-is, of Flamenco, R33 no.2 (1976). The varnished teak on the back of the cabin, the colored Formica in the galley, and the long Gray opening portlights were standard. This is a very pleasant layout with plenty of room in what is actually a very lean, fast, high-performance boat. I often consider it a natural outgrowth of the Hunter 25 concept. 4 Aug 2014

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Here is another view of Flamenco, R33 no.2 (1976). This earliest series is the very best of the whole line, of which my dad's Antigone was the 5th. The window arrangement is nicest (those are long low opening portlights) and the 6-ft-deep keel is the desirable performance configuration. The hull shape is just about the best example of perfection there could be. 4 Aug 2014

Here is another view of Flamenco, R33 no.2 (1976). This earliest series is the very best of the whole line, of which my dad's Antigone was the 5th. The window arrangement is nicest (those are long low opening portlights) and the 6-ft-deep keel is the desirable performance configuration. The hull shape is just about the best example of perfection there could be. 4 Aug 2014

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I hate this picture at the same time I love it. This is the original 1976 Raider 33 plug, 'hull 0', falling apart in the CY yard. It was done in triple-layered, diagonally-planked cedar with WEST epoxy and some 'glass over it, most of which is still in good condition. But the plain plywood transom has gone and the hull is filling with bees and water. Still one could take a mold off it and produce these boats again. Any takers? 4 Aug 2014

I hate this picture at the same time I love it. This is the original 1976 Raider 33 plug, 'hull 0', falling apart in the CY yard. It was done in triple-layered, diagonally-planked cedar with WEST epoxy and some 'glass over it, most of which is still in good condition. But the plain plywood transom has gone and the hull is filling with bees and water. Still one could take a mold off it and produce these boats again. Any takers? 4 Aug 2014

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Here is Flamenco, Raider 33 no.2 (1976), having been damaged in Raritan Bay during Storm Sandy and bought as salvage after being totaled. This boat has much less damage than either the other Raider (no.15) or the Swiftsure had but has more extensive 'old-boat' problems, such as soft decks. I would very much like to have this boat myself; but I have no way of storing it and repairing it simultaneously. It may be for sale-- if you're willing to have us redo it for you. The very nice Hanse 31 beside it is for sale as well. Just look at the lines of this Raider. If the C44 is the prettiest boat in the world, this one is a very close second. In no place is there anything egregious or out-of-place. Its beauty is sublimity itself. 4 Aug 2014

Here is Flamenco, Raider 33 no.2 (1976), having been damaged in Raritan Bay during Storm Sandy and bought as salvage after being totaled. This boat has much less damage than either the other Raider (no.15) or the Swiftsure had but has more extensive 'old-boat' problems, such as soft decks. I would very much like to have this boat myself; but I have no way of storing it and repairing it simultaneously. It may be for sale-- if you're willing to have us redo it for you. The very nice Hanse 31 beside it is for sale as well. Just look at the lines of this Raider. If the C44 is the prettiest boat in the world, this one is a very close second. In no place is there anything egregious or out-of-place. Its beauty is sublimity itself. 4 Aug 2014

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Speaking of provenance, here is the original factory Sea Scamp stencil giving the model and date of production; sadly much of it has rubbed away since 1957. Dave's dad was the company archivist; I wonder if these records still exist anywhere.

Speaking of provenance, here is the original factory Sea Scamp stencil giving the model and date of production; sadly much of it has rubbed away since 1957. Dave's dad was the company archivist; I wonder if these records still exist anywhere.

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My dad designed the Sea Scamp logo; this boat has an original 1957 machined-plastic logo badge, itself worth a small fortune for its provenance. I wanted to just see and touch this; but the owner had left it off when he delivered the boat for work and reinstalled it only after he had repainted the boat at home.

My dad designed the Sea Scamp logo; this boat has an original 1957 machined-plastic logo badge, itself worth a small fortune for its provenance. I wanted to just see and touch this; but the owner had left it off when he delivered the boat for work and reinstalled it only after he had repainted the boat at home.

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Our friend Bruce, the owner of this lovely little 13' Sea Scamp from 1957, sent us some photos after he reapplied the original yellow color and gold-and-brown (!) upholstery. This was the baby of the line; I calculated some 75-100 were built. Some had windshields; I like it best without. 30 Sep 2014

Our friend Bruce, the owner of this lovely little 13' Sea Scamp from 1957, sent us some photos after he reapplied the original yellow color and gold-and-brown (!) upholstery. This was the baby of the line; I calculated some 75-100 were built. Some had windshields; I like it best without. 30 Sep 2014

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Here we are saying goodbye to the little blast from the past; but not for ever as her new owner promises to bring her back in the spring for another visit. 25 Jul 2014

Here we are saying goodbye to the little blast from the past; but not for ever as her new owner promises to bring her back in the spring for another visit. 25 Jul 2014

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Here is the stern quarter of the little Sea Scamp 500 from 1957. Note the bottom planking (1/2" plywood) extending past the transom. Some people wanted to plane this off, to make it 'easier' to 'glass the bottom. I fought against this and, surprisingly, won, because I understood what it's for. If the transom were down in the water, the boat would have to pull all that water behind it to get up and stay on plane. But like this, once it gets going, it has to pull only 1/2" of water along-- much less suction and drag, making it faster. Consider the very excellent Dick Bertram 31' Moppies of 1960, how fuel-hungry they were, dragging a deep-V transom with over 30 degrees of deadrise. Now look at the flat deadrise of this little skimboard of a boat, which gets up on plane with only 30-35 HP. The down-angled chine stick helps as well. I filled all these wood-to-wood joints with WEST epoxy, using my finger as the applicator/radius gauge. It's sealed, strong and smooth now (note seam between transom and protruding bottom planking). It's up to Bruce, the owner, to make sure he does the same thing inside as well. We ended up 'glassing only the bottom, using epoxy, trimming off the edges of the 'glass at the very bottom edge of the chine stick. The bronze bottom paint is de rigueur; non? The hole in the hull is for the bilge pump's outlet. 25 Jul 2014

Here is the stern quarter of the little Sea Scamp 500 from 1957. Note the bottom planking (1/2" plywood) extending past the transom. Some people wanted to plane this off, to make it 'easier' to 'glass the bottom. I fought against this and, surprisingly, won, because I understood what it's for. If the transom were down in the water, the boat would have to pull all that water behind it to get up and stay on plane. But like this, once it gets going, it has to pull only 1/2" of water along-- much less suction and drag, making it faster. Consider the very excellent Dick Bertram 31' Moppies of 1960, how fuel-hungry they were, dragging a deep-V transom with over 30 degrees of deadrise. Now look at the flat deadrise of this little skimboard of a boat, which gets up on plane with only 30-35 HP. The down-angled chine stick helps as well. I filled all these wood-to-wood joints with WEST epoxy, using my finger as the applicator/radius gauge. It's sealed, strong and smooth now (note seam between transom and protruding bottom planking). It's up to Bruce, the owner, to make sure he does the same thing inside as well. We ended up 'glassing only the bottom, using epoxy, trimming off the edges of the 'glass at the very bottom edge of the chine stick. The bronze bottom paint is de rigueur; non? The hole in the hull is for the bilge pump's outlet. 25 Jul 2014

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Here is the foredeck of the Sea Scamp, of 1/4" mahogany plywood slotted into grooves in the 3/4" mahogany sheer clamps. We found no active rot in this boat; the new owner had stripped and cleaned it all out, leaving us with what seemed like all-new wood to work with. 25 Jul 2014

Here is the foredeck of the Sea Scamp, of 1/4" mahogany plywood slotted into grooves in the 3/4" mahogany sheer clamps. We found no active rot in this boat; the new owner had stripped and cleaned it all out, leaving us with what seemed like all-new wood to work with. 25 Jul 2014

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Here is the inside of the Sea Scamp, showing the original 1957 steering wheel. I try to imagine my uncle Joe picking out the Airguide instruments and old-fashioned pull-push switches out of maybe a Manhattan Marine catalogue. 25 Jul 2014

Here is the inside of the Sea Scamp, showing the original 1957 steering wheel. I try to imagine my uncle Joe picking out the Airguide instruments and old-fashioned pull-push switches out of maybe a Manhattan Marine catalogue. 25 Jul 2014

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This is a Sea Scamp '500' runabout, built by my dad and uncles, as Cherubini Boat, in 1957. Bruce, from northern NJ, came in and wanted us to repair some loose joints and treat it with epoxy. The hull shape of this 13'4" gem, designed by my dad before I was born, is just a treat. It planes with 35 HP. 25 Jul 2014

This is a Sea Scamp '500' runabout, built by my dad and uncles, as Cherubini Boat, in 1957. Bruce, from northern NJ, came in and wanted us to repair some loose joints and treat it with epoxy. The hull shape of this 13'4" gem, designed by my dad before I was born, is just a treat. It planes with 35 HP. 25 Jul 2014

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DianaOfBurlington

White Angel Yacht Specialties

J Cherubini II, restoration, repair, rerigging, reengineering of older production sailboats.
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