GOOD OLD BOAT
NEWSLETTER

August 2000

Contents (what's in this issue)

How to contact us
 
Good Old Boat Magazine
7340 Niagara Lane North
Maple Grove, MN 55311-2655
763-420-8923; 763-420-8921 (fax)


Karen Larson, Editor
Jerry Powlas, Technical Editor
Dianne Sivald, Newsletter Editor

 

http://www.goodoldboat.com/


Thanks for dropping by!

Well, well! With our new Internet Service Provider, we are beginning to get Web visitor data for the Good Old Boat Web site that was previously unavailable. Our first report was for just the last 10 days of May. In the future we'll see full-month reports. But this preliminary report is astounding! The site had 90,518 hits during that time as 7,189 visitors came, saw, and clicked.

We learned that (after the home page, of course) our most-visited pages are our classified ads page (by far the most hits), our fixer-upper page, and our photos page. This, we suspect, goes to show the value of the free classified ad we give to subscribers each year.

And while we're tooting our horn, we're the proudest of our associations page and our directory of marine resources (suppliers page) and the vast information these two databases make available to sailors. If you haven't seen those two pages (or the index to articles which have appeared in our issues), please do go click around at www.goodoldboat.com sometime soon. When you do, you'll be contributing to our next astounding Web visitor report. Thanks for dropping by!

New T-shirts are available

We've just added two new T-shirts in our line of logo clothes. You can see them in our July issue of the magazine on pages 76 and 77 and on the Good Old Boat Web site: <http://www.goodoldboat.com/ships_store.html>

The first shirt is a colorful reminder of Good Old Boat's beginning when we used caricatures to introduce the authors in each issue (until we had too many authors to squeeze into a drawing), and of our early Web caricatures also. We even did a cartoon, and this shirt is one of the cartoons from the site. Drawn by Dave Chase, it shows a glum sailor on the back of the shirt with a sign that reads, "Will work for boat parts." Small letters near the front pocket read, "Good Old Boat Magazine!" The shirt is made of high-quality, natural color, 7-oz. cloth, and sells for $19. It's very nice. We're quite proud of how these turned out.

Our second shirt sports a beautiful pen-and-ink drawing of the Herreshoff Museum. You'll recognize this work as the cover of our November 1999 issue. Artist Scott Kennedy did the honors for this one. It was such a classy cover that we had to convert it to a T-shirt too. And, because it was a one-color screen print, we can offer this one for a little less: $18. In other respects, it's the same as the boat parts shirt: small letters near the front pocket read, "Good Old Boat Magazine!" This shirt is made of the same high-quality, natural color, 7-oz. cloth. We've got both for ourselves, of course, and can't decide which one we like better.

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What's coming in the September issue


Something new

Now your classified ads can include photos. For $20, we'll include a photo of your boat with your free classified ad. (The ad's still free, but we'll take some compensation for adding the photo.) These photos can be sent to Good Old Boat as jpg or tif files. Or you can mail the photo with your check for $20.

Yet another consignment shop

Pacific Marine Exchange
700 W. Holly Street
Bellingham, WA 98225-3928
gallery@pacificmarine.com

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More boat names

Though I can't take credit for it, I think one of the greatest name "duos" I've seen for a mother ship/dinghy was thought up by a friend of mine who is a retired executive from the paper industry. His specific forte was in the corrugated container (cardboard boxes) division. His boat, a 33' Bertram, was named M.T. Boxes, as in "I can sell a man an empty box!" The dinghy (a 13' Boston Whaler) aptly named due to our appreciation for sunset cocktail cruises, was called M.T. Bottles! Now that's creativity at its best! Keep on putting out that great product we've all come to enjoy (and depend on!).

Adam Meyer
Chicago, Ill.

 
After naming my 1967 O'Day Outlaw Foot Loose (it has a loose-footed main) I had to name its dinghy Fancy Free.

Ed Ross
Pinckney, Mich.

 
When Thomas Vasilakos of Rahway, N.J., sent a subscription renewal check he noted that his 1975 Sabre 28 is named Little Wing. The dinghy: Feather.

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Float plans improved

Zarcor, Inc. has introduced FloatPlanPlus, a free Web-based service for boaters, combining the best features of traditional float plans with new features such as automatic notification of a designated contact if the boater is overdue. Every year the U.S. Coast Guard conducts approximately 40,000 search-and-rescue operations. Last year about 800 boaters lost their lives -- the majority of them were lost prior to notification of rescue agencies. More importantly, approximately 4,000 lives were saved last year during U.S. Coast Guard search-and-rescue operations. The U.S. Coast Guard has long recommended that boaters leave a float plan with friends or family, so that they can notify search-and-rescue organizations if boaters become overdue.

For years, general aviation pilots have proven the importance of filing flight plans with the FAA. "Everyone agrees that filing a float plan is a good idea. But until now, there has been no central clearinghouse for boaters who want to help ensure their own safety. So we created one," explains FloatPlanPlus creator John Halter. "FloatPlanPlus is the first free, national service that makes it easy for boaters to take this important safety step."

The Coast Guard provides a sample float plan form, but boaters cannot file the plan directly with the U.S. Coast Guard. Now boaters can file their cruising plans online in seconds, secure in the knowledge that their boating profile and itinerary will be available (on a 24-7 basis) to the appropriate search-and-rescue organization(s) in case of an emergency.

This free service is extremely simple. Boaters first register their boating profile (contact information, type of boat, safety equipment, identifying information for searchers, etc.) on the secure Web site: <http://www.zarcor.com/fpp/home.htm>. The profile is filed only once. Then, each time they go boating, a simple itinerary is submitted via the site. FloatPlanPlus will then automatically e-mail the boater's itinerary and profile to three people designated by the boater, along with an emergency 800 number. After 24 hours, if the boater's float plan has not been canceled as scheduled, an automatic notice is e-mailed to the boater's contacts, asking them to confirm or deny the boater's return. If the boater cannot be located, friends or family are advised to contact the Coast Guard or other rescue agencies via the provided contact telephone numbers.

Boater John Halter, president of Zarcor, Inc., a Dallas-based manufacturer of boating accessories and equipment, developed FloatPlanPlus. Information about the company and its products and services is available online at <http://www.zarcor.com/>.

Good old boat wins in Newport-Bermuda race

The Newport-Bermuda Race Lighthouse Trophy was won by Eric Crawford from Maryland and his 35-year-old Phil Rhodes 41 design, Restless. This immaculate Pearson-built yacht has the highest handicap within the 176 strong Newport-to-Bermuda fleet and suffered least from the light air at the finish that snuffed out the hopes of the favorites.

There is no doubt that the weather conditions, which changed from 16-25 knot southwesterlies to zero within a 100 miles of the finish, played into the hands of Restless, which is one of the smallest boats in the fleet, but skill also played a part in lifting Crawford and his six-man crew to the head of their class. For more, <http://www.bermudarace.com/>.

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"Tidewater Marina, this is Mystic -- we have a problem"

We keep Mystic, our Hunter 30, at Tidewater Marina in Havre de Grace. This past weekend we were planning on sailing down the bay and either anchoring or getting a transient slip. However, with the predictions of severe thunderstorms for Saturday we decided to just sail off the marina.

We finished sailing and started the diesel, preparing to head back into the slip. I shifted into forward and was greeted by a loud clunk! No forward, no reverse, just a lot of neutral. My first thought was that the linkage between the shifter and the transmission had come loose. So as we drifted, I headed for the engine compartment and saw water spraying from the area of the stuffing box. Seeing no shaft between the coupling and the stuffing box I realized that the shaft had come out of the coupling and was on its way out of the boat. At this point, the bilge pump was keeping up with the leak. Also, with a full skeg in front of the rudder I knew we would still be able to steer.

We contacted Tidewater and asked for help getting back into the slip. Debbie (at Tidewater) said that there was no one in the service department, but she would try to get help. She also asked if we could sail into the slip. I told her that we would try. The wind was light and variable, but the general direction was favorable to sailing in on the jib. TowBoatU.S. Northeast contacted us and said they could be there in 45 minutes. I told them that we were O.K. at this time but would contact them if the situation degraded.

As we started to unfurl the jib, my wife noticed that three powerboats were heading in our direction. The first to arrive was a pontoon whose captain offered us a tow. We gratefully accepted. The second asked if he could provide any additional help. We told him that we were O.K. at this time. He continued to stand by, in order to provide help, until we were well into the slip area.
As we entered the channel leading to the slip, I called to people on shore asking for help with lines.

The captain of the pontoon boat did an excellent job of towing us to the slip. He backed off at just the right time, allowing the boat to properly slow so my wife could pull the bow into the piling until I could grab one of the bow lines.
Several people were waiting at the slip to provide assistance. With a bow line holding us in place, we released our tow with many thanks. As we were figuring out how to get the stern into the slip, we saw Eric coming down the channel with the marina's boat mover. He attached to our bow and guided us into the slip.

Just when we were about to catch our breath, I noticed that the bilge pump was no longer cycling; it was running flat out. "Eileen, what's the level in the bilge?" Reply: "You don't want to know!" The pump was no longer keeping up with the leak; another inch, and we would have water on the cabin sole. I first thought about the bag of wooden plugs that I had on the boat, but how do you align a 6-inch plug in a 1-inch space? So, I tried to put a rag into the stuffing box with partial success. The level was starting to go down until the rag popped out of the hole. As I came topside, Kim, from Bay Sail had just arrived with a submersible pump and was explaining its operation to my wife. I saw a gentleman standing on the dock with another bag of wooden plugs. I got an idea. Did anyone have a saw? Someone did and ran off to get it. I figured that if we could cut the end off one of the plugs I might be able to maneuver it into the stuffing box. I did a rough measurement and cut the plug. At this point I needed some luck. I was able to maneuver it into the hole, pushing it, with my finger, into what was left of the packing material. The leak was completely stopped!

Once the leak was stopped, we weren't comfortable about leaving the boat in the water. It was then that we realized the marina was trying to contact one of their travel lift operators to pull our boat. They reached Tim who agreed to leave his NASCAR racing and come in to pull the boat.

The boat was hauled. I expected to see the prop jammed into the skeg. However, the shaft zinc was against the cutlass bearing stopping the shaft, keeping it from hitting the skeg.

What did we learn? Primarily we learned that there are many good people out there willing to do whatever they can to help. Thank you very much; we really appreciated all the help. Also we learned that you never have the right tool, even though I have a tool to fix just about anything. However, I never thought about a small saw. There will now be one in the toolbox.
Pat and Eileen Taylor
Bloomsburg, Penn.
The editors reprint this one with some apprehension. Our boat, also named Mystic, had the propeller and shaft fall out during one of our first seasons as cruisers. (It leaves a bigger hole, perhaps, but one that is more easily plugged.) We don't think this is a trait peculiar to Mystics. But there are a lot of other boats named Mystic out there -- we know of several -- so it's best to be careful with your propeller and its accompanying equipment, particularly if your boat is so named.

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Rented 406 EPIRB brings rescue

The BoatU.S. Foundation has funded an EPIRB rental program allowing boaters going offshore to have the extra safety net of an EPIRB - an Emergency Position Indicating Radio Beacon -- without having to buy one of these devices, which sell for $800 - $1,000. This program is in its fourth year.

Not long ago Paul Royall rented a unit for $45 from the BoatU.S. Marine Center in Clear Lake, Texas. After fixing the diesel engine and repairing the steering cables of his 32-foot Ericson sloop, Pappa's Boat, Paul and his wife, Josie, set sail on Friday afternoon, June 23, for the 400-mile trip from South Padre Island, Texas, to the Galveston Yacht Basin.

About five hours after they left, with a stiff breeze pushing them along at 7 knots, they discovered they'd lost all steering capability. Pappa's Boat's rudder had dropped off and disappeared. They were more than 35 miles off the coast of Padre Island, and after an hour of trying to reach the U.S. Coast Guard by radio without success, the couple decided to activate the 406 EPIRB they had rented. When activated, a 406 EPIRB broadcasts a unique, repeating SOS signal that is detected by satellites. This signal helps rescue units know the boat's position and how to identify the boat and its crew.

"Our biggest concern was that the weather would change, which would put us in a dangerous situation without a rudder. We activated the EPIRB because no one heard us out there and we only had a few hours of daylight left," Josie says. Fortunately, she reports, the EPIRB "worked like a charm." As soon as it confirmed the EPIRB signal, a Coast Guard jet located Pappa's Boat, established VHF communication with the couple, and a Coast Guard cutter towed the boat and crew to Port Aransas, Texas. By Saturday morning, the Royalls were back on land.

"We will never go out in the ocean again without an EPIRB -- it made our rescue much faster. We'll definitely rent one from BoatU.S. for our next offshore cruise," Paul says.

Collaborating with the U.S. Coast Guard, the BoatU.S. Foundation enables boaters to rent a 406 EPIRB by calling
888-663-EPIRB toll-free or by renting from the following 12 BoatU.S. Marine Centers.
 
 
 
The 406 EPIRB Rental Program provides inexpensive access to costly rescue beacons that are registered with the
National Oceanic and Atmospheric Administration (NOAA) and offer worldwide satellite coverage. Most of the funding support for the rental program comes from individual donations by the 500,000 members of BoatU.S. the world's largest organization of recreational boaters.

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Mail Buoy

Bigger boat means bigger towing vehicle
I think you did a good job of answering the sailboat part of Michael's question in the June newsletter but did not comment on the Subaru automobile part. I owned a Subaru station wagon, and it was specifically excluded from towing anything, and for good reason: no power to pull. If Michael buys any kind of a small cruising sailboat he will need an SUV, full-size car, or truck to do the pulling. The Subaru will not do it.

Bill Sandifer
Diamondhead, Miss.

How wide?
Couldn't resist scanning the June newsletter right away . . . noticed odd dimensions for Aquarius 23 (beam of 21 ft 2 in). How does she do upwind? Keep up the good work. I love your magazine.

Wade Eaton
Pitsford, N.Y.

Actually, Wade, we bet she sails like a witch. Does 7 feet 11 inches sound better for her beam? Here's the rest, because we blew more than just that one:
Aquarius 23
LOA 22ft. 8in Deck stepped mast
LWL 21 ft 2 in Five berths
Beam 7 ft 11 in Enclosed head
Ballast 815 lbs Removable rudder
SA 248 sq ft
Draft 13 in, and 4 ft 7 in board up and down
Headroom 4 ft 11 in pop top down, 5 ft 11 pop top up
Production 1969 to 1977, Designer Peter Barrett
 
Kaluha sets sail
We received a note from Ken and Cathy McIntire, who are the owners of the Baba 30 featured in the May 1999 issue of Good Old Boat. They have cut the dock lines and are on their way down the Mississippi and to worlds beyond on Kaluha. Their Web site will keep us all informed: <http://hometown.aol.com/mcintirekc/index.html>.
 
Newcomer welcomes Good Old Boat
Really look forward to your magazine. Have purchased most all other sailing-related magazines and find Good Old
Boat
to be the only one I can relate to as a newcomer and "low-end" boater. Thanks!

Dan Wilson
Youngsville, N.C.

 
Subscription for two, please
Enclosed you will find a check for a subscription for a friend and myself. Your magazine was a delightful discovery! I requested the free copy several months ago, received two issues, and didn't get around to reading them until a week ago. Your articles are useful, substantive, and interesting. I devoured them all. So here's my subscription and one for a friend who will love it, too, despite the fact that I just sold my wonderful old boat (1963 Pearson Electra). I'll be in the market for one soon, and I learned more from the two issues you sent me than I've learned from any other boating magazine!

Lynda Folwick
Takoma Park, Md.

 
Mayday, Mayday, Good Old Boat is overdue
As of today I have not received the May issue. This has happened once before in the fall. Is the magazine so popular that it's being ripped off en route? If it was one of the other sail publications I wouldn't mind as much, but this one I really look forward to getting in the mail.

Warren Moore
Laurel, N.Y.

 
Classified ads are free of charge
I subscribe to your magazine and enjoy it tremendously. I confess to you, however, that I scrutinized your web page from the crow's nest to the keel shoe and couldn't find a "Place your classified ad here for your good old boat which needs some work that you can't do because you were injured on the job and have lost some of the edge, and the arm, you used to have when you were younger and healthier." Perhaps you could guide me in this search. I view this note as going up, up, beyond the yardarm, past the masthead, and right to the anchor light.

Richard Green
McMinnville, Ore.

Richard now knows that -- as your kinder, gentler, more informal publishers -- we just ask subscribers to send us the words you'd like us to print and post. Include a phone number and e-mail address (if you've got e-mail). We'll do the rest. No charge unless you'd like to run a photo with that. Then we'll charge $20 for the photo. You'll see Richard's O'Day 28 listed in the classified section.
 
Solving the world's problems one sailor at a time
Thanks for giving me the opportunity to be part of a publication that is actively preserving and fostering values inherent in the design and care of a good old boat. Those same values have a way of permeating and shaping the lives of those of us who let those boats get into our souls. Sailing, seamanship and good boats will not solve the world's problems, though perhaps the lessons learned from sailing and the character required could create the individuals who can.

Tony Polizzi
Port Townsend, Wash.


 

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The repowering of Xanadu

My 25-year-old Down East 38 ketch was powered by a 32-hp Farymann diesel engine that was no longer manufactured, parts were getting scarce, and the "rust monster" was doing its job on all of the raw-water cooling passages. It began to leak everywhere. I was convinced that it was time to seriously consider repowering.

Then my November/December issue of Good Old Boat came in the mail. It was just what I needed. Don Casey's article gave me the courage to jump right into the project of selecting and installing a new diesel engine for my boat. Using Don's rule of 2 horsepower/1,000 pounds of displacement, it indicated that a 40-hp engine would be about right for my 20,000-pound boat. The reputation for quality, reliability, smooth operation, and availability of parts pointed me to a Yanmar engine, and I found that the Yanmar 3-cylinder, 36-hp 3JH3 diesel engine was almost an exact fit.

The overall dimensions and weight were almost identical to the old engine and I felt that, as an old retired "Hot Rodder" with experience removing and replacing engines in automobiles, I could really do this with guidance from Don Casey's articles, and the installation manual he recommended buying in advance.

The only serious problems I encountered were in making the Yanmar mounting system mate with the existing engine beds in the boat. There were two problems. First, the standard Yanmar engine mounts that came with the engine were way too tall. Second, the spacing of the new engine mounts was a couple of inc hes narrower than the existing engine beds. After carefully measuring the existing engine beds, I made the plywood jig that Don recommended to hold the engine mounts in the proper position indicated by the Yanmar drawing.

This mockup showed that I was faced with three choices. The existing engine beds had to be lowered by more than an inch and built up to accommodate the narrower mount spacing, or I had to buy new engine mounts considerably shorter in height and still accommodate the narrower mount spacing. Or I had to make new engine mounting brackets to raise and widen the Yanmar engine mount interface. Since the existing engine beds are already very close to the bottom of the hull, the real choice was between buying new engine mounts or fabricating new engine mounting brackets. Both were expensive, but not unreasonable, options.

The easy solution proved to be buying Cushyfloat engine mounts from Metalastik. These could be easily adjusted low enough to solve the height problem. And by installing 1/2-inch thick steel plates atop the full length of the existing engine beds and wide enough to provide a strong, solid surface on which to bolt the engine mounts, the narrower mount spacing was also easily accommodated.

Don's advice to order an installation manual in advance and read it carefully with a highlighter in hand proved invaluable. This step relieved me of considerable anxiety and answered a multitude of questions throughout the entire process. It was worth every penny I spent on it.

Since it was time to repaint the bottom of the boat, it was also an opportunity to repower the boat on the hard. Once out of the water, it was a simple matter to disconnect the fuel and exhaust lines and separate the propeller shaft coupling. The old engine had a full set of gauges and an alternator-driven tachometer so, I disconnected and labeled the dozen or so wires, and the old engine was ready to lift out. To lighten the old engine and make it easier to lift it through the companionway, I removed the transmission, flywheel housing, alternator, and starter, which resulted in a surprisingly compact package that the boatyard's boom truck lifted through the companionway without a problem.

On Don's recommendation, I took the opportunity to thoroughly clean the engine compartment and replace several old wires and water hoses. And since I needed to install a larger raw-water seacock for the engine cooling, I replaced all of the water hoses and the strainer as well. Same for the larger exhaust system, new muffler and all. I also took the opportunity to replace the propeller shaft, stuffing box, and cutlass bearing.

The boatyard set the new engine in place blocked up with wooden blocks. We pulled the propeller shaft and coupling up to the transmission coupling and adjusted the position of the engine until we were confident that the engine was within 1/16 inch of the correct position. I made 1/2-inch thick plywood patterns for the steel plates that would support the new engine mounts. I drilled holes in the plywood patterns and bolted the new engine mounts to them to make certain that everything would fit properly. With the final measurements established and proper clearance for the various lumps and bumps on the engine, I fabricated the heavy steel plates with a drill press, a reciprocating saw, and a bench grinder. The boatyard sandblasted the steel plates and painted them with several coats of epoxy paint.

Once the mounting plates were installed with lag bolts and 5200 adhesive, we bolted down the engine and aligned it with the propeller shaft. It was a surprisingly simple, although time-consuming, matter. Connecting the wires and hoses to the new engine was also straightforward but time consuming. You know, checking and rechecking to "measure twice and cut once."
After adding oil and coolant to the new engine, we were ready for the water. The engine started without a problem and runs great. I checked the alignment with the propeller shaft as Don repeatedly advised, and all looks good.

Looking back, this was a great boat project. It saved me a small fortune and caused me to become intimately acquainted with every hose and wire connected to that engine. In the future, when I need to trace a problem in any of these systems, I will be on familiar territory.

Would I recommend that other sailors try this? If you are handy with tools, or you repaired your car during your teen years, you probably have all the necessary skills. As the familiar saying goes, "It ain't rocket science." Hang on to Don's two articles in Good Old Boat, and study the installation manual before you order your engine. After all, working on your boat should be almost as much fun as sailing it.
Bruce Duckett
Ocean Springs Miss.



  
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Published August 1, 2000