What smells like burnt rubber and screams America?

Welcome to San Diego, California. We had no idea what to expect after drifting into Mission Bay after a 36 hr sail from Catalina (about 90 miles). 

The passage itself was just south of exhausting. Riding vespers in ocean swell isn’t easy. Just keeping the boat heeled the right way is a challenge. Listening to flowing sails is maddening. But when you can get it set just right, the sun comes up, its warm, dolphins are playing around you, and you are having a spa day. Buckets of crystal blue saltwater are the perfect cool for the warm sun. 

Pinch me, is this what sailing’s really like?? I’ll have another beer! And Maybe a joint!

After a few accidental heave-tos and some zi-zags drawn on the chart, there is finally enough breeze to sail into Mission Bay at 5am.

Mission Bay is fantastic. Boats are there from all over, its surrounded by soft sand, and so calm. There is a great little dingy tie up right by the start of a walking path to tourist area. But thats not what we see…

We have to be at West Marine in 6 hrs to check in to the Baja Haha. We have just been on passage for 36 hrs. We are ready to sleep. Deeply. 

A few hrs will have to do, we have to figure out transportation. Where this event is even at? Text John and Kristi. Did we miss anything? 

Coffee. 

Where were we again? 

Oh ya, call an uber, we can be there in 15. 

Arriving at West Marine we feel like slightly caffeinated zombies. At a halloween party in the afternoon, fitting. Focus on the long winded old guy, standing on the pickup truck with a microphone. 

I think I found what I want to be when I grow up.

Everyone rattles off their boat name and number of crew. Cinderella, 2 rad crew aboard! Are our friends here? Will the Baja even leave tomorrow? We just got off passage and saw even more dead air Predicted. That stuff we drifted in for 90 miles to get here. 

Surely all these SAILboats don’t mean to motor for two days just to get to Bahia Tortuga. 

On wait, not everyone quit their jobs 2 months ago. There are timelines to keep! Oh well, the electric boat is gonna wait. The wind will blow, and that’s when we go. Besides, we can use some r&r. 

We didn’t even know.

The pre-Mexico to-do list has a lot to be checked off. Not to mention the items that aren’t on the list yet. I had to hoist nearly 200’ of chain off the ocean floor when we left Catalina, I don’t intend to continue that experience. At the top of my list is installing our windlass. Oh ya, and we need Mexico fishing licenses. And propane. We should also provision. 

 When do we have to leave? Great news! Its not gonna blow for a few days!

Those poor HaHa boats. 

Let’s slow down. After all, Matt and Jannie are here. And you are right babe, if we keep this up, we are going to collapse of stress.

San Diego, we have made it.

We spent an amazingly sunny day sailing around Point Loma with our friend Josh, a very recharged couple days later. 

That’s when it hit us. 

AMERICA

F&%k YEAH

Rounding Point Loma, an F15 roars over us. That amazing sound of high performance jet engines whizzing overhead sends shivers of stars and bars down our backs. What an amazing piece of machinery. 

Just a few seconds behind, two olive drab hellicopters racing overhead. No less than 6 Navy boats coming ripping past us to port. All full of Navy Seals (so we imagine).

The display of money here is unparalleled to anything we have ever seen. All of the mega yachts combined in Marina Del Rey did not equal the cost of the giant aircraft carrier docked across the bay. Let alone the fighter jets or helicopters flying over. 

This isn’t completely new to me, when I had a slip in Port of Everett, the USS Nimitz was in for a little while. The war games thing, however, is completely new. It seems daily that boats full of Navy Seals are ripping out of the bay performing some sort of training exercise. Usually supported by a few choppers. 

It’s a show of force unparalleled. 

AMERICA

I see this and think, wow, that can buy a lot of tacos where we are going. 

We had the perfect sail from Mission Bay to San Diego Bay. The wind was light, but there. Cindy was trotting along at a few knots and the cold drinks went down easy as Josh gave us the tour of the San Diego shoreline. Mission Beach, No Surf Beach, Sunset Cliffs, Point Loma. If felt like we were sailing in the Sound again. Dodging crab traps as we sailed along.

One major difference, we were in t-shirts, and Seattle just got their first bit of snow for the year. I imagine my friends back home are jonesing for the first big pow dump. Our fingers are crossed for you guys, in the meantime, we are gonna work on this jacked and tan thing.

Our new anchorage (free for a month) is tucked on the east side of Harbor Island next to the Coast Guard station, and across from the airport. It’s a great anchorage until about 7pm, when they must let the not as well maintained planes land. I say this because we get occasional scents of burnt rubber. Those big planes must leave a lot of it on the tarmac, and we can sure smell it! It’s not that bad though, and after our experience in MDR, its welcomed.

It’s great having friends in faraway places, Josh showed us live music (something I have been missing since leaving Seattle) and a couple spots that just so happened to be having karaoke night. (Enough to think Josh was trying to tell us something).

We happy houred at a great Chinese Tapas (dim som) spot and wandered down the street to a really cool dive pub with, of course, free karaoke. The place was interesting. It had a huge American Flag hanging above our heads stretched across the ceiling and five or six amazing voices killing the songs that the selected. Where are we? We played whiskey roulette and sang long horribly to a few songs. 

The next day we spent an evening with our friend Shannon. She offered us the things cruisers equate to gold, showers and laundry. We took advantage of her kitchen and made some carne aside tacos and hung out on out on her sweet side patio. We shared our gifts from Island Canna Co. and wound down he night. 

Shannon gave us a ride back to Tink and we rowed back to Cindy. 

The following day we met John of craigslist. John was figuring out his next steps after moving back to San Diego and deciding to use his next ten years to have as much fun as possible. 

“I died once already. You know what happens when you die? Nothing, its like you go to sleep, but don’t wake up.”

“Heart attack, hereditary, the doc says the generations before me had too many brats and beers in Germany.”

John’s girlfriend saved his life and he was gonna make damn sure to live the rest of those years he has left. 

Because of John, Cinderella is now sporting a surfboard and SUP. New toys! and new friends, I’m starting to think this slowing it down thing is where it’s at. 

Ava and I still get into our tiffs, 35’ after all, is close quarters, but the air seems fresher, the sunsets brighter, and the water warmer now that we have left the anchor in one spot for a few days.

Sand Diego, you have been great.

We look forward to the next couple days, Ava’s brother and sister are en route from across the country. Maria decided to up and move to San Diego #westcoastbestcoast. We are shocked it took this long. 

We can’t leave now! 

The Baja will still be there in a couple days, we can wait on the tacos, I think they call that delayed gratification. 

Marina HELL Rey, PSA to Mariners

Welcome to sunny Marina Del Rey! HOORAY! We rejoiced. Well, Pajo and I figured out really quickly that we are now in a part of the California coast that discriminates against real mariners. If you don’t have a shiny million dollar yacht you’d better beware of the meddling authorities.  Think, Portlandia meets David Hasslehoff meets Miami Vice..

Unfortunately, we’ve had a hellish experience in Marina Del Rey.  We have been victims of a malicious act by Los Angeles County. An act which has left us with over $1400 worth of property damage and held us into a week long purgatory stuck in the harbor. This setback is equivalent to six months worth of cruising. It feels like we have been forced to pay every government entity in Los Angeles County after we landed.

Mariners are the lifeblood of the city we hail from (missing Seattle) and we foolishly expected at least a decent visit here in Los Angeles. What a very different experience here than other ports we’ve visited throughout the Puget Sound and down the west coast. I would strongly advise other cruisers to stop anywhere but here, but that’s exactly what LA County would want. Our only wish now is to share our experience because it is the reality of many of the  local boaters.

Here’s what went down.

For those of you who do not know, we are a Seattle couple sailing around the world on renewable energy. We left September 3, 2017 and began traveling down the coast to join the Baja HAHA rally to Mexico. We planned to stop in Marina del Rey to spend Ava’s birthday amongst a few of our family and friends that live nearby. We were also ready for warm showers and clean laundry after a week-long adventure in the beautiful and remote Channel Islands.

We had anchored Cinderella while cruising all over the Northwest, much of the time sans engine. Most recently, we cruised several of the beautiful Channel Islands. One of our anchorages was in Cuyler Harbor on San Miguel Island where we experienced several hours of 20 knot winds at anchor. We also anchored in Little Scorpion at Santa Cruz Island, a super rugged little anchorage surrounded by craggy volcanic rock formations in a tight space. Needless to say, after a week of putting our anchorage skills and equipment to the test,  we were feeling confident about our ground tackle and judgement on safely anchoring in well-known and designated areas.

The nice benefit of being back in cell range was that we could check our boat position at anytime via our Garmin InReach. The device sends a signal published to the internet realtime via satellite connection. It keeps our family and friends in the loop and they can watch our progress even if we cannot communicate directly with them. Once ashore, we can monitor our boat’s position at any point in time which we do regularly. Some would even say religiously, or obsessively like a new mother tunes into a baby monitor.

On October 18th at 12:34pm, while we were ashore at Ava’s Aunt’s house, two individuals from Baywatch Del Rey severed both of our anchor lines and stole Cinderella. Pajo watched as the Garmin InReach showed Cinderella en route back into Marina Del Rey Harbor at 4 knots. We quickly realized Cinderella was being towed into the harbor.

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We were watching our Garmin GPS tracker in real time, so we immediately called the Harbor Patrol to inquire. The person on the phone had no knowledge of our boat being towed until they looked out the window as it was arriving, meanwhile, we were already en route.

Our heads were spinning as we searched for our boat  amongst the many LA County offices. There’s US Coast Guard, LA County Beaches and Harbors, LA County Sheriff’s, LA County Fire Department and so on. All the possibilities were running through our heads. Pajo spotted Cindy’s mast, we had found the right person to speak to, maybe. We had a tense interaction with the officer there, both parties a little surprised and annoyed.

The officer did not have the answers we were seeking. He suggested maybe we were slipping anchor and Baywatch towed us to safety. But that’s not his division and that we would need to speak to Baywatch, even though they both fall under the County umbrella and share the same dock.

We said we were in a bit of shock because we had been watching our GPS tracker and knew the position of the boat the entire time.

The tone of the officer changed and he told us he will contact the Baywatch (the unit that towed us) and that we can come back at 4pm to discuss with them. Meanwhile, only Pajo is allowed to go to the boat to retrieve the registration documents and he notices the sad state of our boat Cinderella. He saw that both of our anchor lines were severed and that our boat had no fenders on the dock, a pile of lonely fenders sitting on the dock nearby.

Pajo took photos of the damage and came back to the officer requesting to file a complaint about the damage caused to our property. The officer quickly brushed us off saying that it wasn’t the Sheriff’s department that towed us, it was the Lifeguards, and so the lifeguards are the entity that we need to speak to about the incident.

We requested to file a police report or complaint about what had happened and he said that we could not do so through the Sheriff’s department and that we needed to come back at 4pm. We were very angry at this point and so a regroup was necessary. We decided to record conversations with everyone going forward as we suspected we were going to be royally messed with and wanted to protect ourselves. In Ava’s words, “they messed with the wrong boat..”

We returned at 4pm as scheduled and were told by the Sheriff’s office we were granted permission to leave without a tow fee. We returned to the vessel and tried calling Baywatch/Lifeguards to get a report of why we were towed. No response via telephone so we hailed them on our VHF radio while a few other officers showed up at the dock. We hit record on a phone in Pajo’s shirt pocket.

We wait 15 minutes for the lifeguards to meet us at the dock along with a few other officers from the Sheriff’s department. The lifeguards story unfolds. They said they saw our vessel slipping anchor in the anchorage zone outside of Dockweiler beach and that they intended to tow the boat back to safety in order to keep it from washing up on the beach. In order to tow the boat, they said they attempted to pull the anchors up but were unsuccessful “because the anchors were stuck.” Which was curious to us because we were watching the vessel’s location the whole time and saw that it had not moved.

They said because the anchors were stuck, they were forced to cut our anchor lines for the safety of our vessel. To which Ava replied “wow, the anchors must have really been stuck in there then.”

We mentioned that we have a GPS tracker on the boat that we can check in real time and therefor have reason to doubt that our boat was slipping anchor and that we intend to file a complaint with the County and recoup damages. We requested to see an official report about the incident and the latitude and longitude points of our boat when they arrived. They lifeguards said it was not part of their reporting process to take lat/long points and took our information saying they would send us a report. They insisted that our boat was “nearing the surfline” and that we were lucky that they “saved” our vessel. The lifeguards left and we were left with the officers at the dock.

Oddly, now we were free to go without paying a tow fee.  Step 1, get our house back, complete.

What now? Where can we got without an anchor? I guess these guys didn’t think of that. We explained to them that because of our loss of anchor equipment, we have no means of anchoring and no available moorage provided by the county and going anywhere would be tough now that we essentially have been left with an unsafe vessel.

The officers granted us a grace period of one night at the 4 hour dock until we could procure an anchor and sail out of MDR. We were told that they were doing us a big favor and not to “milk it.” (these are verbatim words that we recorded throughout our interactions with them!!).

We were beginning to discover that as long as we stayed in Marina del Rey, we would need to pay some entity of LA County at every turn.

It goes something like this… visiting boats are expected to anchor out near the breakwater or pay at the public guest docks at Burton W. Chace Park, which is managed by the Los Angeles County. But if there’s a small craft advisory issued (which there often is in Santa Ana windy season) the harbor is required to provide Harbor of Safe Refuge to all vessels. The only place to find Harbor of Safe Refuge is a first-come first-serve spot at the two 4 hour docks of Burton Chace Park, which also has a 7 day / month stay limit to guest docks. All the other slips in Marina del Rey are managed by the apartment/condo complexes attached to each one, which are leased from the County, all full and not taking any other boats.

So we were allowed to tie up at the 4 hour dock near the boat launch. After talking to many of the other local exiled boaters about our story, we heard countless similar stories of the local authorities damaging property like cutting anchor lines, including bolt cutters for chain and often times at weird hours, putting their lives at risk. While at our exile dock, we heard stories and even witnessed the local boaters being bullied numerous times. We were beginning to notice a dangerous pattern and that we were not the only ones experiencing malicious treatment and discrimination.

Shocked and angered, we got to work trying to move around our bank accounts in order to invest in a new anchoring system so that we no longer had to shuffle our boat around. We were also checking the weather praying for a small craft advisory so that we would be granted moorage somewhere.

We desperately wanted to avoid incurring extra costs with mooring at the park (pay LA County) or get towed (pay LA County) so we proceeded with rushing around getting the things we needed to get done. We also went forward with  filing our formal complaint. However we still hadn’t received a formal report from Baywatch about why they cut our anchors off our boat and towed our vessel.

We put several calls in to the Baywatch division, each person we spoke to not having any knowledge of the incident, it was always someone else who was working that day. After 24 hours of calls, we finally got an email response back from Baywatch with a few phone numbers and an attachment of the formal complaint form. Time for the mouse hunt!

Over the next two business days, we spent numerous phone calls inquiring with several different offices of LA County to procure the incident report including Los Angeles Fire Department and Boating and Waterways to obtain this thing called Nfirs. Basically any time there is a call into dispatch for an incident, it is logged through this system. Thanks to the Freedom of Information Act, we are entitled to this report, you just have to go on a wild goose chase to get it.

We were also waiting for our Mantus anchor that we had to order through West Marine which was slated to be delivered in 2 days. Or so we thought. Pajo was installing a new anchoring system and mounting a windlass to hoist the 200 feet of chain we had on hand so that we were ready for a new anchor.

These few days were very stressful for us. As long as there was a Small Craft Advisory issued, we could be on the 4 hour dock. If the SCA flag went down, we were on a timer. We had to stop what we were doing and figure out where the heck were going to go. Once we even sailed around the harbor for an hour to kill the time that we did not have.

Running out of options and time, we were desperate to stay put and finish projects and run errands we needed to accomplish to get out of town. We also were fortunate to catch Ava’s Aunt’s first big art show at the Beverly Hills Art Show.

Ava had an idea. What if we simply just call the Harbor Master, explain our situation and ask that they grant us ‘safe harbor’ until our anchor comes in at West Marine. Worth a shot.

So we called the Harbor Master, had another long conversation with someone there who was bewildered by our story but could not help us, that’s a different department.  She transferred us to another office where we again relayed the story to an Officer Sterlow who told us we were allowed to tie up to the 4 hour dock and to leave a note that he said it was ok to park there due to our circumstances.

Later that evening while we were celebrating Ava’s birthday at a friend’s condo overlooking the marina, we got a call saying that we had an hour to move our boat or it would be towed and that “Officer Sterlow is new and doesn’t know the rules.”

We called back and spoke to a Deputy at the Sheriff’s Dept. who had a lot of interesting things to say. He confirmed our hunch that we were indeed, not welcome in Marina del Rey. We expressed our frustration, that we believe our anchor lines were cut for no real reason other than to get rid of our boat.

We told him We are taking action to recoup damages based on our evidence via GPS tracker data. We explained that we are trying our best to leave but they have made it incredibly hard and confusing for us. We were still waiting on our anchor delivery and in the meantime we have no other safe option for moorage.

In one breath he assured us that we were welcome and that there are a lot of “problem boats” so they have to be tough with the laws and in the next breath asked why we wouldn’t just sail on out of here. Maybe he was confused. Any mariner knows, you don’t sail anywhere without some sort of ground tackle in case of emergencies. Again we were stuck in the Exile Dock purgatory.

The very next business day Monday October 23rd, Ava borrowed a friend’s car to drive the 23 miles (1 hour) to the LA County Fire Department, a fortress with gates and strict public access,luckily I am a white lady driving a beamer or I’d never been allowed in the gates. Meanwhile Pajo stayed on the boat fearful of getting towed or bullied by the authorities. Our options to see the official report from Baywatch were either 1.) mail in a request or 2.) go pick it up in person and pay the $15.00 fee, paid to our favorite folks, LA County. Fortunately for us, we have the right to this information because of the Freedom of Information Act and keep in mind it is our only job to get this document and get out of this place. I can’t imagine any other human having time, patience and resources that we had in order to simply stand up to the County. I couldn’t help but feel like I wanted justice for us, but also for the locals who go through this dance every single day.

Step 2, obtain the official report and compare to our Garmin Inreach GPS data. According to the report from Baywatch, on Oct. 18 at 12:34pm they “responded to an emergency radio transmission… concerning an approx. 36’ Sailboat ‘Cinderella’ dragging anchor and nearing the surfline off Dockweiler Tower 42..” In fact our GPS tracker position has us not moving until well after the report of the incident and clearly under tow moving at 4 knots back into Marina del Rey Harbor. According to our charts and GPS, we were anchored approx. 382 yards from the beach and well within the safe zone behind the surfline. Therefore we have reason to believe that our anchor lines were cut in maliciously, our vessel did not need saving. We are determined to recoup damages caused to our vessel by LA County and any costs incurred while seeking safe harbor.

In summary, the County Lifeguards towed our boat, the County Sheriff may request a dockage fee when the boat is towed to their dock, the County requires us to pick up or mail in a rewuest of the official report and to pay a fee, then once you are out of luck, the only moorage available is at the Burton Chace Park which is run by the County and requires a fee of $1.15/foot and limited to a seven-day max stay within a 30-day period. Seems interesting.

Which brings us to today, as we write this our frustration and anger is fueled by 105 degree heat as we sit paranoid and stuck as County prisoners on our boat. With help of a total stranger’s kindness, we found a slip to moor the boat for a few days until we get the anchor in (which by the way, has been delayed now twice from the West Marine warehouse). And even though we are safely docked, we are still fearful of being towed or bullied as it seems common place for boats they don’t like to see around.

We filed a formal written complaint with LA County so we’ll see how that goes. Until then, we are appalled by the treatment of the local boaters who live here and have been eye witness to several occurrences of discrimination. These local boaters have showed us nothing but kindness and generosity and even humour during our time at exile dock. They are like a little family and I do hope this account of our experience exposes the injustices that are going on here as well as awareness for the public, accountability and a full investigation into the LA County Baywatch and Sheriff’s blatant abuse of power.

Until then, we want to tell our story in hopes that this treatment and discrimination towards local and traveling boaters will ultimately be prevented in the future.

We were lucky to also meet some real mariners that are still left in this city but who are being pushed out due to the city’s waterfront development and more wealth coming in. Thanks to the kindness of total strangers, we were able to find a few nights of peace of mind until we could get our new anchor and leave.

Ironically enough, walking around the city we noticed the commodification of an age old maritime symbol – the ANCHOR plastered on every cutesy tee shirt and artisanal sandwich menu. Puke. We cannot wait to get out of Marina Hell Rey and get down to Mexico, lessons learned!

“Honestly, I would rather flog sails in the middle of the TSS lane than sit here another day in Marina Del Rey,” said Pajo.

Items we lost that are now sitting in the bottom of the ocean:

Three-Strand Rope/Chain Anchor Rode, Chain: 1/4” did. x 20’L, Rope: 1/2” dia x 300’L

$369.99

Three-Strand Rope/Chain Anchor Rode, Chain: 5/16” did. x 20’L, Rope: 5/8” dia x 300’L

$519.99

Primary anchor

Mantus Anchor – 35lb. Galvanized Steel Anchor

$309.99

Secondary anchor

Danforth Traditional Anchors 22 lb

$103.64

Total cost of damaged / loss of property:

$1,303.61 (before tax)

+ $94.51 (CA Sales tax)

= $1,398.12 total cost to replace our equipment

Here is a quick crash course reference for those thinking of stopping in Marina del Rey Harbor:

The US Coast Guard retired an anchorage in Marina del Rey in 2015 which means there is no longer a public anchorage within the harbor.

Burton Chace Park has several mooring options, pumpout and really beautiful greenscapes and barbeque stalls. It’s bustling with family gatherings and celebrations. The staff there is very helpful and we had a great experience with them. There is even free WiFi in the park and it is close to grocery stores and West Marine. We also had a very positive experience with the employees there.

According to the Burton W. Chace Park website, the rules are as follows: “These docks are available for use by vessels transiting the coast, those seeking refuge from inclement weather, or those laying in for minor repairs, replenishing supplies, or visiting. A portion of these docks – posted as ‘Park Dock, 4-hour maximum’ – may also be used by locally based vessels under a casual visitor status. Overnight and 4-hour guest docks are available for visitors on a first-come, first-served basis… with a seven-day maximum stay within a 30-day period… commences upon arrival.”

Boats who are anchored outside are allowed to tie up at two of the park’s designated 4 hour docks, once every 24 hours or while there is a small craft advisory issued.  The pumpout here was not working while we were there and you need a code to get into the gate and to use the facilities.

Do not expect to see a lot of sailors. In fact, expect jaw dropping multi-million dollar yachts and flashy power boat parties, and model photo shoots. On the back deck of every catamaran, gaudy orange plastic home depot buckets to keep the harbor seals away, we got the sense these boats rarely move.

Basically, if you must stop here, make it brief and do not anchor outside, these guys are the worst.

Winter Sailing Between Projects: Bainbridge + Rainbows Edition

Amidst all of the projects currently underway, Ava and I decided to take a little weekend sail. It sounded so good. The weather was beginning to warm, and I was one small…ish project away from a fun, stress free weekend of cruising.

We have a few weeks remaining before Swiftsure, and Cinderella has been undergoing a complete interior refit. Ava will be moving aboard in early June, and I need to get all of the interior rebuild completed while we still have an apartment to use as sanctuary.

Moving aboard a small boat is one thing, moving aboard an active project, god save our relationship.

But you aren’t reading this to hear about boat work!

It was Saturday, Ava was finishing up working at the Cafe and I was going to meet her in Ballard so we could head out the locks and off to magical places.

I was finishing the install of our new Dyno battery bank that morning and, the process moving and rewiring our motor controller. (more on our super awesome Dyno site tour coming soon!)

We agree on one thing though, it’s making our boat ready for comfy living but also spontaneous sailing, which is an art form we are slowly getting good at these days, we get lots of practice every Tuesday in the summertime for Duck Dodge.

We thought we’d go beyond Lake Union for a change and meet up with the old grey hairs for a raft up over at Manzanita Bay. What we discovered though is that we had the wrong location, no grey hairs to be found there. Turns out the rendezvous was elsewhere but we still had a solid adventure, classic moody Seattle skies made for some spontaneous rainbows and pretty dope sunsets.

 

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Pajo was intent on testing out the new rigging and kept his eyes glued to the mast and sail trim. His way of collecting data on the fine tuning of Cindy’s mast. We had great wind the whole way! We learned about our hangry and sleepy meters that night and Ava got to sharpen her sailing skills a bit. Hooray for wintery sailing in the Puget Sound… seems to be our favorite.
xoxo
Ava + Pajo

Reinstalling the Mast

Mast reinstalled into boat

After the week of work was completed on Cinderella’s mast, we (me especially) were ready to put it back in, and get on with life… Or should I say more boat projects…

Ava and I finished the last task remaining late Friday night in the cold rain. We worked partially under the headlights of Sabbie (Ava’s great little Saab), and used the car as refuge to warm up. Unfortunately, 10 minutes of headlights with no engine charging her batteries was a little rough on ol’ Saabie, and we were thankful of her manual transmission when I was pumping my legs pushing her up to speed.

Ava learn how to push start a car that night, and I was hoping it wasn’t an omen of what was to come.

THE MAST WAS READY TO GO IN!!

Unfortunately, we were unable to schedule the crane to put the mast back in that week, so we would have to schedule an afternoon lift the following week (around my work schedule). That eventually was pushed back to an early lift the following Friday due to a mixup at Canal Boatyard. Even with the mixup, I would recommend them without question, they are in close proximity to our slip, and the guys really know what they are doing.

It was Saturday, and the mast work was done. All that was left to do was to have the yard put the mast back in.

How exactly does one reinstall a mast again? More importantly, why was in not until now that the question popped into my head?

After a brief moment of doubt, I realized that the process is done all the time, all around the world, surely I could figure it out.

I started with google “How to reinstall a sailboat mast.”

It seemed simple enough, have the crane operator lower the mast back into place while I guide the mast back onto its step. Once on the step, attach the forestay (rod going to the front of the boat) followed by the backstay (rod going to the back of the boat) and then the shrouds (rods going to the sides of the boat).

How hard could it be? It turns out, not very hard at all!

Mast prepared to go back into Cinderella

The mast was back in and we had it stabilized in no time. All that remained was to motor back to our slip where we could put the final tension on the rig whenever the weather looks better.

That is where things will get interesting.

The goal of the day was to get the mast back into Cinderella and get her home. We want to avoid any fees associated with keeping the mast in the yard.

Goal accomplished

The rig is back in Cinderella, but we still can’t sail her. This isn’t good because I am itching to go out and sail worse than ever.

Swiftsure is only a couple months away and there is still much to do. We have a hole in the deck around the mast that needs to be filled and two turnbuckles that we need to replace before we can tension the rig and finally put the sails back up.

Mast reinstalled into boat
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Follow along next time as we apply spartite, replace turnbuckles, and tension Cinderella’s rig.

Rod Rig and Mast Inspection

If you are following along, we unstepped our mast in order to inspect all of the rod heads and fittings before we depart on our trip around the world. While we are at it, we ran new halyards and added spreader lights.

What seems like a short list has a funny way of growing…

After unstepping the mast I got to work over the course of a rainy, dreary PNW winter week. Unfortunately the clock is ticking, and we can’t leave all of our projects for the summer months. I’ll just keep looking at pictures of tropical islands and hope that keeps me warm…

Ah, much better.

Inspecting the Rod Heads

The first step to inspecting our rig was to remove all of the turnbuckles from the rod ends. The main point of failure on these rod rigs are tiny horizontal cracks that form on the rod heads from work hardening as the rig is loaded and unloaded over the course of its life. That is what we are primarily looking for.

To make disassembly challenging, early Navtec fittings were dimpled in place, this does not allow for removal like that of a cotter pin. Fortunately we didn’t have any of those on our rig. If you do, they have to be drilled out and cannot be reused.

I was sure to label each of the turnbuckles from where it came from as well as the rod, so that I can trace any issue I might find, as well as put everything back where it came from. (If I was thinking I would have marked the threads with tape so that it would be easy to put exactly back…)

There are two main ways to test the rod ends, one involves a magnifying glass and the other involves spraying a dye on the end and following that with a developer that highlights any cracks. I decided to use the second method. It’s a little more costly, but it will prevent any cracks from hiding from me. Plus who knows, the grey sky of Seattle might mask the grey cracks on the grey rod ends.

I started by taking everything apart and cleaning with simple green degreaser. A bag of rags worked well to scrub all of the old lubricant and grime away.

After the ends are clean, a red dye is sprayed onto each end. Be sure to hold the rod head down such that the excess dye runs off onto the ground and not back down the rod. After spraying the dye, the instructions say to “let stand for 1 – 30 minutes.” Hmmm. I let them stand overnight as it was getting cold and dark.

The following day I wiped the excess dye off the heads with a rag and sprayed on the developer. The idea here is that the dye would leach into the micro cracks and would not be wiped away by the rag. Once the developer is applied, the red dye stains the developer and the crack is highlighted. You can see remnants of the red dye below the developer in the picture below.

In our case I found one crack, but it was vertical, not the dreaded horizontal. This could have been from the original casting, but to be safe I will have a rigger take a look at it and give me their advice. For now, I labeled it and will reassemble as is.

In order to complete my full inspection, I needed to also take the rod out of the spreader ends and inspect the section of the rod that runs through the spreader.

Since ours were covered in deteriorating old leather caps, we had to remove them to see what was below.

It turned out to be lots of tape and stainless steel wire ties holding the rod in place. Well, we will have to replace all of that…

 

Cleaning the Hardware

Once home I washed each turnbuckle, pin, and bolt in degreaser and inspected each part by hand. I found some cracks in my forestay turnbuckle and my starboard lower turnbuckle. These appeared to be cracks in the plating, but I am going to replace them anyway, it’s cheap insurance.

After everything was taken apart and cleaned, it needed to be prepped to go back together.  I applied a thin film of lanocote grease to everything to ensure the threads would not gaul during reassembly. Lanocote also helps prevent corrosion if two dissimilar metals are in contact, it seemed like a good choice.

There are several lubricant options that can be used, I was told tef gel, or a Molybdenum Disulfide lubricant are also good choices. I had lanocote, so I used lanocote.

I then reconnected each turnbuckle to each rod end after lubricating the rod ends with lanocote. Each end got a new cotter pin, and I used some riggers tape to cover any sharp edges from the cotter pins.

Replacing Halyards

After the hardware, my attention was turned to halyards. I knew I needed all new halyards, Cinderella has 4 headsail halyards, one main halyard, and a storm sail halyard/ spinnaker pole lift halyard. We will also be adding checkstays to help support the mast in big seas and when flying the storm jib along with lazy jacks to help us handle the main short-handed.

What does this mean? Why it means lots of new shiny rope! Or should I say lots of expensive, new shiny rope.

I fished a length of paracord through the mast so that we could take a halyard to the local marine store and get our halyard length. Since all of my halyards terminate at the same location, taking one for size should work just fine.

It turns out, each halyard is 105′. The cruiser oriented double braid came in at $0.81 – $0.91 per foot, and I needed over 600′ of it. Ouch. Oddly, this seemed cheap compared to the more race oriented halyards, which were between $2 and $4 per foot! What does BOAT mean again… Break Out Another Thousand.

Ava picked out the new colors for our halyards (though we didn’t have that many colors to choose from). At least we had some choices, and for a few bucks more we can now yell to our non-sailor friends PULL THE GREEN ROPE!! instead of PULL THE PORT GENOA HALYARD!

I also purchased two fids so that I could splice my new shiny rope around my old hardware. A good reference for how to splice double braid was done by the late Andy Hall, and can be found here.

Once all of the halyards were spliced, back into the mast they went. One by one I taped the ends of the new halyards to the old halyards and fished them through.

While I was at it, I removed and replaced the line that was used to raise and lower the tail end of the spinnaker pole, another splice and Ava and I now have fresh lines on the mast!

 

What’s Left?

Now that the the rods were cleaned and inspected and the lines were replaced, we had five more minor projects to finish while the mast was out of the boat.

1) Install flag halyards for raising the flags of all those countries we will visit
2) Install spreader lights to help see the deck at night/draw the bugs away from us.
3) Replace the anchor light and tricolor lights with LEDs
4) Lubricate and reattach the windvane and anemometer
5) Sew new leather pieces around our cap shrouds to prevent sail chafe

Installing Flag Halyards

Fortunately, I had blocks for the flag halyards in a spare parts bag, I just needed to rivet them in place. I used stainless steel rivets and  some lanocote to attach them to the bottom spreaders.

Since my bottom spreaders are about 16′ off the deck, I bought 60′ of pre stretched poly line and hung them from the blocks. Done.

Install Spreader Lights

Spreader lights are expensive! As with anything labeled “marine,” so I hopped on amazon and bought a set of Jeep flood lights. If the 4×4 guys can beat them up in the mud, they should be able to handle a bit of salty air. The best part, they are LED and draw just over an amp. We will see how they look after the mast is back in.

Replace Anchor and Masthead Lights

Again, anything labeled marine grade is expensive. Add in the fact that these lights have to be seen from 2 nm according to USGC regulations, and you have yourself a $200 purchase.

Fortunately, my masthead light fixture comes apart and you can replace just the bulbs. I found two LED bulbs that fit and WALA, LED anchor lights at a fraction of the price.

Lubricate and install Windvane and Anemometer

Ever since I purchased Cinderella, that windvane/anemometer combo looked sad. It hung sideways so you couldn’t really tell wind direction even though I had the electronics for it, and the cups never spun.

It turned out that the vane was zip tied to the masthead… crooked. I cut the zip ties and bolted the vane to the masthead. After a bit of lubrication, the cups spun again with ease and the vane was pointing into the wind. I just love it when the fix is nearly free!

Sew New Leather Shroud Caps

Since the old leather caps were in rough shape, they were getting pitched and we had to start fresh.

Fortunately, my crafty lady had some scrap leather laying around and Ava went to work making templates from the old crunchy leather.

After a quick stop at the leather shop and some hole punching, we were able to sew new leather end caps on our spreaders on a dark, cold, rainy night.

For the record, Ava’s sew job turned out much better than mine. Don’t those stitches look nice!

How fast the week flew by! Of course it wasn’t all work, we did take advantage of a few bands being in town to dance some of the stress away.

Almost done!! Follow along on the next step as we put the mast back in the boat!

Let’s take the Mast Down!

Arguably the second most important part of a sailboat is it’s rig (coming in just after a sound hull). After all the steps to sailing look something like:

1) Keep air in the boat and water out
2) Scoop wind with sail to move boat
3) Smile and crack open a beer, you are sailing!

Then why do we neglect our rigs?!

Well, a healthy fear of heights is probably one reason. A lack of understanding and a belief in mysticism might be another. But I would venture to guess the seemingly overwhelming yard costs associated with stepping and unstepping a mast is probably the main reason.

Maybe I’m generalizing, but of all the sailors I know (several of whom talk about going offshore) few have intimate knowledge of their rigs. This should raise eyebrows.

What is it made of? What sort of fittings are used on the boat? When was it last inspected? Is it original? How many years are recommended between inspections? If something breaks, what do you do?

After going electric, we are pretty much counting on our rig to get us around the world. No if ands or buts about it, it has to stay up. Knowing that we can’t afford to put a new rig on Cinderella, we better make damn sure we do everything we can to keep it standing so we can manage steps 2 and 3 from above. Afterall, sailing is supposed to be fun, right??

Where do you start? Well the previous owner is probably a good place. If they weren’t to knowledgeable, maybe the owner previous to them. If that doesn’t work, try a rigger.

We did both, and oddly enough it was the rigger that was able to put us in touch with the PO who raced Cinderella all those years ago. What we found out was invaluable. We knew when the mast was installed, the specs, who did the install, when it was inspected, the age of the halyards (and that they needed replacing ASAP), the sail inventory, when to use those sails, and much much more. We are fortunate Cindy’s PO was very knowledgeable and willing to share everything he knew.

Where does that leave us? Well Cinderella still has a nasty leak around the mast, and we have a 20 year old rod rig with the life expectancy of (get this) 20 years! Now Navtec rod rigs can last up to 50 years or more if properly taken care of, but the only way to know anything is to take it apart piece by piece and have a look for ourselves.

So that’s what we did. I decided to take a week off work and we would have the mast unstepped and set up in the local boatyard where I could work away until she was ready to go back in.

We convinced some friends to come along, offering the breakfast, wine, and beer, in exchange for help and photo skills.

Before this, I have never pulled a rig before, this is where research and the PO come in handy. It turns out, Cinderella has a stock Express 34 rig built by Ballenger Spar Systems in CA and the PO knew where the balance point of the rig was, and outlined the steps of removal for us.

They looked something like this:

Prior to arriving at boatyard

1) Remove boom, vang, sails, and any appendages connected to the mast itself (leaving the halyards, you don’t want to have to fish those through later)
2) Disconnect any wiring to mast VHF cable, wind instrument cables, light cables and so on
3) Lubricate all turnbuckles and make sure they turn freely (you do not want to be stuck unseizing turnbuckles when yard fees are $100/hr)

Upon arrival at boatyard

4) Let the crane operators begin supporting the mast from its balance point (on our rig, that is just below the bottom spreaders)
5) Go around and loosen all turnbuckles completely (Cinderella’s mast is keel stepped and will stand upright without any rigging attached
6) Disconnect all standing rigging and tie of to the mast
7) Double check all running rigging is disconnected from the boat (we forgot this one)
7) Have crane operator do their thing and watch in wonder as the mast slowly lifts out of your boat.
8) Cover hole left by mast removal with something (we used a plastic bag and duck tape.

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That’s it! It really isn’t a complicated procedure, and the crane operators have done this hundreds if not thousands of times. The weirdest part is motoring your boat back to your slip without the mast in place, no more requesting bridge opening!

Follow along on the next step where we replace the halyards, take the turnbuckles apart, inspect the rod ends, and add spreader lights!

 

Building STORAGE! Part 1

If you remember from one of my first blogs, I spent some time insulating the hull and covering it with cheap flooring in order to stop my condensation problem. Guess what, its coming down. After talking to more boaters, and advancing my boat-building knowledge, I realize my attempt was simply a band-aid.

Over Thanksgiving, Ava and I sailed to Port Townsend to speak with Port Townsend Rigging about pulling our mast and doing a complete inspection of the rig prior to departure in September. After a day setback with the install of the Dickinson heater, we departed a day late and without reliable heat. I still had my portable propane heater, so we were able to warm up down below when were weren’t on watch, but it’s not quite the same as the warm, dry heat of the diesel burner.

What was supposed to be a pleasant 18 kt breeze behind us turned out to be more like 25 dead ahead. As luck would have it, rain showers graced us all day. We were soaked and cold. If we look at the situation optimistically, we did have lots of wind!  In just 7 hrs we had made it to Port Townsend, and tied up to the fuel dock for the night. In the morning after getting our slip, we wandered around the boatyard, chatting up nearly everyone we could find. One of those folks was Andy, one of the employees of Port Townsend Rigging.

Like all boaters, Andy could tell a story. Before long we were all back aboard Cinderella, beers in hand. Andy was telling us about the modifications he made to his boat, and made me aware that I should reconsider what I had done when I insulated the main cabin. He told me about how he added storage behind the settees in his boat. In doing so, he not only added insulation and storage, but also strength to the hull.

This sat in my mind for a while before I finally took the leap. I was going to take everything down and build out cabinets behind the port settee to give Cinderella even more rigidity and precious storage.

This became a larger project (shoscker) than I expected, but the end result is well worth it.

I began by taking all of the flooring down and pulling off all of the stringers I glued to the hull.

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The next steps took the majority of an evening. The port settee was designed to be slept on, not at at, it was much deeper than a normal seat. This allowed me to create plenty of storage behind the future seat-backs, but where would those seat-backs be? It is very challenging to draw a straight line in a boat, even more challenging to take that line and make a template to follow the curvature of a hull. I eventually decided that I needed 19″ for my seat, and the rest would be storage.

I then drew lines up the bulkheads at about 85 degrees to outline where the seat-back would eventually be. From here I was able to glue in my supports and begin cutting cardboard templates.

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Since the access to the storage below the settees did not allow for 19″ seats, I decided the bottom shelf would be 4″ off of the settee (the height of the cushions). I was fortunate I bought an electric carving knife for cutting foam because it works wonders on cardboard templates too. I proceeded to cut out templates for each piece I needed before cutting each piece out of 12mm plywood. At the local lumberyard they have 12mm finished birch plywood that seemed like the perfect choice.

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I kept going until I had each piece cut out an test fitted. Fortunately, you don’t need a perfect fit to the hull here. You actually want to leave about a 1/2″ gap to fill with foam so that the swelling of the wood won’t cause any pressure points on the hull and potentially create stress points.

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The next step was to cut the foam strips to fit the gap. I used polystyrene I had leftover for the initial insulation job, again the carving knife was invaluable. After the foam was glued in place, I made fillets out of thickened epoxy so that the fiberglass would have a gentile arc to adhere to rather than a sharp 90 degree bend. Finally, I was able to lay the fiberglass. I applied three layers with the first halfway between the hull and the plywood and the next two overlapping on either side.

 

PowerSurvivor 35 Watermaker Install Part 1

When reading and thinking about cruising in the Pacific, one topic seems to come up over and over again: water. It is after all, one of the most important components to life.

Up until now, we have cruised here in the Puget Sound between the USA and Canada, two places where potable (and delicious) water comes free from the faucet. It’s something all of us take for granted, and probably the most important resource we have. When we are in the middle of the big blue sea, or in a remote island paradise, we can’t quite count on the faucet method. So what are our options?

It turns out there are three main options. People have been sailing the seas for thousands of years, and the tried and true method for water management is quite simple, big tanks and rain-catchers. We’ve heard from a few veteran cruisers that adding a bit of bleach to water tanks and bladders will keep the green things at bay. That remains the simplest method of capturing drinking water. The next option would be buying water from a trustworthy source. I’m not sure I want to trust our life and health to the water treatment systems that exist across the globe, so that leads us to the third option: Water desalination via reverse osmosis.

While we will try to capture rainwater along the way, my mind says something as important as water should have a redundant system. Enter digging at the Fisheries Supply swap meet at 5am in the rain, and our $200 PUR WaterSurvivor 35!

[Pajo was in Australia for work while Ava perused the swap meet and chatted up some salty folks. A transaction via FaceTime allowed Ava to use her Jersey charm to negotiate another good score, the Aries Wind Vane… more on that later].

With a bit of research, we discovered that although the PUR WaterSurvivor 35 is one of the original marine desalination systems, it is still in production by Katadyn who bought out PUR. Not only that, the system PUR designed has been used all around the world by all sorts of boats, and some systems are still in service to this day. Based on those facts, we will be installing our bargain watermaker aboard Cinderella.

Before digging into our old-new watermaker, I did my usual and scoured the forums to see what we really had. It turns out, a fellow by the name of Gary Albers has dissected these things forwards and backwards and published his knowledge on the World Wide Web for all of us to share. His website can be found here (thanks Gary!).

Our watermaker will run on 12v DC power, although we will have a hand pump option if things go sour.

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As you can see in the photo above, she is in some rough shape. What happens to things in rough shape? I tear into them thinking I know better.

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The first thing I did was pull the motor off of the pump. I began with a screwdriver chipping away at the crusty paint and oxidation so I could actually see what I had.

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I immediately decided the motor had to come apart so that I could repaint everything. This thing will live in a marine environment, and I really don’t want everything to oxidize together.

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As you can see I chipped away all of the old paint to see what the aluminum looked like below. Fortunately, it is all salvageable. The next step was to look at the motor inerts. You can see the brushes extended out below, that took lots of work to get them unstuck. I am pretty certain that the last time this thing was switched on, noting happened. This is one of three things that can go wrong with an electric motor, but fortunately after a bit of sanding and working, the brushes spring back and forth, just as they are supposed to!

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The next step will be to sand and paint all of the components and reassemble the motor and gearbox assembly. After reading up on the gearbox there has not been a recorded failure, and the grease still looked to be in good shape. If I can help it, I will leave the gearbox alone and simply paint it.

I checked into the cost of a replacement membrane (I haven’t the slightest clue on its history) and it’s about $340. A new seal kit runs about $120, so all in all I should have a completely rebuilt 12v watermaker aboard for about $660. Not too bad considering a new one is in the $4000 range, YIKES!

I am going to be updating the galley layout in the coming months, so it’s the perfect time to look at possible mounting locations.

Newport Dickinson Heat Part 3

Hopefully the last part in the series. After our chilly evening sail, I realized that I had some improvements to make.

The plan:

  1. Add Barometric damper to “dampen” the wind gusts coming down the chimney pipe.
  2. Fiberglass a pad for the chimney top to sit on that is level with the deck.
  3. Cut chimney pipe to fit with the damper in place.

The first step was to run out and pick up a barometric damper.

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These are not cheap coming in at bout $60! Let’s face it though, sailing here in the PNW without heat on-board is pretty miserable and that $60 seems trivial when you are cold and wet. Also, when we depart in September it will be nice to have warm dry heat en route to San Francisco.

The next step was to glass a chimney pad. This was probably the most time consuming portion of the whole install. I have never tried to make odd shapes out of fiberglass before, so there was a bit of learning involved here, but I figured it couldn’t be that hard.

I started by measuring the deck fitting (7″ in diameter) and searching for a bucket with rounded bottom edges to use as a mould for my epoxy. It turns out that the pain mixing buckets were perfect, 7.5″ in diameter, and the edges were nice and rounded.

I waited for a nice dry morning and went out with a piece of paper that I had previously wrapped around the bucket to size and drew the deck curvature onto the paper. I then scribed that shape onto the bucket and cut it with scissors. The resulting shape was test fit to the deck curvature and I used a level to check to see how well it fit.

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The photo above shows me test fitting after I glassed over the bucket. It turned out that the deck fitting was too short to reach the disctance of the new pad, so I had to trim 1.5″ off using my dremel. I then mixed up some thickened epoxy filler and epoxied the mould into place. I then cut several small pieces of fiberglass and glassed the pad into place on deck.

The end result came out pretty well. Its structurally sound and after a bit of sanding and paint, you won’t be able to tell it wasn’t original!

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I then used the dremel to cut the chimney pipe and the guard to fit below the damper. Here is a look from the interior.

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Newport Dickinson Heat Part 2

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About a month had gone by, and Ava and I had returned to the PNW after some traveling to visit my family in the Midwest. Contrary to my belief, it had actually gotten colder in Seattle. My little space heater was now working full time and could hardly keep the boat temp above 60. It was time to revisit that Diesel heater.

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If you recall I had left the project installed but not in working order. Ava and I went sailing through a gale to Port Townsend and while we made excellent time (averaged 7 kts!) we were nearly frozen to the bone upset that we had to rely on my little propane Mr. Buddy Heater. I now had a bit of inspiration, I once again revisited the diesel heater.

The first step to troubleshooting was to download the calibration procedure from the Dickinson website (find it here) and check to see if my valve was set properly.

The calibration can be tested by removing the copper pipe from the bottom of the valve assembly and allowing the diesel to drip directly into a measuring cup. Dickinson calls for the valve to fill 1 tsp over 50 seconds on setting 1.

Simple enough right? Wait! I don’t have measuring spoons. Just before my drive was diminished, I had and idea. To google!

As we may or may not know, silverware was originally designed to measure, you guessed it, the teaspoon and the tablespoon. It turns out, a normal spoon is approximately 1 Tbsp and a dessert spoon is approximately 1 tsp. Oh the magic of google. Unfortunately, in my minimalism I do not have any dessert spoons, so I would have to use a regular spoon.

Since there are 3 tsp in 1 Tbsp, I have two options, either eyeball what 1/3 of the spoon looks like, or wait 150 seconds and the full spoon should be full of diesel. (note: be sure to clean the spoon afterwards thoroughly). I chose to eyeball at the 50 sec mark. The less opportunity for diesel to spill in my cabin the better.

After all of this, I was able to determine my valve assembly was calibrated nearly perfectly, the plug must be further down the line.

I proceeded to the next step in the process, the copper pipe that connects the burner pot to the valve assembly. What do you know, it was completely plugged.

I should have spent the extra time when cleaning out the stove prior to installation to clean the pipe too, but it was cold when I was cleaning, and I lost motivation very quickly.  So simple, yet so frustrating.

After sacrificing half of a spiral bound notebook’s spiral, I was able to use the wire to clean out the pipe to reinstall. A few minutes later, I had it all back together.

I opened the valve to setting 1 and waited, sure enough there was enough fuel to prime the stove in 5 minutes. I lit the pool of diesel, and we were off. It took about 5 minutes to preheat  enough to vaporize the diesel, but the stove was working properly.

The stove now works, and I am no longer spending the occasional evening aboard in a puffy coat.

The Newport heater also happens to come with a built in 12v fan to force air into the burner pot. This allows the user to better control the burn. I like this feature, as the old sig 180 had limited burn range before inefficient combustion. I basically had to run it full blast or nothing (quite the waste of fuel).

I was eager to see what this fan could do! I wired it up and switched it on. Nothing.

I immediately assumed the switch had failed. A few minutes  with the handy dandy Fluke multi-meter, and I found the culprit.

The motor, after sitting in a marine environment for x years, had seized. The local Dickinson dealer proceeded to drop my jaw when they told me the replacement was $85!

Crafty as I am, and after my newfound knowledge of electric motors from the Manta Drive, I disassembled the tiny little fan motor and found out what was wrong. It turned out that one of the bushings had corroded after being in the environment for so long.

After a bit of fine sandpaper and a dab of winch lube, I had the motor was spinning free once again. The best part, I still had that $85 in my pocket!

It turns out the fan really helps get the burner lit, and aids in combustion of the flame. Something was still up though, the flame seemed to hesitate every now and then.

Oh well, it works, and I am now sweating in my t-shirt aboardin these cold nights.

We had some guests over, and decided to go out for an evening sail. Everything started out great. Light breeze coming from the sound, a nice slowsail towards downtown.

The wind was nearly directly behind us. It was pleasant. As we came about to circle around the lake, I see smoke! Saing to windward caused a back-draft that killed the flame in the burner pot! This would not do for distance sailing.

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Still not happy, I have some ideas on how to make my setup better.

Follow along for Dickinson Heat Part 3 – I add a barometric damper and fiberglass a pad for the chimney to sit on.