She’s Not Pretty; She’s At Home on Any Sea

Dauntless is On the Block

It’s been a long ride

Sad to say, not being blocked ashore, but literally, on the auction block.

Last week I attended the Pacific NW Kadey Krogen Rendezvous. At great time was had by all. It was really nice being around a lot of down to earth & friendly KK people. I will continue my association with that group, as I truly enjoy being around people who understand the capabilities of our marvelously designed and built boats.

And I found a connection to Burl Ives, that I would never have guessed as I watched him 60 years ago on TV that our lives would one day be linked. Here is a little summary I found someplace:

Naval Architect, James S. Krogen (1928 – 1994) followed a design trail that was off-the-beaten-path when compared to the general evolution of contemporary yachts. For example, in the mid-1960s, Jim Krogen designed a Navy whaleboat-to-motorsailer conversion for folk singer-songwriter-actor, Burl Ives. The relatively small yacht was the epitome of utilitarianism and set a philosophical undertone for what was to follow.

Overall, Krogen yachts exhibit an unabashed commitment to the principle that form should follow function. They are known as no-nonsense, able cruising yachts of a type that is today in serious danger of extinction.

Following the formation of a partnership between naval architect, Jim Krogen, and Florida yacht broker, Art Kadey, in 1976, Krogen yachts became known as Kadey-Krogen. By 2014, the 600th Kadey-Krogen had been built and delivered.

One of the earliest yachts produced under the Kadey-Krogen partnership was a 42-foot, full displacement cruiser that was powered by a single 135-hp Lehman diesel which drove her at an economical cruising speed of 7 knots. With 700 gallons of fuel aboard, her range was in excess of 3,000 nautical miles. And if her speed was dropped to 6 knots, her range was extended to almost 5,000 nm. Because the Krogen 42 was intended for offshore passagemaking, she could be fitted with paravane stabilizers.

The Kadey-Krogen signature profile has a swept, unbroken sheer that rises from moderate freeboard aft to a very high bow in the tradition of commercial offshore trawlers. This also meant even in large seas, no waves break over the rails.

The Kadey-Krogen trawler-yacht hull form is a genuine round bottom (or soft chine) full-displacement form that is both soft-riding and extremely efficient, averaging about 1.6 gallons/hr. at 6.8 knots (with Dauntless’ 4 bladed prop).

Below decks, the layouts of Krogen yachts are generally practical and usable, without any attempts to squeeze a quart of contents into a pint jar.

From the very beginning and continuing to this very day, Kadey Krogens of any size have been about efficiency, both inside and out.

This is how this efficiency has manifested itself for our last 8 years:

  • Inside Storage. This past summer, thinking it was time to “declutter” Dauntless, we shipped 1,000 pounds of stuff in 15 boxes on a 4’ x 3.5’ pallet stacked 6 feet high. When we were done, Dauntless looked as cluttered as ever. A testament to the vast amount of out of sight storage available on this KK42.
  • Running Costs. With fuel averaging $4 s gallon for me the last 8 years, with almost 30,000 nm under the keel, we have averaged $1 per nautical mile in total running costs (fuel, oil, expendable supplies). I would be very happy to compare this Kadey Krogen’s running costs with any other motor yacht out there. I believe our costs are half of the major competition. I wish this was a better-known fact. I’ve kept meticulous records from beginning to end, here is a summary of the first 4 years and 4,000 engine hours:
Year Summary of trip Avg Speed (kts) Eng hrs milage (nm) Fuel (gal) Gal/hr NM/Gal
2014 Cape Cod to Ireland Via Azores 5.68 638 3624 1013 1.6 3.6
2015 Ireland to Finland & return 5.19 860 4387 1206 1.4 3.6
2016 -2017 Ireland, Scotland, Fr, Sp, Morroco, Carrib, PC, Mexico 1608 2801 1.7
Summary of 2014 to end 2017 3106 5020 1.6

The table above reflects the number of engine hours, fuel use and distance travelled for each cruising season. Thus, The first Atlantic Passage from Cape Cod to Ireland via the Azores, took 638 engine hours, 1013 gallons of diesel and was 3624 nautical miles (nm) for an average of 1.6 gal/hr and 3.6 nm/gal.

From Gibraltar to Martinique, a distance of about 3,500nm required only 700 gallons of fuel and 6 gallons of oil costing me less than $1400. Now I know 99% of Krogen owners will not make the trips that I have, but at least they have that option. On the other hand, if you have a boat that is not as efficient, a $10,000 ocean passage becomes truly daunting.

While I have a written log of every event on the boat, as you can see from the above numbers, they were consistent enough, that I got lazy and stopped entering every day into my spreadsheet from which I obtained these numbers.

As for other information on the boat, I know what temperatures everything runs at: Engine coolant tank, as measured at top of tank 158°, oil filter 161°, transmission 131°and stuffing box 100° (this depends on sea water temperature and is normally 15° above sea water temperature).

So, my reality has been that over 8 years these numbers vary so little, I am able to spot issues immediately, should they arise, which they never do.

Related to all of the above is my hoard of spare parts for Dauntless. Basically, all they did for me was take up space in the engine room, but they did give me piece of mind and have pretty much been untouched for 8 years. My boat maintenance has been for the routine stuff, oil change every 200 to 300 hours, fuel filters every 50 hours unless a problem is noted. The Ford Lehman SP135 does not eat impellers nor do anything else. It just drones on until not needed anymore. I had 4 or 5 impellers when I left for the first passage and have needed none. I do change them every couple of years, but the old ones look as good as new.   The engine will drone on and on for weeks on end with never a hiccup. One realizes how comforting that is when occasionally miles from land, I would reach for something on the helm and inadvertently hit the throttle causing a dip in RPMs. Your heart goes to your throat for that instant before you realize that it was just you. Readers of my blog will know that virtually everything that has broken on the boat was broken by operator error, me!

Lastly, James Krogen designed and built a boat that could handle the North Atlantic. In hindsight, I love this boat more than ever because she kept me safe and sound in spite of some of my dubious decisions. Look at the fishing boat in Ireland next to Dauntless. Our lines, roof, bow rise, etc. are within inches of each other. James Krogen knew how to design and build a boat that would keep you safe no matter what or where. We ended up with a safe, secure, and cost-efficient boat.

Docked next to a fishing boat in Ireland
15+ foot seas Mid-Atlantic, August 2014. Waves this boat would just laugh at; me not so much!

While I have been meticulous in maintenance, my attention to her cosmetics have been lacking. My focus has always been on cruising, but I know a new owner will want a pretty boat. So I will discount that in the price, so the new owner can make her look as she should. On the other hand, should the new owner be ready to cross the Pacific tomorrow or go down the coast to Mexico, she’s willing and able to do so right now.

She’s not pretty, she’s fucking gorgeous, because we can actually afford to go places.

Coming up.

In the next week, I will post Dauntless for Sale here, with a list of equipment, some pictures (though most new pictures will have to wait until we get to Seattle, and we can get all our stuff off the boat and clean her up). I would love to sell her to someone who at least dreams about crossing oceans. I would also be happy to help in any delivery anywhere, I’d love to return to northern Europe one more time!

If you are interested in an iconic ocean crosser, contact me sooner rather than later, as I am willing to discount for the outside paint that must be redone, the teak on the gunnel which has not been touched since I bought her and the savings from sale by owner.

Dauntless in Horta, Azores on the one day of the year that the moon rises directly over Mt. Pico

 

 

 

 

 

The End Plan

This ain’t Afghanistan, we need an end plan.

Don’t look at the crabs, or Ti, look at that ugly gunnel teak.

Everyone says that it’s best to return the boat to as close to original, especially when it comes to electrics, for a good survey. But I’m not sure I can do that.

We are cleaning her bottom as Dauntless is out on the “grid” in Wrangell

No, I’m pretty sure I don’t want to do that. Why? Because this boat has gotten me where we are as she is. She’s been nothing but reliable. Many of my additions are just to make my life a little easier.

For example, when I upgraded the fridge/freezer in 2014 to the Vitrifrigos, they were very professionally wired and installed. They can use any voltage and frequency, from 240v/50hz, 120v/60hz to 12v d.c. While the 120v power goes through a breaker on the salon distribution panel, the 12v power came directly from the engine room distribution panel. I had no easy way to totally isolate the fridge or freezer. So, I added a 4-gang switch, with circuit breakers, so I had an easy way to turn off the power if need be.

Now, in the four years since I did this, I’ve probably only turned the 12v power off two times, the last one being a few months ago, when I was trying to determine my mysterious electrical draw (See Sense of Smell). So why undo something like that? Does that really increase value?

But there are a lot of cosmetic things that do need to be taken care of. Truth be told, as I’ve cruised up and down the east coast, across the Atlantic, through the Baltic and North Seas, back across the Atlantic and the Caribbean, through the Panama Canal and the long, hard slog up the west coast of North America, I didn’t find much time to do those cosmetic jobs that make boats look so pretty.

The beautiful grey paint job that I think makes Dauntless lo so determined is now five years old. Time for a refresh. The cap rail in particular looked great for two years, then showed the first bubble (it’s hard to paint teak no matter how good the preparation) at year three and looks really bad now. I may try AWL wood.

Also, the inside walls have too much evidence of botched jobs, etc. So, Dauntless needs some of that tender care that I have been so negligent in giving her over the last 30, 000 miles.

But I love her. She has been such a reliable vessel, The $10+ value of spares in half a dozen containers of spare parts have almost never been opened. All that money! But I was preparing for cruising the world and I was as afraid of getting a required part through customs in a timely manner or actually needing those spare injector tubes in the middle of the Atlantic.

As I’ve said, I never needed any of it. Even the two long term cruising spare kits from American Diesel went unused.

But the teak on the gunnel looks like hell or in reality, just untouched for 8 years! What can I expect? Eek

Right now, the plan is sort of tentative. It depends on where in Washington state I find on the hard storage for the winter. I also want to be able to do some work on her to prepare her for sale.  If I can’t do that because of restrictions on working on the boat, then does it make sense to bring her down for the winter? Maybe wait until spring??

Let’s see what I learn a the Northwest Kadey Krogen rendezvous. Umm, maybe this is starting to look like Afghanistan.

 

 

 

 

Mutiny on the Dauntless

In 2018, I moved to Alaska, then a year later, I brought Ti and Thien to join me for our Dauntless in Alaska adventure. Those regular readers of this blog and my friends who follow just to keep up, know I like to keep it simple.

Dauntless in Horta, Azores with the moon rising over Mt. Pico

Make the Plan; Do the Plan.

Dauntless in Spain 2016

For the past 10 years, the plan has been simple, keep moving forward:

  • In 2011, it was to acquire an affordable ocean crossing boat, which meant a Kadey Krogen.
  • In 2013, we acquired Dauntless and outfitted her to cross oceans and gain experience to do so.
  • 2014 was the first Atlantic Passage, England to Ireland via the Azores,
  • 2015 was the Baltic & North Sea adventure, showing the flag from eastern Finland thru Scotland,
  • 2016 exploring the west coast of Europe, from Scotland to NW Africa, coming west again at year’s end
  • 2017 the Panama Canal, Central America, Mexico and finally,
  • 2018-2019 the long, hard, never to do again, slog up the west coast of North America to Alaska.

But it’s now 2021 and Dauntless has become restless. Two years in the same port is not something we are accustomed to, though Alaska is a great place to live and boat.

Looking back at the original plan of 2013 and 2014, would have put Dauntless in Korea by now. That was always the near time goal from the inception of the idea to its realization. Having done the hard work of coming north along the west coast, it would be relatively easy to head west into the Aleutians. Then, it’s a short step, 1200 miles, 9 days to Japan.  So close and yet so far.

But the air smells different.

Last summer, my brother, a long time Alaskan, who retired to Las Vegas a few years ago finally realized the fishing sucked in Vegas, at least for the aquatic kind. So, he came up with the idea of joining us on Dauntless for the summer 2021. Now, I love my brother, I grew up with him, so the idea of spending months with him, left a lot to be desired.

Thus, I figured it would be a perfect time for a vacation away from the boat. We planned for this summer and fall. He would be on Dauntless, while the three of us, would be visiting our friends in Texas on their beautiful ranch about 20 miles WSW of Austin. Texas Hill Country.

Texas Hill Country with pool !

We spent June showing him how to run Dauntless without hitting anything. It also gave me the opportunity to go through all the boat systems to make sure everything would run smoothly for him. Other than the watermaker and bow thruster, all systems were doing well. I made a few check lists for him, or I think I did, or at least I thought about making some checklists, but as I sit here, I am not so sure.

A nearby creek

We ended up flying down to Texas the very end of June. We are doing an opposite “Snowbird” (many “Alaskans” fly south when the first snow flies in October until May).

More hill country

Thien will be going to Oregon State University this fall. Ti and I will drive him out to the PAC NW in September. We’ll also visit friends along the way and in Seattle. Then at the end of the month, I’ll attend the Northwest Kadey Krogen rendezvous, a first for me. I’m looking forward to meeting a whole new bunch of Krogenites.

But in the meantime, the air smells different, I smell dirt!

But now I have a mutiny on my hands. The plan was to stay here until Thien goes off to school this fall. My brother would be on the boat in any case, so no worries there. But now, Ti likes it here and says there is more opportunity for her here (That’s certainly true). Best of all, she loves the kitchen in the very big house.

For when it comes to Dauntless, Ti can only see a “Depreciating Asset”. Now, I love Ti and the Vietnamese in general for their hard work, pragmatism, and ingenuity, being able to make do with what they have. But Depreciating Asset is a bit harsh.

A look Inside at Dauntless, a Kadey Krogen 42, built in 1988

Dauntless Tour 2013 2020

The Wind is Always Blowing

A look Inside at Dauntless, a Kadey Krogen 42, built in 1988

 

I’ve been asked to give a little tour of Dauntless. Built in 1988 by Kadey Krogen, designed by James Krogen, this 42 foot boat has been the best economical paggagemaker of all time.

With two cabins, one mid-ship portside, the main forward, each with a head & shower. A very efficient boat inside and out.

Safe in towering seas, she just rolls along no matter what I ask her to do.

 

 

 

20190713, 14 & 15 Blenkinsop Bay to Sea Otter Creek to Bella Bella BC

On these two and a half days, 13, 14 and 15 July 2019, Dauntless continues her northward trip up the Inside Passage in British Columbia to Alaska.

Highlights of this day include:

  • We race the Alaskan Ferry Columbia
  • We have a freshwater leak that empties our only full water tank
  • We stop early to rebuild the water maker, which only takes about 4 hours, only to discover that it didn’t solve the problem
  • Each day was 65 nm in 9 hours and 30 min on the 13th and just over 10 hours on the 14th.
  • First half of day 3, was just from Sea Otter Inlet to the Bella Bella dock where we hoped to get water for our freshwater tanks.

Low lights consisted of us spending 6+ hours rebuilding the Katadyn watermaker high pressure pump only to discover it did not solve the problem of the oil seal that was in the electrical motor portion of the water maker.

Upon close inspection, I had suspected as much before we started, but I was hoping for one of those boating miracles that was not to be.

For some reason, there does not seem to be a lot of places to stop and get fresh potable water along the BC portion of the Inside Passage.  The cruising guide did seem to indicate that water was available at Bella Bella, so that was our destination on the morning of the 15th.

Once docked, we found the hose, but it took me 15 minutes to figure out how to turn on the water. The valve was hidden just beyond alittle gate that made it difficult to see.

Once that was done, we filled both tanks and got underway to anchor for the night a few hours north in Mouat Cove.

Here is the video: Dauntless in the Inside Passage 13 July 2019

20190711 Vancouver BC to Savary Island with tour of Smuggler Cove

We left Vancouver BC for the last time at 7:11 on 7/11. I think it was a coincidence! It was a long, 12+ hr. day, but it’s the Inside Passage, so weather is normally not a factor.

Dauntless cruise from Vancouver BC to Savary Bay 11 July 2019

There was an interesting spot we (My long-time Alaska friend Larry was with me for the next two weeks) wanted to check out, Smuggler’s Cove and that turned out to be the highlight of the day. Truly tight and narrow, it was a bit stressful entering and even leaving.

We have some OK Go-Pro footage of that excursion, though the Go Por was fogging up, so it’s not as good as it should be. I also took some video from inside the pilot house of the charts, both my Coastal Explorer running C-Map and Navionics on my tablet.

After that exploration, it was another 7 hours until we stopped for the night in an open anchorage, just north of Savary Island. All in all, as easy day, filled some interesting tidbits.

You can watch the videos here on the Dauntless at Sea You Tube Channel. The Smuggler Cove entrance is very tight and the conversation between Larry & I is interesting. Vancouver BC to Savary Island with tour of Smuggler Cove

Larry has been on Dauntless crossing the English Channel, Leaving Cabo San Lucas and the Mexican coast northward and now from Vancouver in the Inside Passage. This latest cruise was the easy compared to the rough sea we experienced off the Mexican coast and in the English channel. Those videos will get uploaded after I finish the Inside Passage 2019.

 

 

 

 

Vancouver BC to Montague Harbor and Return 20190708

Here is the link to my You Tube channel, Dauntless at Sea, where I just uploaded some pictures and videos of the day 08 to 10 July 2019, Vancouver B.C., to Montague Harbor, where I anchored to meet some wonderful Kadey Krogen friends.

Dauntless 20190708

 

Power to the People

This entire spring, I have been dealing with electrical power issues, of course, like usual, mostly self-imposed. My Kadey Krogen 42 is a really well designed, well-built boat, but for the nut behind the wheel, all would be perfect.

This is what’s been happening.

Batteries. My four Yuasa 8D Sealed Lead Acid batteries, bought in Ireland 4 years ago, are shot. Each battery is 225 amp-hours (AH) but are down to about 10 AH each! That means that once 40 AH are out of the entire bank, the voltage crashes to under 11 volts.

The battery that was replaced.

Last fall and again this winter, hoping it was just one battery gone bad, pulling the others down, I separated each battery, let them rest and then checked each voltage. Normally it’s a good sign that they were all within a couple of hundredths of a volt, but in this case, it just affirmed that the entire bank was shot.

My first solution was to get and install an Automatic Generator Start (AGS). I found a Magnum on Amazon. An AGS starts the generator automatically at a certain voltage, in this case 12.0 volts. Once this was up and running, at least I didn’t have to wake up every three hours, check the voltage, go back to sleep for an hour or two, then get up to turn off the generator.

The AGS Setup
The replacement cells

Now, the gen would come on automatically, run for the time I had set, in this case one hour. That would put enough charge back in the batteries for the next few hours.

The installation was relatively complicated because of my Westerbeke gen. It required using two additional relays (the AGS itself is essentially three relays).

About his time, somewhat unrelated to the batteries, I managed to short out my Heart Interface b y doing something really stupid.

We were connected to one 30-amp shore supply. To make life easier, I installed a jumper breaker switch so that I could power both circuits of the boat from the one source. It does mean we must manage our use, so if making hot water in the electric kettle, we must turn ff the water heater which itself uses 10 amps of 120 power.

I managed to blow up two of the mosfets in the Heart inverter by forgetting to disconnect this jumper or disconnecting the shore power, when I went to start the generator.

So, I was also in the market for a replacement inverter. I wanted a pure sine wave inverter to be able to run by 120v heating pad on my bed.

I ended up deciding on MPP Solar Inverters, I got two 1,000-watt inverters that normally run in parallel and thus provide 2,000 watts as needed. I can also sun them singly, giving me back up if needed. Also integrated into each unit is an 80 A MPPT solar panel controller.

The Li battery is under the black rubber protective cover lower right. one od the older 8Ds is in middle. MPP Inverter/Chargers are on top.

On the battery side, I decided to try ONE LiFePO4 chemistry battery, that I would put together myself using four 3.2-volt cells (each 200 AH) and a Battery Management System (BMS). Total cost for the four cells, shipping and BMS was $600, though it took two months by boat from China to Seattle, then barge to Wrangell, Alaska.

The battery was relatively easy to set up. I’d spent much of the winter watching Will Prouses’s videos on YouTube and reading his forum.

Update: the link to one of his videos and forum. Will Prouse’s channel

From the forum, in the marine section, I found the solution to the issue of an abrupt battery shutdown by the BMS, possibly blowing up the diodes in the Alternator or Generator.

link to marine forum

 

The easiest solution seems to be to keep lead acid batteries in the system. So, in my case, I took out only one of the 8D’s and replaced it with the Lithium battery.

The naked battery before covering
This is how I got that 100 lb 8D out of the engine room, without breaking my back. I used the winch on the boom from the fly bridge.

The new setup has been operational since June and has worked well and as anticipated.

I had to set a user custom charging program for my Balmar ARS-5 regulator. I also added a temperature sensor for the regulator to know the temperature of the alternator. I set the bulk charging to 60 amps and 120 minutes at 14.2 volts. Absorption I set to the minimum 6 minutes and Float to 13.3 volts.

Works like a charm. If we are on the hook, 12 hours overnight uses about 110 to 150 AH. Once we get underway, the alternator will put 60 amps into the batteries for the first two hours, then go to Float.  LiFePO don’t like being kept fully charged, so the Float at 13.3 keeps them about 85 to 90% capacity while underway.

The MPP Inverter/charger works somewhat the same, but at least for now, though I did have to change the Bulk charging voltage from 14.2 to 14.6 volts to get it to go into Bulk charging if the batteries are at 50% since the voltage at 50% stays relatively high at around 13.00 v.

With this set up, now when out fishing for the day for days, we just run the generator for an hour or two in the morning and maybe one hour in early evening.

Next up, our summer fishing trip.

 

 

 

2020 Update on Paravanes and a Few Other Things

First, I’m still alive, though it was a close call. No, it wasn’t Covid-19, but something far worse, boredom.

I hate being bored and perversely, the less I do, the less I want to do. Thus, my creative energy that it takes to write these blogs or make YouTube videos seems to have gone into hibernation for the winter. Is it back now? Only time will tell, but since I’ve gotten a few emails asking if I was still alive, I thought I better get off my ass and write.

Second, also got an email complaining about the most recent appearance change on the blog I did a few months ago. They said it was harder to read because of the dark background. Honesty, I had noticed the same thing myself, but was hoping that I was the only one who noticed! See just lazy. Like hearing that strange noise in the middle of a passage and just hoping it goes away on its own (fat chance).

Tell me what you think of this new theme (background) and if anyone has any suggestions &/or improvements, I would be glad to hear them, though the easier they are for me to implement, the more likely it will happen.

Third, living on the Dauntless in the winter in Alaska is very different than crossing oceans or cruising to new and strange lands. More on this later, as it will be the topic in an upcoming blog.

Lastly, below is a blog I wrote mostly about the paravanes in 2016. I did write a summary of what I have done and the final paravane system setup. I will post that in the separate post.

My shopping cart with the new birds

While In Astoria, Oregon, last summer, I was finally able to get two new paravane birds.  Over 25,000 miles and 5 years, I had left the USA with 4 paravane birds, two 26″ and two slightly smaller at 24″ (as measured at the base of the triangle of the bird).  Going to 24″ was a mistake. I was so happy with the performance of the 26″ birds, I thought I would try the 24″ to see if they was as effective, but with reduced drag. Yes, just like a perpetual motion machine!

If I have learned anything over the last 6 years, it is that you can not escape the physical laws of the universe. Work (as in the physics definition of work as the product of Force and distance) perfectly explains the effectiveness of the paravane birds and the drag they produce.

Therefore, If I deploy just the windward bird (being the most effective), if it reduces the roll 80% of what both birds would do, then the drag will also be 80% of the total speed reduction had I deployed both birds. In the same way, the 24″ birds did not induce as much drag, but they also did not reduce the roll as much.

So, last summer, I decided to buy the 28″ birds, while in Astoria, at that glorious store, Englung Marine. With stores in the Pac NW, along the coast from Westport WA to Eureka, CA, it’s a must stop for any boater who wants the best bang for their buck.

I didn’t have a call to use them after the first day out of Astoria, but I did use them just the other day when we were returning to Wrangell from a a few days of cruising and fishing. The wind had picked up to mid to high teens from the south, producing a nasty very short period sea of 2 to 3 feet. With such a sea on the beam, this Kadey Krogen will get into quite a quick, deep roll of about 10 degrees to the lee and 5 or 6 to the windward.

Not terrible for what D and I have been through but a different story for the Vietnamese landlubbers. Also, the boat is set up for living aboard in port, not crossing the Atlantic, therefore, I deployed one bird immediately and was impressed how much the one 28″ bird suppressed the rolling.

 

An earlier post:

Less is Not Always Safer, More is Not Always Better

2019: This was written in June 2016, but never published. The recent Trawler Forum post about paravanes made me look for what I had written already and discovered I had never published this. So , here it is.

June 11, 2016 – The Pacific Rim or Less is Not Always Safer

While the Pacific Rim is my destination, I am actually referring to the movie, Pacific Rim Movie. Not the best of movies, I still find it hard to get my mind around why a giant robot would be effective against a giant monster.  Let’s not even address the premise that this giant robot has to be controlled by two people.

Two people, they must not have done 3 legged races in camp as kids.

But I am sitting here in Largs, Scotland listening to the soundtrack, which is dramatic.

It’s good Dauntless music.

But besides the soundtrack, I do love Idris Elba.  And if you have not watched Luther, make sure you watch it from season 1, episode 1.

But then he really made his  name in The Wire as Stringer Bell. A depressing, but extremely insightful series.

 

I’m waiting for my next crewmates to arrive, Dan & Robin.

Brian left yesterday and of course he took the good weather with him.  From his second day, we had nothing but fair winds, sunny skies and beautiful cruising.

That also allowed us to get Dauntless more organized and in ship shape having sat in the wind and rain for 8 months.  There are still a few projects to complete.  My new goal for the Wallas DT40 heater is to have it completely installed before I reach Alaska.  Stay tuned. (Ha, still not installed, but I’m not in Alaska yet!)

I also had the opportunity to redo my geometry to determine the deepest I can run the paravanes birds without the possibility of hitting the prop or rudder.

Just to show that the laws of math and science have not changed all that much in the two years, the magic number is 17 feet, which is the same number I came up with two years ago.

Now, if you have been reading my blog for any length of time, you will know of my tendency to rant and rave about politicians who make decisions not based on any facts or science, but simply because it looks, sounds, tastes good.

Well, I am guilty of doing the exact same thing in this case.  Which further makes my case that the right number is the right number, more or less does not make it any better, just different.

So in my case, I came up with 17 feet.  This was also confirmed because my friend Larry on Hobo, another KK42, runs his at 18 feet because his poles are about 2 feet longer than mine.

So two years ago (2014), having the magic number of 17, I decide to make it 15 just to be on the “safe” side.  Sounds like a no-brainer right?  Then as I am actually rigging them, I decide to take another couple feet off, to make my no-brainer even better.

What could go wrong?  Am I not being 50% safer?  That’s what a politician would try to tell you.

No, I was being an idiot. Made even stupider because I of all people have taught wave mechanics and what happens to the actual water molecules in a wave.

In last fall’s crossing of the North Sea, it all became clear.   While crossing the North Sea from Norway to Scotland in September 2015, on the first day, (of the 4 day trip), the winds were from the NW at 20 knots, gusting to 37, producing seas 12 to 18 feet.

Crossing the North Sea

But the paravanes were not as effective as they should have been. I realized I was running the birds too shallow.  The paravane bird was getting caught in the rotor of the wave.

Waves are created by energy passing through water, causing it to move in a circular motion, producing a rotor. While the wave progresses, the particles of water in the wave itself, move up and down.  If you watch a leaf floating on the water, even though the waves move, absent current, the leaf stays in place.ocean wave

Therefore, instead of pulling the boat down and thus reducing the rolling motion, all of a sudden the bird is actually being pushed up.  Sometimes this would cause the bird to fly out of the water.  Once I stopped and put another 5 feet on line on the bird, all was good and I got to Scotland.

So less is not always better.

And now, I will show you why more is not always better either.  Having Brian on our 2016 maiden voyage turned out to be, was a godsend.

I had a thinking partner who helped me articulate my thoughts and ideas.

The only moment where two people was a detriment and not a plus was in getting back to Dauntless on the dingy.  I got out, Brian got out, the dingy drifted away.

We started the engine, detached ourselves form the mooring and the dingy was reacquired 10 minutes later.

Had either of us been alone, we would have known the dingy was not secured.

Dauntless on a mooring in Scotland

 

A Miserable Trip

Vallejo to Crescent City California, 26 to 28 June 2019.

I’m finally getting around to writing in detail about my cruise up the west coast.

Since this is a past summary, I am going to change the format a bit. I have also started a You tube channel, Dauntless at Sea, where I am posting the Go Pro videos, I took along with some commentary of what is going on.

So, this blog will be a short summary about the start of my voyage to Alaska in the summer of 2019. We (John a friend/crew joined me from California to Astoria, left Vallejo on 26 June and arrived in Crescent City on the evening of the 28th. It was a miserable trip.

The Maretron Data says it all. This data is sourced from a number of different instruments, among them: the solid state compass, the GPS and the Weather Sensor. The scales for Pitch (lower left) and Roll (lower right) are purposely set at my “miserable limit”. This means for pitch that +2.0 degrees (which is actually down direction) and -4.0 degrees (up) is really miserable. Same for the roll, once it gets to 20 degrees in any direction (it’s bigger on the lee side [away from the wind] of the boat).

 

The data above shows the first three days were punctuated by three significant bouts of head seas, 3 to 5-foot waves on short 3 or 4 second periods which produced a miserable hobby horse ride, with constant pitching up and down.

Adding insult to injury, this also slowed the boat considerably, so instead of doing our normal 6+ knots, we were in the 3.8 to 4.8 range. Yes, that also means the miserable ride is 50% longer than normal, while fuel consumption remains steady, based on engine rpms, but fuel consumption per mile is also 25% down. Therefore, the miserable time is extended, and you pay 50% more for the experience.

Here is a little summer by period:

Cumm time Hr:min  Dist (nm) per time pd Avg speed (kts) Cumm Dist (nm) Running avg sp (kts)
1:17 1:17        8        6.1        8    6.23
25:17 24:00    138        5.8    146    5.77
49:17 24:00    136        5.7    282    5.24
55:17 6:00      42        7.0    324    5.86

 

That first 1 hr. and 17 minutes was the time it took to leave Vallejo and stop in Benicia for fuel. So the next time period started once we left Benicia.

Overall, it was 324 nautical miles in 55 hours and 17 minutes. We anchored in 12 feet of water in Cresencet City Bay at 19:54 on the 28th.

My You Tube channel is a work in progress. Please feel free to leave comments on You Tube about any suggestions or things I need to explain better or clarify. I am also still debating as to how to best upload the long Go Pro videos that frankly are quiet boring.

Here is a link to a Google search:

Google Dauntless at Sea North to Alaska

Note the third item is the song, North to Alaska by Johnny Horton, a pretty good song.

Coming up, running aground in the Bay, as the Fuel guy watches and waits.

 

 

A Humdrum Day

My tracks on Coastal Explorer in and out of Wrangell

As we returned to Wrangell Harbor after a day of fruitless fishing, but with 5 Dungeness crabs at least, I thought about how I was now an “old pro” returning to this harbor and dock.

Getting ready to leave the dock in Wrangell.

What made me think that? This was only my 7th time returning to this harbor and docking on this dock!

Seven times! WTF. Virtually everyone reading this who has a boat has docked at their home harbor more than that, hundreds, even thousands of times more!!

But if you have been reading this blog and following my travels for any length of time, you know I’m all about travelling. Even when Dauntless was ported in Waterford, Ireland, Huatulco, Mexico or Vallejo, California and spent most of a year or more in those places, I wasn’t cruising.  I’d leave the boat for weeks or months at a time flying to New York, California, Texas, Italy, Holland, Germany, Japan and Vietnam.

Even when we were home ported in Providence, Rhode Island, our trips were big ones, lasting the season, to Nova Scotia, then the Bahamas.

Therefore, since arriving in Wrangell at the end of August and the summer, we’ve done a half dozen day trips, which again is the most ever for any one port!

I miss Waterford. Still probably the best place Dauntless and I have ever lived. Great place for both the boat and me. We’ll return one day.

Looking out the Salon Window onto the Quay of Waterford, Ireland

I regret not cruising more while in Vallejo. That was my original plan, but it was not to be. In part because Dauntless was under a roof, the mast was down. This allowed me to do a lot of overdue maintenance on the mast fittings but precluded taking Dauntless out for a spin.

While I have substituted taught here in the elementary and high schools, I’m pretty much doing nothing. So, taking the boat out for a few hours (we only have 7 hours of weak daylight this time of year) is a treat for me.

I am in the process of organizing a YouTube channel, in which I will have all of my cruising videos of the last 6 years, but that will be a work in progress. I will start with Dauntless leaving San Francisco and coming up the coast to the Pacific Northwest, British Columbia and finally Southeast Alaska.

Our travels in the Wrangell region so far
A beautiful sky and day in Southeast Alaska

 

 

The Day of Reckoning

Who said old dogs can’t learn new tricks!

The morning of the departure. My CE navigation chart and Maretron data. Just started engine. A cold morning, 26F. Sunrise in an hour and a half

By Friday, the weather still looked good.

That evening, I told my crew, Tee and Thien, that they could sleep late. I could get off on my own, but they needed to be ready for action by 09:00 sharp and they needed to be prepared to spend two hours out on deck in the cold and wind without complaint. That was a deal they loved to accept because both like sleeping in on weekends.

We had the coldest weather of the year in these days, the temperatures being in the high 20’s in the mornings. I had already filled the water tanks of the boat just in case we lost the dock water.

Sunrise over the Eastern Passage and Wrangell Island as we are underway to retrieve our pots and anchor.

I also made one of my brighter decisions. I disconnected the water hose from the boat Friday evening. It took me almost 20 minutes to do so because it was almost frozen, so I was so glad i had not waited until the morning. I then decided that with the light winds we were having, there was no reason to keep all 7 lines on Dauntless.

One of my better decisions. As it was the lines were frozen and it took me a while to get the lines off the cleats. I left only two lines: a short stern line and a line that was tied my mid-dock to the bow cleat.

Saturday morning was dark and cold, 25°F, the coldest Dauntless has ever seen. The night before I had done my engine room checks, including turning on the engine water intake. I had also checked the oil and set the fuel feed.

My alarm was set for 06:30, but of course on all days of departure, I woke early and was up at 06:15. Time enough to make my usual cup of Vietnamese coffee.

Engine start was at 06:36. After last weeks’ mistake of not opening the engine water intake, I am back in the habit of immediately checking for water in the exhaust and I also ran down into the engine room to make sure there were no bad noises, smells or visuals.

Even with only two lines, it still took me 10 minutes to get the frozen lines off. I had to get some cups of hot water for the line on the bow cleat. But I was underway to Mahan Bay at 06:50, 10 minutes ahead of schedule.

I had two hours to think about the plan once we got there. I had thought that if for whatever reason, the shrimp pot floats were underwater, for instance if the pot had got dragged to deeper water, what would we do? I figured we would put out a fishing line without big halibut jig (a big hook with a 12 oz or 16 oz weight). We would troll back an over the probable areas. It turned out that I’m glad I had thought of this.

It was cold and dark, but we were on the way back to collect our gear. Just before 09:00 we were approaching Mahan Bay. It was a beautiful morning, just some middle broken clouds and light winds (see picture above). Tee and Thien were suited up and ready to go. I aimed Dauntless for the spot that we left the first pot and spotted the float right away, about 100 feet away.

Getting the boat hook ready, the boat was a bit too far away, so I turned to make another pass. This was seeming to be as easy as I had hoped in my wildest dreams.

As I approached the float the second time, I realized we were not as straight as we should be and at that instant, I realized that I could only screw up my perfect day if I ran over the thing and got the line stuck in the prop.

As I was having that thought, the float was along the port side hull, I kicked the stern to the right and put the gear in neutral, but it was too late.

Just alike that I had screwed up my perfect day by running over the float and getting the line stuck in the prop.

Fuck me. More appropriate words were never spoke.  How could I have been so stupid. I ran to both sides of the boat hoping to see the float, but nothing. Nowhere, no how.

I put the boat into reverse gently, hoping to unwind it. I immediately heard the float hit the hull and seconds later it was floating along the boat, the line still around the prop and ripped out of the float.

The Float we recovered absent pot

The line had been ripped from the float. Then we saw a little piece of the float, about the size of a tangerine, floating away. I went to get the boat underway to try to catch it, with hopefully the shrimp pot line still attached, but we lost sight of it.

It wasn’t clear to me if we still had the line on the prop or not. Now was time for Plan B.

Thien got his fishing pole. He let out a few hundred feet of line. Within five minutes we had a catch. Reeling it in like it was the most valuable fish we ever caught, it was our shrimp pot line. It was also clear that the line was still wrapped around the prop.

So, first things first, I wanted to get the pot on the boat. That done, with all of two shrimp inside, I now had to get the line off the prop.

Being able to hold on to one end of the line that is wrapped around the prop and shaft does make the job a bit easier. In this case, I asked Tee to hold tight and tell me if the line was getting tighter or looser, when I put the boat in gear. She couldn’t tell, even when I tried reverse.

I wasn’t sure if it was a language issue or simply she did not have the feel of the problem, so I decided I had to do it myself. But I also didn’t want someone else at the controls if I am holding a line that is around the prop!

So, I got enough slack on the line so that I could stand at the helm, with one hand on the gear shift lever and the other holding the line tightly with the line from the prop thru the salon to the pilot house.  I put the boat in forward gear, and I could feel the line getting a bit looser, at the same time, I could feel the prop rubbing against it.

I pulled harder on the line and it parted. I’m guessing the line cutter just in front of the prop on the shaft was able to put enough pressure to cut the line.

We were free and no vibration what’s so ever.

We headed for the second shrimp pot and it was just where I had marked it on the chart. Which does make me think that it was underwater when we were looking for it a week earlier. We snagged it, this time without any drama and it had four shrimp.

Thien ate them with gusto. 

The weather was beautiful, so once we grabbed the anchor line, we tied it off and fished for a couple of hours. We caught two flounder. They were dinner.

Pulling the anchor up now worked like a charm and we motored back to Wrangell in a much better mood that the week before.