8 nautical miles
The wind was light, so Tim and I decided a gentle morning sail was in order, and we headed out north for 4 miles then turned round and headed back again. However, the wind dropped as we came back so we motored much of the way back. As we were mooring, we noticed that the engine 'clunked' rather badly going into reverse, so we turned the boat round and moored stern to, and then adjusted then forward-reverse gearbox setting. All in a day's work!
Sunday 20 November 2011
Saturday 19 November 2011
Deck Hatches and Tachometer
Wind looked high and unstable so we decided on a day's boat maintenance.
One of the problems we wanted to fix was something that had become apparent with the rain we had over the past couple of weeks, and that was that the deck hatches were leaking. Jacob and Marie, who clean King Malu, had mentioned that they thought the hatch above the saloon was leaking. This seemed very strange to us, since we had recently replaced the acrylic in the hatches and sealed it carefully with Sikaflex 291i. During the week, however, we noticed that the Sikaflex had not adhered to the acrylic and that when you pressed the acyclic you could see water between the window and the Sikaflex!
We talked to others about this problem and one person suggested that there is a known problem with Sikaflex and hot temperatures for making it fail to cure properly. Maybe this was the problem, though we only changed them recently and we didn't think the temperature was that high when we did it. Whatever the reason, the Sikaflex 291i hadn't adhered and Tim could push the windows out with his fingers!
We were recommended to try Hyperseak 50, so that's what Tim and Jacob spent their Saturday doing - removing the acrylic, re-masking it and then resealing the hatches. We'll know how effective it is when it next rains.
I (Richard) am working 3 day weeks till the end of the year and so decided to try and find a way of making some kind of tachometer for the Honda outboard, pending doing this for the new electric inboard, which should arrive soon. So I worked out the relevant NMEA sentence and tried sending that to the Raymarine C70 we have on board. I tried everything, but never responded at all. It appears that the C70 only responds to tacho sentences on the Seatalk line, and making a Seatalk interface was definitely not what I want to do right now, expecially as the language is not pure NMEA so would make it more difficult in the software too...
So I decided to try a different approach. The Honda 20HP tacho output gives pulses from a separate coil on the generator, which basically give an AC voltage between 6 and 100 volts depending on the RPM of the engine. So, I decided if I rectify that and smooth it with a 100uF capacitor and then voltage divide it down I should have a DC voltage between 0 and 5 volts that can be displayed on a LED bar graph. I used an LM 3914 IC to display this and 6 high brightness LEDs. Wasn't quite trivial to make it work, but it did work fine eventually (you need both a 12v and a 5v supply for the IC, so two regulators were needed). So that was how I spent my Friday afternoon and Saturday.
One of the problems we wanted to fix was something that had become apparent with the rain we had over the past couple of weeks, and that was that the deck hatches were leaking. Jacob and Marie, who clean King Malu, had mentioned that they thought the hatch above the saloon was leaking. This seemed very strange to us, since we had recently replaced the acrylic in the hatches and sealed it carefully with Sikaflex 291i. During the week, however, we noticed that the Sikaflex had not adhered to the acrylic and that when you pressed the acyclic you could see water between the window and the Sikaflex!
We talked to others about this problem and one person suggested that there is a known problem with Sikaflex and hot temperatures for making it fail to cure properly. Maybe this was the problem, though we only changed them recently and we didn't think the temperature was that high when we did it. Whatever the reason, the Sikaflex 291i hadn't adhered and Tim could push the windows out with his fingers!
We were recommended to try Hyperseak 50, so that's what Tim and Jacob spent their Saturday doing - removing the acrylic, re-masking it and then resealing the hatches. We'll know how effective it is when it next rains.
I (Richard) am working 3 day weeks till the end of the year and so decided to try and find a way of making some kind of tachometer for the Honda outboard, pending doing this for the new electric inboard, which should arrive soon. So I worked out the relevant NMEA sentence and tried sending that to the Raymarine C70 we have on board. I tried everything, but never responded at all. It appears that the C70 only responds to tacho sentences on the Seatalk line, and making a Seatalk interface was definitely not what I want to do right now, expecially as the language is not pure NMEA so would make it more difficult in the software too...
Saturday 12 November 2011
Windguru got it wrong!
Tim and I have been watching the wind predictions on Windguru for Larnaca all week. Earlier in the week it was showing strong winds so I had suggested calling off sailing today. Yesterday, however, the prediction showed the wind abating somewhat down to 12-15 knots, so we decided that we would have a go.
Crew today was Tim, me, Jacob, Dave and Yanis. When we got to King Malu the wind felt a bit more than 12-15 knots. Looking on the wind meter it was showing 15 and up to 20 knots... which looked OK though so we thought we would still go out. We would use a small amount of genoa and a mizzen sail to hold her steady.
The wind was from the north so getting out from the berth was non-trivial but Tim managed that manoeuvre pretty neatly. I was at the stern watching to fend off the boat behind us, but King Malu came back gently and the bow thruster pushed her round.
As soon as we are moving I insisted the crew get their lifejackets on. Normal practice on King Malu is to put life jackets on as soon as we leave the marina, but not until we are outside. Today with the wind the way it is I want people wearing them earlier.
So why don't we put them on as soon as we board? If you fall in they will self-inflate, pretty much instantly. If you are manoeuvring close to another boat and have someone in the water with an inflated life jacket, that person cannot dive down to avoid getting squashed. This actually happened to Tim once so it is a very real possibility.
Anyhow... we came round into the main channel with no problem, then headed out of the marina... white horses everywhere. 28 knots wind from the North. Tim handed the helm over to me and I pushed out into the chop.
Sorry, let's try that again I try to push out and then hit the chop and the 20 HP Honda outboard didn't make headway against this chop at all. Full throttle, no movement - partly due to cavitating, partly due to lack of power because of propellor position. Anyway there was no way we were going to make it so I turned back for the marina and handed the helm back to Tim to get ready for berthing.
But... we didn't turn and the waves were now driving us onto the sea wall protecting the marina. Tim had the outboard full in reverse but to now avail we were edging slowly towards the marina wall...
So I said we would just have to use the genoa and sail ourselves off. We have ordered new suite of sails including new furlex, but that won't be here for a while, so we're still on the old cranky furler... which jammed! So I rushed forward to try and unjam it, to see that the rope holding the furler in place had totally jammed up the furler. I did what I could and ran back to the cockpit to get the safety knife to cut the snagged rope.
We're now about 3 metres from the sea wall...
I must have un-done it enough as a couple of metres of the genoa came out and pushed us round. We were back-winding the genoa like we do to help turn us when tacking. Much more power in the small bit of genoa than a bow thruster!
So we headed back to the berth. We have this extremely awkward berth to get into and out of so either I helm and Tim is at the bow directing or the other way around. Today since he was helming I was at the bow directing.
Coming into the berth, with the wind from the North just makes it even worse as all the boats are pushed together and you have to squeeze them apart to get in. I pointed one way, I hear the bow thruster going, but we're not moving the right direction!
A very small pocket of the genoa had not furled back correctly so we are still sailing. Tim told me later he had the motor full in reverse and we were still moving towards the quayside! We eventually get all the lines attached and refurl the genoa.
Interesting experience and showed everything worked as it should (the theory at least) but also the importance of checking your genoa is running free before you even leave your berth. Of course, even testing beforehand, it could still jam when you need it.
We then went off to the club for a coffee. Yanis, who sails quite a lot, said it was interesting watching us, because we all moved so fast in that situation - each regular crew member doing what's needed. That is because we are all dinghy sailors who have moved up to yachts.
He also mentioned that safety is one of the things he sees as very important to us on our yacht. Too true!
Sorry, no, we don't have any photos of this as it was all a bit to quick to stop and take snaps.
Crew today was Tim, me, Jacob, Dave and Yanis. When we got to King Malu the wind felt a bit more than 12-15 knots. Looking on the wind meter it was showing 15 and up to 20 knots... which looked OK though so we thought we would still go out. We would use a small amount of genoa and a mizzen sail to hold her steady.
The wind was from the north so getting out from the berth was non-trivial but Tim managed that manoeuvre pretty neatly. I was at the stern watching to fend off the boat behind us, but King Malu came back gently and the bow thruster pushed her round.
As soon as we are moving I insisted the crew get their lifejackets on. Normal practice on King Malu is to put life jackets on as soon as we leave the marina, but not until we are outside. Today with the wind the way it is I want people wearing them earlier.
So why don't we put them on as soon as we board? If you fall in they will self-inflate, pretty much instantly. If you are manoeuvring close to another boat and have someone in the water with an inflated life jacket, that person cannot dive down to avoid getting squashed. This actually happened to Tim once so it is a very real possibility.
Anyhow... we came round into the main channel with no problem, then headed out of the marina... white horses everywhere. 28 knots wind from the North. Tim handed the helm over to me and I pushed out into the chop.
Sorry, let's try that again I try to push out and then hit the chop and the 20 HP Honda outboard didn't make headway against this chop at all. Full throttle, no movement - partly due to cavitating, partly due to lack of power because of propellor position. Anyway there was no way we were going to make it so I turned back for the marina and handed the helm back to Tim to get ready for berthing.
But... we didn't turn and the waves were now driving us onto the sea wall protecting the marina. Tim had the outboard full in reverse but to now avail we were edging slowly towards the marina wall...
So I said we would just have to use the genoa and sail ourselves off. We have ordered new suite of sails including new furlex, but that won't be here for a while, so we're still on the old cranky furler... which jammed! So I rushed forward to try and unjam it, to see that the rope holding the furler in place had totally jammed up the furler. I did what I could and ran back to the cockpit to get the safety knife to cut the snagged rope.
We're now about 3 metres from the sea wall...
I must have un-done it enough as a couple of metres of the genoa came out and pushed us round. We were back-winding the genoa like we do to help turn us when tacking. Much more power in the small bit of genoa than a bow thruster!
So we headed back to the berth. We have this extremely awkward berth to get into and out of so either I helm and Tim is at the bow directing or the other way around. Today since he was helming I was at the bow directing.
Coming into the berth, with the wind from the North just makes it even worse as all the boats are pushed together and you have to squeeze them apart to get in. I pointed one way, I hear the bow thruster going, but we're not moving the right direction!
A very small pocket of the genoa had not furled back correctly so we are still sailing. Tim told me later he had the motor full in reverse and we were still moving towards the quayside! We eventually get all the lines attached and refurl the genoa.
Interesting experience and showed everything worked as it should (the theory at least) but also the importance of checking your genoa is running free before you even leave your berth. Of course, even testing beforehand, it could still jam when you need it.
We then went off to the club for a coffee. Yanis, who sails quite a lot, said it was interesting watching us, because we all moved so fast in that situation - each regular crew member doing what's needed. That is because we are all dinghy sailors who have moved up to yachts.
He also mentioned that safety is one of the things he sees as very important to us on our yacht. Too true!
Sorry, no, we don't have any photos of this as it was all a bit to quick to stop and take snaps.
Sunday 6 November 2011
Saturday 5 November 2011
Upgrading the VHF radio to include AIS
The first problem was that when we connected the new radio it didn't work. Part of the problem with the old one turned out to be dodgy wiring from the previous owner. He had just twisted wires together and taped them up mid-way along a cable run. Salt water had got into the joint and corroded the wire badly. This horrid twisted joint was hidden behind a waste water pipe so not visible! Tracing and finding the fault took some time and then replacing the old wire with a new cable through a rather tortuous route took longer still.
Next problem was to get the radio to receive GPS signals and send AIS signals. Also easier said than done. The manual, though in English, is somewhat spartan and didn't explain that the GPS input is locked to 4,800 baud whereas the AIS output is switchable and defaults to the normal 38,400 baud. However, the Raymarine C series chart-plotter will either do 4,800 baud or 38,400 baud not a combined send at 4,800 baud and receive at 38,400 baud to be compatible with the Navicom.
Eventually I downgraded the output of the Navicom to 4,800 baud to match the Raymarine, but this is not a good solution as the higher traffic of AIS means it is possible some data will get lost.
Next problem was that the MOB bracelet didn't work - turns out the battery needs charging. But it is a 5volt unit, not 12 volt so needs a separate charger.
The solution for the future may be to build a Seatalk to RS232 or RS422 converter, since Seatalk works at 4,800 baud, and use this to feed the GPS to the Navicom leaving the AIS data at 38,400. Seatalk is basically electrically very similar to RS232, but with 0 being 0 volts not minus volts. Because we only have positive voltages on the boat converting will be a little more difficult. Also, the data standard is not quite the same as NMEA so some translation necessary there too. Anyway... that's for another day... or another way.
We're hoping to sail to Beirut the week beginning the 13th November, so getting everything ready for the trip, and one of those things is having a decent working radio on board.
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