This blog is about planning and preparation for a circumnavigation of the world in a 39-foot sail boat followed, hopefully, by a diary of the actual circumnavigation. You can track the progress of Pachuca by visiting http://www.pangolin.co.nz/xtras/yotreps/tracker.php?ident=VNW5980
Thursday, February 26, 2009
I was completing my first round of winch maintenance since I purchased Pachuca in 2005 and encountered a big problem with the last one. No matter what I tried, including some dangerous hammer blows, I could not get the cap of the 6Th winch to unscrew. Every time I had an unsuccessful attempt to unscrew the cap more of the edges of the slots for applying the turning pressure came off. It was time to get professional help.
When Lenny came to take the boarding ladder for some repairs I explained the problem and asked him to make a special tool. He produced a stainless steel bar 600mm in length with two tabs that fit snugly in the slots. Yesterday I put my full weight at the center of the tool to keep it from jumping out of the slots while Lenny turned with all of his might. It still wouldn't budge. He then produced a heavy hammer and slowly the cap started to turn. The thread that had freed was not the one that we had expected and I didn't no existed. We took the winch apart and Lenny took the spindle with the frozen bits at the top to his shop where he freed the thread using heat. The problem piece to our surprise was made of aluminum and had badly corroded to the point that there was little thread left. I am trying to get a replacement.
The obvious lesson learned is to service my winches at least once a year, not after more than 3 years as I had done. After this second round of winch servicing and wrestling with the problem winch I know them pretty well and am less likely to "leave well enough alone" because of lack of confidence.
The other lesson learned came from Lenny. Bostik produces a marine "no seize" lubricant that should prevent the problem in the future. The photo is of the corroded piece that should be replaced.
Sunday, February 22, 2009
Dieter visited me yesterday and we discussed the sailing book that Jeff had generously given to me, “Two Against Cape Horn” by Hal Roth. It is an extremely well illustrated book of Hal and Margaret's trail-blazing sail in their boat Whisper down the Chilean inland passage and round the Horn. Dieter, who has rounded the Horn twice himself, has met both Hal and Margaret.
Dieter was extremely helpful in helping me sort out the basic plan for rounding the Horn.
Hal Roth was of the opinion that winter is the best time to Round the Horn. I consulted “Ocean Passages” and saw quite clearly that for a West-East rounding summer is preferable because of the prevailing westerly winds. A winter crossing could be justified for an East-West rounding because of the frequency of easterly winds. Dieter agreed that a summer rounding is preferable by far: it is much warmer (He seems to hate cold weather as much as Arnold and I do.) and the days are longer.
Roth sailed from the Galapagos to Lima (Callao) in two long tacks. Dieter and I agreed that it makes little sense to squander the westerly position of the Galapagos by sailing to Lima, where you then have to deal with the adverse winds and strong Peru (Humboldt) current. If the objective is to round the Horn then it makes sense to sail from the Galapagos further south to, say, Valparaiso or Valdivia in Chile.
I told Dieter that Puerto Montt was as much as I wanted to see of the inland passage of Chile's archipelago. I noted that Roth went from one crisis to another. Then his boat dragged anchor, was badly holed, and he and is crew were shipwrecked for days. The only reason the boat was salvaged was the unbelievable generosity of the Chilean navy. Dieter pointed out that the weather and more importantly winds at the upper part of the passage are pretty good. It's further south where one is likely to encounter the erratic and extreme weather and winds (notably the williwaws). He also pointed out that in Roth's time there were was no GPS, pilot charts were unreliable, and the anchoring techniques of tying the stern of the boat to trees had not been developed.
At this point my plan (subject to likely change as I learn more) is to sail south from Puerto Montt to the vicinity of Puerto Barroso at the top of Golfo de Penas, at about latitude 47S. From there we would wait for a favorable wind (the prevailing wind is from the west) and break out to get 150 or 200 nm from the coast, lest we risk being battered against a lee shore by a gale. (Dieter lost two good friends along that coast. They were approaching from the Tuomotu's when a gale struck. Dieter knows that they discussed whether to keep sailing and run for shelter behind an island or stay out at sea. They decided to stay out at sea. That is all that Dieter knows because they were never seen or heard from again.)
I mentioned our refrigerator problem to Dieter and said that Arnold and I were not that fussed about refrigeration. Dieter says that he does not use refrigeration when sailing alone. To him it is no big deal. He gets used to drinks at room temperature and carries suitable food. He uses the refrigerator when his wife is with him and they are in port.
As he was leaving the boat I mentioned our rail spray dodgers and how I was thinking of not putting them back on. On the predominately starboard tack to Hawaii the weather dodger took a beating so we removed both dodgers. I had started to think that if the rail dodger is to be removed in rough weather to protect it and minimize windage then why use it at all. Dieter replied that he never uses rail dodgers. He had them on one boat and removed them. He reckons that most people use them for privacy. As for spray, once in a while they might protect you from a little splash, but that does not justify the windage and the damage that they are going to get in serious seas.
I like talking with Dieter. He is a quiet and unassuming man. I respect him as an experienced and accomplished sailor and happily his views resonate with mine and frequently validate my directions in thinking.
The following is a list of the current maintenance and repair tasks.
1.Rigging. I have dealt with this in earlier blog entries. The headstay and inner forestay have been replaced. We also plan to replace the intermediate, so-called “D2” shrouds.
2.Winches. I have serviced 5 of the 6 winches and they are now in good order. The sixth winch, the port jib Maxwell 28, has been giving a lot of trouble. The screw cap which is step 1 of the dismantling process will not budge. Something has jammed up the works, possibly a fusion of the metals on each side of the thread. Lenny has made me a special tool out of stainless steel shown in the accompanying photo. When I get a visit from Ron or Jeff or anybody else I'll have another go at loosening the cap with the new tool. One of us will stand on it to hold it in the slot, and the other will apply the torque. If the tool jumps out of the slots (the main problem so far) we will either apply heat to the cap or drill and tap holes in the cap so that we can screw the tool down. Winches that size are very expensive so I must do everything that I can to save it. One good outcome so far is that I've located a source for parts for these out-of-production Maxwell winches.
3.LPG Gas. When I arrived in Honolulu I was convinced that the Australian cylinders I have were incompatible with USA fittings. I took the empty cylinder to a large gas supplier and was surprised to learn that the Aussie threads are identical to the USA ones. However, Carey at The Fuel Dock could not refill the cylinder because it was out of date, the gas company would not certify or refill a non-USA cylinder, and after a discussion with Arnold we decided to rely on Carey refilling the nearly-new cylinder that I am using now just before we depart for Seattle. However, I did have one big win. I managed to find two flexible hoses to replace the rigid copper lines connected the selector valve to the cylinders. This means that if I am forced to purchase a USA cylinder I can connect it with little problem. And regardless of whether I have Aussie or USA cylinders I'll be able to connect them up much easier with the flexible hosing.
4.Boarding Ladder. The stainless steel caps welded to the end of the tubes that rest on the transom when the ladder is in the “up” position have come off, with the result that the edge of the tube ends have been digging into the fiberglass. Lenny has the ladder now for repairs.
5.Galley Pump. Brenda brought a replacement salt water pump for the galley from Australia, and I am in the process of fitting it. As with (2) above, I must wait for a visitor who will be able to work on top of the counter with a screw drive while I am below the counter with a wrench.
6.Stanchion Rebedding. I was disappointed to find one bolt on one of the stanchions that I rebedded on the port side dripping one drop every 30 seconds or so during rain. This and all of the stanchions on the starboard side must be rebedded. This project awaits the arrival of Arnold because for some reason I cannot work on the nuts below deck with one hand while working on the bolts above deck with the other.
7.Raymarine ST60 Wind Instrument. I worked with Raymarine Technical Support on this. Under their instruction I ran some really cool diagnostics and fine tuning which was always available to me but not revealed by the unbelievable shallow user's manual. (Example: The “Troubleshooting” section merely tells you how to contact Raymarine for help.) I was asked to ship the components to England which I did at considerable trouble and expense. The unit was returned with the statement that everything was working fine and the unit was calibrated. Ron reinstalled the windvane at the top of the mast and yesterday I checked the wiring once again and installed the display. The wind speed is good, as before, but the wind direction is about 160 degrees out. The good news is that both the ST60 display and the C120 chart plotter (they are connected by the “Seatalk” network) are now reporting the same wind direction. Raymarine's note was ambiguous on whether the components were OK when they got them or they did something to make them OK. I re-ran the diagnostics and all was well. I also exercised the facility of adjusting the indicator by 160 degrees so that both the ST60 and C120 were both reporting the wind direction pretty accurately. However, that facility is designed to be used when the wind is from dead ahead, so I played it very safe and eliminated the adjustment pending a visit by Ron who can go up the mast and hold the wind indicator dead ahead while I make the adjustment. Otherwise I'll wait until Arnold arrives and I can go up the mast while he makes the adjustment.
8.Leaks. There is a pesky leak over the port settee that really pi**es me off. With the slightest rain the water drops onto the ceiling and works its way to the corner of the cabin where it drops just where a sleeper's head would be. Before Arnold arrives (because the cabin will be a mess) I plan to drop as much of the ceiling is required to identify the source of this and another leak over the galley. I am tired of guess work and it will be of great assistance to be able to see the underside of the cabin top
9.Companionway Spray Dodger. Some minor repair work must be done on this. I have the telephone number of a sail maker.
10.The refrigerator has quit working. Arnold and I had shut it down near the equator because it seemed to be running all of the time but the beer was not very cold. A few weeks ago Brenda and I turned it on for a day and it did not do even a hint of cooling. My friend on the next boat has loaned me an excellent book on boat refrigeration Like with everything else there are tradoffs between costs, complexity, efficiency, etc. At the moment I am leaning to a similar simple system that I have now. (12V, constant cycle, air cooled condenser, hermetic compressor – no engine-driven, cold plate, water cooling, etc.) I'm pretty sure that Arnold will be OK with deferring replacement of the refrigeration until we get to Seattle, where it will be cheaper.
At this point I cannot think of any other jobs, given that the expensive and time-consuming work on the chain locker was completed weeks ago.
Friday, February 20, 2009
Ron replaced the headstay yesterday. The job will not be completed until after parts arrive for the Profurl roller furler. On the way to Hawaii it threw out two of the three grub screws that had been replaced in New Zealand and held with "loctitie". These screws are what keep the extrusions from sliding up and down the wire. Unfortunately the threads for all three screws are either totally or partially stripped out, so Ron will have to drill three new holes (without drilling through the wire). Also, one of the two big black plastic fasteners that make connection to the plates holding the furler to the deck was missing. I will let these facts speak for my opinion of Profurl.
We then discussed the rest of Pachuca's rig. A close examination of the wires that broke at the top of the headstay do not show any corrosion. They indicate failure due to some sort of stress. This problem may have begun shortly after I got the new furler and I foolishly used a lot of force with a winch trying to turn the furler drum when in fact the top of the furler had been jammed by lines that I had clipped to the fitting for the inner forestay rather than on the mast where they should have been. Having said that, inspections immediately before my departure from Fremantle and in New Zealand did not reveal any problem up there.
Pachuca's rigger in Fremantle sent the following very useful information:
"I am sorry to hear about your rigging troubles.
All of your rigging has been replaced in October 2005. The wire was supplied by Ronstan. I believe they are buying it from Korea.
The Forestay has been replaced in August 2007. The wire is supplied by Arcus Australia. Made in Korea by KOS.- the best wire we can get in Australia.
The braking strands might be caused by bad articulation of the toggle; when forestay is pumping sideways. Please check the articulation but I believe it should be fine. Or the size of it. We have replaced it with the same size as the original, but should It be one size up from that for such a heavy boat.
Check the forestay / backstay tension. If the forestay is too loose, it move around too much causing fatigue of the component including the Profurl joiners.
It is also possible that the cause can by in the balance of the forward –aft stay balance. If the inner forestay is too tight it might ‘steal’ some tension of the forestay making it ‘wobbly’, and putting too much tension on inner forestay itself causing to brake.
I believe the rest of the rigging should be fine. As all quality components are used. But it is hard to decide from here.
The grab screws is a long going problem. At some stage Profurl have been manufacturing joiners with pre-drilled holes and screws with longer pointy front end.
Good luck and don’t hesitate to contact me if you have any questions."
Given our observation and the information supplied by the original rigger I have no evidence to suggest that the rest of the rigging is faulty, so mercifully I am spared the expense of a complete re-rig.
This experience has made me more aware of rigging, its weak points, what to look for, and the need for regular inspection of every component of the rig.
The top photo shows the old headstay above and the new one below. The new one has eliminated the two extension plates that you can see in the old one. This has solved the problem of the binding halyard during a hoist. The two lower photos show the corrosion-free broken wires of the headstay.
Tuesday, February 17, 2009
Ron Uryga the rigger visited Pachuca today with a recent solo sailor arrival Jeff and a Kiwi Len assisting him. They installed the new inner forestay then Ron went up the mast to make an inspection and drop the headstay.
You may recall that we had sailed into Hilo from Tahiti without the inner forestay which had fallen apart at the lower crimp fitting, so we were running a pure sloop rig relying heavily on the headstay. A few weeks ago I while I was at the top of the mast removing the wind vane I had noticed a broken strand at the top of the headstay. Ron agreed that this was not good so we agreed to replace the headstay.
Today while Ron at the top of the mast while Jeff and Len were loosening the lower part of the Profurl roller furler he heard the "ping" of another breaking wire brought on, no doubt, by the flexing and agitation of the removal work below. Then he heard another "ping", then another. The headstay was about to fall off. So it looks like we were very, Very, VERY lucky to make it to Oahu without losing our mast. Had the headstay failed it is likely that the mast would have fallen back, smashing the cabin, pushpit, solar panels, wind generator, radio & GPS antennas, probably ripping itself off the compression post, and ruining the radar scanner. Assuming that neither Arnold nor I had been brained in the process we would have had one hell of a mess of sails, mast, and rigging everywhere. The really spooky part is that had we not been able to find a berth in Ala Wai were were provisioned to attempt the sail to Seattle during the winter months, and we would not have made it.
I had the boat re-rigged in late October 2005, shortly after I purchased Pachuca, by the best rigger in WA. That makes the rigging just over 3 years old. LLoyds Insurance requires stainless steel rigging to be renewed every 10 years, which gives an indication of the sort of life to expect from the rigging. Ron says that the inner forestay was so corroded that they checked with magnets to make sure that the wire was stainless steel. (It was.) He said that he could give the reason for the failure with one word. I preempted him with the word: China. He said yes, China. They've been getting failures of rigging around Hawaii in as little as 6 months. According to him some batches of wire out of China are just plain bad. My reply was how could that be if it is all supposed to be to 316 standard? He said that the 316 dictates the alloy mix
(See http://www.azom.com/details.asp?ArticleID=863#_Composition) but if the metals are not blended correctly you wind up with streaks of corrosion-prone material within the wire, which leads to the problems.
Ron could not see anything obviously wrong with the rest of the rigging but as he said, he doesn't have X-Ray eyes. He thinks that if the inner and head stays were from a bad batch it is likely that the rest of the rigging is also bad. He will show the headstay to his wire supplier and come back with a recommendation regarding the rest of the rigging.
The news was not all bad. We've been heaving a terrible time using our halyards to raising the jib and spinnaker. It was so bad that the last time we raised the jib I had to climb half way up the mast to help things along. I was convinced that the sheaves had seized up. Happily, the sheaves are working fine. The problem was that the halyard was being jammed under the headstay because of the way things were connected up there. Ron plans to simplify the setup by removing two extension plates held together by tangs.
Photos are of Ron going up the rig, the failed upper terminus of the headstay, and the three working taking the Profurl furler apart on the jetty.
Yesterday, Monday 16 February, the Princess TaiPing was towed out of the Ali Wai Harbor at about 5 PM. The scene was fairly hectic for several hours with may best wishes and farewells being exchanged. Traditional Chinese prayers were said, a Christian minister intoned a prayer, the TV media did their thing, and soon the Princess TaiPing was towed out through the heads. I returned to my boat and took a photo of her with sails up headed west, for Saipan.
Sunday, February 15, 2009
After two days of short and light but frequent rain showers, Sunday 16 Feb turned out to be a bright and sunny day for Princess TaiPing's farewell ceremony. Present were scores of friends and supporters of the boat and crew, principally from the Hawaiian Chinese community. After speeches by various dignitaries and captain Nelson & Angela a long buffet of Chinese food was laid out for the guests.
The photos in descending order are:
1. The venue for the ceremonies at The Fuel Dock. Note the wooden masts of the Princess TaiPing in the background.
2. The Director General of the Taipei Cultural and Economic Office addressing the guests. The crew of the Princess TaiPing are at the left, all wearing red tops.
3. Nelson addressing the crowd.
4. Nine of the crew of 10 (Nelson not shown). Note that only 3 members of the crew are Chinese. They and Hugh at the far right next to Lao Tang and Angela are the four remaining members of the original crew that set out from mainland China.
5. Angela speaking with Nelson beside her.
6. The six new crew and Hugh. Starting from the left: Jack, Larz, Jason, Carlos a Hawaiian from Molokai, John Hunter, and Liz.
7.Princess TaiPing's courtesy flags. Note the Union Jack as part of the Hawaii state flag.
8. A group shot of the entire crew.
9. Princess TaiPing's propeller out of the water. It is driven by an ancient one-cylinder tractor diesel.
Friday, February 13, 2009
Since Brenda's departure I have reverted from Tourist mode back to Maintenance mode, complete with the alarm clock set for 6.30 AM. (I actually got up at 5.30 AM this morning.)
My current project is maintenance of the 6 Maxwell winches, which I am ashamed to say I had not done since shortly after purchasing the boat. The four cockpit winches are hefty Maxwell 28's. The two on the cabin are smaller versions.
The top photo shows the main housing all cleaned, greased, and ready to be remounted. The second photo shows the base of the winch, gears and bearings in place, ready to receive the housing. The third photo shows the main housing in place. Next are the components of the drum, clean and ready for greasing and mounting. Then two main roller bearings have been fitted over their stainless steel sleeve ready to receive the drum. The bottom photo shows the starboard spinnaker winch ready for duty.
From memory there are two sets of pawls (the things that make the clicking ratchet sound), eight tiny pawl springs, four sets of roller bearings, 5 gears, three stainless steel sleeves, several spacers, and the self tailing mechanism up top. The work gets a little nerve wracking because much of it must be done on site, on top of the coaming, one short bounce from the murky water.
The winches are probably the original on Pachuca, making them 29 years old. But they are solid and seem to be holding up well. Maxwells winches are no longer manufactured but I was able to buy a reasonable set of spares shortly after I purchased Pachuca.
Tuesday, February 10, 2009
Brenda left for Australia aboard an Air New Zealand flight last night. By now she should have finished her 8-hour layover in Auckland and be winging her way directly to Perth.
The Accompanying photos are of good byes with various crew of the Princess TaiPing: Hugh bidding farewell at the laundry, Angela, a group shot that includes Angela and Lao Tang, and Captain Nelson and Angela. Unfortunately I got the camera out too late to capture Carey, Wally, and Sherri.
Brenda seems to have enjoyed these last four weeks in Honolulu very much and I am sure that she found it difficult to say goodbye to the many friends and acquaintances that she made here. Unfortunately I've got my own difficulties ahead of me. The Princess TaiPing with her wonderful crew sail for Saipan in less than one week, and too soon after that I'll have to say my own goodbye to The Fuel Dock and move on.
Sunday, February 8, 2009
One of the disadvantages of Pachuca's new location is that we no longer have the convenience of wireless internet access from within Pachuca. I suspect that our future pattern will be an early morning visits to The Fuel Dock for visiting the loo, chatting with friends, and doing our internet work with the free coffee that Carey will generously keep providing to us.
I wear a peak cap to cut down the glare for looking into the laptop screen. In the second photo there is Bill to my left, Wally across the table, and Frank seated behind the bird cage. The third photo is of Wally focused on his breakfast. We looked up and saw Kalua, the Australian-built 1946 Colin Archer berthed next to Pachuca, sailing out in company of a black-hulled schooner.
The Fuel Dock has two makeshift showers which I have been told are converted packing cases. The plumbing is a bit rough and the privacy somewhat questionable. Nevertheless they are "home" and we much prefer them to the showers provided by the state marina. Note the ventilation at the top of the stalls.
Yesterday Brenda and I took Reg's advice and visited the Todai for lunch on Ala Moana Blvd not far from the boat. It is described on its web page as "Todai is an upscale All-You-Can-Eat Japanese Seafood Buffet Restaurant."
For me it began as gourmet heaven. We had the complete run of the unusually spacious restaurant which included a large variety of sea foods, meats, vegetables, soups, deserts, and a mind-boggling selection of sushi. I washed all of this down with a tall glass of very cold Japanese beer.
Unfortunately given my nature I steadily descended into the gourmand trap and plumbed the depths of greed and excess. I had difficulty in walking out of the place.
My sole dinner that night was sharing with Brenda a bottle of excellent 2006 Italian Cabernet Sauvignon given to us by Dieter of Florin, in the cockpit of Pachuca with the lights of Honolulu on one side and the ocean surf on the other. The superb wine had an very settling affect on my stomach.
Friday, February 6, 2009
Last Thursday we were notified that some busybody had reported that there were four “liveaboard” boats berthed at The Fuel Dock. This busybody had apparently gone to some trouble to document the evidence (e.g. reported someone emerging from a boat at 7 AM). For some reason that nobody can explain there is a rule that no liveaboards are allowed in any of the dozen or so berths at The Fuel Dock and I was told that threats had been made to close the place down. We had to choices: start sleeping ashore or move Pachuca.
Within the hour of this bad news Brenda and I visited the harbor master's office and put in a second application for a berth. I had been offered a berth in a condemned jetty shortly after our arrival at Ala Wai and I had turned it down because we were very happy at The Fuel Dock. I was not very optimistic about our chances of getting good berth in a timely manner. Fortunately Carey, to her credit did not pressure us with a deadline. She was happy enough to report that we had made our application.
To our amazement we got an offer yesterday to what we regard is an outstanding berth, number 843. It is at a fully functional jetty with water, electrical power, and good lighting, and deep water. It is the outer jetty with only the breakwater between us and the ocean. Behind Pachuca we have panoramic views of Waikiki and Honolulu, something that we did not have at The Fuel Dock. We are only about 200 yards from The Fuel Dock and plan to be regular visitors via the Zodiac.
We made the move yesterday, 5 Feb, at 1.30 PM. I regard any boat movement as serious business to prepared as well as I could. In the morning I removed 3 of the 5 stern lines and tied them to the jetty, making sure that they sunk well below Pachuca's hull. I inflated the Zodiac and visited the berth and tied a line from the mooring float to the jetty. During the actual move Hugh climbed aboard Pachuca, Nelson was on the jetty to cast us off, and Brenda was waiting at the new berth to take our bow lines. Everything went well. The engine started OK, not much power was being put into the batteries because they were already 100% charged by the solar panels and wind charger, and the wind was gentle. We used the stern mooring line I had set up to pull Pachuca close to the jetty. Brenda tied our bow lines then loosened the stern mooring line and we pulled Pachuca hard back and cleated off the mooring line. After that it was a matter of beers for the three of us in the cockpit then a visit to the harbor master's office for the paperwork and payment. In the late afternoon I swapped the mooring line for something more permanent: one of the heavy nylon mooring lines attached to the mooring ring with a shackle. Because the mooring ring looks a bit thin and corroded I tied a second stern line to the large shackle to which the mooring ring is attached as a backup.
We visited this morning and tied up at the Princess TaiPing for access to the facilities and wound up having coffee and donuts courtesy of Nelson and walked away with bread, a big sandwich for lunch, more dishes, and an invitation to a barbecue tonight at 6 PM. Also, Wally told Brenda that we can use the bicycles anytime that we want.
We plan to be regular visitors to The Fuel Dock for internetting, coffee, ice, showers, socializing, etc.
The first photo is of Pachuca approaching her latest home. The second is the view from Pachuca's bow. The third photo shows Pachuca's mooring setup. I've got two lines to the mooring float at the stern and two bow lines. There was already a plank on the jetty which has provided us with the easiest bow access that we've ever had. The bottom photo is of our next door neighbor: a Colin Archer double-ended ketch built in Hobart, Tasmania, of Huon Pine in 1946. It is in beautiful condition. Two Australian built boat side by side. Small world.
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