Had rings in the shroud turnbuckles on my previous boat. Was awakened one night by a gentle whacking coming from a galley cabinet. A search discovered nothing.
They next morning just before getting underway I noticed a lower shroud bouncing against the cabin side. On the deck were the Clevis pin and its cotter ring. I use cotter keys now. Dennis C. Sent from my iPhone > On Oct 27, 2015, at 9:11 PM, David Knecht via CnC-List > <cnc-list@cnc-list.com> wrote: > > I saw a boat recently which had large cotter rings through the turnbuckles > instead of cotter pins. This looked like a great idea to me as I sometimes > find it difficult to get bent cotter pins back out of the turnbuckles. Any > down side of using rings instead of pins? Dave > > On Oct 27, 2015, at 8:07 PM, David Paine via CnC-List <cnc-list@cnc-list.com> > wrote: > >>> Answers for Patrick: >>> >>> > 3) >>> Is the exhaust hose looped up? Yes but not enough. Usually there is a >>> flapper valve on the exhaust but the reverse transom angle and the angled >>> cut of the exhaust make commercial ones unusable. >>> >>> 4) Does your fuel tank vent line not have a check valve in it? (1-way >>> valve to allow air egress but prevent water ingress) Or was the check >>> valve not working? >> >> No check valve and in any case, a check valve allows flow of air or water in >> only one direction. If it were put in correctly the fuel couldn't get out >> but displacement air and water could. >>> >>> 9) What do you mean by "wire" a turnbuckle? Did your turnbuckles not have >>> cotter pins in them on the upper stays? (Is running without pins actually >>> something people do??) >> >> Heck yeah, who uses cotter pins? I use stainless steel wire through the >> hole in both screws and through the body of the turnbuckle.. Cheap and >> easy. >>> >>> >>> >>>> On Tue, Oct 27, 2015 at 11:51 AM, <cnc-list-requ...@cnc-list.com> wrote: >>>> >>>> ---------- Forwarded message ---------- >>>> From: David Paine <paineda...@gmail.com> >>>> To: cnc-list@cnc-list.com >>>> Cc: >>>> Date: Tue, 27 Oct 2015 14:50:37 -0400 >>>> Subject: Stus-List Bermuda1-2 lessons learned >>>> Hi All, >>>> >>>> As I mentioned last spring as part of a question about life rafts, I had >>>> planned to sail my C&C33-1 solo to Bermuda and back (double handed) in >>>> the Bermuda1-2 race. I did, It was fun, it was terrifying, it was >>>> expensive to prepare for, and it was frustrating as I did not do well >>>> (dfl) in my class in part because of the high winds and seas near the gulf >>>> stream probably favored the HR49 and other heavyweights in my class but >>>> mostly because I was climbing a steep learning curve. Of course, a >>>> C&C35-1 won the return and did well on the way there so (in my case) it's >>>> the sailor not the boat. In preparation for the next one, I need to >>>> resolve a few issues with the boat and a lot with the skipper. I was >>>> putting together a list that I thought I would share. >>>> >>>> (1) The autopilot has to be more than bullet proof. I thought my below >>>> deck pilot was, but I was wrong, and as a result I found myself upside >>>> down in the cockpit locker and crawling deep underneath the cockpit floor >>>> in horrible conditions to tighten bolts that allowed the tiller arm to >>>> slip (no woodruff key or slot to put it in). I lost a lot of time bobbing >>>> around with the sails down repairing the autopilot or sleeping. The fix >>>> for this one is obvious but will require dismantling the quadrant and >>>> figuring out how to bolt the tiller arm to it. Other issues with the >>>> autopilot were completely my own fault as I made changes to the >>>> electronics but did not have time to proof test the changes. >>>> >>>> (2) When a wave fills the cockpit and it gets flooded (and it did >>>> repeatedly) the engine instruments are going to get wet. This is not good >>>> as the switches will (and did) fail, I am considering relocation or >>>> creating a waterproof cover. >>>> >>>> (3) Following seas WILL drive water up the tailpipe and into the engine. >>>> As a result, I sailed into St Georges harbor and up to the customs dock >>>> then I spent a day in Bermuda sucking water out of the engine and drying >>>> it out enough to get it started. For the return trip, I put a plug in >>>> the exhaust pipe but the plug was washed out in the "washing machine like >>>> conditions" and ... we got to sail the boat into the Newport Yacht Club >>>> dock at 3:00 am on no sleep. Then spend another day pumping oily water >>>> out of the engine. Yeah, slow learner. >>>> >>>> (4) The fuel tank vent on my boat is high up on the starboard side but by >>>> the time I got to Bermuda, the tank had a quart of water in it (which I >>>> siphoned out). Good filters (a racor) helped but I need to relocate the >>>> vent -- the question is where? It may not be wise but on the return trip >>>> I wrapped the vent with tape (which, if I had run the engine I would have >>>> removed) A better solution is needed. >>>> >>>> (5) Reefing has to be quick and easy -- I spent far too much time >>>> screwing up enough courage to go to the mast to reef and shake-out. My >>>> current reefing system (probably original to the boat) has a winch on the >>>> boom which makes the first reef fine but I used all three reef points and >>>> releasing the last reef before pulling in the next in 35-40 kn of breeze >>>> is a nightmare. I need to work on leading the lines to the cockpit. >>>> >>>> (6) A removable inner forestay and a blade foresail might be nice. My new >>>> furling 130 spent a lot of time furled 50% and that really has screwed up >>>> the shape of my formerly new and now blown out 130. >>>> >>>> (7) The boat was reasonably dry inside (a result of hours of rebedding >>>> hardware) but somehow the mast collar leaked like a sieve. The boot looks >>>> perfect so it has to be the where the Al collar (mast partners) meets the >>>> deck -- who would have thought that the one place I didn't rebed would be >>>> a problem! >>>> >>>> (8) Hoisting a radar reflect on a flag halyard to the spreaders seems like >>>> a good idea until the line breaks and you lose both. >>>> >>>> (9) The one turnbuckle that I did not wire was the port diamond stay. >>>> Turns out the mast will stay up without this - whew! It is extremely >>>> unnerving to see a piece of wire swinging around at night in a blow. Wire >>>> everything. And use lock tight on critical bolts -- my solar panel broke >>>> loose as a result of a bolt getting unscrewed. >>>> >>>> (10) Fighting with a 10 foot long spinnaker pole to fly the spin gets >>>> really old. Luckily the wind only died down enough to fly the spinnaker at >>>> the end of the race but if the conditions had been more benign, I would >>>> have had to fly the spinnaker much more. An assymetrical with a short >>>> prod would be nice (but probably outside my ability to rationalize the >>>> spending). >>>> >>>> (11) Getting a decent weather (GRIB) file occasionally would have been >>>> really helpful. I suppose I need to figure out how to do a SSB or Sat >>>> phone modem. >>>> >>>> Tons more lessons learned but that's enough for now. >>>> >>>> Best, >>>> >>>> David >> >> _______________________________________________ >> >> Email address: >> CnC-List@cnc-list.com >> To change your list preferences, including unsubscribing -- go to the bottom >> of page at: >> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com > > Dr. David Knecht > Professor of Molecular and Cell Biology > Core Microscopy Facility Director > University of Connecticut > 91 N. Eagleville Rd. > Storrs, CT 06269 > 860-486-2200 > > _______________________________________________ > > Email address: > CnC-List@cnc-list.com > To change your list preferences, including unsubscribing -- go to the bottom > of page at: > http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >
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