Well, we are starting to see some signs of spring in the boat yard.Â You know, the sounds of sanding, scraping and polishing! Â I normally like to be ready to sail by around April 1 here in Virginia, even though nice warm sailing days still are still elusive early in the month.Â So I need to get started myself. This quarter we have an article on replacing the bearings in the Shaeffer furlers that were standard on many of our boats.Â Second, I will share my findings and a response I received from Westerbeke on my raw water pump seal failure. Â Lastly, I also will provide the quarterly summary of Yahoo discussions that I started in last quarterâ€™s edition. I hope that you have a great sailing season in 2011 and I look forward to receiving many future helpful and informative technical articles to publish here in Mainsheet.
Thomas Brantigan C387 #96 Recent discussions on the C380 forum have discussed actually removing the cockpit table but here is a project that goes in just the opposite direction â€“ it makes it bigger! Cockpit Table Extension My wife and daughter and I often sail with our friends, the Coreyâ€™s, who own a C34 they purchased new over 20 years ago.Â When we throw the hook, we have happy hour and then dinner on one boat or the other.Â The cockpit table in the 387 seats four people comfortably but we typically have at least 5 â€“ thus the project to add a portable extension to the table. The project is fairly simple but has some interesting aspects that are worth discussing. The first thing I did was to create a template of the shape I needed to butt against the existing cockpit table.Â One could just use a straight
Thomas Brantigan C387 #96Â Toccata in Sea Mainsheet 2011 Boat repairs are like war; the plan only lasts until the first battle starts! It all started when the boat was pulled at the end of last season.Â I noticed that the lower rudder bearing was loose â€“ something new since the boat was last pulled.Â From there, I noticed a crack in the forward portion of the rudder so drilled a small hole in the bottom of the rudder and found that a small amount of water drained out.Â As with many projects, had I known at the beginning what I knew in the end, I would have done a different project.Â It was just one of those things that kept getting bigger as you went along. Important to this discussion is that I have a C387 and not a C380.Â Evidently the length of the rudder post is different
Reinforcing the Anchor Roller for a Spinnaker Tack Point; Spinnaker Running Gear Ideas By Tim Porter, C380 #199 Serendipity Mainsheet, December 2011 The forward end of the C380 anchor roller is 20 inches ahead of the forestay attach plate, 10 inches ahead and clear of the bow pulpit, and on Serendipity was just begging to be used as the tack point for an asymmetrical spinnaker! The only issue was the upward load put on the anchor roller attachment in anything more than a light breeze. I solved this problem by having a â€śbobstay strapâ€ť made which attaches to the bottom of the anchor roller and the existing chainplate for the forestay located on the stem (photo 1). The strap has the additional benefit of strengthening the anchor roller in the downward direction, making it less likely youâ€™ll damage it with excessive loading while weighing anchor (stuck anchor, pulling up a
Note from the Editor, Hard to believe that summer is almost over. Hopefully you had a good sailing season. Mine was limited due to travel, hot weather, and no wind. Next we had the Virginia earthquake â€“ didnâ€™t impact sailing but my dockmates said the docks and pilings were shaking. And finally in came Hurricane Irene. So far I have only received one report of damage to boats in our fleet. That was the result of an anchored Peterson 42 dragging down on the C380 Oceania. It appears that the C380 won that battle with the Peterson being â€śT-bonedâ€ť by Oceania. Oceania suffered some bow damage, but the Peterson was worse off. It is interesting that marinas on the Chesapeake generally allowed boats to stay at their slips, while Northeastern marinas seemed to require boats to vacate. Oceania was damaged as a result of that policy. On the other hand,
Posted by: “Joseph A. Revak, DMD, MAS” joenopain1 Thu Aug 11, 2011 5:01 am (PDT) Steve, I do have the Winch Rite. I only use it for raising the main. It would be to bulky for jib sheeting. I like it for the main. I also have the Tides Marine Strong track system. When I first got the Winch Rite I used the slow speed to raise the Main, now I use the higher speed and it does just fine. A LOT less work for my back. It is usually Diane and I on the boat so, as someone said with the Strong system I could raise the main at the mast easily, but we always raise the Main from the cockpit and there is the additional resistance from the blocks. Where I really like it is at the beginning of the season while I feed the jib into
Note from the Editor: Unfortunately this will be my last Mainsheet article. After much soul searching, we have decided to sell our C380, Blue Heron. We have enjoyed our nearly eight years with her and I still remember how impressed we were with the size, comfort, sailing qualities â€“ you name it â€“ versus our old C34. However, she is a lot of boat for the limited amount day sailing we have ended up doing of late. You are supposed to have lots of free time in retirement, but it seems like there is always something else going on that makes it hard to block out the time for sailing. My calendar is much fuller than when I was working â€“ go figure! She passed survey today so it looks like the deal we have to sell will go through. So, what is next? Hard to say. Probably something much
A few years ago I converted the Seaward engine control pod on my C380, hull #199, to the NavPod EP162 pod that NavPod supplied to Catalina for use on some later/other models, and was apparently designed to be used with the Yanmar engine.Â The EP162 is very nice as its sleeker looking and aims the instruments upward for a better view from the helm, and NavPod is selling them for $99 right now (ad in current Mainsheet).Â The gauges used with the Westerbeke all swap over perfectly and most holes are pre-cut.Â This project is likely applicable to other Catalina models that use the Edson pedestal and the older Seaward pod.Â Here is a rundown of the project. First off, my boat was fitted with two wiring tubes from the cockpit sole up to the original pod.Â The port side tube contained all the engine wiring and kill-cable.Â The starboard
By Bob Bierly BACKGROUND: Recently on the Catalina Yahoo web site, there was some discussion about the 3100 Schaeffer genoa furler that many of us have as factory equipment.Â My furler on Câ€™mon Wind (Hull #255 vintage 2000) had been getting increasingly harder to turn over the last three years.Â When new, it was wonderful never requiring more than a modest effort to unfurl or furl the 155% genoa. I never used a winch.Â But age had its way with the furler and after several attempts at freeing up the lower bearing assembly, I recently gave up. [Editorâ€™s Note â€“ Remember never to lubricate the Torlon bearings with lubricating sprays, etc.Â Just flush with fresh water â€“ Steve]Â Â I called Schaeffer Marine inNew BedfordMA (508-995-9511) and talked with Dave Anderson.Â He told me that Schaeffer had re-engineered the lower bearing unit into a single piece. So for $110,
By Steve Riddle, Blue Heron C380 #194 (1999) I have been having ongoing problems with the raw water pump leaking on my Westerbeke 42B. The engine has about 450 total hours, which is pretty low considering the age of the boat.Â The raw water pump started leaking two years ago during the 2008 season.Â On the Westerbeke, the pump housing has a set of weep holes which will theoretically drain any water that gets past the internal shaft water seal.Â This serves two purposes.Â First is to give you a visual indication of a leak, although the pump is unfortunately located directly over the forward port engine mount which will start to rust from the salt water dripping out of the pump.Â Second, the weep holes should keep salt water out of the pump bearings, which are protected by an oil seal on the other side of the weep holes.