玻璃鋼船維修保養(yǎng)手冊

1、002-550Fiberglass Boat Repair &MaintenanceRepairing, restoring and prolonging the life of fiberglass boats with W EST S YSTEM Brand Epoxy Contents 1IntroductionUnderstanding fiberglass boat construction and using W EST S YSTEM Epoxy for repair2Repairing Minor Cracks and HolesRepairing and finishing

2、surface and gelcoat damage3Repairing Stringers and FloorsRepairing rotted stringers and floors, and adding reinforcing to increase panel stiffness4Repairing Solid Fiberglass LaminateAssessing and repairing structural damage to solid fiberglass laminate5Repairing Cored Fiberglass LaminateRepairing de

3、laminated cores and replacing damaged core material6Repairing and Upgrading Soles and DecksRepairing delaminated plywood soles and decks, and installing a teak veneer deck7Installing HardwareInstalling new hardware and repairing loose hardware with improved load carrying ability8Repairing Keels and

4、RuddersRepairing impact damage and worn rudder bearings, templating keels and rudders9Using W EST S YSTEM EpoxyUsing W EST S YSTEM products safely and effectivelyAppendix Estimating guide for W EST S YSTEM productsToolsCold temperature bonding and coating techniques Problem solving guide Index234567

5、89A1Catalog Number 002-550Fiberglass Boat Repair &MaintenanceRepairing, restoring and prolonging the life of fiberglass boats with W EST S YSTEM Brand epoxy.14th EditionDecember,2006The techniques described in this manual are based on the handling characteristics and physical properties of W EST S Y

6、STEM Epoxy products. Because physical properties of resin systems and epoxy brands vary, using the techniques in this publication with coatings or adhesives other than W EST S YSTEM is not recommended. This manual is updated as products and techniques change. If the last copyright date below is more

7、 than several years old, contact your W EST S YSTEM dealer or West System, Inc. Refer to the current W EST S YSTEM User Manual &Product Guide for complete product information, and safety and handling information.The information presented herein is believed to be reliable as of publication date, but

8、we cannot guarantee its accuracy in light of possible new discoveries. Because West System, Inc. cannot control the use of its products in customer possession, we do not make any warranty of mer-chantability or any warranty of fitness for a particular use or purpose. In no event, shall West System,

9、Inc. be liable for incidental or consequential damages.W EST S YSTEM and Scarffer are registered trademarks, and Microlight and Episize are trade-marks of West System, Inc., Bay City, Michigan, USA.Copyright February 1987, August 1987, January 1988, September 1988, May 1992, April 1993, May 1994, Ja

10、nuary 1996, August 1998, June 2000, June 2001, February 2003, June 2004, December 2006 by West System, Inc.Published by West System, Inc., Bay City, Michigan, USA. All Rights reserved. No part of the contents of this book may be reproduced or transmitted in any form or by any means without the writt

11、en permission of the publisher.Printed in the USA.AppendixA Estimating guides for W EST S YSTEM products . . . . . . . . . . 79B Tools. . . . . . . . . . . . . . . . . . . . 80C Cold temperature bonding and coating techniques . . . . . . . . . 81DProblem solving guide. . . . . . .83Index . . . . . .

12、 . . . . . . . . . . . . . 86Table of contents1Introduction.11.1Typical fiberglass boat construction. . . . . . . . . . . . . 11.2W EST S YSTEM epoxy for fiberglass repair.42Repairing Minor Cracks and Holes .52.1Minor crack and abrasion repair . . . . . . . . . . . . 62.2Finishing. . . . . .73Repair

13、ing Stringers and Floors. .103.1Repairing local core damage . . . . . . . . . . . . . . 113.2Stringer repair guidelines. . . . . . . . . . . . . . . 123.3Replacing active core sections . . . . . . . . . . . . . 123.4Replacing stringers . . . . . . . . . . . . . . . . 133.5Reinforcing to improve pane

14、l stiffness.164Repairing Damaged Skins. . . . . .214.1Assessing and preparing the damaged area . . . . . . . . . . 214.2Backing a repair patch . . . . . . . . . . . . . . . 224.3Laminating a repair patch. . . . .255Repairing Core Related Damage. .285.1Repairing skin delamination . . . . . . . . . .

15、. . . . 285.2Replacing damaged cores . . . . . . . . . . . . . . 315.3Repairing transom delamination . . . . . . . . . . . . . 335.4Repairing holed panels . . . .396Repairing and Upgrading Soles and Decks.426.1Repairing delaminated soles and decks . . . . . . . . . . 426.2Installing a teak deck . .

16、. . .447Installing Hardware. . . . .477.1Bonding fasteners . . . . . . . . . . . . . . . . 487.2Bonding fasteners and hardware . . . . . . . . . . . . . 497.3Casting epoxy bases for hardware . . . . . . . . . . . . . 527.4Making fasteners removable . . . . . . . . . . . . . . 547.5Removing bonded ha

17、rdware . .548Repairing Keels and Rudders .558.1Repairing internal ballast keels . . . . . . . . . . . . . 558.2Repairing external ballast keels . . . . . . . . . . . . . 568.3Templating keels and rudders. . . . . . . . . . . . . . 578.4Repairing worn rudder bearings.599Using W EST S YSTEM Epoxy.619.

18、1Epoxy safety . . . . . . . . . . . . . . . . . 619.2Epoxy products . . . . . . . . . . . . . . . . . 629.3Handling epoxy . . . . . . . . . . . . . . . . . 649.4Basic techniques. . . . . . . . . 691IntroductionOver the last several decades the popular perception of fiberglass boats is that they are

19、mainte-nance free and far more durable than the wooden boats that preceded them. While fiberglass boats do, on average, require less maintenance, they are not without problems. In addition to the usual damage from collisions, groundings and the forces of nature, fiberglass boats also suf-fer from ma

20、ny of the same age related problems of fatigue and moisture that have long been as-sociated with older traditionally built wooden boats.This manual provides repair and maintenance solutions to many of the problems that afflict fi-berglass boats.1.1Typical fiberglass boat constructionA fiberglass boa

21、t is a composite structure, made of many layers of various reinforcing fabrics and core materials, bonded together with plastic resins. You could also look at it as a plastic resin shell reinforced with various fibers, or Fiber Reinforced Plastic (FRP . Most loads in the structure are carried by the

22、 fibers in the laminate. Resin and core materials support the fibers in positions to effectively carry and spread the loads. Generally, the higher the proportion of fiber to resin in a laminate, the greater its strength and stiffness.The continuity of these resin/fiberskins is critical to the integr

23、ity of the structure. It is often nec-essary to cut through the skin while carrying out repairs, even though the skin itself may not be damaged. Keep in mind that one objective will always be to rebuild for skin continuity to return the load carrying ability of the fibers in the laminate to original

24、 or greater strength.The vast majority of fiberglass boats in use today are built with polyester resin. Modern unsatu-rated polyesters used in boat construction are made up of three basic components:glycol, or-ganic acid and reactive diluents (usuallystyrene. If you were to look at uncured polyester

25、 resin at a molecular level, you would see what appear to be thousands of chains made up of alternat-ing glycol and acid units. These chains are polyester pre-polymers. Adding a peroxide catalyst, typically MEKP , to the polyester resin mixture initiates a cross-linking reaction, that causes the sty

26、rene to create bridges, linking adjacent pre-polymer chains together. As the mixture cures, more and more bridges are established, and the free-flowing glycol/acidchains begin to gel, be-coming a solid mass. Eventually, enough bridges are built to form a rigid, three-dimensional matrix. The mixture

27、has become a thermoset plastic solid, used in this case, to hold bundles of fibers together in the shape of a boat.Fibers used in production fiberglass boats take the form of various types of fabrics, including mat (chopped-strandmat, woven cloth and roving, and uni-directional, bi-axial and tri-axi

28、al cloth. Each fabric type offers different properties and they are often used in combination to provide specific strength or stiffness properties in different parts of a laminate. Fabric selection may also be based on handling characteristics and cost. Most fabrics are woven or stitched to-gether b

29、undles of individual continuous pultruded fibers of various synthetic plastics. The least1Introductionexpensive and most common fiber used in production boats is E-glass. It is widely available and used extensively for repair. Fibers may also be made of more exotic and expensive materials like arami

30、d or graphite. These fibers offer much higher strengths as well as higher costs and are used primarily in one-off, high-performance boats where saving weight is worth the higher cost. Stitched fabrics represent a major advancement in composite technology, by allowing higher fiber-to-resin ratios and

31、 stiffer laminates than woven fabrics of equal weight.Cores are used in laminates to increase stiffness of a panel without adding a proportional in-crease in weight. Doubling a panelsthickness can result in a panel that is eight times stiffer. By laminating a lightweight core between two fiber/resin

32、skins a lot of stiffness can be gained with a minimum amount of added weight. The skins still take all of the tensile and compressive loads caused by bending the panel but the “I”beam effect produced by the addition of the core allows the panel to withstand much greater bending loads. End-grained ba

33、lsa is the most widely used core material in production boats. It offers low cost and good impact resistance and compres-sive strength to resist the collapsing of skins under load. PVC foam cores are available in a vari-ety of characteristics. They are more expensive than balsa, but more resistant t

34、o moisture damage. Honeycomb core is an open corrugated pattern of paper or other thin material on edge. Honeycomb is often used in prefabricated panels for bulkheads and other interior com-ponents.Generally, production fiberglass boat hulls are built in a female mold. A release agent is first ap-pl

35、ied to the surface of the mold, over which the gelcoat material is applied. Gelcoat is usually a pigmented, unsaturated polyester resin and may be anywhere from 12to 22mils thick. It is de-signed to act as a moisture barrier for the underlying laminate, as well as to provide a smooth, glossy, cosmet

36、ic finish. Subsequent layers of fabric are saturated with resin and laid up over the gelcoat. There are as many lay-up schedules as there are boats. A typical hull section might con-sist of the layer of gelcoat, several alternating layers of mat and woven roving, and in many cases a core material su

37、ch as end grain balsa or foam, followed by several more alternating layers of saturated mat and woven roving (Figures1-1and 1-2 . Hull thickness may vary from boat to boat. Older boats were often laid up with a solid glass laminate thickness of 1(3.8cm to as much as 5 (12.7cm in the keel areas of th

38、e more heavily-built boats. Today, however, the trend is toward thinner, lighter laminates, making the structural integrity of each of the laminate components all the more critical.Standard lay-up relies on gravity to hold all of the resin saturated material in place until cured. The technique of va

39、cuum bag laminating has advanced composite construction by allowing theIntroduction 2Figure 1-1Typical solid (singleskin fiberglass laminate.Various reinforcing fabrics are bonded together with polyester resin. Figure 1-2A typical cored laminate consists of end-grainedbalsa or other core material sa

40、ndwiched between two resin/fi-ber skins. 1 builder to compress the entire wet-out laminate evenly in the mold, and more accurately con-trol the resin content and the strength-to-weight ratio of the laminate.Although itsnot often associated with fiberglass boats, wood is used extensively in fiberglas

41、sboat construction for primary and secondary structural members like bulkheads, frames andstringers, core material, blocking and trim. Stringers, bulkheads and other interior fixtures arebonded in after the shell is laid up. Many fiberglass boat repairs involve wood and the problemsassociated with u

42、sing polyester resins to bond to wood.Terminology used to describe the structure of fiberglass boats is not always the same terminol-ogy used to describe wooden boats. Where fiberglass boat components serve the same functionsas wooden boat components, their names are often the same. However, materia

43、ls, and manu-facturing methods vary from small boat to large boat, from power to sail and from manufac-turer to manufacturer. Here is a general guide to the fiberglass boat terminology used in thismanual (Figure 1-3.The repair procedures in this manual address problems most often associated with mec

44、hanicaldamageabrasion,bending, fatigue, impacts and the resulting water damage to cores or otherstructural components. Another type of damage common to fiberglass boats is chemical in na-ture. Hydrolysis (andits symptom, gelcoat blisters is a widespread and growing problem in thefiberglass boat worl

45、d.Hydrolysis is more than a cosmetic problem. Water soluble materials in a polyester resin lami-nate mix with moisture that has penetrated the laminate to create an acidic fluid. The fluid col-lects in cavities under the gelcoat layer to form blisters. This acidic mixture also attacks thepolyester r

46、esin, severing the chemical bonds that hold the resin matrix together, as well as theresin to fiber bonds. Once hydrolysis has started in a polyester hull, the hullsstrength has beencompromised and the potential for serious additional hydrolysis will never go away.If you own a fiberglass boat built

47、with polyester resin, you should be aware that the potential forthis problem is high, especially in warmer climates. Any damage due to hydrolysis should be in-cluded in an assessment of a boatscondition before repairs are made. Although the subject is3IntroductionFigure 1-3Components of typical fibe

48、rglass sail and power boats too large to be adequately addressed in this manual, hydrolysis and gelcoat blisters can betreated with W EST S YSTEM epoxy to limit further damage and in many cases restore a hullsstructural integrity. For more information about hydrolysis and gelcoat blisters refer to00

49、2-650 Gelcoat Blisters-Diagnosis, Repair & Prevention, published by West System Inc.1.2W EST S YSTEM epoxy for fiberglass repairUnsaturated polyester resins perform fairly well during the construction of a structure when allof the layers of resin are applied and allowed to cure together. This type o

50、f bond is considered aprimary bond. Problems can occur, however, when you try to bond polyester resin to a previ-ously cured laminate as is necessary in every repair application. This type of bond is secondaryor post-bonding.To effectively repair damage typical of fiberglass boats, the repair materi

51、al must be a superiorstructural adhesive, capable of bonding not only to polyester resin, but also to glass fiber, wood,metal and other materials.There are several important reasons to use W EST S YSTEM epoxy rather than a polyester resin orother material for fiberglass boat repair. Polyester resin

52、can shrink from 5%to 8%,creatingstress concentrations at the repair joint. In addition, epoxy is more effective as a moisture bar-rier and it forms a superior mechanical bond with the cured polyester and other materials in sec-ondary bonding. Since epoxy is more durable than polyester, the epoxy rep

53、air actually may bestronger than the original structure. When you consider ease and practicality of application,availability, safety and access to technical assistance, W EST S YSTEM epoxy is an excellent choiceThis manual begins with techniques for repairing common minor damage to hull and deck sur

54、-faces and progresses to more complicated structural repairs. Section 2includes basic surface re-pairs and cosmetic finishing. Section 3describes methods for repairing rotted stringers andadding reinforcing to areas of the hull or deck that are too flexible. Sections 4and 5deal with re-pairs of more

55、 serious damage to solid and cored hull and deck panels. The later sections includespecific deck repair and modification, hardware attachment and keel and rudder repair. Afterthe structural repairs are completed, you may be referred back to Section 2for the surface repairand cosmetic finishing.Study

56、 and become familiar with all of the steps in a procedure before beginning a repair. Theprocedures described in this manual assume a working knowledge of W EST S YSTEM productsand the basic techniques of epoxy use. If you are unfamiliar with or have any questions aboutthe application and handling techniques of W EST S YSTEM Brand epoxy products, read Section9Using W EST S YSTEM Epoxy thoroughly before proceeding with repairs. The W EST S YSTEMUser Manual &Product Guide also provides basic epoxy handling information as well as com-plete current p