February 16, 2019
Noon Position: 47 15S 178 34E
Course(t)/Speed(kts): E 6+
Wind(t/tws): SWxW 17 – 24
Sky: Cumulus and Squalls
10ths Cloud Cover: 5
Bar(mb): 1009+, steady
Cabin Temp(f): 64
Water Temp(f): 59 (incredibly warm…we’re at 47S)
Relative Humidity(%): 66
Sail: Twin headsails; #2 to port and free; #1 to starboard and pole out.
Noon-to-Noon Miles Made Good (nm): 127
Miles since departure: 18,420
Avg. Miles/Day: 136
Days since Cape Horn: 78
Miles since Cape Horn: 10,779
Avg. Miles/Day: 138
Longitude Degrees Made Good (degrees minutes): 3.16
Total Longitude Made Good Since Cape Horn (degrees minutes): 246 07
Avg. Long./Day: 3.16
A slow night has given way to a fast day. Rain in the morning. Then squalls till mid afternoon. Then puffy cumulus as the wind hardened into the middle 30s from the WSW. This surprised me, that the low would come with cumulus and not the solid deck and rain one expects. But as I type, the sky astern has grown dark and heavy. Now comes the low.
We are entering that part of the voyage where gear fatigue and wear has begun to show on multiple fronts, and each day, skipper must focus on keeping his ship together.
Today a knocking in Monte’s pinion gear caught my eye. Investigation showed that my bushing jury rig from a month ago needed a refresher. The forward bushing was worn by well over half and slipping out the front of the unit. Cutting one to shape and fitting it in place was no big job, but I have six new bushings left. Will they be enough?
Two days ago was spent opening, inspecting and cleaning all Wattsy (Watt and Sea Hydrogenerator) connections. Wattsy has started to drop amps during his charge cycles and all indications are its due to a fault in the line. I found no fault. Wattsy is essential. Will he last?
Yesterday I began troubleshooting the irregular failures in the engine alternator. Through the magic of internet introductions, I am being coached by a Chris Harris of Tweeds Marine in Christchurch, New Zealand, a man I didn’t know before three days ago. This unlikely arrangement came about when my friend, Gerd, posted a question for me on one of his forums, and Chris responded with specific and incisive questions. Chris is an electrical engineer who has worked with the likes of Skip Novak and Magnus Day; what good fortune! So far, no dead-ringer cause has been uncovered, but I am learning a great deal about the engine charging system.
Today, while I wait for Chris to digest the results of the alternator tests, I began work on the HOOD #2 sail that has been seated at the salon table this last week. Sewing is not something I take to, but with the help of The Speedy Sewing Awl, a mother-in-law gift from ages ago, progress is being made. This is the most intimate contact I’ve had with this sail since installing it on the bow in 2017, and the more I work with it, the more I am surprised at the clew webbing failure, because everything on it is finely and ruggedly constructed in the extreme. I’m eager to get it flying again.
Except for the engine alternator, all the above items have been in near constant use this and last circumnavigation, and have spent months in one of the most challenging sailing environments on the planet. I’m not surprised we’re seeing failures. It’s just that success requires these failures find fixes.