When we took possession of Island Princess (IP) we used the head several times during the time we were getting her ready for the first cruise. When we initially moved the boat into our slip, I tried to pump the holding tank out and after running downtown to get the proper fitting, finally figured out that the tank was empty! Micky and I had only wee'd a couple of times in the tank before Lee Bass came down for a visit.
I figured that after a 2-day cruise to Bahia Honda with three full-grown adults aboard the tank would be nearly full. Not wanting to let the boat sit until October with that stuff in the tank, today I tried again to pump the tank.
At Boca Chica we have a fine electric disposal system on the seawall near the office and six or seven portable hand-pumped units. Rather than move the boat, we usually use the manual tanks.
Since I have never successfully pumped this boat out, i was more than a little concerned when I couldn't draw a vacuum on the tank. After two sessions of vigorous manual pumping in the heat, I had Micky give it a session. I heard a faint hissing sound, and when I broke the seal on the pumpout hose it was obvious the pump was working and the fittings did not leak.
The other requirement for a good disposal of waste is that the tank is properly vented. If you use toilet paper and allow the tank to be overfilled and waste is forced out of the vent, it can become clogged. Accessing the vent in IP required removal of the propane locker. After a good 45-minute excavation, the vent tube was able to be touched.
Sure enough, the vent was clogged with grey disgusto! Flushing the tubing with a strong stream of water and reconnecting it, I pumped with renewed vigor! The only fluids generated were my own sweat.
This boat is also equipped for direct discharge overboard via a macerator pump. I knew that the macerator had its own discharge port and that the valve for it had been left open by the last owner. I guessed that the valve was allowing the tank to vent rather than pump out, so I had checked the macerator pump for running and then closed it today.
I took the hose and shot water down the deck fitting. Through the vent I could distinctly hear the water splashing directly into the tank. That meant that the stream of water entering the tank at the BOTTOM was splashing! The tank was empty! Again! Magic!
My theory is that with the macerator valve open, all the fluids in the tank flowed out while the boat sailed. Thus an "empty" tank. Except for the "solids", of course!
I filled the tank through the deck fitting and finally managed to get 15 gallons or so pumped back out.
No more magic!
Thursday, June 11, 2015
Monday, June 8, 2015
Fun and Failures!
A lot has happened since the last update.
Keys Rigging had two delays while waiting on parts to finish the new Harken ESP furler and headstay. We got the system finished and the sail re-installed just in time to have one of our favorite friends, Lee Bass, come down from Augusta. We both enjoy Lee's humor, and he enjoys sailing. We had a good first night in the motorhome and then loaded out the next day for a two-day at Bahia Honda.
Lee picked the first 'wet week' in six months to visit. With light winds out of the east, we left Boca Chica and headed into the wind close-hauled. The sails on Island Princess were horribly hooked and out of shape, bagged badly. We knew that the PO (Previous Owner) had never done much for the boat other than keeping the cosmetics in good shape. Sails were part of our plan for the summer/fall, but that changed.
About two hours was all the life left in the jib. The jib halyard tension looked loose and my crew kept telling me that the sail was flapping at the top. I had looked earlier and noted excessive twist with the resultant flogging at the head. We decided to move the travelers forward and tighten the halyard at the next tack. When we tacked the true cause of the misshapen sail revealed itself. The head of the sail had ripped its ring out and was only held up by wind pressure. I got the sail down and coralled on deck. Lee got the hatch open and took the fitting off the furling drum and we stowed the sail in the vee-berth.
The mainsail was just not an effective driver with a huge hook in the luff and the top twisted off-wind. We motor-sailed the rest of the way and anchored up in the state park for a nice evening of relaxation while Lee used the dinghy to get some great photos.
The next day was cloudy with rain shafts all around as we motored out to Looe Key Reef for a snorkel. Looe is one of the most dependable dive spots in the Keys. Sure enough once we tied up to the mooring ball at 21 and dropped in, we were greeted by two huge Goliath Groupers right under the keel. Lee was a little hesitant about the two sharks in the area, but got some good GoPro shots.
The weather led us to motor back to Boca Chica and have a good meal at the Hogfish.
The next day, after a crepes breakfast , we took the boat out for a "three-hour" cruise around Key West.
Right in front of the busiest piece of water in the area, Mallory Square, the engine RPM dropped dramatically, followed by black smoke from the cabin!
Micky is very effective and fast at getting the fire extinguisher ready to use! I was very concerned with drifting uncontrollably and gave Lee orders to limber up the main anchor while I called "PAN-PAN-PAN" on channel 16 and got the Coast Guard moving our way. We were in sight of Sector Key West and they already had two boats in the area. With a boat standing by, we secured the engine, deployed the main and limped out of the main shipping channel. Safely at anchor on the south side of Sunset Key, we began troubleshooting the problem. My first thought was a severe overheat and lack of water. The strainer was substantially clear. I went around the back of the engine and found the real culprit. The exhaust mixing elbow had broken off at the adapter and the engine was exhausting hot black smoke into the engine box!
TowBoatUS arrived twenty minutes after the radio call and we were under way around two minutes later. Two hours later, the tow operator slid us into our slip and we were secured.
If you have to break down, Key West is as good as anyplace in the world for boat parts and services. The next day, a trip to see Mark DeJong resulted in a new exhaust system and gaskets with a raw water pump on order.
I decided to check the heat exchanger and clean up the rust at the back of the engine. The mixing elbow had probably been leaking for a while and spraying salt water in that area. On the survey, we had found the clamps missing from the wet exhaust hose and a lot of rust in the area. Cleaning the area up, led me to try to remove the end caps from the exchanger to clean then up and inspect for garbage in the tubing. The front cap came off easily once the alternator was shifted. The rear cap was severely corroded and the socketed screws were rusted. The old song "Two Out Of Three Ain't Bad" does not apply to screws holding things on! Unable to budge that bottom screw, I decided to remove the entire heat exchanger. Six bolts later, and a couple of hoses and the "box" was out.
Drilling and extracting the screw went much easier with it "on the bench". Cleaned of debris and corrosion, primed and painted, both the heat exchanger and the raw water pump are ready for installation after a couple of fresh gaskets.
Cruising is just boat maintenance in exotic places!
Keys Rigging had two delays while waiting on parts to finish the new Harken ESP furler and headstay. We got the system finished and the sail re-installed just in time to have one of our favorite friends, Lee Bass, come down from Augusta. We both enjoy Lee's humor, and he enjoys sailing. We had a good first night in the motorhome and then loaded out the next day for a two-day at Bahia Honda.
Lee picked the first 'wet week' in six months to visit. With light winds out of the east, we left Boca Chica and headed into the wind close-hauled. The sails on Island Princess were horribly hooked and out of shape, bagged badly. We knew that the PO (Previous Owner) had never done much for the boat other than keeping the cosmetics in good shape. Sails were part of our plan for the summer/fall, but that changed.
About two hours was all the life left in the jib. The jib halyard tension looked loose and my crew kept telling me that the sail was flapping at the top. I had looked earlier and noted excessive twist with the resultant flogging at the head. We decided to move the travelers forward and tighten the halyard at the next tack. When we tacked the true cause of the misshapen sail revealed itself. The head of the sail had ripped its ring out and was only held up by wind pressure. I got the sail down and coralled on deck. Lee got the hatch open and took the fitting off the furling drum and we stowed the sail in the vee-berth.
The mainsail was just not an effective driver with a huge hook in the luff and the top twisted off-wind. We motor-sailed the rest of the way and anchored up in the state park for a nice evening of relaxation while Lee used the dinghy to get some great photos.
The next day was cloudy with rain shafts all around as we motored out to Looe Key Reef for a snorkel. Looe is one of the most dependable dive spots in the Keys. Sure enough once we tied up to the mooring ball at 21 and dropped in, we were greeted by two huge Goliath Groupers right under the keel. Lee was a little hesitant about the two sharks in the area, but got some good GoPro shots.
The weather led us to motor back to Boca Chica and have a good meal at the Hogfish.
The next day, after a crepes breakfast , we took the boat out for a "three-hour" cruise around Key West.
Right in front of the busiest piece of water in the area, Mallory Square, the engine RPM dropped dramatically, followed by black smoke from the cabin!
Micky is very effective and fast at getting the fire extinguisher ready to use! I was very concerned with drifting uncontrollably and gave Lee orders to limber up the main anchor while I called "PAN-PAN-PAN" on channel 16 and got the Coast Guard moving our way. We were in sight of Sector Key West and they already had two boats in the area. With a boat standing by, we secured the engine, deployed the main and limped out of the main shipping channel. Safely at anchor on the south side of Sunset Key, we began troubleshooting the problem. My first thought was a severe overheat and lack of water. The strainer was substantially clear. I went around the back of the engine and found the real culprit. The exhaust mixing elbow had broken off at the adapter and the engine was exhausting hot black smoke into the engine box!
TowBoatUS arrived twenty minutes after the radio call and we were under way around two minutes later. Two hours later, the tow operator slid us into our slip and we were secured.
If you have to break down, Key West is as good as anyplace in the world for boat parts and services. The next day, a trip to see Mark DeJong resulted in a new exhaust system and gaskets with a raw water pump on order.
I decided to check the heat exchanger and clean up the rust at the back of the engine. The mixing elbow had probably been leaking for a while and spraying salt water in that area. On the survey, we had found the clamps missing from the wet exhaust hose and a lot of rust in the area. Cleaning the area up, led me to try to remove the end caps from the exchanger to clean then up and inspect for garbage in the tubing. The front cap came off easily once the alternator was shifted. The rear cap was severely corroded and the socketed screws were rusted. The old song "Two Out Of Three Ain't Bad" does not apply to screws holding things on! Unable to budge that bottom screw, I decided to remove the entire heat exchanger. Six bolts later, and a couple of hoses and the "box" was out.
Drilling and extracting the screw went much easier with it "on the bench". Cleaned of debris and corrosion, primed and painted, both the heat exchanger and the raw water pump are ready for installation after a couple of fresh gaskets.
Cruising is just boat maintenance in exotic places!
Sunday, May 24, 2015
Busy Week
Since I last posted, a lot has happened to the "princess". The riggers from Keys Rigging tried to install the new Harken ESP furler. There were major parts missing from the shipment. The best thing that happened was that they got the sail down without damage. The swivel would not pass the broken extrusion. If I had tried to lower the sail myself, it would have jammed.
Since I couldn't sail the boat, I had the riggers set the boat up for motoring so I could take the boat out and calibrate the compass on the autopilot.
Micky and I had pulled all the wires for the electronics upgrades and I installed the Autopilot computer and sensor boxes in the huge port lazarette. Getting the cables from the lazarette to the pedestal and then the NavPod was not that easy. The factory had run the wiring inside the port pedestal guard tubing. That route was completely full. Going up through the pedestal itself was not going to happen since the top plate was secured with stainless screws into the aluminum pedestal. The resulting dissimilar metal corrosion had seized the screws. My solution was to create a new wire run external to the pedestal guard using woven nylon "snakeskin". This worked out very well and the new runs under the deck will last the life of the boat.
All the cushions have been cleaned using the Bissel Spot Bot. The shower hardware is new. The air conditioner is new and the strainer for the water pump has been replaced and does not leak. I previously replaced the bilge pump. The shower sump pump was not working. Put in the new pump and it would not run either. Found that the switch in the vanity was corroded along with the wiring at the switch. The switches are modular units from Italy. It took some time to research them and find a source, but an outfit named Yachtworld was able to supply them. In the mean time, I needed to test the sump pump. I managed to disassemble the switch clean the contact surfaces and put it back together. The system worked fine.
I moved the dinghy from the dock to its new home behind the boat. It's amazing how foul the motor and bottom have gotten with just a month in the water. The davits are plenty strong and the lift system is a 4-part block. The problem was they were reeved (strung with rope) all wrong and the lines were twisted. This made it very stiff and hard to pull the load. One solution is to reverse the lines so that the twisting is relieved and then reeve the lines properly so that the lines are straight and do not 'rub' against their sheaves.
With the lines straightened out, the engine swung off the boat and transferred to the motor lift easily. The dinghy itself, although large and heavy, is easy to handle.
The PO (previous owner) had only used one shore power cable although two were onboard. After reading several forum threads about overloaded circuits when using the AC and appliances on the same line, I dug out the other cables and cleaned up their plugs. Now we run two 30 amp lines and have little chance of overload.
Since I couldn't sail the boat, I had the riggers set the boat up for motoring so I could take the boat out and calibrate the compass on the autopilot.
Micky and I had pulled all the wires for the electronics upgrades and I installed the Autopilot computer and sensor boxes in the huge port lazarette. Getting the cables from the lazarette to the pedestal and then the NavPod was not that easy. The factory had run the wiring inside the port pedestal guard tubing. That route was completely full. Going up through the pedestal itself was not going to happen since the top plate was secured with stainless screws into the aluminum pedestal. The resulting dissimilar metal corrosion had seized the screws. My solution was to create a new wire run external to the pedestal guard using woven nylon "snakeskin". This worked out very well and the new runs under the deck will last the life of the boat.
All the cushions have been cleaned using the Bissel Spot Bot. The shower hardware is new. The air conditioner is new and the strainer for the water pump has been replaced and does not leak. I previously replaced the bilge pump. The shower sump pump was not working. Put in the new pump and it would not run either. Found that the switch in the vanity was corroded along with the wiring at the switch. The switches are modular units from Italy. It took some time to research them and find a source, but an outfit named Yachtworld was able to supply them. In the mean time, I needed to test the sump pump. I managed to disassemble the switch clean the contact surfaces and put it back together. The system worked fine.
I moved the dinghy from the dock to its new home behind the boat. It's amazing how foul the motor and bottom have gotten with just a month in the water. The davits are plenty strong and the lift system is a 4-part block. The problem was they were reeved (strung with rope) all wrong and the lines were twisted. This made it very stiff and hard to pull the load. One solution is to reverse the lines so that the twisting is relieved and then reeve the lines properly so that the lines are straight and do not 'rub' against their sheaves.
With the lines straightened out, the engine swung off the boat and transferred to the motor lift easily. The dinghy itself, although large and heavy, is easy to handle.
The PO (previous owner) had only used one shore power cable although two were onboard. After reading several forum threads about overloaded circuits when using the AC and appliances on the same line, I dug out the other cables and cleaned up their plugs. Now we run two 30 amp lines and have little chance of overload.
Sunday, May 17, 2015
More stuff and fun!
This morning, we went kayaking at Geiger Key with Sally Botelho, the MWR social director, and two other couples from the park. The wind was up, but the trip was fun. We had one poor fellow out on his first kayak trip. Probably his last. His seat back wouldn't adjust and he couldn't sit up straight. Picture trying to paddle while lying halfway back. Wore the poor guy out!
The past six days have been fun for me, but ,I fear, boring for Micky. We decided to make a few upgrades while we await the repair of the furler. Some things were necessary fixes and few were surprises.
The surprise was the failure of the bilge pump and how fast a small drip at a intake strainer can put water in the bilge. It's a situation where the leak makes the interior of the boat humid and the humidity increases the condensate that drains into the bilge. The result is a lot of water!
We checked the bilge when we went aboard late one evening and the new pump switch was underwater. After finding and repairing a bad splice, the pump motor ran! The impeller didn't turn,so no water was removed. The bilge was only half full and none of the marine supply stores were open, So I decided that since the boat had a 3000 gallon per hour pump and high water alarm mounted higher in the bilge, that it would be safe overnight. Went home and crashed.
Something kept bugging me about the problem and waking me up. About 2:30 in the morning I woke up and remembered that "Island Princess" had a manual bilge pump installed. Adding that knowledge made my wakefulness worse. I had visions of the never-used upper pump being clogged or otherwise in failure and causing the boat to flood and damage the floors. At three, I woke Micky and after a small disagreement over the need to go right then, I drove to the marina and pumped a disturbing amount of water out in a really short time.
The next morning, we went to the "big" West Marine on Caroline Street in the oldest section of Key West shortly after they opened. Bigger is always better if you can get it to fit. I bought the biggest pump I could get and an automatic one to boot. The Rule-matic 2000 gph automatic unit is oblong, fits and pumps much more water.
The previous owners had obviously gone through three or four pumps before I got the boat. I base that assumption on the number of abandoned splices I found stacked into the wiring. I knew the wiring was a rat's nest, but had deferred the clean-up. Now it was a necessity.
The result was a better than factory-new wiring job with sealed wiring. Using the water hose I filled, cleaned and tested the bilge pump.
Now, the attack was against the source of the water. I'd ordered a new strainer from Jamestown Distributors earlier in the week and installation was straight-forward.
Next problem was the shower sump pump. Unlike the gravity-plumbing systems in a home or RV, the boat needs a pump to flush the gray water from the shower overboard. We don't think about it, but the water from our showers is loaded with dead skin and oils from our bodies and hair. Even with soap, the stuff we sluice off our bodies tends to ferment and stink if you mix it with salt water and let it sit in 85-degree heat. Much better to pump it all overboard. New pump on order from Amazon.
I've saved the best for last. The new Garmin 741xs is installed in the Nav Pod along with the P70 controller for the EV-100 autopilot on the wheel. I removed the cover over the steering gear and not only found the wire route, but also discovered that the previous owner's wife had long brunette hair. I discovered that last fact by the clog of hair blocking water from flowing past the wire bundle.
I will have to create a notch in the quadrant cover and a bung in the cockpit to pass wires. The Amplifier Control Unit will go in the huge lazarette along with the EV-1 Attitude Heading Reference Source. The VHF-300 Radio/AIS receiver is installed along with an auxiliary circuit breaker/switch panel. The backbone for the NMEA 2000 is neatly installed on the back wall of the radio box next to the "black box" for the VHF-300 AIS.
And along the way, I scrubbed that huge lazarette clean.
The past six days have been fun for me, but ,I fear, boring for Micky. We decided to make a few upgrades while we await the repair of the furler. Some things were necessary fixes and few were surprises.
The surprise was the failure of the bilge pump and how fast a small drip at a intake strainer can put water in the bilge. It's a situation where the leak makes the interior of the boat humid and the humidity increases the condensate that drains into the bilge. The result is a lot of water!
We checked the bilge when we went aboard late one evening and the new pump switch was underwater. After finding and repairing a bad splice, the pump motor ran! The impeller didn't turn,so no water was removed. The bilge was only half full and none of the marine supply stores were open, So I decided that since the boat had a 3000 gallon per hour pump and high water alarm mounted higher in the bilge, that it would be safe overnight. Went home and crashed.
Something kept bugging me about the problem and waking me up. About 2:30 in the morning I woke up and remembered that "Island Princess" had a manual bilge pump installed. Adding that knowledge made my wakefulness worse. I had visions of the never-used upper pump being clogged or otherwise in failure and causing the boat to flood and damage the floors. At three, I woke Micky and after a small disagreement over the need to go right then, I drove to the marina and pumped a disturbing amount of water out in a really short time.
The next morning, we went to the "big" West Marine on Caroline Street in the oldest section of Key West shortly after they opened. Bigger is always better if you can get it to fit. I bought the biggest pump I could get and an automatic one to boot. The Rule-matic 2000 gph automatic unit is oblong, fits and pumps much more water.
The previous owners had obviously gone through three or four pumps before I got the boat. I base that assumption on the number of abandoned splices I found stacked into the wiring. I knew the wiring was a rat's nest, but had deferred the clean-up. Now it was a necessity.
The result was a better than factory-new wiring job with sealed wiring. Using the water hose I filled, cleaned and tested the bilge pump.
Now, the attack was against the source of the water. I'd ordered a new strainer from Jamestown Distributors earlier in the week and installation was straight-forward.
Next problem was the shower sump pump. Unlike the gravity-plumbing systems in a home or RV, the boat needs a pump to flush the gray water from the shower overboard. We don't think about it, but the water from our showers is loaded with dead skin and oils from our bodies and hair. Even with soap, the stuff we sluice off our bodies tends to ferment and stink if you mix it with salt water and let it sit in 85-degree heat. Much better to pump it all overboard. New pump on order from Amazon.
I've saved the best for last. The new Garmin 741xs is installed in the Nav Pod along with the P70 controller for the EV-100 autopilot on the wheel. I removed the cover over the steering gear and not only found the wire route, but also discovered that the previous owner's wife had long brunette hair. I discovered that last fact by the clog of hair blocking water from flowing past the wire bundle.
I will have to create a notch in the quadrant cover and a bung in the cockpit to pass wires. The Amplifier Control Unit will go in the huge lazarette along with the EV-1 Attitude Heading Reference Source. The VHF-300 Radio/AIS receiver is installed along with an auxiliary circuit breaker/switch panel. The backbone for the NMEA 2000 is neatly installed on the back wall of the radio box next to the "black box" for the VHF-300 AIS.
And along the way, I scrubbed that huge lazarette clean.
Sunday, May 10, 2015
A good week for Fixin' Stuff!
This first week back has been a very good one for getting things done. It's hard to believe that just last Monday we were in Patrick AFB driving down to the Keys.
We set Tuesday aside for the Cinco de Mayo party at the marina with our Missouri friends Justin and Athena Albright. I guess the old saw that says it's better to be over-dressed than under-dressed is true. I was little concerned when I saw Athena dressed in a cute short frilly dress, full make-up and open-toed wedgies that she would enjoy climbing up on ISLAND PRINCESS nor wading sand for a beach party, but she's a trooper! She climbed the boarding ladder and swung over the forward rail with no squawks!
The party was huge success with Tequila Jello-Shots by Jay, Roast Pig (the whole thing), Goat on the grill, and a beef brisket. Micky made Mexican-Danish-Italian-Swedish Wedding cookies from scratch. We all had a fine time!
Wednesday was move-the-boat day. After relocating the Coach to our semi-permanent spot on the waterfront in the Rock Pile, we moved IP from the seawall to A dock and got her tied down. The windlass gearbox was the wrong part! We hooked up power, started discovering the boat, turned the AC on and left for the night.
Thursday was commissary in the morning and then out to the boat. Before leaving I emailed pictures to John in Scotland about the problem with the windlass. He replied promptly, will take the incorrect part back and recognized the part we needed. I ordered it at 0952 EST.
The boat was hot! Spent the rest of the morning reading the manual, troubleshooting and finally giving up! Called Dwight Engelhard of Safe Harbor Diesel (he's on the official list for the base) and he said he could come right then!
The Cruisair STX-16 we had was installed in 2010 and Mark Tobin had just had Dwight out to "recharge" it in March. I was not surprised when he found that the controller was bad and the unit needed refrigerant. He explained that the new unit used 410a at a much higher pressure and that the unit we had was one of the first and prone to leaks.
Micky and I think that IP will be the last boat we ever buy. That means we intend to enjoy this boat and will upgrade and fix as necessary. We had Dwight order a replacement unit. The surprise is that the new unit will be here the next day and installed in two hours. Yay!
Friday morning was spent on the internet researching and pricing new electronics and mounts. Friday afternoon, Dwight called and would meet us at the gate with the new AC! I went to the PX and checked our mailbox and the new motor/gearbox for the windlass was already there! I love Fedex! Scotland to Key West in less than 24 hours and delivered in 30 hours! The new AC went right in and started cooling the boat down. Micky and I went out that evening and made Reflectix covers for hatches and ports to cut the sun.
Saturday, the boat was cool, the parts were in hand and the windlass was cleaned and ready to install.
The windlass is a heavy-duty winch for anchor chain. Consequently, is is just plain heavy! The deck unit weighs around 25 pounds while the motor and gearbox add another 30 pounds below deck. I removed the vee berth ceiling and scoped out the wiring. I sealed the deck unit with 3M 4200 and dropped it in the holes. Micky started the nuts on the studs while I held the heavy gearbox assembly against the ceiling. Good job, Micky! Wiring was straight-forward and the testing was good! Closed the ceiling and done!
Next major job was the bilge pump switch. IP has three bilge pumps. A smallish 1100 gallons-per-hour (gph) for everyday casual water like the condensate from the AC, then a major 3000 gph unit mounted higher with a high water alarm including a remote in the cockpit and finally a Whale manual unit with a handle in the cockpit for no power situations. The 'Sure Bail' switch had failed and was running the pump constantly. Mark had clipped the ground lead to stop it ( A favorite trick of his).
I bought a new switch and reinstalled it in the bilge correctly.
I also found both CO alarms in the staterooms disabled the same way. Since the wire ends were never taped or insulated (even the freezer lugs) I'd guess that Mark thought the ground removal meant no power ever! Replaced both CO alarms with battery units and capped the wiring.
The Princess is shaping right up!
We set Tuesday aside for the Cinco de Mayo party at the marina with our Missouri friends Justin and Athena Albright. I guess the old saw that says it's better to be over-dressed than under-dressed is true. I was little concerned when I saw Athena dressed in a cute short frilly dress, full make-up and open-toed wedgies that she would enjoy climbing up on ISLAND PRINCESS nor wading sand for a beach party, but she's a trooper! She climbed the boarding ladder and swung over the forward rail with no squawks!
The party was huge success with Tequila Jello-Shots by Jay, Roast Pig (the whole thing), Goat on the grill, and a beef brisket. Micky made Mexican-Danish-Italian-Swedish Wedding cookies from scratch. We all had a fine time!
Wednesday was move-the-boat day. After relocating the Coach to our semi-permanent spot on the waterfront in the Rock Pile, we moved IP from the seawall to A dock and got her tied down. The windlass gearbox was the wrong part! We hooked up power, started discovering the boat, turned the AC on and left for the night.
Thursday was commissary in the morning and then out to the boat. Before leaving I emailed pictures to John in Scotland about the problem with the windlass. He replied promptly, will take the incorrect part back and recognized the part we needed. I ordered it at 0952 EST.
The boat was hot! Spent the rest of the morning reading the manual, troubleshooting and finally giving up! Called Dwight Engelhard of Safe Harbor Diesel (he's on the official list for the base) and he said he could come right then!
The Cruisair STX-16 we had was installed in 2010 and Mark Tobin had just had Dwight out to "recharge" it in March. I was not surprised when he found that the controller was bad and the unit needed refrigerant. He explained that the new unit used 410a at a much higher pressure and that the unit we had was one of the first and prone to leaks.
Micky and I think that IP will be the last boat we ever buy. That means we intend to enjoy this boat and will upgrade and fix as necessary. We had Dwight order a replacement unit. The surprise is that the new unit will be here the next day and installed in two hours. Yay!
Friday morning was spent on the internet researching and pricing new electronics and mounts. Friday afternoon, Dwight called and would meet us at the gate with the new AC! I went to the PX and checked our mailbox and the new motor/gearbox for the windlass was already there! I love Fedex! Scotland to Key West in less than 24 hours and delivered in 30 hours! The new AC went right in and started cooling the boat down. Micky and I went out that evening and made Reflectix covers for hatches and ports to cut the sun.
Saturday, the boat was cool, the parts were in hand and the windlass was cleaned and ready to install.
The windlass is a heavy-duty winch for anchor chain. Consequently, is is just plain heavy! The deck unit weighs around 25 pounds while the motor and gearbox add another 30 pounds below deck. I removed the vee berth ceiling and scoped out the wiring. I sealed the deck unit with 3M 4200 and dropped it in the holes. Micky started the nuts on the studs while I held the heavy gearbox assembly against the ceiling. Good job, Micky! Wiring was straight-forward and the testing was good! Closed the ceiling and done!
Next major job was the bilge pump switch. IP has three bilge pumps. A smallish 1100 gallons-per-hour (gph) for everyday casual water like the condensate from the AC, then a major 3000 gph unit mounted higher with a high water alarm including a remote in the cockpit and finally a Whale manual unit with a handle in the cockpit for no power situations. The 'Sure Bail' switch had failed and was running the pump constantly. Mark had clipped the ground lead to stop it ( A favorite trick of his).
I bought a new switch and reinstalled it in the bilge correctly.
I also found both CO alarms in the staterooms disabled the same way. Since the wire ends were never taped or insulated (even the freezer lugs) I'd guess that Mark thought the ground removal meant no power ever! Replaced both CO alarms with battery units and capped the wiring.
The Princess is shaping right up!
Monday, April 27, 2015
Goodbye to JAZZ
With TANGO launched and secure in her berth, it was time to prepare JAZZ for transfer to Brian Keoughan.
Saturday morning I met Brian and Linda at B Dock and we began the arduous process of aligning the prop shaft. Finishing that work and testing it in the straps, we decided to check it "out There". Captain Ron was right, the failures are all "Out There"! Cranking the engine and motoring out , I was regaling them with my expert wisdom on all the electronic gimcracks on the boat when I noticed that the just-adjusted idle speed was causing the engine to shut-off at idle. Unusual, but it cranked right back up. Then it did it again and would not restart. Shucks! I unfurled the jib and got us back under way and headed for the dock.
Tony and Brenda Coy had been following us out in their new skiff. I raised Brenda via cellphone and arranged a tow. Pete Vagovic caught us at eh dock and after nearly destroying the power pedestal, we settled back in to the berth.
I tried the normal bleeding and didn't like the smell of the fuel. I had some left from fueling TANGO and added around 3 gallons to make sure the tank gauge wasn't lying. Still no run. We adjourned for the night with a plan to dump all fuel, check filters and try again in the morning.
Sunday, I arrived with 15 fresh gallons and three empty cans. Using a Moeller Vacuum pot we drained around 8 gallons out and then sucked all the fuel out of the tank. The filter was clean as evidenced by the rate of fuel flow into the pot through the fuel line. I changed the engine filter and then refilled the tank.
Bleeding went normally until I tried to bleed the injectors. I really wasn't getting fuel properly. I'd get little at first and then nothing. Throttle position didn't matter. After several attempts, I declared to Brian and Linda that, "I'm going nuclear on this thing!"
I determined to remove the input to the injector pump and found good flow. Removing the output piping at the injector pump showed a little fuel when first spun then nothing.
Fearing a governor spring failure, I removed the throttle arm and side plate and felt into that dark little hole for the governor arm. It was free and seemed to have the spring tensions I remembered.
I asked Linda to start the engine while I manipulated the governor manually. The engine started and I could control it manually.
I reassembled the side plate and when I put the throttle arm on I found my mistake. Last summer I had reinstalled the throttle arm cocked on the shaft. Nut tension was enough to run the engine and hold it in place for a while, then it slipped, loosened and allowed the fuel governor to slip all the way to cutoff.
I reinstalled the throttle arm correctly, and everything is perfect! I had Brian take her out and we motored for around an hour.
Today, I went with them to their Credit Union and signed JAZZ over. She is a wonderful and lovely boat! Fair Winds and Flat Seas! (Did you ever sail in following seas? It sucks!)
Saturday morning I met Brian and Linda at B Dock and we began the arduous process of aligning the prop shaft. Finishing that work and testing it in the straps, we decided to check it "out There". Captain Ron was right, the failures are all "Out There"! Cranking the engine and motoring out , I was regaling them with my expert wisdom on all the electronic gimcracks on the boat when I noticed that the just-adjusted idle speed was causing the engine to shut-off at idle. Unusual, but it cranked right back up. Then it did it again and would not restart. Shucks! I unfurled the jib and got us back under way and headed for the dock.
Tony and Brenda Coy had been following us out in their new skiff. I raised Brenda via cellphone and arranged a tow. Pete Vagovic caught us at eh dock and after nearly destroying the power pedestal, we settled back in to the berth.
I tried the normal bleeding and didn't like the smell of the fuel. I had some left from fueling TANGO and added around 3 gallons to make sure the tank gauge wasn't lying. Still no run. We adjourned for the night with a plan to dump all fuel, check filters and try again in the morning.
Sunday, I arrived with 15 fresh gallons and three empty cans. Using a Moeller Vacuum pot we drained around 8 gallons out and then sucked all the fuel out of the tank. The filter was clean as evidenced by the rate of fuel flow into the pot through the fuel line. I changed the engine filter and then refilled the tank.
Bleeding went normally until I tried to bleed the injectors. I really wasn't getting fuel properly. I'd get little at first and then nothing. Throttle position didn't matter. After several attempts, I declared to Brian and Linda that, "I'm going nuclear on this thing!"
I determined to remove the input to the injector pump and found good flow. Removing the output piping at the injector pump showed a little fuel when first spun then nothing.
Fearing a governor spring failure, I removed the throttle arm and side plate and felt into that dark little hole for the governor arm. It was free and seemed to have the spring tensions I remembered.
I asked Linda to start the engine while I manipulated the governor manually. The engine started and I could control it manually.
I reassembled the side plate and when I put the throttle arm on I found my mistake. Last summer I had reinstalled the throttle arm cocked on the shaft. Nut tension was enough to run the engine and hold it in place for a while, then it slipped, loosened and allowed the fuel governor to slip all the way to cutoff.
I reinstalled the throttle arm correctly, and everything is perfect! I had Brian take her out and we motored for around an hour.
Today, I went with them to their Credit Union and signed JAZZ over. She is a wonderful and lovely boat! Fair Winds and Flat Seas! (Did you ever sail in following seas? It sucks!)
Arrival at Clark's Hill Lake
Okay I followed my own advice and had everything and every one lined up. The driver lost a tire 18 miles from the ramp and delayed us by 45 minutes. He got there, the crane got there and everything just went faster!
Many hands made unpacking the mast a breeze. Dan West helped me to pack it and remembered how to put it together. I got John Gill, who had worked with on the thru-hulls in Key West, to replace the defective transducer. Greg Hatcher is a construction superintendent, crane signaling was easy for him. I just ran around checking and fetching tools and supplies. Everybody else filled in and lent a hand where needed. Clyde and Audie Wood were first-timers and agog at how fast it all went. Tom Renard was the inside guy for the mast wiring. Earl Robinson was everywhere. Brian Keoughan was on deck rigging while Dale Demyan and other helped wrangle the mast during the lift.
The one man who knew what he was doing all the time was my driver for The Boat Exchange in Irmo, SC, Rick Bracanovich. He's done this so many times, including several transfers at the ASC, and his advice and methods were always sound.
After several attempts to remember which hole the furler was pinned to the second hole forward and the backstay was secured. The rig is loose, but stands!
The rest of the launch was clockwork. No Leaks!
Many hands made unpacking the mast a breeze. Dan West helped me to pack it and remembered how to put it together. I got John Gill, who had worked with on the thru-hulls in Key West, to replace the defective transducer. Greg Hatcher is a construction superintendent, crane signaling was easy for him. I just ran around checking and fetching tools and supplies. Everybody else filled in and lent a hand where needed. Clyde and Audie Wood were first-timers and agog at how fast it all went. Tom Renard was the inside guy for the mast wiring. Earl Robinson was everywhere. Brian Keoughan was on deck rigging while Dale Demyan and other helped wrangle the mast during the lift.
The one man who knew what he was doing all the time was my driver for The Boat Exchange in Irmo, SC, Rick Bracanovich. He's done this so many times, including several transfers at the ASC, and his advice and methods were always sound.
After several attempts to remember which hole the furler was pinned to the second hole forward and the backstay was secured. The rig is loose, but stands!
The rest of the launch was clockwork. No Leaks!
Transporting Big Boats
The reason for all the adventure and fun of sailing to Fort Lauderdale was to avoid having to truck the boat out of the Keys. Although we were in a nice full-service yard capable of removing the mast and hoisting the boat onto a trailer, the next part was complicated and expensive. It would have cost $1200-1600 dollars extra to secure the permits and escorts to move the boat the first 130 miles. Oversized loads have to move under double escort and then only after 2100. Once out of the Keys, the load can't be moved at night! Therefore, at least an extra night on the road or more.
So we sailed to FLL and paid around $900 to Playboy Marine Center to haul, pressure wash, dis-mast, and block TANGO.
That is $900 cold cash. No Checks. No Credit Cards. And no move until paid! The yard opens at 0700 and closes at 1800. Closed. No entry. Period. But it is a clean, organized, and otherwise friendly place with expert staff. But they don't have a sanitary pump-out, so either dump it before you get there or plan to transport your waste in the holding tank.
Preparing the boat and mast is not hard. Go to the local Home Depot with the rental car you used to get to your hotel. I did mention that you can't stay on your boat, didn't I? Get a roll of bubble wrap, some of the plastic wrap that comes on a roll, some shipping tape, and if you can get it the self-clinging plastic wrap around 12-inches wide that's used to wrap luggage and pallets of boxes.
Picture your stuff in an 85-knot wind bouncing and vibrating on a flat-bed for 1000 miles. Now pad everything that touches anything else and seal it from road dirt, rain and mud.
When you take the boom off the mast, leave the sail on it with the sail cover still on. Store it in the cabin sole. The sail and cover will not only protect the boom, but it will also protect your cabin sole and furniture from the boom. Put the dodger and bimini frames in the cabin with generous bubble wrap padding and secure them from any movement. Tape all the drawers shut. Plastic containers can chafe through their own bottoms if left in cabinets unpadded. Liquor bottles will break. My suggestion is to pad them and put in the ice box and sinks. At least then the fluids will be captured and drained.
Close and dog down tightly all ports and hatches. If your seals are suspect tape the outside against rain intrusion. Remove Dorade vents and tape their holes. Remove all the things that stick up. Deck-mounted antennae should be removed or laid down and secured thoroughly along their entire length. Radar masts should be laid down on deck and padded and tied so they cannot shift in a hard stop. Tape or lock all outside lockers after checking their contents for security. Check and tie down the batteries. Dinghies and motors should be removed and if necessary shipped separately. If you decide to store motor below, drain the tank, ensure the oil cannot leak and secure it heavily.
Drain water tanks and, if possible, fuel tanks. If you can't drain them, consider filling them. The worst situation is half-full. If the tanks aren't properly baffled, and most aren't, the sheer force of 50 gallons of liquid moving at 60 MPH in a panic stop is enough to tear a tank loose or blow a hose off. Your sailboat is built for 15 MPH.
Since your rigging has been disconnected, make sure that all the turnbuckles are pinned so they can't vibrate loose and get lost. Pad them so the don't mar the boat. Lock down the anchor well and make very sure that any anchor left stowed on rollers or mounts cannot possibly jump off and try to anchor your boat while the trailer is rolling down the road! Even if it only comes out a little bit, a swinging anchor will destroy the bow.
For your own sanity, don't try to follow your boat down the road. It's just not good and it is useless.
Unless you own the trucking company, any attempt to "correct" the driving habits of the driver is not going to be a pleasant encounter. Besides, you hired a great company after getting several recommendations and researching them on the Web, right?
What happens at the other end may be as simple as rolling into a full-service boatyard with all the equipment to handle re-commisioning your boat or as complex as being the first large sailboat on a small lake with only a ramp for your launch.
In the Marines, we make special efforts to "recon" every beach before we get there. You should do the same for the arrival of your boat.
Can the trucker who drove it there get his trailer wet? Is it even possible to launch on the ramp you've chosen? Take the draft of your boat, add the height of the bottom of the keel on the trailer and you have the minimum depth of water needed to launch. A typical 6-foot draft with an added 18-inches of trailer will need 7 and a half feet of water to float off, minimum. Is the ramp long enough to allow the back wheels of the trailer to remain on solid concrete with the center of the boat that deep?
Man-made lakes are variable. The dam operator can raise or lower the levels and therefore the depth at the ramp. In planning the move, be sure to check that level and the ramp.
Check the availability and capability of the crane or lift that will set your mast. Setting the mast with a capable, professional crane service is a snap compared to the process necessary to use a fixed lift such as a gin pole.
Man (or woman) power is needed. I had 13 people on-site for my last launch and none of them felt unwanted. Hold a good safety brief, explain the entire procedure, assign jobs and expect to move from area to area checking on progress. Bring enough food and water to keep them happy. Beer is for lunch afterwards.
Finally, make sure everything is there tools, hardware and people to do the whole job as efficiently as possible. Ask the driver to plan on being at your launch all day. If the driver only scheduled an hour to get your boat off his trailer, he is not going to be happy. Remember this could be his first time! Ask him not to schedule a pick-up on the same day. Have plenty of hardware and supplies. Don't let the job stop while somebody runs to a store for sealant.
Have a backup plan. If the mast can't be put up because of a breakage or lost parts, can you launch the hull and raise the mast later? If the boat leaks when you back in the water, can you fix it? On and on forever! You can't anticipate all of them, but at least the most probable "fails" can be worked out.
Absolutely last is to make sure you know what form of payment the crane operator and driver need. Your credit card may not work on-site and they may refuse a check. Everybody seems to like cash!
So we sailed to FLL and paid around $900 to Playboy Marine Center to haul, pressure wash, dis-mast, and block TANGO.
That is $900 cold cash. No Checks. No Credit Cards. And no move until paid! The yard opens at 0700 and closes at 1800. Closed. No entry. Period. But it is a clean, organized, and otherwise friendly place with expert staff. But they don't have a sanitary pump-out, so either dump it before you get there or plan to transport your waste in the holding tank.
Preparing the boat and mast is not hard. Go to the local Home Depot with the rental car you used to get to your hotel. I did mention that you can't stay on your boat, didn't I? Get a roll of bubble wrap, some of the plastic wrap that comes on a roll, some shipping tape, and if you can get it the self-clinging plastic wrap around 12-inches wide that's used to wrap luggage and pallets of boxes.
Picture your stuff in an 85-knot wind bouncing and vibrating on a flat-bed for 1000 miles. Now pad everything that touches anything else and seal it from road dirt, rain and mud.
When you take the boom off the mast, leave the sail on it with the sail cover still on. Store it in the cabin sole. The sail and cover will not only protect the boom, but it will also protect your cabin sole and furniture from the boom. Put the dodger and bimini frames in the cabin with generous bubble wrap padding and secure them from any movement. Tape all the drawers shut. Plastic containers can chafe through their own bottoms if left in cabinets unpadded. Liquor bottles will break. My suggestion is to pad them and put in the ice box and sinks. At least then the fluids will be captured and drained.
Close and dog down tightly all ports and hatches. If your seals are suspect tape the outside against rain intrusion. Remove Dorade vents and tape their holes. Remove all the things that stick up. Deck-mounted antennae should be removed or laid down and secured thoroughly along their entire length. Radar masts should be laid down on deck and padded and tied so they cannot shift in a hard stop. Tape or lock all outside lockers after checking their contents for security. Check and tie down the batteries. Dinghies and motors should be removed and if necessary shipped separately. If you decide to store motor below, drain the tank, ensure the oil cannot leak and secure it heavily.
Drain water tanks and, if possible, fuel tanks. If you can't drain them, consider filling them. The worst situation is half-full. If the tanks aren't properly baffled, and most aren't, the sheer force of 50 gallons of liquid moving at 60 MPH in a panic stop is enough to tear a tank loose or blow a hose off. Your sailboat is built for 15 MPH.
Since your rigging has been disconnected, make sure that all the turnbuckles are pinned so they can't vibrate loose and get lost. Pad them so the don't mar the boat. Lock down the anchor well and make very sure that any anchor left stowed on rollers or mounts cannot possibly jump off and try to anchor your boat while the trailer is rolling down the road! Even if it only comes out a little bit, a swinging anchor will destroy the bow.
For your own sanity, don't try to follow your boat down the road. It's just not good and it is useless.
Unless you own the trucking company, any attempt to "correct" the driving habits of the driver is not going to be a pleasant encounter. Besides, you hired a great company after getting several recommendations and researching them on the Web, right?
What happens at the other end may be as simple as rolling into a full-service boatyard with all the equipment to handle re-commisioning your boat or as complex as being the first large sailboat on a small lake with only a ramp for your launch.
In the Marines, we make special efforts to "recon" every beach before we get there. You should do the same for the arrival of your boat.
Can the trucker who drove it there get his trailer wet? Is it even possible to launch on the ramp you've chosen? Take the draft of your boat, add the height of the bottom of the keel on the trailer and you have the minimum depth of water needed to launch. A typical 6-foot draft with an added 18-inches of trailer will need 7 and a half feet of water to float off, minimum. Is the ramp long enough to allow the back wheels of the trailer to remain on solid concrete with the center of the boat that deep?
Man-made lakes are variable. The dam operator can raise or lower the levels and therefore the depth at the ramp. In planning the move, be sure to check that level and the ramp.
Check the availability and capability of the crane or lift that will set your mast. Setting the mast with a capable, professional crane service is a snap compared to the process necessary to use a fixed lift such as a gin pole.
Man (or woman) power is needed. I had 13 people on-site for my last launch and none of them felt unwanted. Hold a good safety brief, explain the entire procedure, assign jobs and expect to move from area to area checking on progress. Bring enough food and water to keep them happy. Beer is for lunch afterwards.
Finally, make sure everything is there tools, hardware and people to do the whole job as efficiently as possible. Ask the driver to plan on being at your launch all day. If the driver only scheduled an hour to get your boat off his trailer, he is not going to be happy. Remember this could be his first time! Ask him not to schedule a pick-up on the same day. Have plenty of hardware and supplies. Don't let the job stop while somebody runs to a store for sealant.
Have a backup plan. If the mast can't be put up because of a breakage or lost parts, can you launch the hull and raise the mast later? If the boat leaks when you back in the water, can you fix it? On and on forever! You can't anticipate all of them, but at least the most probable "fails" can be worked out.
Absolutely last is to make sure you know what form of payment the crane operator and driver need. Your credit card may not work on-site and they may refuse a check. Everybody seems to like cash!
Sunday, April 26, 2015
Fuel Filters at anchor.
I always try to have a fresh set of primary and secondary fuel filters on board at all times. As the fuel is burned down and begins t slosh around in the tank, all the accumulated crud and dirt is stirred up, suck out and clogs the filters resulting in fuel starvation.
Sunday morning April 19th was cool and clear with a nice northeasterly breeze. We only had a 4-6 hour trip up to FLL (The ICAO designator for the Fort Lauderdale International Airport). Spinning off the engine filter revealed very little fuel in the bowl! The filter was dirty enough to change, but not clogged. The primary filter was the same story. I asked "Dan the Flexible One"to blow into the fuel line and see if he heard bubbles. At first the line was blocked, then it cleared.
One of the design flaws I found in my 31 Hunter was that the fuel pickup tube had a brass screen in the bottom of the tube. That screen is to trap bigger pieces of dirt and algae before they get to the filter. The result is that you have an unreachable, unfixable clog point in the fuel system. I want the filters to clog! They are reasonably easy to access and change. Disassembling the tank top in a seaway is a real mess!
With a full load of fresh fuel fuel from the ten gallons in cans I'd brought and new filters, now the exercise was to "bleed" all the air out of the lines and pumps. Yanmar provides a very low-tech and low volume pump at the engine-driven pump to facilitate refilling the filter bowls. It is much better to refill the bowls and then reinstall them full. The other "trick" with the 2GM and 3GM engines is to close the raw water intake off, trip the decompression levers and spin the engine to pump fuel during the bleeding.
That part was easy, getting the rusted and inaccessible line nuts cracked to expel air required ingenuity. Never travel with a metric diesel without a full set of open-end wrenches for bleeding.
After a memory failure that had me attempting to bleed the injectors via the return lines, we got the engine started and pulled the anchor for FLL.
This time the winds and seas were on our stern. After slatting along for a few hours we stowed the jib and motored on using Main sail alone. The Autohelm 3000 was completely over-powered by the 3-5 footers on our stern and we had to man the wheel for the last three hours. The work of steering forced us to abandon the three-hour watch system and go to hourly changes at the helm.
By 1630 we were in FLL and tied up to the "wall" at Playboy Marine Center among $70-200 million dollar mega yachts.
John grabbed his duffel, said goodbye and was picked up at the dock by Pat his wife. Dan and I hooked up to shore power, ate and went to sleep.
Sunday morning April 19th was cool and clear with a nice northeasterly breeze. We only had a 4-6 hour trip up to FLL (The ICAO designator for the Fort Lauderdale International Airport). Spinning off the engine filter revealed very little fuel in the bowl! The filter was dirty enough to change, but not clogged. The primary filter was the same story. I asked "Dan the Flexible One"to blow into the fuel line and see if he heard bubbles. At first the line was blocked, then it cleared.
One of the design flaws I found in my 31 Hunter was that the fuel pickup tube had a brass screen in the bottom of the tube. That screen is to trap bigger pieces of dirt and algae before they get to the filter. The result is that you have an unreachable, unfixable clog point in the fuel system. I want the filters to clog! They are reasonably easy to access and change. Disassembling the tank top in a seaway is a real mess!
With a full load of fresh fuel fuel from the ten gallons in cans I'd brought and new filters, now the exercise was to "bleed" all the air out of the lines and pumps. Yanmar provides a very low-tech and low volume pump at the engine-driven pump to facilitate refilling the filter bowls. It is much better to refill the bowls and then reinstall them full. The other "trick" with the 2GM and 3GM engines is to close the raw water intake off, trip the decompression levers and spin the engine to pump fuel during the bleeding.
That part was easy, getting the rusted and inaccessible line nuts cracked to expel air required ingenuity. Never travel with a metric diesel without a full set of open-end wrenches for bleeding.
After a memory failure that had me attempting to bleed the injectors via the return lines, we got the engine started and pulled the anchor for FLL.
This time the winds and seas were on our stern. After slatting along for a few hours we stowed the jib and motored on using Main sail alone. The Autohelm 3000 was completely over-powered by the 3-5 footers on our stern and we had to man the wheel for the last three hours. The work of steering forced us to abandon the three-hour watch system and go to hourly changes at the helm.
By 1630 we were in FLL and tied up to the "wall" at Playboy Marine Center among $70-200 million dollar mega yachts.
John grabbed his duffel, said goodbye and was picked up at the dock by Pat his wife. Dan and I hooked up to shore power, ate and went to sleep.
Marathon to Miami
Saturday morning the 18th of April is the day of the 7-mile Bridge Run. Fifteen hundred randomly selected runners have the chance to run the closed bridge. The result is one enormous traffic jam on the only highway in (or out) of the Keys.
Since we wanted an early start for our intended run to Rodriguez Key near Key Largo, we avoided the clog-up and went to the boat on Friday night.
John Chamberlin is a retired Marine Warrant Officer I met in Boca Chica and the Sigsbee RV Park. He and his son Jason run Bottom Time Boat Hull Cleaning and spend their days scrubbing boat bottoms. John (in addition to being the perfect Popeye look-alike) is a fun guy to be around and very experienced in passage making, especially the East Coast. He offered to just deliver the boat, but I need the experience. He makes all the strategic decisions on this trip, he is the Captain.
Dan West is almost retired after running a very successful Midwest-based construction company doing large jobs for local through federal governments. He even has a specialized division designing and spec'ing Air Force fuel farms. Dan and I are Past Commodores of the Augusta Sailing Club and Micky and I hosted Dan and his wife Patty when they sailed their 46-foot Hylas to the Keys. He is also experienced in making the passages up the coast of Florida.
Marathon Marina has a sanitary pump-out system installed at every slip. After a short search for the required hose, we emptied the holding tank, slipped the dock lines and motored out to a beautiful Keys sunrise.
Clearing the last day-mark, we set course east and raised sails. With the help of a beam reach the boat ran very well with ground speeds in the 5-6 knot range. The seas were 2-4 feet and running astern, but the westerly current made them sloppy.
The first six hours were uneventful. We were making great time and secured the engine after checking temperatures. Sailing speeds increased to around 6.6 knots in the 12-knot winds and we help the course steady until the vicinity of Islamorada where the winds slackened and the motor came back on.
We had made such good time we changed our plan and decided to press on to Miami. Leaving Hawk Channel near Alligator Reef, we started picking up the Gulf Stream and by the time we passed Carysfort Light we were seeing 7-7.5 knots. We also picked up an annoying RPM fall-off. Intermittently, the engine speed would drop around 50 RPM. Even tone-deaf Marines can detect the change. From Ocean Reef on, the RPM drops became much more noticeable and on occasion would drop from 3000 to 1500 and slowly recover. We had fair weather, light winds, calm seas and plenty of places to sail and drop anchor. I also had been paying BoatUS for the "Gold Unlimited" Towing package for the past few years, so with that trump card in my wallet, we had no fear!
Sunset was just south of Miami and by 2200 we were anchored of No Name Harbor, Key Biscayne with the dazzlingly lit party boats in the shadow of South Beach.
No Name Harbor is near "Stiltsville", a number of squatter fishing houses built in the shallows of Biscayne Bay. Forced out by the government, the houses look amazing good from a distance and have withstood ferocious hurricanes, but are just hulks when viewed close-up.
I dropped the anchor in 15-20 feet and we settled in for a good meal and a sleep. Marathon to Miami in 14 hours of sailing and motoring isn't bad for a small 34-footer.
Since we wanted an early start for our intended run to Rodriguez Key near Key Largo, we avoided the clog-up and went to the boat on Friday night.
John Chamberlin is a retired Marine Warrant Officer I met in Boca Chica and the Sigsbee RV Park. He and his son Jason run Bottom Time Boat Hull Cleaning and spend their days scrubbing boat bottoms. John (in addition to being the perfect Popeye look-alike) is a fun guy to be around and very experienced in passage making, especially the East Coast. He offered to just deliver the boat, but I need the experience. He makes all the strategic decisions on this trip, he is the Captain.
Dan West is almost retired after running a very successful Midwest-based construction company doing large jobs for local through federal governments. He even has a specialized division designing and spec'ing Air Force fuel farms. Dan and I are Past Commodores of the Augusta Sailing Club and Micky and I hosted Dan and his wife Patty when they sailed their 46-foot Hylas to the Keys. He is also experienced in making the passages up the coast of Florida.
Marathon Marina has a sanitary pump-out system installed at every slip. After a short search for the required hose, we emptied the holding tank, slipped the dock lines and motored out to a beautiful Keys sunrise.
Clearing the last day-mark, we set course east and raised sails. With the help of a beam reach the boat ran very well with ground speeds in the 5-6 knot range. The seas were 2-4 feet and running astern, but the westerly current made them sloppy.
The first six hours were uneventful. We were making great time and secured the engine after checking temperatures. Sailing speeds increased to around 6.6 knots in the 12-knot winds and we help the course steady until the vicinity of Islamorada where the winds slackened and the motor came back on.
We had made such good time we changed our plan and decided to press on to Miami. Leaving Hawk Channel near Alligator Reef, we started picking up the Gulf Stream and by the time we passed Carysfort Light we were seeing 7-7.5 knots. We also picked up an annoying RPM fall-off. Intermittently, the engine speed would drop around 50 RPM. Even tone-deaf Marines can detect the change. From Ocean Reef on, the RPM drops became much more noticeable and on occasion would drop from 3000 to 1500 and slowly recover. We had fair weather, light winds, calm seas and plenty of places to sail and drop anchor. I also had been paying BoatUS for the "Gold Unlimited" Towing package for the past few years, so with that trump card in my wallet, we had no fear!
Sunset was just south of Miami and by 2200 we were anchored of No Name Harbor, Key Biscayne with the dazzlingly lit party boats in the shadow of South Beach.
No Name Harbor is near "Stiltsville", a number of squatter fishing houses built in the shallows of Biscayne Bay. Forced out by the government, the houses look amazing good from a distance and have withstood ferocious hurricanes, but are just hulks when viewed close-up.
I dropped the anchor in 15-20 feet and we settled in for a good meal and a sleep. Marathon to Miami in 14 hours of sailing and motoring isn't bad for a small 34-footer.
Saturday, April 25, 2015
Marathon Marina and the new rig
If you've got to be away from Boca Chica, Marathon Marina is the place to be! Clean, organized, and fully equipped with all the amenities including a pool!
The day after arrival, Keys Rigging arrived with a crane and laid the mast down in front of the boat.
They measured and stripped the rigging and left me to tinker with it while the new wires were swaged.
I put a new block at the spinnaker bail, pulled the new VHF coax, cleaned and repainted the masthead plate, installed the new anchor light and the fitting for the Garmin wireless wind sensor.
We changed the way the wire channel worked top and bottom after finding a totally inadequate cutout at the bottom for wire exit and a miserable affair at the top requiring wires to loop down to make it to the masthead.
Curt also found a factory defect in the way the masthead was attached to the mast. The two bolts that secured the fitting, interfered with the main halyard and the wire halyard had sawed through a quarter of the three-eighths bolt!
I made a trip to Specialty Hardware in Marathon for a new bolt and a long drill to go through in one pass. What a pleasure to find a real hardware store with staff that knew exactly what I needed, found it quickly and even charged a very fair price! Very recommended!
Assembling the rig and raising the mast was two longish days, but the joy of watching and learning as Curt and Jason Childers assembled and swayed the mast was worth every dime!
The third day Gavin came a board and did the final tuning.
The Harken ESP One furler is simple and simply superb! the new stanchion blocks make the friction in the system extremely low.
This boat has a new lease on life and should be alive and romping long after the we are dead.
On to Lauderdale.
The day after arrival, Keys Rigging arrived with a crane and laid the mast down in front of the boat.
They measured and stripped the rigging and left me to tinker with it while the new wires were swaged.
I put a new block at the spinnaker bail, pulled the new VHF coax, cleaned and repainted the masthead plate, installed the new anchor light and the fitting for the Garmin wireless wind sensor.
We changed the way the wire channel worked top and bottom after finding a totally inadequate cutout at the bottom for wire exit and a miserable affair at the top requiring wires to loop down to make it to the masthead.
Curt also found a factory defect in the way the masthead was attached to the mast. The two bolts that secured the fitting, interfered with the main halyard and the wire halyard had sawed through a quarter of the three-eighths bolt!
I made a trip to Specialty Hardware in Marathon for a new bolt and a long drill to go through in one pass. What a pleasure to find a real hardware store with staff that knew exactly what I needed, found it quickly and even charged a very fair price! Very recommended!
Assembling the rig and raising the mast was two longish days, but the joy of watching and learning as Curt and Jason Childers assembled and swayed the mast was worth every dime!
The third day Gavin came a board and did the final tuning.
The Harken ESP One furler is simple and simply superb! the new stanchion blocks make the friction in the system extremely low.
This boat has a new lease on life and should be alive and romping long after the we are dead.
On to Lauderdale.
Boca Chica to Marathon
Okay, the standing rigging on TANGO is rotten with rust. Sort of expected that with a 29 year-old rig in salt water.
I asked Keys Rigging to fit a new furler and when Curt Johnson suggested an inspection first, I readily agreed. Curt and his partner began the inspection at deck level and after finding several cracked fittings at the deck began climbing and inspecting. Curt got to the lower spreaders, found several more cracks and decided he wouldn't go higher and that the rigging needed replacements, not repairs. He braced the rig with my jib halyard down the starboard spreaders and relieved the strain aft using the main halyard. He also cautioned against sailing the boat and being careful with the weather while motoring to Marathon.
I asked my dock-mate, Jon Siewers, to go with me. We motored out of BCM and although the speed dropped as low as 2.8 knots in the counter-current in the Hawk Channel, we had an uneventful trip until near the west end of the 7-mile Bridge when we heard a loud bang. It sounded like a door slamming around, and indeed, the door had come undone and was banging in the sloppy waves caused by the tidal rip near the Moser Channel.
Then we found the broken Windex on the starboard deck! What had happened was that the upper shroud had parted at the spreader fitting. I was very glad that Keys Rigging had braced that side!
By that time we were in the lee of Boot Key and had a quiet motor in. Tied up to slip 25 and left the boat for a nice meal at Geiger Key, complete with mosquitoes!
I asked Keys Rigging to fit a new furler and when Curt Johnson suggested an inspection first, I readily agreed. Curt and his partner began the inspection at deck level and after finding several cracked fittings at the deck began climbing and inspecting. Curt got to the lower spreaders, found several more cracks and decided he wouldn't go higher and that the rigging needed replacements, not repairs. He braced the rig with my jib halyard down the starboard spreaders and relieved the strain aft using the main halyard. He also cautioned against sailing the boat and being careful with the weather while motoring to Marathon.
I asked my dock-mate, Jon Siewers, to go with me. We motored out of BCM and although the speed dropped as low as 2.8 knots in the counter-current in the Hawk Channel, we had an uneventful trip until near the west end of the 7-mile Bridge when we heard a loud bang. It sounded like a door slamming around, and indeed, the door had come undone and was banging in the sloppy waves caused by the tidal rip near the Moser Channel.
Then we found the broken Windex on the starboard deck! What had happened was that the upper shroud had parted at the spreader fitting. I was very glad that Keys Rigging had braced that side!
By that time we were in the lee of Boot Key and had a quiet motor in. Tied up to slip 25 and left the boat for a nice meal at Geiger Key, complete with mosquitoes!
Saturday, April 11, 2015
Spamalot
Yesterday's rigging inspection was added onto Curt and Jason's day by Keys Rigging as a favor to me. They already had a job in Boca Chica putting a radar reflector on the mast of "Sassanoa" a huge ketch in our marina. Apparently, the job took much longer than anticipated.
Micky and I were originally going to just sit and wait in the motorhome until called, but I got antsy when two o'clock passed with no call and we drove over to check on them.
I was relieved to see their trailer in the parking lot and after greeting Curt, we sat under the shade on the dockhead.
Seeing Jason still up the mast at four o'clock, I remarked to Micky that I expected them to finish that job, come to see us and explain that they had run longer than they should, were tired from working in the sun, and would not get to us that day. I would have done just that!
Curt surprised me when he said he needed to stop at the trailer and then he and Jason would start "Island Princess" at five.
I couldn't refuse and Micky wanted to complete that job as badly as I did. We sat under the thatched roof (in the Keys these are Seminole "cheekee" huts, I think Florida even has rules requiring native labor for their erection) on the beach watching and listening to their note taking while the inspection went on. A friend in the Marina, John Heavener, happened by and joked, "If I ever sell my boat, I don't want these guys (doing the inspection): they're too good!"
After finding a broken furler extrusion, a "trashed" VHF antenna and loose masthead light. The rig was declared basically "passed" and the equipment stowed at 7:10.
Micky and I kept to the speed limit, but wasted no time getting back to the RV, changing clothes, and cleaning the absolute essentials to head to the 8:00 performance of "Spamalot" at the Waterfront Playhouse next to Mallory Square.
Sunset celebrations on Mallory Square are a huge tourist attraction and yesterday's was spectacular. It was also at 7:45! The crowds had just started to thin and we had to wait until a parking spot opened up, pay the toll and do what passes for running for us to get to the show. We arrived at 8:02, claimed our seats and were seated in straight, but comfortable chairs on the back wall in time for the curtain to go up.
Key West is lavished with an abundance of talent for musical comedy and they work at it. The sets, staging, and live music are far above the level of expertise found in other small towns in America.
I've been a Monty Python fanatic since first seeing the original series on PBS. I have boxed DVD sets of the entire series and "The Holy Grail".
Faithful to the original, but deviating to allow the inclusion of "Bright Side of Life" from "The Life of Brian", the cast and music was fun and engaging with the audience whistling and weaving through the tag line of that darkly over-optimistic tune.
The tickets were a well-thought out surprise anniversary gift to us from my wife. Tops any "sports" gift or "couples spa" session I can think of! That's how marriages stay happy and "tuned up".
Micky and I were originally going to just sit and wait in the motorhome until called, but I got antsy when two o'clock passed with no call and we drove over to check on them.
I was relieved to see their trailer in the parking lot and after greeting Curt, we sat under the shade on the dockhead.
Seeing Jason still up the mast at four o'clock, I remarked to Micky that I expected them to finish that job, come to see us and explain that they had run longer than they should, were tired from working in the sun, and would not get to us that day. I would have done just that!
Curt surprised me when he said he needed to stop at the trailer and then he and Jason would start "Island Princess" at five.
I couldn't refuse and Micky wanted to complete that job as badly as I did. We sat under the thatched roof (in the Keys these are Seminole "cheekee" huts, I think Florida even has rules requiring native labor for their erection) on the beach watching and listening to their note taking while the inspection went on. A friend in the Marina, John Heavener, happened by and joked, "If I ever sell my boat, I don't want these guys (doing the inspection): they're too good!"
After finding a broken furler extrusion, a "trashed" VHF antenna and loose masthead light. The rig was declared basically "passed" and the equipment stowed at 7:10.
Micky and I kept to the speed limit, but wasted no time getting back to the RV, changing clothes, and cleaning the absolute essentials to head to the 8:00 performance of "Spamalot" at the Waterfront Playhouse next to Mallory Square.
Sunset celebrations on Mallory Square are a huge tourist attraction and yesterday's was spectacular. It was also at 7:45! The crowds had just started to thin and we had to wait until a parking spot opened up, pay the toll and do what passes for running for us to get to the show. We arrived at 8:02, claimed our seats and were seated in straight, but comfortable chairs on the back wall in time for the curtain to go up.
Key West is lavished with an abundance of talent for musical comedy and they work at it. The sets, staging, and live music are far above the level of expertise found in other small towns in America.
I've been a Monty Python fanatic since first seeing the original series on PBS. I have boxed DVD sets of the entire series and "The Holy Grail".
Faithful to the original, but deviating to allow the inclusion of "Bright Side of Life" from "The Life of Brian", the cast and music was fun and engaging with the audience whistling and weaving through the tag line of that darkly over-optimistic tune.
The tickets were a well-thought out surprise anniversary gift to us from my wife. Tops any "sports" gift or "couples spa" session I can think of! That's how marriages stay happy and "tuned up".
Rigging inspections 101
Those of us who keep our boats in freshwater don’t give a second thought about all that rigging wire aloft. Properly done, a set of rigging on a weekender inland boat will probably last longer than the owner. A salty coastal cruiser or ocean boat is an entirely different set of problems.
I have, unfortunately been forced to pay heavily for some expert knowledge that I am willing to share for free to my friends who may one day choose to follow in my wake.
Rust is your friend. It shows you where the failures are.
You can’t see cracks in binoculars. You have to clean the rust off and then look through a magnifying glass to find them.
Stainless steel ain’t. If the metal is deprived of oxygen (air or flowing saltwater) it will rust. There is no way to seal the swaged area after it is swaged. Fill the cup with LifeCalk, insert the wire, and then have it swaged. Don’t listen if they say it won’t work, or they won’t do it. (They don’t like the idea of goop in their machine) Find someone who will.
304 Stainless is not the same or as corrosion resistant as 316 Stainless. You want 316.
The rig should be inspected by an expert every 6 years. As often as you can it should be washed down with clean fresh water either rain or from a hose. The rig should be expertly inspected every six years. Rinse and repeat as necessary.
Set aside a fund of money that is for maintaining your boat. You know that the sails, rigging, electronics, and upholstery aren’t going to last past 10-12 years. Figure up what all that will cost ($15,000-20,000 for a 36-40 footer) divide it by twelve and start saving now so that when the time comes, you don’t squeal or sell your boat because you can’t afford the fixes. The next guy will just make you come off your price to compensate for the lack of maintenance. You don’t want to give the boat away, do you!
I pay from $255-225 for a first-class (10-15 years experience, worked for a dealer assembling and commissioning Hunters) rigger to climb and inspect. It took two guys 2.5 hours to do the job with one aloft and the other inspecting at deck level.
On TANGO they found cracks all over the rig and bad rust aloft. They cautioned me not to sail the boat and braced the mast with the jib halyard down the starboard spreaders and the main halyard relieving the strain aft.
Sure enough, an hour out of Marathon, the starboard upper shroud parted just above an eye fitting at the upper spreader, but the rig stayed in column because of the brace.
I am a believer.
I have, unfortunately been forced to pay heavily for some expert knowledge that I am willing to share for free to my friends who may one day choose to follow in my wake.
Rust is your friend. It shows you where the failures are.
You can’t see cracks in binoculars. You have to clean the rust off and then look through a magnifying glass to find them.
Stainless steel ain’t. If the metal is deprived of oxygen (air or flowing saltwater) it will rust. There is no way to seal the swaged area after it is swaged. Fill the cup with LifeCalk, insert the wire, and then have it swaged. Don’t listen if they say it won’t work, or they won’t do it. (They don’t like the idea of goop in their machine) Find someone who will.
304 Stainless is not the same or as corrosion resistant as 316 Stainless. You want 316.
The rig should be inspected by an expert every 6 years. As often as you can it should be washed down with clean fresh water either rain or from a hose. The rig should be expertly inspected every six years. Rinse and repeat as necessary.
Set aside a fund of money that is for maintaining your boat. You know that the sails, rigging, electronics, and upholstery aren’t going to last past 10-12 years. Figure up what all that will cost ($15,000-20,000 for a 36-40 footer) divide it by twelve and start saving now so that when the time comes, you don’t squeal or sell your boat because you can’t afford the fixes. The next guy will just make you come off your price to compensate for the lack of maintenance. You don’t want to give the boat away, do you!
I pay from $255-225 for a first-class (10-15 years experience, worked for a dealer assembling and commissioning Hunters) rigger to climb and inspect. It took two guys 2.5 hours to do the job with one aloft and the other inspecting at deck level.
On TANGO they found cracks all over the rig and bad rust aloft. They cautioned me not to sail the boat and braced the mast with the jib halyard down the starboard spreaders and the main halyard relieving the strain aft.
Sure enough, an hour out of Marathon, the starboard upper shroud parted just above an eye fitting at the upper spreader, but the rig stayed in column because of the brace.
I am a believer.
Thursday, April 9, 2015
Motoring to Marathon
Monday, 6 April; a typical Keys day. Bright blue skies and puffy clouds. But Saturday, the wind picked up from the east and by Monday morning was blowing 10-15 knots and forecast to increase. The easterly direction makes getting from Boca Chica to Marathon especially difficult since in addition to the wind being directly on the nose, there's a westerly current of about a knot. East winds also mean a long fetch of water for the waves to build.
My dockmate, Jon Siewers, is a long-time sailor and retired Navy Captain who flew helicopters just about anywhere you can touch on a globe. Since Micky has to drive to Marathon to get us back to Boca Chica, she can't come along.
The reason for the trip is to replace all the stainless (a laughable misnomer in the tropical saltwater world) steel wires that hold the mast up and transfer the considerable forces the wind puts on my 5-ton boat into its hull. Most land folks never really feel the force of the wind. Other than an occasional buffeting of their cars, the wind just blows a few leaves around. Pulling a 10,000 pound sailboat through the water requires a 30 horsepower engine just to get to 5.5 knots and we regularly run over 6 knots under sail. Yes, it is faster to sail!
So strength and light weight are needed to hold up the mast. The mast itself is a strong aluminum extrusion and altogether weighs around 250 pounds. Most of the rigging wires are the diameter of my little finger.
Saltwater corrodes everything and when it gets into the small cups that the wire is crimped into, it forms a very weak battery that over years transfers the protective nickel and chromium out of the wires and results in rust. Rust weakens the metal not only on the surface, but "bone deep" also.
I had the experts from Keys Rigging inspect and they were alarmed enough at the condition of my 30 year-old rig to refuse to climb to the top and warn me to not sail the boat. They also ran my jib halyard to the deck parallel to the starboard shroud lines and used the main halyard to take some strain off the backstay.
The trip east to Marathon was turning out to be much rougher than expected. A sailboat without her sails up does not have the higher center of effort and "punch" into the waves, being driven by her propeller below the water. TANGO had an uncomfortable motion that was working the rig harder than we wanted while crippled.
Thanks to current and wind we could only manage around 4 knots across the ground, and with the waves on the nose the boat would occasionally pound on hard and almost stop. As a result, the 35 mile trip took 8 and a half hours instead of the 7 hours the boat was capable of.
Jon and I took turns watching out for crab pots and monitoring the autopilot as it did a sloppy job in the seas we had. At the west end of the Seven Mile Bridge the current from the Florida Bay exits into the Atlantic resulting in a confused wave action at lowering tide due to shallow water. We caught an odd wave and heard a noise like a slamming door that we both interpreted at coming from below. I thought that the head door had slammed shut. Then we found the windex lying on deck and looks up to see the starboard upper shroud had parted at the upper spreader and the mast was relying on the jib halyard to stay in column.
Keys Rigging and Curt Johnson were dead right about the rig! We made it in to the calm waters of the lee side of Knight's Key and motored into the slip with my wife, Micky, handling the lines.
The next day, we couldn't get back up to the boat until after we had moved the motorhome into full hookups on the water in Sigsbee Park. First-world problem! By the time we arrived, the crane was there and the mast was rigged for pickup.
When the mast was laid across two saw horses, the extent of the shroud failure was shocking. It looked like the wire barrel had exploded separating from the eye fitting. The wire was still firmly crimped into the barrel, but the pressure of the rust and the crevice corrosion had blown a half-inch hole in the side.
The moral is that if your boat has been in saltwater over a year, you need to get your wires inspected. It cannot be done from the deck. Only with a magnifying glass and close in will you see the true extent of the damage.
My dockmate, Jon Siewers, is a long-time sailor and retired Navy Captain who flew helicopters just about anywhere you can touch on a globe. Since Micky has to drive to Marathon to get us back to Boca Chica, she can't come along.
The reason for the trip is to replace all the stainless (a laughable misnomer in the tropical saltwater world) steel wires that hold the mast up and transfer the considerable forces the wind puts on my 5-ton boat into its hull. Most land folks never really feel the force of the wind. Other than an occasional buffeting of their cars, the wind just blows a few leaves around. Pulling a 10,000 pound sailboat through the water requires a 30 horsepower engine just to get to 5.5 knots and we regularly run over 6 knots under sail. Yes, it is faster to sail!
So strength and light weight are needed to hold up the mast. The mast itself is a strong aluminum extrusion and altogether weighs around 250 pounds. Most of the rigging wires are the diameter of my little finger.
Saltwater corrodes everything and when it gets into the small cups that the wire is crimped into, it forms a very weak battery that over years transfers the protective nickel and chromium out of the wires and results in rust. Rust weakens the metal not only on the surface, but "bone deep" also.
I had the experts from Keys Rigging inspect and they were alarmed enough at the condition of my 30 year-old rig to refuse to climb to the top and warn me to not sail the boat. They also ran my jib halyard to the deck parallel to the starboard shroud lines and used the main halyard to take some strain off the backstay.
The trip east to Marathon was turning out to be much rougher than expected. A sailboat without her sails up does not have the higher center of effort and "punch" into the waves, being driven by her propeller below the water. TANGO had an uncomfortable motion that was working the rig harder than we wanted while crippled.
Thanks to current and wind we could only manage around 4 knots across the ground, and with the waves on the nose the boat would occasionally pound on hard and almost stop. As a result, the 35 mile trip took 8 and a half hours instead of the 7 hours the boat was capable of.
Jon and I took turns watching out for crab pots and monitoring the autopilot as it did a sloppy job in the seas we had. At the west end of the Seven Mile Bridge the current from the Florida Bay exits into the Atlantic resulting in a confused wave action at lowering tide due to shallow water. We caught an odd wave and heard a noise like a slamming door that we both interpreted at coming from below. I thought that the head door had slammed shut. Then we found the windex lying on deck and looks up to see the starboard upper shroud had parted at the upper spreader and the mast was relying on the jib halyard to stay in column.
Keys Rigging and Curt Johnson were dead right about the rig! We made it in to the calm waters of the lee side of Knight's Key and motored into the slip with my wife, Micky, handling the lines.
The next day, we couldn't get back up to the boat until after we had moved the motorhome into full hookups on the water in Sigsbee Park. First-world problem! By the time we arrived, the crane was there and the mast was rigged for pickup.
When the mast was laid across two saw horses, the extent of the shroud failure was shocking. It looked like the wire barrel had exploded separating from the eye fitting. The wire was still firmly crimped into the barrel, but the pressure of the rust and the crevice corrosion had blown a half-inch hole in the side.
The moral is that if your boat has been in saltwater over a year, you need to get your wires inspected. It cannot be done from the deck. Only with a magnifying glass and close in will you see the true extent of the damage.
Wednesday, April 8, 2015
The long, sad trip home.
Monday, March 23, 2015, we set out for home under some stress. My baby sister had been fighting an increasingly desperate fight against the effects of cigarette smoking. You will notice that I don't cite the lung cancer or COPD as the diseases, but rather the addiction to cigarettes that her entire family indulges in. Robyn Lenora Anne Salvatore Hobbs was legally my half-sister, but we disagreed and there was no way to separate our family in that way.
Robyn was diagnosed with small-cell lung cancer 5 years ago, had a large portion of one lung removed and still continued to smoke. Instead of recognizing that she had managed a close escape from harm, she became increasingly and stridently hyper-religious. In the mind of my sister and her family the science behind had diseases and the statistics that indicated a real need to conserve her ability to process oxygen and not nicotine, was completely negated by her reliance on a "Jesus take the wheel" miracle.
Reports from her husband had caused me to fear that she would die at home in a chaotic, screaming paroxysm of attempted CPR and the subsequent destruction of her frail chest. The family and she had refused to turn to the services of hospice, because of their abject refusal to cope with reality. I finally convinced her husband Ricky, worn out from care and panic to take her to a hospital believing that at least there, she could die with some dignity.
My surviving brother Bobby let me know how dire the situation really was.
Micky and I had to put our motorhome in "vacation storage" on Sigsbee Park and start our drive home at 9 am. Even though we are able to swap drivers, the trip is 13 hours of driving with 3 of them in the Keys. That Monday was plagued with slow-downs in the Keys. Essentially US1 is a two-lane 45 MPH road 130 miles long. Any mishap that blocks the road or even a lane results in soul-sucking delays and stoppages. We avoided the worst of it, but the trip through the Keys, although spectacularly colorful, was longer than normal. At Fort Lauderdale, we rain into the rain that would plague us all the way home. We rolled into Augusta at 11:30 that night and went straight to the hospital and a jarring scene.
Arrayed outside the door was my sister's family smoking. I held off comment and went in to see her.
Robyn had wasted from the last round of chemotherapy to a skeletal 85 pounds. Her hair was a just a fuzzy cover on her skull and her skin was blackened and parchment-thin. Gasping for each breath with a fish-like urgency she was a pitiful and heart-wrenching sight.
Half-lying on the bed were her grand-daughter Kolby and my niece Rachael.
Robyn acknowledged my presence, and stayed by her side for a while telling her in a soothing voice that I was there, loved her, and would take care of her while stroking her swollen, but manicured hand.
Outside the room, I pulled Ricky aside and with the loving help of my wife let him know that he needed to arrange for home hospice and to take her home so that she could pass in a much more comfortable and soothing place.
The next day, the transfer was made. My visit at their home showed Robyn had already lost the ability to sense my presence or to acknowledge it. The hospice nurse was being badgered with unrealistic requests from my youngest niece. I understand her desperation, but it pointed again to the lack of a grasp of reality.
That night, as I expected, she stopped breathing and died.
I have seen my share of death. It is never cinematic. No grand pronouncements or bright glowing lights, just prosaic, nasty death. My sister just wore herself out trying to do a function that doesn't even require conscious thought. Years of punishing chemical attacks on her frail body had left her with no reserves in the end. Even after her brain had stopped its higher functions the small portion in the back of it that precedes even the reptilian age demanded that her chest flail in a vain attempt to live. Finally her muscles could not respond to the demands and even that spark faded. That was my sister's death. Harrowing and nasty to behold. Especially gruesome in a woman whose denial of her fate was sharpened into a frantic Facebook scream of prayers to angels and Jesus for a relief that would not come. Such despairing hope! And such a despicable lie in the end!
The family was barely prepared for breakfast, much less the social obligations of a funeral. Ricky hadn't worn his suit for decades. Now it fit his son. No list of final wishes and account numbers with passwords. The power was cut off one day and the gas another during the mourning period. My brother Bobby, a true man, stepped up with those. I took Ricky to get the suit he'd need for the funeral and for his daughter's vow renewal. We met with the funeral home. Platt's on Crawford Avenue has buried my family for at least three generations. Although now located is a truly scary neighborhood with demented black men screaming and dancing into what may have been a dead cell phone, it is where we all grew up. It's numbingly sad that the final gift I could give her was a funeral.
Families are complicated balls of love, anger, exasperation, and sometimes shame. We don't get to choose our families and sometimes help is the worst thing you can do. But in the final tally, your family formed you and you formed them. You can no more leave them than can leave you. My family has a hole in it. It will heal, we will live on and the scar with thicken over the wound to protect us from further hurt. We live.
Robyn was diagnosed with small-cell lung cancer 5 years ago, had a large portion of one lung removed and still continued to smoke. Instead of recognizing that she had managed a close escape from harm, she became increasingly and stridently hyper-religious. In the mind of my sister and her family the science behind had diseases and the statistics that indicated a real need to conserve her ability to process oxygen and not nicotine, was completely negated by her reliance on a "Jesus take the wheel" miracle.
Reports from her husband had caused me to fear that she would die at home in a chaotic, screaming paroxysm of attempted CPR and the subsequent destruction of her frail chest. The family and she had refused to turn to the services of hospice, because of their abject refusal to cope with reality. I finally convinced her husband Ricky, worn out from care and panic to take her to a hospital believing that at least there, she could die with some dignity.
My surviving brother Bobby let me know how dire the situation really was.
Micky and I had to put our motorhome in "vacation storage" on Sigsbee Park and start our drive home at 9 am. Even though we are able to swap drivers, the trip is 13 hours of driving with 3 of them in the Keys. That Monday was plagued with slow-downs in the Keys. Essentially US1 is a two-lane 45 MPH road 130 miles long. Any mishap that blocks the road or even a lane results in soul-sucking delays and stoppages. We avoided the worst of it, but the trip through the Keys, although spectacularly colorful, was longer than normal. At Fort Lauderdale, we rain into the rain that would plague us all the way home. We rolled into Augusta at 11:30 that night and went straight to the hospital and a jarring scene.
Arrayed outside the door was my sister's family smoking. I held off comment and went in to see her.
Robyn had wasted from the last round of chemotherapy to a skeletal 85 pounds. Her hair was a just a fuzzy cover on her skull and her skin was blackened and parchment-thin. Gasping for each breath with a fish-like urgency she was a pitiful and heart-wrenching sight.
Half-lying on the bed were her grand-daughter Kolby and my niece Rachael.
Robyn acknowledged my presence, and stayed by her side for a while telling her in a soothing voice that I was there, loved her, and would take care of her while stroking her swollen, but manicured hand.
Outside the room, I pulled Ricky aside and with the loving help of my wife let him know that he needed to arrange for home hospice and to take her home so that she could pass in a much more comfortable and soothing place.
The next day, the transfer was made. My visit at their home showed Robyn had already lost the ability to sense my presence or to acknowledge it. The hospice nurse was being badgered with unrealistic requests from my youngest niece. I understand her desperation, but it pointed again to the lack of a grasp of reality.
That night, as I expected, she stopped breathing and died.
I have seen my share of death. It is never cinematic. No grand pronouncements or bright glowing lights, just prosaic, nasty death. My sister just wore herself out trying to do a function that doesn't even require conscious thought. Years of punishing chemical attacks on her frail body had left her with no reserves in the end. Even after her brain had stopped its higher functions the small portion in the back of it that precedes even the reptilian age demanded that her chest flail in a vain attempt to live. Finally her muscles could not respond to the demands and even that spark faded. That was my sister's death. Harrowing and nasty to behold. Especially gruesome in a woman whose denial of her fate was sharpened into a frantic Facebook scream of prayers to angels and Jesus for a relief that would not come. Such despairing hope! And such a despicable lie in the end!
The family was barely prepared for breakfast, much less the social obligations of a funeral. Ricky hadn't worn his suit for decades. Now it fit his son. No list of final wishes and account numbers with passwords. The power was cut off one day and the gas another during the mourning period. My brother Bobby, a true man, stepped up with those. I took Ricky to get the suit he'd need for the funeral and for his daughter's vow renewal. We met with the funeral home. Platt's on Crawford Avenue has buried my family for at least three generations. Although now located is a truly scary neighborhood with demented black men screaming and dancing into what may have been a dead cell phone, it is where we all grew up. It's numbingly sad that the final gift I could give her was a funeral.
Families are complicated balls of love, anger, exasperation, and sometimes shame. We don't get to choose our families and sometimes help is the worst thing you can do. But in the final tally, your family formed you and you formed them. You can no more leave them than can leave you. My family has a hole in it. It will heal, we will live on and the scar with thicken over the wound to protect us from further hurt. We live.
Sea Trials on "Island Princess"
Mark Tobin couldn't do the sea trials until Sunday, March 22. We were originally scheduled to drive home that day, but agreed to delay to accommodate him.
Sunday was clear, calm seas and almost no wind. A great day to inspect sails, even if we couldn't use them.
Mark was there on time, and we motored out the long, narrow channel from Boca Chica. The boat did fine, although the Raymarine RC435 Chartplotter is nearly useless in the sun. Once clear of the
channel, we launched and inspected the furling main and headsails. No noted problems other than age and as I expected them to appear.
My next trick was to hard-over the steering and listen for groans from below, or looseness in the rigging and to get a rough idea of the heeling moment of the boat. On my 31 and 34 this results in a very noticeable heel and a quick turn. We call the turn a "doughnut" as it appears to make a "hole" in the water. The 36 has much less heel than the other two boats.
The next evolution gave Mark some concern, as I would not have normally operated my boat this way either, but sea trials are extreme events. I tasked with a 5-minute wide-open-throttle (WOT) run in forward gear. The purpose of the run is to determine if the boat has the appropriately sized propeller and what the "emergency" forward speed is The boat did 6.6 knots per the GPS. Since we were running easterly there may have been some current, but way under a knot. The 3850 RPM makes me think she's slightly "under-propped" and could use a bit more pitch, but there was no smoke and the boat handles well.
The 80% WOT run in reverse was also questioned. I explained to Mark that going into a transient slip at Cooper River Marina, Charleston or Skull Creek in Hilton Head may require the ability to stop and maneuver against a 2-3 knot foul current. IP handled it well at 2950 RPM and 3 knots during that 5 minute run.
The next most important item on the 36 for me was the windlass and anchoring systems. I asked Mark to drop and retrieve around 20-25 feet of chain in the channel to check the operation. The down part was as expected, although it sounded a lot noisier than I remembered. Retrieval was a total fail and explained all the noise. The gearbox was trashed. Mark had said that the boat was used in charter and of course the nimrods would use the windlass to pull the boat over the anchor rather than motor ahead and use the windlass to just retrieve chain and anchor. I understood, but the windlass is a discontinued Simpson-Lawrence with very little support. Additionally, to accommodate the Hunter's lack of a properly-shaped chain locker with at least some chain fall, the windlass was modified to become a "pickle-fork" design with the chain exiting in the plane of the gypsy forward and sliding down a board.
Back at dock, Mark acknowledged the failure and we gave him a check for the deposit contingent on repair of the windlass.
If the windlass can't be fixed or replaced, I will walk away from the boat. Island Princess is a nice-looking boat with appropriate wear and tear for her age, but since there are 21 H36's for sale east of Texas, I do not intend to buy her with a major operational failure at any price. Life is too short.
Sunday was clear, calm seas and almost no wind. A great day to inspect sails, even if we couldn't use them.
Mark was there on time, and we motored out the long, narrow channel from Boca Chica. The boat did fine, although the Raymarine RC435 Chartplotter is nearly useless in the sun. Once clear of the
channel, we launched and inspected the furling main and headsails. No noted problems other than age and as I expected them to appear.
My next trick was to hard-over the steering and listen for groans from below, or looseness in the rigging and to get a rough idea of the heeling moment of the boat. On my 31 and 34 this results in a very noticeable heel and a quick turn. We call the turn a "doughnut" as it appears to make a "hole" in the water. The 36 has much less heel than the other two boats.
The next evolution gave Mark some concern, as I would not have normally operated my boat this way either, but sea trials are extreme events. I tasked with a 5-minute wide-open-throttle (WOT) run in forward gear. The purpose of the run is to determine if the boat has the appropriately sized propeller and what the "emergency" forward speed is The boat did 6.6 knots per the GPS. Since we were running easterly there may have been some current, but way under a knot. The 3850 RPM makes me think she's slightly "under-propped" and could use a bit more pitch, but there was no smoke and the boat handles well.
The 80% WOT run in reverse was also questioned. I explained to Mark that going into a transient slip at Cooper River Marina, Charleston or Skull Creek in Hilton Head may require the ability to stop and maneuver against a 2-3 knot foul current. IP handled it well at 2950 RPM and 3 knots during that 5 minute run.
The next most important item on the 36 for me was the windlass and anchoring systems. I asked Mark to drop and retrieve around 20-25 feet of chain in the channel to check the operation. The down part was as expected, although it sounded a lot noisier than I remembered. Retrieval was a total fail and explained all the noise. The gearbox was trashed. Mark had said that the boat was used in charter and of course the nimrods would use the windlass to pull the boat over the anchor rather than motor ahead and use the windlass to just retrieve chain and anchor. I understood, but the windlass is a discontinued Simpson-Lawrence with very little support. Additionally, to accommodate the Hunter's lack of a properly-shaped chain locker with at least some chain fall, the windlass was modified to become a "pickle-fork" design with the chain exiting in the plane of the gypsy forward and sliding down a board.
Back at dock, Mark acknowledged the failure and we gave him a check for the deposit contingent on repair of the windlass.
If the windlass can't be fixed or replaced, I will walk away from the boat. Island Princess is a nice-looking boat with appropriate wear and tear for her age, but since there are 21 H36's for sale east of Texas, I do not intend to buy her with a major operational failure at any price. Life is too short.
Sunday, March 22, 2015
From Island Packets to Island Princess
Island Packets are strong, exceptionally well-built, and covered up in exterior teak brightwork. They are also very beamy and expensive. I found several that I could, ultimately, afford. All of them were at considerable distance from Key West.
We had noticed a sale flyer for a 2004 Hunter 36 in the marina laundry and finally asked the harbormaster where the boat was located.
Tied up nose-in to the seawall is "Island Princess". Micky and I have seen that boat for sale, then withdrawn for the last four years. The owner, Mark Tobin, reportedly went through a bout of cancer, recovered and now wanted to sell her again.
Mark came out and opened the boat up for our walk-through. That night I called him and made an offer.
We'll sea trial the boat Sunday. Needless to say we're both very excited!
We had noticed a sale flyer for a 2004 Hunter 36 in the marina laundry and finally asked the harbormaster where the boat was located.
Tied up nose-in to the seawall is "Island Princess". Micky and I have seen that boat for sale, then withdrawn for the last four years. The owner, Mark Tobin, reportedly went through a bout of cancer, recovered and now wanted to sell her again.
Mark came out and opened the boat up for our walk-through. That night I called him and made an offer.
We'll sea trial the boat Sunday. Needless to say we're both very excited!
Transformations
I know that some folks think Micky and I have lost our minds. We've just reached the point that "Tango" is ready to cruise and we've announced that we're buying another boat.
When we started this restoration project the plan was to keep this boat in Key West and take her to the Tortugas and Bahamas. The more we invested and worked on this boat, the more obvious her shortcomings, and ours became. We needed to do more to ensure our comfort onboard than we were willing to invest, while we were also very reluctant to give our "sweat equity" away.
For instance, boarding the dinghy across the stern of "Tango" involves climbing down the round rungs of the swim ladder. Not a big deal at the dock, but hazardous with any kind of wave action.
Handling the anchor and chain, was going to require that I install a windlass with another round of structural and electrical modifications.
Finally a rigging inspection revealed major corrosion damage to the rig. Coupled with a 30 year-old fuller that was never installed properly, and the task became overwhelming.
A further complication is that Micky was very unhappy with the sleeping arrangements on the boat. The Vee-berth is too cumbersome and high, the aft berth too stuffy, so we had to make the dinette into a bunk every night.
These are not big problems on a lake boat that used on weekends, but not so good on a coastal cruiser.
Our solution is to get the largest, competent cruiser that the local rules will allow into our slip at Boca Chica. Several boats fit that bill, one is a Hunter 36 from 2003 onward. The Vee-berth is great for guests Micky likes the dinette, and the aft stateroom has a queen bed running athwartship.
So we are changing boats, but not giving up "Tango".
Here are some of the changes we've accomplished.
From a taped-up, cracked and leaking neglected boat to---
This ship-shape well-maintained topsides.
The interior was well-used.
When we started this restoration project the plan was to keep this boat in Key West and take her to the Tortugas and Bahamas. The more we invested and worked on this boat, the more obvious her shortcomings, and ours became. We needed to do more to ensure our comfort onboard than we were willing to invest, while we were also very reluctant to give our "sweat equity" away.
For instance, boarding the dinghy across the stern of "Tango" involves climbing down the round rungs of the swim ladder. Not a big deal at the dock, but hazardous with any kind of wave action.
Handling the anchor and chain, was going to require that I install a windlass with another round of structural and electrical modifications.
Finally a rigging inspection revealed major corrosion damage to the rig. Coupled with a 30 year-old fuller that was never installed properly, and the task became overwhelming.
A further complication is that Micky was very unhappy with the sleeping arrangements on the boat. The Vee-berth is too cumbersome and high, the aft berth too stuffy, so we had to make the dinette into a bunk every night.
These are not big problems on a lake boat that used on weekends, but not so good on a coastal cruiser.
Our solution is to get the largest, competent cruiser that the local rules will allow into our slip at Boca Chica. Several boats fit that bill, one is a Hunter 36 from 2003 onward. The Vee-berth is great for guests Micky likes the dinette, and the aft stateroom has a queen bed running athwartship.
So we are changing boats, but not giving up "Tango".
Here are some of the changes we've accomplished.
The interior was well-used.
Not the stylish, comfy space we have created.
The thing I had the most impact on was the engine which went from a rusted, overheating, unreliable lump of iron.
To a very clean and shiny piece of clockwork.
Sunday, March 15, 2015
Island Packets
One of the advantages of being on "A" Dock is that we get to meet most of the transient sailors that come through. Our slip is just across from the most-commonly used "just visiting" slips, so we get to see some really nice boats and folks.
A gorgeous Island Packet 420 is waiting for a weather window to the Bahamas in the slip across from us. We met Maris and Linda Eshleman shortly after they arrived and offered to take them shopping at the commissary. In turn they invited us sailing with them.
Their 2003 IP 420 is a freshwater Wisconsin boat just out of refit. This was our first sail on a cutter-rigged, full-keel boat. A typically low-aspect rig with all sails on furlers, including in-mast main, sail handling was a snap.
"Amekaya" has a bow-thruster of about 6 horsepower, but a good 15-knot wind still blew her sideways coming out of the slip. No criticism intended, but I probably would have used that thruster more and tried to position the bow into the wind before attempting to power out with a tad more prop aft. Since the prop would have "walked" to port and pushed forward we may have been a little more orderly coming out. Isn't hindsight wonderful! Very glad I was not at the helm having to figure it all out on the fly!
Once out in the fairway, the boat handled very well and tracked tightly. After we cleaned up the dock lines and flipped the fenders aboard, Maris tensioned all three halyards at the mast and then pulled the main out of the mast. Next came the 110% LP jib and the Gary Hoyt-rigged staysail when we cleared the #1 buoy. Sheeting the jib was very easy with two free-spinning Lewmar 58's, while the staysail was self-tending once the sheet was set.
We cruised down past Key West with 7-8 knots of way and pouted when she dropped below 6 knots. Once established on a tack, steering was remote-control via the Garmin autopilot.
We came about next to the Disney cruise liner at Mallory Square and began the always-frustrating beat to windward. During our three longish tacks we noticed a large number of iridescent blown-glass blue Portuguese-Man-of-War jellyfish. As pretty as they are, the stinging nematocysts in their beard of tentacles make them a formidable deterrent to a casual swim. We were also visited by a solitary gray porpoise, but there was no playful surfing in our bow wave. Apparently this fellow had an appointment!
Soon the sails were furled and we motored up the long fairway back into Boca Chica and a very orderly tie-up.
Now the problem is that I want an Island Packet! Since I'm limited to 12-foot beam, that means an IP35 or less. Let's check the listings...
A gorgeous Island Packet 420 is waiting for a weather window to the Bahamas in the slip across from us. We met Maris and Linda Eshleman shortly after they arrived and offered to take them shopping at the commissary. In turn they invited us sailing with them.
Their 2003 IP 420 is a freshwater Wisconsin boat just out of refit. This was our first sail on a cutter-rigged, full-keel boat. A typically low-aspect rig with all sails on furlers, including in-mast main, sail handling was a snap.
"Amekaya" has a bow-thruster of about 6 horsepower, but a good 15-knot wind still blew her sideways coming out of the slip. No criticism intended, but I probably would have used that thruster more and tried to position the bow into the wind before attempting to power out with a tad more prop aft. Since the prop would have "walked" to port and pushed forward we may have been a little more orderly coming out. Isn't hindsight wonderful! Very glad I was not at the helm having to figure it all out on the fly!
Once out in the fairway, the boat handled very well and tracked tightly. After we cleaned up the dock lines and flipped the fenders aboard, Maris tensioned all three halyards at the mast and then pulled the main out of the mast. Next came the 110% LP jib and the Gary Hoyt-rigged staysail when we cleared the #1 buoy. Sheeting the jib was very easy with two free-spinning Lewmar 58's, while the staysail was self-tending once the sheet was set.
We cruised down past Key West with 7-8 knots of way and pouted when she dropped below 6 knots. Once established on a tack, steering was remote-control via the Garmin autopilot.
We came about next to the Disney cruise liner at Mallory Square and began the always-frustrating beat to windward. During our three longish tacks we noticed a large number of iridescent blown-glass blue Portuguese-Man-of-War jellyfish. As pretty as they are, the stinging nematocysts in their beard of tentacles make them a formidable deterrent to a casual swim. We were also visited by a solitary gray porpoise, but there was no playful surfing in our bow wave. Apparently this fellow had an appointment!
Soon the sails were furled and we motored up the long fairway back into Boca Chica and a very orderly tie-up.
Now the problem is that I want an Island Packet! Since I'm limited to 12-foot beam, that means an IP35 or less. Let's check the listings...
Monday, March 9, 2015
The Economic Philosophy of Buying Older Boats.
The first axiom of Buying Older Boats is forget the word "Economic"! Unless you stumble on a true "estate sale" , one where a well-heeled boat fanatic died the day after completing the last possible upgrade on the boat that nobody else in the family cared anything about, what you usually find with "Senior Sailboats" is deferred maintenance. Things that just were not taken care of. "Round Tuits" are the true enemy of boats, especially saltwater boats.
Corrosion, rust and corruption never take a day off. The same hot tropical sun that makes this such a paradise literally bakes and fries the life out of every painted, varnished and sealed thing on a boat. hatches leak, seals dry up and crack. Impermeable stainless steel somehow turns brown. Can't be rust! That stuff is stainless!
Go in any coastal marina and within two minutes you will run out of fingers to tally the corroded bronze, steel, or aluminum fittings you'll find. If there's wood outside, every scratch is an invitation for the varnish to peel like a cruise ship passenger.
Fixing all that is a constant monetary "death of a thousand cuts".
Thirty year-old mechanical anythings are just that. Old and used.
The only way to justify buying an "Elderly Sea-Bird" is to compare it with the nightmare of buying a "New Sea-Bird"! You see the new production boat was literally hand-assembled by immigrants in a sweltering metal building full of noise! Talk to a new boat owner and bring up the term "punch list".
You will hear a litany of mis-wired, never worked, jammed and over-looked thingies that took multiple visits by repair folks to fix. Some owners even seem happy when discussing the progress of their legal quest as manufacturers and brokers point fingers at each other.
The only route to the Nirvana of Boat Ownership is persistence. Fix what makes you unhappy. If doing that makes you unhappy, either learn the Zen of Acceptance or take your game to a different ball field.
But if you see the light at the end of that tunnel. If you can see that the boat is slowly changing from albatross to sea-eagle piece by piece, and that progress itself is making you happy, then your philosophical quest is over.
Rig Inspection- Check! Rig Fails- Check!
Today Curt and Steve from Keys Rigging came down from Marathon to discuss the furling issues and install a halyard restrainer to stop the jib halyard from wrapping around the headstay. As soon as Curt took a look at the 29-year old rigging on "Tango" the program changed to a rig inspection, then repair, then furling issues.
I thoroughly agreed that before climbing the mast an inspection was in order. They rigged a three-part over-sized climbing rig with a bosun's chair and started at deck level. Mostly unremarkable and easily repairable stuff. Then Curt got to the lower spreaders and started calling out cracked eyes and broken wire strands. At the upper spreaders, more failures and he announced that he wasn't going to the masthead and that repairs would require the mast to come down.
I'm not allowed to do that in the Boca Chica Marina and they recommended bringing the boat to Marathon for the work. Just don't sail it to Marathon, and wait for a calm day! Before they left they braced the mast with the main and jib halyards. Measurement were taken, pages from the owner's manual were photographed on Curt's iPhone, and an estimate will appear via email.
As expected, this is their busy season. I probably won't get the work done until mid-May or June.
This really cuts into the sailing plans for this spring!
The rough estimate is that this repair-by-replacement will cost around $10K by the time it is done. When finished the standing rigging, internal wiring, masthead lights and antenna will all be new. Additionally, the furler will be pitched in favor of a new Harken ESP and I'll install a wind speed and direction system.
The rest of March and April will be spent converting the rust on the engine and mounts to clean painted metal and installing new fuel filters and lift pumps.
And Micky and I are going to go on "Vacation from Retirement"! We're going to find some neat place to go and just enjoy ourselves.
I thoroughly agreed that before climbing the mast an inspection was in order. They rigged a three-part over-sized climbing rig with a bosun's chair and started at deck level. Mostly unremarkable and easily repairable stuff. Then Curt got to the lower spreaders and started calling out cracked eyes and broken wire strands. At the upper spreaders, more failures and he announced that he wasn't going to the masthead and that repairs would require the mast to come down.
I'm not allowed to do that in the Boca Chica Marina and they recommended bringing the boat to Marathon for the work. Just don't sail it to Marathon, and wait for a calm day! Before they left they braced the mast with the main and jib halyards. Measurement were taken, pages from the owner's manual were photographed on Curt's iPhone, and an estimate will appear via email.
As expected, this is their busy season. I probably won't get the work done until mid-May or June.
This really cuts into the sailing plans for this spring!
The rough estimate is that this repair-by-replacement will cost around $10K by the time it is done. When finished the standing rigging, internal wiring, masthead lights and antenna will all be new. Additionally, the furler will be pitched in favor of a new Harken ESP and I'll install a wind speed and direction system.
The rest of March and April will be spent converting the rust on the engine and mounts to clean painted metal and installing new fuel filters and lift pumps.
And Micky and I are going to go on "Vacation from Retirement"! We're going to find some neat place to go and just enjoy ourselves.
Friday, March 6, 2015
Finally, overheating is my bitch!
I admit that this problem went on way too long. I'll also admit to missing a vital step in troubleshooting and not seeing what was right in front of me. The important thing is that I only spent $1,000 and not $12,000+!
To recap, this engine has overheated repeatedly ever since we bought the boat. Usually at the most inopportune time possible. It is really nerve-wracking to hear the overheat alarm squealing as you transit the mile-long, very narrow, channel into Boca Chica. They blasted and dug the channel out of solid coral limestone to enable fuel and ammo barges to get to the Naval Air Station back in the 1960's. The tidal currents are rapid and there is barely room to pass two large yachts. Lose the engine and you may lose the boat!
Micky has not been feeling well, so I have been trying to troubleshoot alone. The result is that I could not be both on deck running the controls while carefully watching the engine below decks. My shortcut was to just flip up the top engine cover and check temperatures with the IR thermometer. I put a new impeller in the raw water pump soon after getting "Tango" and did not start my troubleshooting there.
That was a major mistake. Even though the mixing elbow was original to the boat and was indeed clogged and corroded, it was not the major problem. Today with Micky doing the button and lever thing on deck, I was below and saw the problem. The raw water pump was not rotating. It was seized solid on its shaft. The drive belt was nearly worn through from trying to turn the stationary pump pulley.
Mark DeJong is one of those free-spirited, hard-working, indispensable men that seem to gravitate to the Keys. His schedule is loose, but his logic is tight. He has an open-air, semi-shipping container, Butler building maybe sort of a shop at Robbie's haulout yard on Stock Island. His girlfriend, Meghan runs the place and keeps Mark on point. Stuffed somewhere in there among the artistically painted paddles and rusting cannon are parts for just about anything that Yanmar or Kubota ever made. I need to take a picture of the "Muffler Man" Mark built. Welded together out of crankshafts and ring gears, leering insanely is a life-size Gatling-gun hip shooter complete with a draped belt of 7.62mm linked ammo.
The pump Mark had was not technically the right one by part number, but it would do the trick.
Now the engine bangs happily away at 160 degrees and is much quieter. I also spent 40 minutes freeing up the rusted stuck idle adjustment and restored the unit to 850 RPM idle.
All in all a very happy day. Monday the rigger will come and help fix the furling jib by installing a halyard restrainer at the masthead. We will also install a strap at the bottom to stabilize the drum and stop the whole thing from riding up the headstay.
To recap, this engine has overheated repeatedly ever since we bought the boat. Usually at the most inopportune time possible. It is really nerve-wracking to hear the overheat alarm squealing as you transit the mile-long, very narrow, channel into Boca Chica. They blasted and dug the channel out of solid coral limestone to enable fuel and ammo barges to get to the Naval Air Station back in the 1960's. The tidal currents are rapid and there is barely room to pass two large yachts. Lose the engine and you may lose the boat!
Micky has not been feeling well, so I have been trying to troubleshoot alone. The result is that I could not be both on deck running the controls while carefully watching the engine below decks. My shortcut was to just flip up the top engine cover and check temperatures with the IR thermometer. I put a new impeller in the raw water pump soon after getting "Tango" and did not start my troubleshooting there.
That was a major mistake. Even though the mixing elbow was original to the boat and was indeed clogged and corroded, it was not the major problem. Today with Micky doing the button and lever thing on deck, I was below and saw the problem. The raw water pump was not rotating. It was seized solid on its shaft. The drive belt was nearly worn through from trying to turn the stationary pump pulley.
Mark DeJong is one of those free-spirited, hard-working, indispensable men that seem to gravitate to the Keys. His schedule is loose, but his logic is tight. He has an open-air, semi-shipping container, Butler building maybe sort of a shop at Robbie's haulout yard on Stock Island. His girlfriend, Meghan runs the place and keeps Mark on point. Stuffed somewhere in there among the artistically painted paddles and rusting cannon are parts for just about anything that Yanmar or Kubota ever made. I need to take a picture of the "Muffler Man" Mark built. Welded together out of crankshafts and ring gears, leering insanely is a life-size Gatling-gun hip shooter complete with a draped belt of 7.62mm linked ammo.
The pump Mark had was not technically the right one by part number, but it would do the trick.
Now the engine bangs happily away at 160 degrees and is much quieter. I also spent 40 minutes freeing up the rusted stuck idle adjustment and restored the unit to 850 RPM idle.
All in all a very happy day. Monday the rigger will come and help fix the furling jib by installing a halyard restrainer at the masthead. We will also install a strap at the bottom to stabilize the drum and stop the whole thing from riding up the headstay.
Wednesday, March 4, 2015
More boat troubles, different location!
Settled into the rhythm of life in the RV park and started putting "Tango" back together. Engine cranked right up and ran well until it overheated! I spent a large part of the time last year working on the water intake, pump, and heat exchanger. The engine ran hotter than "Jazz", but the alarm stayed off except when pushed very hard.
One irritating thing it did was to blow smoke up through the scuppers on start up and at random times. I thought it was just the location and trim of the boat. It also seemed to crank harder. I expected the engine to spin faster with the good batteries and charging system. The Newmar charge I got from Jon Siewers last year is dead. The solar and wind can't keep up without the engine.
After consulting the font of all knowledge, the Internet, I decided to attack the mixing elbow.
The wet exhaust system on most sailboats injects cooling seawater from the output of the heat exchanger directly into the hot exhaust gas stream just behind the engine. This not only cools the exhaust, but also muffles the noise. It also allows the use of rubber hoses and even plastic mufflers!
As you can imagine, the mixture of salt water, diesel exhaust gases, soot, and heat make the mixing point suffer from corrosion and the collection of hard, salty, calcium deposits in the elbow. Yanmar says the elbow is a 500-hour maintenance replacement item.
Apparently, nobody had ever touched this one. I busted knuckles, cussed, and bruised ribs from leaning over the engine. Tried to take the melted, wire-wrapped rubber hose off the elbow. Even after cutting the wires back for over an inch, the hose wouldn't budge! I decided to stop for the evening and come back the next day to force the elbow with the hose attached backwards past the transmission and hacksaw the hose off.
Fortunately, the next morning a look behind the engine made the obvious choice loosening the hose at the water muffler then pulling the entire mess out of the front over the top.
$450 and a day later, the new exhaust and hose are in hand and ready to install!
One irritating thing it did was to blow smoke up through the scuppers on start up and at random times. I thought it was just the location and trim of the boat. It also seemed to crank harder. I expected the engine to spin faster with the good batteries and charging system. The Newmar charge I got from Jon Siewers last year is dead. The solar and wind can't keep up without the engine.
After consulting the font of all knowledge, the Internet, I decided to attack the mixing elbow.
The wet exhaust system on most sailboats injects cooling seawater from the output of the heat exchanger directly into the hot exhaust gas stream just behind the engine. This not only cools the exhaust, but also muffles the noise. It also allows the use of rubber hoses and even plastic mufflers!
As you can imagine, the mixture of salt water, diesel exhaust gases, soot, and heat make the mixing point suffer from corrosion and the collection of hard, salty, calcium deposits in the elbow. Yanmar says the elbow is a 500-hour maintenance replacement item.
Apparently, nobody had ever touched this one. I busted knuckles, cussed, and bruised ribs from leaning over the engine. Tried to take the melted, wire-wrapped rubber hose off the elbow. Even after cutting the wires back for over an inch, the hose wouldn't budge! I decided to stop for the evening and come back the next day to force the elbow with the hose attached backwards past the transmission and hacksaw the hose off.
Fortunately, the next morning a look behind the engine made the obvious choice loosening the hose at the water muffler then pulling the entire mess out of the front over the top.
$450 and a day later, the new exhaust and hose are in hand and ready to install!
Tuesday, February 17, 2015
Finally back in Boca Chica
It was a very rough year for us back in Georgia. We wanted to get down to "Tango" in October of 2014 , but didn't get here until Thursday the 12th of February. Four months of delays for family matters and routine medical screenings.
The "Summer" started with a major problem on "Jazz" our Hunter 31 on Lake Thurmond. We intended to play with and sail her all summer. When I went aboard to check her out in June, everything seemed fine, a few rain leaks and dirty as only an inland boat can get!
Started up just fine, ran well for about 40 minutes while I checked for leaks and let the Yanmar warm up for an oil check. Then, it just shut off and would not re-start. Went through my troubleshooting list of 1. Is there fuel? 2. Is there compression? 3. Has it overheated? 4. Are all the cables and wiring in place?
There was plenty of fuel showing on the gauge, the engine was not hot, and everything seemed okey-dokey. Cracked a line and checked for air in the fuel lines. The fuel that spurted out looked funny! Beaded up and didn't feel right. Water!
Checked the diesel deck fill gasket and discovered the bottom of the plastic cap where the winch handle socket was had cracked through and was "hinged" on the cap. Apparently rainwater had frozen and cracked it or some other calamity. Spent the next week, siphoning water and fuel out and replacing the fuel filter along with fresh diesel. Cranked the large thermodynamic reactor up and it ran very well for an hour.
Next weekend, loaded up with supplies for the full-cruise and ready to go. The engine cranked immediately, I ran the throttle up to clear the pipes and there it stuck! High RPM and would not back down. Could not shut the thing down! The fuel cutoff cable moved, but the engine was a runaway!
Quickly checked the throttle cable and it was moving through its range just fine, no response from the engine.
Diesels in small sailboats are very simple devices. Feed them air and fuel, compress it in a cylinder and it will run all day! Take away any of those and it will stop. I capped the end of the air intake with my palm and it stopped. On bigger engines or with intakes that are hard to reach, throwing a big rag down the intake will work, as will clamping the fuel line shut if a shutoff valve isn't available.
The Yanmar 2 and 3 cylinder engines regulate the amount of fuel with a rotary valve and rack-and-pinion affair that is indirectly positioned by the throttle cable via the centrifugal regulator. The throttle linkage was moving fine, but had no effect on speed. I disassemble the side plate into the timing gear cover, and found that the fork attached to the regulator was still straddling the drive pin for the high pressure pump rack-and pinion, but was firmly stuck in the wide-open position.
That caused a real problem! You can't get the HP pump out of the timing gear cover unless you can align the drive pin with the slot in the cover.
I had to get the main crankshaft pulley off to remove the timing gear cover with the HP pump in place. Despite the best efforts of my heavy butt and my friend John Gill, the "Jeezus" nut at the pulley wasn't moving.
Next week I called my friend Ray Trenter and arranged to meet him at his tool shed at the Burke County Airport. My head filled with great advice and the proper tooling, I drove back for another try. Ray said that he thought the effects of running water through the HP injector pump had rusted the rack in place! Sure enough, when I managed to get the thing in my hands, it was stuck solid, but after some judicious hammering and working it back and forth it worked free.
Ordered the gaskets needed and let the thing sit for over two months while I let the docs hammer on my left elbow for tennis elbow. I have never touched a tennis racket in anger, but that's what it was. They call the process orthotripsy. The Doctor uses high powered sound wave to literally break apart the fibers in the tendons of the elbow to allow blood and fluids to flow and heal the joint. Sounds dicey, but it worked!
Finally got back to the boat and coerced my short little engine monkey Brenda Renick into helping me seal the engine back up. Nothing looks fancier than well-manicured hands swinging a Dremel tool removing the old gasket. Put it back together, spun and bled the engine and got it cranked. Success is sweet.
Cleaned up the tools, and boat and prepared to head South.
I did have the opportunity to sail "Jazz". It's first sail since 2013 was in January on a very warm, windy day with Dan and Patty West and Ralph, Patty's German cousin. Glorious day as the boat literally surged along near hull speed all afternoon. I look forward to a good summer with her this year.
We set our return date and began the packing. One more major family issue with Micky's dad and we were more than ready to leave. The day before departure we pulled the RV into the driveway to pack the fridge. Dead Fridge! Luckily, Augusta RV was able to pull some parts swapping magic and got us going.
We are here. The boat is good and the weather is perfect!
The "Summer" started with a major problem on "Jazz" our Hunter 31 on Lake Thurmond. We intended to play with and sail her all summer. When I went aboard to check her out in June, everything seemed fine, a few rain leaks and dirty as only an inland boat can get!
Started up just fine, ran well for about 40 minutes while I checked for leaks and let the Yanmar warm up for an oil check. Then, it just shut off and would not re-start. Went through my troubleshooting list of 1. Is there fuel? 2. Is there compression? 3. Has it overheated? 4. Are all the cables and wiring in place?
There was plenty of fuel showing on the gauge, the engine was not hot, and everything seemed okey-dokey. Cracked a line and checked for air in the fuel lines. The fuel that spurted out looked funny! Beaded up and didn't feel right. Water!
Checked the diesel deck fill gasket and discovered the bottom of the plastic cap where the winch handle socket was had cracked through and was "hinged" on the cap. Apparently rainwater had frozen and cracked it or some other calamity. Spent the next week, siphoning water and fuel out and replacing the fuel filter along with fresh diesel. Cranked the large thermodynamic reactor up and it ran very well for an hour.
Next weekend, loaded up with supplies for the full-cruise and ready to go. The engine cranked immediately, I ran the throttle up to clear the pipes and there it stuck! High RPM and would not back down. Could not shut the thing down! The fuel cutoff cable moved, but the engine was a runaway!
Quickly checked the throttle cable and it was moving through its range just fine, no response from the engine.
Diesels in small sailboats are very simple devices. Feed them air and fuel, compress it in a cylinder and it will run all day! Take away any of those and it will stop. I capped the end of the air intake with my palm and it stopped. On bigger engines or with intakes that are hard to reach, throwing a big rag down the intake will work, as will clamping the fuel line shut if a shutoff valve isn't available.
The Yanmar 2 and 3 cylinder engines regulate the amount of fuel with a rotary valve and rack-and-pinion affair that is indirectly positioned by the throttle cable via the centrifugal regulator. The throttle linkage was moving fine, but had no effect on speed. I disassemble the side plate into the timing gear cover, and found that the fork attached to the regulator was still straddling the drive pin for the high pressure pump rack-and pinion, but was firmly stuck in the wide-open position.
That caused a real problem! You can't get the HP pump out of the timing gear cover unless you can align the drive pin with the slot in the cover.
I had to get the main crankshaft pulley off to remove the timing gear cover with the HP pump in place. Despite the best efforts of my heavy butt and my friend John Gill, the "Jeezus" nut at the pulley wasn't moving.
Next week I called my friend Ray Trenter and arranged to meet him at his tool shed at the Burke County Airport. My head filled with great advice and the proper tooling, I drove back for another try. Ray said that he thought the effects of running water through the HP injector pump had rusted the rack in place! Sure enough, when I managed to get the thing in my hands, it was stuck solid, but after some judicious hammering and working it back and forth it worked free.
Ordered the gaskets needed and let the thing sit for over two months while I let the docs hammer on my left elbow for tennis elbow. I have never touched a tennis racket in anger, but that's what it was. They call the process orthotripsy. The Doctor uses high powered sound wave to literally break apart the fibers in the tendons of the elbow to allow blood and fluids to flow and heal the joint. Sounds dicey, but it worked!
Finally got back to the boat and coerced my short little engine monkey Brenda Renick into helping me seal the engine back up. Nothing looks fancier than well-manicured hands swinging a Dremel tool removing the old gasket. Put it back together, spun and bled the engine and got it cranked. Success is sweet.
Cleaned up the tools, and boat and prepared to head South.
I did have the opportunity to sail "Jazz". It's first sail since 2013 was in January on a very warm, windy day with Dan and Patty West and Ralph, Patty's German cousin. Glorious day as the boat literally surged along near hull speed all afternoon. I look forward to a good summer with her this year.
We set our return date and began the packing. One more major family issue with Micky's dad and we were more than ready to leave. The day before departure we pulled the RV into the driveway to pack the fridge. Dead Fridge! Luckily, Augusta RV was able to pull some parts swapping magic and got us going.
We are here. The boat is good and the weather is perfect!
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