2022 take 2

 Wednesday 20th July I was tied alongside the Harbour Masters launch and towed down-river to Kingston Marine, which consists of a waiting pontoon and a 40t hoist.  I was strapped up and lifted out of the water and jet-washed as is standard, as seen from the endoscope no prop, just a lot of weed.  Once I was moved up to the yard and secured in a frame, not the frame I'm used to at the Yacht Haven but a smaller version, so required a couple of wooden poles also.  Skipper soon spotted the likely issue but couldn't explain it, the rear anode which is secured in place with four Allen key headed bolts was missing!

This anode cannot get past the propeller housing, nothing was there not even four sheared bolts.

It would therefore seem that the propeller was able to oscillate or vibrate possibly causing the tab washer to fail, causing the Loctite to lose hold enabling the M8 bolt to undo, which then allowed the end nut to loosen and eventually also drop off.

Whether this anode was not fitted during the winter period when I came out or it was removed and the propeller was not done up tightly as the perpetrator was in a rush, of course, will never be known.  Skipper cannot believe that he would not have fitted it and usually has a spare at home as these items become difficult to get during the winter period of course.  Maybe it was just missed and such an anode was not at home at that time, as it is difficult to believe that this sort of petty theft would occur by professional mechanics or responsible boat owners.

New anode with the four

bolts tightened to the

specified torque

So to ensure that all the bolts were tightened properly the Skipper bought two quality torque wrenches one that covered the range 2.5-25nm and the other between 40-200nm.  The cost of this chapter was around £2,500GBP covering towing costs, VAT, currency exchange fees, and of course the new prop itself. The indirect cost was around £500 for the two torque wrenches and 100 tab washers, so that a new one can be fitted every winter.

New prop fitted and all

torqued up ready to go

Another lesson possibly learned, just to cast your eye before the boat is put back in the water, Skipper arrived at 0900 as suggested, but the team at the yard already had me descending to the water by that time.

Still, there's still August, September and, October to get in some sailing and that's the way to look at it.

How did that Happen?

As you may be aware, the trip to Portugal and then on round to Gibraltar with family and friends and back again has been postponed for a year.

Skip has sneakily taken me out on a couple of occasions on his own to test 'Otto' his nickname for the auto-pilot as well as boat handling skills when berthing. Launching is easily providing you are concentrating on the changing conditions within the Medina, landing is a little more difficult single-handed with my high sides.

If Otto could behave himself and hold the boat steady whilst the sails were raised and likewise hold both a course and wind angle then skip could relieve himself of being Helmsman and go trim the sails or make tea, or just enjoy the peacefulness.  The new ACU 400 appears to stand up to the task, although these were not too testing conditions.

The two-month break planned, whittled itself down to a three to four week but before it could be marked up on the calendar a hair appointment managed to sneak in and severe it just short of halfway!  It was to be the Round the Island Race when Skip and crew opted to leave and his colleagues were coming over to Cowes as usual and arrangements were made for them to spend two nights on my berth. We left on the Friday before the mayhem and instead of stopping in Totland, as crews would be squeezing through Hurst on their way to the Needles, we sailed across Christchurch Bay and on to Studland, knowing that on a windy Friday it should be relatively free from Jet Skiers, noisy power boats and water ski ribs.

The combination of 200w Pv panel and Rutland wind generator managed by the controller kept the batteries at around 13.5v despite having fridge, auto-helm and all the usual instruments on. The Pv is a bit of a game changer as to how we can better provision now they know that the fridge can remain on.

The new ECO-friendly mooning buoys were visible but set too shallow for me to use, plus only good for vessels up to 10t, I in my present condition probably tipped the scales at nearer 15t, with full tanks of both water and fuel and at least 3-4 days fresh provisions.  So we anchored as usual further out but behind them and away from an adjacent yacht.

The wind kept blowing and so as is also usual, Skip was on anchor watch, or listen, as he never gets a night's sleep whilst working out all the noises. Clearly, we hadn't moved, apart from that of the changing tide swinging us round slightly, although the wind was the governing factor holding us in place.  The crew opted to spend another day here and studied the weather charts, it didn't look great, the winds didn't appear to ease any and the further West we went the worst it appeared to be.

Life on board was interrupted briefly as the Marine Protection Team arrived in the petrol-driven high-powered rib, to let us know that we had anchored in the recently extended zone (1st June). Skip explained that the 10t buoys would hold a 15t yacht and besides there wasn't enough water at all states of tide, and as usual expressed his views that the demise of the Seahorses as a result of the increase of the Jet Ski's and high-powered craft that seemed to enjoy blasting up and down the coastline preventing the creatures from hearing each other or fleeing.  He also commented that if buoys are not deployed marking the area then mistakes can easily be made. Notes were taken and a leaflet was handed over.

Adjacent Yacht in Studland

looking back at the IOW

Skip entered the coordinates into the chart plotter and yes we were just inside, but we have it now and can move nearer Poole and away from the zone.  He also made comments on his Navionics chart so when he updates his card as he regularly does, his comments are uploaded too for others to see.

However, we were dug in and there was no point moving, disturbing the seabed twice.

Sunday was much a repeat but at least the Skipper had sorted the noises out and so a peaceful night was had.  Talk of returning to base was rumbling below decks and it appeared that winds would drop later that afternoon, which coincided with a flood tide at around 1600.  Everything was packed away and readied to move.  We motored forward to ease the strain on the anchor chain and that was not stowed away but left in case it was needed should another stop be envisaged.

With only the jib partially rolled out a steady 4.0kts was had over rolly seas of about 1.5m, Otto was doing his job. We arrived at the Needles with another yacht coming from the south and a diss-masted one coming over the Shingle Bank (assume the mast was elsewhere and the boat was just being moved, not diss-masted due to the current weather).  A large slowish moving dredger was coming from Hurst which I think was judging where we three would be at the point of impact,  Skip took us past the shipping channel and turned over the Needles Bank only when the Dredger was almost broadside.

Totland was clear of all the weekend traffic and so a decision was made to anchor in there for the night and head back home in the morning.  Usual procedure applied, engine on, turn to windward, drop sails or in this case furl in jib, and head in to find a spot.  Except we had no propulsion, the engine rev'd freely both forward and back but made a blind bit of difference. We were drifting luckily as expected the tide was now with us pushing us towards Hurst and the wind had dropped and so the seas started to flatten.  With the jib quickly unfurled, we gained momentum, which in turn gave us steerage, we spun into the wind to raise the main now and bore away to get momentum back again. A quick check to make sure no water was coming in.

Once back in control the Skipper radioed the Coast Guard with a Pan Pan, to let them know that we had an issue and that our intention was to continue to Cowes our home port and that if they could radio the Harbour Master there to let them know we're coming in about 2.5 hrs and would require a tow in.  The conversation on board was whether the prop had fallen off, or if a discarded fisherman's net was caught up or wrapped in a large plastic bag/sheet, keeping the prop folded closed but allowing it to spin. Discussions of whether the rudder had stuck at one point the engine sounded differently all were openly aired, but the fact of the matter was not going to change - we had no forward propulsion unless under sail.

Every 30 mins a call was made to the CG to let them know of progress and the Skipper also radioed Southampton VTS who look after all the shipping around the northern side of the Isle of Wight, including ferry traffic movements.  The reason being was at some point we were to drop the sails whilst taking the tow and that would mean we would be at the mercy of the wind and tide and could drift towards the shipping channel that ran right outside of Cowes harbour entrance. Skip, also rang Shepareds to see if they could place me on the outside of the pontoon there enabling the crew to go home for the night and understand the problem from a walk on pontoon.

We sailed over to the River Beaulieu entrance before jibing over so we could see the Harbour Masters patrol boat (HM1) as we approached. The jib was furled in but no sign of HM1, just the Red Eagle car ferry and the Red Jet high speed passenger craft, plus the Britannia cruise ship lead by, as is usual, the Southampton's Harbour Master Patrol boat.  They sped over and had a chat with the crew, they also said that people were aware and would be out soon, we slowly said, main only, to one of the mooring buoys located outside of the harbour.  This was also to test the conditions, as there was a space at the southern end of Trinity Pontoon and the Skipper wanted to see if it was possible to sail in.  The ring on top of the mooring buoy was stuck down and so unable to pick up, the wind angle was such that to sail in might be an option but the crew know these waters and conditions inside the breakwater are different to that outside.

Without the crews knowledge, a conversation was being had between the staff of the Harbour Master which resulted in the GC radioing us to inform us that no tow was available and did we require assistance from elsewhere.  "No", said Skip, "We'll use the dying wind and the last of the tide to get us in to Osborne Bay and anchor out of the way and sort it tomorrow".  The question as to whether we had plenty of food and water came over and the Skipper laughed saying that this was the beginning of their holiday they had just abandoned, so yes, they were stocked up for a few days!

A tow was eventually received at 1600 the following day and I was taken up the river back to my home mooring. Skipper remained on board to pack everything and put me to bed.

On Wednesday, they arrived back armed with the endoscope again and attached it to the end of the fishing rod and dangled under my hull at highwater when the water is relatively slack for nearly 2 hours.  The picture below is their findings!

Bottom of the Sail Drive

Shaft only where the Prop should be!

By Friday a new prop was on order however the company 'Flexofold' were all due to go on holiday and so it was touch and go whether the small window would be missed for its replacement.  Arrangements were also being made, the Yacht Haven where I come out at winter was unable to help as they get busy with regattas, which in turn requires marquees etc to be erected on the hard.  A place at Kingston Marine next to East Cowes Marina was secure for the 19th (July).  Skipper had kept my old smaller pitted prop and so that could be bolted back on if all was well with no shearing of the shaft, which from the photo looked unlikely. This would rescue the remainder of the summer. However, confirmation from UPS was that delivery of the new one, once HMRC Customs & Excise had finished asking stupid questions (describe the part; what would the part be used for) and an EORI number had been obtained, was due to arrive the week before.

The likely culprit is the locking washer failed allowing the bolt, despite the Loctite, coming undone. This inturn allowed the brass alloy locking nut to unscrew and the rest is history. If anyone requires any M8 tab washers I have about 90 spare!  Still I learnt a lot about the SD50 (sail drive) including a simple upgrade that Yanmar implemented, which is to vent the gear box easing pressure on the O rings.  Other upgrades consisted of the fitting of two oil seals instead of the standard one. I might add this to the winter maintenance list, to strip out the gearing, clean the face of the brass clutch and re-assemble.