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“Has anyone else clocked those kinds of speeds in a 424 measured by a
knotmeter?”The closest I’ve come was the first week out of Madeira heading for
Bermuda, but that was mostly when sliding down 8′-10′ seas.. We had 30-40
kts on the starboard quarter and did mostly 8s, but peaked to over 10 on
occasions. The only time I’ve ever sustained 10 kts for more than a moment
was in the Strait of Gibraltar with its strong inflowing current.
Like you I really impressed with how easy it was to control the boat in
those strong winds and seas. She would want to round up at times, but the
Monitor wind vane could easily drive her back down. Never was out of
control or had to hand steer even when the apparent wind approached 40 kts.Regards,
John Stevenson
http://www.svsarah.comOn Thu, Jun 27, 2013 at 7:51 AM, Silverheels wrote:
Quote:Joe,That all sounds reasonable. Yes, I had to motor half the time once I got
fully into the lee of St. Vincent, but when you first come behind these
high
islands, when they are beginning to effectively block the ocean seas, the
trade winds whip around the end slopes like a slingshot, hard & fast. I’ve
experienced 40 knots at the northern end of St. Lucia. It can be quite
daunting.As for hull speed, I know the 1.35 x the square root formula, but when she
hunkers down and heels over a bit the actual waterline length increases
significantly. That said, 9.7 knots through the water seems unlikely for a
424, if not downright impossible. There was no following sea yesterday, and
it went on too long and too repeatedly for it to be a GPS catch-up error.
No, we hit 9.7 SOG. The only question is, was there a following, i.e.
southerly, current. According to displacement theory, probably. But
according to the thrill of the moment, who cares? It was way too much fun,
every fiber of the boat and the skipper thrumming and alive. I’ve just
sailed 2000 miles for that moment. I’m savoring it. (And gloating a bit,
too
– obviously.)I’ll bet Half Moon misses you, too, Joe. But there are always other boats
as
long as you’re up for it.Speaking of which, the most incredible surprise greeted me when I entered
the harbor at Deshaies, Guadeloupe, a couple of weeks ago. My former
cruising sailboat, Sparrow, a Pacific Seacraft Crealock 37, was anchored
there! I hadn’t seen her since I sold her in Miami to a Dutch couple in
1993. They sailed her out to the South Pacific, where she remained until a
year or two ago when I received an email from a Brit who said Sparrow was
for sale in the Mediterranean, that he was thinking of buyer her, and would
I mind answering a few questions about the boat. That’s the last I heard of
her until I anchored Silverheels’ alongside her in Guadeloupe. Of course, I
soon introduced myself to the current owner, that same fellow who had
emailed me, and enjoyed a nostalgic tour of the boat that had been my home
and my magic carpet for 6 years and 30,000 nautical miles between 1987 and
1993. Small ocean!And it ain’t over ’til the fat lady sings,
Tor
Silverheels, P-424 #17
http://www.silverheels.us
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Boy. I must not understand displacement or dry weight or both. I thought
the dry weight is the weight of the boat coming off the factory floor
(i.e., no fluids or stores). Displacement is the designer/builder’s
estimate of the weight in the water will full tanks, reasonable stores,
etc. If the catalog Bob references is correct the dry weight is greater
than the displacement (21,000 lbs).Regards,
John Stevenson
http://www.svsarah.comOn Tue, Jun 25, 2013 at 2:30 PM, Robert Fine wrote:
Stated dry weight in catalog is 23,000 lbs.
I’m not being terse. This is from my mobile.
On Jun 25, 2013 1:41 PM, “John Stevenson”
wrote:Steve,
Any reason the displacement won’t provide the necessary info for the
shipper? I assume the published displacement for the 424 includes full
fuel and water tanks, normal stores, sails and people and it should bemore
than dry weight for shipment. You will likely have empty water tanks, a
nearly empty fuel tank and no people on board.
If you need an accurate dry weight, some travel lifts have a weightgauge,
which you can provide the shipper upon haul out.
Regards,
John Stevenson
http://www.svsarah.comOn Tue, Jun 25, 2013 at 1:27 PM, Steven Weinberg, Ph.D.
wrote:I am trucking my 424 moved from TX to San Diego and the trucker needs
to
know the weight. Does anyone know the out of water weight of a 424. I
know the displacement, but I cannot find the dry weight info.Steve
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Steve,
Any reason the displacement won’t provide the necessary info for the
shipper? I assume the published displacement for the 424 includes full
fuel and water tanks, normal stores, sails and people and it should be more
than dry weight for shipment. You will likely have empty water tanks, a
nearly empty fuel tank and no people on board.
If you need an accurate dry weight, some travel lifts have a weight gauge,
which you can provide the shipper upon haul out.Regards,
John Stevenson
http://www.svsarah.comOn Tue, Jun 25, 2013 at 1:27 PM, Steven Weinberg, Ph.D.
wrote:I am trucking my 424 moved from TX to San Diego and the trucker needs to
know the weight. Does anyone know the out of water weight of a 424. I
know the displacement, but I cannot find the dry weight info.Steve
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Yes, the Morse code was dropped a few years ago. Right after I took that
test, IIRC.Regards,
John Stevenson
http://www.svsarah.comOn Sat, Jun 22, 2013 at 11:10 AM, quent wrote:
Did they drop the Morse code requirement? That’s always been a little
beyond me.
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Tor,
Here is a link to the Winmor software,
which uses the soundcard to talk to the
SSB. I’ve not looked into it so I
can’t offer any advice (not informed advice anyway).
You don’t need a Ham license for SailMail, but it costs $250/year. Winlink
is free, but requires the license.Regards,
John Stevenson
http://www.svsarah.comOn Fri, Jun 21, 2013 at 5:56 PM, Silverheels wrote:
Quote:Alan,Lucky you! I’ve been wanting to do an offshore passage on a cat. I’m
curious
about how they sail & feel.I’m not a techie, but I am reasonably literate. Is there some software out
there that can turn my computer’s sound card into a surrogate pactor modem?By the way, Alan, I take back half of what I said about Bermuda. Other than
locking up my rifles on arrival, the clearing-in & out was painless and,
incredibly, free of charges. I stand corrected on that one. However,
regarding “expensive,” beers and munchies for the crew at the Whithorse
Tavern in St. Georges cost this captain over $200 in one happy hour. On the
plus side, I ran into two old sailing buddies there and enjoyed touring the
island by bus & ferry. Nice place, conveniently located. I’ll be more
inclined to stop there next time.Tor
Silverheels, P-424 #17
http://www.silverheels.us
Quote:
Original Message
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Tor,
Using Ugrib to display the GRIB data retrieved via SSB is just a matter of
having Airmail and Ugrib use the same folder to save and retrieve the GRIBs.
When using the SSB to retrieve GRIBs I normally use the Airmail viewer
rather than Ugrib. I use Ugrib for planning and in-harbor weather
forecasts when connected to the Internet via WIFI or Internet Cafe. I just
don’t have enough bandwidth on the SSB to download the large GRIBs I use
with Ugrib. For the smaller SSB GRIBs the Airmail viewer is more than
adequate. You can also display the GRIBs on a navigation chart via OpenCPN
or other chart plotters, although I don’t find this as useful as the Ugrib
and Airmail viewers.I published a web page on retrieving weather data via SSB back in 2007,
just before I left Portugal to return to the USA:
http://www.svsarah.com/Sailing/ewWxDocSchedules.htm
This is most likely more information than you are interested in, but I do
discuss the fact that weather data is perishable and you need to be sure
you are getting the most recent data available. I describe how I schedule
the document retrievals to provide the best chance to get the most current
forecast. When a GRIB is first published it is already 6 hours after the
data on which the forecast is based (takes a lot of computer time to crunch
a world-wide model). However, if you miss-time the retrieval and get an
old GRIB just before the new one is published, the difference can be as
much as 12 hours.The rest of the page reflects my past as a weather forecaster – I can never
have too much data.Regards,
John Stevenson
http://www.svsarah.comOn Fri, Jun 21, 2013 at 2:50 PM, Silverheels wrote:
Quote:Thanks to you that helped me out with this, especially Pete for making the
program setup file available to me. That got it onto my newer (Windows 7)
laptop. Meanwhile, to attempt a different approach, I logged on with my
older (Windows XP) nav station laptop and SHAZAM! It downloaded the program
on the first try. Obviously there was something in my new computer that
wasn’t functioning with the grib.us website. Anyway, I now have the
program
on both machines, am beginning to play with it, and it is awesome. Better
than passageweather in that GRIB forecasts rainfall in addition to wind.I’m anxious to learn how to download this data via SSB. I expect I’ll
figure
it out in time, but if anyone is familiar with the procedure and cares to
share the knowledge, I’d be grateful for it. (Alan? It’s thanks to your
wifi
antenna recommendation a few years ago that I’m online at all in this
harbor.)Tor
Silverheels, P-424 #17
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Tor,
I just downloaded the file with no problems. However I can’t send it as an
attachment (even in a zip file). Gmail doesn’t allow it.Regards,
John Stevenson
http://www.svsarah.comOn Fri, Jun 21, 2013 at 7:03 AM, Silverheels wrote:
Quote:Hallelujah, I have managed to register – got the elusive confirmation email
& all – and I am now logged in despite the site’s best efforts to prevent
that. However, the program Download button is not functioning. Is there a
way I can get the program from one of you who has it? Can anyone email me
the setup.exe for it?Thanks,
Tor
Silverheels, P-424 #17
http://www.silverheels.us
Quote:
Original Message
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Sorry to jump into this so late, but I’ve experienced some of Tor’s
frustration with GRIB.US. I get the impression that whatever was the
original business plan for this operation it never took off, and they’ve
just left the site up on autopilot.
Several years ago they implemented a policy of locking out users they
thought were miss-using the free software. For some reason I kept getting
caught in that net. I would send an email to the website as they
requested, and sometimes my access would be restored. However as soon as I
switched to another PC I would be locked out again. I finally gave up for
several years, just checking occasionally to see if I could get back in.
Last year I noticed I had access again, and it has been working since (I
still change PCs between when dockside and underway or at anchor).
So there is hope.
Pete is right, without an account having the software is of no value.Regards,
John Stevenson
http://www.svsarah.comOn Thu, Jun 20, 2013 at 9:48 PM, pete wrote:
Quote:The problem I think if you just had the app is that you still need an
account to use their nifty area selecting feature where you just drag the
mouse to specify any rectangular area that you want to view and then it
downloads the data for that area.Sent from my Android smartphone with a spell checker that is programmed to
entertain you.
Original message
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I can attest that it is possible to dodge the bullet in this situation.
This happened to me with a different boat and engine (Volvo MD6). The
engine was started and run by the yard (I was out of town) without checking
the oil. I came to the boat a few days later and discovered the milky
oil. I removed that oil and filter and replaced them. Ran the engine for
a few minutes, then repeated the oil and filter change. I did this about 4
or 5 times until there was only clean looking oil, then did it once more.
A few weeks later I moved the boat from the Chesapeake to Newport, RI, 75%
of the distance under power. I did have to do a major rebuild (re-bored
cylinders, new pistons) about 7 years later, which was attributed to a
faulty and poorly located anti-syphon valve.
So there is hope.Regards,
John Stevenson
http://www.svsarah.comOn Sun, Jun 9, 2013 at 7:49 AM, Robert Fine wrote:
Quote:Steven, I hope none has occurred as well. Oddly, the water/oil mix will
continue to lubricate for a bit whereas kerosene and oil won’t. When the
engine gets running again, you’ll know right away – there will be a heavy,
RPM related knocking sounding like someone hitting the engine with a big
hammer. If that happens, you have a choice. Run the engine until it fails
or rebuild. If not, you dodged a bullet, my friend.I’ve been thinking about this some. I wonder if there’s a way to rotate
the engine without starting it – you’d want it to rotate freely and for
longer than the starter is good for. You’d have to take out the injectors
(and you’d need new copper gaskets for them). Then, perhaps, you could
arrange an electric motor to turn it with the crankshaft pulleys and a
belt. The purpose for this would be to put new oil in, rotate the engine
for 15 minutes or so, or even longer, then drain and change the oil again.
Because there’s no combustion, there’s no wear on the bearings because
they’re not loaded. It seems complicated but it would work I think,
because the issue is getting oil to circulate and remove the grey gunk.That and mystery oil?
Bob
On Sun, Jun 9, 2013 at 12:05 AM, Steven Weinberg, Ph.D.
wrote:Quote:Bob,I also hope no previous damage occurred. What has occurred in the past
before I realized there was an issue is not within my control. I can only
deal with the future and try to avoid any further potential damage. I
appreciate your input.S
Sent from my Verizon Wireless Phone
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Quent,
Remember the aft portion of the keel is hollow. I’m not sure it is the
best place for the strap. Remember Alan’s experience when he told the yard
where to put the strap and it did catch the shaft. My advise: Give them
the lifting diagram and if they don’t think they can lift the boat safely
go elsewhere.Regards,
John Stevenson
http://www.svsarah.comOn Thu, May 23, 2013 at 7:15 AM, Robert Fine wrote:
You can pick the boat up by running the strap at the aft edge of the keel.
I’ve done it, but prefer the space between the prop and rudder.Bob
I’m not being terse. This is from my mobile.
On May 23, 2013 7:03 AM, “quent” wrote:Hello All-
Yard I’m thinking of using wants the aft strap under the keel instead of
aft of the prop. Afraid of damaging the shaft/strut assembly.
Seems a little shakey to me. Anyone have guidance?
Thanks,
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Dan,
The mast on my previous boat was painted with awlgrip. The paint still
looks good almost 30 years later. However, removing all of the fittings
was a real PITA, and that mast was only 10 years old rather than 25-30
years.Regards,
John Stevenson
http://www.svsarah.comOn Fri, May 17, 2013 at 9:02 AM, kalinowski wrote:
In John’s picture, I noticed that his mast doesn’t appear to be painted.
Mine are (#135). I wonder if Pearson changed their approach somewhere
during production. I plan to pull my sticks for refinishing later this
year. Does someone have a good recommendation for a specific paint they
used?Dan Kalinowski
Jolly Lama (#135)
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Alan,
Not sure what your picture is of, but it doesn’t look like a spreader.
Are you talking about the flange that is welded to the inboard end of the
spreader. If so it might be bent to keep the spreaders angled slightly
upward to insure the tip bisects the angle formed by the shroud.
I can’t tell from my picture, nor looking at the spreaders from deck to see
if mine have the same bend. Does my spreader look like yours?Regards,
John Stevenson
http://www.svsarah.comOn Thu, May 16, 2013 at 12:21 PM, Alan wrote:
Yes that is the plate. Here is a picture that shows the bent ends. They
are all the same.Sent from my iPhone
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Alan,
See the linked pic. Is that the curved plate you are talking about?
http://www.svsarah.com/Sarah/Images/Spreader%20Lights%201.JPGRegards,
John Stevenson
http://www.svsarah.comOn Thu, May 16, 2013 at 11:28 AM, Alan wrote:
I have my main spreaders off for painting and I have a question.
On the inside edge that attaches to the mast, there’s a welded plate
that’s attached to the spreaders. This is the plate that the pins go
through. Both of my spreaders habe a small bend in it at the attachment
points maybe 10°. both spreaders appear to be the same. That plate seems
to be pretty thick it wouldn’t appear to be bent by some unnatural force
Since they’re the same. Anybody ever notice their spreaders, is that
Straight or bend?
AlanSent from my iPhone
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Tor,
I think all we need is your email address that you use for the list, which
we have.
If we don’t hear from you that you’ve unsubscribed before your departure
one of us can take care of it.Regards,
John Stevenson
http://www.svsarah.comOn Wed, May 15, 2013 at 6:55 PM, Silverheels wrote:
Quote:John,If I must, but I’d like to continue receiving the group emails until I set
sail. Then, when I’m casting off, I’ve usually got lots of other stuff on
my
mind and will probably forget to go to that site and unregister online.
Hence my request. What do you think? Am I inherently lazy or just
chronically forgetful? (Hint: I used to know but I forget and don’t feel
like looking it up.)Tor
Silverheels, P-424 #17
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Tor,
I think you can unsubscribe from this link:
https://pearson424.org/mailman/listinfo/maillist_pearson424.orgIt’s at the bottom on each email on the list.
Regards,
John Stevenson
http://www.svsarah.comOn Wed, May 15, 2013 at 5:02 PM, Silverheels wrote:
Silverheels cast off at 0700 hrs. today, bound for St. Maarten, possibly by
way of Bermuda. The voyage lasted nearly 4 minutes. We’re now dockside
again
waiting for a new Shaft-Lok to replace the one that self-destructed as we
left the dock this morning. (The main shaft bearing came apart with a great
grinding and gnashing of teeth.) Hoping we’ll be Ready for Sea (again) by
tomorrow afternoon, thanks to USPS overnight delivery. Feeling very
fortunate that the equipment failure occurred where and when it did rather
than 600 miles at sea.I’ve used some of this extra shore leave to download and complete the
Bermuda clearance form, as advised by John, Frank and others. Thanks for
that heads-up.Would the powers that be please remove me from receiving this group’s
emails, beginning this Friday until I request reinstatement (when I’ll
download the correspondences I’ve missed)? Thanks!Tor
Silverheels, P-424 #17
http://www.silverheels.us
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