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#1
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Whole lotta shakin' goin' on, revisited - Part 2...
Whole lotta shakin' goin' on, revisited - Part 2...
When we left you, a little more than 2 months ago, after spending two weeks at anchor resolving a bunch of problems all at once, we were about to finally leave Ft. Pierce. Our purpose and general activity, to bring those who have wondered where we've been for the last two years up to speed, was to do a shakedown cruise of our home which we had worked on for most of the time since our last cruising report. As much as we'd done to the boat, and as relatively green as we are as mariners, compounded by our not having sailed in a couple of years likely depreciating whatever proficiency we might have had before, we felt that exercising all the sytems - and the captains! - within easy reach of TowBoatUS (ya never know) and the various chandleries which abound in the US would be a good idea before we started crossing oceans again. It was thus we set out on our first leg of that shakedown, from Ft. Pierce to Lake Worth, the body of water between the Palm Beaches, on February 9th. Recall that we were in the anchorage south of Causeway Island; we'd have to clear that, go north under the bridge, and then turn out the Ft. Pierce Inlet. The anchor came up with little discussion at 8:15 (recall that this was new to us and the first time in the water; it's REALLY big, and a scoop rather than plow, so we didn't know what we'd face). Unfortunately for us, both the wind and the current, which was stiff at the time (we'd normally wait for favorable tides, but we wanted to be on the hook again before dark) was directly against us, so we motored, which is against our religion. However, once again, we were stunned to see how fast we were going. Our backbreaking (and, seemingly never-ending) work on the bottom and engine alignments, and whatever else we did to make it work better, paid off handsomely, as our through-the-water speed was gratifyingly 6 knots - faster than our 3.2knot speed over ground, most likely further diminished by the stiff headwind. An hour later, we turned south, having cleared the onshore obstructions, on a very broad reach - with the rock and roll due to the swells, we were between 120-150° to our port quarter. We headed 156°T with an apparent 10-12 knots wind, but we were doing 7.2-7.8knots SOG (speed over ground), so the real winds were more in the range of 15-20. I concluded that all the freeing up, alignment, and lubrication we did on our speedometer paddlewheels (they send a magnetic impulse as they rotate past the head of the sensor) must have made them extremely more effective than before, as we just refused to believe our eyes in the speeds we were seeing. Each of our three - one in the fishfinder, centered forward, and one each Datamarine and Raymarine amidships - were reading in the high 8s. We'd have to do some calm-water/no-current calibrations, it looks like. Ah, well, that (along with the stuff which actually BREAKS) is the point of the shakedown, right? By this time, it was getting a bit rolly, so we bore up (headed a bit upwind) in order to stiffen the boat. With the wind a bit more sideways to the sails, it made it more difficult to bounce into the wind every time the wave went under us. Unfortunately for our comfort (it was never really "uncomfortable" - we've been in some truly uncomfortable seas, but this was just a nuisance), the wind died a bit, to an apparent 6 knots, and we wallowed through 100-120-150° and back again. None the less, we continued to make 6.4-7.2knots SOG on our course of 153°M. It was a beautiful day for our first sail in more than 2 years, and we enjoyed every minute of it. Dead reckoning had us inside Lake Worth well before sunset, and about all there was to do was to look out and give thanks for the privilege of being here and doing this. By 2PM, the wind clocked a bit, allowing us to turn downwind, bringing us back on a line to intersect the entry to Lake Worth, 170°T - but the wind was dying, too, with only a few "horses" on the horizon at the apparent 4 knots we were seeing. As the wind continued to clock, we turned a little further downwind into a counter current. We still made 5knots velocity made good! By 4:30, we had our anchor down in an anchorage much changed since our last visit. Last time, we'd had a good enough connection that our VoIP (voice over internet protocol) phone worked perfectly, but this time found only marginal signals. Over the next couple of days, we'd move a couple of times, either shopping for WiFi or for water. We ended up on the edge of the channel coming into the turning basin, which avoided the "things that go bump in the night" - a couple of instances of touching bottom at extreme low tide. This was securely deep enough, and had a passable WiFi throughput for our various email and surfing, but still not good enough for telephone. As we were short-timers there, we grin-and-bear'd it. However, in one of those moves, I noted that our engine's alternator, which had been putting out a reliable 70Amps, suddenly dropped to the low teens. As there was also wind and sunshine creating incoming amperate, I couldn't even be sure of that. Ah, well, another of our shakedown breakdowns, the reason for doing this. An inspection showed that the regulator, mounted to a plug-point on the rear of the alternator, had a broken wire. That would do it! Fortunately, I had a couple of spare alternators in stock, and swapping it out wasn't much of a deal. However, it wasn't yet the LAST rotating part on the engine to go bad in this shakedown. Anyway, I got the new one installed, and changed the belt while I was at it, as the one which was on there was at the end of its travel. Those with us for a REAL long time will recall the time when we were getting about 10 hours per belt, but moving to the right size pulley, along with the right type of belt has allowed us about 200 hours per change. In order to try to stretch (pardon the expression) that a bit, as the belt I removed still looked to be in great shape, I've gone to a belt which requires me to manually turn the engine in order to mount it. Fortunately, my 38" sleeve arms, and a large screwdriver engaged in the crankshaft pulley bolts allows me to reach and easily do that 2/3 rotation. Once actually ON the alternator, I can tighten it the tiny amount of available adjustment - but I'd bet I'll get 20 or 30 extra hours out of a change due to that extra length of adjustment :{)) As we sat, waiting for our next weather window, we met some dear cruising friends on Gusto, currently in dock south of there, for lunch, and, on another day, toured Peanut Island. Unfortunately for us, the park was closed, being a weekday not in the summer, so we didn't get to tour either the Coast Guard museum or the bunker (Kennedy's evacuation bunker was in this spoil island in the 60s). I also repaired the inoperative depth sounder at the nav station, one of our squawk-list items which had turned up on this voyage. As it was a bit messy in terms of access, I'd waited until we got here to tackle it. I'd thought it was an electrical issue, something I've encountered before, but it turned out to be that the housing for it had come loose from where it had been glued to the hull. As that housing has to contain water, all of it had leaked out, and there wasn't a reading. Some sanding, cleaning, and aggressive caulk later, I remounted and filled the housing and reinserted the depth sender. Voila, there's now an accurate depth showing at the nav station. If this is shakedown-breakdowns, while it's a nuisance, and cropping up one after the other, I'm sure glad it's happening when we're at anchor, instead of under way where something critical would be a great deal more difficult to deal with. Like all of our shakedown repairs and experiences, pix of this event can be seen by clicking our gallery below and navigating to the 2011-2012 refit. A week after we arrived, we (again, without excitement) raised the anchor and set off for Ft. Lauderdale on February 16th. We were moving at 8:30, and out the inlet by 9AM. Again we had a very broad reach, this time ~120° to starboard. Our new (well, my replacement) alternator was chugging along at 60Amps over what we were using as we motorsailed a bit in really sloppy seas and only 4-8 knots apparent wind (not enough to stabilize us!) Of course, everything changes in cruising; by a little after 11AM the wind picked up a bit, and backed as well, allowing us to get a lot better angle. As the winds were still pretty light, we felt it would be a good time to break out the new staysail, as yet not flown. Up she went, and we tightened the leeward running backstay, supporting the mast where there was now a great deal of pressure due to what would be a full-sized jib on a fractional (the forestay doesn't attach to the very top of the mast) rig, and turned off the engine. With 8-10 knots at an apparent 75-90°, we kicked butt at 7.1knots SOG and 7.8knots through the water (Hm. Maybe they DON'T need calibration?) in flat water (we were heeled only 7-10°), due to the wind coming from the west, and our staying close to shore, of necessity to avoid the Gulf Stream, roaring by in the opposite direction, only a couple of miles offshore. By noon, the wind clocked, necessitating a slight turn to the right, which was OK, as that was how the coast ran, anyway. At 188°T, and the wind picking up to 12-18, we picked up a bit of speed to 7.5SOG, but with the flat water and nearly no heel (10° or less), it was a fantastic sail. This would prove to be a pattern - changing winds - as, by 1PM we came back to 180°T to keep the wind at 80-100° apparent as it built, and our speed came up to 7.4-8.2knots. By 2 PM, it was getting a bit messy with gusts over 20, which allowed us brief periods over 8.5knots SOG, which was now FASTER than our through the water speeds. Hm. This may need more study... The wind continued to build so at 2:30 we rolled in the genoa, just to see how we'd sail on staysail and main. We lost speed, of course, with the removal of that big sail out front, but still managed 6.5knots. By 3PM, we'd turned the corner and dropped the sails. Because we'd consulted our guide book, we knew that there was a bridge which would open at 4PM - and not again before 4:30 - so we pushed our sturdy craft forward with the engine, arriving what should have been barely timely. Somehow, we wound up having to wait for what seemed a very long time, but by 4:30 we were again on the hook. We knew, from talking with other cruisers, that there was an anchorage which could be accessed from the Intra-Coastal Waterway, Lake Sylvia. Our charts suggested it would be very marginal for us, and, indeed, though we followed the instructions about how to enter, we touched a couple of times on the way in. Anxious, we spoke with a boat we were passing, who assured us that there was 8' all around there, so we turned up into the strong wind, and once again threw out the hook. I did my usual routine of allowing the anchor to bite, and then letting out successive chunks of chain all at once, allowing it to jerk harder each successive length. Because of our close positions, I kept the rode (the length of chain between the boat and the anchor) to what I consider a minimum ratio of about 5-1 (I like to sleep at night). As usual, Lydia backed down hard on the last section, the snubber line stretched mightily, and we came forward again after she got off the throttle. After we'd tended to getting shipshape again, I was below and saw a boat out a port. It was moving swiftly, forward. As the only boat was anchored there, I concluded that we must be moving backward! YIKES! This is close quarters, and, regardless, one NEVER wants to drag. In particular, our new anchor shouldn't - but, there we were. "WE'RE MOVING!" I shouted to Lydia and sprang to turn on the engine. Key turns, and there is NOTHING - not a R-R-R-r-r-r, not a clunk, not a click. Panic time. No engine, and we're dragging. But wait. We're not. We're merely swinging at anchor in opposing directions. Phew! Out come the tools and I determine that the only possible answer is a broken starter (I'll save you the diagnostic descriptions, other than to say that the hammer/screwdriver-tap and shortings had no effect). Well, here we are in the marine capitol of the US. Surely there's someplace I can get this fixed. On line in usable, but not ideal, WiFi, I look around and see many places which should be able to rebuild this starter (last rebuilt in 2007, in Charleston - actually, a rebuilt off the shelf, with mine turned in). Then I called another fellow cruiser, this one a retired Rolls-Royce master mechanic, who lived in Ft. Lauderdale. He recommended a shop about a mile away. Coincidentally, we were visited the same day by a cruiser anchored in Lake Sylvia; he knew the shop well and recommended them as well. Well, that settles that. A phone call determines that they can, indeed, rebuild both our starter and our alternator. As I'd had, way down on my to-do list, getting a spare starter, it seemed appropriate to ask; yes, indeed, they had new ones in stock, at a price lower than I'd recalled from my Charleston inquiry (which is why I didn't get one then). Righty, then! We'll go there, drop the two bad ones off, and wait for instructions. That turned out to be a bit exciting, as a full-sized Delco starter for our engine weighs a LOT, and the alternator isn't all that light, either. Before we destroyed our pull-behind cart, we called a cab company. We'd stopped in front of a bank, which had a cab in front of it; we were at the shop in minutes. The tech spun off the backs of the starter and alternator's bolts, and it was apparent that it was time for that rebuild. No problem, we'll do that. Afoot, now, we set off to what was until recently, the largest West Marine store in the world, carrying two foul-weather gear jackets which had had failures. West will honor nearly anything with their label for life, and this was no exception; we got new jackets, and, to boot, after the discounts from the current sale, had $100 to play with later. We spent some of it on another wheeled cart, being fearful for the life of our current one, and are expecting that we'll be able to use up the balance sometime during this shakedown! Out the door we go, to SailorMan, a huge facility of used, consigned and surplus gear, just down the street (literally). I love these sorts of places but you can't go, really, expecting anything. Instead, it's just opportunities which present themselves. Fortunately for us, Lydia found a new pair of flippers (her foot portion had died), I found some VERY obscure fender inflation parts (better yet, they were free) and some strapping with big stainless steel hooks. As we secure our dinghy in the davits with just this sort of stuff, but mild steel encased in plastic, and which tends to rust, at $3 total for 4 large SS hooks, two stainless steel rachets and a lot of webbing, we were happy campers as we walked back to our dinghy. Our rebuilds were scheduled for only a couple of days out, so we just chilled out a bit on the boat, relaxing. Once we retrieved them (on a taxi ride altogether, this time, as we'd not only be hauling the two heavy items we'd taken there, we'd also have a new starter), and came back to the boat, both starters and the alternator had no protective paint on them, let alone the famous Perkins blue - so I painted them before mounting. As the new starter was a new generation, and APPEARED to be much smaller in capacity, I wanted to mount that one first, keeping our now-rebuilt original for a spare. As it's made differently, it presented some challenges, chiefly that it's actually longer than the other, and necessitated taking out the oil low-pressure sender, a bit of a scary enterprise which turned out of no event, as there was no runout when I took it out. However, once mounted, I noted that the solenoid on this unit is quite different, and the "hot" line - the one with the honking-big red cable attached to it - came within about 1/10" of one of the fuel pressure lines. YIKES! Also, the other connection on the solenoid, the one the low power connection is made to, is now nearly out of reach underneath the two aforementioned items. As I, from time to time, need to get to that with a clip on a mechanic's starter button, that was an annoyance at best. However, a trial engagement with the battery in the "off" position showed me that it was a contortionistic move but COULD be done so I relaxed. As there was sufficient room to attach the red cable (it didn't get hung up in the small gap between the post and the pressure line), that, too, became a non-issue, as the only time that would be revisited would be if we had to remove the starter for whatever reason. However, while I have a spare solenoid for the original starter, as I'd expected, from the vehemence of the tech when I asked him about having the specific starter in stock, that I'd be getting another identical to mine. When it wasn't, I'd not been prepared for asking if they were the same; I'll have to research and buy a spare for this new starter, too, dangit! Oh, ya, the starter works fine, relying on gearing for the horses/RPMs needed to crank Perky. This installation completed the replacement and/or rebuild of every external rotating part on our diesel... Once again, we've been watched over and protected. All of our failures have happened at anchor, rather than when it might be a great deal more difficult to deal with. We rejoiced in that by taking the next few days to explore some of the waterways around our anchorage, going up the New River, for miles and miles. Unfortunately, timing was such that we were bucking current the entire way, coming and going, on our trips, but the exploring and visiting the museums was entertaining while we were there. Eventually, of course, we need to get back to Ft. Pierce, and up to Vero Beach, in order to go off to visit children, grandchildren, and a wedding, so, reluctantly, we looked for our next weather window. We'd fully expected to get to the Keys, or even to the Dry Tortugas on this shakedown, but the weather in the coming days was just exactly opposite of what we'd need to avoid having to "drive" back. So, we abandoned anywhere south and made ready. With that I'll leave you in Part 2 of our shakedown - a couple of exhilarating and gratifying sails, lots more broken parts (by now, every external rotating part on the engine has been removed and rebuilt or replaced or both, e.g.) successfully and relatively inconsequentially resolved, and the new feeling of being guests in our own country. We've been exploring just as we would if we were cruising internationally, much to our benefit and enjoyment. So, until next time, Stay Tuned! L8R Skip 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 When a man comes to like a sea life, he is not fit to live on land. - Dr. Samuel Johnson |
#2
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Sun, 21 Apr 2013 12:31:27 -0400, "Flying Pig"
wrote: With that I'll leave you in Part 2 of our shakedown - a couple of exhilarating and gratifying sails, lots more broken parts (by now, every external rotating part on the engine has been removed and rebuilt or replaced or both, e.g.) successfully and relatively inconsequentially resolved, and the new feeling of being guests in our own country. We've been exploring just as we would if we were cruising internationally, much to our benefit and enjoyment. === Good report ! Exploring is all good, glad to hear that things are coming together for you. Mechanical issues seem to be part of cruising unfortunately. Before we left Florida last January for our Caribbean jaunt, I asked our local generator mechanic to go over things with a fine tooth comb and replace anything he considered suspect. Since our once new genset now has over 4,000 hours on it (about like having 200,000 miles on a car engine), I specifically asked him about the fresh water pump. He said not to worry about it since they hardly ever fail in his experience. To make a long story short the fresh water pump failed when we go to Puerto Rico, and we spent a week in a marina (nice marina) waiting for parts. And so it goes. :-) Right now we're waiting for a new engine part (fuel cooler heat exchanger) to arrive back in the BVI, while we run with a jerry rigged work around on he port engine. We'll get it installed on the way home next month. Thanks for the progress report and keep on cruise'n. http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0utTAiadygIUkT4LIXeoYfKADAn2Dkz os |
#3
posted to rec.boats.cruising,alt.sailing.asa
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Whole lotta shakin' goin' on, revisited - Part 2...
"Wayne B" wrote in message
... On Sun, 21 Apr 2013 12:31:27 -0400, "Flying Pig" wrote: With that I'll leave you in Part 2 of our shakedown - a couple of exhilarating and gratifying sails, lots more broken parts (by now, every external rotating part on the engine has been removed and rebuilt or replaced or both, e.g.) successfully and relatively inconsequentially resolved, and the new feeling of being guests in our own country. We've been exploring just as we would if we were cruising internationally, much to our benefit and enjoyment. === Good report ! Exploring is all good, glad to hear that things are coming together for you. Mechanical issues seem to be part of cruising unfortunately. Before we left Florida last January for our Caribbean jaunt, I asked our local generator mechanic to go over things with a fine tooth comb and replace anything he considered suspect. Since our once new genset now has over 4,000 hours on it (about like having 200,000 miles on a car engine), I specifically asked him about the fresh water pump. He said not to worry about it since they hardly ever fail in his experience. To make a long story short the fresh water pump failed when we go to Puerto Rico, and we spent a week in a marina (nice marina) waiting for parts. And so it goes. :-) Right now we're waiting for a new engine part (fuel cooler heat exchanger) to arrive back in the BVI, while we run with a jerry rigged work around on he port engine. We'll get it installed on the way home next month. Thanks for the progress report and keep on cruise'n. http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0utTAiadygIUkT4LIXeoYfKADAn2Dkz os It never ceases to amaze this sailor how *cruising* has degenerated into a never-ending pursuit of a mechanic and/or mechanical parts. This pursuit always comes first. So, why is cruising still called cruising? It should be called "Systems Maintenance on the Go." -- Sir Gregory -- Sir Gregory |
#4
posted to rec.boats.cruising,alt.sailing.asa
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Whole lotta shakin' goin' on, revisited - Part 2...
On Mon, 22 Apr 2013 12:29:58 -0400, " Sir Gregory Hall, Esq·"
åke wrote: It never ceases to amaze this sailor how *cruising* has degenerated into a never-ending pursuit of a mechanic and/or mechanical parts. This pursuit always comes first. So, why is cruising still called cruising? It should be called "Systems Maintenance on the Go." === You should walk the walk and come on down here to the Carib. There are serious cruisers here from all over the world in boats almost as small as yours. |
#5
posted to rec.boats.cruising,alt.sailing.asa
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Whole lotta shakin' goin' on, revisited - Part 2...
"Wayne B" wrote in message
... On Mon, 22 Apr 2013 12:29:58 -0400, " Sir Gregory Hall, Esq·" åke wrote: It never ceases to amaze this sailor how *cruising* has degenerated into a never-ending pursuit of a mechanic and/or mechanical parts. This pursuit always comes first. So, why is cruising still called cruising? It should be called "Systems Maintenance on the Go." === You should walk the walk and come on down here to the Carib. There are serious cruisers here from all over the world in boats almost as small as yours. I find nothing comforting about those busy places. Give me an out of the way anchorage where only a boat or two a week might find their way to and I'm a lot happier. I'm thinking of going off to the Double Breasted Shot Keys on the Cal Sal Bank one of these days because they are uninhabited and almost unfrequented. Perhaps spend a month or two there. I won't find any stinking pollution machines there because there's nothing for them there in the way of fuel and mechanics to fix all the broken systems. -- Sir Gregory |
#6
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Mon, 22 Apr 2013 17:32:08 -0400, " Sir Gregory Hall, Esq·"
åke wrote: "Wayne B" wrote in message .. . On Mon, 22 Apr 2013 12:29:58 -0400, " Sir Gregory Hall, Esq·" åke wrote: It never ceases to amaze this sailor how *cruising* has degenerated into a never-ending pursuit of a mechanic and/or mechanical parts. This pursuit always comes first. So, why is cruising still called cruising? It should be called "Systems Maintenance on the Go." === You should walk the walk and come on down here to the Carib. There are serious cruisers here from all over the world in boats almost as small as yours. I find nothing comforting about those busy places. Give me an out of the way anchorage where only a boat or two a week might find their way to and I'm a lot happier. I'm thinking of going off to the Double Breasted Shot Keys on the Cal Sal Bank one of these days because they are uninhabited and almost unfrequented. Perhaps spend a month or two there. I won't find any stinking pollution machines there because there's nothing for them there in the way of fuel and mechanics to fix all the broken systems. Translation: I'm afraid to go. -- Cheers, Bruce |
#7
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Mon, 22 Apr 2013 17:09:43 -0400, Wayne B
wrote: On Mon, 22 Apr 2013 12:29:58 -0400, " Sir Gregory Hall, Esq·" åke wrote: It never ceases to amaze this sailor how *cruising* has degenerated into a never-ending pursuit of a mechanic and/or mechanical parts. This pursuit always comes first. So, why is cruising still called cruising? It should be called "Systems Maintenance on the Go." === You should walk the walk and come on down here to the Carib. There are serious cruisers here from all over the world in boats almost as small as yours. I told him that a year or more ago. Even pointed him at a web site for a Hungarian who sailed around the world in a smaller boat than he has. I suppose that some get all figity when the land disappears :-( -- Cheers, Bruce |
#8
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Tue, 23 Apr 2013 06:16:28 +0700, Bruce in Bangkok
wrote: I suppose that some get all figity when the land disappears :- === If I had 10 inches of grass growing on the bottom of the boat and the broken boom was spliced with galvanized pipe, I'd be a bit figity also. |
#9
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Mon, 22 Apr 2013 23:49:44 -0400, Wayne B
wrote: On Tue, 23 Apr 2013 06:16:28 +0700, Bruce in Bangkok wrote: I suppose that some get all figity when the land disappears :- === If I had 10 inches of grass growing on the bottom of the boat and the broken boom was spliced with galvanized pipe, I'd be a bit figity also. My goodness. Are you alleging that galvanized pipe is not the preferred material to repair an aluminum boom :-? -- Cheers, Bruce |
#10
posted to rec.boats.cruising
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Whole lotta shakin' goin' on, revisited - Part 2...
On Tue, 23 Apr 2013 18:24:20 +0700, Bruce in Bangkok
wrote: My goodness. Are you alleging that galvanized pipe is not the preferred material to repair an aluminum boom :-? ==== I would concede that it has plenty of strength. :-) Now we need to find the light weight, corrosion resistant version... |
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