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St. Augustine Passage, Friday September 11 2009
Well, we're back on the water again, very happily, but not without the usual
excitements... Friday - September 11 - finally arrives, after we've been delayed time and again (see prior two posts for examples of why!), including parts which arrive overnighted from one vendor who screwed up the order, and another second day, ditto. Names excluded to protect the semi-innocent, in one case it was a matter of their policies and the left hand not knowing what the right hand was doing, and in the other, a surprise that I had something very old, and since they'd not updated either the web site or instructions, I didn't know to alert them to that. All worked out well in the end, however, and we fueled and watered uneventfully, other than that we took rather more diesel than I'd have thought for the hours since we last fueled. That's probably due to our having had to motor hard and into the seas on our trip back in from the Bahamas, but it's the highest usage we've ever recorded. We also filled our new diesel jugs, and the 20 gallons of it and the 5 of gasoline on the starboard side seems to have cured our since-bought port list, as well as helped cure our chronic stern squat somewhat. Unfortunately, the 10 cases each of beer and Coke we stored in our aft head's bathtub contributed to our stern squat, so we didn't quite get the improvement we'd hoped. As we go through our stores, however, that will change :{)) We also moved our Angel Saint Michael's boat back into his slip after we'd anchored nearby. That move was also uneventful (Mike, the engine ran like a top, and it was totally maneuverable, so I was able do drive it right into the slip so the lines were handed off rather than thrown, and secured), . The entire family, was involved in the move. My son, his wife and I were on the boat to toss lines, and Lydia and the girls had stayed on the dock to handle the lines. Once the girls had said their goodbyes, we dinghied back to our boat. Despite the old-sailors' admonition never to leave on a passage on a Friday, the weather was clement and very favorable to the passage, which would only be about 90 miles, anyway, so we proceeded. We got all secured and under way, finally, at about 4:30PM, still able to take advantage of the ebb tide helping us get out of the Saint Simons Sound area. Unfortunately, while the wind was nearly due north at the dock, it was, as forecast by Chris, our weather guru, right at 070-090 degrees when we got out to the inlet. That made for a very extremely close beat on the way out. As we were trying to prove out our remedy and reinstallation of the temperature gauge, we were motorsailing, hard, so we were taking waves over the bow with the wind against the tide. The girls (my granddaughters Madison and Quindlyn) were having a great time on the amusement park ride, bouncing around in the Vee, but it was very wet topsides. Our newly waterproofed, rezippered, polished-the-windows improved bimini and enclosure kept us dry on the way out, but it was frustrating to see the salt accumulate, obscuring our view from the brilliant windows done by our canvas folks. Ah, well, they also gave us some miracle goop for cleaning them in the future, which will not only make them brilliant but fill in the little scratches which have accumulated over the years, along the way, improving future visibility. Good news all around, the new hatches look marvelous and also don't leak, the creeping crack cure applications seem to have stopped the leaks we found in the refit, and, apparently, our vinegar flush seems to have improved the cooling performance of the engine heat exchanger, as the temperature gauge never moved off 180. And, therefore, we also presume that the relocation and rewiring of the brain for the temperature gauge worked, as its prior performance was to, at some point, peg or go to zero. So, we have a NIB, not even opened from shipping, ISSPRO gauge, sender and brain that we'll be able to return. Unfortunately for our planning, all the various excitements in St. Augustine, on which more later, caused us to forget to give that to my son as he left (we forgot it entirely during our time here, so it wasn't a slip of the mind of the moment); we'll have to get somewhere we can ship it off back to the supplier while we're here. We were also so frazzled that we forgot to turn on our SPOT personal tracker so that folks could follow us on our passage. We'll try not to do that again on our passage to the Bahamas! As to "while we're here," it will be a while. I'll cover that in a bit, but I wanted to tell you something that didn't have to do with problem resolution on Flying Pig! first... So, we beat into the waves for a while, and we're making more than 7 knots. We do that most of the way down, too, with varying conditions I'll tell you about shortly, but apparently my initial "reading" of our bottom paint situation was right, as, if we had anything remotely resembling the forest under our dinghy on Flying Pig, it wouldn't have been able to get out her own way :{)) With the headwind and our speed, we were seeing winds in the mid to high teens, and we were sharply heeled under full main and Genoa. However, once we turned the corner, making a dead-South heading for the St. Augustine inlet, things got a lot drier. The apparent wind went to our beam where it stayed for most of the trip, and was mostly 11-15 knots, with very infrequent gusts to 17-18 knots. That would normally make for a very comfortable heel on Flying Pig, but with the slightly following 4-6' seas at that heading, we wallowed, hobby-horsed and rolled a lot. There was always enough wind that the sails didn't bang around, but it was an uncomfortable ride, going not only from -15 to +20 or so degrees to starboard, but with, usually, quite a heading variation as we yawed. Most folks would find that the most uncomfortable motion of the variety of ones available to a cruiser... Lydia always takes a few days to regain her sea legs, and had forgotten to take her Stugeron until we were well under way. Stugeron is a wonder drug for seasickness, available over the counter in England, but not so much anywhere else. Fortunately, we have a great supply aboard, having stocked up with her English mom's visits, one of Saint Steven's trips to Ireland (he's a pilot who flies internationally for NetJets), and prior English visitors, so we had plenty available. However, if you haven't gotten it into your system before discomfort, it takes a while to take effect, so, while she took a couple on the way out, she was still uncomfortable. As a result, she went below to lie down immediately after we made our turn. As it turned out, as you've seen from our prior couple of logs, we didn't get the downtime we had expected in our last week in Saint Simons Island. Indeed, we were fully stressed and working hard right up to the end, including the couple of days' delay. While those delays allowed my son to visit with us on the boat a few times, and to deliver directly, rather than in St. Augustine, the packages which had been sent to the home they were enjoying in Saint Simons Island, both good things, we didn't get much rest, and left a bit frazzled. That led to Lydia's being out cold immediately on hitting the hay, and I stood watch for most of the trip. Last minute Louie tricks included our being able to replace the alarm switch; being as cheap as they were (slightly more than $6) I bought an extra to put into stores, and went about making the installation of the bilge and engine alarm sounders, which, of course, hadn't arrived until the last minute. The bilge alarm sounder, while ear-piercing in hand, is only notable, not alarming, while hidden inside the helm tower. We'll have to consider remoting one of them into the aft cabin, as I'm quite sure we'd not hear it if we were asleep at anchor. Of course, the electronics in the little NEMA (waterproof) box, are tiny, and I wound up making a splice of the new sounder with the old, and connecting it to the power line singly so that the wire we attached to the screw-down connection wasn't so big as to not fit under it! While he was here, my son, while Lydia was attending to other stuff, mostly the cleaning of the boat which she feels is necessary before starting a voyage, took me up the backstay in my bosun's chair, and I installed the tube into which the MOB (man overboard) pole's flag slid, keeping it not only out of the wind but out of the sun. The alarm sounders, the switches, and the pole tube were the last items on my to-do list. It certainly felt good to cross off the last of the highlighted items! As to the engine alarm, it's outside the helm tower, and it truly is painful to listen to, much more alarming, if you'll pardon the expression, than the previous buzzer alarm, which physically was inside the helm tower. However, when I did the installation, I also included an indicator light and a noise-cancelling switch. The indicator light is an LED one I had left over from stores I bought from our electrical guy, John, at svhotwire.com, for replacing the incandescent indicator lights in the nav station breaker panel, and lights whenever the alarm circuit is energized. The switch was one I got at Home Depot, and I covered it with one of the 10 rubber boots for such switches that I got over the internet for, including shipping (which was more than the boots!), less than 3 such boots would have cost from West Marine. Of course, I returned the one I'd bought at West before I found them on the internet :{)) While I was at it, I replaced the boot on our 3-way switch which controls our red rope lighting and/or (one at a time) white incandescent table light, as it had torn along the way. I'll have 8 spares for other duties should I need them :{)) So, back to the passage. We made the turn about 6PM, and turned off the engine which had refused to overheat, nor have any temperature gauge misbehavior. In our 11-15 knots on the beam, despite our wallowing, we were making a steady 7.4 knots. By 8PM, however, the wallowing and increasing seas dropped our speed to 6.8-7.1 knots, which persisted through 2:30AM. As it was, my dead reckoning had us arriving well before dawn (I calculated 5:30) at the inlet entrance in Saint Augustine, and all the responses I'd had to internet inquiries from other cruisers suggested that it was tricky enough that one should not attempt it in the dark. Some went so far as to recommend following some big fishing boat in, they were so nervous about it... At 2:30AM, though, we must have gone through a frontal boundary, as the wind suddenly shifted 60* to the south and dropped into the 8-12 knot range, the seas calmed notably, and it got lots warmer. I'd thought I'd missed the autopilot falling off into standby, something which happens occasionally, because the sails were suddenly luffing. I jumped up to spin the wheel to the right. Nothing happened - What's THIS??? Well, turned out the autopilot was still engaged, and in our hydraulic steering, nothing happens when it's engaged; you can spin the wheel all you want :{)) So, I just tightened sail to full beat mode, and, with the much flatter seas, we not only slowed down, but the boat's motion was a lot more comfortable. However, the wind had moved far enough south that I had to alter course to 185* in order to keep the sails full. I got a bit nervous about that in that we weren't very far offshore the entire time, and I was concerned that if things persisted, I'd have to tack out, eventually. Our speed dropped to more like 4-5 knots, and, at times, as little as 2 to 3 knots, and I started to worry that we'd not get there until well into daylight, instead of being too early. Fortunately, the wind came around a little bit at a time, and I was able to head back out, also a little bit at a time, eventually getting to 175* for a couple of hours. That proved sufficient to get us far enough out so that we'd be pointing at the safe-water light when we arrived. However, along the way, we picked up a little more speed, after all, and we did, in fact, arrive at the inlet at 5:45AM. Well, that's good - I pulled the main into the center, sheeted it very hard, and turned hard to port. The genoa backwinded, and I turned the wheel hard to starboard, putting Flying Pig into irons. At the angle of the wind, our heaving to would carry us north and slightly east, allowing a bit more wiggle room on the safe-water tower, and some more time to get in. Going below, I got Lydia up for hove-to watch, and hit the sack after my many short-houred prior nights, and being up virtually all night on this trip. Lydia, however, still wasn't very recovered, so rather than handle the entry by herself, she got me up at 8 and went below again for a short nap. When she came up again, we made the turn into the inlet, and while the markers were a bit hard to spot, our entry was uneventful, arriving at the anchorage by 9AM . We wandered around the anchorage until we found a spot we liked, and we had our dual anchors secure at 9:15 in 10' of water. Because there's a 6' tide here, and we have, at the bow, a 5' freeboard, we put out over 100 feet on both all-chain rodes. On the way in, I tested the WiFi setup, and had actually gotten usable offshore connections before we hove to. Being that we were moving right along, however, they were short-lived, and it wasn't until we were headed into the entrance that we got more stable connections. As we were making the corner into the anchorage area, I called my son, who'd driven down and stayed in a hotel locally, on our Vonage internet connection, and they started making ready to come to the dock to meet us. Before we go, however, we've had the usual overnight passage, with radar up the entire time (YAY!! - but power hungry), Otto (the autopilot) working overtime to try to stay on course with all the yawing, the computer running a navigation program as backup due to the very fiddly depths in some areas of the passage, and all the other little power suckers going. That's resulted in our batteries being low enough that we went to get our Honda genset hooked up to our shore power input so we could recharge. No go, however on attempting to start. Much troubleshooting results, but the end is that we can't make it go due to an apparent no-spark condition. As it's all electronic, there's no fiddling with stuff to try to remedy it, and we'll have to get it looked at while we're here. We'll also have to run the engine while we're here until that point, in order to bring the battery up to anything reasonably charged, not an efficient means of restoration - but not the end of the world, either. We can't leave it running, however, while we're ashore. So, here we are, secure, if low on amps, and my son is trying to figure out parking and my dinghy dockage or landing or whatever while I'm troubleshooting the Honda, but eventually we get it sorted out that we'll pay for the dinghy dock, he'll put their overnight luggage into storage at the marina, prepay my dockage, and we'll go touring. We do that, but I'll let Lydia tell that story, and we come back after dinner to a luxurious (to cruisers!) shower, included in our dinghy dockage fee. However, it's been raining cats and dogs for our entire dinner, and we expect to get thoroughly soaked on the way back to the boat. Instead, it lets off to a small sprinkle and we retire for the evening after much catching up and stories of the passage from the girls' viewpoints, all the while running Perky, our propulsion engine, to gain back some of the amps we've spent.. Sunday arrives, and we've slept in until nearly 9, unusual for us, but very restorative. We consider going sailing and start the engine. Oops! Low oil pressure (not such that it alarms) and I dive below to check it out after shutting down. My bad, I normally would have checked the oil and cooling water levels along with the alternator belt tension, but because we'd just been running the engine for charging, I hadn't. No doubt I'd have immediately seen the big puddle under the engine in the catch pan, and the almost-off-the-stick level of the oil! OY! Where's it coming from?? Not the front of the engine; it's still clean after my having pressure washed it in Saint Simons Island, and, particularly, the battery box has no oil which would have slung from the belts. Is it the new alarm sender?? There's some oil on it, but only a drop. Mirror inspection suggests the fitting and the adapter are both sound. Ok, start the engine after I put a copious amount of oil in it, and look. The pressure sender is dripping, lots. Well, that's it. Just like my tag line, this is happening now, so that we can actually address it while still in reasonable distance of solutions, rather than in the third world, where shipping of parts can triple the cost, never mind the delays. On comes the computer, and NAPA has one in stock. Off we go in my son's car (which wouldn't have been here had we not discovered it until later, thus saving me the extra cost of a taxi to go fetch it), and not long after, it's installed. Just for insurance against any possible leak (why would the fitting have so much as a drop of oil on it??), I remove the alarm sensor and apply teflon plumber's pipe dope on it as well as the new pressure sender. That done, we again start the engine. Sure enough, pressure's right up there, no leaks below, and charging continues uneventfully until I return from taking my son and daughter-in-law to the dock. So, as usual, some excitements, some 1-2-3s (daily boat chores which need doing, and, as one of my sister-ship owner calls them, sometimes, the daily panic attack), and a great visit with my family. I'm left with resolution of the Honda, finding suggestions as to how to make the 6HP outboard throttle plate not stick any more, find a replacement for stores in my 15HP impeller after I (I'm hopeful) uneventfully change it out and regain my cooling, and checking what the current realities of that time (perhaps more than a week, maybe only a day or two) are with regard to our passage to Walker's Cay. Update, as I had to put this to bed when I was originally typing it, on the Honda. I'd put out my usual call for assistance on the internet, and got a variety of responses, one of which included a local cruiser who volunteered as a taxi service if we should need to run somewhere for parts. The resolution of the Honda, something I posted to the places I was seeking advice and help on the internet, below, is also a bit of what our lives will be like aboard with the kids: We have two girls aboard who are homeschooled. In Loco Parentis, we are charged with giving them at least one new concept every day. So, in prep for some of the input I'd received WRT the Honda generator, and pursuing my unwillingness to give up so easily, I set to additional troubleshooting today before calling any of the leads I'd developed for service. I called the girls out and gave them a seminar on internal combustion engines, including troubleshooting. We checked the oil (full), so if there were an interrupt it would have been the oil level sensor. While I'd determined how to bypass it, I wanted to isolate the problem, so I didn't address that directly. As the only thing which prevents an IC (internal combustion) engine from running is ignition, fuel or air, I started at the top (literally) and pulled the spark plug, having discovered the correct gap in the manual (always, I RTFM [read the freakin' manual!] when I'm stymied; usually I do it first, but the spark plug had looked great, so I didn't start there in my first explorations). It was within tolerance, but at the wide end, so I showed them how to read and gap it to the short end, and how to reinstall it with the proper level of torque. Still no joy. On to the second: I disconnected the fuel line at the carburetor (they learned about fuel injection and carbs in the introduction) and was rewarded with a steady flow. Put it back on and tried to drain the carburetor. No joy in getting the screw to move, so I couldn't prove that there was fuel there. Also, while I'd spritzed it repeatedly with WD40, trying to get ignition in my earlier attempts, I theorized that it wasn't volatile enough, and had been wrestling with how to get gasoline into the opening. I settled on a paper towel, held under the fuel line while I pulled it off. Saturated, I wadded it up and stuck it into the opening with the choke opened, and pulled the starter. It ran :{)) - and I let it run for a bit, presuming it was getting its fuel from the towel, but also, fully choked by virtue of the paper towel, may have been pulling fuel through the carb. So, I stopped it after a bit, and extracted all the little bits of paper towel stuck to the choke plate, choked it, and started it again. Still running, I ran it rich for a time, and turned off the eco-switch, which when on forces it to run full throttle all the time. Still runs. JOY! Switched the eco back on and it purred like a kitten. I presume it was the same sort of problem I'd met in both the outboards, which weren't very happy starting initially, either - crummy Bahamas fuel, which had been in each. So, the lesson also included information about varnish formation, and the importance of adding fuel stabilizer if the engine is going to be left for some time. Of course, our initial expectation had been that we'd be there for a very brief time, so I hadn't done that. Lesson for me, too, and, likely, being in teaching mode helped me more efficiently arrive at the solution, so it was very helpful to have been put in the position of teacher for the girls... Lesson ended, I shut it down, buttoned up the various things like the filter housing (I'd taken it off to get to the carburetor), spark plug cover and main housing access), moved it over to the shore power input, and, as I type, the Xantrex inverter charger is putting 70 amps continuously into the system. Now, on to sourcing another 15HP impeller, as long as we're stuck here for a bit, it being afternoon already, and my wanting to have fully charged (and also equalized, which I'll do after it's all the way up) batteries. So, thanks to all respondents public and private. I really like the Honda eu2000i, despite my own stupid pet tricks (not stabilizing the fuel is my expectation on the problem but adjusting the spark plug no doubt helps) causing the problem in the first place. The more I cruise, the more I find that's usually the reason for some problem (my stupid pet tricks) :{/) Lydia also took advantage of the time to write her log, and now that we have the power available, I'll try to get some of our refit pictures up on the gallery. So, until then, stay tuned! L8R Skip and crew -- Morgan 461 #2 SV Flying Pig KI4MPC See our galleries at www.justpickone.org/skip/gallery ! Follow us at http://groups.yahoo.com/group/TheFlyingPigLog and/or http://groups.google.com/group/flyingpiglog "You are never given a wish without also being given the power to make it come true. You may have to work for it however." (and) "There is no such thing as a problem without a gift for you in its hand (Richard Bach) |
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