Location: Roche Harbor, WA, USA
We had a nice, quiet holiday season and spent the first two weeks of January in Kingston taking our usual daily walks in the woods and enjoying the sights around the marina. On January 14, we slipped off the dock lines and headed north to Port Townsend for some maintenance and repair projects at the Port Townsend Shipwrights Co-op.
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| Sunrise on our voyage from Kingston to Port Townsend |
We spent Thursday night dockside at the Port Townsend Boat Haven Marina and got hauled out on Friday morning, January 15th.
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Getting hauled out, Port Townsend Boat Haven
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| Todd pressure washing the bottom while Seabiscuit hangs in the marine travel lift slings |
Our original project list included:
- pulling the rudder to inspect it and to replace the bearings and bushings;
- pulling the main shaft for inspection;
- servicing the Wesmar stabilizer fins; and,
- finding a solution to stop the water/condensate from flowing down the wires and cables in the mast and soaking the pilot house overhead.
Once we got into the yard and started pulling things apart, the project list grew and we added:
- replacing the Wesmar hydraulic hoses,
- repairing the main engine turbo,
- replacing the main shaft and the gen-get home (GGH) shaft,
- replacing the bow thruster seals,
- revarnishing some of the pilot house,
- repairing the helm chair arm upholstery,
- adding a 24V / 12 V converter, and
- installing a vent at the base of the mast.
While we were out of the water, we also had time to do some of our own maintenance projects including changing our anodes back to zinc (we had changed over to aluminum two years ago), re-marking our anchor chain, adding soft lines to the chain bitter ends, and touching up our bottom paint.
Pictures and details for all of the projects are below.
RUDDER REPAIR
The rudder repair was the main reason for the haul-out - while we were cruising last summer we heard a lot of creaking and groaning coming from the rudder and we weren't sure what was causing it. Once we had everything disassembled, we found that the Nyloil pintle bushing was jammed and was the cause of the noises we were hearing. We replaced it along with the all the other seals and bushings. We also flushed and replaced the steering fluid and did a basic inspection of the steering pumps and hydraulic hoses.
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| The rudder ready to be removed. |
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The rudder shaft where it enters the bottom of the lower bushing and goes up into the steering flat.
In the close-up (top photo) you can see the seal extruding and the bottom of the lower rudder shaft bushing along with the barnacles that were hidden behind the jump collar.
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Dean jacking up the rudder so that it can be removed.
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| The rudder removed and stowed on a pallet beneath the boat. |
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| Upper bushing (looking down from the steering flat) after the rudder was removed. |
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| Lower Delrin bushing with vertical and lateral cracks |
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| Lower outboard rudder seal |
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| Rudder shaft |
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| Underside of Nyloil bushing at the bottom of the rudder. In normal operations, the pintle rotates within the Nyloil bushing. Because of contamination or swelling or other (?), the pintle was seized to the nyloil bushing, and the pintle was no longer able to rotate except with extreme pressure. This was what was causing the squeaking and groaning we heard while cruising last summer. |
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| The old upper Delrin bushing. We replaced it with a new one and added a grease relief helix in the bore. |
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| Rotating scoring on the pintle where the nyloil bushing was stuck. |
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| Pintle bushing with a new Johnson Duramax bushing installed to replace the nyloil bushing. |
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| From left to right, the old nyloil bushing, a spare Johnson Duramax bushing and the pintle bushing flange and hub with a new Johnson Duramax bushing installed. |
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| The rig used to install the new Delrin upper bushing so that it wouldn't rotate as it was being installed. |
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| The new lower seal installed (looking up from underneath the boat). The lower grease seal is in a machined groove in the lower Delrin bushing above the seal shown. |
MAIN SHAFT AND PROPELLERWe had some previous alignment issues with the main shaft and, although we had it realigned before we left Kodiak last summer, we wanted to pull it and inspect it while we were out of the water. After it was removed, we found one deep pit across the shaft bearing, excessive wear at the forepart of the shaft log caused by the prior misalignment and slight bending across the shaft longitudinal axis. We decided to replace the shaft.
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| The main propeller with the hub nut removed. |
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| The main shaft after the propeller was removed. The taper fit to the propeller occurs at the two shiny portions with a relief area in the center. |
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| The main shaft log after the shaft has been removed. The orange substance is Chockfast which holds a stainless sleeve which was aligned with the shaft bore during construction. |
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| Removing the cutlass bearing from the main shaft log. |
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| The key on the main shaft. |
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| Scoring on the main shaft. |
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| Dean installing the new cutlass bearing in the main shaft log. |
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The main propeller. The prop is made of manganese "bronze" which is an alloy of ~60% copper / 40% zinc with a number of other elements in small quantities. After the prop speed was removed, we could see some pink coloring which is an indication of "dezincification", meaning that the zinc is leaching out of the alloy. We think some of this may have resulted when we changed our hull anodes from zinc to aluminum in 2018.
After much research, we decided the amount of dezincification was acceptable and re-installed the prop.
Steve D'Antonio's article "Knowing You Underwater Alloys" provides some good information about the different alloys used in the marine industry and information about dezincification. |
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The main engine mounts. Before reinstalling the main shaft, we realigned the main engine.
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Using shims to realign the main engine. Note the black plastic sleeve on the right used to check the shaft alignment through the fore part of the shaft log. This is critical for the +/- 1mm tolerance required for the Manecraft shaft seal.
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Although it wasn't on our original scope of work, we decided to pull the GGH shaft for inspection. We found pitting in the area of the shaft bearing and some wear and decided to replace the the shaft.
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| The GGH propeller with the blades removed |
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| The GGH propeller blades |
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| Removing the GGH prop shaft hub. |
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| The GGH shaft log with the old cutlass bearing showing lots of wear. |
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| The GGH shaft log with the new cutlass bearing installed. |
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| Dean and Todd installing the new GGH shaft. |
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| The main propeller and the GGH propeller installed and coated with Prop Speed. |
WESMAR STABILIZER FINS
The maintenance of the stabilizer fins included: shopping and rebuilding the hydraulic stabilizer cylinders, replacing all of the hydraulic hoses, replacing all the seals, the Duralon bearings, the trunnion bushings and the proportional valves We are still working on calibrating the system to get it functioning smoothly and have the fins pinned in neutral until this is complete.
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| Port stabilizer fin removed. |
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| Starboard stabilizer fin removed. |
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| Stabilizer fin lower Duralon bearing |
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| Stabilizer fin seal retainer housing for two lip seals |
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| Pitting on the stabilizer fin shaft-filled with epoxy and covered with a Speedi-Sleeve |
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| Stabilizer fin shaft seal retainer reinstalled with new seals & oring |
MAIN ENGINE TURBO REPAIR
Our main engine turbo compressor wheel was destroyed when a piece of plastic from the air filter assembly broke off and was ingested into the turbo. Dave removed the turbo from the engine and we sent it to a shop to be repaired. The old turbo exhaust insulating blanket was worn out so we had a new one made.
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| The old turbo compresser wheel with the damaged blades (right) and the new repaired turbo (left). |
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| The turbo exhaust with the old insulating blanket removed. |
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| The new turbo exhaust insulating blanket installed. |
BOW THRUSTER SEALS
We replaced the bow thruster seals.
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| Bow thruster with the blades removed so that we could replace the seals. |
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| Darrell removing the bow thruster seals. |
In the middle of all of our projects, we did have time for daily walks and exploring Port Townsend. The first weekend in February we rented a car for a Costco run to buy our annual supply of coffee, toilet paper, paper towels, etc. and to get a few supplies from other places. Sunday we went hiking at Fort Worden State Park, just north of Port Townsend.
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| B on the beach at Fort Worden State Park |
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B on the hiking trail, Fort Worden State Park
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| Looking down at the Point Wilson Light House, Fort Worden State Park |
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| Deer near uptown Port Townsend |
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| A heron and a duck, Kah Tai Lagoon, Port Townsend |
And now, back to our projects...
BOTTOM PAINT
We did some repairs and touch-up painting on the hull bottom.
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Dave sanding prior to touch-up painting
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| B painting near the bow |
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| Touch-up primer on the stern and the port side |
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| Dave doing final touch-up painting prior to launch. |
PILOT HOUSE OVERHEAD AND MAST VENT
We have had issues with water / condensate following the cable and wires down the funnel/mast and soaking the underside of the overhead in the pilot house. We've taken it down in the past to try to isolate the problems and stop the water from flowing but we were still having issues. We decided to install a marine cable transit (MCT) system to seal the mast opening.
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| The wires and cables coming down from the mast into the pilot house. The overhead paneling is removed and the welder has cut the square hole where he will weld in the Marine Cable Transit or MCT frame. |
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| B installing the MCT modules around the wires and into the frame. |
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| Dave helping with the MCT module installation. It was frustrating as we were working overhead and needed many hands to hold modules and stay plates in place while new modules were being installed. |
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| We succeeded. The modules are installed and the opening is sealed up. |
We also installed a vent at the bottom of the mast to help circulate the air and dry out the inside.
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| Hole cut in the mast for the new vent. |
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| The new mast vent installed. |
PILOT HOUSE VARNISH AND HELM CHAIR
Some of the varnish in the pilot house was water and UV damaged and needed to be redone and the helm chair arm rests were cracked and worn.
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| Pilot house console taped off for varnish repairs. |
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Sean applying varnish to the chart drawers in the pilot house.
(You can see the wires and cables hanging down from the overhead, pre-MCT installation) |
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| Newly upholstered arms on the helm chair. |
We remarked our anchor chain and installed soft lines at the bitter ends inside the chain lockers. So if we have an urgent need to get off an anchor one day we can cut the softline to get free quickly.
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| The chain locker in the forward cabin. The port chain is out of the locker (left) and the starboard chain is piled up inside the locker (right). |
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The inside of the chain locker with the bitter end of the chain removed from the pad eye so that we could install a soft line.
In an emergency, the soft line can be cut to release the chain. |
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| B underneath the bow painting the 50 foot markers (50, 100, 150, 200, 250) on the chain. |
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| Dave on the bow installing the soft line to the chain bitter end. |
PILOT HOUSE 24V / 12V CONVERTER
Long, long, ago and far, far away, when we were hauled out in Alabama early 2013, we installed some new 12V electronics in the pilot house including AIS and a weather monitor. As part of this installation, a fuse box was installed and power to the fuse box was provided by the 12V radio battery circuit in the pilot house. The main purpose of this 12V battery is to power the VHF and SSB radios so that they have their own power source in case of emergency. In order to move the electrical power requirements for the electronics connected to the fuse box away from the 12V radio battery, we installed a 24V / 12V converter and ran wire back down to the engine room breaker box. The converter gets its power from the house batteries and converts it to 12V power for the electronics connected to the fuse box. The converter can also be used an a trickle charger for the 12V radio battery.
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| The fuse box in the pilot house for the 12V electronics. |
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| The new 24V / 12V converter installed. |
RELAUNCH FEBRUARY 26
After six weeks, most of our projects were complete and we were ready to be relaunched. We moved back aboard the boat the night before the launch and watched the storm clouds move through the area. We spent the next morning doing some final touch up painting and other last minute work before the travel lift showed up.
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| Storm clouds over Port Townsend the night before our launch. |
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| The marine travel lift getting ready to pick Seabiscuit up off of her jack stands. |
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| Seabiscuit on her way out of the boatyard. |
We launched and checked our systems while we were alongside the launch dock then went out for a sea trial. Everything worked as expected so we came back into the harbor and tied up for the night.
Saturday morning we headed north to Anacortes to get fuel and to have some maintenance work done on our Kabola boiler heating system.
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Dave installing the claw on the port anchor chain as we cruised to Anacortes.
It was calm and sunny and a nice day to be out on the water. |
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Dave up on the boat deck as we fueled in Anacortes.
We fueled on Sunday and it was a cold and blustery day.
We bought 1763 gallons of diesel @ $2.50 per gallon. |
Monday, after our Kabola maintenance was complete, we headed back to Port Townsend to do some additional work on the Wesmar system, to take a COVID test and to get a few groceries. Our plan was to go to Victoria, BC for some legal affairs that we needed to conduct in person - we purchased a pre-sale condo (strata) in downtown Victoria in 2017. Construction is finally nearing completion so we were going to Victoria to meet with mortgage brokers, lawyers, property managers, tax accountants, etc. and to inspect the property prior to closing. In order to get into Canada, we needed to have a negative COVID test within 72 hours of arrival and agree to quarantine for 14 days upon arrival. We took our COVID tests Tuesday morning and spent the rest of the day and Wednesday doing maintenance and chores.
Our negative test results came in on Wednesday and on Thursday morning, we left the marina and headed northwest towards Victoria. As we neared the breakwater outside Victoria harbor, an RCMP patrol boat pulled up alongside and asked us our intentions. We told them we were going to the Customs Dock in Victoria and they escorted us in. After providing our information to the RCMP officers, we called CBSA (Canada Border Services Agency) to clear into Canada. Two officers came down to the dock to talk to us. They didn't agree that our business was essential or that it needed to be conducted in person and we were denied entry. We turned around, left the harbor and headed back to the United States. The seas were rough and, with our stabilizer system pinned and not working, we rolled like a pig as we crossed Haro Strait going to Roche Harbor. We had lots of stuff banging, sliding and crashing around. We were happy to enter Mosquito Pass, south of Roche Harbor, and to get out of the wind and seas. We called US Customs and Border Patrol, told them our tale and they cleared us back into the US. We docked on the transient dock at Roche Harbor and walked up to McMillin's restaurant for supper.
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| B and Dave at McMillin's restaurant with well deserved margaritas and crab stuffed scallops after a long day on the water. |
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| Seabiscuit at the Roche Harbor transient dock. |
We're spending a few days here, doing some more work to finish our projects and hiking around the resort. We're not sure of our plans from here, but we'll be out cruising around somewhere.
Until next time...
