Jim Foot launched his DS15 "Bateleur" about to get wet for the first time. Here are extracts from Jim's own words about his experience with "Bateleur" in these conditions.

Beat back to harbour (from about 2 nm offshore) and then had a blast reaching around for about an hour or more.   Great fun.   Naah, understatement, awesome, awesome fun!

For the first time really felt that things were a step up on the speed stakes.   When I was building the boat I imagined a mini Volvo 60 with associated responsiveness and upwind speed. And this is what I felt the boat was achieving.

He promises some GoPro video by the end of the week.

And what about light wind speed? More words from Jim.

The other thing, the boat is incredibly fast in very light winds with weight forward. Everyone who has sailed her in light conditions (<6 kts) has remarked about this characteristic.  Thanks Dudley for a great design.

To see more of this and our other designs, visit our main website or  mobile website

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So the aussie flasheart design is done... sort of. feel free to email me if you would like the rhino file. note the bridle attachment point. i think its cool. wand mechnism: grearing is adjustable by a thumb screw. the front bung goes in above the pushrod exit point, under the cover.I thought of a neat way of adjusting the rake of the centreboard too, which is basically a stevo top rudder gudgeon for the centreboard, that the retainer pin goes through. a thumb screw at the front of the centreboard, just above the deck, pushes a rod back and forth inside the top of the foil and the pin goes through that. the rod would be like 50mm long and is held in there pretty well so the hole in the carbon can be elongated. it means your centreboard case needs to taper slightly, but the range of adjustment is no more than 1 or 2 degrees to accommodate all wind conditions.. just a thought. i think ill be doing that if i build another foil.

also had a glamour sail in 12-15 kts and pretty flat water at RQ, took my iphone with recently updated gps software and for the first time i could download my track. the data was pretty noisy, but i used excel to average it out and im pretty sure i hit about 20.5kts, my best average over 100m was 18.1. i was doing about 12.5 - 13 upwind, but not pointing very high at all. I might try again one day with a real gps. it really didnt feel that fast, and i think the boat has gone faster so ill keep pushing it.

^ i entered the seabreeze.com.au competition. i couldnt help myslef, the prize is pretty amazing. i reckon the dude with his hair on fire is a definite winner but.

fixed the mast, sort of. have been sailing without using too much vang or cunningham, and because it has two sleeves in it now its pretty much the stiffest topmast ever. so i dont really get a good leach anymore and hence the no pointing. im getting a new one.. just as soon as i go to work, earn some money and get paid, subtract bills and living expenses. i think i logged 6 hours this week so im not looking good.

finacial situation doesnt look good for a speedy build either, i might have to find a sponsor. though i am in brisbane, going to uni full time, its all a bit hard. anyway at least that gives me time to go over in my head the procedures and simplify it right down.

anyway thats about all, best of luck everyone at the nationals, hope you dont break anything, forget what hole it was in etc, hope your knots all stay tied up, and that the breeze is between 8 and 20kts the whole time and that the chop is less than 2 foot!

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Last week I finally got up to the Belfast area to see Jewell. This one is the first US built hull, so it is exciting for me having spent the last couple years collaborating with the designer, Francois Vivier, to work out a boat that would be popular for our market here in the USA and Canada, be fun to sail for weekend warriors as well as families, and not be terribly complicated or expensive to build.

Jewell hull #2 under construction in Belfast, Maine.

I mentioned in the last post that sometimes when you go from virtual to physical reality with a boat design, somethings don't look or feel quite the same. But with Jewell, she is exactly as we wanted her to look and feel. The lines are great, her proportions are great, and the boat will be roomy for a 20-footer, or 19'8" to be exact. In the photo above you can see the transom. Here is one of two pieces of custom SS parts to be fabricated, the rudder housing...

Rudder head for Jewell

The bulkheads and planking in the kit went together without any fuss and all the inside components have already been check for fit. Things drop right into place on the inside. We're working out some details regarding limber holes and placement of hatches and the plans will reflect those changes. Pretty soon the rig will be going up and Jewell will sail.

Regarding sails and hardware, an extensive list has already been made based on the dozens of boats Mr. Vivier has rigged. His specialty is gaff rigged boats and, while the yawl is new for his catalog, it is one of my specialties. Sails are made by our favorite Maine sailmaker and the custom hardware like the rudderhead can also be made here in maine and shipped out to a kit builder anywhere in the US or Canada.

Email me if you are interested at boatkits@gmail.com

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Trevor in Springfield, Missouri has launched his 16' Wa'apa in time for lots

of summer sailing.  More info and photos on his blog.

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 Modeling the hull

After slicing and dicing the hull "shell" in the computer, I had the parts cut and assembled them into a quarter scale model. Modeling is a great way to test the plank shapes and make sure the lines look good in 3D reality. 

The CNC cut parts delivered by CNC Routing & Design in Camden, Maine.

Planking up the model over the molds. The planks (1/8" thick ply) fit well and the lines came out as fair as I could have hoped.

The CIY model with outer stem and gunwales attached. I slightly tweaked the sheer.

Aft view showing a very pretty transom. I also made slight tweaks to the width of the strake below the sheer, but most people would never notice. Not me; I see a line that's a 64th of an inch off!

Once I was assured that the hull aesthetics and plank fits were "right", I proceeded to finish modeling the interior of the hull and, finally, designing the strongback system, no small task. I'll report on this next post and hopefully show some paint on the model, too!

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Follow Ernesto Cassol building his Ulua in Brazil. 

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Jewell Wrapping Up

French and Webb is in the final couple weeks of the Jewell project. I look forward to getting up to Belfast to see her. Judge for yourself: how does she look from where you sit?

Jewell nearly ready to launch. That sheer has me feeling very happy.

Rigging

The rigging is the latest project and I've been fielding some questions. Sorting out rigging takes time. My approach is to get her rigged so she is functional for sea trials. I don't spend a huge amount of time on eye splices, aesthetics, and making things perfect until sea trials are done. An example is the mizzen on Jewell. The boom is to be lashed to the sail at the clew. At the heel of the sprit is a rounded slot. A couple ways to rig this: 1) snotter line is made off to mast with a thumb cleat to locate it, then is led through slot, and aft to a cleat on the boom. 2) snotter line is made off first at slot on heel, then is led around aft side of mast (thumb cleat to locate line) and then down to a cleat on the mast. Until sea trials, I simply don't know which will work best for Jewell. So, instead of making fancy lines and splices and line whippings and the like, I'll use the same line left extra long, and use bowline knots, and hose clamps to hold cleats until I have finished sea trials. Then I'll know what works well and can finish off the rigging, paying more attention to my splicing knowing it won't change. It takes 3 seasons to dial in a new boat's rigging. So, to say things won't change is wishful thinking. I've learned a great deal from a few resources:

• David Nichols Guide to traditional boat rigging
• Iain Oughtred did a series of articles on sprit and lug rigs in WoodenBoat. Use the WoodenBoat Index to search for these.
• John Leather Gaff Rig handbook

Rigging is part of the fun of designing, building, and using small boats on the coast of Maine! 

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I have now taken it off to make a proper version so will add more details about the construction when i have finished it.

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For the first time in my short design-build career, I am finally in the stage I have longed for, that is, to be working on mk II and mk III+ versions of already successful boat models. Thus the blog title, "Sneaking up on Perfection". This is certainly the case with the Echo Bay Dory Skiff (EBDS), my first kit, based on a design a friend had drawn 26 year ago. I've built many Echo Bay's with families, corporate teams, and students. When it came time to start the kit business, it was obvious to begin with the EBDS. At that time, I had no idea how powerful 3D modeling programs could be and it didn't matter, I was a long way from knowing how to draw a line segment in 2-dimensions!

The new lug rigged option

Next step is to break the model apart and develop the 2D geometry. I'll start by unrolling the planks and flattening the bulkheads, frames, and other hull structure. This process of generating 2D geometry takes very little time (maybe 2-3 hours). The time consuming part is drawing the plans for how to make these parts from scratch and drafting the construction drawings so she can be built as designed. This will take another couple weeks of side work. Then the CAD files for cutting on a CNC machine will need to be made, another couple days of side work. 

This model shows the standard solid wood thwart arrangement, but a plywood (flotation) tank option is a new addition.

Phew. A lot for a 12-footer. But on par for creating what will be the best 12-foot sail and oar skiff the market has seen for a long time, perhaps ever! But this photo shows why I do it: adventures with the kids.

A recent outing in the EBDS with the skipper (the one in the stern).

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JunkDory

Can't belive it , its now been one year since we uped sticks and left Ullapool, pointing the bows south on an open ended adventure. When we left we had no real fixed plan we just new to head south and take everything as it comes... And that is just what we do and we love it. Adventures and experiences unfold at every junction we come to, no planning could ever organise such a trip. You obviously need some sort of planning, for the safty of the boat and crew, but this is usually only a month/day/hour or so ahead of where we are. We have met quite a few boats in the early stages of a 'trip' who tell us grand plans of "going  around the world" and i have to wonder how many of them atually do so.

 So then, in the first 12 months away from 'home', we have spent 6 of them cruising on board Hestur and 6 of them in Bristol (a new city to us).

I thought I would go through the log book and tott up some figures for 6 months cruising:

Total nautical miles:   2582nm

Best days run (24hours):   135nm
Brompton (folding bike) miles: 117

Nights at anchor: 120

Nights at sea: 18

Nights on pontoons: 5   (all in south Cornwall  and free of charge in winter)

Nights in marinas: 19   (14 of which have been here in Madiera)

Nights on random moorings: 18 (all free of charge)

Paraffin (for cooker): 25 litres 

Engine hours: 241 

Diesel used: 275 litres 

Fuel consumption: 1.1 litres per hour

Hestur has required very little maintenance over the last year, the biggest thing was to
find and fit a new Windlass as the old one (a Lofrans Royal manual) gave up - it was already 15 years old. I bought second-hand Simpson Lawrence Seatiger555 for £500 then had to spend another £235 to get a new gypsy to fit our chain.  Despite the expense it really is the RollsRoyce of manual windlasses.  I sure would not have an electric one. We have 10mm heavy gauge chain and 20kg (44lbs) Rocna . Grips like hell.

We scrubbed and applied new antifoul in Falmouth and now the varnish work on the rubbing strake could do with a refresh. The rig needs very little attention, sometimes having to replace the odd bit of cord (usually the yard to sail lashing where it rubs on the mast) . One oil change on the engine. 

Our tender could do with a repaint but that can wait as i don't mind it looking a little scruffy as it may stop people borrowing it! I have recently chanced the mast head light bulb for the LED type which saves a huge amount of battery power while sailing overnight. 

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Flying Fifteen #87
Built in England 1950
Hot Molded Mahogany Hull
Spruce Spars

A new restoration project has come into Clint Chase Boatbuilder, a personal project of the owner/proprietor and co-owned with Vlado Dresar, a family member and fellow craftsman who lives in Ontario. Although the project is part of the projects at Clint Chase Boatbuilder, she deserves a separate blog. Feel free to follow along at a new blog, The Restoration of Frolic.

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Professional boatbuilder Phil Harvey asked me to draw a 55ft cat for him using my radius chine plywood methods. I had too much work already, so Phil and I shared the design work to produce the new boat. That is the origin of the "Wild Vanilla" is the pot of gold at the end of the rainbow.
To see our full range of designs please go to /

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Last month at the "Ama Natura" - Photo courtesy of Capt. Peter WilcoxThe NOAA green ships program was initiated in 1999, through the NOAA Great Lakes Environmental Research Laboratory (GLERL). Their vessels run on B100, biodiesel derived 100% from soy, a renewable energy source. In addition to the fuel, all of the lubrication and hydraulic products used on these vessels are plant-derived, from soy, rapeseed and canola oils.

Benefits that NOAA has seen from this program are numerous.

 Environmental & Social Benefits
✦ Decreases emissions of fossil fuels that contribute to climate change and air pollution
✦ Lessens risk of environmental harm in the event of a fuel spill
✦ Reduces dependence on imported oil
✦ Supports agriculture and the U.S. economy
Operational Benefits
✦ Improves engine performance
✦ Extends engine life
✦ Reduces need for engine maintenance due to cleaning properties of biodiesel
✦ Reduces operating and maintenance costs by 20-40% vs. petroleum-based fuels
Human Health Benefits
✦ Reduces exposure to harmful and cancer-causing chemicals
✦ Reduces seasickness due to less offensive odor

Biodiesel is cleaner than petroleum-based diesel, which is behind many of the benefits. These show in longer lifespan of injectors, fuel pumps and filters, also in reduced or disappearing cleaning costs for tanks, fuel lines and other components of the fuel system.

Washington State ferry "Spokane" runs on biodiesel

The emissions reductions of biodiesel compared with diesel, as reported by NOAA, are impressive.
✦ Total unburned hydrocarbons -77%
✦ Carbon monoxide -48%
✦ Particulate matter -59%
✦ Nitrogen oxide -7%
✦ Sulfates -74%
✦ Polycyclic aromatic hydrocarbon -66%

Biodiesel can be made from many plant sources, so can be adapted to the most suitable renewable crop or waste material. Used cooking oil can also be filtered and reprocessed to produce biodiesel, for a very cost-effective fuel. GLERL has seen a 20-40% reduction in operating costs on its fleet since converting to biodiesel and other bio products.

For more information on the NOAA program, read the NOAA Green Ships Initiative.

Biodiesels continue to be developed. Second generation formulations offer longer stability, higher octane ratings and lower waste. Biolubricants are also improving, allowing 100% improvement in oil life.

The NOAA clean ships program appears to be a good one, with major long-term benefits for the world in general and for boaters in particular.

Dudley Dix

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Mike Vermeersch has completed the first layer of the radius panel on one side of his The front face of the forward bulkhead will have a wood capping.

In theses photos the radius skin has still to be trimmed back to hull centreline. When that is done, the shape of the forefoot as it fairs into the bow will become clear.

Nice overall view of the hull shape.

Clean and powerful stern sections.

Thanks to Mike for these great photos. A few people have commented about the cleanliness of Mike's project and also of his workshop. I like to work clean on my boatbuilding projects but Mike takes it to a whole new level. That might be due to his engineering background.

The benefits of working this way are many. A very important one is that it is much easier to clean up runs and drips of excess glue etc before it cures than to do it later. If a lump or run of epoxy or resorcinol is allowed to cure, it will be stronger than the surface of the wood and will rip out pieces of wood while you remove it with a chisel. You also need to thump the head of the chisel with a mallet or at least your hand, to move it along. Expect occasional bruising of the palm of your hand in the process. You can grind or sand it off mechanically but that is always with a risk of damaging the surface and the equipment cannot generally get into tight corners. You can more easily remove it with a slightly blunt chisel or a scraper soon after it reaches initial cure, without risk of surface damage. Resorcinol is really nice in this way because it becomes rubbery and can be easily and very cleanly sliced off. Epoxy will drag on the tool and not trim off as cleanly, so the natural tendency is to leave it for later when it is hard.

The other major benefits of a clean workshop are that it is just so much nicer to work in a clean environment and you are less likely to hurt yourself by standing on odd-shaped bits of wood, slipping on wood shavings or gluing your shoes to the floor. I generally sweep the work area about every 2nd day or more often if I am doing something that produces lots of dust or waste.

Please visit our website at / to see our very broad range of boat designs for both amateur and professional boatbuilders.

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Carbon oars are in style at Clint Chase Boatbuilder! These are a pair made by Clint's students. They can made at any size, shape, and part of any length oar. They make most sense on 8' or longer oars where outboard weight must be kept to a minimum.

On the Dory design front, the lines are complete. To learn about my design approach, click here.

Other news: coming into the shop will be a vintage Flying Fifteen the building of which was supervised by Uffa Fox himself in the ate 1940s. Photographs will be forthcoming. The plan is to give the boat a total restoration. Everything is orginal: oak spars, Egyptian cotton sails, laminated mahagany hull (varnished).

Quite a few inquiries into Shellback Dinghies have been coming in with one order in place. If interested in this great boat, please let us know!

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One of the most fascinating parts of the outrigger canoe is the multiple ways that have been devised to connect the ama to the crossbeam.  It must be strong enough to slam into wave faces, be twisted in confused seas and still produce the smallest possible drag.

Te Rangi Hiroa (Sir Peter Buck) did extensive research on this in the 1930's. 

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I think this is turning into a way for me to summarise my days work, so i can swich off and so it doesnt keep me up half the night planning anf recapping. and mistyping.

anyway i thought id get the foil laid up today, but kinda ran out of time and oomph.

made a last minute alteration to the mould; something id been planning to do but forgot about. its made out of some thin acrylic filled with araldite/Q-cells, took 5 minutes to set. stoked. i wanted it to be quick as at that point i still thought id be putting some carbon down over it tonight.

Its there to create the gap between the foil and the flap, so i dont have to cut a gap and thus stuf up the carbon skin. also last time i had to reinforce the centre of the flap from the outside after id made the cut, this time i can do it from the inside and it will all be flush. saved some time. its a bit rough cos i didnt sand it at all, just chucked wax straight on, but itll do. may have to bog the foil slightly (probably will anyway, as the fibres wont want to bend around, and i dont have a vacuum set up yet.)

Came to the realisation that i should have wet out the flap hinge in position in the mould, and stuck the plastic spacer strip on it there too. now i have to glue it in with PVA, and glue the spacer onto it. hopefully the mould type PVA will stick it. I wasnt organised yesterday to do that, so it never would have happened, but for next time...

Also completed step 2 of the cams, ill see how they come out tomorrow. ill bake them with the foil so ill post a photo of the finished product. i think they will be ok.

The carbon is now cut out too. its such a shame to cut up those big perfect sheets, but you gotta grit your teeth and do it. and hope you get it right. the hull became a pretty good bench, at 21kg bare, i think it is almost better as a bench than as a hull. anyway thats a couple of projects down the track. Oh also i cut a hole in the hull that i really shouldnt have cut... more on that later.

Finally i just want put it out there and say thanks to Andrew and Scott at CG composites for being so helpful with the resin and reinforcements, bog, glue, and peel ply etc. and to Mel and Miller and David at Glascraft Marine for putting up with my crap. From those two places i've been able to get 90% of the materials I need to keep this project going, and some good sound (and patient) advice, which has probably been the diference between a semi success (so far) and a complete cock-up. also Bretts/Bunnings you're both wankers, though 'Tube Sales' at Yatala i like.

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Now that Deer Isle Koster kits are shipping and and I have moved shop back to the home based-shop, I am enjoying some new found time to carry on with the newest, refined version of the Deblois Street Dory.

The changes are mainly in the lining off of the hull and the fact that the hull is now modeled in 3D CAD allowing for precut parts to be made and a lot of tweaking to get the lines "eye sweet".

The DSD was featured in the latest Maine Island Trail newsletter and there may be a follow up article this winter after I get started on this build.

I am very pleased with how she is coming out! What do you think?

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Tom Burkard built this beautiful stretched Ulua in Okinawa.

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We are certainly thankful at CCBB for five big things:

#1: The new shop. The goal by the time we were sitting down for turkey was to be in the new shop and pretty well set up so we could get back to customers' projects with as little delay as possible. We are a few days off the goat but still pretty darn thankful for this 1100 SF space where we'll be able to build above 30' or have multiple smaller boats in construction, or new construction and a prototype, or one big boat, mastmaking, and oarmaking all happening under one roof for the first time.

The new shop on moving in day October 1st

#2: Our customers. We wouldn't be here without them. A handful now are out there building our boats around the States, from Maine to Washington, Montana to Texas. Thanks to those who have helped me start out and who help me keep on!

#3: The designers we contract with have been key to our success and I thank all of them: Francois Vivier, Michael Storer, Bruce Elfstrom, Eric Risch, Ruud Van Veelen, Rodger Swanson, Roger Long, and all those who have helped contribute to our grand plan.

#4: Casco Bay and Maine: Though we are in a semi-industrial, urban neighborhood, it is but a 3 minute ride to the ramp that accesses the most beautiful waters in the Northeast. I am very thankful to have access to these parts, the islands, the open ocean and the memorable rows and sails we've had.

Fort Gorges in Portland Harbor

#5: Of course my family who have been unbelievably supportive in my ventures, not the least of which is starting our business building beautiful boats, spars, oars and selling boat kits to others whose dream it is to build their own boat.

Drake and kids in Flanders Bay, Maine

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Francois Vivier, famous boat designer of France, has started a new blog. If you are using Google Chrome you can very successfully translate the page to English and read the text with little difficulty.

Vivier has many designs that are not evident on his english website, mainly because he must translate all plans and building instruction to english, a huge effort.

But he will make the effort with an order or strong inquiries. I am his US agent, so if any of these designs are of interest, please let me know.

A number of new boats are emerging, such as the skiff 'Sorin' above, aimed at "budget" oriented home projects. The first of these was a dory and he also has a couple skiffs.

The site is http://blog.vivier.info/

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One of the most unique aspects of the St. Lawrence River Skiff (SLRS) is its hull shape which we believe derives from the bark canoes, at least partly. Both hull forms feature a very fine entry and exit to the waterlines. However, on nearly all the St. Lawrence River Skiffs, their after sections are finer than the forward sections.

You can see (right) how the strips are fairing into the stern with slight concave curvature even before we've stripped to the designed waterline. The strips are not showing this hollow curvature quite yet in the bow (left). This 15-foot model, shows a pronounced hollow even for a SLRS, partly because the boat is pretty short for a Skiff. (In fact, it is the shortest I'd recommend for fast rowing. I chose the Fry 15-footer because it is going to be the cartopper in my catalog.)




So this is the 'fineness' or 'hollow' in the stern that I am asserting is a classic feature of the SLRS hull form, making the it such a slippery, fast rowboat.

Two other SLRS's that I am working with, the Bobby at 20 1/2' (which was strip-built in 2012) and Clotilde at 18', are true double-enders, meaning they are symmetrical. So one end is not finer than the other, but their waterlines still show a strong hollow fore and aft. Clotilde is unique because its hull is fairly full in the ends compared to the other SLRS, which has me interested because it may be a faster boat and better in a seaway. So I plan to also model this hull and develop mold kits for Clotilde as well. Bobby mold kits are available.

For the first time, the Fry Skiff is newly updated and ready to cut as a mold kit. She strips up perfectly and produces a hull that is fairer than any hand-lofted set of lines could hope to produce, I dare say. The molds receive a roundovered edge so the soft cedar is not dented. A dado is routed into the molds to make a place for squeeze clamps to hold strips in place. The stems are laminated on fore-aft molds. An alignment batten slots all the molds together in place to ensure squareness and proper spacing. The kit is $750 which includes plans package and the molds. Read More..

Day Three in Drake: The final day of the Small Reach Regatta

The final day was going to have big shoes to fill after an incredible reach and row day 2. The rowing group gathered at breakfast to scheme a separate rowing group to explore along MDI's north coast and down to Bar Harbor. We did just that with the generous support of the chase fleet whose member take very seriously there job to watch everyone, help us stay safe, and get us out of trouble when we need it. The sailing fleet (most of the boats) went to Bean Island just east of Hancock Point and the rowing group (5 boats) went south to Bar Island on an absolutely windless morning and a fast outgoing tide. After lunch on Bar, we had a rolicking return as the seabreeze turned on and was blowing a steady 15 kts. Drake shone again as we surfed down the white-capped, following sea. I had left the sailing rig ashore to be a pure rowboat today. The timing was perfect on the way back into Lamoine Harbor area: the entire sailing fleet was also returning. After a little racing in the rowboats, we coalesced into a parade of sails past the state park where onlookers marveled at the sight reminiscent of the age of sail when it was commonplace to see so many sails filling a waterfront view.

Learn more about the Small Reach Regatta

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Wa'apa in Luebeck, Germany



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T2 Splash

Andrew Bennett recently launched his T2.

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CNC Boat Kit Agreement with Francois Vivier

The following Press Release was Sent Yesterday

For Immediate Release Clinton B. Chase, Jr.
Tuesday, March 2, 2010 Sole Proprietor, Clint Chase Boatbuilder

Clint Chase Boatbuilder US Agent for François Vivier Architecte Naval; Brings CNC Boat Kits to New Boat Builders

Portland, Maine –Clint Chase is pleased to announce that Clint Chase Boatbuilder will now be a US agent for precision cut boat kits for François Vivier, a prolific designer of ships, yachts, and traditional small craft in France. Additionally, Clint Chase is contracting with other designers around the world to bring new boats and CNC (Computer Numerically Cut) boat kits to our market for the first time. Vivier’s design work is iconic in France and other EU countries and is bound to become equally iconic to the wooden boatbuilding and boat kit industry in North America.

We are also providing CNC kits to designs by Michael Storer, from Adelaide, Australia, Eric Risch, from Gardner, Maine, and we are in talks with designers in the UK, Finland, and New Zealand. CNC cutters in Maine will be employed to cut the kits and ship them by freight. Cutters in North Carolina and soon Texas will also be employed in the greater effort to get kits into the hands of builders around the country.

Clint has been cutting kits for several months, but is impressed by the interest in CNC boat kits by potential customers, the wooden boat community, and designers whom he has contacted. About a recent kit delivery, a customer in Houston, Texas said, “[the Goat Island Skiff] is a very nice kit overall. I looked at the wood grain pattern of the tank tops and transom, a very nice selection! The crate shows that you care about the things you build. Everything was well packed and labeled.”

"I applaud Clint's approach to bring international boat designers' kits to the North American market. There are so many creative ideas for small boats around the globe and Clint is approaching this in just the right way. We all wish him well. At the WoodenBoat Show [www.thewoodenboatshow.com] this year (June 25-27, at Mystic Seaport, CT), we are taking a new approach to Family BoatBuilding [www.familyboatbuilding.com]. For the first time, we will be inviting independent kit-producing companies to exhibit and to teach families and groups how to build their own boats. Clint was one of the first to contact us, and we are delighted that he will be building the Echo Bay Dory Skiff with a number of families. Clint is the consummate teacher, and we are excited to have him helping us."
---Carl Cramer, publisher of Wooden Boat Magazine and Professional Boatbuilder

Clint Chase is a graduate of The Landing School of Boatbuilding and Design in Kennebunkport, Maine. He started Clint Chase Boatbuilder after four years running youth boatbuilding programs. The three pillars of the business are: ultra-light, wooden masts and spars (“Birdsmouth” spars for sailboats), custom wood and composite oars, and precision-cut, CNC Boat Kits. In the US, there is a growing popularity and demand for CNC plywood kits for exceptional motor, sail, and rowboat designs from 8-28 feet. However, there are only a few kit providers in the market from which customers can choose and none that are reaching out to designers abroad to bring their beautiful boats to the US market. For more information please visit http://www.clintchaseboatbuilder.com or see our exhibit (building #2, display 19) at the 2010 Maine Boatbuilders Show (March 19-21st at The Portland Company Complex in Portland, Maine).

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Our 2014 Calendar Stocks Available

A few people have told me that they were disappointed that we had sold out of our 2014 calendars before they were able to order and have asked if we don't have a spare copy that they can buy. Sorry, all were sold and we have none left except for one hanging on our own wall.

All is not lost though. I have set up a link where anyone who wants can order direct from the publisher at the same price that we were charging. You may even get a discount from them if you time it nicely when they have a special offer running.

Cover of 2014 Calendar

To order, please /, where you can see all of our designs.

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Belmont

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The build - part 1

Just reporting that construction is well under way on the new boat. After reading

The design is based on the shapes I was playing with in the last post and prior. The design development/evaluation did progress to a better CFD package (thankfully), and the results looked promising enough to invest some time in building. You have to draw the line somewhere right? There was certainly still room for improvement but CFD runs take so much time that I got sick of trying new things and decided to aim for some real world testing. More fun. Notable features: wing shaped tramps blended into the hull for super sweet aero, forward mast and foil position, centre 'console' to consolidate all the messy lines and reduce drag, aero gantry and probably some other things that I'm not talking about just yet. The rig, mainfoil horizontal, complete rudder and adjustable wand are all spares that didn't go with 'Half Meanie'.

As usual my composite products and consumables have come from

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