or "Meeresel".Start with a couple of bags....
The frame takes shape...The result!
Wednesday, October 25, 2006
Chainplates and tiller
Today I called H&L down in LA and got them to fax me the ordering guide for new tillers. I need to decide the shape and length and call them back. I'll do some rough templating this week or weekend.
I also ordered some chainplate material from Onlinemetals.com. I chose 316L stainless in a 1" width and and .25" thickness. 316L has a yield (NOT tensile) strength of about 200 MPa and I worked out that a 1" x 1/8" plate would yield at about 1800 kgf. This would be roughly halved at the pin hole for only 900 kgf. I decided this wasn't good enough since the 3/16" wire is good for 3600 lbf or about 1800 kgf.. I still need to compute the bearing stress and tear-out shear stress before fabricating the plates, and calculate the final yield and tensile strength. Also, while drilling the SS shouldn't be a big deal, I don't have the best tools for cutting and polishing. I did a quick design on eMachineShop.com but the price quotes were a little high and the delivery times were nuts: 20-40 working days.
I need to start managing this project better. Time to get more organized and try to proceed in parallel.
I also ordered some chainplate material from Onlinemetals.com. I chose 316L stainless in a 1" width and and .25" thickness. 316L has a yield (NOT tensile) strength of about 200 MPa and I worked out that a 1" x 1/8" plate would yield at about 1800 kgf. This would be roughly halved at the pin hole for only 900 kgf. I decided this wasn't good enough since the 3/16" wire is good for 3600 lbf or about 1800 kgf.. I still need to compute the bearing stress and tear-out shear stress before fabricating the plates, and calculate the final yield and tensile strength. Also, while drilling the SS shouldn't be a big deal, I don't have the best tools for cutting and polishing. I did a quick design on eMachineShop.com but the price quotes were a little high and the delivery times were nuts: 20-40 working days.
I need to start managing this project better. Time to get more organized and try to proceed in parallel.
Sunday, October 22, 2006
Crowbar frenzy!
The first job on the list was supposed to be a small one: replacing
the pencil zinc in the engine heat exchanger. The old zinc had corroded
itself to the gallery and I had to clean out the threaded boss with a
small screwdriver before the new zinc would go in. Of course the threaded
boss is on the bottom of the heat exchanger at the back of the engine...a
very hard-to-reach spot. Next I topped off coolant level. The leak
seems to be coming from the drain petcock on the heat exchanger, which
is right next to the mounting boss for the zinc. The heat exchanger
probably needs some attention. After completing these small jobs I
started the engine and checked the alternator for output, and yes,
it's working fine. This means that the starting battery must truly be
on it last legs (there was some question about whether it was dead or
just not being charged). Time to replace the starting battery. What
is in there now: a Group 24M, 500 CCA. No amp-hour rating (says 95 RC
minutes. I think RC is measured at a 25 AH rate which would mean this
is about 40 AH at 25 A rate.) I took a short cruise to check the heat
exchanger for leaks and to get the boat out! When the engine started,
some zinc paste came out with the first burst of exhaust water. With
luck most of the remnants of the old, neglected zinc got flushed out.
Next I moved on to the head and rig projects by removing the old cabinet
facing in the head compartment. After more demolition I'll get good
access to the chainplate knees for reinforcement and replacement. Had
to knockoff early Saturday to make a dinner in Santa Barbara.
Early Sunday morning I was back at the boat with tools in hand. I wasted
no time in demolishing the head (port side) cabinetry. There were a
couple of shelves that were cleated to the bulkheads and lightly tabbed
to the hull. I detabbed the wood with a chisel, unscrewed the cleats,
and pried the shelves out. In the afternoon I did the same with the
hanging locker. Both compartments are now stripped and the chainplate
knees are accessible.
Sunday, October 15, 2006
Off-season kickoff & the new tender
This weekend I promised myself to get started with several of the major projects that I had planned for the boat. Over the summer, as we'd taken trips to the islands, some of the really pressing problems made themselves clear. For one, Nevermind's ground tackle isn't great. With a 22 lb generic plow at the bow and a cheesy 20 lb Danforth at the stern, we aren't going to ride out the perfect storm at anchor. Furthermore, the chain portion of the rodes was in marginal shape and the rodes themselves weren't long enough.
Another major problem - it's hard to cook well on Nevermind. There's no fixed stove. In fact, there's no stove beyond the sea swing, on which you're lucky to boil water. Poaching an egg would be an incredible feat. Also, stowing all the pots, pans and other cookware is a problem: there is plenty of space in the galley lockers, but poor access and no subdivision.
Yet another tricky matter: the head just wasn't right. Nevermind was built in 1963 when direct overboard discharge was the norm. That's fine but not legal today and also not compatible with exploring in the Channel Islands. Besides, the head itself was an ancient Raritan PH1, probably original equipment to the boat, and somewhat leaky.
There are questions about the rig. It's in decent shape overall, but the chainplates are doubtful. The port shroud has a newly broken strand. Corrosion is widespread on the boom, and the dodger interferes with the boom's swing.
Nevermind needs a tender or tenders. The old one lies on the ocean floor near Point Conception, yet another victim of that infamous cape.
Finally, the engine needs some attention. It doesn't have major problems that I know of, but it's time for it to get a thorough renewal. All belts and hoses need replacement, the valves need adjustment, the motor mounts are shot, and it's out of alignment. The starting battery is shot. The primary fuel filter is better suited to gas than diesel and takes up too much space. There's no strainer on the raw water intake line, and the raw water pump impeller needs replacement.
This weekend was a chance to get started - to jump in with both feet. The boat was covered in ash from the Day Fire, so I spent the first few hours Saturday cleaning the decks. I also opened up all the cockpit lockers, cleaned everything out of there, and scrubbed them down. The dock box got cleaned out and organized. I replaced the lost bow hawsepipe cover with a new one from my spares box, but it still needs a retaining line of some sort to keep this one from being kicked over. I took care of a few small things, like removing and measuring the tiller for replacement (I plan to have H&L fabricate a new one), getting a new shore power cord and reel, and cleaning out the bilge. But the proudest accomplishment was the removal and disposal of the ancient Raritan head. It's gone.
In between all this work, I managed to test out the new tender: my new Folbot Yukon folding kayak. One thing's for sure: there's not much else that tops the coolness factor of showing up with a couple of bags and 15 minutes later paddling off in a sleek kayak you put together from the parts in those bags.
Another major problem - it's hard to cook well on Nevermind. There's no fixed stove. In fact, there's no stove beyond the sea swing, on which you're lucky to boil water. Poaching an egg would be an incredible feat. Also, stowing all the pots, pans and other cookware is a problem: there is plenty of space in the galley lockers, but poor access and no subdivision.
Yet another tricky matter: the head just wasn't right. Nevermind was built in 1963 when direct overboard discharge was the norm. That's fine but not legal today and also not compatible with exploring in the Channel Islands. Besides, the head itself was an ancient Raritan PH1, probably original equipment to the boat, and somewhat leaky.
There are questions about the rig. It's in decent shape overall, but the chainplates are doubtful. The port shroud has a newly broken strand. Corrosion is widespread on the boom, and the dodger interferes with the boom's swing.
Nevermind needs a tender or tenders. The old one lies on the ocean floor near Point Conception, yet another victim of that infamous cape.
Finally, the engine needs some attention. It doesn't have major problems that I know of, but it's time for it to get a thorough renewal. All belts and hoses need replacement, the valves need adjustment, the motor mounts are shot, and it's out of alignment. The starting battery is shot. The primary fuel filter is better suited to gas than diesel and takes up too much space. There's no strainer on the raw water intake line, and the raw water pump impeller needs replacement.
This weekend was a chance to get started - to jump in with both feet. The boat was covered in ash from the Day Fire, so I spent the first few hours Saturday cleaning the decks. I also opened up all the cockpit lockers, cleaned everything out of there, and scrubbed them down. The dock box got cleaned out and organized. I replaced the lost bow hawsepipe cover with a new one from my spares box, but it still needs a retaining line of some sort to keep this one from being kicked over. I took care of a few small things, like removing and measuring the tiller for replacement (I plan to have H&L fabricate a new one), getting a new shore power cord and reel, and cleaning out the bilge. But the proudest accomplishment was the removal and disposal of the ancient Raritan head. It's gone.
In between all this work, I managed to test out the new tender: my new Folbot Yukon folding kayak. One thing's for sure: there's not much else that tops the coolness factor of showing up with a couple of bags and 15 minutes later paddling off in a sleek kayak you put together from the parts in those bags.
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