Maintenance

Share Button

Old Logs and Maintenance stuff

I ran across our old logs the other day.  There is so much good stuff here for both the average Hans Christian owner and those that think they might actually want to purchase and old boat that I thought I would include it.   Be aware that this is a work in progress.   I am placing it here on 3/7/2011.   The formatting is not perfect and the pictures that use to accompany the log are not sticking to the pages.

As the weeks go on I will use my spare time to try and bring this page up to something that at least resembles the other pages of the site.   The links below look like they work, but that is more an illusion between MS Word and the Website builder we are using.   You will have to manually move down the page to find the content.

 

Beyond Reason

  Beyond Reason front cover

Hans Christian 43 Ketch

 

 

 

 

Table of Contents

Purchase Facts

Significant Changes and Costs

Fuel System

Mast Renovation

Bright Work

Maintenance

Battery:

Dinghy:

Driveline:

Electronics

Engine

Fuel

Generator

Head

Heater

Life–Raft

Refrigeration

Safety Equipment

Solar Panels

Stove

Thruster

Water Heater

Rigging

Voyaging and Event Log

Date: 6/06/03

Date: 6/14/03

Date: 8/30/03, Half Moon Bay

Date: 10/18/2003 McNears Beach

Date: 01/24/04 Angel Island

Date: 20 March 2004, Round the Bay with Blake

Date: 20 March 2004, Round the Bay with Blake

Date: May 22, 2004, Kboom Festival

Date: 28 May, 2004, Benicia Prep

Date: 29 May, 2004, Benicia

Date: 07/02/04, Vacation 2004

Date: 7/05/04, Santa Cruz Harbor Voyage

Date: 7/06/04, Monterey Harbor Voyage

Date: 7/07/04, Monterey California

Date: July 8, 2004, Stranded in Monterey

Date: July 9, Monterey

Date: 7/11/04, Journey to Point Sur and Beyond

Date: 7/12/04, San Simion

Date: 7/14/04, Morro Bay

Date: 7/14/04, Morro Bay to Santa Barbara

Date: 7/15/04, In route to Santa Barbara

Date: 7/16/04, Going to the Big Island

Date: 7/17/04, Fry’s Anchorage, Big Island

Date: 7/18/04, Pelican Bay

Date: 7/19/04, Lay Day, Pelican Bay

Date: 7/20/04, Leaving the Big Island

Date: 7/21/04, Cojo Anchorage

Date: 7/22/04, San Louis Obispo, Morning addendum (Outrageous)

Date: 7/22/04 return to Morro Bay

Date: 7/24/04, San Simion and the assault

Date: 7/27/04, Santa Cruz Hiking

Date: 7/28/04, Return to Half Moon Bay

Date: 7/29/04, Last full day of the journey

Date: 10/10/04 Outing with Mom

Date: 10/17/04, Baker Beach, Horseshoe Cove SF

Date: 11/06/04, Belvadere Cove, CA

Date: 12/31/04 SouthBeach Harbor

Date: 1/01/05, Aeolian YC, Cold Buns

Date: 02/12/05, Trip with Delphineous

Date: 04/30/05  Treasure Island mini Vacation

Date: 06/11/05 McNears Beach

Date: 07/10/05  Corinthian YC

Date: 07/30/05, Tall ships in SF bay

Date: 08/03/05 Drakes Bay, Pig Roast

Date: November 14, 2005, Angel Island

Date:  March 1, 2006 Angel Island

Date: April 30, 2006 Angel island (again)

Date:

Date:

Way Points Etc.

Interesting People and Establishments

Interesting Equipment

Recipes that work

Poetry and stuff

St Francis D’Assisi: Title unknown but good pretense to live by

Excerpt from “Wanderer” by Sterling Haden

Boating Mnemonics, almost poetry

Other Boating Poetry: Deviation, variation or magnetic difference

Range Lights

Don Blanding: The double life

Radio Nets

Fax Radio Nets

 

 

 

 

 

Chapter

1

 

 

1979 Hans Christian 43 Ketch

Designed by: Harwood S. Ives.

Manufactured by:  Hans Christian Yachts, Inc. / King Dragon Yacht Ind Corp, Taipei Hsien, Taiwan

 

Designed by Harword Ives, the following is an excerpt of comments by the designer in 1979:  The Hans Christian line of cruising boats carriers a Danish heredity in their designs.  I spent considerable time in both Norway and Denmark studying the lines of their early cruising boats to identify those features that made them sea kindly and easily handled.  In particular I was drawn to Aage Nielsen’s design of Helge Danske as a representation of a Danish sailboat able to put up with the rigors of the North Sea.

 

 

Boat Stats

  • Displacement:  22 tons
  • Sail Area: 1040 sq ft
  • Length Overall: 47.8’
  • Beam: 13’
  • Doc. Nbr: 620669
  • SN: SXA300432305

Purchase Facts

tail of BRBeyond Reason has had 2 previous owners and 2 previous names.   The original owner was Robert Webster and the original name was Restless.  The vessel was repurchased by Bonnie Gilmore and Chuck Rust in 1999 and subsequently renamed Southern Cross.

In October 2002, Bill and Lisa Novak purchased Southern Cross and re-named her Beyond Reason.

The following is an account of the adventures of boat and crew; Beyond Reason.

 

Significant Changes and Costs

 

Fuel System

In February of 2002, a new fuel polishing system was added to Beyond Reason.   The theory behind fuel polishing is to continually circulate the entire contents of both fuel tanks through deep filtration strata prior to the fuel entering the main engine filter system.   On Beyond Reason this is currently be accomplished through the use of a Walbro 6802 continuous duty diesel fuel pump connected through copper piping to a Gulf Coast O-1 JR fuel filter.

All plumbing is hard walled and each system separated by a series of valves giving the owner the ability to isolate the polishing system from the main engine filters or allow them to work in concert with each other.

At the present time Beyond Reason is running GC O-1 JR depth filter, Racor 2 micron edge filter and Nissan main filter to prevent dirty fuel from entering the engine.  The Fuel Polishing system is run approx 10 hours weekly circulating 3 GPM or 1800 gallons per shift.

Total cost of system was approx $300.00 plus 40 hours labor to install.

 

 

Mast Renovation

During March of 2003, we entered into a contract with Joe Winkler to do renovation of both mast and all 3 booms.   The work to be accomplished on the mast would include, removal of all hardware, completed stripping of previous paint and primer, sanding to bare shinny aluminum and following approval by the owners, re-priming, re-painting and re-assembly of hardware.   Svensons Boat Works in Alameda California did the mast removal and re-stepping/tuning.

MastAll work was completed on 16 May 2003 with final rigging of lines done during the weekend of 17 – 18 May 2003.   During the process there was significant heartburn with the work being done on the masts.

For two months I had to commute from work to the boat, to home and back to work.  Without monitoring of the work being done, I would guess the job still might have taken more than 6 months to complete, if ever.

Stripping of the mast was done Up a mast completely by hand using Jasco paint remover allowed to sit for 15 minutes then lightly scrapping the covered area.   It was important to do small 4 to 5 foot sections to assure that the smallest particles of paint were removed.

It was interesting to see the original paint come off.  There was no indication of a primer ever being used on the spars, only filler (blue) and the original paint.

 

.two mast

Following the completion of the paint stripping, we sanded all spars with 120 grit dry sandpaper.  It was easier and less mess than the wet and dry and gave a good bite to the paint when completed.  For the really deep and tough final paint removal we moved to sand blasting.  I was amazed to see what little effect the sand had on places where the paint had not been completely removed.   We went through hundreds of pounds of sand.  If I ever have to do this again I will be sure to invest in a good blaster.   The equipment we used was outdated and not in the best repair but the results were very nice.

 

mast prior to paint

Once the prep was completed the masts were etched using an Alodine paintingproduct that dulled my new shinny masts to a light tan color.   Believe it when the instructions say it will burn the metal quickly.   The process required a minimum of 2 people, but we should have had 4 to do the job more easily.

I think I really got lucky when we hired the painter.   His equipment was old but in good repair and professional.

The painting went very quickly, taking just one day and night to complete.  We had plenty of primer so a full 3 coats of Awlgrip MIL-P-23377D went on paint cansboth masts, 3 booms and 4 spreaders.   The insides of the booms and what could be shot into the mast (especially the bases) where coated also.  Once the primer had “gassed off” the Top Coat of linear polyurethane was applied in 3 additional coats.   Recommended coating is 1 final sprayto 2 coats, but we had plenty to go around, so we sprayed into the evening.

No filler was used on any of the spars, as I felt that filling pits provided no additional strength to the spars, and I didn’t want to find out that I had missed any areas of corrosion 10 years after it had continued to eat into the aluminum.

painting mast

In all 420 rivets were replaced and 310 old rivet holes where tapped and screwed.  Under each track was placed fiberglass backed Teflon tape to prevent electrolysis.  All rivets and Stainless fasteners where coated with Lanocoat or Life Seal caulk as a corrosion preventative.  Although the original rivets in the mast track were aluminum, they were replaced in Stainless steel at the advise of several top riggers to include those at Svensons.  The rivets in the main mast track had to be replaced with ¼ 20 SS screws as rivets 1.5 inches long are not made in Stainless.

stainless screws

Total cost of the work ran approximately $6000.00, a savings of 50% over the yard bill quoted several months earlier.  I would think twice before doing the job again.

 

 

 

 

 

Bright Work

As early April 2003 rolled around the weather began to improve and the
 removal of the previous owners Cytol was a requirement to keep the boat looking in top condition.  The choices of covering for teak are amazing and all the proprietary claims make the choice a difficult one.

After weeks of comparisons and web browsing we made the obvious choice to switch to Bristol Finish.   There have been many write-ups regarding Bristol and the one key comparison test was done in the XXXX issue of Practical Sailor.

We had used Bristol on a previous boat so the decision was not as difficult as I make it out to be.

The firsts process was the removal of all the old Cytol and sanding to bare teak.  This process was accelerated by the use of Citrus Strip.  Citrus Strip is an environmentally brightwork 1 friendly product that will soften Cytol in a short time.

The total time required to strip the outside bulwarks was 5 hours.  Because of late arriving April weather  we were delayed another two weeks before we could proceed to the final filling and caulking.

Caulking was done with Life Caulk Teak Seal after penetrating epoxy was added to all voids that exceeded 1/8th inch.   A final sanding just prior to applying 6 coats of Bristol Finish  insured a beautiful color

During our trip in mid May 2005, to the Kaboom fireworks display we had a little mishap.  there were 6 HC’s rafted together and a large set of rollers came through the anchorage.  Before we could react, Beyond Reason and Tempest (HC 43) slammed together despite the efforts of fenders.   The result was that the port midship rail split leaving just a portion under the sail track intact.

rail replacement comThere were several reason for us not getting upset during the episode, but brings that we hadn’t replaced the bols and screws for the sail track like we had on the starboard side, this just provided a chance to finish another inevitable task that had to be done.

The hardest part of the task was locating a section of teak that was 10′ long and almost 2″ thick.  After a couple of days we found a source (Macbeth Hardwoods/Berkley CA) who could obtain the piece and plane it down to the thickness of 1.41″.  We won’t talk about cost.

With the 10 feet in hand, we plied the streets of Berkley, Oakland and Alameda like a roan knight looking for a jousting partner.  On Arrival to the boat we were able to quickly cut the remaining wood off the boat being careful to retain as much of the original shape as possible.  The remnants were used as a template for the new cap rail.

Once the new board was lofted, we outlined the inside channel that would fit over the bulwark,, and then proceeded to router this section of the wood.

With the routing complete we cut the board per out template outline and trial fit it against the boat.  When the fitting looked good we chiseled out the areas where the board would overlap the existing rails.

routed rail comThe original rail overlapped the aft end and under lapped the forward end.  To ease assemble both the joints were cut and overlapped.

With basic shape and length set, we rounded over the edges with a router then sanded the board for the final shape.

The bulwark had to be cleaned and prepped at this point, so all remaining screws were pulled, the holes filled with a mixture of epoxy and high density additive for strength.

We used the template to mark the placement of many of the securing bolts on the new board, then once in place over the bulwark drilled the holes through.

The primary sail-track holes were drilled over sized in the bulwark to double the size of the 1/4 20 screws that would secure the track.  These would be filled after the new rail was set in place and screwed into place with more high density epoxy mixture.  The actual process is very quick and it takes 2 people to get the epoxy and bolts in place before the epoxy sets.

We installed the main rail with the same amount of 4″ lag screws to secure it in place on the bulwark.  Sikaflex was used under the wood as in the original and the outer edges seal with Teak Decking Systems caulk.

When it was time for the sail-track, it was put in place (penetrating epoxy between the rail and the sail-track standoff), holes lined up, epoxy injected into the pre-drilled holes, bolts pushed into the epoxy and hand tightened into  the 1/2″ deep pilot hole at the bottom of the main hole, then we moved on to the next hole.

The trick is to move quickly and not put too much effort on the screws.  The primary objective is to get the screws just snugged into the sail track.  Since we coat the screws ahead of time with a non-stick spray, it is possible to come back in the morning and synch them up.  The epoxy sets extremely quickly (even the slow set epoxy) when mixed in bulk, so be careful and quick (I’ve said this many times now).

The end product is very close complete rail com to the original except there is a slight difference in the grain.  the trained eye will be able to discern that the new rail is younger than the rest, but it would have to be a very well trained eye.

July, 2006.   One might think that we haven’t done anything to the varnish since 2003 but this just isn’t the case.   The Bristol finish appears to last a good year, but beyond that you need to do a light scuffing and add another couple of coats.

One area that does not fair well at all is the after starboard section of the boat.   In July I decided to strip down to bare wood all the was aft of the primary winches.   Once completed this section was primed with penetrating epoxy, then 6 coats of Bristol was added to the top within 2 hours.    We will see how this holds up.   There is a slight difference in color between the two areas, but not enough to get me to strip the entire boat.

 

 

Maintenance

Spares Table

Common Name System and Qty (.) Maker Mfg Number Cost Replacement  Date
Light bulb 12 v Overhead Lighting (7) Silvania 1004 BP

 

 

Battery:

The battery bank consists of 4 golf cart style batteries for house power and two deep cycle batteries for engine starting.   Total amperage for the house if 740 amps. Amperage on the starting batteries is 120 cranking each, 85 reserve.

Battery size is 16.5 X 11.5wX7w”

6/20/03, added water to each house battery.   This needs to become a monthly event as the house was running low very quickly.   Each battery took approx 1 liter in each of their 3 cells.   We had added water last in December 02.   As a result of the continual charging, all cells were dry, which is not a good sign,

 

1/22/07,   We are now on our second set of batteries.   On June of 2004 we replaced the entire battery bank, Starting and House, with new Seavolt (West Marine) batteries.   These batteries appeared to handle our needs fairly well and during the entire 2 years and 7 months we had the batteries, we only added about 1 quart of water total to each cell.   Unfortunately I was not aware of the need to equalize batteries every 30 days.

Equalization raises the voltage of the batteries to approx 15 volts and in doing so dissolves or displaces any sulfate that has built up on the battery plates.   Without equalizing, the batteries slowly lose their capacity, though the voltage will still show as normal.    From my understanding on the use of a hydrometer will allow you to test the difference between battery voltage and battery capacity.   We own one now.

The new battery bank is made by Deka.   Deka also makes Seavolt, but I am hoping with equalization we will get the full 3 years out of the batteries and then some.

My only issue with the new batteries is that when tested with hydrometer, 3 of 4 batteries were consistently reading 1270 or better.   Battery #1 showed 1.250 on the hydrometer which is questionable.   I equalized the batteries immediately and will check the batteries sometime during the next week.

We haven’t added a new section to the log yet, but one of the additions we plan to make in the next month or two will be solar panels.    The solar panels will allow us to charge the batteries while we are at anchor and even away from the boat.   Additionally with the addition of a MPPT controller we will also be able to equalize the batteries.

 

 

 

Dinghy:

This is only required because I keep needing information on the dinghy.  We have had a recall on the oarlocks recently and it is driving me crazy that I don’t have the required information for Zodiac to get them replaced.   Don’t expect many updates to this section but time will tell.

Currently the dinghy is made by Zodiac and sold through West Marine.   Hull number is WMPX7745J900.  Model is RU-260, sku 257727.

We power the dinghy with a Nissan 3.5, two stroke outboard.   The setup works well but there is always that nagging feeling that you wished for more horsepower.   The lack of horsepower is always a mute point when we get back to the boat and are able to lift the engine with 1 hand to place into it’s storage location.

6/23/06  We bit the bullet and purchased a 6 HP Mercury outboard.   Initially the engine appeared to be just what we wanted.    When installed the boat powered directly on to plan with me aboard, but after adding Lisa we were back to plowing through the water, only faster.

We have gotten use the engine now and accepted that we are close to plan and the added power certainly lets you push through the waves easily.    We are satisfied, but again look to the day when we can buy a bigger dinghy and get up on a plane.
The driveline is 1.5” stainless, attached to a 3 bladed fixed prop of 22” LH 14.   It is supported midway by a SKF POP Release pillow block which should be greased at regular intervals.  Additionally, the driveline is protected by 2 Zincs.  A shaft collar is used between the prop and cutlass bearing, and a shaft nut at the end.

Driveline:

Date

Type

Comments

Estimated Costs

6/03/04

Zincs

Replaced all prior to coastal trip to Channel Islands (ZHC-2/ZPWH-T) Rudder, Reliance C 1.5” collar, plus prop nut).   Thruster CMT 20 teardrop,

10/30/04

Zincs

Replaced both rudder zincs (100%), replaced prop nut zinc, type F, 5/16-18 X3/4 “bolt.  Shaft zinc not replaced at 50% usage

Prop nut type F $21.12

05/14/05

Zincs

Replaced the rudder zincs (99%).   Left the prop zinc as it still had 80% life.   The collars should be replaced soon

$39.90 each

6/05/06

Zincs

Replaced all zincs (gone) at haul-out.

11/18/06

Zincz

Replaced prop zinc,CPN-F, fell off after Delta trip

$19.00 ea.

 

The Shaft collar is 1.5 inches and approx 1 inch thick.  You cannot use an egg zinc, as there is not enough distance between the prop and the cutlass.

The shaft nut size is CPN F.

6/15/03: Zincs where replaced on the rudder.   Each is a plate roughly 4X5.   The shaft zincs were inspected and determined to be 25% gone.   I left these on for later inspection at the end of the summer.

6/27/03:  Pillow block completely greased with AquaShield Grease, formerly called Aqua Lube. The product comes in both 14 oz cartridges and an 8oz tube. If you are looking for case quantities they can sell direct to you. The 14oz cartridge is 25 per case and the 8oz tube is 36 per case. If you are looking for less then case quantity the best place to buy is from a company called R S Hoyt. they are located in Southern CA. The phone number is 818-703-8488.

 

5/14/05:   We have decided to use the large Divers Dream zincs for the rudders due to the short life.   The new zincs are approx 8 X 14 and ½” thick (ZHC-10).

Harbor Island Supply, 230 S. Chicago St.  Seattle WA, 98108.   (206) 762-1900, FAX (206)763-0606, email:  info@harboranodes.com

 

Electronics

 

 

 

 

Engine

The engine on  Beyond Reason is a  48 horsepower Nissan SD22 marinized diesel.  The assumed hours on the engine when bought were 1000 hours.   After later inspection it was determined that the hour meter was inoperable so hours are truly unknown.

Maintenance Table

Date

Type

Comments

Estimated Costs

3/10/04

Zincs

6/03/04

Zincs

Replaced all prior to coastal trip to Channel Islands (ZHC-2/ZPWH-T) Rudder, Reliance C 1.5” collar, plus prop nut).   Thruster CMT 20 teardrop,

10/23/04

Oil/Filter

SAE 30WT.  There is a secondary drain just under the filter that would help create less mess if used

Oil: $7.99

1/08/05

Water pump

Water pump for freshwater was replaced. No leaks after 30 minutes.

$80.00

1/20/05

Alternator

Had the alternator rebuild through Pisani’s in Winters.   The Alternator was sent out to Sacramento and is producing nicely now.   Nominal readings with Shore power connected and no serious loads are

1000 RPM’s = 42 Amps

1500 RPM’s = 82 Amps

$150

5/14/05

Fuel Filter

Changed the O1 filter.   It was remarkably cleaner than last time.  (previous change approx 12/01/04

$0.50

2/11/05

Raw Water Pump

Sherwood pump and impeller, G50 body style with 10615 impellor and Browning AK46 X 5/8 pulley.

$385.00

2/4/06

Oil/Filter

SEA 30 WT on main engine.

2/4/06

Oil

Generator, SAE 15-40

Date

Type

Comments

Estimated Costs

1/12/07

Oil

Gen, SAE 15/40, 369 hours, 1 quart

3.99

1/12/07

Oil Main

213 hours.  SAE 30wt.  Napa filter #1399

1/12/07

Trans oil

74 ounces of ATF fluid.

1/12/07

Fuel Filter

Replaced the O1 filter with new Scott tissue

5/30/07

Fuel Filters

All engine filters replaces, secondary, primary and on engine.

6/1/07

Zincs

All below water zincs replaced except thruster

6/23/07

Zinc

Engine zinc replaced.   Zinc is a 2 A pencil zince approx ½” dia, by 1 ½ long.

10/24/07

Oil  main

SEA 30, engine hours 374

11/01/07

Replaced Alternator brackets, top and bottom.

$60.00

12/15/07

Oil Gen

640 hours 15/40 sea

12/16/07

Oil Main

30 SEA

Hours 517

2/16/07

Fuel Main

Racor and O-1

3/01/08

Replaced raw water pump bracket.

3/02/08

Fan belts

Main water pump and alternator..CarQuest 9400 12.5mm X 1025mm

3/05/08

Fuel filters

Main engine filters replaced, O-1 and Racor

3/30/08

Oil Main

Roshfrans SEA 40, CF2.   No 30 WT avail in MEX

Hours 693

The Alternator for battery powers is a Powermax by Hamilton Ferris Company.   It is rated at 125 AMPs.  The alternator was rebuilt at hour 11.1 on the new hour meter installed in Nov 2004.

6/20/03:  Zincs on the engine have been replaced.    The zincs consist of 1 engineon the main heat exchanger and one on the transmission heat exchanger.   The zinc sizes are 5/8ths and 3/8ths respectively.  The larger of the zincs will be milled for the next installation.   During the last two installations the zinc had corroded to the wall of the exchanger and had to be dug out, with much of the zinc falling into the exchanger.

1/8/05, I have pulled the alternator.   We have had an intermittent issue with it since the trip south.   The problem is that when viewed from the Link 10 monitor the amperage fluctuates from 3 to 100 amps.

You can notice the draw on the engine, as the revs fluctuate as much as 300 RPM’s.   The alternator is being rebuilt and should return around the 1/18/05.

On the 8th I also noticed that the water pump for the freshwater system appeared to be leaking.   Since the alternator would normally have to be removed in order to attain access to the water pump, I felt now would be a good time to get this done as well.

The leak that I noticed appeared to come from the weep hole.  I was able to order the pump from NAPA under the guise of a 1980 pickup truck with a Nissan Diesel SD22.   I did not have corresponding numbers so was taking a chance.

When the pump came in it did not have the correct hub attached.   I have pulled the hub from the old and new pumps, but will take the pump to the shop to have the hubs pressed into place.

The numbers on the old pump indicate K1662, and an incomplete number that ends in 37504.   I will try to ascertain the correct numbers later.

5/29/05 We had been seeing  a lot of steam coming from the exhaust for the last couple of months.    We decided last week that we would finally have to invest some time in investigating the issue.  I had asked around and all solutions pointed to the raw water pump.

 I have been avoiding the raw water pump for a while because the bracket and and connection points looked suspect.  That is probably the wrong thing to do, but it was my decision and I just didn’t want to open up any worms that I was not ready to finish off.

I didn’t take to the job lightly.   The pump is not intuitive at all.   Ultimately what I did was to disconnect the pump body from the main bracket.   The bolts are just short enough to pull free between pump bracket and the pully.

By freeing up the body, and then disconnecting the top water hose (actually the pump outlet), you gain access to the 3 11MM bolts that hold the impellor.   Once the bolts are remove you can then drop the impellor and the impellor case down into the bilge and pull the impellor out.  The body of the pump holds the shaft and it is loosely dogged into the impellor, so disconnection and reinsertion is easy.

Reverse the operation for installation.   It helps to put in the upper body bolt prior to the lower to help align what you can not see.

It took approx 2 hours of struggle to complete the job.   Unfortunately it did not solve the problem.  The problem was bottom growth.  Once removed the boat breathed freely again.
Beyond Reason is powered with Diesel Fuel.   The supply is kept in two tanks under the aft cabins.  Capacity is 125 gallons.   The tanks are black iron with cleanouts.   There are separate fills for both tanks located inside the aft bulwarks of the cockpit

Fuel

Port Tank is 70 gallons and the starboard tank is 55 gallons.  Fuel level is calculated via dipsticks.

The starboard tank is marked in 10-gallon increments and the stick is located in the generator compartment.

The port tank dipstick is located inside the aft port cabin, under the cushions, near the center of the boat.  The dipstick is calibrated in 5-gallon graduations.

Estimated fuel burn rate (based on trip to Half Moon Bay 8/30/03) is 1.75 gallons per hour.  71 hours of fuel when filled or 2.97 days of motor.

February 2003: Of the major projects done on BR, the redesign of the fuel filtration was on of the priority issues.    The original system consisted of 1 Racor in-line bowl style filter and the standard Nissan engine mounts filter.

Both filters were paper element edge type with the addition of a water separator on the Racor.   Though it was not measured, the fuel rate of return back to the main fuel tank was probably no more than 5 gallons per hour.

Following a fuel filtration-clogging incident in January, we put plans into place to prevent future shutdowns of the system.

There was a good article written in Trawler Magazine several months ago.   Much of the design came from this article.   The essentials of the system are a Walbro 3500 diesel auxiliary fuel pump and one of the many Gulf Coast filter units.

Gulf Coast offers fuel filtration to offshore oil rigs and commercial diesel engine users.   The difference in their Deep filter method vs. the standard Edge type filtration is fuel if pulled though up to 20 inches of filter media   Due to the size restrictions within the Hans Christian, I chose the O1 Jr filter, as opposed to the F-1.

The O1 uses a standard toilet paper roll to filter fuel.  Fuel is routed to the top of the roll and sucked through to the bottom.  The F-1 uses a Brawny paper towel roll.

 

 

With the parts in hand, the essentials are to cut into the existing fuel supply line and tee in a route to the O1.   It is not suggested to run both the O1 and the Racor on the same uninterrupted line.   The proper sequence should be to use multiple valves so your fuel can be routed around a clogged or “servicing” filter without interruption to the fuel supply.

There are ways to use the auxiliary pump as support system for the live supply of fuel to the engine, but I chose to only use the pump to filter the system xxxxxxxxxxx

 

 

Generator

The generator used on Beyond Reason is a modified Faryman Diesel manufactured by Entec West in Oregon.   Entec is located at 16710 South West 72nd Ave, Portland OR 97224, phone number (800) 458-5065.   The number is EW-4200-D, serial number 59966/8 or 00966/8.

Maintenance Table

Date

Type

Comments

Estimated Costs

3/10/04

Zincs

10/23/04

Oil

SAE 15w 40WT.  There is no filter on the generator.  It would help to pull the floor panel beneath the drain to east the mess.

Oil: $7.99

Oil changes monitored in the engine section

 

Nov 2002:  Upon testing of the generator for the first time we found it would not start.  A quick check by the mechanic indicated that the fuel shut off solenoid was not operating correctly.    The solenoid was checked by opening the fuel line attached to the injector and turning the engine over.   No fuel indicated the valve was shut.

The test for the valve is to pull the banjo nut off the valve and insert a ferrous metal screwdriver down into the solenoid.   When the power switch is turned to the “ON” position, there should be a magnetic charge holding the screwdriver.   No magnetism indicates a broken valve.

May 2003:  Generator has shut down unexpectedly.    Following a call to Entec, it was determined that this was due to overheating.    Diagnosis was from the light indicators on the ignition panel.   There are a row of 3 lights on the ignition panel; Temp, Exhaust, oil.    The lights are in series.    As the all light had extinguished, it was determined that the temp (first light) was the cause.   Had it been an exhaust issue the Temp would have remained lit and the remaining 2 lights would have been extinguished.

Entec advised that the impellor was the issue, and most likely the internal water circulation impellor.   Both the raw water and internal water impellor are contained in the same housing, so replacing one virtually necessitates replacing both.   Cost of repairs was just short of $60 for both, plus 2 days to find the 6m bolts I broke on extraction.

Following repairs, I thought I would check the internal water system (water reservoir).   As luck would have it, no water.   I hope the actual problem was one of the seals I replaced, as all the impellor looked fine.   I have saved the old impellors in a plastic bag filled with WD-40 to prevent splitting.

June 2003:  Generator has shut down unexpectedly again.   First time was due to overloading the system.   This blew the main house circuit creating zero power draw/zero power output.   After discovering circuit breaker issue (1 hour later) restarted the generator.   Generator ran for 1 hour then began making a loud tinny slapping sound.   I tried to shut down immediately but the thing die a slow death (15-20 seconds).   Trouble shooting now.

The first check was to ensure that all the lights on the ignition panel came on.  There was a question regarding whether or not the engine had overheated due to the raw water intake being plugged.   For future reference, the Entec representative though the noise I had heard could have been the pump going dry.  It was not.   Plenty of water, no overheating.

The second check was to assure that we had fuel at the top of the cylinder.   This was checked by first shorting out the oil pressure switch allowing the engine to immediately begin to receive a flooding of oil.   You short the switch by placing a piece of wire between the two screws at the top of the switch.   Next crack the nut open that feeds the injector.  Once this is complete, use the crank handle to turn the engine over.   As the engine comes over you should see a small squirt of fuel come out of the open nut.   Check was completed, plenty of fuel.

Last check was to disconnect the air intake and exhaust manifolds to listen/see any blow by.   Once I pulled the exhaust manifold and turned the engine over it was evident that the exhaust valve was leaking.   I followed up by pulling the head per the instructions from Entec.   As is the nature of my luck, when I finally released the head, both the head and cylinder sleeve came up at the same time leaving the bare piston and rings swinging in the wind.   Up until this time the actual process of testing and dismantling only took 45 minutes to an hour.   Replacing the cylinder sleeve was a 2 hours job, as I did not have a compression sleeve to help reinsert the piston.

Follow on to completing the valve replacement took 3 phases.   1st was the initial removal, lapping and replacement with a new valve.  2nd was the relapping of the exhaust and lapping of the intake valve.   The intake was discovered to be leaking on replacement of the head and testing for leakage.   Had I done a complete check prior I could have caught this on the first pass.  No issue, as neither lapping took, and I ended up taking the head off a third time and bringing it to Engine Parts & Machine for a complete resurfacing of the head and grinding of the valves.

In early August the head was completed and as might be expected things did not go as planned.    The head went on without a problem but the engine still would not start.   Robby McKean, a mechanic that had once fixed the generator was called in.   He immediately noticed that the compression was below 350 psi (250psi) and also confirmed what I had once thought, but without the proper knowledge dismissed as a bad injector.

Per Robby, he we addressed the injector first, as the compression, could have been enough to start the engine.   For  $140.00 the injector was rebuilt.   It was determined that water may have entered the injector and blown half the tip off.  As is the Novak luck, the engine would not start.  Next stop was the compression issue.

When the cylinder was disassembled, the tip of the injector was found imbedded into the piston.   Additionally the middle ring was found fused to the piston on the backside, nothing $400.00 wouldn’t fix.

genWith the parts ordered and the rebuild of the generator well on the way, I had figured we would have no further issues.  This assumption was only partially true.

On September 13th, Robby came down to do the final assembly.   All the parts went in as planned and within 2 hours the engine was running.   After a final check everything was tightened up and we re-tested the engine.

Nothing.   The engine would not start.   Upon closer inspection it was noticed that the oil light was not glowing, so we jumped the terminals and the engine fired up.   Cause this time; Oil pressure gauge.

On September 19th, I installed the oil pressure gauge.  As luck would have it, the terminals were different, so I had to rewire the terminal ends.  The engine was now ready to fire up.  It did.

I ran the engine with load for 30 minutes.  It has a different tone depending on the load.   I engaged the water heater while the refrigerator was running, just to assure everything worked correctly.

After the 30 minutes, a slight change in engine noise caused me to go below and check the engine.  It seemed pretty warm, but diesels love heat.   I turned the engine off, and to my surprise, that went well.

After doing a once over, I figured I would re-start the engine and run it one more time.  No dice.   All the warning lights were extinguished.  Overheat syndrome.   I am now impatiently waiting for the engine to cool enough to open the water tank.   On initial loosening of the tank cap, it appears there is plenty of water, as it wants to overflow.   Hopefully this is the case and I can determine that another “sensor” has gone bad, and $16.00 more dollars will fix the issue.

The water level appears to be correct; a number of issues could now be at fault.  Water temp gauge, coolant (using pure water now), exchanger is blocked.   All this is fine except the oil pressure is not correct, and the light will not ignite.

I have just changed the oil and viola; the oil pressure light looks good.  I quickly shut down the engine and clean up.  After cleanup I try the engine again, nothing.   Oil light will not come on.  I will now buy a manual gauge, and check the pressure before proceeding.  I assume it will be either the pump or perhaps the oil filter screen now.

Did I say this was frustrating?

Installed the manual Oil gauge yesterday 8/27, here are the readings I found

First start: 25 psi

After initial start (30 – 60 seconds time) 12 – 15 psi and building

After first minute 30-35 psi

On restart, after 10 minute run 35-40 psi.

September 28 2003,this morning I pulled the freshwater line for the water pump.   There is an incredible amount of sediment in the line.   I flush the system three times and it is running clear again.

Restart so far is good after 10 minutes.   I will shut down, and retest.  System is green on retest.   All lights are good.   I have adjusted the oil switch (didn’t know it was adjustable) to turn on with little pressure.  Next step is to adjust it so the light will not come on at start, then adjust so light will just begin to come on.   This is kind of like tuning by ear.

I have adjusted the oil sensor screw to show 3 and 9 o’clock.  All is functioning.  I am afraid to do the ½ hour test.

Restarted at 1005 A.M. 28 September 2003.  OK, the ½ hour test has been passed.  Engine restarted and appears to run correctly.  Next stop is the weekend test.  TBC.

10/18/2003, Engine has now passed the 45-minute test while at China Camp.   Shut down was clean and the lights are ready to restart.

Head

 

The Head on Beyond Reason is a Groco Type K.   This differs from the original sales spec sheet, which listed the Wilcox-Crittenden type 7.   On August 6th 2004, we noticed that the inlet valve was leaking and quickly made the necessary repair to stem the flow.

I had originally thought that we had repair kits on board, but from the paragraph above you can see that the improper kits were available.   Luckily I was able to just adjust the flapper valve and stem the flow.   I will have to buy a new kit for future disasters.

The head on BR can be pumped overboard or onboard via a Y valve located under the forward V-berth.   From recent use, it appears the holding tank may either have a leak in the upper portion or is not vented overboard.

 

Heater

The original heater on Beyond Reason was made by Hy-Seas’s.  Although the heater appeared to be safe and reasonably sized for vessel I was not convinced that it’s operation was sound or reliable.   We had worked with the heater for approximately 6 months, but there always seemed to be an issue with fuel overflow due to inconsistent burn rate.

We switched heaters to a new Dickinson Newport diesel fired stove. Installation required removal of the heater closeup comold unit and a new build of the under lament with follow-up installation of new tile and wood trimming.  We sourced our tile locally selecting Spanish porcelain tiles in an attractive marble look.

Installation was relatively straightforward.  Mount to the wall, extend the flue and reconnect the diesel line.   Of course it is not always as easy as the instructions detail.   In our case the flue needed to be completely replaced due to the elbows being frozen, the wall mounts needed to be completely re-formed as we could not mount the heater directly to the bulkhead due to the compression post being in the way, and the diesel line needed to be replaced with a larger 3/8th inch line, as well as replacement of the fuel pump.

The new heater has several safety features that give some comfort.   First is Heater wiring comthe draft assist fan.   The assist fan prevents or at least assists the fire in maintaining positive pressure in the flue helping to eliminate down drafts while under sail.

The Second safety is the fuel control itself.  The control has two  parts  to it.  First is an overflow for the metering of fuel.   heater valve close comIf the heater-metering valve is blocked or there is excess pressure in the line caused by the fuel pump malfunctioning, the valve will overflow into a separate container via a second line.   The other portion of the valve is an overheat sensor.

Heater complete1 comIn essence the overheat protection is just a waxed spring that will shut the fuel valve off if the valve exceeds 120 degrees.

The finished heater offers heat as well as the ambiance that was paramount for the Queen of the ship to be happy.

 

 

 

 

Life–Raft

Ah, the life raft.  That piece of equipment that is meant to save ones life during the most dramatic of times.   A simple piece of machinery, which should deploy easily in the roughest of conditions to save the family which fate has been so cruel to.

We have had the boat for just over 1 year and it became evident that with the pending “cruise” coming up life raft to the Channel Islands in Southern California, we should look at repacking and recertifying the life raft.   The deploying of the raft had never really occurred to me, so I went into this blindly and without expectations.

For what it is worth I will suggest to the group at HCOA (Hans Christian of America) that everyone should at least practice the deployment of their life raft.   As stated I went in blindly.   I actually expected to be able to pull a quick release pin, lift the raft up and toss it off the boat (and into a waiting wagon) with little effort.

The first part of the scenario was correct.   I pulled the quick release pin and easily separated the hold down webbing from the main traveler of the boat.   This was the last piece of the play that I would get correct.    Upon releasing the pin, I realized that the pin only held the webbing to the traveler.  The purpose of this I am not sure, but appears someone was unsure of the actual strength of the cradle that had been build and secured to the coach roof for the sole purpose of holding the raft.

Thinking I had released the raft I gave a presumptuous tug on the raft and realized it was still attached.   On inspection I found that the actual hold down was knotted together and proceeded to undue the entanglement.    On a watch I assume the whole process took about two minutes to deconstruct.   Alas the raft was free and I could pull it off the roof.  Not so easy.

During my pre-thoughts (the thoughts that usually plan the time line for replacing a stainless strap on a water basin pipe in less than 5 minutes, but which actually takes most of the afternoon due to the unforeseen bulkhead) I figured the raft weighed in at approx 35 – 50 lbs.   When I went to dislodge the raft from it’s cradle I found that the weight was in excess of 50 and much closed to 100 lbs.   I am not small and found it a struggle to move the raft off the cradle while standing with one foot on the roof and the other on the deck.   I can imagine that during a pitching storm or while impaled on  a coral reef in the middle of the Indian ocean that this process would be much more difficult, with or without adrenalin.

Once I had pulled the raft from the cradle and began to rotate towards the lifeline, I found the next hurdle that was unforeseen at the beginning, the tether.   It is possible that the tether, if pulled on may be longer than the 3 feet I had attached, but I did not want to test the theory.

The tether in it’s present state gave me almost enough slack to make my turn to the life lines, almost.    So back in the cradle the raft went for one last rally.  Understanding the need to have the raft connected to boat during a storm, I was able to overcome the urge to cuss when I saw the knot that attached the life pod once again to the main traveler (God help us if the traveler should ever part).   The issue I had was why was the knot something that may have been disconnected quickly if I wasn’t carrying a machete during the epoch storm that would be required for me to muster the gut wrenching effort required to launch the vehicle.

The conclusion I came too once the raft was securely placed in the wagon was that had a sinking occurred we both would have drown.  Not quickly or easily, but only after the gunnels were underwater and I was still struggling under a fully inflated life raft which had just broken both my ankles after the intact canister was pulled from my grips just short of the life lines then deployed.

I took the raft to Sals Inflatable in Alameda, CA for inspection (510-522-1824).  When I dropped the raft off, I thought it would be cool to see the actual deployment (with the above scenario it would have been the last thing I saw before drowning).  Sal was very gracious and actually suggested we do it 5 days later when Lisa could attend.

We arrived at the appointed time, and were led to the back of the warehouse where a carpet was laid out and we began to go over the lift raft canister.   At first I was disappointed when Sal cut the metal strapping which keeps the canister closed during non-use.   I would soon begin to appreciate his efforts, as the explosive deployment of the life raft was not to be, and an education beyond anything we had expected was about to begin.

We began by cutting the metal straps on the canister (these were noted as not being within the Avon specs, but certainly adequate for the job.   Next we removed the shrink tape that was along the edges of the two halves of the unit.   Sal made mention that the tape was not necessary, but it did add another protective element to the preservation of the raft.   We would later appreciate these measures.

I didn’t mention that the raft was last certified in 1996, almost 10 years before.   Prior to the inspection I had not thought about the condition of the raft, but during the inspection all I could think of was had it dry rotten in the container or not.

With the tape and the strapping removed we opened the cover of the unit to liferaft canistersee the hermetically sealed raft (the raft was vacuum bagged at the last inspection).  The bagging again was an extra preservation effort that Sal said was not necessary but certainly would add to the longevity of raft.

At this point we were instructed to pull the ripcord and see what would happen.

Lisa took a tug and realized that the inflation process was not going to happen on accident.   Just pulling the first half of the cord that incorporated a rubber plug filling the cord hole on the container required effort.  Actually it required a lot of effort, and until we stopped the raft from sliding around the floor, the plug wouldn’t come free.

We didn’t actually inflate the raft with the pull; it only dislodged the plug and allowed another 20’ of cord to be pulled out of the raft.  I should justify the 20’ of cord did not come out easily as there was a problem with the initial packaging and cord was actually wrapped around the raft.  This was the first major problem we found with the raft.

I gave the line a tug as well but Liferaft tanglethe only way the cord was going to come out was if the vacuum bag was torn open and the line freed or the rip cord/actuation pin was pulled.

After this discovery we took the raft out of the container and continued the inspection of the actuation pin and cylinder.   The cylinder is certified for 5 years and is filled with a combination of CO2 and Nitrogen.   The certification was due in 1999.

The potential cost of a new cylinder is $800.00, so prior to any testing of the raft, it is suggested to have the cylinder tested.

The firing pin on the cylinder was a surprise.   It is a mechanically leveraged liferaft canister inflater thing commechanism that forces the pin into the cylinder rather than a spring actuated mechanism.  The pin itself looks much the same as the end of a Phillips screwdriver as opposed to a nail or needle.    No chance of the pin ever getting broken.

With the cylinder removed and the pin looking quite dapper, we moved to inflate the raft via an electric pump.   This did not provide the “explosion” we had originally hoped for, but it did stress the raft much less.

Once the raft was inflated we noticed that the “flipping strap” had been ripped.  Remember this raft was inspected in 1998 supposedly.  The flipping strap is used to right the raft when it deploys.  The raft did hold air and the relief/equalizing valves all operated as expected.

We were all invited to get into the raft at this point.   With 3 people a 6-man raft it became apparent that survival was the operative word in Survival Raft.   We were very cramped and Lisa told me later in the day she was about to exit the raft due to claustrophobia.    She contained herself and was able to handle the rest of the instruction.

Several things became lisa and len in raft apparent during our demonstration.  Number one, the fishing kit was made for trout.    We have bought appropriate gear to supplement this kit.   Number 2, the pump supplied with the kit will certainly heat you up should you be cold when entering the raft.    The rubber air pump was in good condition but 30 seconds of pumping is enough for even the strongest in the crew.

The most alarming item we found wrong was the throw ring.   The throw ring is used to either toss or swim out to a companion who cannot reach the raft.  In the event of a disabled person, you would place the ring around your arm and leave the raft in route to your companion.   Theoretically the ring is attached to the raft with rope, nope.

Had an actual emergency happened, and someone had not noticed the line was disconnect, we could have easily ended up with 2 or more people in the water and none in a raft which could have blown away, frightening.

All in all the entire raft looks good, and I don’t see any reason for it to not pass inspection.

May 15, 2004.

Picked up the newly certified life raft ($1400).   Lots of gear has been replaced though there were not surprised.   Flares, food, water and some of the medications all had expired.   The light at the top of the raft was replaced as well as the strap on the bottom of the raft.  We had 2 immersion suits added for hypothermia protection should that be needed.   Additionally we upgraded the fishing gear and added a multi-tool knife to the equipment.

We had inventoried the ditch kits and added additional equipment to these as well.   The added equipment is Space Blankets, 16 AA batteries, compass and rescue kites.

Next years certification will be much cheaper as we will not have to replace flairs etc.

 

 

 

 

 

 

 

 

Refrigeration is accommodated in an 8 cubic foot refrigerator/freezer, insulated with 4 inches of high-density polyurethane foam.    The areas of refrigeration/freezing are separated by 1-inch foam.   The refrigeration unit was put together by Anderson Refrigeration, 3204 Fiji Ln, Alameda CA, (510)-521-3111

Holding plates are eutectic solution type and manufactured by Dole Refrigeration Company, PO Box 1009, Lewisburg, TN  37091.   The plates are designed for 2577 BTU’s at minus 10 degrees.

Refrigeration

Compression is handled by Tecumseh, ½ horsepower 120-volt compressor at 9 Amps, 31 Amps at startup.  Moisture and liquid indicator is manufactured by See ALL, part SA-12 FM, ¼” SAE Male X ¼” female.

Superior Valve Co, in Washington PA, 15301 makes the forged brass Tuffy packless line valves for the system.   Part number is 214-4, ¼” SAE

The temperature control is a Penn manufactured by Johnson Controls, part number is A19ABC-24C.  The Sporlan thermostatic expansion valve part # is BF F A ZP.   Inlet is 3/8” and d outlet is ½” flare.   Sporlan also manufactures the Catchall filter drier, type C-162, ¼” SAE flare with 16 cubic inch desiccant.

The dual pressure Ranco – automatic Reset High and Low part number is # 012-1506.   High-pressure range is 100 psig to 250 psig, differential 50 psi fixed.   Low-pressure range is 12’ vac and 50 psig, differential 5 psi to 35 psi.

The water pump is made by March LC-2C.   1/35 HP 1.2 amp, 67 watts (with inline 1 amp fuse in electrical box, and a ¾ ton cooled condenser

02/21/05,  Had JR Anderson come out to the boat today to check the refrigeration system.   We had big plans to modify the system prior to Mr Andersons visit.   After discussion of the current unit and Mr Andersons approval of all that we had on the boat, it turns out he may have done the initial installation years ago.

Mr. Anderson said we may have been a little light on Freon, so we added approx 16 oz’s of Freon and the system was pronounced sound and worthy of the boats status.   The March pump, which is used to cool the expansion valve during warm weather, but that has yet to be completely installed,  was detected, an it was advised to complete installation prior to venturing into warmer climates.

It was also suggested that we move the thermostat to an area not so near the engine. We are now waiting on the bill.   With any luck this checkup has saved us over 9K (estimate from Glacier Bay today for new box and system).

12/05/06        We have recalled Anderson refrigeration to detect a slow leak in the closed system.   After 2 hours they were able to locate the leak and replace the Freon with 2 bottles.

 

The safety equipment aboard requires periodic inspection.    In certain instances I have given over complete chapters to some safety items, but needed a place to store vital registration data and inspection due dates.   This section outlines those registration update and inspection dates.

Safety Item Serial Number Inspection / Registration Interval Last Inspection Last Reg Update Inspected At. Reg.  Site
Epirb ADCE0213B900401 2 years reg. 04/07/05 www.beaconregistration.noaa.gov.

 

Radios Purchase Date Battery Replaced Other Comments
Apelco VHF 510 Handheld UNK Part G263717-2 SN 07216
Standard HX250S Handheld VHF CBN250 60U241444

 

Safety Equipment

 

Solar Panels

Between February 17th and February 24th we installed our long awaited “Solar Grid”.  The grid consists of 3 Kyocera KC65 12 volt panels.   Each of the panels are capable of producing up to 21.7 volts of open circuit power, or 17.4 volts with a load.   The max amperage of each panel is 3.75 amps giving us a total capacity of 11.25 amps if everything is perfect.

To enable the perfection of the system we added to piece of equipment to control the voltage and maximize our output.

The first piece of equipment is a solar booster from Blue Sky Energy.    The Solar Boost 2512i(X) is capable of maximizing the solar power we receive from the panels.   In a nutshell batteries can only receive input voltage of approximately 1 volt higher than the batteries current state.   As an example, if your battery is nearly discharged at 11.75 volts and the input from the solar panels is 13 volts, you waste .25 volts in the process of charging.   The Solar Boost drops the voltage to an acceptance rate and turns the extra voltage into amps which is a good savings in the energy department.  The conversion is 95% efficient

The second piece of equipment is the IPN-ProRemote.    The ProRemote is purely a convenience items that allows you to see exactly what the panels and batteries are doing.   It also allows the owner to equalize the batteries using the solar panels.   If there is not enough energy the first day to properly equalize the batteries the remote will continue the process the next day until a full equalization is completed.

 

Stove

We are happy with our CNG stove.   It is the happy medium between our old diesel stove and a propane stove.    For years I have heard evil stories about propane, but the antagonists of the use have slowly faded to the background as Alcohol and diesels have fallen out of favor on the side of ease of use and electrical sensing devices.

Ours is a Hillerange, made by Seaward Products in El Monte California.   The Model is 3131, SN# 13685.

During the last days of October 2005, we ran into our first issue with the stove while trying to make bread.   The thermostat suddenly stopped controlling the temperature and so no bread was served over the weekend.

With a little research I was able to find a parts supplier still in existence in South California. Happily parts are still available from Gas Systems located in Rancho Dominguez, CA.   2970 E. Maria St.   Tel (800) 323-8924, Fax (310) 603 – 0165.

Thruster

Beyond Reason has a bow thruster made by Vetus.   The thruster is a single thrusterbladed electric powered contraption.   The electrical draw is immense and the power is proper for calm waters without much wind.

Date

Type

Comments

Estimated Costs

6/03/04

Zincs

Thruster CMT 20 teardrop,

10/30/04

Zincs

Replaced, screw on thruster is metric or something other that ¼ 20.   Will figure later.

$3.00

 

We had the thruster rebuilt just prior to our trip south as the connections had burnt through and it no longer worked.

Disassemble is straight forward, with 4 socket head bolts holding the motor in place and a bayonet style connection used to connect the motor to the transmission

We had the motor rebuilt by Diablo Marine thruster base and new brushes were added at that time.

Reassembly was simple with just the 4 bolts.   We also located the lubrication cylinder, which is in the bathroom just above the inside of the cabinet.   You can see the lubrication tube leading into the base of the thruster in the picture to the right.

 

The water maker on Beyond Reason is a PUR, Power survivor 35.   Katidyn has replaced this model after purchasing the line from PUR.   The specs on this model are for shown as a power consumption rate of 4 amps (12 Volt) developing 1.4 gallons per hour.

My first test of the water make worked very well.   The prefilter looked clean so I turned the key and the pump began its cyclic movements.   After a short while the water began to trickle into the sink.

The shocking part of the process is how slowly 1.4 gallons of water comes out of the sink.   I checked the rate and it appeared just at the minimum of 1.05 liters per every 15 minutes.   The preferred is 1.25 liters but I have justified the loss to what happened next.

After letting the maker run for approx 1 hour I shut it down and proceeded to re-pickle the unit.   Per the instructions I let all the water pump from the membrane, mixed the solution of biocide and attached the auxiliary pickup to the intake tube.   Nothing.  I was getting no suction now, so I had to being an investigation.

I always find it strange how things will work once for me, but then require immediate repair.   I think this may have been why the Rusts sold the boat.   Anyway, I quickly determined it was the unit and not any of the plumbing that wasn’t developing a draw.

A quick glance at the instruction manual brought me to understanding that one of the 6 O-rings could have developed a leak.   5 screws later I had the unit apart, new O-rings installed and the unit sucking like a, well, you know what I might say, but at any rate it was functioning.

After replacing the tubing and re-installing the auxiliary pickup the unit quickly drank up the solution and was pickled.

I can’t wait to re-try the unit again now, but it will be after the big trip in July.

 

Water Heater

The Water heater on Beyond Reason is made by ABI.  It is a 6-gallon, 110-volt heater with a 1500-watt element.  Until January 2004 the heater appeared to be working very well.   In early January I discovered that the heater was taking more than 2 hours to heat water.

I suspect the element is at fault and will soon delve into the repair of the water heater.   I have heard the elements are easy to replace and they are definitely inexpensive.

Upon inspection it was the heater element that needed to be replaced.    The front cover of the water heater is easily removed showing the element with it’s ¾” face.   After unscrewing this the element is pulled from the heater.

The replacement element appeared to be much better as there is additional area on this one that the original did not  have.   By this I mean the original was shaped like a standard loop.   The new element is a loop, which has been doubled over.   It had to be worked into the hole, and so on removal of this one, I would expect some cajoling to be necessary to remove it.

 

 

 

Rigging
Mast Rig Decimal size Associated Fraction Wire Breaking Strength
Main Fore Stay
Head Stay 0.317

5/16”

1X19

12,500 lbs

Bob stay 0.746 solid

3/4 ”

47,564 lbs

Whisker Stay 0.383

3/8 “

1X19

17,500 lbs

Fore Lower Shroud 0.377

3/8 “

1X19

17,500 lbs

Aft Lower Shroud 0.379

3/8 “

1X19

17,500 lbs

Upper Aft Shroud 0.379

3/8 “

1X19

17,500 lbs

Main Shroud 0.379

3/8 “

1X19

17,500 lbs

Back Stay 0.379

3/8 “

1X19

17,500 lbs

Mast Height From deck 50’

Mast head FWL

54’ 8”

Antennea + 3’

Mizzen Fore Lower Shroud 0.318

5/16 “

1X19

12,500 lbs

Aft Lower Shroud 0.259

1 / 4  “

1X19

8,200 lbs

Main Shroud 0.259

1 / 4 ”

1X19

8,200 lbs

All rigging is understated as it is assumed to be metric.  Replacement should be 1 step larger.

The rigging diameters are given in inches and approximate fractional size.  I took these measurements on February 28th 2004.  At this time all rigging appears to be in good shape and had received an inspection the previous year when the spars were re-painted and the masts re-stepped.

Voyaging and Event Log

 

Date: 6/06/03

Departure Port: Alameda

Lat:    Long:

 

Mechanical condition: (Hours, issues, fuel)

Need to reset or replace hour meter.    We have log a minimum of hours 10 –30 hours since purchase and the hour meter is showing 2-3 hours usage.

Additional observation. Is the engine and surface rust increasing?  It appears that the outside surface rust has increased since we bought the boat.   I am concerned that the harbor may be hot and we have already (6 months) gone through our zincs.   I will check later this week and document all zincs.  Current Zinc list includes,

2 – Heat exchanger

2 – Rudder pintle

1-prop nut

Prop shaft

I will update the sizes in the next installment.   There is also 1 zinc on the Entec generator.

Trip

 

Date: 6/14/03

Departure Port: Oakland, Union Point

Lat: 37’46.36   Long: 122’14.33

 

Mechanical condition: (Hours, issues, fuel)

Engine ran great throughout the trip.   Average Temp 158.   No trouble noted.

Trip:  Departed Oakland approx 0800.   As crew were Lisa and John.   No wind so a full motor out to Sausalito to watch the IACC boats race one of a series of races.   Arrived as scheduled at 0930.   It was fun to see the boats that had raced previous A-cups.    Following the end of the first race, 1130, we departed to set reefs in the main, which had yet to be completed from the mast job.

Reef lines where quickly fixed though I still question how the originals were ran.   Will continue to check to see if they need to be adjusted.

Arrived back at Alameda, CA approx 1400.    Dropped John off and then departed again for Treasure Island.    Dropped hook at TI in 16 feet of water with 80’ of chain.   We were not going anywhere.   Spent a pleasant night talking and eating with Lisa.

Awoke the next morning.   Much of the power was drained, so we started the Generator.   Gen ran for approx 1 hour with no issues.    Brought the power up significantly, so electrical appliances could be used.    Stood by anchor till 1400 the next day before departing for Oakland, enroute to pickup Stephanie.

 

 

:


 Date: 8/30/03, Half Moon Bay

Departure Port: Alameda

Lat: 37’46.598   Long: 122’14.555

 

Mechanical condition: No issues other than the Generator not working.  70 gals of fuel (full port tank).

Trip:  I am writing this after the trip.  Lisa and I had a wonderful time.  We departed by 7:30 AM giving us time to run to the Golden Gate Bridge by 10:10 am (the end of slack tide).   We arrived just in time for the slack tide to be changing to flood.
This is the appropriate time if you have plenty of wind.   Unfortunately we did not and ended up trying to sail against the tide for an hour or two.   We arrived at buoy #2 (first buoy outside of gate) approx 1300.

Had we left earlier, we would have  shaved 2 hours or more off our time to the first buoy.  Most of the fleet was ahead of us by this time, and they all kept the shoreline course.  In previous trips we had taken the shoreline route, but the conditions can change quickly over the southern shoals and on the return trip, many of those who chose to come back via this route had much rougher conditions.  We chose to take the outside route before heading south (2 miles) off the Point Montera buoy.

The wind headed us the entire trip, so it was slow motor and slow sail all the way in.  Lisa located the amidships berth and appeared to enjoy a nice nap during most of the trip south to Half Moon Bay.  Arrival time was approx 1700.

We confirmed each of our waypoints on the way down to assure us a safe passage back even though we anticipated fog in the early hours.

The yacht club was refreshing.   More of an upscale Palapa than a Yacht Club.   Cement floor, places to wash sand off of yourself, directly on the beach, and an enormous fire pit, all made the club, the best we have been too yet.

We visited the club on Saturday evening after being shrugged off by our own club who had anchored (poorly) in the enclosed bay.   We chose to hang out in front of the pot-bellied stove inside the protection of the huge Sun Room.   The weather was warm, so there was really no need stay inside, but another club was outside enjoying oysters and charred beef from their Hibachi’s.

Following a drink and some time to relax, we moved down the main strip to the Fish Trap.   The Fish Trap is an over priced fish and chips restaurant.   I am not complaining, the ambience was funky and just what we had expected.   The Foster’s were on sale and I really didn’t mind spending $14 for fried fish.

We had fun eating and ease dropping on the large couple beside us.   It is always fun to listen to other people problems as it makes our issues seem that much smaller.   Apparently the husband and wife were not getting along together.  Something about a shopping trip that the husband did not want to go to.

On Sunday we mulled about in the dingy, narrowly missing getting flipped in the surf along the beach.    The weather was warm (70 – 80 degrees), calm and completely enjoyable.    Around noon, we met with our club and brought margaritas in a thermos, which was a big hit.    Apparently there are not many people who have blenders on their boat.

In the evening, we moved over to the Half Moon Bay Yacht Club for the grand fire.   I can’t say the time was extremely exciting, but I fully enjoyed the fire for what is was for nearly 2 hours.  Wonderful

Departure on Monday morning was interesting and typical for Half Moon Bay.    We tried to sneak out early, only to find that the GPS points I was looking at had not been reversed.   We used the radar to come back into the harbor, reset the marks and made our departure.

The trickiest part of the trip out of Half Moon Bay is the channel.   The first marker showed up well on the radar and we saw the mark at approximately 200 yards out.   From there a  course is set for the outer buoy.   The channel should be approx 40 feet deep at the shallowest and continually get deeper from there.

At one point we saw 27 feet and began emergency procedures turning south for deeper water.   Apparently I had been favoring the North side of the channel, and nearly put us on the reef.   The turn to south was the right decision and we immediately saw deeper water.

The trip back to the bridge was done purely by Radar and GPS.   Visibility was less than ¼ mile the whole way back to the bridge and beyond.   The boat worked flawlessly and Lisa did not feel sick at all.  She has since concluded that the amidships berth is perfect for future travel at sea.

One the final run to home (Golden Gate to the estuary) we saw nice winds and it was great to shut down the engine.   I suspect we motored  15 – 20 hours. This gives us a burn rate of approx 1.75 gallons per hour.

 

 

Date: 10/18/2003 McNears Beach

Departure Port: Alameda

Lat: 37’59.807 n   Long: 122’27.194 w

 

Mechanical condition: Filled Port tank, 46 gals, and starboard tank 14 gals.  Everything is working today

Trip:  McNears Beach, San Francisco Bay.

Arrived yesterday after a nice trip across the bay in light winds.    I had topped off the batteries with approx 5 quarts of water the night before so we had plenty of power.   We met the OYC later in the evening following a beach side picnic with Lisa and Sparky.

We met another couple from the club at the beach, Rick Scaife and Viera plus their dog Neopolean Bonaparte or Bony.   Rick is not a small man and I would guess he was in the mid to high 200’s, while his dog was a 70 lbs Basset hound.   Together with Rick’s girlfriend they made quite a site in the 5-foot inflatable department store dingy.sparky at McNears beach

We were amused watching them, but to Rick’s credit they and the plastic oars of the dingy safely transited the ¼ mile to their boat.

This morning we woke up with the usual Sunday Humor.   I was a bit hung over from the night before, but Lisa sympathized with me and made breakfast.   I am not sure if Lisa has ever made breakfast before.    She is normally a great cook, and has put together some fantastic meals, but only Lisa could cut her finger on eggshells.   I was in the cockpit when the bizarre accident happened.   She spent the next ten minutes trying to extract the impailment then proceeded to continue trying to open the eggs.   Another 10 minutes later and I was doing the chore myself.

Mcnears beachWe spent the afternoon in the dingy going up to Goleta creek.   We should have brought more fuel and money, as there is a quaintly rundown bar just inside the mouth of the creek.

 

Once back to the boat, Lisa put together a great lunch and then we made our departure for home.  McNears beach and China camp are still one of our favorite anchorages in the bay.

Date: 01/24/04 Angel Island

Departure Port: Alameda

Lat: 37.51.460 N   Long: 122.25.122 W

 

Mechanical condition: (Hours, issues, fuel)

Trip: Angel Island San Francisco Bay

US COAST GUARD BOARDING!  The CGC Sockeye has hailed us and they are sending a boarding party to inspect Beyond Reason.    SR3 Matt Turner climbed aboard and proceeded to check our boat for compliance.

Valid documentation was asked for and proof of indelible marking on the hull to confirm.   I also had to produce the Waste Management Plan for the vessel.  Luckily I had the plan and was able to produce without issue.

We were given grace on the discharge of the head.    We had been open to the sea, but being in enclosed waters could have produced a large fine.   Life Jackets were checked and confirmed as within tolerance.   Our  Oil Discharge signs were also passed with colors.

In all the boarding went well and SR3 Matt Turner was pleasant and complimentary with regards to the boat.  He circled number 133 on his Boarding Report (No violations).

Lisa and I continued our voyage to the East side of the island and anchored in 20 feet of water.   I deployed a snubber through the anchor rollers and then launched the dingy.

Sparky was very happy to go to the beach for exercise and adventure.   Of the treasures we located while at the beach, 4 tennis balls, 1 tennis throw toy,1 duck decoy and a hypodermic needle where found.   We left the needle, but took the remainder of the stash.

Following our exercise on the beach, we decided to go for a long dingy ride around the island.    Lots of little beaches to explore along the island and we will have to take the time to check them all later.

Because it was overcast, we did not dwell on any of the other beaches, but simply putted around the shore.   The nice thing about the overcast is that it brings out many of the animals that would otherwise be hidden.    We counted 7 seals, hundreds (literally) of Cormorants and several people.

When we returned we opened a can of soup that had been on our previous boat, and warmed it for lunch.   It is amazing how certain foods seem like a good idea, but when it really comes to cooking them you really want to save them for that special time, so they stay unopened for years.   This was one of those cans.   Eat by date was September 2002, oh well we are only a day or 500 past that.

I have heard of military sea rations being good for years and years, hopefully this can of soup is similar to those old sea rats.

We are expecting low tide around 7 pm tonight.   I am confident we have plenty of water under us, but it will be a minus 1 tide, so will have to watch.

We are now showing  10 feet and all is OK.   Several things have occurred during the last several hours.   As is it now 1955 this is being written in past tense.

Some time after 5 pm we noticed a sailboat  that was approx ½ mile to our east.   I watched it closely as there was something strange about it being out as far as it was, and yet it had no sails up and  appeared to be drifting out to sea.    After approx 15 minutes I noticed that is was drifting even further out to sea yet it was facing into the tide.   I decided the boat needed to be rescued so I grabbed the handheld VHF and jumped into the dingy.   I had Lisa monitor my channel just in case I was shot while trying to rescue a  foundering boat.   When I arrived at boat, it turned out to be a couple of hippies that where smoking hooch and fishing for flounders or something.

The guy was appreciative that someone was watching out for other humans.   I gallantly sped home and told Lisa about the escapade.   After relaxing a bit, we decided it was time to BBq so we took out some of the old sausages we had and burned them well to assure no poisons were contained.

As it reaches 8pm, I have to say this is a glorious night.   Lisa is down stairs sleeping or napping after dinner.  The inside temperature last time I checked was almost 80.   I am outside enjoying an almost perfect San Francisco Bay night.   The lights of the city are shinning on a very crisp, yet not so cool night.

I would say the temperature is hovering around 60 degrees F.  The stars are clearly out and the lights of the city are reflecting in the calm waters of the bay.   There are some scattered clouds, though within the entire sky I can only see 2 distinct cloud forms to the east.

I have had some old growth wine by Topolo that was very good and distinctive, coupled with a Padron cigar and life is rich.

The tide is now increasing so I imagine I can safely go to bed.   The seals on the beach are driving the dog nuts, but that is good for him.   I expect peaceful sleep by all tonight.

At this time I can safely say the weekend is relaxing and worth every amount of effort I have put into it.   The effort has not really amounted to much as I was too lazy to go to the super market on Friday night.  Surprisingly we are not perishing nor even having to tough it out.

 
Date: 20 March 2004, Round the Bay with Blake

Departure Port: Alameda

Lat:    Long:

 

Mechanical condition: Everything functioning.   Just replaced the zincs on the prop, rudder shaft, drive shaft and bow thruster.   The zincs are fading faster than I thought.   I have replaced the starter battery as well.

The starter battery has been bad for over a year now, so with any luck this will help with the loss of zinc.

Trip:   We have guests for the first time in some time.   Blake Cooke, his wife Sharon and two swabbies  Thomas and James are aboard.   James is quite the aspiring Marine Biologist and takes to the boat quickly.    Both boys are in the 10-year range.

We pulled out around 11:00 and planned to proceeded in a clockwise fashion around the city front through Raccoon straights behind Angel Island and back.   The morning was gorgeous as we motored up the estuary.   The wind was light and the day looked like it would be completely laid back with only a small breeze.

When we exited the estuary the wind picked up to approx 8 knots and we were able to make way  (outgoing tide) under sail.   We actually were doing quite well against another Ketch of similar size.

As we past under the San Francisco side of the Bay Bridge the wind began to fill in nicely and we had a nice heal while making 6 knots in 10 – 15 knots of breeze.  These conditions lasted till we past Alcatraz Island.

Just after passing Alcatraz the wind increase to 20 – 25 knots.   As we had only another mile or so, I left the canvass full and proceeded on course.   It was only then that we noticed a tanker taking up our reciprocal course.   Not to  worry, we tacked to starboard and slowly made way towards the Golden Gate.    We could have eased sheets and headed back down the city front but we figured the tanker would soon pass and we could continue.

After nearly 15 minutes of waiting we were able to  re-establish our course and head into Raccoon Straights.  It is at this point we reefed down.   We should have done so 15 minutes previously, but with the tanker and the tacking we didn’t notice the wind had increase to 25 plus.

Once reefed the boat settled down and we all enjoyed the trip though the straights.   Lunch was served up shortly afterwards on the backside of Angel Island.

I must remember when taking out crew for the first time that reefing early is Good.   The members of the crew all seemed to take the over canvassing in stride, but the anxiety level was definitely increase.

The trip home would really prove the metal of this new crew and I set the reefs early.  Actually I left the main down as the trip would be a full reach and run.  I expected some heavy air so the mizzen was left full and the jib was trimmed down to just a 90.

As we hoisted anchor and began to peak around the edges of the island, the young lads became over comfortable with the situation and had to be rained in.   The wind increased from 25 to 30 then steady at 35 knots as we pulled into the slot.

 

Date: May 22, 2004, Kboom Festival

Departure Port: Alameda

Lat:    Long:

 

Mechanical condition: Replaced O-rings in Water Maker, tested waste brine and water output, changed primary fuel filter (not Racor).

Trip: Departed for the K-FOG Kaboom, San Francisco.   Had a chance to test the new reefing system on the Mizzen.    All the equipment worked and in 27 knot of wind and reefed jib the boat had neutral helm and could easily attain any point.

Guest today included, Marv Clark and Kelly and Corbet Parker.  When we arrived in SF we anchored near pier 40.   With the barbeque started we began to grill dinner for everyone.    It is a pity that the rules of the game can’t be published early, but the police came by and requested we move south of pier 38. This sounds easy enough but in actuality it required a move of more than ¼ mile due to the congestion.

Once anchored for the second time, everything went well for the remainder of the night.    We anchored in 68 feet of water letting out just 180 feet of chain, again due to congestion.

The trip home was very speedy.   With just the full Jib pulling we moved along with the tide at close to 6 knots.   It was an anxious moment coming in to the marina, with 10-15 knots of wind and a near maximum flood tide in the same direction.

We eased into position at a near drift and turned to port for the line up.   I made the line up early this time, and dropped the transmission into reverse at about 1000 rpms.  As expected the bow began to drift down with the current.   We countered with the bow thruster, but it is underpowered so just slowed the inevitable.   With the rudder hard to port, a juiced the boat into forward and raised the Rpms to about 1500 for just a second or two to twist the stern to starboard.

With the bow thruster still engaged, we shifted to reverse again and began to back down straight once more.   Since we had started the process early, we had plenty of time for adjustment.   Following three of the forward/reverse actions and leaving the rudder to port nearly the whole time, we pulled directly into the berth without a touch.

 

 

Perfect docking!!

After saying goodbye to our guests, we did a quick cleanup and then off to bed.   Today was a good day.

 

 

Date: 28 May, 2004, Benicia Prep

Departure Port: Alameda

Lat: 37’ 47.023N   Long: 122’15.797W

Pressure: 1018 mb

Mechanical condition: Batteries good, Fuel low on Port, good on Starboard, draining from starboard.

Trip:   We are prepping for the trip to Benicia today.   This is the beginning of the Memorial Day Holiday and today is Friday.    I have just completed the removal and installation of the house battery bank.   We are now showing 740 good amps with a full charge.   The starting battery is near new with additional 120 amps.

I tested the generator as well this week and was please with the sound and function for 30 minutes.

On board will be Lisa and the pup, Sparky.   Current conditions in the harbor are 19 knots steady with gusts to 22.   Will monitor for an hour or two before making a decision to move to Treasure Island or wait for a 0600 morning departure.

Slack tide is 0647 tomorrow, with a Max flood at 0900.    Weather conditions for the weekend are Sat/Sun clear, wind 10 – 20 MPH.

Have set up waypoints for this trip from Alameda to Benicia

DATE: 29, May 2004,

We have arrived at Treasure Island and have made anchor in 16 ft of water.   The anchor is holding well and the wind has moderated to 4-7 knots.   The batteries are working well though there were some anxious moments during our initial departure due to the inverter cycling.   Not sure why.

The bow thruster is not functioning at this time, but I am assuming it is the solenoids as this has caused trouble in the past.

We should be underway between 5 and 6 AM tomorrow to catch the last portion of the tide into Benicia.

 

Date: 29 May, 2004, Benicia

Departure Port: Treasure Island

Lat: 37’48.930                        Long: 122’22.03

Pressure: 1018 Mb

Departed Treasure Island this AM approximately 0600.   After dropping 100 feet of chain in 16 ft of water last night I was not in a good mood.   We definitely stuck to the bottom.   Problem being that the bottom is a sticky gooey mess and all that chain required cleaning before dropping back into the boat.

Once the cleaning was completed, we were underway and the fresh coffee tasted good as we caught the last of the ebb tide prior to Angel Island and eventually caught the incoming flood tide up to Benicia.

beniciaBy all accounts it looked like this would be another motorboat trip as the wind was light and on the nose.   Once around Pinole point though it turned and began running with us.   We stopped the engine and pulled up the main, mizzen and jib and began the sailing into Benicia at 2.5 knots.   Time was not important today so we casually moseyed along and enjoyed the warm weather.

By noon we had reached the Carquinezbill with stripper in benicia Bridge and were had switched to spinnaker and mizzen.   We had been trolling a lure for sometime and just about the time the spinnaker began to wrap around the head stay, we caught a fish.

Mind you it was not a keeper but a fish it was.  The rest of the trip into Benicia was a breeze and we pulled in an tied up next to American Odyssey, a beautiful Grand Banks 45(wl) with out event.

Dinner was at 1800 and consisted of Ahi Tuna, Chicken and pork along with some other stuff.

There is concern over the batteries already.   The fridge has been running most of the day, but the batteries were at full charge early in the day and are now showing yellow lights which is 50% charged.   That’s a lot of battery in one day.   Will have to monitor closer and run the generator more (yuk).

 

 

Date: 10/10/04 Outing with Mom

Departure Port: Oakland Yacht Club

Lat:                  Long:

Pressure

Well, needless to say, we have had a slow end to the summer.   Have made several trips to the bay over the August and September time frame.   September 11-12 being the most notable up to this weekend.

On the 11th we put out to Angel Island for the weekend.   We were lucky to find that the Alameda Yacht club was having a get together so were able to enjoy some of their social hour on Saturday.

We met the owners of Tensegrity, a sister ship to BR.   Keith and his lady friend (whose name escapes me as I write) have some knowledge of BR’s past owner Robert/Restless.  It was very interesting to hear the dedication that was put into the boat by Robert during his preparations for Hawaii.   Per Keith he tells me the quality of the epoxy bottom and all electrical wiring was top notch.

This past weekend we spent approximately 8 hours taking my mom and her friend Ann out for a cruise on the bay.   We had glorious weather, 15 knots of breeze and highs in the 70’s.   We spent some time reaching from Treasure Island to Angel Island, then spent an hour having lunch hove-to behind Angel Island.

Lunch was complete with Cordon Blu chicken, spring salad with honey glazed walnuts and Gorgonzola cheese, tortellini and ice cream for desert.  Following lunch we were back out to the main bay enjoying what was left of fleet week complete with the Snowbirds from Canada.

 

Date: 10/17/04, Baker Beach, Horseshoe Cove SF

Departure Port: Alameda

Lat: 37’49.984             Long: 122’28.519

Pressure

A sad discovery today, we have lost part of the log due to some computer glitch.   I will try recovery tomorrow, but it looks like everything from July 31, 2004 to October 17th is lost.   Due to this snafu, I will end the log after this trip, print a hard copy and maintain a new copy of the log.

This is now volume 2 of the BR log.    I have saved the complete original to disk and will soon be producing a hardcopy for keeping aboard Beyond Reason.

Lisa and I are enjoying the trip this weekend to Horseshoe Cove.   We have sailed 15 years on the bay and never dropped by the cove or the Presidio Yacht club.

I had spent some time during the previous week contacting the harbor master at the Travis Sailing Center at the Presidio Yacht Club.   According to the harbor master there was plenty of room within the cove to anchor out.   In reality the cove has limited but adequet swing for 3 yachts or so.

A full blitz of the cove would be difficult with more boats, and as we eventually found out the wind can come up quickly and requires that your place enough scope to hold you in all wind conditions.

Before we set the anchor we tried to contact the club and eventually contacted one of the men on the Coast Guard lifeboats that are stationed in the cove.   According to the Coast Gaurdsmen, we were able to anchor anywhere within the cove.

We tried to stay out of the way of incoming boats dropping anchor near the center of the cove, and paying out about 100’ of scope (15’ water).

In typical fashion we stormed the club for drinks after working up a nice lunch of white beans and squash, followed by the making of dough for dinner bread later in the day.

The club was vacant and the bartender explained that the club is made of mostly military members who live in other parts of the country.   The atmosphere was warm, though they have don away with a fabled grand fireplace, which actually turned out to be a propane induced fire pit.   Either way, it is gone now due to fire code.

After the quick trip to the club, we were encouraged by the beer to find our way out the cove and into the teeth of the Golden Gate.  The teeth I refer too are actually the rocks on the northeast side of the gate.   The tide was running so we actually did not go under the gate (yet), and finished up with just a quick trip around the harbor.

Home again we plopped the now risen dough into the over and within 40 minutes had a beautiful loaf of fresh bread that we chased with our bean stew and Ironstone Cabernet.

Dinner was followed by a short dingy trip on the now moonlight waters of the cove to the Yacht club dingy dock.  We had decided to go for a walk since the weather was clear and warm enough to enjoy in shorts and a sweatshirt if one was inclined.

On the walk we discovered that San Francisco had a department of Hazardous substance, that had closed down the lower road that use to go around the base of the bridge.    The closure was due to lead paint.   We continued up another road that lead under the bridge.

Lisa had some concern as there where barricades set up in a brick-brack formation to keep cars out, yet no signs to keep out pedestrians.   No, we did not have to step over any barricade either.

At the top of the hill, we turned around to go back to the boat.    This is when we found Officer Brown of the Golden Gate Police department.

Officer Brown asked if we had enjoyed our walk and said his group had been following us on sensors and Closed Loop TV’s during our trip.    It’s a good thing we had been good.

After a light interrogation, we were free to mosey back to the boat.  In-route we ran into 2 skunks, and managed to get them to move off the path without spraying us.  All in all a very nice walk.

As the morning light came up the next day, we broke tradition and woke up early. We Cleaned up from the night before and matching time with the slack tide, boarded the dingy for an assault on the Golden Gate.

It felt odd to be going under the gate in a dingy.   By all accounts it was calm with a slight overcast.   It would have been simple to even go under the bridge on a wooden raft had we wanted.   All the same, there was an overshadowing sence that this trip was wrong, or could go wrong.

As we began to go under the bridge, I found myself increasing the revs on the outboard, just to be sure the engine did not die at the most inappropriate moment.   Of course nothing went wrong and we were rewarded by seeing some very interesting rock formations just under the bridge, a result of the California coast being up-heaved by seismic conditions.

We returned again and explored the Fort Baker historical site before heading for home.

Fort Baker at one time must have been beautiful and for sure still is, except the buildings on close inspection are beginning to deteriorate quite rapidly.   As we wandered through the site, we wondered why the State or Government could not create a Condo type arrangement with the public, to have the homes rebuilt in exact conformance with the original homes, and keep the park open to the public, yet have the homes privately owned to reduce cost.

Date: 11/06/04, Belvadere Cove, CA

Departure Port: Alameda

Lat:                  Long:

Pressure:

Today’s departure was a little late.   We attended the general meeting of the Oakland YC and left with another $25.00 in increased fees.   Our destination today, staying with the theme of new and exotic ports around San Francisco bay, is Belvadere Cove in Tiburan CA.

This is another of those ports that we just haven’t paid any attention to in the last 9 or 10 years.   We did once try to stay at the Corinthian YC but we were kicked out before we could even tie up to the guest dock. Our attempt this time will be more stealthy as we will just drop anchor in the harbor and run to shore before anyone can identify us.

The wind is very light but we are able to pick up enough to pull us from the entrance of the estuary to behind Angel Island.   This works well as we don’t know the harbor at Corinthian.   Once the sails are down we motor the short distance to the harbor.   The entrance looks similar to what I remember, congested and unforgiving to a boat with limited handling and a large bow sprit.

We decide against the entrance and head directly for the mooring.  It is only a quick call to the YC and we are actually given permission to tie up for the night free of charge.   The club sent out a boat to get our registration and we were free for the weekend.

We got kind of a late start to begin with so we dropped the dingy in the water and motored off to Sams.  Sam’s is an icon on the bay, though we have never visited before.   For the most part Sam’s is occupied by sailors and folks in their 30’s who probably wish they were younger.   This suits us just fine, since we fit this category well, if not on the older side.

The restaurant is mostly a large patio that holds about 300 people and seats 250.   It is jammed, but perfect and we settle into bottled Pabst Blue Ribbon beer and sandwiches.  It is November and all that is needed is a light sweatshirt to enjoy the sun and fresh air.

Tiburon itself is like stepping onto a movie set.   The main street off the harbour looks just too fake.   The stores are all on a zero lot line, though there are not strip malls.   Each store front is different.  We didn’t stop into many of the stores as the pricing was over our budget, but the stroll was delightful.

As the sun was going down we retired back to the vessel and finished the night reading and enjoying the fire.

Morning brought a beautiful sunrise and required a dingy ride around Tiburan point.  There was not much activity around the harbours so after a tank a fuel was burned we cleaned up and prepared for going ashore to take in a movie (Ray) and finish off the weekend.

The tide was with us on the way home and it was a quick trip and since the wind had completely died by the time we got home, docking and securing was easy and fast.

 

 

 

Date: 12/31/04 SouthBeach Harbor

Departure Port: Alameda

Lat: 37’46.866             Long: 122’23.095

Pressure

Departed Alameda for South Beach.   We are expecting the weather to stay clear tonight, but the pundits are saying otherwise.   As we roll down the estuary the sun is out and the weather fine for short sleeves and possibly short pants if they were available.

As we are clearing the estuary we call into South Beach harbor and ask for a place to ties up to for the night.   Lisa and I want to hang out tonight at the Embarcadero and see the fireworks.

I have spent about 15 minutes on the phone with South beach and I not had any luck in securing a berth.   In the back of my mind I am hoping the weather goes south so anyone with plans to stay over at South Beach will cancel, thus providing us an opportunity tonight.

Following another ½ hour of great sailing, the weather begins to quickly change for the worst.   You can see the squalls up ahead, and Lisa smartly suggests the foul weather gear.   Normally I am reluctant to subscribe to the wearing of the gear, as it is positive reinforcement that the day will not turn out fine.

Since I wished for this weather I oblige and am handed up both bottoms and tops.   Lisa stays below to warm soup while I get ready to do battle.

We are sailing very near the coast guard station and in the channel.   As if on queue with wind and rain, a large cargo ship comes past and requires us to exit the channel toward Treasure island, we are there essentially becalmed but pelted with rain, due to the wind shadow of the island.

One the ship clears, there is another waiting in the opposite direction and the scenario continues.    We burnt up an easy hour waiting for both ships and their accompanying tugs to clear before we were on our way.

When the squalls finished they left us with zero wind and so we rolled along at bear steerage toward our destination.

 

 

 

As 2 o’clock came by, we arrived at our quazi destination and entered the harbor.   From the number of empty berths we felt for sure we would score a place for the night and were not disappointed when we called and confirmed a spot.

Once we settled in, the rain started coming in earnest with a steady pelting.   The dog needed a walk, so we both donned our rain gear and went ashore.

The Ferry building has really changed since the last time we visited and now is filled with shops and deli’s that will make this a much better destination.   We returned to the boat around 6pm and had a dinner of butterflied shrimp, and collard green for the New Year.

Near 10 pm we strolled out to the embarcadero for drinks and to ring in the New Year.   The fire works display was most likely awesome, but due to our location, palm trees were in the way for the better part of the show.

All things considered, we had a very nice time.

 

Date: 1/01/05, Aeolian YC, Cold Buns

Departure Port: South Beach Harbor

Lat:                  Long:

Pressure 1005mb, 29.5 in

The weather forecast does not look good for the trip around the Alameda today.   The barometer reading above is the lowest that I have ever seen in the bay area, though I don’t suggest that the reading actually has any significance, as this is not something that I monitor very often.

Due to the tide we are not in a hurry to depart and finally cast off the lines around 9 am.   The day is looking quite nice and the barometer is on the rise.   We follow the excellent directions on the Aeolian YC’s website, and have no problem with the depth.

We confidently call the YC’s duty officer and have no problem berthing to an end tie and proudly march up to the bar for Gin Fizz’s, Bloody Marys and chili.

We meet Gerry and Judy Greth aboard Tortuga Del Mar at the club as well and they suggest we continue to Ballena YC for a real lunch.   We have not been in Ballena YC in many years so follow their lead to the entrance.

Because of a time constraint, the turtle must reconsider and takes their leave to return home.

Lisa and I had a quiet time at Ballena, and returned to the boat to consider the nights destination.

We eventually decide on heading home, and make our return approx 8 pm that night and turn in exhausted.

 

Date: 02/12/05, Trip with Delphineous

Departure Port:

Lat:                  Long:

Pressure

Well it has been a while since I have sat down to jot up one of our adventures.   We have been sailing several times this year, and for the most part the weather has cooperated.  One of the items we had not been able to do was to get together with Kathy and Dino Bartolin of the HC 43 Delphineous.

We had first met Kathy and Dino at the Lighted Boat Parade in Dec 2004.   Since Delphineous is a sister ship to Beyond Reason and Kathy and Dino both have the same outlook on cruising the Lisa and I share, we have really looked forward to our first sail.

The weather today is not a disappointment.   It is mid February and I am already finding beads of sweat on my brow when I open a beer up to fast or am too heavy handed shaking up the next margarita.    Unfortunately I am the only one who has the morning off, so impatiently I wait for my crew to finish class.

Lisa is finally let out of charting class around 1500 and it will be a race to get to Point Blunt by Sunset.  Monday is Valentines day and I really did want to make Sunset.

After the final preps we pull out of the slip and Delphineous is just coming up the estuary to meet us.

Although the boats are sister ships, there are marked differences, both in outward appearance and within the structure of the boats.   Delphineous is a “Performance keel” or mark II, with Pullman berth and Yanmar engine.   Outwardly she carry’s tanbark sails and a slightly smaller jib and mizzen than BR.   I have my doubt that we can compete with them in an upwind duel, but only time will tell.

The trip up the estuary is uneventful as mostly we are motoring and slowing raising sails according to the direction of the wind.   Once out of the estuary and under the Bay Bridge, we begin to adjust sails with earnest and as we cross the Northern Tip of Treasure Island, there are 15 knots of wind coming almost directly from our destination.

The angle of the wind is not normal, as this would usually be close reach to Point Blunt.

 

We stay close to Delphineous, but eventually have to fall off just slightly to relieve pressure in the main.  We could have reefed but by the time the wind kicked up to 25 knots, it was easier to just crack off a bit and retrace the 1/4 mile we would lose to Delphineous in the end.

It was impressive to see both boat in full canvas under the pressure of the wind, and I do believe we could match the “performance keel” in speed had we taken the time to either pull the traveler to leeward, or reefed down to the first point on the main.   Even taking in the mizzen would have rewarded us with extra speed.

Delphineous had trouble setting their hook in the normally good holding ground, but our tackle grabbed first time out.   We had made it in time to blow up the dingy and set out to watch the sunset.

Something I have had to learn over and over again is not to rush the cruise.   It always leads to uncomfortable feelings between myself and the admiral.  I did, it did and I should have just relaxed and waited for the right moment to begin the evening.

So, after dropping the hook, we worked on dinner and eventually went to get the Delphinenans.    Dinner was homemade bread, Chicken Marsella and wine, lots of wine actually more wine that should have been drunk, but then again it’s all for fun.

Following dinner we all packed into the dinghy and finished off the evening on Delphineous watching the video of Captain Ron for the 10th time.   We had a great time.

The morning brought overcast sky’s an a slight drizzle.   We were up early and worked on breakfast, while the Delphini appeared to sleep.   The excuse from Dino and Cathy were that Dino was tired, but I suspect the wine may have had an effect.

To wear off the edge of last evening all 800 lbs of us, rolled into the dingy and motored off in grand style to the shore.   We didn’t have more than 2” of free board (tube) above the water in the rear of the dingy were Dino and I were enjoying a morning cocktail.   The girls of course had more room.

The excitement came when were rode over several ferry waves and lived to tell the tale.   So a quick trip to shore then back to the boats to weigh anchor.   As usual our washdown pump only works at the dock, so I am up front with 1 foot on the windlass, 1 foot on the railing, and all three hands occupied with buckets of water, scrub brushes and a finger pointed at the comfounded pump that won’t work.

By midmorning we are free and off on a light breeze towards home.  Plenty of time of pictures, a relaxing lunch under sail and back into the berth by 5 pm.

 

 

 

Date: 04/30/05  Treasure Island mini Vacation

Departure Port:

Lat:                  Long:

Pressure

We’re here! Or so Lisa has called out.   We are at the entrance to Clipper Cove.   Lat 37’49.133N, Long 122’21.753W and stuck.   It is 11:30 AM and by the looks of the tide chart we have another 1 hour to go before the tide turns.

The tide is a Minus 0.7 (-0.7)  tomorrow is only a –0.5.   I have surveyed the intire area and determined that on the very North side can be accessed and only in other than minus tides.    It appears that the lagoon has filled in to approx 6.5 feet on a zero tide.

The shoal begins to drop once abreast of the small sailing center ramp..

As we sat, Lisa decided to do a little waxing on deck.   This was our original plan anyway so we are not losing time, nor really concerned about the tide.   I have turned on Onay just to put a couple of amps into the batteries.   The start time was 1230, and we were short by –147 amps.

We got off the shoal approx 1330.   We have additional amperage, but the sun is now gone and the marine layer has dropped in.   Unfortunately it does not appear this is going to clear up..

 

 

 

Date: 06/11/05 McNears Beach

Departure Port: Oakland

Lat:37’59.79    Long: 122’26.982

Pressure

Boy,   tough night last night.   Sparky was really a handful at the OYC.   Apparently some female dog was in heat and it was a real struggle to get him to calm down.   Eventually it took a quick argument for Lisa and I to decide to take him for a forced walk.

If Sparky could talk, it would be the trail of tears that he went on, but I was able to handle the stride through the entire 3 plus miles.    When we got back to OYC he was pooped and slept till about 7am.

This morning was kind of a struggle, as Lisa and I were still kind of upset with each other.   Eventually Lisa went to the store with Spark and I washed the boat down from all the work we have done in the last couple of month.

When we departed (0900) we were in OK spirits and enjoyed a very relaxed and slow trip to McNears Beach.   When we arrived the wind was just in between zephers and turning.    We inflated the dinghy and took the dog for a more subdued walk on the beach.   The walk turned into a “boat and drink” trip on the way back, so even though we only traveled about a mile each way, it took the better part of 4 hours.

Sparky is now happily soaking up the sun on the deck, Lisa is in the shower cleaning up and I am writing to you.    I am just about to drop the match into the propane and ignite the BBQ.   We have Tri tip on the menu, so this should be nice.

The evening looks like it will be spectacular as the wind should decreese soon.   It is only blowing in the low teens, so don’t believe that there is any stress on the boats anchor.   So far, this is a spectacular 2 day holiday.

We had an excellent dinner tonight.   The wind died down by 5pm and we enjoyed the night listening to Kirsty MacColl and Elvis.   It Couldn’t get better; except for the Punch Puro Grande cigar that concluded the night
Date: 07/02/05, Delta

Departure Port: OYC, Alameda

Lat:                  Long:

Pressure

Goodness, it has been a while since I have written in the log.   Was I sure we had documented this trip to the Delta, but apparently it was soo much fun that we forgot to do any note taking at all.

By the time I finish hear I hope I remember at least some of the names of the folks we met along the way.

We departed at exactly 0600 on Saturday Morning.   Lisa was not able to get off on Friday so this would have to be a quick 3 day run to the Delta.   The wind appeared in our favor out of the estuary, but not wanting to miss the incoming tide; we motored out the estuary, through the bay and didn’t shut down till we passed the Richmond San Rafael Bridge.

Our timing was perfect as we met the tide correctly and the wind was just edging up into the low teens.  With the engine shut down, we began the trip in earnest.  Although we were in a rush to get to the delta, we never raised the main, just Jib and Jigger.   My though was it would be too much effort to pull the main down when/if the wind piped up around Middle Ground.

It was not long before we cleared the Carcinuez Bridge and were met with the decision to clear under the Benicia Union Pacific Bridge.    The tide was carrying us much quicker towards the usually open train bridge, so I pulled in the jib while trying to glance at the bridge height on the map.

Beyond Reason had never been this far east in Northern CA, so I had to make a quick judgment call on the actual height of the mast.   Last time I measured I think we were 54’, but I am relying on my memory.   I didn’t have much time to make a decision, so I looked at the mast, looked at the bridge, the mast again, and then the mizzen sail which was sending us toward our destiny much quicker than I had hoped.

At the last minute I powered up the engine and shoved the transmission into reverse.  It was a crossed feeling of sickness and “to hell with it all we are going for it” as the tide and wind overcame all my efforts to stop the forward motion of the boat and slowly slide us under the bridge with just a few feet to spare.

Once clear, we continued on our way in the shallows of the Suisun bay, did I mention, our depth sounder is only functional above 9’!

As we got deeper (shallower actually) into the bay the wind piped up as expected.   Before too long we were seeing steady 20 plus knot.   All of it was on the stern so we had a good time all the way.

New York Cut at one time was very shallow but has now been dredged all the way from east to west allowing a clear passage through to the delta.   Minimum depth is now about 20’ so this was quite a surprise for us.  Our original intentions were to turn to port rather than starboard at the entrance but the main river channel has moved or at least is not marked as well as the cut.

The norm is for the wind to die down once you reach Antioch, but today the waves cut down as per the book, but the winds continued to increase.   At one point we were hitting close to 9 knots (estimated) up the San Joaquin in 30 plus knots of wind.

When we finally reached the cut-off for Potato slough, we found we had spent about 8 hours on the water.   We dropped anchor in the first of several bedrooms.   The average depth was less than 9’ so we really had no idea how deep the water was.   Once secure (100’ of chain, dropped in very shallow water with a stern anchor to prevent any drift, as if!) we quickly adjusted our dress, our liquid enjoyment selection, our music and inflated the dingy for explore.

It didn’t take long before we were having the time of our lives, idling the dingy up and down the bedrooms, poking our heads every nook and addressing anyone who looked like fun.   Sparky was please to be off the boat for the first time in several hours, and he showed it when we splashed through wave at full power and the waves sprayed over the front, drenching him.

Within the hour most of the folks in the area knew Sparky, though Lisa and I were less famous.  It was a warm night and we stayed up late looking at the stars and enjoying the fact that we weren’t sweating like we would be at home, and we weren’t freezing like we may be on the bay.

When morning dawned we ate breakfast and all hands were asked to assemble in the dingy for a trip around Mandeville Tip and Venice Island.   We estimated the distance to be about 8 – 10 miles, but were prepared to turn around if things didn’t look right.

Lucky for us, by the time we reached Mandeville Tip we were warm and happily drinking and drifting (or idling) through the anchorage.    I have never seen anything that compares to the humanity anchored at Mandeville.    Without exaggeration there were no less than 1,000 boats anchored in the main anchorage and adjoining cuts.    If you have ever seen the TV commercials about “Girls Gone Wild” you can just about imagine what this place would look like in the evenings.

Since we were passing through in the early morning, it was mostly folks preparing for the afternoon BBQ’s drinking, water skiing and finally the fireworks in the evening (July 3rd due to the fourth being on a Sunday).

We passed by Baron Hiltons house.   Baron Hilton is part of the Hilton Hotel fortune and puts on the fireworks display.    We would later see Mr. Hilton near Herman and Helens resort, with his dog and jeep.   The home is unassuming and for someone who owns a fortune very modest.

Passing out of the anchorage, we turned to continue our course around the island.    The Anacharous Grass was thick in places and required nearly as much attention as the boats speeding along at a speed that threatened out existence.

It took an easy hour to make Herman and Helens resort, so we were starting to crisp up by the time we arrived.   Ice Cream was the requirement, but when we heard about triple thick shakes, we just had to make the switch.   Lisa felt she had banked enough diet points just handing me beers, that she didn’t even flinch at accepting the offer and enjoyment.

The remainder of the trip went without incident save for the ski boat that came by with an inflatable NAKED doll strapped to the ski arch.

We arrived just as the last beer was emptied.   Lisa quickly set about making additional boat drinks so we could take another spin through the bedroom anchorages.  On this last swing through, we wanted to stop and meet the owner of an HC38 MarkII named Katherine.

It is unfortunate that I can not remember the gentleman’s name but he and his wife have lived aboard for some time.   I thought I had written down his and his wife’s name, but we will forever remember him as Dr. Death.

When we met him, we thought he was either washing the waterline or doing some work on the bulwark, we were wrong, he was killing spiders.   Here is another reason to varnish the sides.    Dr. Death had lived in the delta for a number of years (perhaps 10) and in the spring, spiders would hold up between the boards.   Dr Death truly had developed a plan as he would not kill the first spiders to come along, as he considered these as tourists, he waited for the big explosion that would come in June and July.

As it turned out, Dr Death had a large can of RAID in his hands and was spraying it deep into the cracks, and really enjoyed watching as the spiders clamored out of the hull.

Dr. Death claimed he was one of the first to work on Steam Powered computer back in the 70’s but I think he was just pulling our legs.

We ventured back to the boat as the sun was thinking about going down, and created a nice dinner while we waited in the warm summer air for the fireworks to begin.   It is tough to write about fireworks, they are all beautiful.    These were neither the greatest nor the worst we had seen, but the setting was spectacular, and certainly made the evening one of the most enjoyable.

We got out on the early tide on the morning of July 4th,  0300 to be exact, or so we had thought.    Turns out the double anchor set up we had was working very well and it took a dingy launch (we had deflated earlier in preparation) to get the aft anchor up.

There was a slight mist over the water which really turned on the romance of leaving port.   Several animals/creatures were seen swimming through the mist and navigation was difficult with the lack of depth sounder, but we made the main ship channel without incident.

The trip looked like it would be pretty painless, but knowing we still had more than 6 hours of travel left anything could happen.   As the sun rose we noticed a haze on the water that eventually filled in to near blinding  or total obscuring of visibility.

The haze/smoke made for an incredible sun rise but breathing was more difficult as we entered into the heart of the situation.

It turned out that there was a brush fire near the river and the haze and smoke lasted for nearly ½ hour, the effects of the smoke lasted for nearly 3 hours.

The remainder of the trip went according to plan.   Quite a lot of wind on the nose in Middle Harbor and also in San Pablo bay, but mostly this was just a nuisance that slowed us down.

We arrived back at the club around 1400, cleaned up and called it a good weekend.

 

 

 

 

 

 

 

 

Date: 07/10/05  Corinthian YC

Departure Port: OYC,

Lat:                  Long:

Pressure: 1018 mb

Overcast and Grey, weather forecast is for clear sky’s later this morning.   Departure time should be approximately 1000 .    Destination is unknown at this time, but the candidates are Corinthian YC or Angel Island.

The wind was up for this trip.  Once we cleared the Alameda buoy we saw numbers in the 20’s which would increase to 30 – 36 knots after we cleared the bay bridge.   With our knowledge we set just the mizzen and staysail, but this proved to be ineffective.   We have found, and continued to find that Beyond Reason requires at least  a small amount of jib to maintain any type of forward motion, and as we let out the jib we made a distance gain in speed.

It took a while to fight the fickle wind near the Oakland Bay Bridge, but once clear we notice another HC 43 to port which was running a parallel course to ours.  Unfortunately I had wanted to sail the city front so we tacked to port, and at the time we crossed paths with the other HC, we were nearly 1 mile behind them.

A tack to starboard put us on an identical course to the other HC, and the race was on.  According to Robert of Sidney Shane, we literally walked them.  Taking just about ½ hour to overcome out 1 mile deficit and pass them at Alcatraz.

Sidney Shane was under Full main and Staysail, but obviously could have done with more sail.  The wind was full at 30 knots and both boats were sailing quite comfortably.  I don’t have to tell you how excited we were to have taken them so quickly.

Our continued course was to Corinthian YC and Tiburon.   Seems this is a very good spot for Lisa and me.   We enjoy the restaurants, the shops and most of all the movie theater.

We spent the remainder of the afternoon and evening on shore, and returned for a restful sleep and then back for breakfast.

This truly is a great place to unwind, as the mooring is easy, the prices fair if you look around a little and it is easy to get out the next morning.

 

 

Date: 07/30/05, Tall ships in SF bay

Departure Port:

Lat:                  Long:

Pressure 1018 mb

Today will be the first trip we have had with Dino and Cathy in almost 2 months.   We are looking forward to stories of their trip to Catalina.

F#$k, F@#K, F^&K!, we have green fluid coming out of the exhaust immediately after we start the motor.    I quickly shut the engine down and do a quick inventory of what might have caused the issue.

Not believing my eyes and believing that it may have just been “green algae water”, I try the engine again.    This time the exhaust runs clear.   On a suggestion, I put the engine in gear and let her run to temperature prior to checking the exhaust.  With disappointment I shut the engine down again.   The entire berth has turned an Irish green.  There is no doubt; we will not be sailing today.

I am now writing this after many of the events have unfolded and again I stress to my self, ‘ONLY OPEN 1 PROJECT AT A TIME”.    This rule is good regardless of if the systems are inter-related or not.

After the discovery, we immediately began looking for clues to our problem.   The first and easiest of the solutions was the heat exchanger.   Everyone we asked immediately confirmed that we were freshwater cooled and then exclaimed that obviously a pipe had collapsed and we were pulling water from the fresh system.

In the back of my head I kept hearing a mechanic I use say, “no way is the heat exchanger an issue, it is nickel coated and will never corrode.   We didn’t listen to the voice in my head and I tore the exchanger apart anyway.

I don’t know who Mr. Murphy’s friend is that laughs at all good pieces of equipment that are torn into and virtually destroyed in the process of locating an issue, but he was definitely having a time today.

Within the hour we had opened and even pressure tested the exchanger.  No dice, not the issue.   Next in line was to recheck all the hoses, verify the pluming and assure that there could be absolutly nothing simple (KISS) which could have created the problem.

After another round of marina maintenance mitigation, it was determined that the next logical was the exhaust manifold.   We all discussed the head gaskets and cylinder wall (KISS), what since the engine ran almost perfectly (except the green fluid) these were dismissed as not plausible.

I perhaps should have given this next teardown a bit more time to sink in.   Although it sounded logical, there was still something bugging me regarding the problem, I just couldn’t put my mind around the issue.

The manifold had given me a cause for alarm several months ago when on of the return elbows was leaking, or appeared to leak some liquid, so that may have clouded judgment.   Anyway, the manifold came off fairly easily, but once removed gave no clue to the problem.   The biggest issue with the manifold was that you could see inside it to locate any potential leaks.

Lisa doesn’t allow me to play with hack saws anymore, but at the time we did not have the rule in place.    The hacksaw made easy work of the rusted and stuck bolts that secured the expansion tank and exhaust tail piece.

As usual Murphy’s friend again was laughing as a completely operable manifold lay in three pieces on the dock.

OK, so all my junior mechanics say you wouldn’t be able to tell if there was a crack in the manifold or not since it was most likely pressure related.   Again, something didn’t feel right, the manifold looked great and there was no trace of water having been in  the exhaust ports, but just the same we took the neutered parts home and the following Monday placed an order for $1200.00 worth of new manifold from Blue Ridge Marine.

To make matters worse, the clerk at Blue Ridge was pushy and wanted to sell me just about everything he could.   I sank deeper into debt but still was not confident we had found the problem.

The following night, I had a vision.   This is normal for me, as given enough time I usually am able to fall upon the correct reason or diagnosis for an issue.  Turns out the actual reason for the trouble was inter-related to the generator.    I had forgotten the whole time that I had been working on the generator during the previous week.

During my previous week I had diagnosed and began fixing the seal between the fresh and saltwater impellors for the generator.    I had forgotten two things, #1 the Generator and the engine use the same central water intake, #2 I had added quite a bit of Green die (it looked red in the bottle) to the fresh water circulation system of the generator a week earlier.

So once the manifold was pressure tested everything was confirmed and a firm lesson had been learned, 1 project at a time.

I will not belabor the log with the actual frustration experienced when reassembling the manifold and the accompanying gaskets, but suffice it to say, the project was just finished August 26th, and we had worked during every weekend and many of the weeknights between this log entry and the 26th.

I should caution that I have not re-tested the engine, as tomorrow (27th) I want to dive on the boat and clean the intake prior to starting anything.

8/27/05.   The dive is completed and as expected the intake was covered in seaweed.   With the intake cleaned the engine was started and ran for an hour without incident.

We can now close this chapter.

 

 

Date: 08/03/05 Drakes Bay, Pig Roast

Departure Port:

Lat:                  Long:

Pressure

Tide predictions for Weekend:    8/03/05, 08:26 slack tide turning to flood at GG

8/05/05, 15:18, slack tide turning to Ebb at GG

 

Well, we are off.   It is not quite 0600, but then again we were supposed to leave by 0500 to make the tide.   The morning looks good and the boat is running well with tanks filled and all the wood and dead animals on board.

We are all prepared for what the pilgrims would have considered a feast.    It has been a long standing dream of mine to sail up to Drakes Bay and cook a pig on the beach with all the proper fixin’s for a beach party/Clam bake.

There has actually been a lot more coordinating required for this trip than I would have liked.    Fire permits were required for a beach fire, the pig and clams needed to be ordered a week in advance, weather was continually watched to develop the trends for the final forecast, Marine Reserve Areas were charted to be sure that any crabbing done was done within the law (this time) as well as crab identification research

(Rock crabs can be taken larger than 4 “by the shortest distance through the body fro the edge of the shell to the edge of the shell

Another species similar to, but smaller than the Dungeness, is the red crab, rock crab, or red rock crab. Since this crab usually measures less than six inches across the back, it is less meaty than the Dungeness. It does have delicious meat, however, and is characterized by large claws. Where present in considerable abundance, the red crab is a serious predator on both oysters and hard-shell clams. In some areas, controls have been necessary to prevent undue damage to clam and oyster crops. It can be distinguished from the Dungeness by the presence of black on the tips of its pinchers and by its red coloration and prefers rocky substrates…”)

Now once all the research was completed and the stores laid in all we needed to be concerned with was the repairs we had made over the last couple of weeks.

So off we went, buddy boating with our good friends Dino, Cathy and Nina Bortolin.   As is our trademark the tides failed to move in our immediate direction, so progress was much slower than we had anticipated.   We pulled up a double reefed main just short of the Golden Gate Bridge, with winds piping up just short of 20 knots.   We did not want to tempt fate at this early juncture as we anticipate the winds to increase along the way based on the marine weather channel.

As we nosed out past Point Bonita it was beginning to dawn on me that this would be a terrific passage.  The seas were very benign and none of the swells appeared to be over 4 feet.   The wind was not in our favor, but certainly was not kicking up anything uncomfortable.    We motor sailed forward keeping an eye on the engine and enjoying the ride.

By 1300, the weather was still holding but the overcast still had not cleared.    I don’t know that I really expected a clearing, but it would have been nice.

When Point Reyes finally came into sight, Lisa had gone below for some sleep; passages always make her tired.   We dropped anchor by 1600 in 14 ft of water and a very calm Drakes Bay anchorage.     There were many more boats at the anchorage than we had previously witness, but it was Labor Day so perhaps we should have expected it.

It was not so crowded that we couldn’t find space, but with nearly 15 boats in the bay there were more in this one day than on 3 previous trips.

Regardless, the day brightened up and was gorgeous.  We anchored in 15 feet and had the blender going soon afterward.   Dino and Cathy were a little more patient and made several laps around the bay testing the bottom with their anchor until it felt just right.

We spent the remainder of the day relaxing and trying to get dinner on the table.   It was an early night for us all as we turned in at about 11pm instead of the usual 2 am.

In the morning we got moving.   We hadn’t surveyed the beaches for a good “pig cookin’” spot the day before so this needed to be accomplished.   As a matter of fact we hadn’t done anything the day before so the dingy still needed air before we were able to survey,  transfer beer, haul wood and load up all the fixin’s and charcoal, lighter fluid, turning spit and ferry it all to the beach that we hadn’t found yet.

We started around 7 am, but the transfer of the pig didn’t occur till nearly 11 am.    Once we got everything set up, we ran into some technical issue with the turning spit that could only be solved with bailing wire and American ingenuity, alright bailing wire and a wish and a prayer is more like it.

By noon we had modified enough of the beach to create a nice pit and some right nice seating arrangements for the girls.

One word of caution when doing a beach barbeque, be careful of the rocks chosen.    Our beach only had sandstone’s and we hadn’t expected that many of them contained fissures and air pockets that when superheated by the wood would suddenly explode and send searing hot shards everywhere but mainly in the direction of the plastic dinghy’s. Wth the wood heating the pig well it was time to get the party rolling so we enjoyed libations, snacks, fresh clams baked over the fire and the warm summer sun.  It was

absolutely the nicest weather I have ever seen at Drakes, ever.

The surf was such that landing on the beach was nearly effortless and the weather warm enough to stay in short and a light T-shirt all day and most of the night.

Once the pig was finished cooking (7PM) we got to eating and the temperature started to drop, so in good fashion we started the bon fire and really got thing warmed up.   At one point we thought we had light the surrounding hills on fire, but we were only mistaken, it was one of the party favors we had with tinfoil on it.

Just about the time we broke things up the surf started pounding in.   There were some tense moments as we maneuvered the boats into the water filled with trash, chairs, coolers and the like to the point of near overflowing, but after timing the waves, we were off the beach with hardly a scratch.

We left a phosphoresant trail as we all motored toward the boats anchored ½ mile away.   Lisa and I just dumped everything in the cockpit and called it a night.   With the exception of a brief 25 knot breeze that picked up 1 hour after we made it to the boat, the night was quite and peaceful.

We were up with the morning light and puttered about with breakfast, cleaning the sand of the dingy and just enjoying the sunrise.  Actually  Lisa and I sat on the coach roof for almost an hour watching the sun rise and drinking coffee before we really got the day started.   We figured the ride home would be around 4 hours, especially if the wind picked up, so we parlayed with Delphinius and decided 11 am would be a good departure time.

Seams lately we can not complete a trip without some sort of alarm going off.   This was true on this trip as well when the bilge light turned on.   We were just off Bolinas reef when I noticed the bright red light.    A quick check of the bilge confirmed that we appeared to be sinking, albeit with green fluid again.

The bilge was resplendent with approx 6” of bright green water in the aft bilge and a ¼ ‘ of green in the main engine room.   I was not overly concerned with the amount of water, but did check all the connections that we had recently made to the exhaust system.    It was perplexing that the water did not appear to be coming in or going out till we determined that the bilge just wasn’t picking up water.

To alleviate the issue, we employed the larger outside bilge pump and quickly the light went out indicating the bilge was clear.

Within 15 minutes we were sinking again, same green fluid, same amount of water.   The large pump again was employed and again the light went out and a bilge check confirmed all was well again.

On the third time I finally determined we were just moving the small amount of water from the bilge into the 2” pipe that connects to the large bilge pump and after pumping the bilge pump would drain back to the bilge and the light would ignite.

Additional to this discovery I determined that the pitching fore and aft had actually drained the upper reaches of the bilges to the aft section and that we really didn’t have a leaking problem, just a draining problem.    We turned off the bilge pump for repair/cleaning at the dock, and enjoyed the sail home.

To be truthful, the trip from Drakes to around Duxbury reef was a motor boat ride.    We had the sails up, but they were really just for shade.  Once off Duxbury reef, the wind began to fill and carrier us down the coast at a reasonable clip.

As we should have expected the ebb began without us being at the gate and soon we were sailing into a good 3 knot ebb tide.    We stayed in close to Fort Cronkite; the northern edge of the Golden Gate channel, and left 50 feet of

 

water under us at all time, but because of the eddies created got a pretty good boost towards the Gate.

Inside the Golden Gate, the winds picked up and picked up till we were flying down the bay in 25 – 30 knots with every rag flying.   Delphinius had pulled away from us in the beginning, but as the wind built we began to reel them in.   It was very dramatic seeing two HC 43 ketches flying everything and pushing against the ebb whilst lesser boats were reefed in hard and trying to maintain control.  Woo hoo!.

 

Date: November 14, 2005, Angel Island

Departure Port: Grand Marina

Lat: 37’52.030             Long: 122’26.173

Pressure 1022 mb

Good looking day today.   Lisa and I motored over to Angel Island yesterday and took up a mooring.   We came just to relax and mostly that is what has happened.

We took up the moorings nearest the east end, forgetting that the current runs pretty heavy through the anchorage.   With an ebb projected at nearly 5 knots through the gate and us being in Racoon Straight we were going to see the better part of the current.

No real issues except the bow line was pressing pretty heavily against the bobstay/cheese cutter.   We solved the issue quickly by adding a second line off the port side and then relieving the bridle of all tension.   Problem solved and back to relaxing.

This morning we took to the island and walked the perimeter for fun (5.2 miles).   There is some major renovation happening on the island near the east garrison.   Apparently Arnold Scwartznegger has authorized funds for the rebuilding of all the old buildings, so in another couple of years it should be very nice.

I have spent the day reading and having a couple of beers.    Lisa is outside working on the bottom scum and  polishing up the hull.   Nice life huh.

 

 

 

Date:  March 1, 2006 Angel Island

Departure Port:

Lat:                  Long:

Pressure: 1022

The weather is calling for Freezing temperatures and above 1500 feet, snow in the bay area; seems like a good time to go sailing.

There has been much work on the boat over the last couple of months.   We had the raw water pump go out on us the last time we went for a sail, so that needed to be replaced (Shearwood pump, $500.00).   Had a couple of more engine leaks that need to be taken care of and the washdown pump is still not working.

To keep us going between mechanical problems we did a little varnishing, created some new shelves and ordered some new toys for the trip next year.

Our trip out the estuary yesterday was very nice.  We don’t often get a chance to sail directly down the estuary, but with the low weather system in the area, the wind was coming from the south east and it made for a nice sail.

We got tangled up at the finish line of one of the numerous races in the bay, which gave us a chance to do a Chinese fire drill trying to recover ourselves.    I don’t like to take the right of way when we approach a race so a last minute jib was in order to round away from the race.

Arrival at Angel Island was pleasantly cold with intermitant cold rain, but the wind had dropped and allowed for anchoring in expected calm damp surroundings.   The dinghy was next on the list to get up and running.  Sparky has no patience for us when it come time to visit islands, so once pumped up, we set off to explore the beaches and pee and each of the outcroppings.

Dinner consisted of stew and Sourdough bread with a movie afterward.    As expected the wind did come up in the anchorage around 2230, and with it blowing in the “low pressure” direction, we had a lee shore with rocks directly behind us.

The anchorage was not rolling but very fore and aft bouncy.   This made for a tough night for me.   It was comfortable in bed, but my thoughts continued to dwell on the anchor, so I only got about 3 hours of sleep, such is the life of a wannabe cruiser.

 

All was well last night, save that we forgot to turn off the water heater when we left the dock, so the batteries are drained an Onay is on now to help recharge the bank.   The sun is shinning and we are waiting for our radio schedule to start at 0900 today.

Our plan for the radio is to try and contact Damon Sarin in Guatimala.   Damon is one of our friends from the HCOA club.   He was visiting over the last couple of months and we figured this would be a great time to try out the SSB radio (Kenwood TKM707) that we had modified for Ham radio use.   I didn’t meantion it earlier, but I did get my Ham license over the last month.

 

Date: April 30, 2006 Angel island (again)

 

Departure Port:

Lat:                  Long:

Pressure: 1019 mb

 

Boy, seems all we ever do is go to Angel Island, sorry about that.   We have been other places over the last month, but just not much to write about…I like action.

So here we are enjoying the first good weather we have had in nearly 5 months; no rain, no clouds, it’s sunny and if there is anything to complain about it is that the wind is coming in micro-burst style…warm weather then a sudden down burst of chilly wind.  I have done the best I can to bring in summer proper, no shirt and shorts, but it is not easy work.

Ok, so where is the action, where is the story that has prompted me to finally write.   Well it is a little off color today, and I will preface this to all our alternative lifestyle friends,  it is just funny.

The Barbary Coast YC is in Ayala cove today.   We know several of the members, and each one are very nice, and if not good friends, friends just the same.   For the most part the group is gay, no issue there.   Unfortunately Lisa and I were listening on the radio earlier and there was a young lady that had called the club to wish them good-bye.   As normal protocol would suggest they had called on 16, and were asked to switch channels.   I of course blurted out to Lisa, “they will go to 69, just wait”.    OK, so my wish was granted, and we both started laughing.    Pleasantries were passed and they signed off as the Busy Beavers.    Now that is funny!   Again sorry to those offended, but you just got to go with was makes you laugh.   I have no doubt they are in on the name and didn’t just come up with it because they went to OSU.

So that’s it for now . Again, not much in the way of action around here, but we are always ready for fun.

 

 

Date: Sept 5, 2007

Departure Port: Oakland CA

Lat:                  Long:

Pressure

This starts the beginning of our new log.   We have moved the boat to an anchorage in Sausalito CA.    Everything is functioning fine and we have about 5 more days here at anchor before we leave down the coast.

Both Lisa and I are getting use to the motion and sounds of the boat as well as the rythem of the chores that need to be performed daily.   So far the generator is performing well.   We started using it with about 381 hours and the main engine was started with approx 243 hours.   The 243 as we know is not correct, but it is correct since replacing the hour meter.

 

 

Way Points Etc.

Way Point Latitude Longitude Comments and Description of Way Point
BAY01 37’48.16 122’21.00 Grn Buoy “18” outside Oakland Estuary.
BAY02 37’50.20 122’22.11 ½ mile SE Berkley Pier
BAY03 37’52.500 122’24.070
CB001 36’33.000 121’57.000 Carmel Bay CA, Safe point inside bay within sight of Still Water Cove
CB002 36’22.000 122’00.000 Carmel Bay CA, Safe South Entrance or Bay Exit to South off Pinnacle Point
CI001 34’03.300 119’45.120 Frys Harbor, Santa Cruz Island, CA
COJO 34’26.800 120’26.600 Cojo Anchorage, CA “Point Conception”
MB001 35’21.700 120’52.400 Moro Bay Outside entrance
MB002 35’21.680 120’52.170 Moro Bay Inside MOVING  bouy
SLO01 35’09.250 120’44.800 San Louis Obispo North Entrance at Breakwater
SLO02 35’08.000 120’44.85 San Louis RN “2” Safe South Entrance or Exit
SSH01 35’37.800 121’11.350 Green Bell 1 outside San Simeon Cove, CA
WP001 38’02.480 122’25.380 San Pablo Bay bouy 10 Entrance to Petaluma River
WP002 37’49.200 122’28.650 Golden Gate Bridge, Mid Span
WP003 37’53.47 122’27.260 Paradise Cay, 17 feet of water, anchorage
Way Point Latitude Longitude Comments and Description of Way Point
WP004 37’51’28 122’25.080 Angel Island East Anchorage
WP005 37’45.850 122’37.700 San Francisco Entrance buoy #2
WP006 37’32.200 122’34.100 Pt. Montara 1 mile W of Red 10a
WP008 37’28.900 122’30.500 Outside Entrance to Halfmoon Bay
12’30.77 87’20.87 Entrance to Marina Puesta Del Sol, Nicaragua

Interesting People and Establishments

I have created this section to help us to remember People, boats and places of particular interest that we may otherwise only mention in the daily log.  The section will not be indexed but may contain pictures and facts as we see fit.

 

 

Ron and Ardis Johnson, Rejoice, HC 43 K;

Met Ron on the HC website.   Seems to have excellent knowledge of the Channel Islands.   Plan on meeting Ron and his wife in July 2004.

Dennis and Betty Bear, Boomerang, Custom Motor Cruiser.

We found Dennis and Betty at the Moro Bay YC.   They were a great couple that had had their hopes dashed several years ago when Betty came down with MS.   They both have a fun outlook on life and it was great to joke with someone at the dock.

Gordon, HC Christina 43, Bon Ami.   Gordon is from Sacramento, met at the Moro Bay YC.

Dino and Cathy Bortolin, HC 43 Ketch, Delphinius, We met Dino and Cathy for the first time at a Christmas party we held aboard BR.    Delphinius must have been a yard mate of Beyond Reason, as their hull number is 23 and we are 28.   Documented build dates are 3 months apart.

Damon Sarin, HC 33, Bruadair.    Damon, Dino and I attended Ham radio school together.   Damons call sign is KE5HHK

Robin and Ken McCraw, RK_Paramour@yahoo.com,   Robin and Ken were near berth mates.  They plan on coming to the Sea of Cortez in 2008.   Robin worked at Svendsons and helped us out with some great discounts,   Ken is a wizard with wood and has rebuilt Paramour from the hull up.   Paramour is a Columbia 38.

Don and Celeste Rock,   Another Berth mate from A dock at Grand Marina.   Don owns a marine repair business and Celeste is a Esthetician, or bikini waxer.   Great people with diverse skills and very friendly.   While we don’t have their true emails here are their current contact information.   Fixit@srmarine.com,

Norm and Karen, the mayors of A Dock.   Just great people.  Karen donated their boat many times for last minute dock parties.

Linda and Doug Simms,   Owners of Aquadisiac, Tayana 37,

James W. Schock,  Owner of Galadrin Entertainment,  Novelist, Emmy award winning TV producer and a nice guy to boot.   Met Jim at the Sausalito Yacht Club.   He was as nice as can be and helped us out when we needed a mooring and water.   Nobody else in Sausalito would help us.   1jimschock@sbcglobal.net, Jim@schock.com,

 

 

 

 

 

 

 

 

 

 

Interesting Equipment

In this section I hope to detail some of the more interesting equipment I have seen in our travels.   Some of these may or may not be useful but at some time I thought they were cool.

Argosy, Fender Holders.    1-800-848-4067.   These were interesting.   The apparent construction is a piece of Stainless Steel encased in heavy leather with sheepskin on the underside.  The holders are custom made to the size of your cap rails.  The company that stocks the holders is named The Olde Boat House in NH.  603-569-0095

 

 

 

 

 

 

Beyond Reasons Flag Pole.   I will include photos on this later.   Dims are from the base, 6’4” long.   Base is 4” at 1.25” and 2 inches at the base.   Flag staff will taper to 1” round where flag begins at 26 ” from the end leaving 4’ for flag plus 2 inches at the top prior to the brass ball.

Bete-Fleming Inc, www.bete-fleming.com makes flag staffs to 6’, phone 888-758-4996

Delran Sheaves can be found at zephyrwerks, www.zephyrwerks.com. They come with bronze bushings.

 

Tiawan Faucet Washers:  Located these with the help of Steve Cartesian from HCOA.    The company the manufactures the washers for the head sink is Drytheair.com, PO box 402, Preston WA 98050-0402.   The parts or washers part RP-200 are fairly expensive at about $7 per pair, but they work!   We store our spares with the pipe fittings.

 

Recipes that work

.   In this section I do hope to put in tried and true recipes that work on the boat.   Many of course will be plagiarized from corporate or personal recipes of folks we have met along the way, but the way I cook I could never be accused of duplicating anything so I think we are OK and will just call it flattery.

 

Bread:  This is the first bread recipe that we have used that actually worked. It is easy to use and takes little time and effort.   Great to make just before a dingy ride no kneading required:

3 ¼ cups all-purpose flour       1 ¼ oz quick rise yeast/ 2 ¼ tsp

1 ½  tbls sugar                         ½ tbsp salt

1 ½ cup warm water                1 tbsp oil

Oven 375 “                             yield 1 loaf

In large mixer bowl, combine ½ flour, yeast, sugar and salt.  Mix well.   Add warm water and oil to flour mixture, blend at low speed.   Beat for 3 minutes then gradually add remaining flour to make a stiff batter.   Cover and let rise until almost doubled.

Stir down batter with a spoon, and place in grease pan.  Cover and let rise until batter reaches top of pan, 20-30 minutes.   Bake in preheated 375 oven for 35-40 minutes or until brown.

  • As and alternative you can substitute this mix with normal 1/1 part sour dough mix of 1 part flour and 1 part water the following way:

2 cups of sour dough mix                                ½ cup warm water

2 ½ cups flour                                                 1 ½ tbs sugar

1 packet of yeast                                             ½ Tsp salt

1 Tbs Oil                                                         Follow regular directions

Pancakes:  We discovered this recipe on the web when Lisa had a craving for banana pancakes.   I didn’t add the bananas to the recipe as I know there will be other fruit that she will want to try in the future.   This particular recipe does not require eggs or actual milk.

            1 ¾  cups flour

            ½ cup sugar

            ½ cup powdered milk or coffee creamer

            1 tbls baking soda

            1 tsp baking powder

            ¼ tsp salt

            2 cups warm water

            1 tsp vanilla

            Cinnamon and nutmeg to taste.

            Mix and eat’em up.

Dog Biscuits:  We had just barely met this couple from Alameda YC and about two months later that brought these biscuits and the recipe over to us.   Sparks really likes them.

1 c. Rolled Oats

1/3 c. Butter or coconut oil

1 c. Boiling water

¾ c Cornmeal

1 tbls sugar

1-2 tsp chicken or beef flavors instant bouillion

½ c. Milk

4 oz (1 cup) shredded chedder cheese

1 egg, beaten

2-3 cups bread or whole wheat flour

Heat oven 325 degrees:  Grease cookie sheets

In large bowl combine rolled oats, butter and boiling water.  Let sit for 10 mins

Stir in cornmeal, sugar, bouillion, milk, cheese, and egg.   Mix well.

Add flour, 1 cup at a time, mix in and form a stiff dough

On floured surface, knead in remaining flour and knead 3 – 4 minutes.

Rollout ½” thick.  Cut into desired shapes.  Place 1” apart on cookie sheet and bake 35 – 45 mins (if coconut is used, increase to 65-75 min) or until golden brown.   Cool completely and store loosely and covered.

 

Poetry and stuff

Before you even start, understand that I spent the better part of my early childhood in my room writing poetry and aspiring to become a writer, Oracle or enlightened drug taker.   With some fortune I missed the latter and to my dismay haven’t made the first two by a fairly long shot.

Here is just a gathering of some of the “stuff” I have collected that if nothing else takes me to a place that I like to remember.

St Francis D’Assisi: Title unknown but good pretense to live by

Lord, make me an instrument of Thy peace;
where there is hatred, let me sow love;
where there is injury, pardon;
where there is doubt, faith;
where there is despair, hope;
where there is darkness, light;
and where there is sadness, joy.
Grant that I may not so much seek to be consoled as to console;
to be understood, as to understand;
to be loved, as to love;
for it is in giving that we receive,
it is in pardoning that we are pardoned,
and it is in dying that we are born to eternal life

Excerpt from “Wanderer” by Sterling Haden

“To be truly challenging, a voyage, like a life, must rest on a firm foundation of financial unrest. Otherwise, you are doomed to a routine traverse, the kind known to yachtsmen who play with their boats at sea… “cruising” it is called. Voyaging belongs to seamen, and to the wanderers of the world who cannot, or will not, fit in. If you are contemplating a voyage and you have the means, abandon the venture until your fortunes change. Only then will you know what the sea is all about.

“I’ve always wanted to sail to the south seas, but I can’t afford it.” What these men can’t afford is not to go. They are enmeshed in the cancerous discipline of “security.” And in the worship of security we fling our lives beneath the wheels of routine – and before we know it our lives are gone.

What does a man need – really need? A few pounds of food each day, heat and shelter, six feet to lie down in – and some form of working activity that will yield a sense of accomplishment. That’s all – in the material sense, and we know it. But we are brainwashed by our economic system until we end up in a tomb beneath a pyramid of time payments, mortgages, preposterous gadgetry, playthings that divert our attention for the sheer idiocy of the charade.

The years thunder by. The dreams of youth grow dim where they lie caked in dust on the shelves of patience. Before we know it, the tomb is sealed.

Where, then, lies the answer?

In choice…!

Which shall it be: bankruptcy of purse or bankruptcy of life…?

 

Sterling Haden, Wanderer

Boating Mnemonics, almost poetry

Red Over Green, Sailing machine

Green, Over White, Trawling tonight

Red over White, Fishing tonight

Red over Red, Captain is dead:  not under command

Red, White, Red, dredging ahead: restricted in ability to move

White over Green, Danger Extreme: Minesweeping

            3 balls in a cross, mine sweeping boss.

White over Red, Pilot ahead

3 Reds on a staff, Constrained by her draft

Yellow over Yellow, push or hip fellow: pushing a tow

Other Boating Poetry: Deviation, variation or magnetic difference

True is Less When the error is West

True Virgins Make Dull Companions

T+ or – V = M + or – D = C

True Heading              T = 260 degrees

Variation         V = 15 west

Magnetic          M = 275, True is less when the error is west

Deviation        D =1.5w, True is less when the error is west

Compass          C = 276.5 degrees

Range Lights

Distance =1.17 * square root of the height of object

 

 

 

 

Don Blanding: The double life

How very simple life would be

If only there were two of me

A Restless Me to drift and roam

A Quiet Me to stay at home.

A Searching One to find his fill

Of varied skies and newfound thrill

While sane and homely things are done

By the domestic Other one.

 

And that’s just where the trouble lies;

There is a Restless Me that Cries

For Chancy risks and changing scene,

For Arctic Blue and tropic green,

For deserts with their mystic spell,

For lusty fun and raising Hell

But shackled to that restless Me

My Other Self rebelliously

Resists the frantic urge to move.

It seeks the old familiar groove

That habits make.  It finds content

With hearth and home-dear prisonment,

With candlelight and well-loved books

And treasured loot in dusty nooks,

 

With puttering and garden things

And dreaming while a cricket sings

And all the while the Restless One

Insists on more exciting fun,

It wants to go with every tide,

No matter where…just for the ride.

Like yowling cats the two selves brawl

Until I have no peace at all.

One eye turns to the forward track,

The other eye looks sadly back.

I’m getting wall-eyed from the strain,

(It’s tough to have an idle brain)

But one says, “Yes”, and One says “no”

And One Self wants a home and wife

And one Self craves the drifter’s life.

 

The Restless Fellow always wins

I wish my folks had made me twins.

 

 

 

 

Radio Nets

UTC = Universal Time (Greenwich England)

PDT= Pacific Daylight time/Oct –

PST = Pacific Standard Time/

UTC TIME STATION NET COMMENTS
UTC PDT PST
1700-0100 14.300 pri

14.313 secMarine Mobile Service NetEmergency network15000700 7.228.0Mercury NetEmergency traffic~15000700 7.238.0Wheels and KeelsBaja Traveler net16000800 8.188.0NW Caribbean net 1700 09007.273.0

7.26-.0 busy

7.255-.0 Couple of old guys talkin’ mostly SoCal.

Lot’s of traffic on 7.2 good place to monitor1445 06453.968.0Sunrisa NetChannel A500300  14.300.Pacific Seafarers net       1400070006008.122.0Amigo NetChannel A49 Sailors  05306.212.0Picanti NetChannel A52UTC TIMESTATIONNET COMMENTSUTCPSTPDT  07307.294Cubasco NetGood weather info. Emergency channel, traffic channel A54   2182 Emergency more than 200 miles away   4125 Emergency more than 400 miles away.   6215 Emergency more than 600 miles away   8291 Emergency more than 800 miles away   12,290 Emergency more than 1200 miles away   16,420 Emergency 1600 – 3200 miles away.

 

Fax Radio Nets

UTC = Universal Time (Greenwich England)

PDT= Pacific Daylight time/Oct –

PST = Pacific Standard Time/

UTC TIME STATION NET COMMENTS
UTC PDT PST
4.344.1 Channel A90
1000 14.267.00 Hawaii net, very clear 01/29/06

 

 

 

Frame of main hatch, 1.5”

Width of main staves 1 3/16th

Needed thickness of staves on top of hatch 0.46”

2” X .29” thick