Maintenance Log, 2003
Maintained by James Williams and Deborah Stern, third owners.
Biweekly - Perkins 4-108 engine, run in gear at 2200 RPM, 15-30 minutes, sailing or not.
Monthly - Bottom cleaning and zinc inspection (and renewal if necessary), by Fastbottoms, Alameda, CA.
1/9 - Est. 1600 hours on rebuilt engine.
3/17 - Removed broken bleed screw and the anti-stall device on which the screw is mounted; ordered new device. Torqued head and adjusted valves. Pulled oil cooler and removed head exchanger with saddle brackets - both appeared quite old - and sent out for remanufacturing.
Noted that the oil cooling circuit on Spindrift uses anti-freeze rather than seawater. It also has been modified on the output end to send anti-freeze to the water heater, no longer a stock part. To have gotten seawater in the oil, there would have to have been a small pinhole in the heat exchanger and a similar hole in the oil cooler. It appears that both the oil cooler and heat exchanger have been pulled by the previous owners and serviced. Now they seem possibly at the end of their service life and in the initial stage of failure. The heat exchanger outer shell particularly seems a little thin, and the cooling tubes are also probably thin.
4/8 - Installed and adjusted anti-stall device and injection pump bleed screw and installed rebuilt coolers. Bled engine, but it would not fire.
4/14-4/17 - Troubleshot fuel system: forced fuel backwards from the fuel filter inlet hose to the fuel tank and knocked a clog loose; reversed the flow and got good flow to the secondary filter assembly; checked flow before the lift pump an it was good, but after the lift pump it was low. Needs new lift pump.
Replaced the lift pump and fuel hose inlet fitting, which was jammed up against the intake manifold; the fuel hose just crumbled. Replaced all fuel hose, discovering both hoses had been wire tied in concealed areas under the stove and ice box. In pulling the hoses through one separated under the stove and the other separated just under the icebox, causing minor fuel spill.
Installed new fuel lines, having to move the 8D batteries to do it. The new lift pump has good suction, but fuel flow still restricted. Bled system three times, all the way to the injectors. No air left in system, but only fired once. Pulled injectors and tested them; they were good. Went back to tank pickup tube, pulled and checked for clogs - none found. Checked back through the filters, checking for algae & debris in filter head assembly check valves. Determined that high-pressure injection pump is bad.
4/22 - Removed injection pump and delivered to Diamond Diesel for testing and repair; it was totally worn out, requiring a complete rebuild. All the bolts on the exhaust manifold, injection pump, etc. were loose. Discovered two oil pressure senders installed but not wired to the engine harness; one attached to the remote oil filter adapter block, located where the hoses attach to the engine, port side forward; other directly aft of the injection pump and had to be removed to remove the pump. The aft sender was attached to a 45 deg steel pipefitting that broke in two on removal; had to extract the stub from the block.
4/30 - Discovered that the exhaust pipe that exits the exhaust manifold was loose midway up the pipe under the fiberglass wrap. Removed the fiberglass wrap from exhaust pipe. A 1-1/2" galvanized street-L is screwed into the exhaust manifold and the piping is screwed into this. The piping was never tightened sufficiently onto the street-L when originally assembled, so movement of the engine subsequently caused movement between the street-L and piping, which caused the threads in the street-L to wear out. Threads on the exhaust piping are marginal, but turns out the new pipefitting had deep enough threads to allow running the pipe deeper and into an area of good thread engagement. Reapplied fiberglass heat tape.
5/1-2 - Installed rebuilt high-pressure injection pump, did final fuel system bleed, test ran, adjusted idle speed and anti-stall device. At very end, discovered that an O-ring on the secondary fuel filter had been installed incorrectly and was blocking fuel flow - this was the result of work performed by Monterey Mariner in February. Job finished. Should not have problems with this engine for a very long time. (See entries for 5/28-29.)
3/22 - Removed old and installed new Raritan PH-II manual head - Chip Bem, O’Neill Yachts (Santa Cruz, CA) purchased the new head.
3/23 - Touched up hull paint and touched up varnish on worn spots along cap-rail - worst spots caused by rubbing of spring lines.
3/29 - Replaced automatic pump switch in bilge. Replaced broken snaps on hatch cover canvas.
4/6 - Cut to fit and relined shelves in galley and head with non-slip material.
4/19 - Adjusted tension on shrouds.
5/14 - Met with Hansen Rigging to discuss rigging options for short-handed sailing.
5/17 - Topped off batteries. Both batteries need to be replaced; ordered through Bay Marine Diesel. See general log entry for 5/16/03.
5/28-5/29 - Installed new batteries. Discovered that starter is draining down batteries; it needs new bearings and probably other repairs. Removed starter and replaced with rebuild. After a couple of cranks, engine started right up without bleeding. Ran under load for over an hour without problems. Probably an air bubble that had not bled off caused the engine stoppage on 5/16; had the batteries and starter been up to snuff, we should have been able to restart the engine when it quit. Work performed by Bay Marine Diesel.
6/12 - Fastbottoms notes that prop zinc and mounting tube are missing. Arrange for new zinc to be mounted on next service.
6/29-6/30 - Pumped head and filled diesel. Added ValvTect BioGuard Diesel Micro-Biocide and ValvTect Diesel Guard Heavy Duty Marine Diesel Additive to tank. Lengthened bilge pick up line to reach lowest point in bilge (near shower) and added a brass bilge strainer to hold in place. Works extremely well, and remaining water can be vacuumed out easily.
Took companionway hatch covers home to re-varnish. Sanded almost all the old varnish off and applied three coats Epifanes Wood Finish Gloss. Returned to boat on 7/11. Will add additional coats after winch installation in yard completed.
7/5-7/6 - Lowered jib and made temporary repairs to jib with nylon sail repair tape. Sealed and re-clamped mast boot with boot tape and clear silicon sealant. Thoroughly washed decks, removed a variety of tough stains - tried soap, FSR, and finally used On-and-Off (very strong and toxic). Cleaned and polished plexiglass hatch covers and ports, cleaned and waxed fiberglass in cockpit, polished stainless bow pulpit and mast hardware and winches, and vacuumed interior. Installed a bumper fender on the starboard slip finger, and replaced a fender that mysteriously disappeared overnight on 7/4.
Getting ready to pump the bilge, discovered a substantial amount of oil floating in the bilge. Put in four soakers to absorb the oil and checked engine oil level (okay) and for leaks. Didn't find any obvious leaks. Leaks had to have occurred on during the three hours motoring on 7/4, because the bilge was clean and dry when we arrived at the boat that day. Decided to call mechanic Michael Lord on 7/7 and arrange for him to inspect the engine and seal any leaks.
7/8-7/9 - Pulled oil soakers from bilge - really not a lot of oil - put in bilge cleaner, pumped, and vacuumed. Put an oil soaker in forward compartment of bilge to catch future leaks. Met with mechanic and looked for obvious oil leaks on engine. Found a couple of suspicious fittings, and observed that some oil is leaking (every so little) from the rear seal. Found a diesel fuel drip at the high-pressure pump, but not clear from exactly which fitting it's coming. Cleaned engine compartment with Simple Green, and replaced oily soaker pad under engine. Ran engine and looked for leaks; found none. Will have to keep watching when we run under normal load.
Finished cleaning and waxing topside gel coat, and removed rust stains around mast fittings with a couple of applications of FSR.
Installed Weems & Plath Ships Bells Clock from Islander Bahama 28 Dog Days. Need to patch holes from previous instrument, which had a slightly larger base (see 11/23/03).
Arranged to deliver genoa for repairs to Rooster Sails in Alameda on 7/15 and move boat to Mariner Boat Yard on or about 7/16 to install Andersen 52 EST winches and starting battery.
7/11 - Polished hull with Starbrite Marine Teflon Polish. Did a magnificent job! Should do again in 30 days, per product instructions, to give it a more long lasting finish.
7/12 - Checked for oil and diesel leaks at end of daylong sail with about two hours under motor. Found a small amount of oil leaking from fitting near high-pressure pump, tach plug looked damp, and rear engine seal showed some leakage. None really serious. But a worrisome amount of diesel (perhaps as much as an ounce) had leaked from some fitting on the high-pressure pump. Cleaned up leakage and replaced diesel wetted soaker pad under engine.
7/16-8/8 - Refitting work performed by Mariner Boat Yard (Rob Bastress) (receipt, invoice #10858):
Winches: Removed Barient 32 winches and supporting cleats from cockpit and replaced with Andersen 52STE (self-tailing, two-speed manual, one-speed electric) winches, including four gauge electrical runs, power posts, fuses, control boxes and switch installation. Repaired gelcoat where hardware was removed.
Starting battery: Moved Raycor filter from bottom of lazerette to starboard side of the engine compartment, and installed 12-volt Group 24 starting battery and battery box beneath the electrical panels in the lazerette where Raycor filter was. Paralleled existing 8D batteries for house bank.
Mast work: Replaced main boom topping lift, cleaned VHF antenna connector and sealed, lubricated windpoint/windspeed transducer, and ran flag halyard.
Miscellaneous: Replaced hose clamps on bilge line and cockpit drain lines in stern, replaced stern water tank fill line, cleaned up engine control wiring starboard behind lazarette, and bled fuel system and checked for leaks.
8/10-11/14 - After consultation with yard staff, determined to undertake additional significant refitting work at Mariner Boat Yard (Rob Bastress) (receipt, invoice #10858a):
Steering gear: Original pedestal and system was corroded, with teeth on gears broken and badly worn wire rope and sheaves. It could not be aligned properly as a result of the rudder post being raised an inch when previous owners had rebuilt it. Replaced steering pedestal with new Edson pedestal, controls, clutch, throttle, chain and wire rope assembly, and bronze sheaves.
Battery boxes, shelf, water system: On replacing 8D battery bank discovered that acid leaks had almost destroyed the battery and rear water tank aft cockpit locker sole. Removed water heater (which sat on top of the tank) and 35 gallon water tank. Removed old and rotted aft cockpit locker sole and constructed new sole from clear pine, sealed and painted. Built new cabinet for water tank with removable shelf on top. Painted lazarette interior and new cockpit locker sole. Installed inspection port in top of water tank. Installed sound insulation to cockpit sole and quarter berth wall. Reinstalled and installed water heater aft of the tank on the shelf. Installed all new water hoses from starboard tank to aft tank and installed Shurf water filter by starboard tank (access through starboard settee). Constructed new battery boxes for 8D bank, including removable step/shelf to cover them.
Rigging: Tuned rig, repositioned mast (forward, by adding eye jaw toggle to backstay, and from starboard to port about one inch), sealed mast partners using plumber’s foam. Tuning required loosening shroud to turnbuckles by teasing each one slowly over several days - all were frozen - and lubricating with lanoline. Repositioning of mast and tuning rig caused cabin to shift, resulting in headliner shifting dramatically in cabin and causing head portside light to leak. Rebedded portside light in head and above galley (which had leaked for some time).
Miscellaneous: Fabricated and installed new exhaust riser to replace worn out riser with broken welds, and installed new exhaust hoses. Hauled and replaced head sink valve and removed propeller; discovered shaft badly aligned, so raised engine mounts to realign shaft, lifting up (was bottomed out). Rebuilt Martec propeller (new bearings); hauled and reinstalled prop, renewed shaft zinc and prop button zinc. Installed deck tie-down to mast on aft side of mast to stabilize further separation from problem created by and incorrectly repaired by previous owners. Replaced radiator pressure cap.
Other items noted: replace old alternator/regulator with variable on/off alternator; replace water pump with variable speed pump; install strum box (strainer) on manual bilge pump line; seal wood drawers with Z-Spar 27 acrylic sealer.
11/15 - Renewed washers in galley fresh water faucet. General cleaning of interior, hull, and bilge.
11/22 - Motored over to Alameda Prop & Machine at Mariner Boat Yard. Scott Fossum dived the boat to check the cutlass bearing and prop pitch. He could find nothing wrong to explain the odd noise she makes when in gear - a noise that begins at about 1200 RPM and eventually disappears at about 2500 RPM in forward, a bit sooner in reverse. Greg Smith (Mariner Boat Yard Foreman), Rob Bastress, and Michael (mechanic at the yard) all listened - Michael thought it was the cutlass bearing; Greg decided it probably was a cavitations sound of water against the hull. We determined to listen over the next few months. If it gets worse, we'll come in and haul her to see if we can find the problem; if it stays the same or lessens, we'll simply check the cutlass bearing and prop carefully on our next scheduled bottom job haul-out (end of 2004).
11/23 - Purchased and installed Weems and Plath Ships Bells Clock for main cabin (see 7/8-9/03), and returned slightly smaller clock to Islander Bahama 28 Dog Days; new clock fit with original screw holes in bulkhead, so no patching necessary.
12/6-7 - Replaced jib sheets with 7/16" Samson Warpspeed (blue), replaced main sheet with 7/16" Samson Warpspeed (red), replaced preventer control lines with 7/16" Sta-Set (blue fleck), and replaced traveler control lines with 7/16" Sta-Set (blue). Replaced mainsheet block system with Lewmar 80mm Racing Blocks - fiddle block with becket attached to center of traveler; 5 single blocks for four bales on mast and at base of mast.
12/19-26 - Brought home small cockpit cap-rail, cup holder, and two gadget holders from bulkhead to re-varnish. Applied three coats of Epifanes Wood Finish Gloss.
12/27 - Cleaned and polished lifelines and polished stainless steel fittings. Brought home interior brass fixtures for polishing.
Biweekly - Perkins 4-108 engine, run in gear at 2200 RPM, 15-30 minutes, sailing or not.
Monthly - Bottom cleaning and zinc inspection (and renewal if necessary), by Fastbottoms, Alameda, CA.
1/9 - Est. 1600 hours on rebuilt engine.
1/1/-2/19 - Boat hauled on December 24, 2002, for hull and engine surveys (completed by 1/6). Engine oil test by Woodward Marine (Moss Landing, CA) for Lubewatch revealed some abnormalities in the spectrochemical analysis: copper = 74 ppm, sodium = 40 ppm, and potassium = 35 ppm. Additionally, it revealed physical properties of >.1% water and a trace level of glycol (coolant). The report recommended a cooling system pressure check, which we are deferring until we get the boat to its Alameda berth.
Took possession at Monterey Bay Boat Works on 1/11 and ordered work to be performed by the yard. Replacement of cutting bearing revealed electrolysis had almost destroyed the strut; new strut ordered (had to be cast) and installed. Removed, cleaned and reinstalled Martec propeller; installed new zincs. Touched up hull paint; cleaned, polished, and waxed hull. Removed and serviced through hull valves, prepped bottom for pain, and rolled on two coats blue Petit Trinidad. Basic survey performed by Stephen Wedlock (Wedlock & Stone, Sausalito CA). Engine survey performed by Monterey Mariner (Monterey, CA). All other work performed by Monterey Bay Boatworks and boat launched on 2/17. The yard charged 14 lay days out of 55, which considering inclement weather and delay in getting strut cast seemed reasonable.
1/11-1/12 - Removed settee, quarter-berth, and V-berth cushions and took to upholstery cleaners for thorough cleaning, removal of mildew, and zipper repair. Removed damp and mildewed personal items left by previous owners. Cleaned interior from bow to companion way hatch with Tilex Mildew Remover and Simple Green, removing damp teak pieces from head/shower floor and cabinets to clean and dry.
1/18-1/20 - Carefully inspected chain plates, stanchions, and cap-rail for signs of water seepage. Re-caulked two starboard and one port chain plates, which showed evidence of seepage; pulled out old caulk, cleaned with Acetone, and sealed with life-caulk (tried both liquid and regular life-caulk (prefer liquid for filling in small areas but must watch it seeping on to deck and nonskid). Removed teak paneling and backing ply board on starboard side of V-berth where dampness had set in from a stanchion leak; sun-dried for a day and replaced the next day. Found no dampness on port side. Found several gallons of standing water in bilge; removed, which seems to alleviate condensation problems. Continue cleaning cabinets with Tilex to remove mildew; Simple Green for grime (under sink in head, water lines, cabinets and draws in V-berth and main cabin). Removed CF Numbers, "Santa Cruz" hailing port letters, and Spindrift name from hull with oven cleaner and peeled off registration stickers. Removed, sanded, re-varnished cockpit table, cup holder, and flagpole with Epifanes Wood Finish Gloss – completed work at home.
1/25-1/26 - Recaulked bedding bolts in forward starboard stanchion; polished stainless bow and stern pulpits, stanchions, and deck fittings; cleaned, renewed, and polished brass fittings in head and main cabin; cleaned plumbing fittings in head; finished new design for name and hailing port (Spindrift San Francisco, CA).
2/1 - Cleaned, renewed, and polished brass fitting at Nav Station. Inspected aft below decks fittings, fuel and water lines, electrical connections, and CNG tank.
2/8 - Inspected paint touch up on freeboard and final application of new letter of name and hailing port. Made notes to pass on to boatyard foreman.
2/17 - Launched boat and moved to transient slip. Installed new "hold-up" spring for engine hatch.
2/20 - Changed oil, oil filter, and fuel filter; check heat exchanger zincs; check water pump impeller. Work performed by Monterey Mariner (see last notation in entry for 3/17-5/2).
2/22 - Hauled twice at Monterey Bay Boat Works to correct installation of Martec propeller. Prior to launch on 2/17, after removing, cleaning, and inspecting the propeller, it appears that the propeller was installed backwards (forward and reverse controls were reversed and the engine would not rev over 1200 RPM in forward gear). This mistake was made, even though the yard supervisor had been told when the boat was hauled to be extremely careful to reinstall correctly, as Martec warned about accidental backwards installation. The yard agreed to haul the boat to correct the problem. They agreed that the propeller was out of pitch, but never agreed that it had been installed backwards. In any case, it was launched and tried again. This time, although power was correct and the forward and reverse controls were correct, it was clear the pitch was off, as it chattered terribly in forward gear. It was hauled a second time, and the pitch was corrected. A final sea trial proved the repairs were made correctly.
3/5 - Removed and replaced fuel-sensing device on diesel tank; filtered and polished diesel fuel, effectively cleaning tank and removing approximately two cups of sediment (dead algae, etc.). No water in fuel. Work performed by Bob Sherman, Diesel Fuel Filtering (Alameda, CA).
3/7 - Professional cleaning job on bilge. Discovered the next day a significant amount of diesel (or water mixed with diesel) in the stern compartment of the bilge and arranged for it to be cleaned again. Work performed by Uzi Broshi, Seashine (Alameda, CA).
3/8-3/9 - Replaced primary Raycor fuel filter and secondary engine fuel filter. Worked to bleed fuel system on 3/8 with Michael Araneda. Had a difficult time locating the bleed points shown in the Perkins's manual; unable to start the engine. On 3/9 David Howie stopped by and, while we finally think we deciphered the manual, we broke off a bleed screw on the high-pressure fuel pump. It will need a professional mechanic to repair.
Performed other minor maintenance: replaced 12 v. lamp in main cabin and wired the switch so it would operate properly; cleaned marks off hull; washed down deck and removed stubborn stains from cockpit sole; polished brass on head seat; replaced broken cabinet latch in head; replaced fender whips. Removed, sanded, and re-varnished small cap-rail in cockpit with Epifanes Wood Finish Gloss - completed work at home.
3/10 - Second bilge cleaning. Contacted Marty Chin, Bay Marine Diesel (Alameda, CA), concerning engine problems and passed along the engine oil test results from January (see 1/1-2/19 entry). He advised that the sodium and potassium revealed in the oil analysis suggested a bad oil cooler. The source of anti-freeze in the oil is mostly likely from a leaking head gasket, cracked head or block. He recommended replacing the oil cooler, re-torque the head and adjusting the valves, replacing the bleed screw, and doing another oil analysis after 50 hours.
3/17-5/2 - Major work on Perkins 4-108 engine (performed by Marty Chin, Bay Marine Diesel)
Took possession at Monterey Bay Boat Works on 1/11 and ordered work to be performed by the yard. Replacement of cutting bearing revealed electrolysis had almost destroyed the strut; new strut ordered (had to be cast) and installed. Removed, cleaned and reinstalled Martec propeller; installed new zincs. Touched up hull paint; cleaned, polished, and waxed hull. Removed and serviced through hull valves, prepped bottom for pain, and rolled on two coats blue Petit Trinidad. Basic survey performed by Stephen Wedlock (Wedlock & Stone, Sausalito CA). Engine survey performed by Monterey Mariner (Monterey, CA). All other work performed by Monterey Bay Boatworks and boat launched on 2/17. The yard charged 14 lay days out of 55, which considering inclement weather and delay in getting strut cast seemed reasonable.
1/11-1/12 - Removed settee, quarter-berth, and V-berth cushions and took to upholstery cleaners for thorough cleaning, removal of mildew, and zipper repair. Removed damp and mildewed personal items left by previous owners. Cleaned interior from bow to companion way hatch with Tilex Mildew Remover and Simple Green, removing damp teak pieces from head/shower floor and cabinets to clean and dry.
1/18-1/20 - Carefully inspected chain plates, stanchions, and cap-rail for signs of water seepage. Re-caulked two starboard and one port chain plates, which showed evidence of seepage; pulled out old caulk, cleaned with Acetone, and sealed with life-caulk (tried both liquid and regular life-caulk (prefer liquid for filling in small areas but must watch it seeping on to deck and nonskid). Removed teak paneling and backing ply board on starboard side of V-berth where dampness had set in from a stanchion leak; sun-dried for a day and replaced the next day. Found no dampness on port side. Found several gallons of standing water in bilge; removed, which seems to alleviate condensation problems. Continue cleaning cabinets with Tilex to remove mildew; Simple Green for grime (under sink in head, water lines, cabinets and draws in V-berth and main cabin). Removed CF Numbers, "Santa Cruz" hailing port letters, and Spindrift name from hull with oven cleaner and peeled off registration stickers. Removed, sanded, re-varnished cockpit table, cup holder, and flagpole with Epifanes Wood Finish Gloss – completed work at home.
1/25-1/26 - Recaulked bedding bolts in forward starboard stanchion; polished stainless bow and stern pulpits, stanchions, and deck fittings; cleaned, renewed, and polished brass fittings in head and main cabin; cleaned plumbing fittings in head; finished new design for name and hailing port (Spindrift San Francisco, CA).
2/1 - Cleaned, renewed, and polished brass fitting at Nav Station. Inspected aft below decks fittings, fuel and water lines, electrical connections, and CNG tank.
2/8 - Inspected paint touch up on freeboard and final application of new letter of name and hailing port. Made notes to pass on to boatyard foreman.
2/17 - Launched boat and moved to transient slip. Installed new "hold-up" spring for engine hatch.
2/20 - Changed oil, oil filter, and fuel filter; check heat exchanger zincs; check water pump impeller. Work performed by Monterey Mariner (see last notation in entry for 3/17-5/2).
2/22 - Hauled twice at Monterey Bay Boat Works to correct installation of Martec propeller. Prior to launch on 2/17, after removing, cleaning, and inspecting the propeller, it appears that the propeller was installed backwards (forward and reverse controls were reversed and the engine would not rev over 1200 RPM in forward gear). This mistake was made, even though the yard supervisor had been told when the boat was hauled to be extremely careful to reinstall correctly, as Martec warned about accidental backwards installation. The yard agreed to haul the boat to correct the problem. They agreed that the propeller was out of pitch, but never agreed that it had been installed backwards. In any case, it was launched and tried again. This time, although power was correct and the forward and reverse controls were correct, it was clear the pitch was off, as it chattered terribly in forward gear. It was hauled a second time, and the pitch was corrected. A final sea trial proved the repairs were made correctly.
3/5 - Removed and replaced fuel-sensing device on diesel tank; filtered and polished diesel fuel, effectively cleaning tank and removing approximately two cups of sediment (dead algae, etc.). No water in fuel. Work performed by Bob Sherman, Diesel Fuel Filtering (Alameda, CA).
3/7 - Professional cleaning job on bilge. Discovered the next day a significant amount of diesel (or water mixed with diesel) in the stern compartment of the bilge and arranged for it to be cleaned again. Work performed by Uzi Broshi, Seashine (Alameda, CA).
3/8-3/9 - Replaced primary Raycor fuel filter and secondary engine fuel filter. Worked to bleed fuel system on 3/8 with Michael Araneda. Had a difficult time locating the bleed points shown in the Perkins's manual; unable to start the engine. On 3/9 David Howie stopped by and, while we finally think we deciphered the manual, we broke off a bleed screw on the high-pressure fuel pump. It will need a professional mechanic to repair.
Performed other minor maintenance: replaced 12 v. lamp in main cabin and wired the switch so it would operate properly; cleaned marks off hull; washed down deck and removed stubborn stains from cockpit sole; polished brass on head seat; replaced broken cabinet latch in head; replaced fender whips. Removed, sanded, and re-varnished small cap-rail in cockpit with Epifanes Wood Finish Gloss - completed work at home.
3/10 - Second bilge cleaning. Contacted Marty Chin, Bay Marine Diesel (Alameda, CA), concerning engine problems and passed along the engine oil test results from January (see 1/1-2/19 entry). He advised that the sodium and potassium revealed in the oil analysis suggested a bad oil cooler. The source of anti-freeze in the oil is mostly likely from a leaking head gasket, cracked head or block. He recommended replacing the oil cooler, re-torque the head and adjusting the valves, replacing the bleed screw, and doing another oil analysis after 50 hours.
3/17-5/2 - Major work on Perkins 4-108 engine (performed by Marty Chin, Bay Marine Diesel)
3/17 - Removed broken bleed screw and the anti-stall device on which the screw is mounted; ordered new device. Torqued head and adjusted valves. Pulled oil cooler and removed head exchanger with saddle brackets - both appeared quite old - and sent out for remanufacturing.
Noted that the oil cooling circuit on Spindrift uses anti-freeze rather than seawater. It also has been modified on the output end to send anti-freeze to the water heater, no longer a stock part. To have gotten seawater in the oil, there would have to have been a small pinhole in the heat exchanger and a similar hole in the oil cooler. It appears that both the oil cooler and heat exchanger have been pulled by the previous owners and serviced. Now they seem possibly at the end of their service life and in the initial stage of failure. The heat exchanger outer shell particularly seems a little thin, and the cooling tubes are also probably thin.
4/8 - Installed and adjusted anti-stall device and injection pump bleed screw and installed rebuilt coolers. Bled engine, but it would not fire.
4/14-4/17 - Troubleshot fuel system: forced fuel backwards from the fuel filter inlet hose to the fuel tank and knocked a clog loose; reversed the flow and got good flow to the secondary filter assembly; checked flow before the lift pump an it was good, but after the lift pump it was low. Needs new lift pump.
Replaced the lift pump and fuel hose inlet fitting, which was jammed up against the intake manifold; the fuel hose just crumbled. Replaced all fuel hose, discovering both hoses had been wire tied in concealed areas under the stove and ice box. In pulling the hoses through one separated under the stove and the other separated just under the icebox, causing minor fuel spill.
Installed new fuel lines, having to move the 8D batteries to do it. The new lift pump has good suction, but fuel flow still restricted. Bled system three times, all the way to the injectors. No air left in system, but only fired once. Pulled injectors and tested them; they were good. Went back to tank pickup tube, pulled and checked for clogs - none found. Checked back through the filters, checking for algae & debris in filter head assembly check valves. Determined that high-pressure injection pump is bad.
4/22 - Removed injection pump and delivered to Diamond Diesel for testing and repair; it was totally worn out, requiring a complete rebuild. All the bolts on the exhaust manifold, injection pump, etc. were loose. Discovered two oil pressure senders installed but not wired to the engine harness; one attached to the remote oil filter adapter block, located where the hoses attach to the engine, port side forward; other directly aft of the injection pump and had to be removed to remove the pump. The aft sender was attached to a 45 deg steel pipefitting that broke in two on removal; had to extract the stub from the block.
4/30 - Discovered that the exhaust pipe that exits the exhaust manifold was loose midway up the pipe under the fiberglass wrap. Removed the fiberglass wrap from exhaust pipe. A 1-1/2" galvanized street-L is screwed into the exhaust manifold and the piping is screwed into this. The piping was never tightened sufficiently onto the street-L when originally assembled, so movement of the engine subsequently caused movement between the street-L and piping, which caused the threads in the street-L to wear out. Threads on the exhaust piping are marginal, but turns out the new pipefitting had deep enough threads to allow running the pipe deeper and into an area of good thread engagement. Reapplied fiberglass heat tape.
5/1-2 - Installed rebuilt high-pressure injection pump, did final fuel system bleed, test ran, adjusted idle speed and anti-stall device. At very end, discovered that an O-ring on the secondary fuel filter had been installed incorrectly and was blocking fuel flow - this was the result of work performed by Monterey Mariner in February. Job finished. Should not have problems with this engine for a very long time. (See entries for 5/28-29.)
3/22 - Removed old and installed new Raritan PH-II manual head - Chip Bem, O’Neill Yachts (Santa Cruz, CA) purchased the new head.
3/23 - Touched up hull paint and touched up varnish on worn spots along cap-rail - worst spots caused by rubbing of spring lines.
3/29 - Replaced automatic pump switch in bilge. Replaced broken snaps on hatch cover canvas.
4/6 - Cut to fit and relined shelves in galley and head with non-slip material.
4/19 - Adjusted tension on shrouds.
5/14 - Met with Hansen Rigging to discuss rigging options for short-handed sailing.
5/17 - Topped off batteries. Both batteries need to be replaced; ordered through Bay Marine Diesel. See general log entry for 5/16/03.
5/28-5/29 - Installed new batteries. Discovered that starter is draining down batteries; it needs new bearings and probably other repairs. Removed starter and replaced with rebuild. After a couple of cranks, engine started right up without bleeding. Ran under load for over an hour without problems. Probably an air bubble that had not bled off caused the engine stoppage on 5/16; had the batteries and starter been up to snuff, we should have been able to restart the engine when it quit. Work performed by Bay Marine Diesel.
6/12 - Fastbottoms notes that prop zinc and mounting tube are missing. Arrange for new zinc to be mounted on next service.
6/29-6/30 - Pumped head and filled diesel. Added ValvTect BioGuard Diesel Micro-Biocide and ValvTect Diesel Guard Heavy Duty Marine Diesel Additive to tank. Lengthened bilge pick up line to reach lowest point in bilge (near shower) and added a brass bilge strainer to hold in place. Works extremely well, and remaining water can be vacuumed out easily.
Took companionway hatch covers home to re-varnish. Sanded almost all the old varnish off and applied three coats Epifanes Wood Finish Gloss. Returned to boat on 7/11. Will add additional coats after winch installation in yard completed.
7/5-7/6 - Lowered jib and made temporary repairs to jib with nylon sail repair tape. Sealed and re-clamped mast boot with boot tape and clear silicon sealant. Thoroughly washed decks, removed a variety of tough stains - tried soap, FSR, and finally used On-and-Off (very strong and toxic). Cleaned and polished plexiglass hatch covers and ports, cleaned and waxed fiberglass in cockpit, polished stainless bow pulpit and mast hardware and winches, and vacuumed interior. Installed a bumper fender on the starboard slip finger, and replaced a fender that mysteriously disappeared overnight on 7/4.
Getting ready to pump the bilge, discovered a substantial amount of oil floating in the bilge. Put in four soakers to absorb the oil and checked engine oil level (okay) and for leaks. Didn't find any obvious leaks. Leaks had to have occurred on during the three hours motoring on 7/4, because the bilge was clean and dry when we arrived at the boat that day. Decided to call mechanic Michael Lord on 7/7 and arrange for him to inspect the engine and seal any leaks.
7/8-7/9 - Pulled oil soakers from bilge - really not a lot of oil - put in bilge cleaner, pumped, and vacuumed. Put an oil soaker in forward compartment of bilge to catch future leaks. Met with mechanic and looked for obvious oil leaks on engine. Found a couple of suspicious fittings, and observed that some oil is leaking (every so little) from the rear seal. Found a diesel fuel drip at the high-pressure pump, but not clear from exactly which fitting it's coming. Cleaned engine compartment with Simple Green, and replaced oily soaker pad under engine. Ran engine and looked for leaks; found none. Will have to keep watching when we run under normal load.
Finished cleaning and waxing topside gel coat, and removed rust stains around mast fittings with a couple of applications of FSR.
Installed Weems & Plath Ships Bells Clock from Islander Bahama 28 Dog Days. Need to patch holes from previous instrument, which had a slightly larger base (see 11/23/03).
Arranged to deliver genoa for repairs to Rooster Sails in Alameda on 7/15 and move boat to Mariner Boat Yard on or about 7/16 to install Andersen 52 EST winches and starting battery.
7/11 - Polished hull with Starbrite Marine Teflon Polish. Did a magnificent job! Should do again in 30 days, per product instructions, to give it a more long lasting finish.
7/12 - Checked for oil and diesel leaks at end of daylong sail with about two hours under motor. Found a small amount of oil leaking from fitting near high-pressure pump, tach plug looked damp, and rear engine seal showed some leakage. None really serious. But a worrisome amount of diesel (perhaps as much as an ounce) had leaked from some fitting on the high-pressure pump. Cleaned up leakage and replaced diesel wetted soaker pad under engine.
7/16-8/8 - Refitting work performed by Mariner Boat Yard (Rob Bastress) (receipt, invoice #10858):
Winches: Removed Barient 32 winches and supporting cleats from cockpit and replaced with Andersen 52STE (self-tailing, two-speed manual, one-speed electric) winches, including four gauge electrical runs, power posts, fuses, control boxes and switch installation. Repaired gelcoat where hardware was removed.
Starting battery: Moved Raycor filter from bottom of lazerette to starboard side of the engine compartment, and installed 12-volt Group 24 starting battery and battery box beneath the electrical panels in the lazerette where Raycor filter was. Paralleled existing 8D batteries for house bank.
Mast work: Replaced main boom topping lift, cleaned VHF antenna connector and sealed, lubricated windpoint/windspeed transducer, and ran flag halyard.
Miscellaneous: Replaced hose clamps on bilge line and cockpit drain lines in stern, replaced stern water tank fill line, cleaned up engine control wiring starboard behind lazarette, and bled fuel system and checked for leaks.
8/10-11/14 - After consultation with yard staff, determined to undertake additional significant refitting work at Mariner Boat Yard (Rob Bastress) (receipt, invoice #10858a):
Steering gear: Original pedestal and system was corroded, with teeth on gears broken and badly worn wire rope and sheaves. It could not be aligned properly as a result of the rudder post being raised an inch when previous owners had rebuilt it. Replaced steering pedestal with new Edson pedestal, controls, clutch, throttle, chain and wire rope assembly, and bronze sheaves.
Battery boxes, shelf, water system: On replacing 8D battery bank discovered that acid leaks had almost destroyed the battery and rear water tank aft cockpit locker sole. Removed water heater (which sat on top of the tank) and 35 gallon water tank. Removed old and rotted aft cockpit locker sole and constructed new sole from clear pine, sealed and painted. Built new cabinet for water tank with removable shelf on top. Painted lazarette interior and new cockpit locker sole. Installed inspection port in top of water tank. Installed sound insulation to cockpit sole and quarter berth wall. Reinstalled and installed water heater aft of the tank on the shelf. Installed all new water hoses from starboard tank to aft tank and installed Shurf water filter by starboard tank (access through starboard settee). Constructed new battery boxes for 8D bank, including removable step/shelf to cover them.
Rigging: Tuned rig, repositioned mast (forward, by adding eye jaw toggle to backstay, and from starboard to port about one inch), sealed mast partners using plumber’s foam. Tuning required loosening shroud to turnbuckles by teasing each one slowly over several days - all were frozen - and lubricating with lanoline. Repositioning of mast and tuning rig caused cabin to shift, resulting in headliner shifting dramatically in cabin and causing head portside light to leak. Rebedded portside light in head and above galley (which had leaked for some time).
Miscellaneous: Fabricated and installed new exhaust riser to replace worn out riser with broken welds, and installed new exhaust hoses. Hauled and replaced head sink valve and removed propeller; discovered shaft badly aligned, so raised engine mounts to realign shaft, lifting up (was bottomed out). Rebuilt Martec propeller (new bearings); hauled and reinstalled prop, renewed shaft zinc and prop button zinc. Installed deck tie-down to mast on aft side of mast to stabilize further separation from problem created by and incorrectly repaired by previous owners. Replaced radiator pressure cap.
Other items noted: replace old alternator/regulator with variable on/off alternator; replace water pump with variable speed pump; install strum box (strainer) on manual bilge pump line; seal wood drawers with Z-Spar 27 acrylic sealer.
11/15 - Renewed washers in galley fresh water faucet. General cleaning of interior, hull, and bilge.
11/22 - Motored over to Alameda Prop & Machine at Mariner Boat Yard. Scott Fossum dived the boat to check the cutlass bearing and prop pitch. He could find nothing wrong to explain the odd noise she makes when in gear - a noise that begins at about 1200 RPM and eventually disappears at about 2500 RPM in forward, a bit sooner in reverse. Greg Smith (Mariner Boat Yard Foreman), Rob Bastress, and Michael (mechanic at the yard) all listened - Michael thought it was the cutlass bearing; Greg decided it probably was a cavitations sound of water against the hull. We determined to listen over the next few months. If it gets worse, we'll come in and haul her to see if we can find the problem; if it stays the same or lessens, we'll simply check the cutlass bearing and prop carefully on our next scheduled bottom job haul-out (end of 2004).
11/23 - Purchased and installed Weems and Plath Ships Bells Clock for main cabin (see 7/8-9/03), and returned slightly smaller clock to Islander Bahama 28 Dog Days; new clock fit with original screw holes in bulkhead, so no patching necessary.
12/6-7 - Replaced jib sheets with 7/16" Samson Warpspeed (blue), replaced main sheet with 7/16" Samson Warpspeed (red), replaced preventer control lines with 7/16" Sta-Set (blue fleck), and replaced traveler control lines with 7/16" Sta-Set (blue). Replaced mainsheet block system with Lewmar 80mm Racing Blocks - fiddle block with becket attached to center of traveler; 5 single blocks for four bales on mast and at base of mast.
12/19-26 - Brought home small cockpit cap-rail, cup holder, and two gadget holders from bulkhead to re-varnish. Applied three coats of Epifanes Wood Finish Gloss.
12/27 - Cleaned and polished lifelines and polished stainless steel fittings. Brought home interior brass fixtures for polishing.
posted by james and penelope at 9:38 AM
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