I'll second the recommendation to move the fuel vent into the interior of the starboard propane locker which is under the helmsman’s starboard seat for the reasons stated.
"This would put it out of burying seas on port tack and it has the added benefit that if there are overflow issues it would let the fuel exit out the external through-hull at the base of propane locker rather than into a cabin space." Ours was relocated there a number of years ago and I have found no downside to this. In our case the vent only actually had to be moved a couple of feet to accomplish this. It is much easier to deal with a little bit of overflow out the vent when refueling if the tank is inadvertently overfilled as well. I put a rag under the vent when refueling. Our propane locker is right next to the fuel fill so it is easy to keep the locker lid open when refueling to listen to the vent and keep an eye on it. Is the propane locker on the 33-1 close to the present location of the vent and fill? Ken H. Salazar C&C 37XL (1990) On 28 October 2015 at 21:14, Dave Godwin via CnC-List <cnc-list@cnc-list.com > wrote: > Following this great recounting of the race and subsequent discussion got > me to thinking about venting issues. They’re on my list of to-do’s on my > refit and dove-tail with some things I’ve been rolling around in my mind. > > Given that all my external vents and hoses have been removed and are > awaiting replacement, I’ve been thinking that I may do what Passport yachts > does which is to vent the fresh-water tanks to the interior of the boat. > This sounds like what David Risch may have done. > > The other critical vent is for the fuel tank which exits high on the > starboard side, approximately at the forward end of the cockpit just under > the toe-rail. I’m considering moving that vent to inside the starboard > propane locker which is under the helmsman’s starboard seat. Not much of a > distance aft from the original location. This would put it out of burying > seas on port tack and it has the added benefit that if there are overflow > issues it would let the fuel exit out the external through-hull at the base > of propane locker rather than into a cabin space. > > As regards the solent stay for heavy weather, I discussed this at length > with a buddy who worked for Forespar and his suggestion was to have a storm > sail built with an integral stay that would attach to the toe-rail and > hoist on the second jib halyard. Granted, this is a storm comfort/survival > setup as opposed to a racing (pointing…) option. I don’t race my boat so > not a concern. > > Food for thought and opinions welcome given that I’m in ongoing rebuild > mode. > > Best, > Dave Godwin > 1982 C&C 37 - Ronin > Reedville - Chesapeake Bay > Ronin’s Overdue Refit <http://roninrebuild.blogspot.com/> > > On Oct 28, 2015, at 11:05 AM, David via CnC-List <cnc-list@cnc-list.com> > wrote: > > David, > > I have done numerous Bermuda races aboard Corsair. Some suggestions; > > > > *(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.*Same problem. Covered it with the plastic > used on cars to protect the paint on the nose. Conforms to the panel > pretty well. Not perfect but keeps the most of the water out of the > electrics. Can still hear alarm too. > > > *(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.* > I vent water tanks internally when going offshore. After fueling perhaps > vent it internally as high under decks as possible with a valve to close > when engine off to avoid extreme weather spillage. > > > *(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.* > A cam cleat just forward of winch to relieve the reef line under load may > help. > > > *(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.* > I installed a solent stay for storm jib and the #4. Best thing I ever > did. Contact me off-line if you need details > > > > *(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.* > I rent a SatPhone from satelitephonestore.com who explained how to > download the small Grib files from Passage Weather to a laptop. Easy and > effective. > > Hope that helps. > > David F. Risch > 1981 40-2 > (401) 419-4650 (cell) > > > ------------------------------ > Date: Tue, 27 Oct 2015 22:08:46 +0000 > To: cnc-list@cnc-list.com > Subject: Re: Stus-List Bermuda1-2 lessons learned > From: cnc-list@cnc-list.com > CC: cscheaf...@comcast.net > > David, > Congratulations for making the race to Bermuda. That's a great > achievement. Thanks for sharing what went wrong. A thorough debrief > should include "what went right". Please share those nuggets of wisdom > too? > > > Chuck > Resolute > 1990 C&C 34R > Broad Creek, Magothy River, Md > > ------------------------------ > *From: *"David Paine via CnC-List" <cnc-list@cnc-list.com> > *To: *cnc-list@cnc-list.com > *Cc: *"David Paine" <paineda...@gmail.com> > *Sent: *Tuesday, October 27, 2015 2:50:37 PM > *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 > > > > _______________________________________________ > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go to the > bottom of page at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > > > > _______________________________________________ Email address: > CnC-List@cnc-list.com To change your list preferences, including > unsubscribing -- go to the bottom of page at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > _______________________________________________ > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go to the > bottom of page at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > > > > _______________________________________________ > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go to the > bottom of page at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > > >
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