Round The Island Race and subsequent weekends

This year's Round the Island Race was another record for fast finishes, my skipper and his crew of three would not win any awards for fast starts!

In fact, for the first time in a few years, their favourite restaurant opened for a Friday night and had reserved a table to add to celebrations of a birthday weekend. It coincided with the TV showing the next morning of the second of the Lions tour in New Zeland and that was the only start time that was important.  Needless to say that sore heads didn't assist in the speed of departure post match, especially following a Lions win.

As usual, Skip arrived first and started to make preparations, followed by the others.  The outboard on the dinghy behaving itself for once so no rowing needed, I assume the result that at least skip has been working on those too.  With a new neighbour squeezed in behind room for error had diminished.  The kettle was put on and skip went about setting up for the departure, once everything was ready, teas partially drunk, the lines were slipped and skip took me out into the middle of the Medina before handing over the helm and tidying up my decks, the normal routine.  The floating bridge was up and running for a change and was loading as we passed by.

The beauty of Marine Traffic being a web based site meant that not only can people see me, but Skip could see where the fleet happened to be and there was a long line of boats rounding Bembridge stretching right back to the Needles.  The plan if there was one, was to tuck into Osborne or Wotton, drop the hook and watch them all go past whilst having lunch, however, with so many boats and the fact that it was low tide, meant that an anchorage out of the way was impossible to find without possibly affecting the fleet.  As it was, none of my sails had fresh air over them, such that there would be no confusion as who was to be the give way vessel - me.

In the end, it was decided that to anchor elsewhere meant nothing would be seen of the race and so we headed back to where we came.  With Craftsman's Art back on her mooring and the small one tucked in between my mooring and former neighbour, Skip had to revert back to swinging me in sharply.  With the visiting crew being given instruction on how to use the fenders in case of close quarters with CA, who always has the stern sticking a fair way from the pontoon, it was a look of amasement when Skip swung me into the gap and stopped.  More tea ensued.

Once I had been tidied up reasonably, on the understanding that Skip would return on Sunday, they left to go to the Race Village and pick up on the action there.  There're rumours that I might be in it again next year, such is the enthusiasm of the visiting crew.

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With new batteries in bank 1, the three remaining in bank 2, the best of the rest, have decided to give up the ghost, having diminishing voltage values each time Skip comes on board. Following the RIR the Sunday after brought a bright and sunny day and I'm taken out once again into the Solent.  This time the Code 0 nicknamed Thor Junior came out.  Firstly we headed in an Easterly direction but this put the sail in a more downwind position and clearly, it was not happy with the wind angle.  So once snuffed, I was brought round and tacked into Cowes and back out again to give sea room.  Off the Bramble cardinal, I was turned once more and the snuffer raised and the sail emerged out of its chrysalis.

Thor Junior

With 10.5 - 11.0kts of apparent wind and assistance from an ebbing flood tide, the speed over the ground (SOG) was an astonishing 8.1kts.  The 110msq of material caused a touch of weather helm, but that may be an in balance with the main and these things need to be learnt. How to tack, that would be the next question?  It was decided to deploy the snuffer and then pass around the furled jib and release on the other side, but not before a few shots were taken.

As seen from the Helm

With the shoreline off the island fast approaching, the clew line was eased and the snuffer pulled over, I was sent round on to a port tack and the whole bag was flipped over to the other side.  However, it was soon noticed that both lines were now on the wrong side of the tack and if the sail was deployed once more would cause a tangle.  This was actually fortuitous as at this point the sea breeze kicked in raising the wind speed to 18kts, the point when ordinarily a reef would be considered for the main.

It's been a full month

So I've seen Nimrod leave the pontoon to head to Wales for the Three Peaks Challenge as well as Lightning Reflex, that berths next to me.  Still, the skipper has been back and forth and fitted the new Rutland 1200 Wind Generator by Marlec, replacing the old 914i I had previously that mysteriously burnt out?  He's also dropped the sprayhood and so my lines are unhindered and that much cleaner.

Talking of cleaner, without visitors, the Seagulls have used my spreaders as perches and made a mess on my teak decks.  However, the MPPT Controller and Remote Display Unit has come back after being checked out and skip has fitted them, to the new instructions mind you.  These entail the dramatic increase in the size of the cabling that was used before, so effectively he's had to re-wire it.  Battery bank 1 which contains four batteries and there have been some issues with fluid levels, is not sitting too pretty with a retained voltage of 11.9v.  If my engine is run then the alternator instantly pumps in around 50amps and raises the voltage to 14.4v battery bank 1, then starts to lose its ability to retain the charge and until recently stopped at 11.9v, it now sits at 12.1v and skipper at the weekend ran all my nav instruments and both radios, till it eventually dropped.

So with my new found attachment, the 1200, does it work?  Skip isn't yet convinced that it does, yes, the display unit comes up with lots of lovely figures, but those figures include the generation of power through Solar panels, I haven't any!  So, yes, he's turned it off and on again and this time he's left leaving the Solar part on too and reset all the data.  Now admittedly, whilst the UK in the main is enjoying this warm sunny weather, it does, of course, mean that there's little in the way of predominant wind, relying on afternoon sea breezes to spin the turbine.

WG  - Wind Generator at standby

PV - Solar Panel switched off

Clearly what the MPPT does inside is a trade secret, but it seems that the AC generator starts to produce power in 6 kts of wind, so recently Skip took a reading of between 6.0- 10.0v AC, on the input side.  Clearly, or rather as Skip understands it, in order to recharge batteries the flow needs to be reversed and so an input higher than the static or output voltage needs to be obtained.  So this clever little MPPT Controller must work like an inverter and is able to increase the power out from that it's received, to a point. So whilst I have four brand new batteries on standby in the galley, Skip has retained the old one's so that he's hoping to see an increase in voltage from 11.9 to a healthy 12.7v or higher.  13.0v is the point when the MPPT light goes to green anything below that and it's yellow to orange, then below 12.0v, it's red.  So that's his thinking, how can he tell if it's working if new ones, fully charged are fitted, fair point.

MPPT Controller

Maximum Power Point Tracking

So leaving the trials and tribulations of the Rutland behind us, what's next?

Well, there's still the Webasto heater to sort out. This is scheduled to be taken to Swanage in July when the guy in Swanage is at his quietest, strange that if he just fixes heaters!  So fingers crossed he can get the unit tuned to run on red diesel and keep running and then Skip can get the last lengths of ducting and connectors he needs to finish the work he started over winter done.  It would be good to be able to extend the sailing season in the knowledge that the main cabin will be heated and that the saloon heads can become the drying room so that wet oilys can not only be dried but can be put on warm.

Then there's the non-working log.  This is usually an earth problem and Skip has removed it and taken it home to be tested, it's back so I assume it works, just another little job that needs to be completed.  Then if we're talking about jobs that need starting there's that list that just doesn't go away.

Still it's the Round the Island Race coming up soon, so hopefully, I will be out there again, if the house doesn't take preference.

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Before that though, skipper & crew came down last Sunday (25/06), not to work or to mess about with the Rutland, but to take me out.  We headed out into the Solent and headed west, the wind around 18kts from the southwest meant a beat.  Eventually, the pair got their act together and I was being trimmed properly, the apparent wind speed increased to 25kts across the bow and we were zig-zagging back and forth and starting to point higher.

Once the guys got into a rhythm, skip went down below and came up smiling, the turbine had pushed both battery banks up to 13.0v and the controller was showing two green lights, he even saw an impressive 200w being generated from the turbine.  With no set plan to head anywhere, but obviously set out to test the turbine and its system on open water, we turned and headed back to home.  Although that did bring with it one obvious problem.  With my engine on, the system should recognise that the batteries are being charged further by the alternator and so slow the turbine down.  This wasn't happening and the turbine spun as it had previously, the display unit recorded it was charging, so there's still gremlins to be rid.

Post Bank Holiday

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 !

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.

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.

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 !

Back in and the seasons started

Wednesday 29th March and I was carried across the hard and put back in to the water.  Skip, with a couple of marina staff took me round to the Southern basin and squeezed me in between an Ovi & a huge catamaran.  Check out marine traffic and you'll find me.

Skips been working hard on my white bits and actually this weekend a passer by asked if I was new !  That's the level of shine I have and skips not finished yet.  My laundered jib is back on and ready to go.

The level of shine Skip gets on my stern

My Shinny bow

This is me back on the water and the

starboard bright work polished too.

(which brought the comment about me being new)

This weekend in glorious sunshine, skip, his crew and two others turned up to sit it out in the cockpit with some champagne.  Mean while 50+ boats had set off for one of this seasons races. The Webasto heater is still not running properly on diesel but runs fine on paraffin, skips go this own thoughts on this but waits to see what the experts say, as he's decided to take it off and sit in on a bench and get it analysed and tuned to run to perfection, or that's what he hopes.  Mean while he's cut or enlarged holes to pass new 90mm insulated ducting to the master cabin.  There's areas under the heads in the main saloon which is impossible to pass new ducting through, so he's insulated as far as he can.  The fact that the saloon heads will have a short length of of un-insulated pipe work beneath doesn't perturb him as this will be the drying room in any case so that wet oileys can be hung up to drip dry and have hot air circulating.

Enlarged hole to take my new 90mm duct.

You can see the cables to the left to be avoided and the

old supports on the base where the cables ties held the old duct in place.

So the new Marlec wind generator is down below in the port side rear cabin. Skips working out where the read out panels are to go.  Bearing in mind the previous one burnt out, the new one is far more advanced and converts 230v down to 12v to charge the battery banks.  Allegedly its quieter too.

I've new shelves and bits so that more use is made of my space below.

I'm not sure how long I'm here for but already Easter is coming up and I'm expecting that following a successful shake down sail out in the Solent shortly, a trip to Cherbourg is on the cards for that weekend.  This is then followed by a sail to St Vaast for the first May bank holiday, with skippers friends in a mini regatta.  The JOG fleet happen to be racing to Cherbourg around the corner at the same time, so plenty of things to see.  This will be the first time we've been out for a night sail for a while and providing the crab pot buoys keep to themselves it should be a good weekend.  An 0800 BST start with a 2300 (BST) arrival on Friday and then a 2300 hrs departure on the Sunday for a mid afternoon arrival back home on Monday.  St Vaast has a lovely market.

I've two other boats to accompany me across,  Nimrod & Escalon, although the latter will be the first time across the Channel in a quarter ton boat, so it will be interesting to see how it copes with the conditions.

Skips repaired and replaced the VHF speaker at the rear, Raymarine wanting £90 to replace the unit, Amazon locating a similar inards for £3.00, so skips made it fit and expects it to pack up in 2 years time and bought another ready !

Here's to a new season in which I hope the works to Skippers house draws less attention than last year.

Final Session

It must be coming up to the last session on the hard as it's March, having said that I can't see the sea for the boats in front of me blocking the way !

Skips still working to replace the ducting under the floor with a new insulated type.  Retrospectively is causing some issues as lengths under my saloon heads for example has a 'Y' junction which you can't get to as the heads comes as one glass fibre pod lowered in to place during my build over the top of things like the ducting.  The Webasto itself is still not running properly, runs for a while stops then struggles to start if at all.  I think skip has another article appearing in Yachting Monthly over the bio-fuel issue.

It must be my birthday or something as today, skip turned up with a new life raft in a canister, my old one was in a valise and kept in the stern locker, but this one will be hung off of my stern rail, much more accessible should the need arise.  He's just got to fit the frame, which of course being universal, actually means doesn't quite fit anything and need lots of modification to fit, well me in this instance.  Still I'm sure he's up to the challenge and soon I'll have a brand new one attached to my stern rail.

The AIS is working properly now and I can see other boats fitted with such a device on my screens.  This will prevent the incident that I had a few seasons ago when returning from Alderney and the freighter didn't respond to the VHF and skipper wouldn't alter my aspect as I was pushing an average 9.0 knots, only to realise that the skipper of the freighter had seen us and reacted.  At least now data can be interrogated which includes a direct 'phone' number to the bridge, enabling skip to talk to the bridge of the oncoming vessel.