William Reen

Bachelor of Science in Mechanical Engineering Technology (BSMET) 1533 W. 11th Street Apt#71 Upland, CA 91786 (541) 778-4494 William.Reen@oit.edu

Table of Contents
Resume Projects
o Perfume Designs...2013 Personal o Salt From Tears....2012 Personal o Locking Handle..2012 Nor-Cal o Composite Drift Boat..2013 OIT

Perfume Design
Personal Project 2013

Description For an exercise I designed and modeled some bottles. First I hand sketched a dozen different ideas. Then I scanned my favorite into Photoshop for rendering. In SolidWorks I sketched some ovals and paths to use as a guide for lofting the basic shape. I cut the flat spot for a label into the front and used a variable radius on the corners. I extruded the neck and created a helical path for the threads. Last I used the shell command to hollow out the bottle to a 0.1 inch thickness. I used Photo 360 to render realistic pictures.
William Reen (541) 778-4494

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Salt From Student Tears

Oregon Tech 2012

Description As a senior finishing college I thought it would be nice to give each of my professors a small gift. I found a similar project online and decided to make it more personal and unique. I took detailed notes and pictures during the project so that afterwards I could post instructions online on how someone else could produce the project. The project used small jars filled with salt and unique logos so that each one had the professors specialty.
William Reen (541) 778-4494

While I was looking around for Christmas presents for my teachers I came across THIS SITE where they sell salt made of tears it seems to just be sea salt but it sparked a thought. Being a senior in an engineering program at a smaller school I have had some hard classes, some hard teachers, and each teacher for several classes. I came up with the idea salt made form student tears. The salt jars are going to be custom for each teacher with the hardest part of the classes or the teachers specialty involving why a student would cried. Parts: Jars with corks Coarse Sea Salt Logos Glue stick ~$1 a piece ~$9 a pound ~Free ~Free

Step 1: Design a Logo

The logo is made up of 3 main parts: the top banner, middle showing that it is made of student tears, and the bottom that is specific to each teacher. Top I am not addressing who the gifts are from but I did add a code in the top line with my name, this might have been the hardest part. Its an unnecessary step but gives the finished product a cleaner look. The top line could have just been a related phrase or motto. To arc the text I used the create wrapped text icon in Photoshops text edit bar. Middle This is the part where the tears come from. For this instructable I am using teachers tears but it could also be from anyone or anything else. If the gift was to give a set of them to someone it could be easily be for their job or hobby. Bottom This is the most unique part where I made it individual for each teacher. It was a little hard coming up with reasons students would cry without saying the teacher did a bad job or point out what I didnt like about the classes. Even though my teachers are laid back and would find most comments as a joke I checked with a few friends that they thought the comments were appropriate also.
William Reen Page 1

It was hard to fit the comments on one line. Some tricks I used to fit the longer phrases on the line include changing the font sizes and squishing the text. To squish the text in Photoshop right click on the layer with the text and select Rasterize. After the text is rasterized the layer can be manipulated with free transform. I made one template file (its attached) then changed the bottom text for each bottle. After the text was changed I saved a copy as a .jpg. I inserted all the final .jpgs into a MS Word doc so that they could be printed at once and resized easily.

Step 2: Fill Jars

Filling the jars is easy. Just make a funnel from a rolled sheet of paper and spoon the salt in. It helps to tap the jar and the funnel on the table to get the salt to flow faster. I bought several different types of salt and mixed them so that I could have different colors but I bought way too much. For 24 jars I used about half a pound of sand. After I was finished filling some of the jars looked more like sand art then student tears. It may be better just to use gray and white salts. Not wanting to throw away half my salts I plan to use the more colorful salts as unicorn tears.

Step 3: Glue Logos and Finish

Alrighty, the bottles are filled, its time to print the logos and finish. I used thicker resume paper for my logos but Im not sure if it helped much. Cut out the logos however you like, scissors were easier than an x acto-knife for me. Use the glue stick to glue the logo on the front then wrap the ribbon over the top and glue it to the back. Thats it, after their dry their done. I noticed that some of my logos are a little specific for my engineering classes so here are some ideas of jars I plan to do next. Good luck on yours. A gift set for an elementary school teacher: Student tears from Pop quizzes, spelling test, and multiplication tables A gift set for a mechanic: Mechanic tears from Missing a socket, and looking for the tick A gift set for a gamer: Gamer tears form No save points, Campers and losing to kids
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Locking Handle
Nor-Cal Inc. 2012

Description I designed this handle to lock in place when set. Before I redesigned the handle the original engineer used a thumbscrew installed elsewhere on the assembly to no avail. The assembly was designed to move a lot of weight at very precise increments. I calculated that the handle locking points would be accurate enough to work for the application and strong enough to hold the weight. I calculated the fits so that it would slide easily but not slip. After the part was machined and installed I tested it to make sure it worked as expected.
William Reen (541) 778-4494

LOCKING

HANDLE

Preliminary Designs

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PART NUMBER Z-CP1-014 Z-CP1-015 Z-CP1-016 9657K293 Z-CP1-019 MOUNT 92290A161 90251A187

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Composite Drift Boat

Oregon Tech 2012- 2013

Description For my senior year I was involved in a team based senior project. I was directly in charge of planning and scheduling. I organized meetings, sent out minutes, schedules, and kept track of the Gantt chart with MS Office. I was very organized and involved with every step of the process. I performed FEA on the seats and the hull. I fiberglassed the hull, shaped the nose piece, painted, and sanded. I chose the shape of the gunnels so that the heavily knit carbon fiber would lay down smooth and not bubble.
William Reen (541) 778-4494

Design and Production for the 2012-2013 Composite Drift Boat Team

Team
Andrew Carleton ReneCarlo Rigoroso Willy Reen Charles Bockhop Prestin Gilbert Sam Elliott Derek Wall Mechanical & Manufacturing Engineering Department Oregon Institute of Technology Submitted to: Joe Stuart, Project Advisor Manufacturing Engineering Department Oregon Institute of Technology

Abstract
The Drift Boat senior project was to design, model, prototype, test, and build a composite drift boat. The Boat was made to drift down a river and needed to be durable enough to withstand impacts with rocks or people abusing the trays and seats. The boat should be comparable in quality to a professionally built boat.

Senior Project

Composite Drift Boat Team

2012-2013

Table of Contents
Abstract ......................................................................................................... i Table of Contents ............................................................................................ i List of Figures ................................................................................................. i List of Tables .................................................................................................. i Glossary ....................................................................................................... ii Introduction .................................................................................................. 1 Design .......................................................................................................... 1
Analysis ................................................................................................................. 2 Research and Testing .............................................................................................. 2 Composites ............................................................................................................ 4 Processes .............................................................................................................. 6 Things to speed up the process ................................................................................ 9

Realistic Constraints ....................................................................................... 9 Committed Resources/Scheduling .................................................................. 10

Scheduling ........................................................................................................... 11 Bill of Materials ..................................................................................................... 13

References .................................................................................................. 14 Appendices.................................................................................................. 16

Appendix A: Boat Terminology ............................................................................... 16 Appendix B: Patent 5,676,088 ................................................................................ 18 Appendix C: Seat Analysis ..................................................................................... 26

List of Figures
Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 1: Arma Coating on Polyurethane ........................................................... 3 2: Carbon Fiber Test Sample.................................................................. 4 3: Fiberglass Layers.............................................................................. 5 4: Chine Stringers ................................................................................ 5 5: Boat Hull ......................................................................................... 6 6: Transom.......................................................................................... 7 7: Gunnels .......................................................................................... 7 8: Wooden strips .................................................................................. 8 9: Urethane Paint and Arma Coating ....................................................... 8 10: Oar Locks ...................................................................................... 9

List of Tables
Table 1: Schedule ........................................................................................ 11 Table 2: Bill of Materials ............................................................................... 13

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Glossary
Composite: made from two or more constituent materials with significantly different physical or chemical properties CAD: computer aided drafting program that can be used to draw designs Mfg: Manufacturing Engineering Mech: Mechanical Engineering Met: Mechanical Engineering Technology Lead time: The prerequisite time before a process. UHMW: Ultra-high-molecular-weight polyethylene has long chains, The long chain serves to transfer load more effectively. It is a very tough material , with a highest impact strength. Polyurea: Is a very reactive polymer and does not require a catalyst. it is moisture insensitive Polyurethane: Requires a catalyst and can be adjusted to control the reaction per application. Charpy test: is a standardized high strain-rate test which determines the amount of energy absorbed by a material during fracture. Carbon fiber: is a very strong and light fiber-reinforced polymer which contains carbon fibers. Fiberglass: is a strong and light fiber-reinforced polymer which contains glass fibers. Chines: is the angle of the hull and has stingers for reinforcement. Vacuum bag: Uses a flexible sheet to seal the part. A vacuum is then drawn and atmospheric pressure compresses the part. Solidworks: is a 3D mechanical CAD Program.

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Introduction
The process for building a composite boat took careful planning, preparation and attrition to detail. For the 3D design of the composite boat we used computer drafting software, Solidworks, and for organizing we used Microsoft project. After completing a design and a bill of materials, we moved to the model stage where we used our knowledge of composites, manufacturing processes, structural strengths, and mechanical properties of composites to produce a working scale model prototype. Then, after the prototype, we built and tested a full scale composite drift boat. The team members that were part of this project were Sam Elliott (Mfg), ReneCarlo Rigoroso (Mfg), Charles Bockhop (Mfg), Prestin Gilbert (Mfg), Willy Reen (Met), Derek Wall (Mfg), and Andrew Carleton (Mech). Each team member brought an important component to this project. Willy Reen, Sam Elliott and ReneCarlo Rigroso had the composite expertise to mix the proper resin to fiberglass ratios when applying the composite materials, as well as managerial skills necessary to ensure the projects completion. Derek Wall, Andrew Carleton, Charles Bockhop and Prestin Gilbert had the machining expertise, as well as the design expertise to create CAD, SolidWorks, and Inventor drawings and optimizing such performance applications as hull rocker, side strength and maneuverability. Other companies that are in the composite drift boat market today are ClakcaCraft, Lavro, and RivTech. However, the real competitors in our niche market are fiberglass drift boat kit companies such as Boulder Boat Works Inc., Rays River Dories, and Montana River Boats. Overall, there are not many companies in the market that make composite drift boats due to worry of supply and demand in the market.

Design
The design of our drift boat was determined by what its application was to be. The design had to accommodate both river drifting with the possibility of collision with boulders, as well as open water fishing. The overall shape of the boat was to be traditional drift boat shape in order to incorporate the maneuverability that they are well known for. The double ender style allows for easy rowing while the buoyancy allows the boat to float high for quick directional changes. The stiffeners of a boat could easily be most important structural aspect of the design. Hull stringers, combing, storage trays, seating arrangement, and the transom all give the needed support to the boat. Without the appropriate strength designed into the boat, the slightest bit of flexing could create failure in the composite, which would quickly deteriorate the integrity of the hull. For lake fishing, a small outboard motor would be desirable. A transom was built in to accommodate the motor. The thickness of the transom was increased from the standard hull thickness to help resist the torque that the motor would apply (Figure 6).

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The seating was to accommodate for 2-3 people, as well as double as storage compartments for tackle and landed fish. The railing system allows the seats to be quickly adjusted and tighten down to best fit the individual seated. Unlike most composite hull drift boats, aluminum seating, trays, & flooring were integrated into the boat. By using the aluminum, not only was the hull made stronger, but the wear incurred through repeated use of composite or wood components was avoided. We were inspired by the US patent 5,676,088 in Appendix B to imbed the aluminum inside the fiberglass. To further protect the composite hull from UV rays and physical obstacles, linings were applied to the hull. We applied a urethane lining to the outside and a Zolatone lining to the inside. Applying a sacrificial liner to the underside of the boat helps mitigate the effects of sharp impacts that composites are prone to.

Analysis
Finite Element Analysis (FEA) was performed on the seats to check that the design would be strong enough to hold the expected weight. After the materials were picked out the seats were drawn in Solidworks. Solidworks has an FEA solving module built in. First we constrained the parts that should not move then we added a applied force of 200 pounds to the area that people would be sitting. The program calculated that the lowest factor of safety was 4 with most of the seat being much higher. See Appendix C for the Solidworks Simulation report. For the boat hull we anticipated that since the previous boat we used as a mold floated so would the new boat. To prove the boat would float we found the volume to the lowest point on the boat gunnels then calculated the weight of water displaced. The displaced water or the amount of weight we could add to the boat without sinking is 6,000 pounds.

Research and Testing

The main bulk of research done for the boat was done for the hull protection. The hull is the bottom of the boat, which is going to take the most of the impact from river borne hazards. The two criteria for protection of the boat was abrasion and impact resistance. The starting point for the hull protection was a product called Glovit. Glovit is commonly used on aluminum drift boats as a light protective barrier because it acts like a sealer. This product was eliminated after a call to a technical representative, who didn't think that Glovit would give any protection against impact. The next idea for protection was to use Ultra High Molecular Weight Polyethylene (UHMW). UHMW offers great abrasion resistance, and depending on the thickness of the sheet being applied, great impact resistance as well. The only problem with UHMW was that it doesn't bond with anything, due to the fact it is incredibly stable on the molecular level. Therefore, the only way to bond UHMW to anything is through mechanical means. The problem with this was the fact that putting a hole in the composite drift boat was not an option to the team. Through several calls and emails to many different vendors, it was determined that Mr. Sticky's Polybonder, a two part epoxy, would be able to bond the

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2012-2013

fiberglass to the UHMW therefore protecting the hull of the boat. There was one problem though. The amount of epoxy needed to bond the sheets of UHMW to the hull of the boat would have amounted to around $2,000. That was out of the realm of possibilities and a new alternative needed to be found. A member of the team had found and suggested a product know as Wetlander. Wetlander is a spray on coating similar to rubber, which has a very low coefficient of friction allowing the boat to glide over abrasive material. The only issue was that it didn't offer any protection against impact. The technical representative for the company suggested that the group get the boat coated in Linex truck bed liner first for a impact resistant layer and then after get Wetlander coated on the hull. This was decided to be too costly and the next option was discovered soon after. The final product which was found to be a suitable hull protector was from a company called Arma coatings (Figure 1). The product was a Polyurea/Polyurethane hybrid. It is sprayed on at around 140 degrees Fahrenheit and can be heated in specific areas after being sprayed on to produce a slick surface. We decided to get some samples of fiberglass coated in the Arma coatings product and run some tests. The first test was an abrasion test in which a small sample is abraded for one hour using a simulated stone affixed in an abrasion testing machine, the stone was a flat metal washer wrapped in 320 grit sandpaper with a small weight attached to the top. The amount of strokes the abrasion tester took in the hour was 84,000 strokes. The amount of material lost was approximately .0117 inches. The next test was a charppy test to see what the impact resistance was. The uncoated sample of fiberglass withstood 18 foot pounds of impact, while the coated piece was able to withstand an impressive 81 foot pounds of impact force. After these tests, we determined that the coating was exactly what we needed for hull protection on the composite drift boat.

Figure 1: Arma Coating on Polyurethane

The next bit of research and testing performed was for the gunnels or hand holds of the boat. Professor Joe Stuart asked for some gunnels that would be attractive, unique, and be scratch resistant. The team decided that carbon fiber would look very attractive on the boat. The next part of research was to figure out how to make the carbon look good on the boat. Carbon fiber doesn't look too nice when it is just laid up outside of a mold or vacuum situation. So a test

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sample was made using the team's composite knowledge to see if there was a way to make carbon fiber look good and be structurally sound outside of vacuum bag situation, Figure 2. The test sample was made of a wood core followed by two layers of a 9 ounce fiberglass, then two layers of carbon fiber, finishing up with two layers of a very small weave fiberglass. After the epoxy resin had cured, we then proceeded to sand down the imperfections and apply several coats of more resin using a heat gun to eliminate air bubbles from the resin throughout the process. After 5-6 coats of resin, the carbon had the desired look but it wasn't shiny enough. So using a cloth and some aluminum polish, the resin was polished to reflective finish, but it had to may particulates. A fellow student suggested using a car scratch and swirl remover to achieve the desired look. The team tried it and followed up with a hard shell wax and the desired look was achieved, along with the scratch resistant attributes. The process used on the test sample was used on the gunnels of the boat and everything was found to be satisfactory by the team and by Professor Joe Stuart.

Figure 2: Carbon Fiber Test Sample

Composites
The original idea to create the drift boat was to use 6 layers of fiberglass. We used 4 layers of 9 ounce fiberglass and 4 layers 20 ounce fiberglass sandwiched between them. During the physical process, we had not thought of the physical impacts the boat will have while running down the river. We made a quick decision to reinforce the chines, which are the sides of the boat, with a strip of Kevlar, to ensure rigidity. We have also added Kevlar to the front of the boat because we believe this was a high stress area. This is a process that requires at least 6 people to move the big sheets of fiberglass to prevent any warp. Additional fiberglass was used to seal the stringers, the transom, and to glass in the aluminum supports. The amount of fiberglass we originally ordered was enough to glass in multiple supports.

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Figure 3: Fiberglass Layers

Some of the trouble areas we had were reinforcing the stringers. Since the boat is already contoured at the bottom, it was hard to guarantee a straight mate with the wooden stringers and the boat. Our original idea was to use 5 minute epoxy to hold the wood to the chines while we fiberglass over them, but we had complications with the glue sticking to the fiberglass. Our solution to this problem was to vacuum bag the chines to form the shape perfectly to the boat. This was a great solution because we were able to reinforce the chines while bonding them correctly. The only problem was that the chines were off centered as soon as the vacuum turned on, Figure 4.

Figure 4: Chine Stringers

The second problem we have encountered was reinforcing the supports for the aluminum parts on our boat. The areas to glass in the supports were contoured either perfectly 90 degrees, or had a generous radius. This problem created voids in the corners of the fiberglass. Even though the fiberglass ended up doing its job, one can still see voids in some of the reinforcement spots. We ended up sanding down the fiberglass to get the flatness as uniform as possible. If we were to make changes for the next time we build a boat, there would be many. The first change would be to change the resin ratio we use. Since we were running on limited time, having a shorter cure time would be helpful. We originally used one-to-two resin ratio on the hull and it took 2 weeks to cure, we thin moved to one-to-three ratio and it would cure over night. At the

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2012-2013

end we had to use one-to-four ratio and it cured in 6 hours. This wait time prevented us from working on the boat because the fiberglass was still wet. The second change of our process would be to vacuum bag the reinforcements to ensure perfect form and better resin to fiberglass ratio. By using the vacuum bag, we would use more time and materials, but it would make the boat structurally sound. This would also reduce the time spent sanding the fiberglass. The last alteration that would occur if we were to do this again, would be to create and use templates more wisely. We would optimize the fiberglass by already having the material cut properly so we can use more and have perfect uniformity.

Processes
The first step was to clean and patch the old boat hull. This would become our mold. This involved removing all the eye bolts and patching the holes. We also had to cover the opening of the motor well because our design was not going to have a motor well. Once all the holes were patched, the boat was sanded smooth. We used old bed sheets sewn together in order to make large templates for the cuts of fiberglass we would need. We then used the templates to cut a total of 12 layers of 9 ounce fiberglass and 6 layers of 20 ounce fiberglass. To prepare for the layup of the fiberglass hull, we coated the mold with 5 layers of PartAll #2 paste mold release. Then we sprayed on a coating of PVA liquid mold release. The fiberglass layup was done in 3 sections, two sides of the boat and the bottom. The hull consists of 2 layers of 9 ounce glass, followed by 2 layers of 20 ounce glass then another 2 layers of 9 ounce glass. After waiting a few days for the hull to cure, we removed the hull from the mold. It was a little difficult at first because the fiber glass was sticking to the mold in a few places. After a little work the hull came off easily and had a smooth finish on the inside, Figure 5.

Figure 5: Boat Hull

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2012-2013

Next we began to add reinforcing elements to the hull. First we glassed in 3 wooden stringers that ran longitudinally along the floor of the boat. This would act to stiffen the floor of the boat and also acted as the mounting point for the plywood and diamond plate flooring, Figure 4. The transom was made from plywood and glassed into the boat and is nearly 1.5 inches thick. The transom supports the outboard motor, so it had to be rigid, Figure 6.

Figure 6: Transom

The gunnels are made of two inch thick wooden strips fastened to either side of the boat. This made the side walls much more rigid. The wooden strips were then covered with 1 layer of fiberglass and 2 layers of carbon fiber, which added even more rigidity to the boat, Figure 7.

Figure 7: Gunnels

Wooden strips were glassed to the inside of the sides of the boat and to the inside of the front of the boat (Figure 8). These acted as supporting shelves for the aluminum side trays and front decks. The side trays were made from aluminum sheet metal and aluminum tubing was slotted

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to fit over the sheet for reinforcement. The front decks were made from aluminum diamond plate and aluminum tubing in the same fashion.

Figure 8: Wooden strips

The aluminum tubing on the side trays also acted as the supporting beams for the seats. The seats were made from aluminum rec-tube and rest on the aluminum tubing of the side trays. The seats are adjustable forward and backward along the aluminum side tray tubing. The outside of the boat was sprayed with urethane paint. Then, the bottom of the outside of the hull was coated with a protective layer from Arma Coatings designed for marine applications(Figure 9). The inside of the boat was sprayed with Zolatone, which provides a lightly textured and durable surface (Figure 1).

Figure 9: Urethane Paint and Arma Coating

Other operations included a drain plug installed in the bottom of the transom. This was made from aluminum tubing and adhered into a hole in the transom using epoxy.

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The oar lock blocks were made from UHMW Polyethylene. They have 3 sets of mounting holes for the oar locks at 3 inches apart to provide adjustability for the rower. Since the sides of the boat were angled outward away from the rower, the holes were drilled into the blocks at a 10 degree angle in order to bring the oar locks closer to a vertical orientation (Figure 10: Oar LocksFigure 10).

Figure 10: Oar Locks

The anchor system consisted of an off-the-shelf bracket that includes a pulley and jam cleat. Another custom bracket was fabricated from aluminum for additional support. The anchor system is mounted on the transom and is offset toward the starboard side of the boat in order to leave space for the motor, which is mounted to the center of the transom.

Things to speed up the process

Some ways that the project could have been done faster would be to do as many tasks in parallel with others as possible. Also, using as many off-the-shelf components as possible would help the process move more quickly. Because this was the first time doing this project, there was a lot of testing and research that needed to be done. If this project were to be done again, time would be saved now that we know what materials and resources to use.

Realistic Constraints
A drift boat must not have a built in flotation like a hovercraft or race boat. The reason for this is if control is lost on a swift river the boat will not act as a deadly force if crashed into another boat. Drift boats are designed to sink if swamping occurs in certain situations. The Drift boat constraints start by the ability to float down a river in a controlled fashion. When going over rocks, logs, or white waters the boat should have enough flex to go over obstacles smoothly. The

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2012-2013

boat should be able to carry 4 to 5 passengers with a maximum load of 1000 lb to 1200 lb without swamping or compromising the integrity of the boat. The boat should also be able to use a quick release anchor safely. Overall, we have met all of the constraints that we have put in place.

Committed Resources/Scheduling
Scheduling the processes for the drift boat was much more complex than we anticipated. We spent the majority of our time researching, planning, attending meetings, and constructing the boat. We spent our time differently each term. The initial schedule had several weeks reserved at the end for anticipated delays. In the appendix are graphs that show how our time was spent as a group. The first term, fall term, we spent the majority of our time researching. We had to know what the best plan was before we started building. Most of the labor we performed in the first term was on the mold so that we could lay up the hull at the beginning of the second term, winter term. We also performed several tests to know what kind of resin and fiberglass we would use for the hull. Second term, winter term, the largest use of our time was spent on labor. We wanted to quickly lay up the hull in the beginning of the term. We assigned people to cutting out the fiberglass at the same time others prepped the mold. This assured that everything would be ready at once. After the hull was laid up, it took a week to cure. This was expected. We had to add reinforcements to the hull before adding the aluminum features during spring term. The third and last term of our project needed to schedule several things to occur at once. We had to sand the boat for painting, install the aluminum trays and rails, build the seats and paint before we could add the finishing parts like the anchor and polishing the gunnels. Originally, we were going to have the aluminum parts welded and installed before painting the inside. Next, we were going paint the outside and add the Arma coat. We could not find a welder for the aluminum as soon as we planned, so we rescheduled. Instead of waiting for a welder, we painted the outside and added the Arma coating. The Arma coating was done in time for the welder. After the aluminum was installed, we finished the painting on schedule. Several delays routinely occurred. When a complex process could not be done on time, we could not reschedule until the next meeting. That often had to delay other plans. Also, several processes needed to be done on the weekend when the composites lab was empty. When a weekend process had to be postponed it had to delay a whole week. The boat was completed on time and we did not feel rushed at the end. We had our time allotted appropriately, so that everyone could get enough hours each term and postpone processes when needed.

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