Capturing Jupiter Opposition 2019

Living in Houston, I don’t do much astrophotography. When I do attempt to capture the night sky, it’s usually with a wide angle lens and a long exposure, like this shot from the Lick Observatory in California a few years ago.

However, this month all of the news outlets in Houston were hyping up Jupiter and claiming that you would be able to see not only the planet, but also its four largest moons with only binoculars June 10. I decided to had to check it out.

I pulled out my vintage Leica R 400mm f6.8 Telyt and stacked both a 2x teleconverter and a 1.4x teleconverter before attaching it to a Sony A7II and bolting it all to a good tripod.

I’m not a big fan of teleconverters since you lose stops of light and some detail, but I was going for maximum magnification, and this rig got me the equivalent of a 1120mm lens.

For reference, this is how close 1120mm gets you to the moon on a full-frame, 35mm equivalent camera.

I have the StarTracker app on my phone, so I knew right where to look in the sky. The hardest part of the evening was waiting until Jupiter made its appearance above the neighbor’s trees about 10:30 p.m.

I took a couple dozen shots at varying shutter speeds and ISOs, but it seemed like f8 (plus the lost stops from the teleconverters, so actually f22), 1/500 second at ISO 1600 gave the clearest results. However, I had to develop the RAW files twice — once to properly expose Jupiter and once to expose the moons. Then I combined the two files into one photo.

There is Jupiter with Io, Europa, Ganymede, and Callisto. It’s not going to win any awards, but it’s pretty cool that you can see at least some amount of detail on Jupiter even using old lenses from the 1970s.

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Tips & Tricks for Installing a Lokar AOD Transmission TV Cable Kit

The 1967 Mercury Cougar project came with a 1980s Ford AOD transmission. This conversion is a nice upgrade over the original C4 if you plan to do much highway cruising.

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However, the craftmanship of the original conversion left a bit to be desired. The person had used the factory AOD throttle valve (TV) cable, which didn’t really connect correctly to the carburetor. They had also fabricated a cable bracket and spring return that wasn’t holding up too well. I had noticed quite a bit of flex in it, and when I attempted to unbolt it from the intake manifold to investigate, it disintegrated.

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The Lokar TV cable kit for AOD conversions came recommended from several different car magazines and forums online, so I decided to give it a shot. I won’t go into detailed instructions for the installation because there are a couple great videos about that already.

However, I will mention a few problems I encountered during the install and my solutions.

The first thing I did was add a Geometry Corrector to the Holley carburetor. While some people said they connected the Lokar cable directly to the carb with no issues, this piece creates an even pull from idle to WOT.

SonnaxGeometryCorrector

Then I tackled the transmission end of the cable. The shift lever went on with no problem, but the cable bracket was a trick. The Lokar kit comes with a longer bolt to replace the original pan bolt. It goes up through the pan and has a nut that goes on the back of it to support the tension.

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On my car there was not enough space between the hole and the wall of the transmission to get the nut threaded onto the end of the bolt. If I had been doing this project with the transmission on a bench, I might have been able to hammer in the housing a little or bend the lip down a little to create enough clearance, but neither of those things were going to happen in the car. Instead I grabbed the dremel and shaved down the back edge of the nut.

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With the flat side against the transmission case, I was just able to get it to thread. That stupid nut was the hardest part of the project.

Once I had the transmission end put together, I tackled the spring return bracket on the carburetor.

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The Lokar bracket that comes with the kit is really engineered for a throttle cable, so I had to adjust the bracket all the way in towards the carburetor, and it still barely has clearance for the throttle rod. However, the rod has full travel and the bracket isn’t causing any binding, so although I’d like a little more space, it seems ok. In the photo above you can see the Lokar adjuster tool that comes with the kit on the cable between the snap connector and the stop adjuster.

Strange fact, the allen wrench sent in the Lokar cable kit did not actually fit the set screw in the stop adjuster. I had to dig one out of my toolbox. Not sure how Lokar let that issue sneak past QA. Not a big deal, but then again, it’s not much of a confidence builder either.

Once the cable and all the brackets were installed, I screwed the pressure gauge into the TV test port on the passenger side of transmission and started the car up to set the TV cable tension.

With the car in neutral and absolutely no pressure on the cable, I was still getting 40 psi on the gauge. After several google searches and various tests, I finally pressed my finger against the shift lever and found it moved just the slightest bit. The gauge instantly dropped to 0. I let my finger off, and the lever slowly moved back out a few millimeters and the pressure came back up to 30 psi.

I have no idea why the lever wants to move by itself. This was not really discussed anywhere in any of the instructions. However, on some forums people had claimed that the Lokar cable spring wasn’t heavy enough to return their transmission to neutral while others defended it as being great. It definitely wasn’t strong enough for my transmission. I fabricated a little bracket and hung another return spring on the system, and suddenly, all my pressure readings were exactly where they were supposed to be.

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I used vice grips to hold tension on the cable and tighten the set screw with the Lokar spacer in place to 35 psi.

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Then as soon as I pulled the spacer, the cable would snap back and the pressure would drop to 0 psi.

As soon as I removed the pressure gauge I took it for a test drive, and the shifts were much smoother and not as late as before.

One step closer to being on the road.

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Etsy as a second income: Cruising and beyond

I’m coming up on two years now of having my etsy store up and running and I thought it would be interesting to take a look at the numbers.  The idea was to have a small business that I could do while cruising to help slow the burn of savings.  I’ve been selling recycled sailcloth goods and small canvas pieces online and shipping them out all over the world.  I’m going to try to evaluate whether this could work while cruising based on a few basic criteria.

The Work:  When deciding whether the work could be done on a sailboat or not I need to divide the recycled sail work from the canvas work.  I think that if I had a choice I would not want to make recycled sailcloth bags on a boat.  The biggest obstacle with it is space.  The sail takes a lot of room to store before it is made into bags, and afterwards even more space.  The bags don’t sell quickly and the amount of inventory you would end up storing would make your life miserable.  The sail also takes a lot of space to clean and spread out for cutting up.  Sailbags also need hardware to make which takes additional storage.  The canvas work however would be very feasible on a boat.  If you chose a few limited colors and bought large rolls of sunbrella storage would be relatively easy.  Products would be made to order and would not need to be stored afterward.

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The Platform:  My experience with Etsy has been great and it’s only getting better.  They do a lot to advertise your products at no additional cost.  You can of course pay for more advertising, but I never have.  They make it extremely easy to manage your listings and to put your shop on vacation if you need more time.  They also have a built in shipping forms that make it extremely easy to print and ship things.  All of their stats are downloadable in excel and they really try to make them useful and easy to read.  Minimal fees.

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The $$:  So here is the real question.  In almost two years I have made a grand total of $4,486.01 profit on 98 orders.  That’s not counting the cash sales I have made locally. I haven’t spent any money on advertising either locally or online.  I also shut the site down for a bit this spring because of my regular job picking up.  Of all of my products listed most of the revenue came from my small canvas items.

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I think that doing canvas work both online and through etsy would be a viable option while cruising.  It’s definitely working out better than our music career did. While I wouldn’t suggest it as your only source of income I do think that the space and time that it takes in your life would be worth it for the money it brings in.  Having a sewing machine on the boat could also come in handy in a tight spot.

Does your boat have eyebrows?

I’ve never really understood having eyebrow rails on boats. Does it make them more expressive? Ours just seemed to catch dirt then get broken when people slid off the cabin top and caught their feet on them.

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Within weeks of buying Gimme Shelter, a section of our starboard eyebrow rail had snapped off. Then another and another. By the time we rang in 2017, we were missing several sections of the trim on both sides of the boat.

Since O’day has been out of business for decades, there were no readily available replacement eyebrow rails. I had a discolored strip of gel coat with exposed screws sticking out that needed to be addressed.

From the beginning I knew I didn’t want to use screws to install the replacement. I looked into buying teak boards and cutting my own, but it was expensive, and I wasn’t sure how it would turn out. I looked into PlasDeck and NuTeak to see if they could replicate the originals for me, but they said they would have to make the rails wider and the plastic would require screws because an adhesive wouldn’t stick to it. I even thought about skipping the teak altogether and just putting a blue pinstripe on the cabin to cover up the stain.

It was by pure coincidence that the local boaters resale shop happened to have a set of never-installed eyebrow rails for a Catalina 34 for $99. (They’re $203 from CatalinaDirect.com.) The O’day rails were 14’4″ while the Catalina rails are only 14′, but they were pretty similar.

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I removed all the screws, filled the holes with epoxy, and stuck the new eyebrow rails on with 3M emblem adhesive — the same stuff I used to replace the fixed ports.

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The entire project was painless, which was such a relief after the nightmare of our heat exchanger replacement.

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The only downside was that the new eyebrow rails made our hand rails and toe rails look terrible. We spent the entire next day sanding them down and oiling them to make them match.

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Gimme Shelter is looking great.

Upgrading my Universal/Westerbeke Heat Exchanger: The dumbest repair I’ve ever made

This is a tale of folly and failure. My lack of research and trust in manufacturers led me down a long path of woe.

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The Universal 5424 in our 1982 O’day 34 was overheating. The 3-cylinder diesel motor was rated to run at 2800 RPM. However, if we pushed it past 1900 RPM, the temp needle began rising and never stopped.

Decades ago, Universal/Westerbeke admitted that the 2″ diameter heat exchanger was too small for the 5424 and the M-25 and recommended upgrading to a 3″ heat exchanger. Despite our engine allegedly being rebuilt in 2008, that never happened.

At the very beginning of this debacle, a friend said I should just buy a cheap generic 3″ heat exchanger with screw-in bungs, so I could size them to my hoses and just do a quick swap. I decided against that because I wanted to keep the engine as OEM as possible with an “official” upgraded part, and I thought finding the barbed bronze bungs might be a pain. Oh, how foolish I was.

Catalina Direct had factory style replacements heat exchangers starting at $500, but I wasn’t ready to pay that much, so I searched eBay. One seller claimed he had a 3″ Universal heat exchanger. It looked very similar to the one I had. I made an offer at $150 (plus $20 shipping), and he accepted! I probably should have paid more attention to the last line in his auction that said, “measurements are not exact.”

A few days later the eBay exchanger arrived. It did look very much like the one on my boat — because it was the exact same 2″ diameter heat exchanger mounted on the back of my motor.

I contacted the eBay seller, and after a photo with a measuring tape showing that he had definitely listed this part incorrectly, he agreed to refund my money. Unfortunately, I had to spend another $20 to ship it back.

Before the project even started, I was down $40.

I browsed the Universal/Westerbeke options on Catalina Direct, and they all had the same hose inlets/outlets listed. I took that to mean they were standard sizes that would be the same as the heat exchanger I was removing. That was a terrible assumption.

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Approximately $550 later, I had this 3″ x 17″ behemoth that didn’t share a single intake or outlet size with my old unit. In fact, despite being the “factory” upgrade, some of the outlets didn’t even point the correct direction.

I slowly began the process of adapting the hose sizes and directions to make it fit.

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Why have four hoses and eight leak points when you can have 15 adapter pieces, nine hose sections and 63 leak points?

The worst part of it all was the 7/8″ raw water intake port. My oberdorfer pump had a 1/2″ barb and hose coming off of it. I found a 3/4″ barb, but a 3/4″ hose will not fit on the 7/8″ intake — even if you boil the hose first. There are no 7/8″ fittings available ANYWHERE.

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I ended up running the 1/2″ hose to a 3/4″ adapter and then triple clamping the 7/8″ hose onto that to keep it from leaking. However, since the soft 7/8″ inlet got slightly out of round as the heat exchanger was being moved around for three weekends, the 7/8″ hose doesn’t make a perfect seal on it, and I’ve now got an ever-so-slight drip of sea water leaking into my bilge for the rest of my life.

Another $500 in adapters and hoses later, I finally had the entire coolant system put back together.

Since I had to drain all the coolant anyway, I decided to replace my thermostat.

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That was an easy process, but you have to special order the molded hose that connects the thermostat housing to the water pump. Be aware of this fact ahead of time because if you’re not, you have to put the project on hold for another week while you wait on that hose to show up.

Once I finally got it all back together, I fired up the engine, and it promptly overheated.

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Yes, I had an airlock. I did not know that after filling the coolant system, you must remove the bolt in the top of the thermostat housing and then pour more coolant in there to remove the air pocket.

After overheating the engine twice dealing with the airlock, I finally got it running. We ran it in the slip long enough to verify the thermostat was opening correctly, and that she wouldn’t overheat anymore.

It took three weekends and about $1200 after the expense of the heat exchanger, hoses, adapters, clamps, thermostat, and impeller, but we can finally push into the wind at 2200 RPM without overheating.

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Our last time out in that type of wind we were running at 2 – 2.5 knots. Making trips down to Galveston in a strong headwind were completely out of the question. Now we should be able to plan trips at an average speed of at least 4 knots no matter what the weather is like.

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We still don’t have one of those speed demon sailboats that can motor at 6.5 knots, but four is twice as nice as two. However, if I could do this project again, I definitely wouldn’t be so freaking dumb.

Don’t be like me. Get the generic heat exchanger and screw in the barbs that fit your existing hoses. You can even get 90-degree nozzles and twist them to the exact direction required.

I’m going to apologize now to any future captain of Gimme Shelter. Projects like this are the reason people hate previous owners.

 

 

Chasing leaks

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I was in my favorite seat in the boat when I thought I felt something on my head. I looked up just in time to feel a very cold drip down my neck.

Last year we had replaced the two large cabin windows, but it was time to chase leaks again. This time we had water coming through the handrails on the ceiling, so we swore we’d actually commit a nice weekend or two for repairs rather than just sailing around while our boat continued to leak.

I wasn’t excited about dealing with all the wood plugs that were hiding the screws, but there was nothing to do except start drilling.

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Our rails were through-bolted from the inside of the cabin to the rails on the cabin top with the screw heads inside and the nuts outside.

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Unfortunately after 35 years, most of these screws didn’t want to budge. We managed to break about half of them loose, but then I had to deal with the tedious process of drilling the heads of the other half.

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After much longer than expected, we finally managed to get the rails loose.

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I made a trip to West Marine for new hardware, but of course the screws weren’t a standard length, so I had to buy longer ones. Meanwhile Mary was sanding the rails to clean them up. When I got back we gooped up the holes and started bolting everything back together.

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In retrospect I wish I had taken the time to paint the black spacers while the rail was off, but it never crossed my mind until we had it back on the boat.

The interior rails had the screw heads, so it was easy to get those holes plugged and leveled. We then rubbed the rail with teak oil, and it was looking pretty good.

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On the exterior I had to grind the extra length off all the screws, which wasn’t as terrible a job as I thought it would be. It took about 30 minutes to get all of the screws cut down. Then I started tapping in plugs.

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This was my first time to use plugs, so it wasn’t a flawless operation. I chiseled them down and then sanded them level, but I had two or three that split wrong or came apart and had to be redone.

Finally, I got it all sanded smooth and added another layer of teak oil.

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You would think that would have been enough leak fixing for the year, but we also finally tackled the broken opening port in the V-berth. When we bought the boat fit came with a tupperware container under that window to catch the water. A year ago we bought a replacement window. I guess after four years it was finally time to do something about it.

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The new window was the same size, but the interior screw holes weren’t in the same places, and the exterior trim had no holes at all.

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There was a long debate whether or not to drill holes in the new trim to make it match the old trim rings, but it was finally decided to mount it with sealant only the way we had mounted the fixed ports. If we really need it to match we can always glue screw heads on the trim.

On top of all that work, Mary also sanded and oiled the companionway as a bonus project.

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The good news is we’ve got no leaks from the re-bedded rails or the new window.

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The bad news is that our mast is leaking again. Guess we’ll tackle that next year because I need to do some sailing.

 

 

 

Magic amidst the chaos — sometimes you just have to ignore the weather report

Thunderstorms were looming, and the radar looked terrible, but it had been a hell of a week, and I was dying to get Gimme Shelter out on the water. She hadn’t moved from her slip in more than a month, and I’m positive she was feeling as restless as me.

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We had arrived to the marina in the middle of a downpour, so we just grabbed the dogs out of the backseat and made a run for the boat. Once the rain cleared, we cast off and headed for the bay. It wasn’t until we had passed the Kemah Boardwalk that I realized we’d left the bag full of our clothes as well as my camera in the car.

First lesson of the weekend: Always check that you actually put your bags on the boat before leaving the dock.

However, we were in a race against sunset, and our friends TJ and Kayla on Folie a Deux were motoring along right behind us. Well, they were right behind us until one of their jib sheets fell overboard and fouled their prop.

Second lesson of the weekend: Keep all lines secured on deck.

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But that was only a small delay. As you might remember, Folie’s entire rudder fell off during her last voyage, so a fouled prop was just a small speed bump in comparison.

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We were soon underway and dropped the hook at Redfish Island just as the sun was setting. Well, at least we dropped our hook. As TJ debated whether or not to drop his own anchor or tie off to our stern, he realized his anchor was no longer hanging on his bow. Perhaps it was sitting in the bottom of his slip at Watergate. Perhaps it was on the bottom of the bay somewhere between Galveston and Kemah. Perhaps someone walked off with it. There was no way to know.

Third lesson of the weekend: Make sure you have an anchor on the boat and make sure your anchor rode is tied to something on the boat.

The lack of anchor was still not a problem. We just threw TJ and Kayla a line and tied them off to our stern cleat.

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For the first time ever, we had Redfish Island completely to ourselves. Mary prepped a salad while I grilled steaks, and we sat down to a nice dinner.

While we were in the cabin eating, it got dark — and I mean REALLY dark. Thick clouds had blotted out any sign of stars, and the quarter moon was barely a glow in the corner of the sky. I was about to pull the kayak off the deck to take the dogs to shore when we saw it.

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It looked like fireflies moving underwater. Dozens of small bioluminescient jellyfish were glowing all around us. They would glow especially bright if they bumped against the anchor rode or the hull of the boats. I cursed myself for forgetting the camera, and we attempted to at least somewhat capture the moment with our phones. My video ended up being worthless, but TJ did manage to capture the long exposure above.

I dropped the kayak in the water and took the dogs to shore mesmerized at the way the jellies glowed around my paddle each time it touched the water. It was a truly magical moment.

After the dogs finished their business on the island, we paddled back to the boat and watched the glowing for another hour or so before bed. We went to sleep with all the hatches and windows open, just waiting for the rain to finally hit us — but it never did.

I woke up at sunrise to find storm cells passing on either side of us.

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It looked like Kemah was also getting hammered, so we just stayed put and made some breakfast. Slowly things cleared, and a fantastic rainbow appeared overhead.

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I hadn’t been on Redfish Island all sumer, so I took a minute to explore. After a year of heavy rain, it seems there are actually some plants growing. Along with the usual scrub brush there was a yucca plant.

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And even a baby palm tree.

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Despite predictions of terrible thunderstorms all day Sunday, the weather actually cleared and the sun made an appearance just as we headed back towards Kemah. My crew didn’t sleep well at anchor due to the high humidity, so they spent most of the trip home snoozing.

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The bay was empty and smooth as glass. We were already counting the trip a success when this happened.

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Fourth lesson of the weekend: If you have an outboard, keep a very short, heavy duty strap on it, so if your outboard bracket shears into pieces, the motor won’t fall underwater.

This was a disheartening moment. TJ and Kayla had paid a local machine shop to design and build that stainless steel bracket specifically for their O’day 25 and the new Honda they put on it. Then, after spending money for the “professional” work, it literally sheared into pieces in less than a year. Now they’re out the cost of the bracket and the impending cost of repairs to their outboard.

We stopped to help, and as a team we were able to winch the outboard up out of the water and out of the way of the tiller, but Folie a Deux’s trip ended with a tow home from Sea Tow.

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We hung out until the tow boat arrived and then headed for the marina ourselves.

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As a slight consolation for the outboard disaster, TJ and Kayla were visited by a dolphin who swam alongside them all the way to the Kemah Boardwalk.

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Yes, the entire weekend was a comedy of errors, but it was also filled with unforgettable moments experiencing things you don’t usually see in the bay. I’m glad we didn’t just look at the radar and decide to stay home.

Group Projects aka the Weekend of Hell

Last weekend many of our boat neighbors were able to make it down to the marina. We had exciting dreams of anchoring out at Redfish Island or chilling at the pool all day. Unfortunately nobody’s boat was really in sailing condition. Our boat needed to have the new dodger fitted and installed, and the new sunbrella on the jib needed to be unstitched, flattened, and then restitched. Folie a Deux was still sans rudder after an unfortunate trip back from Offats Bayou and needed their bimini altered and restitched.Meanwhile Celtic Cross aka “Big Nasty” was in the middle of a windlass replacement and needed to remove and replace several hundred pounds of chain. We gave up our dreams of having fun and decided to tackle these projects as a team.

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First we set my sewing machine up on the dock and proceeded to fit the dodger onto the boat. It has some handles that go into both bars of the frame that are a bit difficult to get on, but with one person pulling on each bow I was able to poke a couple holes in the canvas and stick the handles on. Maybe there is one extra hole in the side of the brand new dodger from a miscommunication, but it’s barely noticeable …

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The biggest setback came when we tried to cinch the dodger into place with the decades old straps, which immediately snapped in half. Fred went and bought new strap material, and I re-used the buckles to make new ones —  not too bad.

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So then the guys took the jib down for me and Jen to work on while they headed over to Folie a Deux to assess the rudder situation. The screws holding the lower gudgeon had sheared off during TJ’s last voyage, which left him with no steering in the middle of Galveston Bay.

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The replacement gudgeon had to be special ordered from DRMarine. Fred distinctly said, “Do you want to tie a string to that?” as they started the project. Another neighbor, the captain of Ketchup, confidently said, “Nah, I’m not going to drop it.”

Three minutes later everyone was changing into their swimsuits. Thankfully Fred is trained, and well practiced in rescuing things from disgusting marina mud. He tried to explain to everyone how to perform a “lost bathers drill.”

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Then he dove in and found it first try.

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Unfortunately that was just the first of a chain of destructive events. Once the screws and holes were properly sized for the gudgeon, TJ climbed down into the lazarette to secure the nuts from inside the boat. However, he somehow managed to stand on exposed battery connection terminals for quite a lengthy time without noticing until smoke was coming up out of the boat. The cables ended up welded to each other, and the battery terminal completely melted off the battery!

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With the project nearing completion, the guys only needed to set the rudder pintles back into the gudgeons. Unfortunately, as TJ was leaning over the back of the boat while holding the rudder, he put his knee on the gas tank. Suddenly there was a loud crack, and the smell of gasoline filled the air.

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The cracks were in the top of the extremely full tank, so it wasn’t leaking unless anyone tried to move it. However, the rudder was in place and with that project more or less stable, the guys decided to call it a day.  We cooled off in the pool, then decided to head across the lake via dinghy for dinner.

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Kelly and Jen were smart enough to do all the projects on Celtic Cross without any help from the rest of us — they went off without a hitch.

Sunday morning we reinstalled the jib on Gimme Shelter, which is now flat with no bunching in the sunbrella stitching. However, the wind was so strong I thought it was going to flap me to death as we raised it.

Then Fred helped TJ put the adjusted bimini back up on Folie a Deaux, replace the battery, and move all the gasoline into a new tank without creating an environmental disaster — although Fred did destroy a handheld pump during the process.

By Sunday night, everyone was exhausted and completely fed up with boat projects. However, they were completed, and we’re all ready to set sail!

A Sacrifice to the Sun god – replacing the Sunbrella on our jib

Since I have been exiled to life indoors while my face heals up, I’ve decided to put the time to good use and work on finishing our Sunbrella transformation.  So far we’ve replaced the sail cover, the bimini, and all of the small canvas items on the boat with new marine blue Sunbrella.   Only the jib Sunbrella and the dodger remain a moldy pacific blue.

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Sailrite has an excellent video describing the step-by-step process of adding sunbrella to your jib, but I wanted to add some little tricks I found along the way as well.

The first thing we did was spend several DAYS, not hours, removing the old sunbrella.   After breaking my seam ripper I got frustrated and googled “best seam ripper ever.”  This is when I learned that for ripping seams on heavy canvas an X-Acto knife works wonders.  This really sped up the process for us.

Once I had removed all the old Sunbrella, I started to cut the new panels of Sunbrella with a hot knife to prevent fraying.  I didn’t want to spend the extra money on the Sailrite hot knife, but I found this one at Hobby Lobby that worked very well. It also doubles as a wood and leather burner, and it has all kinds of stamp type attachments.  Pretty cool.  After using my coupon, it was only $13.

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If you’re installing panels onto a new sail, see the Sailrite video for exact measurements of panels, but if you’re re-covering a sail, it’s easier to use the old panels as a pattern.

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We set my sewing machine on the floor to keep the sail flat. This is really important when it comes to connecting the panels together.  There were a couple areas along the foot, where towards the end of the project I got tired and sloppy.  Just a small mistake can make for some very obvious bunching when the sail is up.  Next weekend I will be taking it all back down, seem ripping those seems and flattening it out.

If I was to do it again I would have done a lot more pinning.

All in all the finished product is not too bad.  It needs a bit of adjusting, like all of my projects so far, but at least it matches the rest of the canvas.

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Just for reference, the estimated cost for this project from one of our local sail lofts was $650. Although we did have to spend every evening for a week ripping stitches, our total out-of-pocket cost for the project was under $200.

Involuntary boat repairs are the worst

I really enjoy boat projects — when it’s a nice update or upgrade that I chose to undertake. I just don’t have the same enthusiasm for the inconvenient, unplanned projects that seem to be popping up on a weekly basis.

Batteries

Last Saturday we arrived to find a flooded bilge thanks to a dead float switch. We also discovered that there is an air leak in the manual bilge pump line, so we had to resort to the old cup-to-bucket-to-overboard method of emptying the bilge. I spliced in a new switch. Not especially fun, but an easy fix.The manual bilge pump is still on the to-do list.

This weekend we arrived and kicked on the air-conditioning to get nothing but a small trickle of water coming out of the through-hull. It was running, but just barely.

I went to work checking the strainer and cleaning the raw water system. As I checked each connection I noticed a drip of water coming from the connector on the bottom of the pump. The plastic hose barb that screws onto the pump had split. I removed it and sent Mary to the store to match it while I continued to clean the system. Unfortunately, no place open late Saturday evening had a match. Mary returned with a Frankenstein of adapters from Home Depot. Thankfully there was just enough clearance to get the longer adapter on, and it held pressure. However, I could not get the system to prime.

I made one last ditch attempt to get it running by sticking the shop vac on the through-hull to suck the water up through the system. It actually worked! After sweating completely through our clothes for two hours, we were back in business with a nice, strong water flow and the vents blowing cold air.

Sunday I finally tackled our house battery situation. I’m not sure if we have a bad cell or if our batteries have just gotten old and unhealthy, but while they will power everything for a 4 – 6 hour day sail around the bay, they can’t keep the refrigerator and anchor light on overnight. A while back our friend Rene donated two NAPA Commercial Heavy Duty batteries to us, but I just haven’t been in any hurry to pull 60 pounds batteries in and out of the engine bay.

With the Harvest Moon Regatta approaching, I finally decided to make the battery swap. If the free batteries get us up to 24-hours of sailing time on the house bank, we’ll attempt it this year. If not, we’re going to have to pass for budget reasons.

I was dreading the actual physical battery swap which would require lying on my back and lifting out the old batteries, then lowering in the new batteries. While it wasn’t pleasant, that ended up being the easiest part of the project.

The new batteries were larger, so the old #2 cables to connect them to each other were not long enough. Then I had three cables made for batteries with posts instead of screw terminals. Then none of my old wires with screw terminal connection rings were large enough to fit over the new, beefier screw terminal posts. I spent quite a long time re-sorting cables and replacing the ends of them.

We made a run to West Marine for some #2 cable and terminal rings. Unfortunately, I didn’t think to ask anyone how I was supposed to crimp on the new terminals. All the tools on the boat proved woefully inadequate.

Mary made a trip to Home Depot while I worked on other things and came back with the heaviest duty crimpers they had, which were still far too small. We then made another trip to return them and tried O’Reillys. They had pre-made #4 battery cables in various lengths, but no crimper. We called our diesel mechanic friend, who showed up with clamp on post terminals. He just shook his head when he saw what we really needed crimped. He referred us to Blackburns, which unfortunately was closed.

In a last ditch effort, Mary called West Marine again, where we’d already been twice that day, to see if they had crimpers. They said they didn’t have one for sale, but they had one we could use, so we packed all the cables and connections into a bag, and made our third stop there.

The guy at the customer service desk led us to aisle 1 where there was a huge crimper bolted to a table. He said the staff was not allowed to crimp cables for us due to liability reasons, but we were welcome to crimp away.

Five minutes later we were headed back to the boat, and 15 minutes later I finally had everything reconnected and running.

I won’t know until next weekend whether or not our battery situation is really resolved, but I’m crossing my fingers we won’t have any more surprise projects this year.