So following the bank holiday sail around the NAB tower, when battery bank 1 seemed to lose charge quickly, skip has been down almost every day to check on me or rather the state of the batteries. He came to the conclusion that the Rutland 1200 wind turbine isn't charging for some reason. He's popped some tablets in each of the cells of the batteries that have a problem and keeps checking the specific gravity thereafter.
He's measured the incoming AC voltage which appears to have a maximum of 8-9v, which then concerns him as to re-charge 12.5v batteries you need to reverse the flow of current and to do that you need to be raise the positive side to 13.0v or more (assuming that its a negative earth), so that the current can flow in the opposite direction. The new alternator skipper fitted to my engine, together with the intelligent regulator, pushes 14.4v back to the batteries at 50amps at 1200rpm, which is similar to the Sterling shore power charger. He measured the DC side and this only matched the voltage reading the batteries were giving, no increase.
Various e-mails and telephone conversations means that the units MPPT box and remote display is being returned to be checked out. So hopefully this will be resolved soon and my electrics can return to a tip top condition.
This weekend my crew turned up with a couple of guests. The wind on Saturday was around 20 knots and on leaving the Medina I was brought round to head West. Two reefs in with a fairly lumpy sea state, the guests where not quite so sea fearing, so skip turned my round to run with the wind and ease the motion. We stopped at Osborne Bay again and everyone was able to eat lunch. When I return to my berth and skip eventually shut the my engine down, battery bank 1 appeared to have recovered slightly and the voltage remained steady above 12.5v, this didn't happen before and it would drop to 11.7v. Even the wind generator seemed to try to add the odd 0.1v now and then !
Still he's sending it back on Monday to be tested, as it should, when the engines running slow the turbine down as the powers not needed, this wasn't happening either. I'll keep you posted !
Sunday 21 May 2017
Monday 8 May 2017
Free Power
Remember my old wind generator that the crew were so enamoured with, until it managed to burn itself out ? Well skip today (Monday), came down with a hydrometer to measure the specific gravity of each cell that makes up the battery and all the batteries within bank 1. Not only did he do that, but with the wiring finished for the new Rutland 1200 wind generator, he assembled the unit and raised it on its pole.
This much more advance peace of kit generates ac current which is sent direct to the controller, that converts it dc. This time skip has wired it to both battery banks as he's of the opinion that the engine start battery, which has no other purpose than that, is well looked after by the engines alternator on its own. Not only that but a set of jump leads to one of the banks would start the engine if the battery failed for any reason.
The controller that has been fitted adjacent to the Stirling shore powered charger, does look a little industrial and was the downside when it first came out however, a much more pleasant interface that provides readings similar to that they enjoyed with the old 914i unit. The controller has indication lights two on the left and two on the right, the left shows whether a wind generator or solar panel is fitted and goes green if it does. On the right a traffic light system indicates the state of the battery banks 1 & 2, green for above 13v, orange for between 12v - 13v and red if below 12v.
After the Bank Holiday weekend sail, skip was a bit concerned that battery bank 1, that consists of four wired in series, was dropping in power. The hydrometer showed that three had lost power, but this may be due to the sudden dilution from top up fluid and so the fact that the generator is now fitted and running means that the batteries will be subject to the same charging routine as the other chargers provide, bulk, absorption and trickle charge. This ability to constantly recharge the deep cycle batteries at a level that they require, should give them the best chance for longevity preventing sulphate build up on the plates.
I'll keep you up to date as to whether the doggy three manage to pull their socks up, after all a sailing yacht like me turns the free power to get my crew from place to place, why not harness that same power to generate electricity too.
This much more advance peace of kit generates ac current which is sent direct to the controller, that converts it dc. This time skip has wired it to both battery banks as he's of the opinion that the engine start battery, which has no other purpose than that, is well looked after by the engines alternator on its own. Not only that but a set of jump leads to one of the banks would start the engine if the battery failed for any reason.
The controller that has been fitted adjacent to the Stirling shore powered charger, does look a little industrial and was the downside when it first came out however, a much more pleasant interface that provides readings similar to that they enjoyed with the old 914i unit. The controller has indication lights two on the left and two on the right, the left shows whether a wind generator or solar panel is fitted and goes green if it does. On the right a traffic light system indicates the state of the battery banks 1 & 2, green for above 13v, orange for between 12v - 13v and red if below 12v.
Rutland 1200 Controller Unit
After the Bank Holiday weekend sail, skip was a bit concerned that battery bank 1, that consists of four wired in series, was dropping in power. The hydrometer showed that three had lost power, but this may be due to the sudden dilution from top up fluid and so the fact that the generator is now fitted and running means that the batteries will be subject to the same charging routine as the other chargers provide, bulk, absorption and trickle charge. This ability to constantly recharge the deep cycle batteries at a level that they require, should give them the best chance for longevity preventing sulphate build up on the plates.
Display unit at the chart table
I'll keep you up to date as to whether the doggy three manage to pull their socks up, after all a sailing yacht like me turns the free power to get my crew from place to place, why not harness that same power to generate electricity too.
Friday 5 May 2017
Bank Holiday Weather
My skipper had arranged amongst his friends for three of us to take them over to France for the Bank Holiday weekend. Nimrod, a 35' that is currently moored next to me was to carry three chaps over, Escalon a 27' was to carry a father and daughter combination, but due to her not being particularly quick, she was going to leave on the Friday to give her crew a full days rest before returning.
I and Nimrod, were going to leave at 0800 to arrive around 2200 in Cherbourg wind willing, with a return at 1800 on Sunday meant an overnight passage for the skippers, although mine wouldmore than likely be on his own, as the girls would be tucked up in my cabins. However wind was the issue. The Metoffice forecast had a low pressure building south of the Fastnet rock, influencing the weather in the Channel, with winds in excess of 30 knots likely for the Sunday return. Nothing I can't handle nor my skipper but in the dark and likely to be on his own, not a clever situation to knowingly to head in to. Escalon too, would be battered about, although she would've left a lot earlier the seas would built before she made it back to Hayling Island.
So a decision was made on the Thursday after lunch following the latest forecast, it hadn't improved and so plan B was quickly thought of.
Skipper came down on Friday afternoon and stayed, completing the tidying up and preparing me for guests. Jeff on Escalon, who left just after lunch, rang to say that the engine overheat alarm was singing and so he was going to sail in to the Medina. Skippers knowledge of the river provoked him in to call the Harbour Master on his mobile as he couldn't raise him my the VHF. Sure enough the strong tide and the failing wind within the river, saw Escalon being towed in by the rib and so the kettle went on. Shortly after Nimrod also arrived with her crew and Debs bag was transferred to one of my stern cabins.
Skip & Jeff had found that the impeller had parted company with its inner metal tube and so whilst the tube spun the impeller didn't, problem fixed. My other crew member arrived, complete with prepared food later, the BBQ was set up and lit on the pontoon (skip already spoken to the HM to make sure no by-laws were being broken) and everyone mingled around or on board me and then nestled inside when the temperature dropped. Much chatting went on as food & drink was consumed. People turned in as the day caught up with them and eventually all the lights went out in all our cabins. The plan was now for Nimrod & myself to sail around the NAB tower and Escalon to head East and be picked up as we sailed back.
The wind was quite gusty measuring 20+ knots true, which had me healed over quite a bit, enough in fact for water to enter open sea cocks ! I was taken north of the NAB tower and tacked round to circumnavigate it on my port side then what appeared to the crew a slow run back, not dead down wind as skip doesn't think that's necessary or safe, so with a gybe preventer fixed and slightly off a dead run I was running at 5.0 - 5.5 knots. With me flat to the sea, skip then went about pumping the water out of my bilge. It was just before this point that my crew noted that battery voltage had dropped and so the engine was started and left to tick over.
With Thor, the 170msq Gennaker stored beneath the master cabin bed, skip couldn't be asked to dig it out (having made the bed yesterday) and so 7 minutes later as Nimrod rounded the NAB tower his spinnaker was raised and he passed me just before the Forts. Escalon meanwhile had made good progress and turned back as progress was monitored on channel 10. Being bank holiday berths at other marina's was unlikely and skip had previously checked a few, so we ran back to our known available berth back on the pontoon. Once we all had regathered ourselves, our crew mustered on the pontoon and was picked up by taxi and taken upstream to the Folly Inn, returning at a reasonable time.
With the weather likely to worsen, Escalon set off back to Hayling and much tidying up & cleaning occurred on Nimrod and myself. As no further sailing was likely the crew of Nimrod left his skipper behind and set off on the Red Jet, my skipper took the remaining crew member back to shore and returned to check my batteries and continue to wire in the new wind generator.
A good weekend in all, despite the disappointment of the reduced itinerary.
Escalon's goose neck broke in the Solent on the way back and had to run back on engine, which the overheat alarm went off again (debris). With Nimrods VHF not working, only the hand held and my battery issues, probably just as well the skippers chose not to go. Still I've added to the list of jobs my skipper has, not that he's best pleased !
I and Nimrod, were going to leave at 0800 to arrive around 2200 in Cherbourg wind willing, with a return at 1800 on Sunday meant an overnight passage for the skippers, although mine wouldmore than likely be on his own, as the girls would be tucked up in my cabins. However wind was the issue. The Metoffice forecast had a low pressure building south of the Fastnet rock, influencing the weather in the Channel, with winds in excess of 30 knots likely for the Sunday return. Nothing I can't handle nor my skipper but in the dark and likely to be on his own, not a clever situation to knowingly to head in to. Escalon too, would be battered about, although she would've left a lot earlier the seas would built before she made it back to Hayling Island.
So a decision was made on the Thursday after lunch following the latest forecast, it hadn't improved and so plan B was quickly thought of.
Skipper came down on Friday afternoon and stayed, completing the tidying up and preparing me for guests. Jeff on Escalon, who left just after lunch, rang to say that the engine overheat alarm was singing and so he was going to sail in to the Medina. Skippers knowledge of the river provoked him in to call the Harbour Master on his mobile as he couldn't raise him my the VHF. Sure enough the strong tide and the failing wind within the river, saw Escalon being towed in by the rib and so the kettle went on. Shortly after Nimrod also arrived with her crew and Debs bag was transferred to one of my stern cabins.
Skip & Jeff had found that the impeller had parted company with its inner metal tube and so whilst the tube spun the impeller didn't, problem fixed. My other crew member arrived, complete with prepared food later, the BBQ was set up and lit on the pontoon (skip already spoken to the HM to make sure no by-laws were being broken) and everyone mingled around or on board me and then nestled inside when the temperature dropped. Much chatting went on as food & drink was consumed. People turned in as the day caught up with them and eventually all the lights went out in all our cabins. The plan was now for Nimrod & myself to sail around the NAB tower and Escalon to head East and be picked up as we sailed back.
The wind was quite gusty measuring 20+ knots true, which had me healed over quite a bit, enough in fact for water to enter open sea cocks ! I was taken north of the NAB tower and tacked round to circumnavigate it on my port side then what appeared to the crew a slow run back, not dead down wind as skip doesn't think that's necessary or safe, so with a gybe preventer fixed and slightly off a dead run I was running at 5.0 - 5.5 knots. With me flat to the sea, skip then went about pumping the water out of my bilge. It was just before this point that my crew noted that battery voltage had dropped and so the engine was started and left to tick over.
With Thor, the 170msq Gennaker stored beneath the master cabin bed, skip couldn't be asked to dig it out (having made the bed yesterday) and so 7 minutes later as Nimrod rounded the NAB tower his spinnaker was raised and he passed me just before the Forts. Escalon meanwhile had made good progress and turned back as progress was monitored on channel 10. Being bank holiday berths at other marina's was unlikely and skip had previously checked a few, so we ran back to our known available berth back on the pontoon. Once we all had regathered ourselves, our crew mustered on the pontoon and was picked up by taxi and taken upstream to the Folly Inn, returning at a reasonable time.
With the weather likely to worsen, Escalon set off back to Hayling and much tidying up & cleaning occurred on Nimrod and myself. As no further sailing was likely the crew of Nimrod left his skipper behind and set off on the Red Jet, my skipper took the remaining crew member back to shore and returned to check my batteries and continue to wire in the new wind generator.
A good weekend in all, despite the disappointment of the reduced itinerary.
Escalon's goose neck broke in the Solent on the way back and had to run back on engine, which the overheat alarm went off again (debris). With Nimrods VHF not working, only the hand held and my battery issues, probably just as well the skippers chose not to go. Still I've added to the list of jobs my skipper has, not that he's best pleased !
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