A Call To Arms (or, getting the heck out of Dodge, revisited)
 

A Call To Arms (really brief)

I have intentionally left out the Island Packet Group from this mail
distribution, as there's currently an argument brewing there, about
anyone
accepting help from others, but...

We're outta here, as you know from the latest stuff. However, there's
a few
patches we need to do.

Many people have offered to help, directly, in our rebuild. We hope
to be
the beneficiary of that in St. Pete. However, for the immediate
term,
there's some patching to do before we get in the water to head home.

For the next 4 days (through the weekend), anyone who has the
willingness to
help with the grinding and application of fiberglass is solicited to
hang
out with us at Keys Boat Works in Marathon. Inexperience is not a
factor,
as there's plenty of hold/hand-to type stuff to do in this process.

I've not yet been to the office to confirm, but we expect to be put in
the
water on a rising tide (the better to clear the shallows in the ICW on
the
way out) on Monday. We'd go today, but there's too much to do to
accomplish
it in one day (launch Friday), unless there were already a cadre
ready
today.

And, as an update of sorts, many knowledgeable folks have written with
their
own boats' stories. It appears very certain that we will be quite
secure to
do minimal repairs, addressing other stuff later, as we are able.

So, we're getting back on the horse as soon as it's back in the barn.

Even if you're not one of the ones who'd offered, thanks for your
support.
We can't adequately express how blessed we are to be surrounded by
the
protection of the cruising community.

L8R

Skip

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery!
Follow us at http://groups.google.com/group/flyingpiglog and/or
http://groups.yahoo.com/group/TheFlyingPigLog

"Twenty years from now you will be more disappointed by the things you
didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails.
Explore.
Dream. Discover." - Mark Twain

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 15, 11:06 am, "Skip Gundlach" wrote:
A Call To Arms (really brief)

I have intentionally left out the Island Packet Group from this mail
distribution, as there's currently an argument brewing there, about
anyone
accepting help from others, but...


Well course they would argue about it, if you can afford an Island
Packet you probably don't need the help of others.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Update: we have just learned that our boat has been declared a total
loss, a not-unexpected outcome.

What the implications for that are we don't yet know. A message left
by the next level adjuster (after having been turned over by the
medical/injuries adjuster to whom it was first assigned based on our
being taken to a hospital after the Coast Guard pulled us off, their
standard procedure) suggests that there will be a net dollar
settlement, with us keeping the boat.

While we may not like the dollar amount, being able to keep our boat
is absolutely key, as this is our only home, and our only possessions
are aboard. So, for the moment, this is very encouraging,
particularly in light of the below.

A marine investigator came out last week and looked at the hull and
immediately left. The yard sent a report to the marine investigator
yesterday to the effect that there was no way they could quote on the
full repair without disassembling the interior of the boat. The
exterior (new rudder, fiberglass, bottom paint, bootstripe and general
paint), came to under 40K, which is well under the policy limits - but
says nothing about paying for the salvage, of course, nor the interior
repairs needed to totally restore the boat to the same condition as
when we went ashore.

General consensus of all we have heard from, including, today, the
fiberglass guy who will be consulting on our quick-and-dirty repairs,
is that if we patch the ground up exterior, and either replace or
repair the rudder, we will be a much better boat than 2/3 of what's
out there doing what we want to do; if we, over time, make the tabbing
repairs ourselves, we'll be very close to, or perhaps, even, better,
than when we got the boat.

The financial parts are entirely unknown at this point, and in order
to make it all happen, now, we are coming out of pocket. Various
opinions have it that we'll be offered the boat free so they don't
have to deal with it (after whatever values we agree upon), to
accepting some lowered settlement, but getting to keep the boat. I
expect the latter, but they may demand the title in order to settle,
which would be very bad, both in that we'd then have to buy it back,
and that it would be a salvage title, uninsurable even for another,
perhaps.

It's still an unknown - but we're proceeding on the basis of expecting
to keep the boat one way or the other, or we'll be stuck in limbo for
an indeterminate time. We're doing the initial "emergency" repairs
here, and expect to go to St. Petersburg for the balance of the work
we have to do.

On the subject of St. Pete, we've had many recommendations of other
yards. For a large variety of reasons, we've decided to stick with
the yard we know. Many other opportunities exist, but there are
advantages, not the least of which is much of Lydia's family being in
that area, which will drive us to that decision.

However, while we expected to be able to leave Monday, weather here
and toward our destination is really lousy, or dangerous, depending on
how you look at it. So, we're going to make lemonade out of the
lemons presented, and do as much as we possibly can while we're here.

The fiberglass contractor whose business is in the yard has been
consulting with us as we do all the prep work. We'll have pictures up
sometime soon on the stuff we're doing right now, but the simple
presentation is that this is one stout boat, and the hull repairs are
very straightforward. Mostly a few holes to fill, and then layup of
great sheets of fiberglass and resin.

The rudder isn't much more complicated other than having to re-adhere
the skin on the starboard side, and build up the interior in order to
fabricate some more skin, but just taper the edge to the level of the
larger piece remaining. Most likely we'll replace the rudder,as it's
suffered a lot. There's also all the skin now exposed which will have
to get the barrier coat, as well as replacing all that bottom paint.

Because the boot stripe was a bit abused in a few places, as well,
we'll take advantage of the reality of the very low water line to make
that the new water line, and make a new boot stripe above it. In the
course of grinding off the bottom paint to make a good bonding point
for the new fiberglass, we saw that the waterline had already been
raised by an inch some time in the past. I also discovered a large
gouge which had been simply faired in with the equivalent of Bondo,
courtesy of some prior owner. This old gal has been through a lot...

While we're adjusting the white parts of the hull, we'll take the
exhaust, currently (considerably!) below the water line at the stern,
and make it a side exit, where one can actually see the water coming
out.

And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.

Thanks for asking. More pix going up, tonight. Also, if you're one of
those who've sent money off to the trust, we got our first check
today, without attribution, so we don't know our benefactors. If you
were part of it, please accept our heartfelt thanks. We can't
emphasize enough how blessed we are by the cruising community.

L8R

Skip and Lydia

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery!
Follow us at http://groups.google.com/group/flyingpiglog and/or
http://groups.yahoo.com/group/TheFlyingPigLog

"Believe me, my young friend, there is *nothing*-absolutely nothing-
half so much worth doing as simply messing, messing-about-in-boats;
messing about in boats-or *with* boats.

In or out of 'em, it doesn't matter. Nothing seems really to matter,
that's the charm of it.

Whether you get away, or whether you don't; whether you arrive at your
destination or whether you reach somewhere else, or whether you never
get anywhere at all, you're always busy, and you never do anything in
particular; and when you've done it there's always something else to
do, and you can do it if you like, but you'd much better not."

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Update: we have just learned that our boat has been declared a total
loss, a not-unexpected outcome.

What the implications for that are we don't yet know. A message left
by the next level adjuster (after having been turned over by the
medical/injuries adjuster to whom it was first assigned based on our
being taken to a hospital after the Coast Guard pulled us off, their
standard procedure) suggests that there will be a net dollar
settlement, with us keeping the boat.

While we may not like the dollar amount, being able to keep our boat
is absolutely key, as this is our only home, and our only possessions
are aboard. So, for the moment, this is very encouraging,
particularly in light of the below.

A marine investigator came out last week and looked at the hull and
immediately left. The yard sent a report to the marine investigator
yesterday to the effect that there was no way they could quote on the
full repair without disassembling the interior of the boat. The
exterior (new rudder, fiberglass, bottom paint, bootstripe and general
paint), came to under 40K, which is well under the policy limits - but
says nothing about paying for the salvage, of course, nor the interior
repairs needed to totally restore the boat to the same condition as
when we went ashore.

General consensus of all we have heard from, including, today, the
fiberglass guy who will be consulting on our quick-and-dirty repairs,
is that if we patch the ground up exterior, and either replace or
repair the rudder, we will be a much better boat than 2/3 of what's
out there doing what we want to do; if we, over time, make the tabbing
repairs ourselves, we'll be very close to, or perhaps, even, better,
than when we got the boat.

The financial parts are entirely unknown at this point, and in order
to make it all happen, now, we are coming out of pocket. Various
opinions have it that we'll be offered the boat free so they don't
have to deal with it (after whatever values we agree upon), to
accepting some lowered settlement, but getting to keep the boat. I
expect the latter, but they may demand the title in order to settle,
which would be very bad, both in that we'd then have to buy it back,
and that it would be a salvage title, uninsurable even for another,
perhaps.

It's still an unknown - but we're proceeding on the basis of expecting
to keep the boat one way or the other, or we'll be stuck in limbo for
an indeterminate time. We're doing the initial "emergency" repairs
here, and expect to go to St. Petersburg for the balance of the work
we have to do.

On the subject of St. Pete, we've had many recommendations of other
yards. For a large variety of reasons, we've decided to stick with
the yard we know. Many other opportunities exist, but there are
advantages, not the least of which is much of Lydia's family being in
that area, which will drive us to that decision.

However, while we expected to be able to leave Monday, weather here
and toward our destination is really lousy, or dangerous, depending on
how you look at it. So, we're going to make lemonade out of the
lemons presented, and do as much as we possibly can while we're here.

The fiberglass contractor whose business is in the yard has been
consulting with us as we do all the prep work. We'll have pictures up
sometime soon on the stuff we're doing right now, but the simple
presentation is that this is one stout boat, and the hull repairs are
very straightforward. Mostly a few holes to fill, and then layup of
great sheets of fiberglass and resin.

The rudder isn't much more complicated other than having to re-adhere
the skin on the starboard side, and build up the interior in order to
fabricate some more skin, but just taper the edge to the level of the
larger piece remaining. Most likely we'll replace the rudder,as it's
suffered a lot. There's also all the skin now exposed which will have
to get the barrier coat, as well as replacing all that bottom paint.

Because the boot stripe was a bit abused in a few places, as well,
we'll take advantage of the reality of the very low water line to make
that the new water line, and make a new boot stripe above it. In the
course of grinding off the bottom paint to make a good bonding point
for the new fiberglass, we saw that the waterline had already been
raised by an inch some time in the past. I also discovered a large
gouge which had been simply faired in with the equivalent of Bondo,
courtesy of some prior owner. This old gal has been through a lot...

While we're adjusting the white parts of the hull, we'll take the
exhaust, currently (considerably!) below the water line at the stern,
and make it a side exit, where one can actually see the water coming
out.

And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.

Thanks for asking. More pix going up, tonight. Also, if you're one of
those who've sent money off to the trust, we got our first check
today, without attribution, so we don't know our benefactors. If you
were part of it, please accept our heartfelt thanks. We can't
emphasize enough how blessed we are by the cruising community.

L8R

Skip and Lydia

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery!
Follow us at http://groups.google.com/group/flyingpiglog and/or
http://groups.yahoo.com/group/TheFlyingPigLog

"Believe me, my young friend, there is *nothing*-absolutely nothing-
half so much worth doing as simply messing, messing-about-in-boats;
messing about in boats-or *with* boats.

In or out of 'em, it doesn't matter. Nothing seems really to matter,
that's the charm of it.

Whether you get away, or whether you don't; whether you arrive at your
destination or whether you reach somewhere else, or whether you never
get anywhere at all, you're always busy, and you never do anything in
particular; and when you've done it there's always something else to
do, and you can do it if you like, but you'd much better not."

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

[And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.]
================================================== ====================
Yo ,, Skip..... in two months it will be the beginning of hurricane season
in Florida. Well, at the least the beginning of the beginning.

How about getting your boat fixed, having it trucked to Maine, and starting
out from there. I can steer you in the direction of a few yards that will
do you right, and you can get out of Florida so that the Karma will be
better when you set forth for your second trip to paradise.

=============

Probably cost a couple of grand to get her up to Maine. But .. at least we
don't have reefs, just big rocks. When you ground up here, there is no
calling the adjustor ........ unless his name is Charley and he is a Tuna.

================================================== ==========

"Skip Gundlach" wrote in message
oups.com...
Update: we have just learned that our boat has been declared a total
loss, a not-unexpected outcome.

What the implications for that are we don't yet know. A message left
by the next level adjuster (after having been turned over by the
medical/injuries adjuster to whom it was first assigned based on our
being taken to a hospital after the Coast Guard pulled us off, their
standard procedure) suggests that there will be a net dollar
settlement, with us keeping the boat.

While we may not like the dollar amount, being able to keep our boat
is absolutely key, as this is our only home, and our only possessions
are aboard. So, for the moment, this is very encouraging,
particularly in light of the below.

A marine investigator came out last week and looked at the hull and
immediately left. The yard sent a report to the marine investigator
yesterday to the effect that there was no way they could quote on the
full repair without disassembling the interior of the boat. The
exterior (new rudder, fiberglass, bottom paint, bootstripe and general
paint), came to under 40K, which is well under the policy limits - but
says nothing about paying for the salvage, of course, nor the interior
repairs needed to totally restore the boat to the same condition as
when we went ashore.

General consensus of all we have heard from, including, today, the
fiberglass guy who will be consulting on our quick-and-dirty repairs,
is that if we patch the ground up exterior, and either replace or
repair the rudder, we will be a much better boat than 2/3 of what's
out there doing what we want to do; if we, over time, make the tabbing
repairs ourselves, we'll be very close to, or perhaps, even, better,
than when we got the boat.

The financial parts are entirely unknown at this point, and in order
to make it all happen, now, we are coming out of pocket. Various
opinions have it that we'll be offered the boat free so they don't
have to deal with it (after whatever values we agree upon), to
accepting some lowered settlement, but getting to keep the boat. I
expect the latter, but they may demand the title in order to settle,
which would be very bad, both in that we'd then have to buy it back,
and that it would be a salvage title, uninsurable even for another,
perhaps.

It's still an unknown - but we're proceeding on the basis of expecting
to keep the boat one way or the other, or we'll be stuck in limbo for
an indeterminate time. We're doing the initial "emergency" repairs
here, and expect to go to St. Petersburg for the balance of the work
we have to do.

On the subject of St. Pete, we've had many recommendations of other
yards. For a large variety of reasons, we've decided to stick with
the yard we know. Many other opportunities exist, but there are
advantages, not the least of which is much of Lydia's family being in
that area, which will drive us to that decision.

However, while we expected to be able to leave Monday, weather here
and toward our destination is really lousy, or dangerous, depending on
how you look at it. So, we're going to make lemonade out of the
lemons presented, and do as much as we possibly can while we're here.

The fiberglass contractor whose business is in the yard has been
consulting with us as we do all the prep work. We'll have pictures up
sometime soon on the stuff we're doing right now, but the simple
presentation is that this is one stout boat, and the hull repairs are
very straightforward. Mostly a few holes to fill, and then layup of
great sheets of fiberglass and resin.

The rudder isn't much more complicated other than having to re-adhere
the skin on the starboard side, and build up the interior in order to
fabricate some more skin, but just taper the edge to the level of the
larger piece remaining. Most likely we'll replace the rudder,as it's
suffered a lot. There's also all the skin now exposed which will have
to get the barrier coat, as well as replacing all that bottom paint.

Because the boot stripe was a bit abused in a few places, as well,
we'll take advantage of the reality of the very low water line to make
that the new water line, and make a new boot stripe above it. In the
course of grinding off the bottom paint to make a good bonding point
for the new fiberglass, we saw that the waterline had already been
raised by an inch some time in the past. I also discovered a large
gouge which had been simply faired in with the equivalent of Bondo,
courtesy of some prior owner. This old gal has been through a lot...

While we're adjusting the white parts of the hull, we'll take the
exhaust, currently (considerably!) below the water line at the stern,
and make it a side exit, where one can actually see the water coming
out.

And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.

Thanks for asking. More pix going up, tonight. Also, if you're one of
those who've sent money off to the trust, we got our first check
today, without attribution, so we don't know our benefactors. If you
were part of it, please accept our heartfelt thanks. We can't
emphasize enough how blessed we are by the cruising community.

L8R

Skip and Lydia

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery!
Follow us at http://groups.google.com/group/flyingpiglog and/or
http://groups.yahoo.com/group/TheFlyingPigLog

"Believe me, my young friend, there is *nothing*-absolutely nothing-
half so much worth doing as simply messing, messing-about-in-boats;
messing about in boats-or *with* boats.

In or out of 'em, it doesn't matter. Nothing seems really to matter,
that's the charm of it.

Whether you get away, or whether you don't; whether you arrive at your
destination or whether you reach somewhere else, or whether you never
get anywhere at all, you're always busy, and you never do anything in
particular; and when you've done it there's always something else to
do, and you can do it if you like, but you'd much better not."

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"NE Sailboat" wrote in message
news:TZCBh.565$ZF1.203@trndny02...
[And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.]
================================================== ====================
Yo ,, Skip..... in two months it will be the beginning of hurricane season
in Florida. Well, at the least the beginning of the beginning.

How about getting your boat fixed, having it trucked to Maine, and
starting out from there. I can steer you in the direction of a few yards
that will do you right, and you can get out of Florida so that the Karma
will be better when you set forth for your second trip to paradise.

=============

Probably cost a couple of grand to get her up to Maine. But .. at least
we don't have reefs, just big rocks. When you ground up here, there is no
calling the adjustor ........ unless his name is Charley and he is a Tuna.


A couple of grand from the Keys to Maine with a 50 foot load? I would put
the pricetag at four times that, at least.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"KLC Lewis" wrote in message
et...

"NE Sailboat" wrote in message
news:TZCBh.565$ZF1.203@trndny02...
[And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.]
================================================== ====================
Yo ,, Skip..... in two months it will be the beginning of hurricane
season in Florida. Well, at the least the beginning of the beginning.

How about getting your boat fixed, having it trucked to Maine, and
starting out from there. I can steer you in the direction of a few yards
that will do you right, and you can get out of Florida so that the Karma
will be better when you set forth for your second trip to paradise.

=============

Probably cost a couple of grand to get her up to Maine. But .. at least
we don't have reefs, just big rocks. When you ground up here, there is
no calling the adjustor ........ unless his name is Charley and he is a
Tuna.


A couple of grand from the Keys to Maine with a 50 foot load? I would put
the pricetag at four times that, at least.


Wrong tiger tongue... I priced it out. If you are willing to play the game
a little .. that is: when the truck goes south it does not want to come
back empty .. you can save thousands. The trick is the drop off. Ya gotta
plan that part out.

You are off on the price.

I know, I spoke to the trucker just recently.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"NE Sailboat" wrote in message
news:fKEBh.5466$am1.4184@trndny01...

"KLC Lewis" wrote in message
et...
A couple of grand from the Keys to Maine with a 50 foot load? I would put
the pricetag at four times that, at least.


Wrong tiger tongue... I priced it out. If you are willing to play the
game a little .. that is: when the truck goes south it does not want to
come back empty .. you can save thousands. The trick is the drop off.
Ya gotta plan that part out.

You are off on the price.

I know, I spoke to the trucker just recently.




All I can say is that would be an incredibly good price for that load and
trip. Best price I could get on moving Essie from Long Beach to Green Bay
was $4000 and change, and she's only a quarter the weight and significantly
smaller than a Morgan 461. And that was four years ago, when gas was almost
cheap.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"KLC Lewis" wrote in message
et...

"NE Sailboat" wrote in message
news:fKEBh.5466$am1.4184@trndny01...

"KLC Lewis" wrote in message
et...
A couple of grand from the Keys to Maine with a 50 foot load? I would
put the pricetag at four times that, at least.


Wrong tiger tongue... I priced it out. If you are willing to play the
game a little .. that is: when the truck goes south it does not want to
come back empty .. you can save thousands. The trick is the drop off.
Ya gotta plan that part out.

You are off on the price.

I know, I spoke to the trucker just recently.




All I can say is that would be an incredibly good price for that load and
trip. Best price I could get on moving Essie from Long Beach to Green Bay
was $4000 and change, and she's only a quarter the weight and
significantly smaller than a Morgan 461. And that was four years ago, when
gas was almost cheap.
================================================== ========

KLC ,, Green Bay is not on route 95. The reason it is easier to move along
the eastern corridor is the traffic/freight on RT95.

Just think Maine --- Florida. That is RT95 all the way. And that is lots
of ports, harbors, boatyards, marinas, etc.

There are more boats going down RT95 today than ever go anywhere near Green
Bay, even though Green Bay is a nice place.

Just think for one minute. A truck with a boat goes to Florida, does a
drop. That happens all the time. Then, the truck wants a return boat.
That truck does not want to return without a paying freight on board, on
truck.

My guess, there wasn't a boat waiting for the truck in Green Bay after your
boat was dropped off.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"NE Sailboat" wrote in message
news:vGFBh.1403$lo1.211@trndny05...

KLC ,, Green Bay is not on route 95. The reason it is easier to move
along the eastern corridor is the traffic/freight on RT95.

Just think Maine --- Florida. That is RT95 all the way. And that is lots
of ports, harbors, boatyards, marinas, etc.

There are more boats going down RT95 today than ever go anywhere near
Green Bay, even though Green Bay is a nice place.

Just think for one minute. A truck with a boat goes to Florida, does a
drop. That happens all the time. Then, the truck wants a return boat.
That truck does not want to return without a paying freight on board, on
truck.

My guess, there wasn't a boat waiting for the truck in Green Bay after
your boat was dropped off.


Yes, your points are well-taken. As I recall, the trucker picked up a
brand-spanking new Catalina at the marina where Essie was dropped, and her
departure date from Long Beach was coordinated to allow for that swap.
Still, I do get your argument, I just have a difficult time believing that a
Morgan 461 could be trucked so far for so little -- especially with diesel
prices what they are now. But if you say so, and you know the guy, I can't
argue. One heck of a good deal.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 17, 7:58 am, "NE Sailboat" wrote:
[And, of course, we'll also repair all the stuff on deck or above which
has been either damaged or entirely lost. All this will take a month
or two, after which we'll head out again.]
================================================== ====================
Yo ,, Skip..... in two months it will be the beginning of hurricane season
in Florida. Well, at the least the beginning of the beginning.

How about getting your boat fixed, having it trucked to Maine, and starting
out from there. I can steer you in the direction of a few yards that will
do you right, and you can get out of Florida so that the Karma will be
better when you set forth for your second trip to paradise.

I really do like Maine - I vacationed there off the coast, near Small
Point, north of Bath, many years. However, until July or August, it
won't be close to warm enough to suit Lydia.

Worse, to prep the boat for shipping (never mind the shipping costs -
which were quoted as 1800 from Marathon to St. Pete on a backhaul -
probably a bit higher from one end of the country to the other) would
be thousands of dollars we don't have (then there's getting *us*
there, as well), and more thousands to recommission it.

Maybe for rich folks but certainly not us.

That's not to say we might not do the east coast, and wind up that far
north, by that time. Lydia's a lot more amenable to an East Coast
shake*down*, now, having been shaken *up* lately, and our real
departure time would be about right for the weather which suits her,
which is 70-85 or so. We're guessing at a couple of months, max.

But, things are changing so fast WRT our realities that we really
can't plan much beyond getting to St. Pete to attend to the few things
we have left (make the radar reliable, do another epoxy barrier coat
on all the new stuff, and then new bottom job on the stuff which got
bare, as much of the tabbing on the interior as we can get to, raise
the waterline by covering the boot stripe when we do the bottom job,
make the exhaust come out the side next to the engine room rather than
under water at the stern, send the prop off for service [slightly bent
one ear, no gouges] repair our sails [main and genny currently off,
stowed for transit; we'll use the staysail for steadying as we motor],
replace the stuff torn off in the wind, and in the meantime, look for
acceleration on our captain's courses originally scheduled for June,
so we don't have to come back for those, enjoy her
'grandchildren' (her kids' pets), and perhaps actually get to slow
down a bit.

So, it's unlikely we'll truck it anywhere, let alone from one end of
the country to the other. However, we might come sail that area...

L8R

Skip and Lydia, trucking right along

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery !
Follow us at http://groups.google.com/group/flyingpiglog and/or
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"Twenty years from now you will be more disappointed by the things you
didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails.
Explore.
Dream. Discover." - Mark Twain

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 17, 10:04 pm, "Skip Gundlach" wrote:
look for
acceleration on our captain's courses originally scheduled for June,
so we don't have to come back for those,

Why are you bothering with getting those?

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Skip,

Could you answer some questions that have nagged me?

1) Was Flying Pig equipped with an autopilot? If so, was it engaged the
night of the start of the Adventure (and if not, why not)?

2) What are you going to do for insurance if/when you get FP repaired?

-- Geoff

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Why are you moving the exhaust from the stern to the side? Apart from
moving the fumes closer to the cockpit, waterback up when heeled becomes
more likely. You weren't making a lot of progress motoring in bad weather
on your trip. If you ever got trapped against a lee shore by strong winds,
motor sailing might be the only thing that got you off. You could also be
fighting enough wind that you were heeled nearly to sailing angles under
bare poles (been there, done that).

If water back up through the stern exhaust line is the motivation, you are
still going to need just as high a loop, or higher, with a side exhaust.

If you want to cut more holes in the hull at this point, I would add a
second water intake on the other side so you'll have the option of powering
heeled on each side without losing cooling. This can also important for
getting ungrounded as you learned. A second strainer in the alternate line
would really set you up.

BTW take a look at this picture.

http://www.justpickone.org/skip/gall...40&sta rt=126

Note the short tail on the knot and the lack of whipping. This knot is all
that keeps the jib from unrolling unless you go forward to put a tie on it
as you should when the boat is unattended. Imagine the chaos of your Genoa
going "WHUMPH" in the middle of your last adventure and having to then lower
it in the dark and stow it on deck. This knot should have a nice long tail
with a proper whipping, not burning, to provide a stiff end that will resist
pulling through. You can see that the soft end of this one is close to
being able to pop through under strain. I know the whipping may have
disappeared in excitement but it was just one tough night and you want to be
prepared for much more. Renew this knot often. These kinds of little
details often have big consequences.

--
Roger Long

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"Rick B." wrote

There is no where else in the world like Casco Bay. You need to get
there at least once in your life and then you won't want to leave.

You will if you've seen Penobscot Bay:) And then, there's Fenchemans,
Merchants Row, Pleasant Bay,.......

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Roger Long wrote:
"Rick B." wrote

There is no where else in the world like Casco Bay. You need to get
there at least once in your life and then you won't want to leave.

You will if you've seen Penobscot Bay:) And then, there's Fenchemans,
Merchants Row, Pleasant Bay,.......


Hey Roger, don't give away all the good spots - let the tourons stay
in Casco Bay.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"Roger Long" wrote in message
...

Note the short tail on the knot and the lack of whipping. This knot is
all that keeps the jib from unrolling unless you go forward to put a tie
on it as you should when the boat is unattended. Imagine the chaos of
your Genoa going "WHUMPH" in the middle of your last adventure and having
to then lower it in the dark and stow it on deck. This knot should have a
nice long tail with a proper whipping, not burning, to provide a stiff end
that will resist pulling through. You can see that the soft end of this
one is close to being able to pop through under strain. I know the
whipping may have disappeared in excitement but it was just one tough
night and you want to be prepared for much more. Renew this knot often.
These kinds of little details often have big consequences.

--
Roger Long


Roger,

I agree completely with you about the side exhaust -- I would rather see it
exiting at the transom, but above the waterline.

Regarding the roller furler -- in every installation I've seen, with the
jib/genny completely unfurled, there are still several winds around the
furler drum, making it very unlikely that the stopper knot would ever "pull
through" even if it were to untie itself. Nevertheless, I would like to see
at least half an inch of tail on that stopper.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"KLC Lewis" wrote

Regarding the roller furler -- in every installation I've seen, with the
jib/genny completely unfurled, there are still several winds around the
furler drum, making it very unlikely that the stopper knot would ever
"pull through" even if it were to untie itself. Nevertheless, I would like
to see at least half an inch of tail on that stopper.

That's another thing to note in the picture.

I've seem several accidental unfurls on other boats. It really makes a mess
when it happens at the dock in a strong wind.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 18, 5:30 am, "Roger Long" wrote:
....
I've seem several accidental unfurls on other boats. It really makes a mess
when it happens at the dock in a strong wind.

Me too! A sister ship of ours was lost when her jib partially
unrolled at anchor causing her drag onto a sea wall. I see lots of
roller sails destroyed by being left up at the dock. While a sun
cover on a rolled jib reduces the damage caused by the sun it doesn't
stop it. Also, as the stitching goes parts of the sail or cover may
get loose and flog. And, the sheets take damage from the sun. And,
everything gets dirty. And, and, and... Maybe these things are worse
here in the tropics where we have lots of sun and wind, but it is
better for everything if the sails get properly stowed when not in
use. It makes me sad to see sails that have been used only lightly
ruined because their owners have failed to stow them correctly.

-- Tom.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

wrote in message
oups.com...
On Feb 18, 5:30 am, "Roger Long" wrote:
...
I've seem several accidental unfurls on other boats. It really makes a
mess
when it happens at the dock in a strong wind.

Me too! A sister ship of ours was lost when her jib partially
unrolled at anchor causing her drag onto a sea wall. I see lots of
roller sails destroyed by being left up at the dock. While a sun
cover on a rolled jib reduces the damage caused by the sun it doesn't
stop it. Also, as the stitching goes parts of the sail or cover may
get loose and flog. And, the sheets take damage from the sun. And,
everything gets dirty. And, and, and... Maybe these things are worse
here in the tropics where we have lots of sun and wind, but it is
better for everything if the sails get properly stowed when not in
use. It makes me sad to see sails that have been used only lightly
ruined because their owners have failed to stow them correctly.

-- Tom.


Am I the only roller-furler owner who locks the furler upon securing the
boat at the dock? I can't say that my furler CAN'T unfurl, but it would have
to break the locking line in order to do so.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 18, 9:36 am, "KLC Lewis" wrote:
Am I the only roller-furler owner who locks the furler upon securing the
boat at the dock? I can't say that my furler CAN'T unfurl, but it would have
to break the locking line in order to do so.

You also need to insure that the sail is tightly rolled. In the case
that I cited where the boat was lost the sail deployed because it was
too loosely furled not because the drum came free.

-- Tom.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

wrote in message
oups.com...
On Feb 18, 9:36 am, "KLC Lewis" wrote:
Am I the only roller-furler owner who locks the furler upon securing the
boat at the dock? I can't say that my furler CAN'T unfurl, but it would
have
to break the locking line in order to do so.

You also need to insure that the sail is tightly rolled. In the case
that I cited where the boat was lost the sail deployed because it was
too loosely furled not because the drum came free.

-- Tom.



Very much so. I furl tightly, with three turns of sheet around the furled
sail, sheets left slightly slack (not pulled tight) but not "loose." Then a
line from a pad-eye on deck (foredeck jackline attachment) to the tack of
the jib/genny, back to the other deck padeye on the other side. As with all
lines, checking for chafe regularly. The drum cannot turn, the sail is
unlikely to catch wind and pull loose.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

Charlie Morgan wrote:
On 18 Feb 2007 12:17:27 -0800, " wrote:

On Feb 18, 9:36 am, "KLC Lewis" wrote:
Am I the only roller-furler owner who locks the furler upon securing the
boat at the dock? I can't say that my furler CAN'T unfurl, but it would have
to break the locking line in order to do so.
You also need to insure that the sail is tightly rolled. In the case
that I cited where the boat was lost the sail deployed because it was
too loosely furled not because the drum came free.

-- Tom.


I always have the sheets wrapped around several turns, and if I am leaving the
boat, I add a sail tie with several half hitches.

CWM

I'm able to get around a dozen wraps with the sheets; I guess my drum
is a bit oversized. Even so, if there's a storm coming, I wrap the
spinnaker halyard around the other way a few times.

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

On Feb 18, 4:30 am, "Roger Long" wrote:

Note the short tail on the knot and the lack of whipping. This knot is all
that keeps the jib from unrolling
--
Roger Long


Hi:
I am also surprised at the general condition of the bilge area. Note
the yellow crimp-on butt wire connector. I think an adhesive lined
shrink tube is preferred in that application. Add the lack of wire
fastening every 9". Also, the galvanized elbow (boats are not a
house), wire hose clamps, and of lesser concern the excessive tail on
the other hose clamps. Personally, I prefer no more than 3/4" tail on
hose clamps. Cant stand getting snagged on those tails. But that
requires measuring the hose OD then sizing the AWAB clamp. I have two
hose sizes on board: 1 ½" and ¾". Standardization makes sizing easy
and cheep. Reduces the number of part inventory.

In other words, what I saw indicated: 1) lack of understanding of
preferred/best practices or 2) lack of concern. Now take that attitude/
ability and apply it boat wide.

So what do you think:
A) Lackadaisical
B) Ignorant

A Call To Arms (or, getting the heck out of Dodge, revisited)
 

"Bob" wrote in message
ups.com...
On Feb 18, 4:30 am, "Roger Long" wrote:

Note the short tail on the knot and the lack of whipping. This knot is
all
that keeps the jib from unrolling
--
Roger Long


Hi:
I am also surprised at the general condition of the bilge area. Note
the yellow crimp-on butt wire connector. I think an adhesive lined
shrink tube is preferred in that application. Add the lack of wire
fastening every 9". Also, the galvanized elbow (boats are not a
house), wire hose clamps, and of lesser concern the excessive tail on
the other hose clamps. Personally, I prefer no more than 3/4" tail on
hose clamps. Cant stand getting snagged on those tails. But that
requires measuring the hose OD then sizing the AWAB clamp. I have two
hose sizes on board: 1 ½" and ¾". Standardization makes sizing easy
and cheep. Reduces the number of part inventory.

In other words, what I saw indicated: 1) lack of understanding of
preferred/best practices or 2) lack of concern. Now take that attitude/
ability and apply it boat wide.

So what do you think:
A) Lackadaisical
B) Ignorant

Bob, I would add a third option, which I would have to vote for:

C) Improperly Advised