This important yacht had undergone extensive structural repairs under the watchful and experienced eye of yacht surveyor Tony McGrail (her present owner) with her interior and exterior now re-created, completely in keeping with her period. A brief outline of this program is thus.


  1. All 60 steel intermediate frames, floors and approximately 10,000 associated fastenings have been systematically renewed. Each frame pair and adjoining “floor” section has been removed, fabricated and installed individually to retain the true hull shape. Many of these frames are original and beyond repair, whilst many have received remedial welded repairs. Thus, all have been replaced for continuity. Each frame has been refastened on a bed of Spabond epoxy (gap filling) adhesive which adds strength and isolates the steel from the timber, whose past contact caused electrolytic degradation of both the steel and the timber.
  2. Remarkably, virtually all of the American elm bent frames are original and remain in excellent condition, save for a few cracks at the bilge tucks. These frames have been replaced. All elm frames have been released, cleaned and reset onto Spabond 125 with new A4 stainless screws.
  3. Save for the waterline strakes, virtually all of the teak underwater sections are sound and have been retained with the plank seams recaulked and re-splined with epoxy glue following any necessary re-fastening.
  4. Approximately 500 feet of Honduras mahogany has been fitted to replace the degraded topside plank sections (The last available batch of this timber in the UK was sourced and purchased). Her topside panels have been re-plugged and splined. Her livery is yet to be finalized but this will be either be coated with an Awlgrip clearcoat (varnished) or her usual royal blue.
  5. The English elm Keelson timber was examined with the keel removed and found to be in sound original condition.
  6. All Naval Brass (Bronze) keel bolts have been examined and retained, being fault free, save for one aft keel chock bolt which has been replaced.
  7. The teak decks have been relaid in new Burma teak, over a BS 1088 marine ply subdeck, glued with Spabond 360 epoxy, to render them weatherproof and stiff.
  8. The interior design is yet to be decided but is most likely to embrace a three cabin layout with forepeak and a wing cabin (both doubles) to supplement the owners cabin aft (with ensuite). The decor will be white toungue and groove bulkheads with mahogany panelled doors and lockers. Honduras mahogany plank veneers are being retained for interior panelling purposes. Upholstery will be antique red leather “Chesterfield” style.
  9. The Illingworth rig will be refitted. Incidentally, Olin Stephens was responsible for the original design. She remains a cutter rigged yawl, complete with an extensive sail wardrobe (12 in all) and running backstays.
  10. All of the deck hardware has been renewed with customised polished stainless steel fittings with the deck layout now simplified to its original purity.



Bloodhound Paint & Coatings Specification

  1. All new and existing external and internal timber was sanded back to bare wood.
  2. All steelwork (new) was treated from bright steel.
  3. Only premium professional products have been employed.
  4. The manufacturers instructions / overcoating times have been rigorously followed in all cases, with the painting undertaken during the optimum ambient temperatures of early summer 2006within in our boat shed, specially constructed for the restoration.
  5. This attention to detail will ensure the longlevity and durability of these products.

Internal surfaces – Timber & steel

  1. Centreline bilge to bilge stringer, including all floor steels, web plates, keel foot and keelbolts / fastenings: Firstly, two coats of SP 106 general purpose epoxy applied directly onto bare timber. The steelwork had already received two coats of Leyland Red lead metal primer / paint with all gaps and water traps sealed with SP Spabond 270 whilst under construction.
  2. Above the bilge stringer / waterline level, two coats of oil based wood primer were applied to the hull sides.
  3. Following the flooded epoxy set, two coats of white machine enamel were spray gun applied across the whole inner structure before the interior bulkheads and partitions were installed.
  4. All subsequent bulkhead and accommodation steelwork has been treated with two coats of red lead, followed by a minimum of two coats of machine enamel.
  5. On completion of the interior, a final fresh coat of enamel will be applied to all accessible areas of the inner hull.
  6. The bulkheads and furniture partitions (1″ tongue and groove redwood) to be painted in oil based gloss white over two coats of primer / undercoat to a flat high gloss finish.
  7. The deck beams and deck-head have already been painted to the latter spec.
  8. All interior mahogany surfaces (doors, lockers and drawers ect) the teak skylights and doghouse teak with receive 6 coats of Epivanes tung varnish to a high gloss finish.

Exterior underwater surfaces

  1. Existing sanded or new teak painted with two coats of Awlgrip 501 epoxy primer, followed by four coats of Awlgrip Awlguard epoxy paint in white.
  2. Awgrip Gold label antifouling in white to be applied prior to launching.
  3. The lead keel has been sandblasted clean and painted with four coats of International Primacon prior to antifouling.

Topsides and deck brightwork

  1. Three coats of Epivanes tung varnish was initiaaly applied as a progressive mix (first coat 50% thinned, second, 25% thinned with a third full coat.
  2. Months later this was lightly sanded and over painted with seven coats of Awbright clear urethene varnish which exceeds the manufacture’s recommended ten coats for longlevity.
  3. The hull awaits a final buffing and polishing with a Awgrip sealer and resin polish.