On the subject of exhaust line valves:
* install at any (convenient) point along the
line (caveat, waterlift has enough capacity to
receive "hose dump" when valve opened)
* ball valve is good if they are full bore
(many have a reduced diameter at the ball)
* gate valve should be installed "upside
down" so if the gate separates from the spindle
it still has a chance of working properly (by gravity)
* good practice is to have a tag or simple
key system interlocking the [engine start - raw
water valve - engine water valve] to reduce errors
Cheers, Russ
Sweet 35 mk-1
At 02:00 PM 27/10/2015, you wrote:
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Dave,
One of Calypsoâs prior owners or the factory
added an exhaust shut off gate valve. It is one
of the few fittings we have not replaced or
upgraded in the last 16 years. It is frozen
open but I have a slight concern the gate will
drop and unexpectedly close off the
exhaust. Are ball valves currently considered
the âbest practiceâ for this use?
For the auto pilot tiller arm; Calypsoâs
rudder shaft had a long enough key way that the
autopilot tiller arm can share with the
quadrant. I also bolted the two together for
mutual support should one loosen up at an awkward time.
Calypsoâs radar reflector is assembled around
the back stay with small lines top and bottom to
stabilize. I was able to meet the height above
the deck (and above the radar antenna)
requirement by using a ladder to install.
Martin DeYoung
Calypso
1971 C&C 43
Seattle
Description: Description: cid:D1BF9853-22F7-47FB-86F2-4115CE0BA
From: CnC-List
[mailto:cnc-list-boun...@cnc-list.com] On Behalf Of David Paine via CnC-List
Sent: Tuesday, October 27, 2015 11:51 AM
To: cnc-list@cnc-list.com
Cc: David Paine
Subject: Stus-List Bermuda1-2 lessons learned
Hi All,
As I mentioned last spring as part of a question
about life rafts, I had planned to sail my
C&C33-1 solo to Bermuda and back (double
handed) in the Bermuda1-2 race. I did, It was
fun, it was terrifying, it was expensive to
prepare for, and it was frustrating as I did not
do well (dfl) in my class in part because of the
high winds and seas near the gulf stream
probably favored the HR49 and other
heavyweights in my class but mostly because I
was climbing a steep learning curve. Of
course, a C&C35-1 won the return and did well on
the way there so (in my case) it's the sailor
not the boat. In preparation for the next one,
I need to resolve a few issues with the boat and
a lot with the skipper. I was putting together
a list that I thought I would share.
(1) The autopilot has to be more than bullet
proof. I thought my below deck pilot was, but
I was wrong, and as a result I found myself
upside down in the cockpit locker and crawling
deep underneath the cockpit floor in horrible
conditions to tighten bolts that allowed the
tiller arm to slip (no woodruff key or slot to
put it in). I lost a lot of time bobbing around
with the sails down repairing the autopilot or
sleeping. The fix for this one is obvious but
will require dismantling the quadrant and
figuring out how to bolt the tiller arm to
it. Other issues with the autopilot were
completely my own fault as I made changes to the
electronics but did not have time to proof test the changes.
(2) When a wave fills the cockpit and it gets
flooded (and it did repeatedly) the engine
instruments are going to get wet. This is not
good as the switches will (and did) fail, I am
considering relocation or creating a waterproof cover.
(3) Following seas WILL drive water up the
tailpipe and into the engine. As a result, I
sailed into St Georges harbor and up to the
customs dock then I spent a day in Bermuda
sucking water out of the engine and drying it
out enough to get it started. For the return
trip, I put a plug in the exhaust pipe but the
plug was washed out in the "washing machine like
conditions" and ... we got to sail the boat into
the Newport Yacht Club dock at 3:00 am on no
sleep. Then spend another day pumping oily
water out of the engine. Yeah, slow learner.
(4) The fuel tank vent on my boat is high up on
the starboard side but by the time I got to
Bermuda, the tank had a quart of water in it
(which I siphoned out). Good filters (a racor)
helped but I need to relocate the vent -- the
question is where? It may not be wise but on
the return trip I wrapped the vent with tape
(which, if I had run the engine I would have
removed) A better solution is needed.
(5) Reefing has to be quick and easy -- I spent
far too much time screwing up enough courage to
go to the mast to reef and shake-out. My
current reefing system (probably original to the
boat) has a winch on the boom which makes the
first reef fine but I used all three reef points
and releasing the last reef before pulling in
the next in 35-40 kn of breeze is a
nightmare. I need to work on leading the lines to the cockpit.
(6) A removable inner forestay and a blade
foresail might be nice. My new furling 130
spent a lot of time furled 50% and that really
has screwed up the shape of my formerly new and now blown out 130.
(7) The boat was reasonably dry inside (a result
of hours of rebedding hardware) but somehow the
mast collar leaked like a sieve. The boot looks
perfect so it has to be the where the Al collar
(mast partners) meets the deck -- who would have
thought that the one place I didn't rebed would be a problem!
(8) Hoisting a radar reflect on a flag halyard
to the spreaders seems like a good idea until
the line breaks and you lose both.
(9) The one turnbuckle that I did not wire was
the port diamond stay. Turns out the mast will
stay up without this - whew! It is extremely
unnerving to see a piece of wire swinging around
at night in a blow. Wire everything. And use
lock tight on critical bolts -- my solar panel
broke loose as a result of a bolt getting unscrewed.
(10) Fighting with a 10 foot long spinnaker
pole to fly the spin gets really old. Luckily
the wind only died down enough to fly the
spinnaker at the end of the race but if the
conditions had been more benign, I would have
had to fly the spinnaker much more. An
assymetrical with a short prod would be nice
(but probably outside my ability to rationalize the spending).
(11) Getting a decent weather (GRIB) file
occasionally would have been really helpful. I
suppose I need to figure out how to do a SSB or Sat phone modem.
Tons more lessons learned but that's enough for now.
Best,
David
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