|
May 21, 2013: Engine is warm, the
thermosiphon from the hot water heater to the engine was active. This
means
that the coolant loop to the hot water heater does not have any air in
it.
Still no moisture on the front of the engine. Before shower the sump
under
the seat in the aft head was completely dry. After a careful shower
there was
perhaps a tablespoon of water (half a paper towel). Wiped up.
Definitely
appears to be comming from either the forward fittings going to the
shower head
or the hose itself leaks under just the right bend. At least it appears
to be a
readily fixable problem. Will continue to monitor.
May
20, 2013: Evening check of the
engine,
no moisture on the paper towels on the front of the engine. Looks like
tightening up the hose clamps was sufficient for now to stop the leaks.Turned
on the hot water
heater to verify that the warming from the hot water heater was not the
issue.
May 19, 2013: General in the slip
maintenance, there was a asmall amount of antifreeze which has shown up
between
the generator and the main engine. A paper towel at each end of the
rubber
connection between the circulating pump and the header tank was found
to be damp
with antifreeze after several days.
One of
the two hose clamps
could be tightened a little over one turn, the other only about 1/4
turn.
Warming up the engine to allow it to cool down under pressure and see
if the
seap shows up again. Definitely one of the
only remaining (perhaps the only) original hoses on the engine. I will
plan to
replace that hose in the fall if it seals up for now. Probably the
easiest way
to replace the hose is to pull the circulating pump. If it is off the
engine, I
might as well have it rebuilt.
General
cleaning during the
week found a bit of water under the forward bunk, port side, can be
felt by
pulling the drawer under the bunk and reaching over the central
stringer. Most
likely was the result of the slightly leaking hatch above the bunk and
some
really rough weather. Will continue to monitor.
Found
water under the
shower
seat is in the aft head. I had taken a shower so it may be related,
will
continue to monitor.
Replaced
the desecant bags
all through the boat in lockers. These do seem to make a significant
impact
without having to run a dehumidifier all of the time.
Engine
running with all of
the covers off at fast idle to warm up. Engine sounds very good and
very
smooth. Transmission is very quiet in neutral, thus the noises when out
of gear
when I bought the boat were not normal contrary to what the engine
surveyor
(at time of purchase) suggested.
Not
running the blowers
with
the covers off to be able to best hear the sounds of the engine.
Definitely
a good look at
the hose, the other end is on the circulating pump so the easiest way
to
replace the hose would be to pull the circulating pump.
Engine
HRS: 998.4 (0.5 hrs)
Tx
Hrs since last change
3.9hrs
Tightened
up alternator
belt
(has been a bit loose for my taste for some time) needed a 10mm wrench
to
loosen the arm.
Note
that the sticky
substance on the fuel lines under the alternator appears to be coming
off the
bottom of the alternator (near the internal regulator). It might be
related and
could be an indication of alternator issues.
Ran
engine for a few
minutes, no apparent issues with either the tightened belt or the
tightened
hose clamps on the circulating pump hose. Engine is in lock out/tag out
until I
pull the paper towles off the critical points but otherwise ready to go.
May 6, 2013: Maintenance found about
two papertowels of
yellow antifreeze in well between main engine and generator. May be the
overflow tank hose connection leaking, tightened up connection and
inspected
closed circuit cooling pump on engine and hoses on front of engine. All
appear
to be intact.
Definitely
antifreeze on
hose
bundle which has coolant recovery tank and the hot water heater
connection off
the header tank. Could easily be either. Will monitor to be sure that
the
connection to the header tank was actually the issue and not the
connection to
the hot water heater..
Bilge
water is tan clear
colored. Had added bilge cleaner two weeks ago. May just be some of
what the
cleaner removed. Could also be part of the water which showed up by the
shaft
seal. Will empty bilge, flush with fresh water and monitor.
May 5, 2013: Leaving Avalon 1245 pm,
heading for home.Motored for
10 min out of
harbor and then was able to sail. Arrived back in King Harbor at 1830
(5.25 hr)
Note, sailed significant
wing on wing as a test. below about 18 knts the polars are about 10
percent hot.
above 22 knts they are about right. Otherwise the 120 to 160 polars
look pretty
good from 14 knts to 24 knts.
Updated
polars to take off
10% of the ddw values for speeds below 18 knts of true wind to reflect
what we
saw running wing on wing. Perhaps a bit pessamistic but this is the
first real
data over an extended period trying DDW.
No water under shaft seal
upon return home;
Engine hr 997.9; Tx oil hr
3.3; gen hr 3184.9 (current
oil
hr is approx 13).
May 4, 2013: Departed
0900 Avalon,
sailing at 7 knts just out of harbor on main and staysail., sailed 2/3 way to r10. Cleared r10 now hard on
wind
making 180M at 5 knts with tws of 16 knts will have to tack nearing
island.
The
winds mid channel are pretty significant:
bs 6.13; awa 60; tws 19;
aws 20; sog 5.8; cog 174;
heading 176; set 17 drift
0.4. Working
with the main and staysail only.
The sea state was pretty rough with short chop out of the south. In the
end, I should have headed for Isthmus and then motor sailed up the
backside of Catalina and it would have been a more comfortable trip all
around. Pulled into Avalon and picked up mooring 212 at 1530. Engine hr 996.5; Tx
fluid 1.9hr.
Odd,
there is some water
under the shaft seal. Does not look like it came from the seal,
slightly
brownish. May have been standing water from somewhere which got
through.
Perhaps from the rudder shaft seal. Cleaned up, about two paper towels
worth.
Shaft seal is dry. Will monitor on return.
Verified that there is no
moisture under the aft bunk. Rudder shaft area looks normal. Perhaps
the large
seas pushed some water up through the rudder shaft seal which ended up
in the
shaft seal bilge area.
Determined after the fact
that the reason that the computer would show 50% of expected
performance is
that the upper wind velocities were not re-programmed for this boat and
were
very high. Once over the correct values, interpolation would take over
resulting in surprising readings.
May 3, 2013: Trip to Avalon with
the Grubers, Cameron & Emily. Everyone came
aboard on
Friday evening for a nice run to the island. Engine hr 994.6; Tx fluid 0hr;
generator hr 3184.1
(intermittent generator hour meter) current oil hr is 12.
May 2, 2013: 5.2.2013 Forward head
rebuild work underway. The painting is finished, was able to reroute
the
plumbing to have the sink drain working.
April 30, 2013: Second coat of white bilge
cote applied at 1900 on Tuesday. Prior coat was very hard and sanded
with a
course scotch bright very nicely.
This coat, like the last, I
worked the low spot to make sure that paint did not puddle in the
corner next
to the hull which is the low spot. I used a dry brush to very lightly
brush out
of the puddle area onto the flat, as long as 3 hours after painting at
50
degrees the paint appears to be flowing out nicely without
significantly
impacting the finished look.
Data
from tank fill in
Marina Del Ray (964.5hrs) just after going back into the water:
Note
that the bottom of the
marks on the dip tube was about 6" of fuel in the tank. There are marks
every inch on the stick from there and they agreed well with the Hart
Systems
guage:
Gallons
2-3 inches remain
on stick
Added Hart
Stick
0
6" Bottom
Mark
10
7.5" 2
1/2
20 9"
30 11"
40 12"
50 13"
60 14.5"
70 15.25"
80 16.5"
90 17.5
100 18.25"
110 19.25"
120 20.25"
130 21.25"
Engine
run is 30 hours
since
fill up (12 hr on generator).
Consumption is about 35
gallons, if assume 1/4- 1/2 gal/hr on gen that would be 3 -5 gallons
for
generator and about 30 gallons for engine or about 1gal/hr but at most
1.1
gal/hr.
April 28, 2013: The
weather at breakfast looked so nice that Glen R and I decided to go for
a day sail up to Malibu and back. It was a glorious day. We left the
dock at 1130, were off Malibu at 1400, put some pizza in the oven for
snacks on the way heading back toward Palos Verdes and was back in the
slip at 1615. It took about half an hour to clean the boat
up.
Boat
information: Engine
hours 994.6; 0.75 hr on tx fluid; 28.6 hr on motor oil; no generator time; fuel at 18" at
completion of trip
First
coat of white bilge
cote applied at 2345 on Sunday. Depending on temperature it needs to be
overcoated in 2 to 3 days.
Used a course scotch bright
to sand surface. Vacuumed with no chemical wipe prior to painting.
April
27, 2012: Ran engine for 15 minutes,
took transmission sample, changed transmission oil. Unit fill to ring
on
dipstick with threads not engaged.
Replaced bilge pads, small
dots of fluid on pad one where shift leaver comes out of the
transmission, one
where the tip of the shift leaver is when in the down position. Perhaps
three
drips of fluid in 5 hours of runtime. This is somewhat expected with
the
new/old stock transmission, luckily the output seals are not dry. Not
worth the
trouble to change, especially with the short run time on the
transmission
recommended by blackstone.
Total fill on the
transmission is 28oz, (i.e. 4 oz left in the bottle. This is consistent
with
the manual stating that the transmission requires 7/8 quart of fluid.
Plan is to replace fluid
about every 25 hours and sample as the transmission wears in and then
work
toward an extended period of time once the values are stable.
Forward
head rebuild in
process. Tried to re-gelcoat and surface contamination is a problem in
this
area also. In the future just go straight to interlux "pre-kote" and
then a couple of coats of "bilge coat"
Was able
to pull apart seat
in head without damage, will re-work with fresh Formica.
Aft
shower is back online.
April 22, 2013: Found dirty water in the
aft
shower under seat. Not clear where it came from, looks like there was
some
sludge on stringer which got wet and then ended up in the water. All
cleaned
up, will monitor.
Pulled toilet off base and
verified no leaks. Need to add access panel to baseboard to ensure I
can get in
there to clean up water if cleaning fluid was spilled or the toilet
leaked.
April 14, 2013: Heading
home after the work party. Emerald Bay is beautiful as is often the
case this time of year.
Pre-Sail check: 18.5 inches
fuel; 989.9 hrs engine; 3183.9 hrs on generator
(no
run for the weekend);
Engine oil level looks good.
Transmission fluid good
(note two drops on pad, one for arm, one for piviot). Coolant is good in the
engine, needs a cup added to the recovery tank;
Batteries are down -88ah on main bank, bank is 440ah or about 20% down.
1250
Main engine up and
sounds good. Good water flow.
1255
Time to depart Emerald
Bay pulled away from the
mooring. Motoring due to lack of
wind
bs 6.9 hd 14 sog 7.7
cog 12 set 355 drift 0.79
bs
7.0 hd 14 sog 7.4 cog 13
set 320 drift 0.7
bs
3.3 hd 6 sog 3.4 cog 12
set 100 drift 0.52
bs
4.7 hd 8 sog 4.8 cog 12
set 80 drift 0.71
bs
5.8 hd 5 sog 5.9 cog 9
set 100 drift 0.6
bs
6.1 hd 5 sog 6.1 cog 10
set 100 drift 0.6
bs 6.8 hd 11 sog 7.2 cog 13
set 40 drift 0.5
near R10 Bouy
bs
7.1 hd 14 sog 7.6 cog 13
set 30 drift 0.55
1530
cleared R10 bouy
bs
6.9 hd 20 sog 7.8 cog 22
set 12 drift 1.02
getting close to the redondo
beach breakwater
bs 6.9 hd 23 sog 8.0 cog 35
set 66 drift 0.99
bs
6.9 hd 31 sog 7.9 cog 32
set 38 drift 0.99
Back in slip 1615hrs
dingy and anchor off 1630
hrs
Engine 993.5 hrs (27.5 hrs
on oil); Generator 3183.9
(intermittent) (11.5 real hours this oil change); transmission 27.5 hours
on
tx fluid
Coolant in recovery tank on
main engine was slightly low. The recovery tank was empty when I
checked it
cold, pulled cap and it was full. Added 2 cups of 50/50 antifreeze to
the
recovery tank. Hopefully will not be too full when hot. System probably
burped
some air from the running over the weekend. No signs of any leaks.
Usual minor amount of
moisture under the shaft seal. Wiped dry, did not dampen a paper towel
significantly.
Normal couple of drops of
transmission fluid on pad under engine. One for the shifter shaft, the
other
for the tip of the shift leaver which is pointed downward when in gear.
This is
probably a couple of drops in a 3 hour run. Probably the concern of
these
transmissions when they sit on the shelf too long and the seals dry
out. No
apparent input or output seal issues.
Will order sample kits and
it is about time to sample the transmission again and change the oil
(it is
over 25 hours). Due to the just right sized transmission, changing the
transmission fluid (less than a quart) twice as often as the engine
probably
makes sense until blackstone labs says otherwise.
Fridge
and freezer held
over
from 6pm friday night to sunday 5pm and frost on all three plates still
fully
frozen. No fridge run over the weekend.
Back at the dock at -66ah.
The alternator on the main engine can keep up with the current demands
and
still put some back in but it is not significant. Once the new
inverters and
hardware are installed I will have to look at what can be done to
install a
larger alternator.
April 13, 2013: Work party in the cove. No
run of engine or generator.
April 12, 2013: Heading
over to Emerald Bay for the first Corsair Yacht Club work party of the
season. Not much wind, motor sailed the entire passage.
Pre-Sail
Check: Engine hr 986.3, engine
oil
good, transmission oil good.;
fuel load 19.0 inches
Departed slip 1825hrs
bs
6.42 hd 205 sog 6.5 cog
205 set 274 drift 0.19
Arrived at R10 Bouy 1920hrs
1925 9knts true winc 7.1
sog
Near Catalina Island, no
moon, Nav system had trouble,
rebooted and would not come up correctly (failure to start) appears to
be
related to having been in nighttime mode when the system was shut down.
Had to run the "clean
menus" executable and then copy the raytech.ini file back into the
windows
directory and all of the instruments were restored. Will make further
notes on
this in the future.
2015 On
mooring in Emerald
Bay.
Remaining fuel load 18.5 inches; Hour meter shows 989.9 hrs
on main engine.
April 11, 2013: Preventative maintenance
PM - running engine 1 hr
in
gear to verify that the cooling system is in good shape after the
rework of
early in the week.
Start at 985.3 hrs (0.3
hr
on Monday to show no leaks and be sure fill is good).
After warming up the engine ran loaded in gear.
Cycled open hot water heater
circuit for 10 minutes to clear old antifreeze out of that loop and
ensure that
the valves still work.
April 8, 2013: Took end plate to
S&W
Diesel in Wilmington CA. Purchased two complete heat exchanger gasket
sets, one
set for putting back together the current rework and one set for spares
aboard.
One set of gaskets is about $30.
Perkins Part Numbers:
O-Ring
for end plate near
exhaust mixer: 2415836 with "SSM" on package ($4.25)
Round
Gasket for end plate
near oil cooler, inside stack: 24865062 with "ST2" on package
($11.85)
Round
Gasket with cross
piece for end plate near oil cooler: 24865061 with "SUP" on package
($11.85)
Note: The line drawing
in the manual appears to have the seals reversed with the O-Ring near
the oil
cooler and the other two at the far end plate near the exhaust mixer.
Unfortunately this cannot be the case as the cross piece keeps the
inlet and outlet
water seperate as it is a back and forth stack set. I will have to take
pictures next time I have it apart.
Due to
finishing up at work
early, I drove back down to S&W to pick up the drilled part.
Don was still
working on it and invited me to look around the shop. They had a 4.108
on the
dyno out back being load tested. Don was able to drill out the old plug
and get
a tap to chase down the original threads getting this piece as good as
new.
After a trip through the media blaster it looked like new! The old plug
looked
like it was a solid plug rather than with treads for a zinc pencil. The
old
part might have been a brass plug rather than bronze but at any rate
suffered
de-zincafication with the orange/red color prominant at the failure
point. Don
recommended replacing with a Zinc Pencil. Others have suggested putting
back in
a new bronze plug. I will research but I have a zinc pencil in there at
the
moment:
West
Marine: 3/8 x 1 3/4. WM
332155 ($2.84)
However, I am not sure that
is the right one. I thought a 3/8 pipe plug was one size too big so it
is
possible the parts were mis marked.
Re-installed the end plate
with a new o-ring on the exhaust mixer end. Wet the o-ring with a small
amount
of silicone plumbers lubricant. Tightened to snug but not overly tight.
Installed zinc pencil
holder
with a small amount of permatex type 2 non-hardening thread sealant.
Installed coolant side
drain
in heat exchanger with permatex type 2 non hardening thread sealant.
Refilled coolant with 50/50
solution of Peak Long Life for mixing with any color of coolant. This
is ethylene glycol based coolant which I
use in both the engine and the generator.
The Perkins M90 needs just
under 2.5 gallons of coolant if drained from the plug in the bottom of
the heat
exchanger and a shop vac used to pull any remaining coolant (very
little but
tends to have the last of the coolant loop contamination in it).
Filling the
coolant system from the header tank appears to result in a full system
without
air locks. I just run the engine up to temperature, verify excess
coolant ends
up in the recovery tank and then add about 2 cups of coolant to the
recovery
tank and result in a full system.
It appears that exchanger
2486586 is similar to what I have but with the drawing (CD-ID:
SPI2_v2010A)
having the gaskets reversed between the two end plates. In this drawing
there
are either petcocks or plugs in the two drains (coolant and raw water)
and no
indication of a zinc being used. I will continue to persue if there
should be a
zinc in the heat exchanger or not.
Ran engine up to
temperature
and allowed to cool complete. It looks like there are no leaks. I will
plan to
run the engine up to temperature one more time before leaving the slip.
Engine notes:
Upper plate on exhaust
manifold (alternate position for mixer covered with plate) is showing
some
signs of minor salt corrosion around the mating surfaces.
Top seal on oil cooler is
showing some signs of minor salt corrosion around the mating surfaces.
Both of these items were in
the shop last summer (6/2012) for general working through and these
connections
were definitely serviced. Both Bob and Don at S&W recommend
taking these
apart for cleaning and removing corrosion every two years due to the
very high
cost of having to replace these exchangers if corrosion gets away from
you.
Alternator belt is too
loose, need to replace and re-adjust. Not using a high output
alternator at
this point so tension is not as critical.
Spare heat exchanger
gaskets
and zinc pencil are under port floor in aft stateroom.
The bilge pads under the
engine are definitely doing their job now, the level of random leaks is
sufficiently small that any discoloration on the pad is cause to start
chasing
the problem and get it solved early.
There is one place on the
stbd side of the engine (heat exchanger side) where getting the
outboard bilge
completely clean is difficult. that still needs worked.
Definitely need to rebuild
or replace the stainless water lift soon. There are now two very minor
weaps on
the first weld going into the water lift. Plan to pull after the next
trip to
Catalina and send out for rework.
April 7, 2013:
Applied heat shrink to the
antenna of the GPS Rapid fix beacon (the one which I purchased for the
trip to
Kwaj. The self test passed.
The beacon which came with
the boat was purchased in 1995. It still passes self test. It is still
registered in the prior owners name. I am going to have to call and get
it
registered to me so I can update its information.
Pulled the mixing faucets
for the forward shower to get access the varnish which is getting water
under
it. Ideally I will replace with a temperature controlling mixing valve
assembly. the current center to center distance issix inches or
slightly more.
Going up to West Marine for
a battery holder for the stove, look at switches for the propane
system, and a
hose clamp for the exhaust.
Hose
clamps for the exhaust
found, 48mm parts. Installed, 1.50 each
Found battery holder at
radio shack and installed on stove with double stick tape,
still need surface mount
on/off switch for the propane sensor.
Tightened drain plug on
back
of heat exchanger to stop very slow leak. Head of plug broke off 1/4
turn
tighter. Red / Pink corrosion at
the
point where it came apart.
Drained antifreeze and
closed engine seacock. Pulled Engine battery switch for lock out.
Pulled end plate. It will
need drilled out. I could probably do it with a hand drill but I will
take it
down to S&W and have them get it out. A Replacement end plate
is
about $400 - $500, let S&W do it with the proper tools!
April 6, 2013: Using the above swing data
I
built a spreadsheet which calculates the average correction for the
autopilot,
main compass and speed correction factor.
The
autopilot needed to be
14.65 degrees larger value (so 238 degrees becomes 253 degrees).
The main
compass will need
to have a larger value by about 11.6 degrees which results in all but
one of
the adjustments being within 4 degrees with the exception of the one
measurement of 7, that was repeated and found to be -1.
This
will require physically moving the
compass to match the autopilot.
It
appears that matching
the
compass / autopilot on an autopilot course of 0, 11, 38, 187, 338
should be
close. Then we can repeat.
I did
adjust the autopilot
in the slip tied up from 237/238 to 252/253 degrees (i.e. add 14) the
system
reported that the current swung compass has a maximum deviation of 7
degrees.
Other
values in the
autopilot configuration:
Rudder:
5
Rate:
2
Helm
adjust looks good
Rudder
limit: 30
Turn
limit: 20
Cruise
Speed: 7
Off
course alarm: 20
Trim:
2
Remote:
1
Manual
Type: 1
Drive
Type: 3
Rudder:
1
Variation:
Off
Auto
Adapt: N
Lat
N: was 52, now 33
Auto
Release: Off
Wind
Trim: 1
Response:
1
April 4, 2012: In
the evening helped Lance Webb to get
the steering shaft out of the CDi system on Princess Sierra sent shaft
to Edson
for addition of the stub shaft for a gear drive to connect to.
April 2, 2013: Installed
Logitech
K400 wireless keyboard onto the Lenovo q150 pc to make typing easier
when
writing log entries and other things which require extensive typing.
This keyboard has
significantly more range, it works well in the saloon and forward part
of the
boat all the way into the forward cabin. The galley is good. The aft
cabin is a
bit spotty.
Note that the shift key and
the up arrow are close together which results in some confusion. That
will take
a bit of getting used to. However, for what I want it should work quite
well.
The othe keyboard still
works at the same time so I can pick up either one.
April 1, 2013: Pickled watermaker
0.5 hr of runtime, total runtime on watermaker since new: hr 344.3
March 31, 2013: Easter Bunny at Isthmus
Getting
ready to head back ro Redondo Beach. I had left the navigation system
and AIS up and running all weekend to see how stable it was. At about
4am AIS stopped reporting on
raytech. Powered down VHF
radio
which provides passive AIS reports... no change only reports
are from 4am. Cycled raytech
software
and then powered
up radio (AIS source)-AIS reports are now fine fine.
Setting waypoint with
Raytech software won't hold recycled
raytech software which cleared the issue.
Pre-Sail Checks: engine
oil, gen oil, tran oil, antifreeze good. Engine hours: 990.7; Generator hours 3183.9
Had to power cycle rc320
all
good.
1155 Startup Engine; oil 50psi
1200 Departed Isthmus
heading back to King Harbor, Redondo Beach
bs5.1 sog5.7 cog 12 hd 357
Just beyond isthmus approach
sog 6.2 speed 5.8
main battery bank charging:
-124 charging at 13a
when first started charging saw 20a maximum.
sog 6.7 speed 6.2
150
true 9.6 knt3.6 bs sog
4.2
150
true 10.7 knts 4.45 bs
4.8 sog
Flying main and jib making 86 percent of polar
performance, which is the consistent 15-20% loss for not having the
staysail up.
8.0 wind 3.4 bs sog 3.8
313
hd 331 cog 8.5 wind 3.4 bs
3.6 sog
wind
off port transom -150
1301 motoring again
bs 6.8 sog 7.6 hd 355 cog 11
bs 6.8 sog 7.6 cog 14 hd 358
1330 hrs bs 6.8 sog 7.4 cog 14 hd 359
1415 Ocean very calm, ocean
glassy with only slight swell, no wind, between traffic separation
scheme so current should be very stable. Used autopilot to change
course 30 degrees at a time and recorded parameters. Will later use to
determine the approximate current and then provide corrections.
Start
bs 6.8 sog 7.1
cog 12 hd 355
+30 bs 6.8 sog
7.4 hd 25 cog 42
+30 bs 6.8
sog 7.5 hs 54 cog 70
+30 bs 6.8
sog 7.3 hd 85 cog 98
+30 bs 6.7
sog 7.2 hd 117 cog 124
+30 bs 6.7
sog 7.0 hd 148 cog 156
+30 bs 6.8
sog 6.8 hd 180 cog 184 mag176
+30 bs 6.8
sog 6.6 hd 200 cog 216 mag
207
+30 bs 6.7
sog 6.5 hd 235 cog 247 mag
239
+30 bs 6.7
sog 6.3 hd 264 cog 278 mag
270
+30 bs 6.8
og 6.3 hd 295 cog 310 mag 297
+30 bs 6.8
sog 6.6 hd 325 cog 344 mag
327
+30 bs 6.8
sog 7.0 hd 352 cog 16 mag 357
+30 bs 6.8
sog 7.4 hd 24 cog 45 mag 27
+30 bs 6.7 sog 7.5 hd 54 cog 70 mag 56
+30 bs 6.8
sog 7.5 hd 85 cog 98 mag 85
+30 bs 6.7
sog 7.3 hd 113 cog 124 mag
114
+30 bs 6.6
sog 6.9 hd 144 cog 154 mag
145
+30 bs 6.7
sog 6.8 hd 173 cog 184 mag
176
+30 bs 6.7
sog 6.3 hd 203 cog 214 mag
207
+30 bs 6.7
sog 6.4 hd 236 cog 247 mag
240
+30 bs 6.7
sog 6.0 hd 265 cog 278 mg 269
+30 bs 6.6 sog 6.1 hd 291 cog 312 mag 297
+30 bs 6.9
sog 6.5 hd 324 cog 344 mag
327
+30 bs 6.8
sog 7.0
hd 353 cog 15 mag 357
Emily's
tummy is not happy!!! Going round and round with a slow swell and no
wind did not do much for her motion sensitivity.
1450 Heading back toward
home
bs 6.7 sog 7.0 hd 357 cog 16 mag 0
1545 At the R10 off Palos
Verdes
1555 bs 6.9 sog 7.2
cog 31 hd 10 mag 13
1635 in slip
engine hr 985.0 (19 hr on
oil)
gen has 11.5 hours on oil
(intermittent hour meter 3183.9)
By
1730 everthing is put away except washing the boat.
Note:
during cleanup found 0.25 inch steel ball
bearing on port aft deck under outboard. not clear where it came from
perhaps
not even this boat (wishful thinking), [Later found out that this was
from a fellow boater's sling shot, not part of the boat!]
Carefully
cleaned engine
and giving a good once over. Found slight
transmission fluid leak from shift rod. a couple of drops on paper towel.
A dark smuge under bell
housing. may be valve cover gasket seap. cleaned up side of engine and
bottom.
too dark to be straight motor oil.
Tank
Levels:
18.5 inches fuel remaining
17
inches water on main
(port)
20
inches water on reserve
(stbd) full
March 30, 2013: On
mooring C15 in Cherry Cove, in Isthmus Harbor. Visited with the
Meistro's aboard Body Glove and had a wonderful tour of their wonderful
vessel. Bobby Meistro is very proud of her, rightfully so!
Morning ran gen 0.5 hr
Afternoon ran gen 1.0 hr
Remaining fuel load 19.5
inch
2130 -98 ah to -78 ah, so one hour of generator run replaced about 20
amp hours. I am really looking forward to a new inverter/charger which
should be able to supply perhaps 150 amp hours in an hour of charging
time.
Transmission oil 1/4 inch
above groove looks and smells good.
Note gen hour meter running
again.
Evening ran
gen 0.5 hr
March 29, 2013: Getting ready to head over
to Catalina for Easter with the Corsair Yacht Club.
Filled water tanks
20 inches separated tanks
fuel
20.5 inches
gen
3192.6 stopped (9.5 hrs
on oil)
engine
976.8 hrs (11 hrs on
oil)
antifreeze
good
pulled
desicant out of
engine room
The Raytech system needed
one recycle on startup which is it's normal behavior with my odd
seatalk bus.
Engine oil at full and
golden; gen oil full and
black
cleared
harbor 1229
sog and bs identical at 6.9
knts
heading
207 cog 222 mag
compass 210
1310
Past R10 Bouy off of
Palos Verdes
bs 6.8 sog 7.6 hd 158 cog 172
bs6.8 sog 7.7 cog 179 hd 172
1345 Mid channel:
bs 6.8 sog 7.2 cog 188 hd 177
near
catalina motoring
bs 6.88 sog 6.9 cog 191 hd 180
1550
Arrive Isthmus Approach
bs 6.96 sog 7.1
cog 179 heading 165
Down on
C15 Cherry Cove of
Isthmus Harbor. A
new Oyster 625 on B20 of Isthmus (Bandito).
March 26, 2013: Replaced o-rings
on two inspection ports for large water tank. The two under port settee
completed. Last
time filling tank
noticed slight leak on bolts supporting small table. will have to rebed
when I
change that o-ring.
Propane
alarm went off.
sensor appears to not like being on for days. Need to have seperate
toggle
switch for propane controller. Or just consider the sensors to be
expendable. These sensors appear to "wear out" after a couple of years.
It is worthwhile to have the sensor running all of the time in case
there is a propane leak or other issue on the boat.
The failing hour meter for
westerbeke
generator may be part number 036192.
March 25, 2013: General Maintenance
Evening: Installed covers on the terminals for the
alternator diode splitter in the engine room; put new bilge pads under
engine;
ran generator 0.5 hrs now
9.5 hours on oil;
hung desicant pack in engine
room; pulled engine switch to remind to remove desicant before running
engine.
March 24, 2013: Finished
watermaker installation. In addition I made up membrane storage
containers using 2" PVC pipe. On one end I welded a cap, on the other
end a threaded fitting with a plug in that. Filling these containers
with membrane biocide will help try to keep the spare membranes (which
were part of a PUR 80 membrane stack which came with the boat but no
drive motor). There are two membranes in that filter which are
compatable with the PUR 40e. I have not tested them but in an emergency
they might work for a period of time.
I
did run the watermaker for two hours looking for leaks in the system.
It
would be nice to find a replacement for the automatic valve to dump
product water which has too much salt automatically over the side
instead of going into the tank. Not absolutely necessary but nice to do
at some point in time.
March 23, 2013: Day sail with
Grubers.
Pre-Sail Check: Motor oil
and Transmission oil good; 976.0 engine hours; fuel load 20.5 inches.
1400 depart
1630 off malibu
1830 back in slip
976.9 hr on engine or about
an hour for this trip.
March 3, 2012: Heading
home from Cherry Cove
1030 One
hour
generator operation to charge batteries and pull down down the
refrigerator. Generator hours now 3182.5 hrs.; Generator oil change was
3184.3
hours; looks
like generator hour meter is
intermittent and some digits are not always turning over; will replace
hour
meter. This intermittent behavior may explain higher than expected oil
analysis numbers (not more than desired for an oil change just not
consistent with the lower hours on the last oil change).
Total
generator hours on
this oil change approx 8 hours based upon hand logging of the hours.
1100
prep to head home.
fuel
21.0 inches. oil good tx oil added 0.25 cup oil. looks like pink may be
seaping
braided fuel line between lif pump and secondary filter on engine
1115 Off
mooring
bs 5.33 sog 5.7
heading 352 cog 006
bs 6.6 sog 6.8
heading 004 cog 013
Looks like need to add 13
degrees to compass
1200 The wind came
up to 12 knts true, sailing!
Making 95% polar with just
main and jib up.
1230 staysail out speed up
10%: bs 6.3 sog 6.5
1400
Wind died so much for small craft
warnings motoring 10 min to R10 then in
1455 in slip
engine 975.4 hrs
gen
3182.5 hrs
To verify that the
generator hour meter has failed, ran gen at dock for half
hour, the meter did not move. Verified power to hour meter. It is clear
that the meter needs replaced
Verified that the diesel
return line on main engine (Perkins) is the leak issue, pulled diesel
fuel line
due to leak at the end farthest from the engine (near the hard line
returning to the fuel tank)
Keeping track of generator run time on oil change: approx 9
hours since oil change.
March 2, 2013: Heading for Cherry Cove for
the weekend.
Pre-Sail
Check: 968.4 engine hours at
startup;
3182.4 hrs on generator;
fuel 21.5 inches
0920 Depart for Cherry Cove
No wind; calm seas;
motoring
at 7 knts
Engine temp 165F, Oil
Pressure 44psi
New
ultrasonic knotmeter
does not work wih second display hooked up directly to sensor. This did
work with the older paddle wheel which I was doing just to determine if
one of the displays was intermittent rather than the paddle wheel.
Disconnnected second display and
knotmeter works fine with the CS4500 knotmeter from Airmar!
Dripless stuffing box
throwing a bit of carbon dust as it is wearing in. This is expected.
It
is amazing how much the vibration levels are down with the straightend
shaft, proper taper on the propeller matched to the
shaft taper, and
new cutless bearings.
Engine
Room Check: Tinge of
red on absorbant pads. Checked level of transmission fluid. Looks good.
must have been
in bilge when I put the pads down. Replaced pads. Wiped down
transmission. Continue on. Checking bilge pads periodically. Note: Must
shut down engine to check transmission oil level. There is a note
online that there are rotating gears near the dipstick which hit the
dipstick when it is not screwed down.
1200 engine room clean
bring on root beer floats to
celebrate!
Very flat water.
Boatspeed 7.05 sog 6.4 may be
current will
keep track.
1215 engine room clean
Checking calibration factor
for speed. is 1.09 with new sensor assume more like default. now set to
1.00.
speed+trip for 2 seconds. then cal displayed. press speed. use
timer-reset to
adjust. then speed+trip for 2 seconds.
1245 Engine Room Check: Looks like drip of ATF on
end of
transmission shift leaver. Wiped off one dot onto the paper towel.
speed 6.45 sog 6.2
1315 Engine Room Check: No
drip on transmission shift leaver.
bs 6.44 sog 6.40-6.30
cog 186.0 hd 166.5
close to isthmus. sog 6.3-6.4 bs 6.44-6.5
1350 Picked up mooring C12 in Cherry Cove
Engine hours at shutdown: 973.0 hrs
One hour of generator operation in the evening. (8.5 hours of generator
run on this oil change)
March 1, 2013: Battery watering and
testing. Water level half way
between plastic and the top of the plates on batteries, pretty uniform
across the cells. Measured specific gravity of each cell prior to
filling:
Forward, Starboard going aft
1.310
1.310
1.305
1.310
1.310
1.310
1.315
1.315
1.310
1.315
1.315
1.315
Forward, Port going aft
1.315
1.310
1.310
1.315
1.305
1.310
1.305
1.310
1.315
1.310
1.305
1.315
|