2011: Big Boys Toys

Crossing the Atlantic

Upgrades Underway: Part 4

Hookah (Diving) Unit. Whilst in Portimao biding our time before haulout at Sopromar Boatyard in Lagos, we had an opportunity to purchase a second hand diving hookah unit.  This is essentially an electric motor driving a small compressor to which you have breathing regulators (in your mouth) connected via air hoses. 

It’s the same as SCUBA diving except, rather than having a tank on your back, you are supplied directly via air hoses. The compressor is in a bucket, with its 12 volt battery, which is inside a float and this sits on the surface of the water, or it can be in your dinghy or indeed on board WJ3.  It supplies air for one or two people and the length of time you can use it depends on whether there are one or two divers and to what depth one is diving.  I’ve wanted to get one for years but have yet to use it as, to be honest, the diving in the Med is a bit limited ie not much to see unless you are wreck diving perhaps.  Even then, diving can be illegal unless you meet many stringent rules.  So, I’m looking forward to using it when back in the tropics, however. 

2011: Transformers & Electrical Quandaries

Crossing the Atlantic

Repairs Underway: Part 3

240 Volt Transformer.  Our boat, being American, is equipped with 110 volt AC wiring for marina connections, and the on-board generator supplies 110 volts while at sea, to run the inverter/charger, refrigeration, air conditioners, and water heater if (rarely) needed.  In 2011, with Europe being on 240 volts systems, we had to come up with a solution. 

Fortunately, we were not the first to confront this problem and the simplest solution (and cheapest) was to purchase a transformer.  The transformer is one of those yellow very heavy transformers that, I understand, are used by builders in the UK because they have to use 110 volt power tools rather than 240 volts ones (for safety reasons).  So these transformers are widely used.  We purchased ours (500 GBP) early in our stay in the Azores, at Horta at the local chandlery. 

At the same time we purchased an extension chord to connect the transformer to marina power boxes at one’s marina berth.  I installed our transformer in the aft port quarter cockpit locker.  I modified one of the large AC power cable plugs I already had on board (changed an American female plug for a European equivalent) so that it ran from the  transformer to the AC power inlets on the transom of the boat.  In summary, 240 volt power comes out of the marina powerbox to the transformer via an extension chord.  Transformer changes the 240 volt power to 110 volt and this is sent to the AC power plugs at the back of the boat.  I turn on the 110 volt master switch at the electrical panel and we have normal 110 volt power ie charging batteries, running fridges, etc.  

Very simple really and it works a treat.  I also disconnect one of the plugs when I don’t need to use shore power eg when not running fridges, when going ashore etc, as the transformer does heat up a bit and it’s just a habit of mine to disconnect/switch off things if they are not being used.

Pico from Horta Marina

2011: Finally Crossing the Ditch

Crossing the Atlantic

Repairs Underway: Part 2

Genoa Furling Line.  On our trip across the Atlantic the only gear failure was the genoa furling line started to fall apart and had to be replaced with some spare line.  Not a big problem as it turned out.

Doing a little repair job whilst becalmed

HF Radio.  The HF radio worked as it should and we had good communications with the erstwhile and patient Herb Hilgenburg, the benevolent Canadian who guides so may cruising boats crossing the Atlantic.  We could talk to him quite well, most days atmospheric conditions allowing, all the way to the Azores.  We didn’t use him after that as there was only a thousand miles to go – one week.

Spinnaker Winches.  These have proved to be essential for flying spinnakers and they were also very handy for providing a bit of oomph when we needed to furl headsails in a blow, for example.

Hydrovane wind vane self-steering gear.  We used the Hydrovane almost all the way when crossing the Atlantic.  During a gale we found that sometimes the Hydrovane can be overwhelmed.  I have had to manually steer the boat back on course then reset the Hydrovane to, once again, steer the boat.

Skymate.  We had been really pleased with Skymate’s services (accessing weather forecasts & posting position reports daily on our tracker site) as we sailed through Eastern USA, and its initial assistance as WJ3 moved away from the coast heading for the Azores.  However we eventually began to have connection problems due to, I suspect, fewer available European satellites.  Once we’d made it to the Azores, we ditched it all together and concentrated on finding internet and getting weather reports from Weather Online & Passage Weather. 
 
I have to say that it disappointed when we were crossing the Atlantic even though we had told them when we were crossing.  Where it did shine however was "e-mailing" our GPS reports to our map & tracker - a twice daily task that kept friends & family in touch with our exact position mid-ocean.  (It can be set up to report automatically too, though we didn't bother.)  However, we disconnected it once we got to the Med because there is plenty of local coverage with the internet using a dongle on the computer.  More on that later. 

Of course, we still have all the hardware installed and will probably reactivate the system (there’s a reconnection fee if you disconnect for longish periods) when we depart the Med but only after assurances from SkyMate that we will be better served (for our Atlantic re-crossing) than previously.  I might add, when it all works, it’s a very good system & excellent safety measure.

Getting settled in for night shift

In Horta Marina, Azores taking a well earned rest

2011: A Late Start

Crossing the Atlantic

Repairs Underway: Part 1

Generally, all repairs & modifications took place before we left Deltaville Boatyard. We were thankful for the assistance provided by the Yard’s skilled technicians and their quality work.  

Our plan was to head north to New York City, or thereabouts, then head east to Europe along the 40^th parallel.  Simple, until we reached Baltimore and I carried out a last minute check of some of our gear…. 

Rudder Steering Arm.  On inspection I discovered two cracks in the rudder fitting – steering arm if memory serves me correctly - at the top of the rudder stock and which was attached to the steering via push rods.  Serious stuff and my discovery brought back many memories of the new rudder being fitted in the British Virgin Islands in 2008.  At the time the new rudder’s stock was ever so slightly smaller than the old one and so the old steering arm needed to be fitted accordingly.  At the time the ‘technician’ did this by belting the living daylights out of the (cast) fitting with a hammer until it eventually cracked.  Two weldings later and some shims had it all fitted okey.  Not.  Time had caught up with it and the steering arm had failed along the line of the weld.  So I decided, given our Atlantic crossing plans, it was time to fit a brand new one.

Cracked rudder steering arm

After some discussion in Baltimore & Annapolis at various yards, we hoofed it back to Deltaville, reasoning that they understood us and our boat.  Kindly they responded to our short time line (we really needed to get going on our crossing) where they measured the rudder stock precisely and a new fitting was ordered.  It’s interesting to note that Edson, the supplier, needed a reading that was accurate to within three thousandths of an inch.  On being given these dimensions they then bore the hole in the fitting.  It fitted perfectly and is still doing sterling service.
 

Hauling out at short notice

More Steering Breakages.  At this late stage we decided to sail south a relatively short distance to Norfolk, at the southern end of the Chesapeake Bay, and then head off for Europe from there.  The first night out, as you do, we had a fine gale which was quite unexpected.  We also lost autopilot steering when the cog, on the other end of the shaft that the steering wheel is fitted to, sheared so that the chain to the autopilot motor was completely disconnected. 

Unhappily, but not wanting to steer all the way across the Atlantic, we turned back to Norfolk, ordered a new replacement shaft, had the broken one repaired too, fitted the new shaft and autopilot chain, then headed north to New York City (again). 

As we had no further problems we then headed east for Europe via the Azores. As you do!

Some of the crew added their own modifications
which came with a drinks service too!

Provisioning: On Reflection

On Reflection 

Good food & little celebrations are important moral boosters.  On our best and early days, we had steak and salads and on our worst, packet mashed potatoes stirred into tinned, rich soups with crackers.  We always had a “Happy Hour” (even better when we worked out how to make some ice!), which followed on from our “Herb Hour” (daily radio sched).  After Happy Hour, it was time for dinner then bed for the off-shift crew.  We had something fresh every day (usually fruit & vegies).  We found by eating regularly and well, we didn’t need too much in the way of snack food, although a coffee/tea and a plain sweet biscuit (granita) seemed to help the early morning watch survive.  So did the kit-kats!

Bubble wrapped glass jars survived; groceries held together well clustered in supermarket “green” produce bags and a large ham (wrapped in a vinegar soaked tea-towel) travelled well.  Eggs didn’t crush in their cartons and we chose packaged milk with a clip-down pouring spout to minimise spills.  Frozen mixed vegies taste infinitely better than tinned and creamed corn stirred into 2 minute noodles can taste like the real thing!  Baby cos lettuce are quite robust and pack into the fridge well (in Ziploc containers lined with paper towel).  A couple of butternut pumpkins, bags of potatoes, carrots and packet gravy mix made for an easy roast meal.  Oven bags kept the oven clean when roasting.  It seems that a little forethought goes a long way.

I still have a few things that make me wonder why I ever bought them; like dried Chinese mushrooms.  I also didn’t cook as much pasta as I had planned.  Why?  It requires a large pot of boiling water that can be quite dangerous in a seaway – even with an industrial rubber apron on!  I didn’t make cakes (package pre-mix) or spend hours baking bread.  We ate from bowls rather than plates and made much use of our large vacuum mugs, which kept coffee, soups, noodles etc hot.  Our fishing exploits remained empty threats and we were lucky that the weather treated us kindly, all things considered.  In all, we lived simply and well, arriving at Flores with little need to take on too many fresh provisions, only water.  We could wait until Horta with its larger supermarkets, filled with fresh foods and the pervasive aroma of Portugal – bacalhau – to replenish our dwindling supplies.

The constant motion plays havoc with your taste buds too and we arrived in the Azores with plenty of tins of beer, bladders of wine and even some chocolate leftover.... 

Our most useful things were without doubt, the WAECO, paper towel, fresh meat (frozen) and ice.  “Making life easy” awards go to Idahoan dried mash potatoes, 2 minute noodles, eggs and Progresso tinned soups.  And YES, I would provision again this way.

Provisioning: Bulging Bilges

Stocking the Larder

Supplies.  What is a good basic supply list?  Probably the best supply list we came across was in a Bahamas Cruising Guide which we’ve long since given away.  A tick and flick list covered all domestic supplies, including foods and this gave rise to thinking about soaps, shampoos, washing-up liquids and the like.  To some degree, quantities were “guesstimated” based on current home consumption, but it was always “one and a spare” at the very least.  Many of these supplies are seeing us well into another season but it is always better to have a little more than not enough – as I’m always being told!  Here’s a couple of list examples. A three month cruise & a few spreadsheet examples on the Cruisers Forum. 

Our Tastes.  What do you like to eat?  Food is very important at sea and dinner became a highlight of the each day for us.  So, we needed to consider foods we like, that are easy to prepare and nutritious.  I found it easy to consult a few favourite recipe books; the Australian Woman’s Weekly’s “Light & Lean” in particular.  Before you call me rude names, I generally use recipes as a starting point; once I have an idea in my head, I can easily create” my own versions.  I rarely make cakes but took along a few packets of flour so that if (absolutely) necessary, we could bake bread.  I had one packet cake mix & ready mix frosting for a birthday on board.

We like a hearty evening meal, take a light breakfast and will finish leftovers or have a “snack” lunch.  So, having chosen 30 or more main meals, I photocopied them, subjecting them to further scrutiny.   For instance, salads of cabbage, pumpkin or carrot would be perfect for the end of our trip when fresh supplies had run out.  Recipes were then pasted into an A5 diary, in day order, leaving room of course for breakfast & lunch ideas.  I used the back of the notebook to include notes on cakes, drinks, or even just good ideas.  (I am always subject to over-kill!).  This recipe book provided me with inspiration, a tempting picture and a list of ingredients that I knew I would have on board. 

We made some changes to our shop.  We were used to using long-life milk but still purchased a few tins of evaporated milk, a pack of powdered milk and a container of coffee mate.  We did the same with fruit, including fresh, dried and tinned.  I took what bread I could fit into the freezer, and a few rolls, then purchased vacuum sealed "wraps", rye biscuits and crackers.  Sadly, the only thing missing was a plentiful supply of cup-a-soup mix, clearly not to American tastes! 

Something else I started to do was date the tins.  What?  I found I still had tins rolling around from our Trinidad days, so took to them all with a large felt-tipped (permanent) marker.  On the top (the part I could see on bended knee), I wrote the year of purchase eg 10 for 2010.  That way I could easily see what was to be used up, especially as some of the older tins were starting to rust.  And that Vaseline or varnish thing didn’t do much for me.  We were going to be at sea maybe 30 days or so – not years or months - get a grip!  I also numbered the tins, eg 1/5 thinking this would help monitor usage, but that little exercise was a waste of time.  Sticking to a choice from the recipe book ensured there were always sufficient ingredients, tinned or otherwise!  WJ3 is quite dry, so I resisted the urge to label each tin with its contents too!

Ingredients.  Help me shop for all these goodies!  These recipes, further modified for sea journeys and minimal washing up, were then translated into quantities.  At best you could do up an excel spread sheet or at worst a sticky note tally, but in the end, you will have your quantities; specific, useful foods, not supplies that you don’t have a clue what to do with!   

 

There is no time to dither about what to prepare when underway.  We added to our list an almost trafficable quantity of kit-kats, enough tonic/lemon for a daily happy hour tipple, catering sized tubs of mixed nuts and tubes of Pringles – the only thing that placates a sea-sick prone tummy.  

 

Buy all your long-life supplies first, then finally it’s off to the supermarket or farm produce stall to make your fresh produce selections. The fresher the longer it keeps. 

Provisioning: It's ALL in the Planning

Sorting the Basics

We've been asked (yes, really!) how we went about provisioning for our jaunt across the Atlantic.  As a blue-water novice, let me tell you, planning to feed us on what was to be a bumpy journey inclined at 45 degrees for 30 days or more, took a bit of research.  Not to mention quite a few trips to the supermarket in Deltaville Marina’s “loaner” car.

Research.  What advice can experienced sailors give me?  The internet and many a sailor’s blog gave me insight into what had worked for them.  Some preferred tinned food, others dried; vegetable life expectancy was frequently discussed, as was the value of reliable refrigeration.  Vegetarian meals were whipped up in a flash and freshly caught fish cutlets sustained many a hard working crew.  “We could grow our own herbs, sprout beans and coddle yoghurt,” GS enthused.  Sure!

Planning.  What are the passage basics?  Planning was important though, so we thought we should start with a few basic facts.  How long would said passage take us, how many crew were going, what do we like to eat, what capacity did we have to store foods, and what was the weather going to be like (in a general sense).  No point in trying to bake custard or set jelly if you’re healed over.

Now having some idea of Windjammer’s average speed, we calculated distances from Chesapeake to the Azores and then on to Lisbon.  So, at worst case, we determined that it would take us 30 days to get to Flores and then 10 days to Lisbon from San Miguel.  Reasoning that everyone eats, we knew we would find some fresh supplies in Horta (and also on the other Islands as we cruised by).  We hoped, contrary to our dismal fishing record to date, that we would also snag a nice tuna or wahoo. (We never did…)

Equipment.  How do you like to eat and cook?  At the Annapolis Boat Show, we had, (hang the expense) shouted ourselves a stainless pressure cooker.  “That,” said the Captain, “will be your most useful tool.”  Actually, it wasn’t – just in case you stop reading here and rush out to buy one!  I love my wok and that, with a large frying pan, and a few stainless saucepans (with lids) did us proud.  I think it’s also a matter of what you are used to cooking with too, although high sides are very important.  I purchased a heavy duty rubberised apron and silicon oven mits – it’s so easy to tip boiling water or hot foods over yourself in choppy seas.  On that note, I would never ever deep fry anything at sea…that oil is an accident waiting to happen. 

While you are raising your eyebrows with concern over our excessive “washing up” requirements, this too was modified with a bucket to fit into our sink to store dirty dishes for one large wash a day.  We fixed a dish drainer to the sink with “occy” straps and only once or twice did the dripping contents tip into our shoe bin.  We did try using sea water to wash up but salt encrusted everything (and became damp).  Cheap stainless bowls and cutlery started to rust and I had to start throwing out cooking utensils which disintegrated before my eyes. 

Washing up brings to mind water usage and after some consideration, we decided that our 200 gallons of fresh water would last – we would make it with careful use – as at worst, in the Caribbean, we had to resupply after 3 weeks (with 3 on board swimming daily).  We also carried extra jerry cans of water (and fuel) as emergency supplies, strapped to the deck.  We never needed it!  (But we would always carry reserves.)

Stowage.  Where will I put all this stuff?  Stowage was another issue, and initially, the plan had been to store groceries under the forward bunk.  After struggling with an unyielding mattress (and having to remake the bed each time– and this was all in our very sheltered marina berth), it became apparent that lockers under the settee would be easier to get to.  Everyday items and those in use (opened) were kept in the galley, the refrigerator became a storage vat for perishables, the freezer (as it didn’t work terribly well with a few generator bursts each day) held our cold drinks and the WAECO was put into service as a freezer (on solar panel power).  Tins were stacked into crates and placed in the galley floor locker.  Glass packaged items, regularly accessed dried goods (like rice & pasta) and those in paper or cardboard wrappings would go behind the settee.  All “re-supply” goods then, were to be stashed into lockers under the settee.  We purchased a few small plastic crates (screwed into place) to hold loose items.  Their high sides meant that we would not lose too much in the event of a knock-down.  Yes, we had to plan on worst case scenario weather too!

Lastly, we had to think about packaging.  Easy to dispose when the garbo comes each week, but at sea we didn’t want storage areas to be full of smelly garbage or cockroach eggs hatching from cardboard containers.  So to minimise packaging, as many items as possible were placed into resealable Ziploc bags.  GS was also lucky to find, in Wal-Mart, a small, vacuum storage system; essentially resealable plastic bags with a manual pump.  Meats and cheeses etc could be removed from trays, then vacuum sealed in serving sizes, contents noted with a permanent texta and frozen to last the journey.  Everything that went into the big fridge was repackaged into the Ziploc containers (replaceable plastic containers with a decent sealing lid) of various sizes, all lined with paper towel. 

One other ah-ha moment was when we realised how much food is already in vacuum sealed packaging.  This was particularly useful as some items did not need to be refrigerated or frozen eg salami.  Lots to think about and we hadn’t even bought any foods yet! 

Sew not into it....

Curtains & Cushions: 2011

Are curtains worthy of an entry in H460’s serious work related site?  Well ok, if the First Mate (& blog editor) says so!  That's diplomacy at work...

The curtains on WJ3 looked pretty chatty, so in 2009 they were removed and taken home for patterns.  GS then took it upon herself to sew up some new ones – something a bit more nautical.  We found a nice stripe (to match the saloon cushion covers) in Burnt Street last year and bought the roll remainder and some lining too.  (Yes, the Cap’n came too!  He was still suffering from the blowsy rose fabric which GS, left to her own devices, had chosen to cover the settees in WJ2.)

Not the best photo but you get the idea?

The initial plan had been to sew tab-top curtains but as the “curtain rods” are screwed into the interior head liner (ceiling/walls), we subscribe to the theory of leaving sleeping dogs well alone.  Somewhere, and somehow, in the heat and lack of furnishing shops in Deltaville in 2010, GS managed only to get curtains cut out and “bagged”. (His canvas machine isn’t a patch on my Bernina!!) We decided against tabs & button or Velcro fastenings (too much work & way too fiddley) but couldn’t find an alternate method of attaching them to the thin stainless rod. 

That was last year and of course, there wasn’t enough material to quite finish the job anyway…  So here we are working on Plan B.  Whilst shopping for something else in Ikea’s curtain section, GS found some nice stripes to finish off those aft cabin curtains AND some clever hooks (made for Ikea's stainless wire curtain system) just perfect for WJ3’s skinny curtain rods.  We’ve spent the last two years looking for something like this…..

In case you’re wondering why we’ve posted this ordinary event, let me tell you, nothing, and I mean nothing, on a boat is “square” or the same size or Ever goes to plan.  Hummmpffff!

In continuation 2011, Nauti Nells in Deltaville had some nice turks head (brass) keyrings perfect to add that nautical touch to the curtains.  We are still searching for tiebacks, a few more cushions for the settee and of course the perfect Turkish or Moroccan rug…  Let’s not even start on cushions for the forward cabin (sorry, owner’s stateroom!) to jazz it up a bit.  Then there’s some needed for the cockpit (sunbrella - & doesn't Sailrite have some wonderful designs) to aid our lounging about.  The Cap’n is horrified at all this primping needless to say.

GS & Thumper getting to know each other...
It was a short relationship with lots of shouting!

2011: More Repairs at the Marina

Deltaville Marina: Part 2

f.  Fridge.  The fridge stopped working after the Mate cleaned it last year – the freezer soldiered on as though nothing had happened.  The fridge had a new pressure valve installed ($300 thank you) and the whole system will have to be re-gassed by a technician.  An expensive fix but essential for crew morale (and the Captain’s appetite! Ed.).

g.  Engine Raw Water Impellers.  I replaced both the engine and generator water impellers, because it was suggested by some around here that this was a wise precaution to do each and every year.  I wasn’t convinced until I found that both of them each had a flap missing.  So, there you go, change them annually whether they need it or not, even if the owner's manual says otherwise or at least remove and inspect them for any damage, before replacing them.  Don’t forget the lubricant before you replace them. 

I also use a special impeller removing tool but there is insufficient room to be able to use the turning handle that it comes with – other engine bits and pieces get in the way.  Nevertheless, just being able to grasp the impeller with the two ‘arms’ is enough to get a decent grip on the impeller so that I can wiggle it out of the engine just using my hand.  I also have to lay on top of the engine when I do this and I can hardly see – all done by feel as the impeller faces aft and is on the side of the engine.  My generator has its water pump mounted on its front which, comparatively, makes it a joy to change impellers.

Installing antenna for HF radio - more RAT shots!
And Mast Steps come in handy too.

h.  Generator Raw Water Hose.  I had been watching this hose ever since I purchased the boat.  It seemed to be okay but, this year, I thought I would treat our venerable and hard working generator with a new hose.  Well, I replaced it with another new one of exactly the same size – 5/8’’ only to find that, on testing, it sucked its insides together, obviously seriously restricting water flow.  I then checked the fittings on the strainer and generator only to find they were ¾’’, not 5/8’’.  So, I replaced it with another new steel-reinforced ¾’’ hose and it works a treat – the generator loves me again.  I also replaced/tightened a couple of the other hose clips which had been allowing a few drips of water to escape.

i.  Primary Engine Fuel Filter Fittings.  R2D2 no longer looks like something from outer space; he is settled in looking more like a new filter with brand new elbow fuel line fittings. 

j.  Fridge Raw Water Strainer.  I replaced the wire strainer for the fridge – not a simple task as there are no brand names on these housings, so I had to purchase a complete fitting with some spare screens.  Screens also come with different sized openings so there you go.  Remember that you measure the size of the inside diameter of the hose that attaches to it ie ¾’’ in this case, not the 1’’ on the outside of the thread.  Needless to say, I got it wrong first off before realizing my mistake when the 1’’ strainer arrived and it was way too big.

2011: Repairs at the Marina

Deltaville Marina: Part 1

At some point we realised just how useful it is to have time at the dock rather than trying to do it all on the hard, particularly when it comes to adjusting or finetuning all this expensive gear we have on board.  So after we splash, we head to the dock for a few days at least.  In 2011, we spent quite some time there.  After all, we were prepping for an Atlantic Crossing.  So, everything needed to work perfectly!     

a.  Freshwater System.  A couple of those PVC fittings broke so a lot of freshwater ended up in the bilge as I filled water tanks and then turned on the pressure water system.  A breather line came away from the hull fitting sending more freshwater into the bilge and I had to add a short extension to the original hose.  Oh well, the bilges love a bit of fresh water circulated through them. 

b.  Manual Toilet.  The two anti-syphon valves on the inlet and outlet lines to the manual toilet decided to fail at the same time so I had to replace them.  No leaks now, which has made the whole thing much more ‘attractive’. 

More motoring up the Chesapeake with BW at the helm

c.  Forward Bathroom Hatch Rebedded.  The acrylic had come away from the hatch frame and so I rebedded it with 3M 5200.  It’s quite heavy since I added the Nicro solar vent to ventilate the compost toilet and, I think, there may have been too much weight for the sealant to adequately hold the acrylic in place.  So far it’s doing what it should.

 

d.  Regalvanize Anchor Chain and Second Anchor.  The chain and second anchor were quite rusted in places so I was able to get it all regalvanised at Ashland near Richmond.  They did a good job and it cost about a third of a new chain.  Since my chain was not that old nor showing any obvious signs of excessive wear, this seemed like a sensible solution.  All we have to do now is mark the various depths (with cable ties) and then put it all back on board.

 

(For anyone interested, BW scored the job of marking off the chain.  He chose to measure it in 10ft lengths and fold it in 30ft lengths.  Every 30ft length, over the entire length of chain, is marked with cable ties - yellow @ 10ft; orange @ 20ft; and red @ 30ft; starting yellow @ 40; orange @ 50 and so on until the entire length of chain is cabled with these three colours.  Then, each 30ft is marked as well.  We started with blue cable ties.  One @ 30ft; two @ 60ft; and three @ 90 ft, then repeated the same with green to mark the next three lengths.  It sounds complicated but as the chain is running out over the anchor winch - even in torchlight - you can be sure that you know exactly how much is out. We haven't had too many cable ties pop off either.)

 

e.  Spinnaker Pole End Fittings.  I purchased two new Ronstan spinnaker pole ends and Crew put them on the pole, after I broke one of them (a plastic fitting - not Ronstan) last year in a simple and not particularly stressful situation.  The fittings I purchased in Australia, brought them with me, then found that there was one or two millimetres difference in diameter of the pole and Ronstan fittings.  My Crew had to grind some of the raised sections down and then they fitted perfectly.  These aluminium fittings are much more robust than the ones they replaced.

First flight - new spinnaker feels the breeze
on Chesapeake Bay

2011: More Work in the Boatyard

Deltaville Boatyard: Part 2

Series Drogue.  I purchased this last year but, since we only coastal cruised, never got around to attaching any of the 138 drogues to the line.  This is a job to be done before we leave the Chesapeake this year and so many hours, while cruising northwards up the Bay were spent sitting on the back of the boat seemingly endlessly attaching drogues to the line.   It's a simple task and only took a "few" days - I could almost do it in my sleep now.  I only dropped one splicing tool overboard but happened to have a suitable substitute so work continued.  Anyway, the next issue was to decide how to attach the gear to the stern and without pulling the stern off/apart when using the drogue seriously.

Apparently, in a full gale/storm, the forces exerted along the line, and by extension via the bridle onto the boat, can be quite enormous.  So, where to attach the two ends of the bridle?  Some publications advise fixing special reinforced points around the stern, however, in my view, this seemed like a lot of hard work and best avoided if another solution could be found.  My erstwhile son, Boy Wonder, is a RAT (rope access technician – does outside repairs on tall buildings/towers while hanging from ropes) and he suggested a number of lines could be taken from various already-reinforced points around the cockpit ie six winches and two mooring cleats.  By using various sheet and halyard lines/tails already positioned around the cockpit they could be easily attached to the ends of the bridle from the winches and cleats so that there would be something like four lines per bridle end.  Hence any loads are spread about and there is excellent control via the winches so that their lines at least can be equally tensioned.   I haven’t had to test it, thank goodness, but I’m still of a view that it’s a sensible and strong solution.

A good view of the solar panels on the bimini, the self steering post
in place & a RAT (BW) up the mast installing the antenna

Third Solar Panel.  After last year’s experience with our two solar panels we’ve been converted to using this energy source and, as there was room for one more panel between the other two, I purchased another.  The advice from e Marine Systems was that I might exceed the regulator’s capacity of 25 amps but that would only be when the system was producing max amps ie perhaps 28 amps and so I may not get that surplus three amps to the batteries.  My experience was that two produced, for my setup at best, 16 amps so a third would only increase it to, perhaps, 24 amps.  Anyway, we’ll see.  It was a simple task to put in the third, wire it in parallel with the others, and the wiring was adequate for my needs as advised by the yard technicians.  These panels really are great and the more the merrier.

HF Radio.  After much thinking, discussion, research, skipper and crew decided, for a variety of reasons, that we should have a HF radio for the upcoming Atlantic crossing.  So, I purchased and installed an Icom M802 radio plus weather fax system.  It has DSC too so that added the odd complication.  Anyway, it came as a kit from Sea Tech so I didn’t have any problems with wiring or fittings as they were all there (just about) and staff were ever willing to provide friendly advice as and when I needed it.  It’s all installed now so we’ll see how it performs (see comments later). 

I went down the route of installing a KISS SSB ground counterpoise and a GAM antenna which ‘clips’ onto the starboard shroud.  This system is counter to some of the conventional/traditional readings and writings on HF radio grounding etc but, on the other hand, I have read good reports about this kit.  So, for anyone contemplating installing a HF radio, read widely and then make your decisions, knowing that there are so-called experts out there that might disagree with your solution.  You would think by now that we boaties would have our act together on this but, clearly, we don’t. 

Bedding down the HF antenna

Spinnaker Winches.  I found a couple of second-hand Lewmar 44 sheet winches looking for a new owner on the shelves at Nauti Nell’s in Deltaville.  I’d been contemplating adding a couple of cockpit winches to make life easier handling the new spinnaker sheets, furling lines on occasion, etc but had been put off a bit at the price of purchasing new ones.  These two used ones were too good to resist so they are about to be installed on the cockpit coamings.  I’ll comment later on their utility.

2011: Year 4 - Work in the Boatyard

Deltaville Boatyard: Part 1

Let me begin by saying that I arrived back to a sweet smelling boat – our winterizing last year had worked well and there was no mould.  Also the teak oil we used (Starbright) was more robust and has really made all the internal wood work look much improved.

I Don't Think I Need Any More Stuff.  Now, I think I’m approaching the point where I just can’t put anything else on or into the boat.  June 2011 has to be the turning point where I’ll finish adding stuff and only look after maintenance, or may be occasionally replace some thing with a new better thing.  Also we have plans to sail from the US to Portugal via the Azores, so I’m doing a check of all our safety and storm gear before we leave.  Of course, all you Old Salts out there will know that there is always more gear to be added to a boat and so I have to eat humble pie here.  Read on to find out about "new better things" I've since added.  (Ed. No more stuff?  Hysterical laughter begins....)

Home Preparatory Courses.  I started our preparation at home by having us all attend a Sea Survival course with Gerry Fitzgerald, Offshore Marine Training.  Further to this I also did a radar course to try to understand my electronic system better.  Both GS & Boy Wonder decided to get their Marine Radio Licences and then do a Marine First Aid Course to cover any eventuality. 

We ordered this at the Annapolis Boat Show

Sails.  We didn’t ever set our new 2010 spinnaker or attach the hanks to the storm trysail, but we will this year.  I have new sheets for the spinnaker and a deck line for the tack to be adjusted from the cockpit.  The trysail has its hanks attached and had a trial hoist before we leave the Chesapeake for Europe.  Meanwhile, I purchased a storm jib – the Storm Bag, which came from France.  This sail comes, with its own sheets, in a saddle bag arrangement which you place around the furled jib/genoa.  You then attach the (spare) halyard to the head, clip the tack to a bow deck fitting and make sure the sheets are clipped together at the clew, and hoist away from the safety of the cockpit, then trim to suit.  Seems a simple solution to setting a storm jib over furled sails, provides a reserve sail in case of damage to the genoa and/or staysail, and minimizes the amount of time on the foredeck in high winds.  I ordered one that was a size smaller in area (not in sailcloth weight) than recommended because I have the staysail which I will use for as long as I can before resorting to the storm jib.