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Out with the old…

July 21, 2014

HMS Illustrious River Forth

There’s been a lot of heavy metal moving around the Forth recently. HMS Illustrious was alongside the UK’s newest aircraft carrier in Rosyth for the naming ceremony, before being moved up river [see above and below].

HMS Illustrious River Forth July 2014

‘Lusty’ left the Forth at the weekend heading down to Portsmouth where she’s to be decommissioned.

HMS Queen Elizabeth dry dock Rosyth

HMS Queen Elizabeth is one of two replacements for the Invincible-class ships. While Illustrious dwarfed our Macwester, HMS Queen Elizabeth is three times the size of Illustrious.

HMS Queen Elizabeth floats

At the moment HMS Queen Elizabeth dominates the skyline in the Forth, even substantially blocking out the view to the bridges from Capernaum Pier.

HMS Queen Elizabeth bow

We sailed past her this morning [see shot above]. Not at all convinced I’d want to be in the way of 65,000 tonnes travelling at 25 knots. We were thankful that she was caged inside the dockyard at Rosyth.

HMS Queen Elizabeth Disney look-a-like

The shot above shows HMS Queen Elizabeth parked alongside a handful of nuclear subs [see the black line about half way along her port side].

Having made it safely past, we speculated what HMS Queen Elizabeth’s nickname might be …and from a distance we mischievously thought that she looked a little bit like a Disney pooch. Pluto was our first guess, but then we noticed the snaggle teeth on the bow and we realised that she looked more like Goofy from that angle. Given what we had felt just a few moments earlier, we reasoned that this must be a strategic attempt to lull the enemy into a false sense of security.

Reckon I’d still be tempted to run away …fast!

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€27500 “project” Macwester Wight

July 16, 2014

MacwesterWightProject01

During one of my recent interweb meanders I spotted an amazing-looking Macwester Wight for sale in the Netherlands and thought that I’d share it here. It’s an incomplete “project” boat, with the seller claiming that she’ll be valued at €48500 when she’s finished. I’m not sure how long the link will be live, so have a peek at the photographs while you still can by clicking here.

If you’re in the UK and the English Channel is too much of a barrier for you, then there’s another less complete “project” Wight for sale at the moment too which can be seen here. A lot less money, but quite a lot more to do.

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Polypropylene thruster buster

July 2, 2014

 

Polypropylene rope

Last time out on our Macwester Malin, our Max Power CT35 bow thruster started making a noise like a handful of memory sticks in a blender. After taking advice and running some diagnostics I concluded that the drive leg was the most likely suspect.

Power Max drive leg & propellers
With this in mind I spoke to A R Peachment, the very helpful Max Power UK main dealer and as they only had the CT45 spare part in stock, I opted for that. They explained that the only difference between the CT35 and the CT45 is that the 45 has two propellers; the electric motor is the same spec.

The drive leg is an oil-filled sealed unit, so once it’s broken it needs to be replaced. Complete with two propellers that added-up to just short of £500. ‘Fiddlesticks!’ I thought; that’s an unexpected expense that I could have done without on the run up to the holidays.

Power Max CT35
Over the next few days I familiarised myself with the installation instructions, and spent a few hours going through the process, but stopped short of removing the existing drive leg until I was sure I understood the challenges. As part of the dismantling and re-assembling the component parts, I found a small amount of polypropylene was wrapped around the shaft of the defunct drive leg, and I wondered whether that might have caused the failure.

Power Max CT 35 drive leg removal
Having purchased some CT1 to seal the gasket on the basis that it can cure underwater, and given that I planned on swapping the drive leg, anti-foul the tunnel, drive leg and propellers between tides …I was ready to go as soon as the tide started to fall.

Once I had freed all of the bolts, I used a wooden bung and a mallet to nudge the old drive leg free of the hull. I then headed down into the mud to sand down the tunnel before painting it with fresh antifoul and fitting the replacement part. I should have foreseen that the old gasket was likely to disintegrate, and removing it from the underside of a tunnel that’s knee-high was a lengthy, back-breaking task. Actually fitting the drive leg was easy enough, however there was no way of knowing which way to fit the part, as both shafts/propellers were identical. I reasoned optimistically that I had a 50:50 chance of getting it right.

Protruding propeller
Unfortunately while there is little technical difference between the CT35 and the CT45, there is a difference in installation. The CT35 motor has to be installed offset to the tunnel (to keep the single propeller in the centre), and the CT45 has to be centred. This meant that after converting from the 35 to the 45 configuration, the starboard propeller occasionally protruded from the tunnel by about 5mm when rotating. With this in mind I trimmed about 5mm off the propeller where this occurred. Not ideal, but repositioning the motor wasn’t an option between tides, and I will have to think long and hard about the pros and cons of centring the motor during the winter ashore.

Power Max CT45 bow thruster
Having reassembled all the parts and waited 24 hours for the CT1 to fully cure, I eventually tested the new drive leg. It was 100% successful… … …apart that is from the 50:50 chance of fitting the drive leg the right way …which rather inevitably turned out to be 100% wrong.

Wire swapping
I spent further time looking at diagrams, reading the installation instructions and researching online, before I swapped the brown and blue wire leading to the control panel and that fixed the problem.

Back on the water
While the process took me much longer than it would have taken an engineer, an engineer’s time would probably have cost around £500, and they would probably have wanted the boat to be lifted in and out of the water to do the job, which would have cost another £500. So all in all, I guess that fixing the issue myself (while upgrading from the Max Power CT35 to the CT 45) saved around £1000.

If you’re thinking about tackling similar remedial DIY work, there was nothing technically challenging in the process, but it is important that you start as soon as the tide drops, ensure that you have all of the required components and tools …and have a plan B should things not go to plan while the tide is out.

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Electric shock at Fife Regatta

June 18, 2014

BoltFifeRegatta01

We arrived at Capernaum Pier on Friday afternoon, ahead of most of the yachts that were expected to turn up for the Fife Regatta on Saturday and Sunday. Within a few minutes of tying up, a naval architect chum arrived on his super tender. From his own design studio, it’s called the Mylne Bolt and it’s powered by a chunky 185bhp dollop of electricity.

Leaving Capernaum

Before I knew what had happened I was on-board. The shot above shows us leaving our Macwester Malin and Capernaum Pier behind. I was expecting power, as the Bolt is the current (sorry) British record holder for the “Unrestricted Electric Runabout” class, but I wasn’t expecting the fabulous noise. Aren’t electric-powered vehicles supposed to be silent?

Onboard Mylne Bolt

A few minutes later, I had the privilege of taking the Bolt for a short spin, truncated only because I needed to get back ashore.

Mlyne Bolt on Forth

Not long after, I had the opportunity to head back out on the Bolt again …and I didn’t need to be asked twice. It’s a hoot! We headed out into the middle of the River Forth, where we rendezvou-ed with the local club safety boat. I jumped ship and shot some video of the Bolt from the other boat.

MacwesterMalin pre-Regatta

After lunch on Saturday more yachts arrived for the regatta, so we set sail before it got too busy. The little Hunter 23 behind our 32 ft Macwester had just arrived from Newcastle.

NASA Clipper Duet

Sailing east, it was a relief to see that our depth and speed logs were both operational at last. It’s been a frustrating two years trying to fathom out (sorry again) the problem, which in the end wasn’t interference but a faulty display, which had either been returned faulty from the manufacturer, or had developed a fault on return from the manufacturer two years previously.

Macwester Malin Port Edgar

Although there was a lot of activity at the marina, we enjoyed the relative tranquility of the day’s warm but rather sultry weather.

Leaving Port Edgar

The following day, our Macwester Malin was crammed full of family members that we took for a short, but enjoyable sail under the bridges. The shot above shows us leaving Port Edgar, with the Queensferry Crossing under construction in the background.

Hound Point looking west

We pootled along Peatdraught Bay and out past Hound Point, before time pressure required us to head back under the bridges again, but at least we had a gentle easterly behind us, and that was precisely what we needed with several non-sailors on-board. On the way back to Port Edgar we were buzzed by the same Fairline Squadron that we had followed out of the marina an hour or two earlier. Our guests had a great time, and it’s fair to say that we had a fab weekend too. Happy days!

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Picnic @ Peatdraught Bay

June 3, 2014

Three Forth Bridges

We slipped our mooring at 3pm on Friday and set course for Port Edgar marina. We were the first of half-a-dozen yachts from our club to make it over to South Queensferry.

Macwester Malin stern

Although already fine, the weather improved further and we dangled our legs off the stern of our Macwester Malin as we basked in the sunshine. A few hours later the other club yachts arrived, and we subsequently spent a cheerful night crammed onboard a Moody 31.

Tugs at Hound Point

The plan for the following day had been to anchor off Inchcolm, however this was changed at the very last-minute and instead we set off for a picnic at Peatdraught Bay, which is adjacent to Hound Point marine terminal. The shot above shows the view approaching the anchorage to our port side, and the shot below (taken seconds later) shows the view to our starboard, with our destination circled.

Approaching Peatdraught Bay

This was our first ever attempt at anchoring and it’s fair to say that it didn’t go according to plan. Our depth log was back at the manufacturer being repaired, and as we didn’t find out about the change of destination until after departure, I had no idea how much water was under our keels. We sought directions from a club member who was already anchored [the yacht inside the orange circle above], and inevitably our keels ended up ‘dunting’ off the rocks beneath us. The noise was starkly incongruous against the tranquility of the location. Although we were travelling at under 1 knot, the act of actually hitting something was also a first, and it unsettled us both. Having checked for water ingress, we eventually managed to lay our anchor down, however the tide and the wind were at odds, so our Malin was pointing the wrong way. After some further assistance and reassurance, we were ready to head ashore.

Anchored south of Hound Point

With half-a-dozen boats anchored there must have been at least twenty adults and children to ferry back and forth to the beach. Once there, everyone seemed to have a good time while the sun did it’s best to melt our collective cool box mountain.

Anchored at Peatdraught Bay

The wind picked-up a little and getting back out to our yacht on our diminutive inflatable was more challenging than getting ashore. Nonetheless we made it without any mishaps and with the wind off our stern, we sailed back-up river to Capernaum Pier. There were already two or three other visiting yachts alongside when we arrived. Later that day we spent some time with them, prior to friends descending on our Macwester Malin en masse for the evening.

Port keel antifoul scratch

The following morning, we surveyed the keels and found that our up close and personal rendezvous with the rocks scraped some of the anti-foul paint off our port keel. Nothing too much to worry about I don’t suppose, but I’m looking forward to getting our depth log back up and running nonetheless.

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May the Forth be with you

May 4, 2014

Forth Bridge

We managed to hit the waves for the first three weekends in a row, which must be some sort of personal best record for the start of the season. This time we made it past all two and a half of the Forth bridges and on to Aberdour (shown in the circle below, from on-board in Mortimer’s Deep). We were heading straight into an easterly, and as it was getting late in the day our sails stayed under wraps.

Approaching Aberdour from Mortimers Deep

Getting there was good fun, but the temperature noticeably dropped from six through to our arrival at seven on Friday night. The highlight of the journey was spotting our first puffin of 2014. As usual with puffins, it scampered beneath the waves before my camera powered up.

Aberdour Breakfast view

We spent a couple of nights alongside in Aberdour’s cosy harbour, where we were the first visiting yacht of the new season (according to the ABC visitor book at least). We caught up with our Aberdour-based friends and went for walks around the village and along the coast. It was more relaxing than exciting.

Macwester Malin Aberdour

Reluctantly we decided to head back to our mooring on the Sunday, as we had a few things that we wanted to achieve and we wouldn’t achieve them relaxing in Aberdour. Of course, by then the wind had veered round to the west (right on our bow) and we took the lazy/quick option of motoring back home.

Leaving Aberdour harbour

Although there had been some rain on Sunday, the weather was more settled again on the bank holiday Monday, and we ticked-off a few more items on our to-do list. It was a good weekend that was over all too soon.

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Shakedown encore

April 29, 2014

Three Forth Bridges

With poor weather forecast for the weekend, we weren’t convinced that we were going to get out on the water at all. However as we approached our Macwester Malin’s mooring on Saturday morning, we were pleasantly surprised at how calm the sea state was. The wind and rain were also much less apparent than the forecast had suggested.

Bridges in the mist
After a bit of consideration, we decided to go for a second helping of Port Edgar, and set a course for South Queensferry once again. Typically we would have opted for some variation, but the reality is that we’ve become reasonably risk-averse in the wake of our over-ambitious force 8 outing (see here), and Port Edgar is both sheltered, and close-by …not to mention accessible at low water. While the east coast haar (pictured above) regularly threatened, the weather was kind to us, particularly on Saturday evening (see below).

Macwester Malin ketch sunset
It’s fair to say that there was a bit of a déjà vu around our stay, however we enjoyed the weekend nonetheless. On the return leg home, the problems with our genoa continued, and we had to pop our twin-keel Macwester Malin back on her drying mooring with the genoa intent on flapping around, despite being ‘furled’ with a make-shift bungee. We made further adjustments and managed to furl the sail properly, however we really will need to find a permanent solution sooner rather than later.

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