Synthetic Standing Rigging

What we did, first we ordered following materials:

From Jimmy Green Dynice Dux 8mm:

100-metre-reel-deal-dynice-dux

https://jimmygreen.com/dynice-dux-fibre-rigging/77930-100-metre-reel-deal-dynice-dux#/669-diameter-8mm

From Ebay and Downwind Marine, Hayn Toggle jaw:

890947

http://www.downwindmarine.com/Hayn-Threaded-T-Bolt-Toggle-Jaws-Stainless-Steel-p-90890947.html

From Defender Dyneema 1/8″ whipping line:

013067

https://www.defender.com/product.jsp?path=-1&id=3507612

From Wally world online??? THIMBLES:

thimbles

https://www.walmart.com/ip/5-Pc-5-16-HEAVY-DUTY-Stainless-Steel-316-Marine-Wire-Rope-Chain-THIMBLE-Rig-Anchor-Boat/420171805

From Amazon, Scissors that can cut dyneema:

41-A+0hyySL

https://www.amazon.com/gp/product/B00FE1MFF8/ref=ppx_yo_dt_b_asin_title_o09_s01?ie=UTF8&psc=1

https://www.amazon.com/gp/product/B00FE1MFF8/ref=ppx_yo_dt_b_asin_title_o09_s01?ie=UTF8&psc=1

From EXTSW.COM SPACERS 1/2 and 5/8ID…

IMG_3028_1a3dbcd5-0894-4513-9d09-25414e73bbf6_large

1/2" ID 316 stainless steel washers

We also had some nice large line FIDS and smaller whipping line if needed (have not needed it yet).  Also brought some heat shrink for a diameter for 5/16 line  (the kind without adhesive) and the heat gun.  We have used some polyester 1/8 inch line to add chafe guard to the shrouds where jib sheets or other lines tend to rub.

https://www.amazon.com/gp/product/B00FE1MFF8/ref=ppx_yo_dt_b_asin_title_o09_s01?ie=UTF8&psc=1

Techie bits:

Project was to replace 316 SS standing rigging 4 lower shrouds were 1/4 inch diameter with 1/2 inch turnbuckles.  Back stay and side stays were 5/16 inch diameter with 5/8 inch  turnbuckles.

Found out that the convention is to put the LH threaded toggle LOWER in a build leaving the RH threaded for the swedge fitting end. 

Important to know, just in case we brought to Mexico both RH and LH toggles for the upper end of each of the seven turnbuckles…  And a spare of each size turnbuckle complete.  Turned out only one of the 5/8 turnbuckles needed replaced after a rough disassembly…

Photos of mast top and center:

 

Photos of side stay rigging:

 

And yes, in order to get the lengths pretty good, we did our best figuring and still had to shorten all the stays/shrouds by 3 to 5 inches in order to get them short enough to adjust with the turnbuckles.  So far we have only removed and replaced the original splices at the thimbles one time on each line.

We do like the way the 316 SS spacers worked, however we could not fit them and thimbles side by side in the lower shroud connection plates just under the spreader on the mast. So we ended up with one on a pin only, and one on a spacer only. both without thimbles.  Word in the literature is that as long as the pin is AT LEAST THE DIAMETER of the line that is brummel spliced around it, then the failure will be elsewhere in the line/connector system!!!

We have been through some  pretty poor seas/weather since launch and are very happy with the synthetics so far!

Some project photos:

 

The red mark in photo above was our best guess of the insertion nearest to the thimble for the brummel splices, we of course added length around the thimble and bury length to this mark.  We estimated 3 inches construction contraction in the line lengths and thought we could pull them out with the jib sheet winches.

When we were done constructing the stays/shrouds, with the turnbuckles mostly at full extension, it was EASY to step the mast and make it secure.  The next day we re-spliced each end individually and added the 1/8 whipping line to the system.

After sailing some and working more and more of the construction contraction from the splices, we have gotten to the point where four of the 7 lines have no whipping needed and we still have takeup in those four turnbuckles.  Woohoo!

We may re-splice the side stay/shroud one day since a couple rotations of the turnbuckles un-load them completely.  The backstay, however will probably always want the whipping since the rig wants to move forward when we release tension on this line and it takes over 35 full turns on the turnbuckle to un-load it…

Oh yes, by the way, there are whales out here!

IMG_5054 (Copy)

Fin (again)

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On the hook, and some techie stuff…

Hi all, and  of course the two of you know…!

Matachen Bay was great, as always, we got to see friends at Playa Hermosa restaurant.  Alisia and Varo keep cuatomers happy!  Same place we always stop for great food and friendship!

 

We only spent a couple days in Matanchen this year, we will probably get back there! Before March.   Met new friends at anchor as always happens here, s/v Pandion.

We got to Puerto Vallarta area and anchored at La Cruz de Huanacaxtle around the end of January 2020.  After Matachen Bay near San Blas, we did an overnight passage and anchored out front of Marina Riveria Nayarit. A beautiful place, and there are around 50 boats here in the anchorage.  Maybe more than we have seen here since first arriving in Jan 2013.

Been doing little projects, made some covers for fuel cans the companion way. We have  nice access to the town via the dingy dock. I think that last year it was like 40 peso a day to use the dock and drop trash, etc.  This year it’s 80 pesos, still less than $4 USD so who can complain!!!

We settled in and Jim started a dental procedure for a crown after getting the temp filling the day before we left San Carlos a month ago.  A crown here  is $4700 pesos or around $250 USD.  No temporary, the dentist ground down the broken tooth and took impressions and in a week we went back for the crown.  Not fancy but seems to work out well.

La Cruz is a fabulous little town,;;

As always a picture is worth a thousand words!

Local iguana in the Huanacastle tree in the town square…

Great food, educational and fun events…

Synthetic rigging:

Boaty boat is doing well, had some weather since installing the dyneema stays and have to say that I would do it again if opportunity came up.  We tend to set and forget our standing rigging when we put in the Stainless wire rigging.  With the dyneems, since it is new we are checking it a lot more and it gives us a good feeling for rig integrity! Thi sstuff is stronger than steel and our adjustment period is probably coming to an end, two months.  Today we lubricated the turn buckles with some chain lube and will be checking on them regularly since when we removed the steel rig, one of the turn buckles seized up and was very very difficult to remove. A big yes vote for dyneema.

 

Techie stuff… We woke up to a dark boat…

Boaty Boat was all dark and scary on Saturday 2/1/2020 when we got up.  Not knowing what the H___? We turned off all power usages and sources and then turned the battery master over to the starter batteries and then fired up the DC panel again.  Starters were fine at 12.8 Volts, and now the house LiFePO4’s were at 11.8 volts from not supplying any voltage at all…

Huh?

Decided to make coffee on the outdoor grill, since the propane solenoid uses one amp,  and then decide on a plan of action to address the situation…

Not knowing how or why.

The Victron battery monitor was reset to 100 percent and zero amp hours used. And when we got up, there was no power available from the attached house batteries, the 400 amp hour bank of LiFePO4’s?

We had our coffee, then emptied the lazarette to get access to the house batteries.  Checked the 4 batteries individually and each was showing 11.9 volts. (I just now realized in writing this that I did not disconnect them from the parallel connection harness to do this check, big oops). So the next couple days work may have been in done under questionable assumptions…

The next couple days, assuming:

  • the batteries are good,
  • the battery on board BMS (battery monitor system) in each battery) tripped at low voltage around 11.5 volts and
  • the LiFePO4 batteries disconnected via their BMS circuits and shut down until load was removed allowing the BMS to sss it’s reset – reconnect voltage?.

 

Our plan was to bring up the DC necessary uses on the boat using the starter  battery bank of two 100 amp hour lead acid batteries testing at full (12.8 volts) and start the motor.  If the system monitor panels were showing no excessive  explainable loads we would charge via the diesel alternator at around 70 amps.

Since it was a dark and cloudy morning and forecast was for more of the same for 3 or 4 days, we decided to go to dock at the marina and figure out what happened…

On dock, at Marina Riveria Nayarit,  we are thinking the boat battery monitor when not having seen battery full in a few weeks got lost on the amp hour in and out calculations. We were not paying due attention to the voltage readout readout and he 5 amp draw on the refrigerator took the system voltage to 11.5 where the BMS on the LiFePO4’s did their job and said “NEVER MORE”.

Testing:

After running the motor in the anchorage for an hour+ and motoring into the marina we discharged the house bank completely:

dis1

After discharge we used the shore charger and charged up, shore charger was set on a very conservative profile and amps dropped from the 30 amp charger capacity initially obtained down to 10 amps over 17 hours :

chg 1

We then turned everything we have on board, ON, and discharged the house bank:

dis2

Almost looks like we are missing a battery?  Have to dive the lazarette again and disconnect the parallel harness and check each battery when disconnected from the harness…

Did that today and all 4 100Amp Hour batteries are reading exactly the same voltage as have always done…

So our original theory is holding and we just blew through  the bottom of the battery minimum voltage threshold on the BMS!!!

We are a bit concerned at the capacity number down to 290 from 310 Ah a couple of years ago…   So we ran a second capacity test before leaving dock and got 290 Amp Hours again.  A 6% loss from original testing 3 or 4 years ago.  Not great, but bet we would be replacing our lead acid batteries about now if we had gone that way.

Bottom line, we just did not watch the voltage the way we should have and the LiFePO4’s got run down to below 11.5 Volts so the on board battery monitor shut them off!

We left dock all charged up and the sun is out so we are doing well!

laz·a·rette
/ˌlazəˈret/
noun
noun: lazaret
1.
a small compartment below the deck in the after end of a vessel, used for stores.
FIN again
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On the rode again???

Yes, sorry for the punny title…  Specially to the two of you!

Not a lot to tell.

We did plan the departure for the high tide at 9:57AM Monday January 13.  Plans plans plans. Plan was to get fuel at the Fonatur docks but the attendant never showed up? We called the El Cid fuel dock and they were more than happy to sell us our 160 liters of diesel for $198 USD.  $1.24  a liter or $4.70 a gallon.   Includes the marine surcharge what ever that is?  On the street the posted price for diesel is like 21 pesos…

El Cid is right at the harbor mouth and we had no problems leaving.  The dredge was not operating at 10:45 when we finally left.

We left Mazatlan in a lack of a huff, seas were calm sun was out whales were playing:

Overnight was fairly pleasant, we double reefed the main and used it to sail down wind in an 18 to 20 knot northerly.  Motor sailed some of the time to help smooth out the lumps.

IMG_4946 (Copy)

As we PASSED Isla Isabela we counted 5 sailing vessels in the east anchorage and three in the south.  Long distance photo…

IMG_4958 (Copy)

And now we are in Matanchen bay, south of San Blas and plan to pick up some banana bread, see friends Varo and Alicia at their palapa restaurant on shore.

IMG_4965 (Copy)

FIN for now

 

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Life goes on, 2020

Hi All, and yes you guessed it, especially to you two!

After the rescue at sea…

Life goes on and we are doing pretty well at shaking out all the stuff that goes along with a long night at sea, at least I hope we are!

Boat projects abound:

  • A life line stanchion was lifting from it’s base, retaining screws have worked free and fallen out.  So we, loosened, cleaned, drilled and taped for new retaining screws and re-tightened.
  • Removed the bent up anchor guide on the bow and bent back the pulpit lower rail that got beat up when we kissed the transom of the sinking vessel…
  • Since we broke the store bought hydrofoil for the dingy motor, we made a new one from hdpe half inch thick board stock purchased from a pots and pans store in Mazatlan…
  • Pickled the water maker, it can only stay idle for a couple days and we don;t run it in the marinas.
  • Cleaned the water maker pre filters, we have a 20 micron followed by a 5 micron 10″ x 2.5″ filter set in the salt water line feeding the Katadyn 40e water maker.
  • We put away the vinyl curtains for the cockpit area which we had out on the Baja since it was soooo cold over there.  However, it is in the 50’s at night here in Mazatlan too?  Been a cool year so far!
  • A leak developed above the settee on the port side last rough crossing.  It may have been there for a while, we opened the ceiling in the salon and the indication was that it was a chain plate so we dug out the butal tape and re-bedded the shroud chain plates on the port side.\
  • Have taken a number of wonderful HOT showers here at the marina!
  • Still have a list of things to do before leaving dock but ain’t that the way it ALWAYS is???  Check cooling heat exchanger for blockage, we have overheated the engine a couple times this year???

Some photos:

 

Oh yes,

I almost forgot about the anchor we hauled up when we were leaving Bahia Falsa near La Paz, Baja Sur.

While hauling up the anchor there was more resistance than we usually have and then there would be a growling and vibration from out anchor chain…  Before calling “KRACKEN!” and “abandon ship”, Jessica said “there is something on top of our anchor chain”.  Of course, I said “No!” and went forward to prove her wrong…

We hand lifted the chain a bit and since there was not too much resistance, we continued to let the windlass do most of the work. The growling and vibrating and close LOOK OUT for eyes and tentacles continued for a bit.

Whew, put away the life raft!  Just a crusty old anchor and rode…

We lifted it off our anchor after we got it on board and let it fall back into the sea . There was a rode attached and it felt as if the rode was attached to the sea floor.

Jess thinks it may have been an OMEN that it was NOT a good time to attempt a crossing of the Gulf of California…

Here is a photo of what we found,

img_20191231_080537420

AND, what we expected to find…

 

Kraken3 (Copy)

That’s all for now

We are hanging out and waiting for a weather window to head a bit farther south.  Looks like another week or so right now.

FIN

PS:

Some links for LiFePO4 tech JUST FYI…

Charging LiFePO4 cells:

https://www.powerstream.com/LLLF.htm

Links to aliexpress USA warehouse NEW LiFePO4 cells 100AH set for under $500 USD :

How to assemble inexpensive cells:

https://www.mobile-solarpower.com/design-your-own-12v-lifepo4-system.html

https://www.aliexpress.com/item/4000306076197.html?spm=a2g0s.9042311.0.0.43074c4drubRZr&aff_platform=link-c-tool&cpt=1577464631024&sk=C8ES4f1m&aff_trace_key=116d9683f392480794dd486e9c168da2-1577464631024-00380-C8ES4f1m&terminal_id=d1f788074c3d4d2fbbeaf47e37fcaed7

https://www.amazon.com/CellMeter-Digital-Capacity-Discharger-Backlight/dp/B073W4MDHC

 

https://www.solacity.com/how-to-keep-lifepo4-lithium-ion-batteries-happy/

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Something exciting happened on the way to Mazatlan, or MAYDAY MAYDAY MAYDAY

Hello All (again), and you two again!

First Jessica’s FACEBOOK post on the trip, then some screen shots and the like…

Kraken3 (Copy)

Jess’ post:

Here is one way to start the New Year. Take a little journey with me from La Paz, Baja California Sur, to Mazatlan, across the Sea of Cortez, aboard the gallant sailing vessel Hajime.

We left La Paz in the morning and had thought to take Cerralvo passage. This started off mild and then shifted to wild, not in a good way. It turns out that Cerralvo is like the golden gate, it turns into a narrow funnel which wind and wave and tide can make into a horrible passage, stacked with high waves and a howling wind in, of course, the wrong direction. So we did an about-face, got back to the top of Isla Cerralvo, and started across the Sea of Cortez.

The water was lumpy, stirred up by contrary winds and not yet finding itself a quiet moment. I was queasy, but our first overnight was not so bad. We said happy new year as we changed watches, and saw the moon through clouds, and the stars hardly at all. I picked up my second night watch at 0400 and had a single luminous dolphin in the middle of the Sea of Cortez for my pains, and thought it was a wonderful gift.

My weather gribs, which we had pulled an hour before our departure, showed a south flow of wind along the mainland coast until close to 0200 the morning of the 2nd, and my considered opinion was that I didn’t want to be in it. Jim and I agreed to turn right and do our southing there in the middle. We hit a flat calm. No problem, expected from the gribs, then the wind and waves freshened from the west and we shifted course towards our goal and we were moving along at sundown, which was when we heard a mayday.

Now, I had no desire to deal with this. Jim had no desire to deal with this. My mind was already in Mazatlan, where I was promising myself all sorts of earthly delights—massage, dinner at Angelina’s Kitchen, all the things that would motivate me to keep my chin up in sketchy weather and uncertain passage. We would be there at sunrise.

But there was a mayday, and we heard it and so we answered. The call was from a boat called Green Dragon 2, which was taking on water. They were 26 or so miles north of us, which is at the outside edge of normal radio transmission. There were lightning storms up there. I could see them. Damn it, I hate the idea of lightning when I’m on the boat. But we turned north with the wind now coming out of the west and the seas getting rowdier, and continued to call for the Mexican Navy, relaying for the boat in distress. Ominously, no one responded. There was complete radio silence.

We used our Garmin InReach to text my brother Alex to call the US coast guard. This is, by the way, one of the most frustrating modes of communication it has ever been my experience to deal with. It’s supposed to be linked by bluetooth to my phone, but that connexion is not really clean, it’s hard to add in new numbers, and sometimes it just didn’t seem to work. Jim wound up having to do most of it, and had to do it using the Garmin, which has no keyboard, only an alphabet panel and a directional pointer, which is hard to use properly when the boat is moving in all directions at once.

The CG told us that they had received the EPIRB alert (That’s a satellite distress call) from the boat and alerted the Mexican Navy. At this point, communications screwed up. They said that the Mexican Navy had dispatched a unit, causing us to heave a sigh of relief. But we kept going because Mazatlan was 80 miles south of us, and that’s a long way off in water time. Even a fast boat only does 20 knots. How long does it take a boat to sink?

The wind turned to the north, so we were fighting 8 foot seas of 5-8 seconds period, and everything inside the boat was shaken, not stirred. Nothing stayed put. However, we’ve been in worse seas, and we know our boat is tough. We were ‘walking’ the boat, standing behind the wheel and moving from foot to foot as the waves threw the boat from side to side, and holding on to whatever handholds we could as we motored on, through lightning storms on either side of us, and looked anxiously for a boat. Any boat, where the hell was the navy?

Very close to midnight on the 1st of the year, we approached our target. We could finally see her, lit up with her running lights and masthead. This in spite of the fact that the water was reported to have reached the battery level at about 10:00 pm. We had been in intermittent radio contact with Green Dragon, who reported water still rising, they could not figure out where the water was coming in from, they were prepared to abandon ship.

The scene became surreal. We approached the boat. We turned on our deck lights, to give us some idea of what was going on. We had been asking ourselves how we intended to do this, and we knew that in these seas we could not come along side. There was too much movement, and if we banged into them we could both need rescue. We circled once, assessing the scene, the seas, the situation. The boat itself was low in the water, down at the nose, like a dejected donkey. They had the life raft deployed behind the boat, and it was a terrifying thing. It is essentially an igloo, inflated rubber in the bottom and a fabric tent roof over it, and it made me want to puke just looking at it moving in the water. It was an orange and black bubble of hope and horror.

They weren’t in the life raft yet. We circled again. We had agreed, by radio, that they would get in the life raft and stay tethered to Green Dragon while moving away from the mother ship and hopefully towards us. This is more easily said than done. The waves and water were moving, foam flecked, the wind was howling at 20 knots, and the lightning was occasional illuminating everything like a flashbulb. Water birds were strafing something just beyond the reach of our brilliant deck lights, looking like restless and relentless ghosts as they flickered into shadow.

Jim was piloting the boat, while I was scampering around on deck trying to get good visuals and ready to catch a throw line. I was clipped onto the jack lines, in my lifevest, and swearing at how restrictive the bloody tether was. Somewhere around the fifth pass, they were in the life raft and heading our way. I cannot imagine what courage it took to actually step into that thing. I’m not sure I could do it.

The first throw of the throw line fell short. We were moving past them, as we had to keep the engine moving to keep some way on in order to have a hope of piloting rather than drifting. We circled back around and tried again. I tried to catch the next toss, and damn near went overboard. Jim’s voice came from the cockpit. “Jessica! Don’t go off the boat!” We are not all very smart about coaching when stressed. I believe I swore a lot while ignoring him and getting the boat hook and trying to get the line. A third throw of the line went across the foredeck, and then we had some control.

Ever tried to winch in someone from the water, with a multi-ton vessel on one side and your bare hands on the other? Cleating them off, pulling, swearing, cajoling the gods, till the man got a hand up, couldn’t get around, got pulled off, pulled back on, heaved himself heavily up the ladder. “Welcome aboard,” I said formally. He moved aside and his wife handed up a bag, and then tried to get on the ladder. Both hands slipped and she fell back into the life raft, and it slipped away.

“We’ll come for you!” yelled Jim, and we did, and he grabbed something, some sort of handle on the life raft tent roof, which ripped away. Loosing her. Loosing the raft. It was a moment of quivering fear. “Line, throw a line,” he told me. There was one he had prepared at hand, the heavy nylon rode of our spare anchor.

I’m not a good aim. I tossed it left handed because of the lay and the situation and because I’m a bad aim on either side. It somehow landed where it needed to go, and she grabbed it. We started pulling it in. “I can’t hang on,” she said breathlessly. “Just hold on a moment,” and she did, and we got her alongside, and she reached, one handed, for the ladder. I had elbowed her husband aside for space, for my agility, and I’d be damned if I’d see her slip again. I caught her wrist. Reached down, other hand, grabbed a handful of jacket and life vest and hauled up. “I’m caught, my ankle is caught!” she said. I decided that whatever in the life raft was holding onto her could just come with her. Changed grip down to her trousers at the base of the spine, thank heavens she had on foulies that wouldn’t rip, and hauled. Jim abandoned his post to grab something, and we rolled her aboard, with some part of the sleeve of her jacket snared on the ladder pin. A fuss for a knife. A screech of metal as Hajime’s bow hit the aft end of the sinking vessel. Jim says he saw their dinghy engine, which had been clipped to the aft rail, flip up through the air as we pried it off with our prow like someone prying off a the cap of a bottle. He backed us off and took control of Hajime, I cut the sleeve to free her, and we spent a moment or two collecting ourselves back into the cockpit.

That was when the engine overheated. We turned it off, and let her drift. It was almost peaceful, the wind pushing us away from catastrophe, nothing of urgency for the moment. Two dripping castaways on our deck.

The rest was not as bad. Granted, the queasiness that had been dogging me for days took over. I went below to get our guests water. I came back on deck and made for the lee rail and made my donation to Neptune. I went below to get towels. I came back up, and did the same thing. Went below to start tea, ran back for the lee rail. There were a lot of repeats on that theme.

We nattered about the engine. The wind was pushing us, with bare poles, where we wanted to go. We were making three knots. . . so we weren’t overly stressed. The engine has been overheating this season, this was the third time, but it was always when we’d been running at low rpms. We decided that we could try starting up again. Running at normal revs, we were moving enough water through the system that everything stayed in normal range. We headed for Mazatlan.

Meanwhile, there were communications. Coast Guard said that they had been informed that Mexican Navy was already on site. We told them, and it would have been tartly, if we could have mustered it through the Garmin In-Reach, that they were nowhere to be found.

We got our guests below, in dry clothes, and tucked into our bunk. We don’t often sleep there during passage, preferring the quarter berth. I took helm, Jim took the Garmin for communications, which were mostly “We have them, the boat is abandoned, headed for Mazatlan,” which was enough to make him want to hug the lee rail for a bit. Small screen, frustrating letter-by-letter hunt and peck, while the boat is doing her downwind wallow with a twist in the tail. Still, it was an easier ride running with the wind than it had been coming up. I stopped puking, but then the adrenaline crash made me shake and shiver like I was going into shock. I found some Dramamine left over from our guests last summer, gave Jim one, took half myself, then went below and honestly slept for an hour and a half. I don’t think I’d actually done that since we left La Paz. I woke up and came up and let Jim come down for the same.

There was another lightning storm between us and Mazatlan, an evil thunderhead blocking the stars. I, alone on deck, eyed it grimly and told myself that we hadn’t been hit yet, and if it was going to hit us there was nothing I could do about it. Carry on, sailor. And yet, yes, the wind was moderating, and the seas were starting to lay down a bit, and just maybe we could carry a jib and get home a little sooner.

The sun came up. Coffee happened. The storm dissipated. Our guests woke and were fed a real breakfast, at least, all the eggs that hadn’t smashed on the deck during our run north to save them. The skies cleared and a pod of dolphins played around us. Jim saw a whale in the distance. The sea started to boil with fish feeding, birds wheeling overhead, all the celebration of life that is the heart of Mazatlan.

We made it into port at 16:30, welcomed by the marina office, who graciously agreed, to my exhausted pleas, to explain to the port captain, who had been looking for us, that we would be happy to talk to him tomorrow.

Jim’s expert pilotage in heavy seas deserves high praise. His unhesitating willingness to change course in spite of personal desire was admirable. His patience in assessing the scene and having ready lines to throw was important in this rescue. Having me as an able deck hand was also critical. Being a judo player and knowing that bodies move when hauled upon was important, having that visceral knowledge that I can hold and move a person, that was important. Knowing what to grab and haul without thinking about it. . .all of this contributed to the relative smoothness of this event.

We did take some damage: The second anchor roller, which we never use, is bent straight up at a ludicrous angle. The lower pulpit rail got bent up as well. The shaking and beating we took on the run north appears to have worked loose a chain plate seal, causing water to come in and drown Jim’s computer, and dampen some cushions and books, All of this is cheap at the price of two lives.

This is tomorrow. Our guests are bound back for the US, the port captain, who sent a pair of men to take their data and ours, is happy with us. The communication glitches with the coast guard were that the Mexican Navy was attending a different boat in distress. Then they couldn’t get out to our station because of adverse weather conditions. I find no fault with that assessment. And now the sun is out in Mazatlan and the world is holding still, and if we can do this for a couple more days I may be willing to go to sea again. In fair weather. At least, until it turns foul.

Some screen shots from the chart plotter…

The plan was:

010120_0319_00 (Copy)

Jessica studied GRIBs and we decided to take a southward tack to avoid the possible coastal weather, whew!…

050120_1531_00 (Copy)

At 7:30PM ish we took the MAYDAY VHF call from Green Dragon 2 and headed for their reported LAT/LONG…

050120_1531_01 (Copy)

All over by 1:00AM ish and heading to Mazatlan to arrive next day at 4:00PM…  Note the due south bit at the start of the track below the yellow X, Jim set our route for Isla Isabela instead of Isla Venados, oops!

Note ALSO in these there is a waypoint labeled “SIESTA” .  Turns out sv Siesta was in trouble earlier in the night and had called for help, Mexican Navy went out and the story we “heard” is that sv Siesta had rudder problems but were not in danger of sinking so the rescue was put off until the next day.  We helped relay the VHF call between Siesta and the Mexican Navy in the morning in order to get the LAT/LONG from Siesta to the Navy.  Siesta was towed into Mazatlan after that.  We are thinking there was confusion on the part of the Navy since there were TWO MAYDAY calls from the same area at the same time…  I don’t think we will ever really know.

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We have been re-hashing this trip over the last couple days NOTES TO OURSELVES…

  1. Next time, the skipper stays at the helm REGARDLESS, hitting the sinking vessel with our bow pulpit could have turned disastrous times TWO.  We were lucky! (I have to admit, I’ll never forget the sight of a 4HP outboard motor doing a double gainer off GD2’s pushpit though.)
  2. WHEN THE GRIB MODELS DON’T ALL mostly AGREE, DON’T GO! So normally the GRIB models, and there are maybe three popular ones, mostly agree, at least, on general wind direction.  WHEN THEY DON’T … We think that the weather situation is chaotic enough that three models on three SUPER COMPUTERS can’t even agree on WIND DIRECTION then we should AGREE NOT TO SAIL!
  3. I’m sure there will be more…

REVISION 03/05/2020:  Found Latitude 38 published article above from Jess submission, she told them to contact the Greens and get approval prior to publishing…

the rescue of green dragon II

It was 7:30 in the evening on the second day of a two-day cross- ing aboard our Tartan 38 Hajime from La Paz to Mazatlan, when we Hajime from La Paz to Mazatlan, when we Hajime heard the mayday call. The skies were cloudy with distant storms on the horizon. We had set course to avoid the weather system for the next 12 hours, but knew we were likely to catch a little short-period wind swell, as well as some wind. Out of nowhere, a scratchy voice came onto channel 16 and said, “Pan-pan, this is sailing vessel Green Dragon II. We are taking on water . . .” We were missing every other word, but the urgency was undeniable. Now, I had no desire to deal with this. Jim had no desire to deal with this. My mind was already in Mazatlan, where I was promising myself all sorts of earthly delights to motivate me to keep my chin up in sketchy weather and uncertain passage. We would be there at sunrise. Except there was this call. It was a mayday, and we heard it and so we answered. There were lightning storms up there. The seas were getting rowdier, and we knew the wind would swing from west to north. We headed north anyway, relaying the distress call to anyone at all. Ominously, no one responded. There was complete radio silence. We used our Garmin InReach to text my brother to call the US Coast Guard, who told us they’d received an EPIRB alert and had passed it on to the Mexican Navy. The USCG said the Mexican Navy had dispatched a unit, causing us to heave a sigh of relief. But we kept going, because Mazatlan was 80 miles south of us, and that’s a long way off in water time. Even a fast boat only does 20 knots. How long does it take a boat to sink? The wind turned north, so we were fighting eight-foot seas of a fi ve- to eight-second period, and everything inside the boat was shaken, not stirred. We were ‘walking’ the boat — standing behind the wheel and moving from foot to foot as the waves threw the boat from side to side — and holding on to whatever handholds we could as we motored on, through lightning storms on either side of us. We looked anxiously for a boat. Any boat. And where the hell was the navy? Very close to midnight on the 1st of the year, we approached our target. We could finally see her, lit up with her running lights and masthead, in spite of the fact that the water was reported to have reached the battery level at about 10 p.m. We had been in intermittent radio contact with Green Dragon, who reported water still rising; they could not fi gure out where the water was coming in from, and they were prepared to abandon ship.

 The scene became surreal. We approached the boat and turned on our deck lights. We had been asking ourselves how we were going to do this, and we knew that in these seas, we could not come alongside. There was too much movement, and if we banged into them we could both need rescue. We circled once, assessing the scene, the seas, the situation. The boat itself was low in the water, down at the nose, like a dejected donkey. They had the liferaft deployed behind the boat, and it was a terrifying thing, rolling slickly with the waves. They weren’t in the life raft yet. We circled again. We had agreed, by radio, that they would get in the life raft and stay tethered to Green Dragon while moving away from the mother Green Dragon while moving away from the mother Green Dragon ship and hopefully toward us. This is more easily said than done. The waves and water were moving, foam-flecked, the wind was howling at 20 knots, and the lightning was occasionally illuminating everything like a flashbulb. Waterbirds were strafi ng something just beyond the reach of our brilliant deck lights, looking like restless and relentless ghosts as they flickered into shadow

Jim was piloting the boat, while I was scampering around on deck, hoping to catch the throw line. The fi rst throw fell short. We circled back around and tried again. I tried to catch the next toss, and damn near went overboard. A third throw went across the foredeck, and then we had some control.  Ever tried to winch in someone from the water, with a multi-ton vessel on one side and your bare hands on the other? Cleating them off, pulling, swearing, cajoling the gods, till the man got a hand up, couldn’t get around, got pulled off, pulled back on, heaved himself heavily up the ladder. “Welcome aboard,” I said formally. He moved aside and his wife handed up a bag, and then tried to get on the ladder. Both hands slipped and she fell back into the life raft. Jim grabbed onto some of the fabric of the cowling, but a wave grabbed onto some of the fabric of the cowling, but a wave fell away, and the fabric ripped. He had a strip of fabric in fell away, and the fabric ripped. He had a strip of fabric in his hand, and the raft drifted away. “We’ll come for you!” yelled Jim, and we did, but it was a moment of quivering fear. “Line, throw a line,” he told me. There was one he had prepared at hand, the heavy nylon rode of our spare anchor. 

 I don’t have a good aim. I tossed it and it somehow landed where it needed to go, and she grabbed it. We started pulling it in. “I can’t hang on,” she said breathlessly. We got her alongside, and I had elbowed her husband aside for space, for my agility, and I’d be damned if I’d see her slip again. I caught her wrist. Reached down, other hand, grabbed a handful of jacket and life vest and hauled up. “I’m caught, my ankle is caught!” she cried. I decided that whatever in the life raft was holding onto her could just come with her. I changed grip down to her trousers at the base of the spine, and hauled. Jim abandoned his post at the helm to grab her shoulder, and we rolled her aboard, with some part of the sleeve of her jacket snared on the ladder pin. A fuss for a knife. A screech of metal as Hajime’s bow hit the aft end Hajime’s bow hit the aft end Hajime’s of the sinking vessel. Jim says he saw their dinghy engine, which had been clipped to the aft rail, fl ip up through the air as we pried it off with our prow like the cap of a bottle. He backed us off and took control of Hajime, I cut the sleeve to free her, and we spent a moment or two collecting ourselves back into the cockpit.  That was when the engine overheated. We turned it off, and let the boat drift. It was almost peaceful, the wind push- ing us away from catastrophe, nothing of urgency for the moment. Two dripping castaways on our deck. We nattered about the engine. The wind was pushing us, with bare poles, at three knots. The overheating was a known issue we’d been intermittently chasing. We decided that we could try starting up again. She behaved this time. We set course for Mazatlan. Meanwhile, there were communications. The Coast Guard said they’d been informed that the Mexican Navy was al- ready on site. We told them, and it would have been tartly if we could have mustered it through the Garmin, that they were nowhere to be found. We got our guests below, into dry clothes, and tucked into our bunk. I went below and honestly slept for an hour and a half. I don’t think I’d actually done that since we left La Paz. I woke up and relieved Jim, who came below to do the same. There was another lightning storm between ourselves and Mazatlan — an evil thunderhead blocking the stars. I, alone on deck, eyed it grimly and told myself that we hadn’t been hit yet, and if it was going to hit us there was nothing I could do about it. Carry on, sailor. And yet, yes, the wind was moderating, and the seas were starting to lie down a bit. Maybe, just maybe, we could carry a jib and get home a little sooner. The sun came up. Coffee happened. The storm dissipated. Our guests woke and were fed a real breakfast. The skies cleared and a pod of dolphins played around us. Jim saw a whale in the distance. The sea started to boil with fish feeding, birds wheeling overhead, all the celebration of life that is the heart of Mazatlan.  We made it into port at 16:30, welcomed by the marina offi ce, who graciously agreed, to my exhausted pleas, to ex- plain to the port captain, who had been looking for us, that we would be happy to talk to him tomorrow. Jim’s expert pilotage in heavy seas deserves high praise. His unhesitating willingness to change course in spite of personal desire was admirable. His patience in assessing the scene and having ready lines to throw was important in this rescue. We were also fortunate not to have fouled with Green Dragon II more than we did. Skill and luck saved us, more than we did. Skill and luck saved us, and saved the Greens. — jessica lockfeld

 

FIN for now!

PS: boats similar to GD2, Beneteau First 44 deep keel, drafts 8.5 feet.

 

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FYI:

What happened to Cheeki Rafiki? Key findings from the official Marine Accident Investigation Branch report

What happened to Cheeki Rafiki? Key findings from the official Marine Accident Investigation Branch report

Keel safety self-help: you may not be an expert, but you can keep track of changes to your keel

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Settling into BOAT 2019

Hi to all, especially to you two!

We launched s/v Hajime from Marina Seca Guaymas last Saturday, Nov 30, spent a few days on the docks at Marina Fonatur Guaymas and then sailed up to San Carlos Bay Thursday December 5th.  The bay is way nice.  It gets windy this time of year, but it’s a sweet place to drop an anchor for a while.

Jim has a doctors appointment Monday Dec. 9th then we should be looking for a window to head across the Sea of Cortez for the east shore of Baja California, MX.

We heard an interesting factoid on the local net here in San Carlos Bay (VHF ch 74 8:00AM) involving weather forecasting.  The factoid is that 24 hours after the Santa Ana’s start up in the Los Angeles area the el Norte will start up here in the Sea of Cortez.  The high pressure area over four corners in the USA that helps create the Santa Ana winds in LA also interacts with the lower pressures in the southern Sea of Cortez to kick up the Norther blows, sometimes lasting more than a week. Lots of info on this on the Web too!  What was kinda neat was that before all the data gear we all have now they used a transistor radio and kept an ear turned towards the LA radio stations for the info…

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Docks are nice in Guaymas at the Fonatur Marina:

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We got some work done;

We installed support brackets on dinghy transom for wheels, planned the star board spacer blocks to allow the stock Davis Instruments wheel kit to mount on the aluminum hard bottom RIB.

We mounted emergency anchor…

We replaced block on traveler with newer version, the old on on the port side was getting ready to give up, it’s sister gave up years ago and we put on the Harken then…

We washed the boat, took on water dock fresh water in one tank  (55 gal.) for dishes and people washing and potable (30 gal.) in the other tank.  Filled the diesel tank ( 38 liters) and then filled the three 20 liter jerry cans stored on deck.  We put 7.3 liters of gasoline in the carry tank for the Mercury 5 HP dinghy motor.

Leaving Guaymas:

We had a lovely sail,  we left guaymas at 7:00 AM on Thursday and dodged about 20  fishing pangas on the way out the harbor. It is about 4 hours sail or motor north to San Carlos Bay/Marina from San Carlos on a good day.  It was a perfect day and we anchored in the bay about 11:00 AM…

Installed a new hull vent for the water lank vent lines, the old one got sanded off by the painters…

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Found some stuff I wrote and forgot to post earlier this year…

Need to give a “best burger” award to Koyotl restaurant close to Marina Guaymas.   Weighing in at 0.44 pounds and dressed in all the best attire for the season, Gabriel’s restaurant is awarded the s/v Hajie “Best Burger 2019 award” for the Koyotl Burger!  And by the way two of the best beers we have had in a long time are on the menu at Koyotl, the Fauna -Lycan Lupus, an IPA and The Fauna – Dark Lycan, a black IPA!

Measured mast lengths:

On top of the mast we have 48 inches of flexible bits ( VHF antenna ) and 15 inches of Non flexible bits, ( anemometer and rigid bits of lights and VHF antenna bases ). 

  1. Mast is 52′-10″ from the keel step to the top.  (add 15″ rigid bits or 48″ flexible bits).
  2. Mast step is approx 12 inches below waterline…
  3. Coach roof outside is 6′-6″ above mast step.  
  4. Spreader lower side is 30′-10″ from mast step. 24′-4″ above coach roof.
  5. Top of spreader is 31′-0″ above mast step. 24′-6″ above coach roof.
  6. Top of spreader to mast head is 28′-4″.
  7. Top of coach roof to top of mast is 46′-4″
  8. Water line to top of mast is 51′-10″

So re-stepping the mast went easy breezy, HOWEVER, we made all the stays and shrouds too long. (Better too long than too short.)  They tightened up okay for stepping and moving around the yard but the turn buckles are all bottomed out on all the shrouds and stays except for the back stay where we put in  the 10 inches of whipping  line (just in case) HA!  Not sure If I’m going to re-splice the bottom thimbles with whipping allowance or try for the turn buckle top toggle pins again.  Let you know!  (Note: we now have some whipping in all the stay lines and will see if they continue to stretch out the construction shrinkage or if it’s mostly gone???)

PAINT – We are having the bottom and free board re-painted by the yard in Guaymas at Marina Guaymas.

  1. Turns out that painting (quote) is really an estimate, you pay actual labor and actual materials. But all in all we are pretty happy.  Without touching a piece of sandpaper or a paint brush, s/v Hajime is painted top to bottom for $4,520.00 USD and it looks to be an excellent job.  Had an extra 2 gallons of bottom paint and sold one for $100 USD and gave the other to friends…  Also had partial gallon of the IMRON with hardener and reducer and gave it to friends…
  2. The painters found the old repairs in the freeboard from 2010 and where we had cut into the hull to inspect for structural damage where it was obvious the boat had hit a dock hard in a couple places.  From the invoice it looks like they re-worked the repairs by applying another $420 USD in West Marine epoxy materials and then the labor to apply it all say another $400.  That would bring the actual cost to us a little closer to the estimates.

COSTS:

PAINTING:

Est (all USD) $1500 + $350 plus materials, $1000 for the IMRON paint + $450 for the paint= $3300 was the expected (quoted) price.   And if we adjust the actual invoice by the extra repairs, $4520 actual total invoice  – $420 extra materials – $400 est. extra labor = $3700.  So the actual cost was not that much more than originally quoted.

OTHER THINGS:

Five months rent in the yard, un-stepping and re-stepping the mast, staying on the boat for a week+, launching the boat total cost was  $1,005 USD.

  • Storage Aug/Sept/Oct/Nov $518
  • Travel lift OUT $150
  • Crane rental for mast stepping 2.25 hrs @ $120/hr $270
  • Live aboard feeds $5/person/day $67

FIN for now

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SPLASH 2019

Hi All, or you two…

We are in the water.

Saturday at 7:00 AM we were scheduled to be first in line to be lifted by the yard travel lift and placed into the bay here in Guaymas, Sonora MX.  We made it just before 9:00 AM after another boat made the trip.  Not sure how schedules and actual(s) happen but we float and that is what is important.

Launch video:

Some photos:

You can see in the propeller photo we tried, again, some silicone on the prop and shaft in order to try to dissuade the barnacles from calling it home!

Over to Marina Fonatur after launching:

Marina Fonatur in Guaymas has a 7 peso per foot per day slip rate.  Makes it around $13.50 USD per day for out 37 foot s/v Hajime.  The docks in San Blas are cheaper at 5.5 peso/foot/day and the no-see-ums are free!  There is an almost free dock is near the city too and it’s like $50 peso a day, but no water or power on those docks and no real transportation out there either.

Our list when we hit the docks was :

  • Started up refrigerator, had to clean out the salt water cooling lines to get the pump workin
  • Test air compressor
  • Fill propane tank
  • Test wash down pump
  • Clean potable water tank and fill with 30 gal potable water from vendor
  • Clean the drain hoses to sump from head
  • Fill diesel tank and spare jerry cans, added 38 liters to top off 50 gal. tank and filled three spare jerry cans with 20 liters each can
  • Fill dingy gasoline can and add oil 50:1
  • Mount new alternator remote regulator and store spare alternator in spare parts
  • Fix loose trim pieced at bilge drop boards
  • Check and tighten motor mounts
  • Mount new dingy WHEEL KIT
  • Add chafe whipping to side stays
  • Mount spare anchor with new hardware
  • Hang sails and rig lines
  • Rig running rigging halyards
  • Buy 3 gallons of Delo 400 15w45 for three oil changes
  • Mount dingy motor on pushpit rail
  • Inflate dingy and launch
  • Start and run dingy motor
  • Provisioning
  • Laundry

Update on new Dynice Dux standing rigging:

After the initial stepping of the mast, all the stays and shrouds tightened well but some of the turn buckles bottomed out (closed completely so there was no more adjustment).  We had to open the end splices and shorten all seven lines by 3 to 5 inches.  Now we have pretty short sections of  the 3 mm whipping line in each stay/shroud.  My hope is that the lines still have some elongation left in them and that we will be able to pin them to the turn buckles one of these days. Only time will tell…

Update on the LiFePO4 batteries:

We left the boat with 13.5 or so volts reading on the house bank of 4 each LifePO4 100 amp hour batteries and when we started up the boat after sitting disconnected for 7 months the batteries were at 13.3 volts.  Woohoo!

The new alternator regulator in operation

With the new alternator remote regulator installed, we started the engine.  Batteries were mostly full at 13.6 volts.  I could turn the regulator adjustment to obtain from 50 to 0 amps from the alternator.   I set it at system voltage of 13.6 to 13.7 so that the alternator produced  zero to 3 amps above current usage of 5 amps, our meter is cumulative of produced and used amps.  We will keep an eye on this, but now it is easier to get at for adjustment,  The one we replaced was on the alternator and we had to remove the alternator to get access to the adjustment screw.

Next

Have a doctors appointment this week so we are still on dock until after and then the winds are suppose to kick up for a few more days.  Soon as it settles, we hope to head over to the Baja and work our way down the coast.

PS

No PSA… Jajaja

So it’s been twenty days since seeing the urologist, Dr Mesias, and 5 days since the end of the Cipro antibiotic and the Dr had told us to go back to the lab for a second PSA test.  We did this AM.  I forgot the prescription the doctor wrote and the lab ran the test just for the asking, $210 Pesos,  and we picked up the results  this afternoon.  My PSA is now 2.05 and if luck holds the UTI won’t return.  We have an appointment with the urologist for

The Cirpo may have given me side effect of joint pain and inflammation.  My right knee and foot were swelling and lots of joints were pretty sore the last few days of the 14 day course of cipro.  All seem to be improving  with time.

Fin for now

 

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Guaymas 2019 – In the boat yard…

Hi ALL, or the two of you!

We are in the boat yard at Marina Guaymas.

If you need to get here in a taxi while in Guaymas, you ask for “Las Playitas”!  Las Playitas is the neighborhood which has the boat yard.  If you don’t know this you most likely have to walk to the yard from where ever you are in town.

We have taken on the ORCA look (upside downish ). Killer whale and all that.  IMRON pint on the freeboard is “Snow White” and bottom is International Interspeed 6200 NA, NEGRA (black).

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Status of list of “Planned” stuff for the boat:

  1. NEW STANDING RIGGING – We are going synthetic!
    1. We have all the hardware and are building the new stays.  Laying out the new next to the old and trying to get the lengths close.  We are going to try to rig the lower thimbles directly to the new toggles we purchased for the upper end of the turnbuckles, ie. skipping the 3mm lashing we had planned.
    2. We put the finished thimble splice lines on the jib winches with a jib sheet tied to one thimble and then anchored the opposite end of the stay/shroud to the bow cleats either with a jib sheet tied to the thimble or lashed directly to the bow cleat.  We then put tension on the new spliced in thimble and pulled out about two inches of construction shrink at each thimble brummel splice.   
    3. We spent most of the first morning of measuring and splicing trying to design a way to get from the pin to pin length on the old steel stays and be able to mark the first fid pass through on the dyneema so that the thimble to thimble length will work out correctly.  We made a thimble splice after marking the line in one foot increments (like a scale or ruler), we starting the marking at the end of the line that will bury.  After the splice was stretched we measured from the mark outside of the line involved in the splicing and found that we lost about 4.5 inches in construction shrinkage from a mark on the non disturbed line to the first fid mark. Then we see that it is about 2.5 inches from the first fid mark to the pin center inside the thimble. 
    4. We finally decided to lay the dyneema on the steel line. We pinned one end thimble to the top pin in the steel stay and marked the dyneema at the lower pin center from the steel stay.  From here we added the 4.5 inch construction shrink we expect and subtracted the 2.5 inch from the center of the thimble back to the first fid pass through mark.  With a mark on the dyneema where we plan to make the first fid pass through we add the planned bury length and the length around the thimble and can mark and cut the dyneema so we can splice in the second thimble… This added about 2′-8″ to the to old SS pin to pin length on each end of the dyneema stays.
    5. Next step we hang all the stays/shrouds on the mast, rig the lower end turnbuckles and lashing ( we are putting in 10 inch of lashing on the back stay) and re-step with the yard crane…

 

STAY LENGTHS – PIN to PIN 316 SS at installed tensioned lengths

  • FWD LOW    24′ – 8″
  • AFT LOW      24′ – 9″
  • SIDE STAYS   45′ – 5″
  • BACK STAY    50′ – 10″
  • FORE STAY

Mast length end to end is …  Water line to top …

  1. PAINT – We are having the bottom and freeboard re-painted by the yard in Guaymas at Marina Guaymas.  Gabriel Larios has been communicating with us via emails very well!  We commissioned the bottom and freeboard for $350 and $1500 (plus materials).  I’ll let you know what the final invoice comes to…
    1. Paint is all done, we saw boat with primer on freeboard and bottom sanded and ready to paint.  The yard painted the freeboard  15Nov and the bottom Wednesday 21Nov.  Freeboard paint we used was IMRON color “snow white” cost $19500MN and we have a part of a gallon left over.  Bottom paint, we bought 5 gal. BLACK Internatioanl Interspeed 6200 NA and put on 3 coats and will do 4th on waterline and bow before splashing.
    2. Applied the new name decals, they went on really nice. 
    3. We changed the hailing port to “Denver, CO” with the USCG this year.  We had to use snail mail to send in the request forms and since the US Coast Guard is backlogged a few months with non on-line processing, we had to request special handling a couple weeks before leaving for MX in order to get the boat Certificate of Documentation (COD) for driving to MX this year.  We had sent in the request 10 weeks ahead of leaving thinking it would be enough lead time.  BY THE WAY if you have not re-done your COD this year the USCG now allows you to get one for three years instead of the old single year document, recreational vessels only.
  2. MAST – We will un-step the mast in order to silence the cable slapping we have (ENJOYED?) for the past nine years.  Then re-step it with NEW STANDING RIGGING.
    1. Mast came down nicely, and we pulled stays off ready to measure for building the new ones… Crane was $120 per hour USD at the yard and readily available. 
    2. Thursday we chipped out, from inside the mast, the polyurethane foam that I sprayed inside the mast to try to get the slapping of the wires inside the mast to stop a couple years ago.  Bad decision in retrospect!  took most of the day to get the foam removed, last resort was a piece of rebar 12 foot long to loosen up the spray foam blockage…  Turns out there were still lots of pieces of soft foam bow ties stuffed up the mast from before the last mast un-stepping and re-wiring in 2010.  I must have not gotten it all out in 2010.
    3. We put the four wire zip ties on the cable bundle leaving the tie tails sticking out like porcupine quills at about every 2 or 3 feet the entire length of the mast.  I do hope it stops the cable slapping we have heard for the last 10 years!
  3.  ALTERNATOR – We have replaced a pulley on the spare alternator and secured a remote adjustable voltage regulator that will work on both the alternators (original and spare).
    1. no action, we  have parts…
  4. Dingy Wheels for the new dinghy!
    1. no action have parts…
  5. Replacing the solar charger/controller “Battery tender” for the windless battery in the bow.
    1. DONE
  6. Outboard hydrofoil stabilizer (since the test parts we made last spring worked so well) we decided to buy a real one!
    1. DONE

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FIN for now (I’ll revise this post as we catch up with things)

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Guaymas – Urologist 2019

Hi ALL, or,  Hi to the two of you!

Going to do this blog for those of you “guys” in my age group who have not had any urologist visits yet!  Or at least not had one in Mexico.

If not a guy or not interested? I’ll blog some neat boat stuff in a few days…  We are in the yard working away on s/v Hajime.

We arrived in Guaymas November 12. Jim had had two rounds of 14 day antibiotics and could not get over a UTI (urinary track infection).  We spent the 13th calling around for a Urologist and found DR BRAULIO ALFREDO MACIAS and we could see him on the 14th at 3:00 PM.  I say we, Jessica called the doctors and set up the appointments and I would have died without her…  The Doctor explained three laboratory tests he wanted and how they would help tell what the problem was,  a UTI or any prostate problem which might be on the scale of “Okay no problems”  to “cutting off your ba__s!”.  Jessica said, “No, ahí es donde se mantiene el cerebro en la mayoría de los hombres.”

A link:  GUERRERO.https://www.google.com/maps/place/DR+BRAULIO+ALFREDO+MACIAS+GUERRERO/@27.9220249,-110.8972629,14z/data=!4m5!3m4!1s0x0:0x3d11fd0f4e68a8a1!8m2!3d27.9246824!4d-110.9039783

Jess got the tests scheduled for the 14th AM and PM and we planned on seeing the doctor  again with the results in hand later on the 15th. Tests were PSA blood test, Urine analysys and an ultrasound of the bladder and prostate.

However, as usual, plans don’t always work out.  Jim popped a fever overnight and we got the blood test/urine analysis at 8:00 AM and went to see the Dr.  ( an extra visit ).   He glanced at the PSA of 10.4 and mumbled “ay carum…”, stopped himself then and talked some more about removing testicles ( and the prostate ).  He wrote prescriptions for antibiotics and a couple prostate meds to help peeing and the like.  Said to come back with the results of the ultrasound, he would be in the office until 8:00 PM.

We went for the ultrasound at 6:30PM  and then back to the Dr. and were relieved that there was no indication of cancer in the ultrasound and that we will re-test the PSA after the the antibiotics are done in 20 days.  He wrote the prescription for the next PSA blood test for Dec 04.

Neat things in Mexico medical services. The lab and office hours seem to be more available for working folks. The labs hand you the results and you take them to the doctor.  After reviewing the results, the doctor takes some notes and returns your labs to you for safe keeping…

The Dr. took time to explain the workings of the prostate, the common things that happen to all of us (males) as we age, the meaning of the PSA levels (normal is 0 to 4.5, 10.4 is “ay carumba!”.  That infection can elevate the PSA level. What they look for in the ultrasound; bladder wall thickness, complete emptying of bladder during urination, and homogeneity vs. granularity of prostate gland and size of prostate.

My ultrasound showed some “bright spots”  likely calcification in the prostate and all bladder not emptying completely.  No likely signs of cancer and that its OK to keep my testicles for a bit longer…

In US terms the cost seems pretty reasonable.  Urologist office visit $600 MN per visit (3 visits).  The PSA and urine test $285 MN.  The ultrasound $450 MN and the medications were highest at $3070 MN for the lot (14 days Ciprofloxacino 500mg and 30 days Finasterida 5mg and 30 days Tamsulosina 0.4mg).  NOTE:  Medical system got $2535 MN ($133 USD) and drug companies got $3070 MN ($160 USD).

Total cost was $5605 MN ($ 293 USD).  Would have been $30 USD less without the 3rd Dr. visit we needed since I got a fever overnight.  I figure it was money well spent for the peace of mind on the whole testicle thing and the helping with the fever and the burning when you pee!

Probably enough for now.  We are on boat being eaten alive by mosquitoes (zancudos) and proceeding with the list plus a few other things.  I’ll put up photos in the next blog in a few days.  This one did not deserve much in the way of photos, specially with the testicle removal talk and all…

Boat in in yard, Marina Guaymas, bottom star in map below.

gualmas1

AJ and Jim drove to Benson AZ Sunday 11th Nov. and stayed the night. And then continued driving to Hermasillo to pick up Jeana and Jessica who flew from Denver on 12th Nov. and stayed the night.  We all rode in AJ’s car to San Carlos/Guaymas on Tuesday 13th Nov.

guaymas2

FIN

 

 

 

 

 

 

 

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Ready for boat, it’s fall 2019!

Hello again everyone, or,  both of you!

We are getting ready to pack up and head for Guaymas/San Carlos in November.  We’ve collected lots of STUFF to feed the boat.

MX Guaymasmapsonora

PLANS PLANS PLANS…

MAJOR STUFF:

  1. NEW STANDING RIGGING – We are going synthetic!
  2. PAINT – We are having the bottom and freeboard re-painted by the yard in Guaymas at Marina Guaymas.  Gabriel Larios has been communicating with us via emails very well!  We commissioned the bottom and freeboard for $350 and $1500 (plus materials).  I’ll let you know what the final invoice comes to…
  3. MAST – We will un-step the mast in order to silence the cable slapping we have (ENJOYED?) for the past nine years.  Then re-step it with NEW STANDING RIGGING.
  4.  ALTERNATOR – We have replaced a pulley on the spare alternator and secured a remote adjustable voltage regulator that will work on both the alternators (original and spare).
  5. Dingy Wheels for the new dinghy!
  6. Replacing the solar charger/controller “Battery tender” for the windless battery in the bow.
  7. Outboard hydrofoil stabilizer (since the test parts we made last spring worked so well) we decided to buy a real one!
           “MARINA GUAYMAS”
Boat´s dry storage, work yard

           (011) (52) 622 22 1 72 00

Synthetic standing rigging PLAN –

We have chosen 5/16″ dia.  (Dynice Dux – Diameter : 8mm) from Jimmy Green Marine. 100 Meters (328 feet) ran us £ 594.95 ($760 USD) delivered, (£ 550 plus delivery).   Design requirement was for 246 feet of line (includes splices, thimbles and turnbuckles).

Also decided to keep the turnbuckles in the standing rigging system so we had to come up with different top ends for the turnbuckles.  Lots of choices!

CONCEPT:

I’ve drawn up the following rigging plan to make sure.  We need to take everything we need for the job since it’s pretty hard to get STUFF for a sailing vessel in MX…
We chose 8mm:  5/16″ dia.  1×19 316 stainless wire has a breaking strength of approx. 6.8 ton.  The 8mm Dynice Dux specs at 9.9 ton linear and 8.9 ton spliced.  Strength should be no issue and we will take care of the creep and/or stretch with the planned attachment system.
For the attachment system, the big issue is can you live with JUST TURNBUCKLES, ours have about six inches adjustment in them, or do you need more adjustment to help you draw out any splice originated construction stretch you plan to have.  We are thinking to get about 6 inches per end of construction stretch.  So we added the 8 to 1 – 1/8 in. dia. dyneema line  planning about 12 to 16 inches of take-up. (works like a 8 to 1 block and tackle…  The 1/8 inch dyneema is spec. at one ton breaking strength so it should take 8 ton in the configuration we designed.

DESCRIPTION:

So at the turnbuckle end, red in drawing below, the boat has 1/2″ and 5/8″ clevis pins attaching to the boat chain plates.  We purchased  1/2″ and 5/8″ Left Hand threaded Toggles to allow us to wrap the 1/8″ dyneema around the upper Clevis pins.
The 1/8″ dia.  dyneema (blue in drawing) will wrap over the 1/2 in.  or 5/8 in. dia. clevis pin in the turnbuckle.  Eight strands should hold 8 ton.
At the lower end of the stay a thimble is spliced to the Dynice Dux (white in drawing) and the 1/8 in. dia. line wraps through the heavy duty 316 stainless thimble.  The 5/16 in. dia.  Dynice Dux line is spliced around the 5/16 in.  thimbles with a brummel splice and an approx. 70x bury.
Note in the “detail at upper thimble” see drawing below “upper thimble”, we found a spacer with 1″ OD and 1/2 or 5/8 ID 1/23 thick in 316 stainless that we can insert into the thimble at the upper end mast connection clevis pins. (it just felt like the right thing to do for $6 a piece for the spacers)… https://www.extsw.com/
And if we get all the construction stretch out of the system and eliminate the 1/8 dyneema from the system, we can pin the lower thimbles to the turnbuckles. So we purchased extra spacers for that end connection too.
rigg1
Detail at lower turnbuckle:
rigg4
Detail at lower thimble:
rigg3
Detail at upper thimble:
rigg2  rigg5  from – https://www.extsw.com/
We have collected all the parts: LH thread toggle turnbuckle ends ( we have RH in case we guessed wrong) thimbles, 5/16 Dynice Dux, 3mm dyneema, 1.5 mm dyneema, 1 in. dia. 1/2 inch thick spacers for the thimbles, chafe guard, and etc…

Cost estimate:

RH toggles (includes 2ea – 1/2″ Turnbuckles complete) and 1/2″ RH toggles 4ea and 5/8″ and RH toggles 3ea  36+110+168=$314 USD
LH (just in case toggles)  1/2″ 4ea and 5/8″ 3ea  95+175= $290 USD
8mm Dynice Dux 328′ $760 USD
3mm dyneema 238′ $71 USD
2.8mm Dyneema 7/64″ 120′ $24 USD
Project total = $1459 (and maybe rebate on the $290 LH toggles) would NET= $1169 USD plus 16% MX tax ($233 USD) at the border…
All that’s left now is to go to the boat, drop the mast, measure the steel stays we are replacing, splice up the dynice dux stays and hang them on the mast ready for re-stepping.  We have a 14gauge insulated wire to place inside the backstay for an antenna for the SSB radio.

Paint:

We chose IMRON for freeboard painting… For primer we use International Intertuf 2 or 3 coats (sometimes more), and about paint 3 or 4 coats IMRON.
We chose Americoat ABC#3, probably blue or what ever color they come up with for bottom painting…

Mast:

We pulled out the soft foam ties that were around the cables running from the cabin to the masthead back in 2010 when we re-worked the boat in Napa, CA.  Oops! The cables have been slapping inside the mast ever since.
The plan is to put the cables into PE pipe insulation or use heavy duty wire ties in a constellation of 4 or 5 ties at 3 foot intervals (or so) along the length of the cables. The tails of the wire ties will stick out from the wire bundle like porcupine quills  and hold the cable away from slapping the inside of the mast????   IT’S A PLAN!
Something like this guy did in the photo below:  https://seafirechronicles.com/tag/c-195/
We have two VHF and a 14×3 to mast head and one 14×2 to midmast…
OLYMPUS DIGITAL CAMERA

Alternator:

After the “on the alternator” adjustable regulator we tried last spring concept seemed to work for us.  We took the summer and put the correct pulley on the spare alternator and rigged up a remote mount adjustable regulator for ease of access for adjusting in the future (if necessary).  We will mount the adjustable regulator where it can be accessed without stopping the engine and loosening the alternator to swing it into a place to access the adjustment screw.

This is not a perfect solution, it tends to reduce the charge current before you might want it reduced for the LiFePO4 batteries in our house system but seems to work for us since we get most of our battery charge from solar and not the alternator.  We really just needed to limit the maximum charge voltage from the alternator on long motoring sessions.

Parts are from:  https://www.240turbo.com/AdjustableVoltage.html

Dingy Wheels:

Davis Wheel-A-Weigh Standard Launching Wheels from Overton’s.

 

“Battery tender”:

Outboard hydrofoil:

CLOSING:

All kinds of work to do this season.  Plans?    Andrew Carmer and Jim are driving down to Guaymas around Nov. 10 and Jeana and Jessica are flying to Hermosillo in Sonora via Guadalajara in Jalisco on the 11th.  We have a B&B for a week in San Carlos. The kids will return to USA after a week or so via Andrew’s car.

We are probably headed south out of Guaymas/San Carlos when we are ready and floating again.  Hope to take only a couple weeks from arrival to launch??? 

Sounds like the El Nortes are evil in the N. Sea in the winter. So back to Mazatlan, San Carlos, Puerto Vallarta/ La Cruz de Huanacaxtle Tinnicatita, Barre de Navidad. 

Once we proof the new rigging, maybe we will keep going this year or maybe next year. San Salvador ( there is a rally from the PV area), farther finds Honduras, Nicaragua, Costa Rica and Panama… All of these seem to be South of the Hurricane zone for the winter months…

Saw this on a WINDY.COM email it’s a great APP on Android and IOS

WINDY TIDES

Rigging info from:

http://www.tartan37.com/t37forum/viewtopic.php?f=4&t=1043&p=5617&hilit=rigging+length&sid=f2270ca63c3794fa7ced59be5b91d3aa#p5617

INFO…

Upper shrouds – 1×19 5/16 316 stainless, 5/8th pin. 44 feet long.
fwd lowers 1/4″ – 23′ 10 1/4″. 1/2″ pin
Aft lowers 1/4″ -24′ 1/4″. 1/2″ pin
Backstay – 5/16″ 48 feet however I have a rather long turnbuckle connector on the back stay so could be 2 feet longer without that. 5/8″ pin
Forestay is 46′ 5/16″. lower stud is a Harken furl long swage stud. 5/8″ pin.

MAINSHEET REGATTA BRAID 11MM
JIB SHEET STA-SET 11MM
SPIN SHEET STA-SET X 10MM
TRAVELLER REGATTA BRAID 10MM
MAIN HALYARD STA-SET X 11MM
JIB HALYARD STA-SET X 11MM
Halyards:
Mainsail, 115? length, 7/16? diameter (OEM was pre-streched 3/8″ diameter dacron);
Headsail, 115? length, 7/16? diameter (OEM was 7 x 19 SS 3/16″ wire and 7/16″ diameter dacron);
Spinnaker, 120? length, 7/16? diameter.
Sheets:
The main sheet length is a function of the number and location of the blocks on the boom and traveler, which varies amoung different T37s. The mainsheet diameter is a function of the winch (my Lewmar 16 self tailing one speed requires a 3/8″ diameter, which is smaller than the OEM 7/16″ diameter).
The genoa sheets are a function of the size of the headsail, which varies amoung different T37s, since the length has to be sufficient for example to run from the starboard winch around the forward shrouds to the clew when the genoa is on the starboard tack with the sail on the port side fully extended. The genoa sheet diameter is a function of the winch (my Anderson 46 self tailing two speed require a 1/2 diameter, which is smaller than the OEM 9/16″ diameter).
Other:
The reef lines are 3/8″ diameter and length is a function of the number of reefs.
The centerboard pennant is 30′ pre-streached dacron 3/8″ diameter.
Centerboard tag line is 3/8″ dacron.
Flag halyard is 1/8″ nylon.
The main boom topping lift was 7 x 19 vinyl coated wire 1/8″ diameter.
There was also a main boom topping pennant that was 5/16″ dacron. Jay.

Sailboat Specifications

Hull Type:Fin with rudder on skeg
Rigging Type:Masthead Sloop
LOA:37.29 ft / 11.37 m
LWL:28.50 ft / 8.69 m
Beam:11.75 ft / 3.58 m
S.A. (reported):667.00 ft2 / 61.97 m2
Draft (max):6.75 ft / 2.06 m
Draft (min):
Displacement:15,200 lb / 6,895 kg
Ballast:7,500 lb / 3,402 kg
S.A./Disp.:17.46
Bal./Disp.:49.34
Disp./Len.:293.13
Construction:FG
Ballast Type:Lead
First Built:1976
Last Built:1989
# Built:
Builder:Tartan Marine (USA)
Designer:Sparkman & Stephens
Website:

Auxiliary Power/Tanks (orig. equip.)

Make:Faryman/Westerbeak
Model:40/50HP
Type:Diesel
HP:24/40/50
Water:60 gals / 227 L
Fuel:25 gals / 95 L (50 gal in Hajime)

Sailboat Calculations

S.A./Disp.:17.46
Bal./Disp.:49.34
Disp./Len.:293.13
Comfort Ratio:28.35
Capsize Screening Formula:1.90

Rig and Sail Particulars

I:50.00 ft / 15.24 m
J:16.00 ft / 4.88 m
P:44.50 ft / 13.56 m
E:12.00 ft / 3.66 m
SPL/TPS:
ISP:
S.A. Fore:400.00 ft2 / 37.16 m2
S.A. Main:267.00 ft2 / 24.81 m2
S.A. Total (100% Fore + Main Triangles)667.00 ft2 / 61.97 m2
S.A./Disp. (calc.):17.46
Est. Forestay Len.:52.50 ft / 16.00 m

Sailboat Links

Designers:
Builders:
s/v Hajime is a Tartan38 with a Tartan37 single spreader rig.

Notes

Same hull as the TARTAN 37(S&S) but with deeper fin keel and taller rig.

FIN
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