Journal

Autumn 2008

Editor's Rambling.

             In addition to receiving articles from members and information about events and items for sale, members also point me towards articles published in various magazines which they feel might be of interest to others in the Association. I also receive recommendations for websites that may be of interest to members', For Example;

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Items for the next newsletter should be sent to :- Editor@SnapdragonMirage.org.uk

Chairman’s Letter

I have heard many people complain about the summer we've had. Others have commented that, whilst the summer may not have been spectacular, overall it's been a mild year with several days early in the year where the days were quite bright. Now autumn is upon us, as I write this it is a beautiful day outside, and we have enjoyed several days of sunshine. Our opinion of the year is often formed by whether the weather fits in with our plans. If you are fortunate enough to be able to choose when and perhaps where you go sailing, the year probably seems better than to those who are tied to a week or two during the summer with the odd weekend thrown in. Of course that is just the weather here in this part of Britain. It is easy to forget that there are others, within the Snapdragon and Mirage Association, sailing in other parts of Britain or other parts of the world for whom, as I write this, the weather is quite different. With sailing you have to take the rough with the smooth.

Pat Lacy

On Sunday 22nd June members met at Island Yacht Club Canvey Island for a midday lunch and to mark the occasion of Pat Lacy's retirement as Chairman after 20 years of outstanding service to our Association. Members and friends had contributed to a silver pewter tankard inscribed with all the positions of the British and French fleets before the Battle of Trafalgar in 1805. It is well known that Pat has always been interested in all things concerning Admiral Nelson.
After our Chairman Christopher Fisk praised Pat for all his excellent work the meeting was told that since Pat had become Chairman in the 1980's there had been 150 meetings that included races, fitting out suppers, rallies, visits to south and east coasts, etc. and, according to my records, Pat had only missed two! For some years he was Editor of the Journal and still organizes the printing and distribution.
After the presentation Pat told the meeting that although he no longer sails his heart is still with the Association and he will attend meetings and continue the printing and distribution of the Journal. We all wished Pat and Marjorie all the very best health and to enjoy their holidays in France and Spain along with their many outside activities including Pat's playing his trumpet with the Maidstone Brass Band.

Obituary:
Nancy Gilbert

Nancy died in June this year. For those of you who did not know Nancy she was the wife of Commander Philip Gilbert DSM, who was President of our Association until he died in April 2005. Philip was responsible for setting up The Snapdragon Owner's Association after Thames Marine decided to close down the Association in the 1960's. (Up to this date, Thames Marine had given free membership to all purchasing a Snapdragon).
Philip and Nancy sailed a Snapdragon 26 called Sjolyst and between them they made a very good and successful crew doing well in all the races and sailing to most of the rallies. Philip had been a regular officer in the Navy but after the war, while commanding a Minesweeping Squadron in the Mediterranean, he contracted polio, a blood disease, and was invalided out in 1962. Unfortunately, although at first he seemed to have recovered it started to appear again and when sailing Nancy did all the deck work while Philip concentrated on the steering and navigation. This was not so unusual as it was well known that Nancy was still a very good tennis player winning most of her matches.
This was not to last as Nancy's health also begun to deteriorate and they sold Sjolyst. This did not stop both of their continued interest in the Association and almost every Journal for some years had an article, (sometimes two), by Philip or Nancy. There were also many meetings at their house in Orpington, Kent which were a joy to attend with good food prepared by Nancy and dry humour by Philip along with his war naval experiences.
After Philip died Nancy's health did not improve and she went to live with one of her sons in the West Country and eventually died in a nursing home. They are both very much missed.

Vin Senatore, (Vice Chairman).

A Cruise in Company

Our Snapdragon 890, "Pegasus", has its home mooring in upper Loch Carron on Scotland's North-West coast and rides to a swinging mooring during the summer months in the shelter of Slumbay Island, along with some dozen other yachts and motor launches. The area has a very active sailing club based in the village of Lochcarron, which has a full programme of dinghy races and, in recent years, has been catering for the ever expanding cruiser fleet. This year has seen three yacht races taking place opposite the village, and in July the club held a 'sail-away' when five of us took off for a weekend with the destination being Isle Oronsay which lies to the south and beyond Kylerhea, on the Isle of Skye.
"Pegasus" being weighed down with extra gear for the comfort of the crew during their cruises on the west coast and having proved its suitability for comfort and couth cruising over its speed in the organised yacht races, we were looking forward to this "sail away" when the start times were fairly loose and we were able to set off with a good cushion of time over the back markers. It does boost morale not to be at the back of the fleet. We were also flying our new full size headsail which did give us improved performance especially upwind. The tides and winds for both the Saturday and Sunday were the deciding factors in the choice of course which was in the order of sixty miles over the two days. Ample time to overhaul those in front or, more likely, be overtaken. There were five of us, giving us a mixed bunch. A Westerly Fulmar, a Vega 27, a Contessa 32, a Liberty 23 who was on his first long cruise, a forty five foot steel hulled motor launch which often acts as our committee boat during the races and was the venue for the evening barbeque, and ourselves twenty nine foot of cruising comfort with a newly anti-fouled hull.
Saturday gave us a following wind once we were out of Loch Carron and with the tide in our favour we ran before a good breeze. We passed under the Skye Bridge and through Loch Alsh to carry the fast tide through Kylerea which is a narrow gut which separates Skye from the mainland. The Kyle has one of only a few remaining 'four car' turntable ferries plying between Skye and the mainland, and it is now run by the Glenelg community. It is here that with a favourable spring tide and a good following wind Pegasus has been known to touch ten knots over the ground. Not so today, but we were enjoying the lush steep hillsides on either hand and had enough steerage to keep well clear of the ferry. There is much to be said for this type of cruising where the pressures of racing are put aside, unless of course you find yourself overhauling the boat in front, when skipper and crew start tweaking sheets, adjusting fairleads, and checking any item of boat equipment that may give us some improvement, without making it too obvious that we are endeavouring to catch or even overhaul whoever is in front. We all do it. Once into the northern end of the Sound of Sleat and with Isle Oronsay light as a marker it took us under an hour from exiting the fast tidal ripe of Kyle Rhea to come up to the sheltered anchorage of Isle Oronsay where we were able to settle to the anchor at the second attempt.
"Meridian" our 45 foot steel motor launch acted as mother ship and some twenty of us were able to foregather around the barbeque set on the steel deck aft of the wheelhouse for a very pleasant and boisterous evening well clear of midges and with the hills of Glenelg and Knoydart as a backdrop. As is usual in such situations there was discussions of past cruises and races. Members had been to the Outer Isles to sample the remote anchorages found on its east shoreline, putting down a lobster pot or the fishing line to augment the supper, savouring the lonely stretches of white sands or describing the navigation through the Sound of Harris before the sail out to St Kilda. All this against a backdrop of sizzling hamburgers and clinking glasses we were disturbing nobody and so it was well into the evening gloaming before crews returned to their boats.
Next morning was a leisurely start and with the wind having backed 180 degrees we were able to catch the north going tide and have a fast sail back past the busy port of Kyle of Lochalsh to our own moorings either in Loch Carron or Loch Kishorn. So, unencumbered with racing starts and course layouts, or concerns about being caught, or overhauling the next boat in front who could well be the doctor with whom you had an appointment on the Monday, our concerns were more to do with the art of couth cruising in the familiar surroundings of home waters with the only concern being what was for tea once we had finished the coffee or beer on our own home mooring. There is life outside racing particularly in these cruising grounds of the Scottish West coast.

MAINLY TECHNICAL.

As I write this another season is nearly over and for us it has not been a good one, mainly due to the unsettled weather. The Azores High has just not moved far enough north, so it has been a case of snatching two or three days during the ridges between the lows which is OK for us, being retired but pretty hopeless for those tied to weekends. However we did have a fantastic run of about five hours with the roller cruising chute, as described in a previous Journal (the chute not the run). Apart from that the sail has stayed coiled up in its bag whilst we sailed usually with one or two reefs down.
Unfortunately these pages are mainly filled with my ramblings as members contributions, (with two exceptions), have been thin on the ground since the spring.

BATTERY CAPACITY.

Lead Acid batteries are funny old things. My service batteries seem to get low sooner than they ought to. I know discharging below 50% (12.2 volts on a rested battery), sulphation and shedding of the lead paste in the plates reduces capacity and this reduction is permanent and progressive. However on reading an article in Sailing Today about fitting battery monitors I discovered there is another factor that reduces capacity but this time not permanently. If you discharge at a rate up to 5% of the battery capacity, a new battery will do what it says on the tin, i.e. draw 5amps from a 100 amp hour battery and it will last 20 hours to flat or 10 hours to the safe limit of 50% charge. However if you draw say 15 amps the effective capacity will be about 75 a.h. to flat, i.e. 5 hours (or 2 hrs. to 50%) This is due to the Peukert Equation, and the equation shows that the higher the discharge rate the lower the effective capacity. So if you have the nav. lights, autopilot, radio and instruments on, the draw can be quite high and the battery will die sooner than expected. As I said this reduction is only temporary but is worth having in the back of your mind. If you have a 75ah battery you can only draw a maximum of 4 amps continuously for 10 hours. Go much above this and you will be running low after a night passage, especially if the battery is not new which will normally be the case. Electric outboards are becoming more common but they do draw quite a high current so the 'Peukert Equation' will certainly kick in here giving substantially less battery capacity than the nominal amount.

Reading this entry for last year it seems not much has changed. Too much wind or too little has been the norm this year again and my lack of crew got worse for the same reasons apart from people getting older and giving up sailing. We haven't even managed to catch any fish!

We had one Rally. This time the vote was for Bembridge where in the past it has not been possible to book berths. However, I found out rather late that we now could book but they were already very full with other rallies. We ended up with half the boats on the Duver Marina jetty and the rest on the beach. Most of us met for a meal in the Rowboat Inn but it was not the best of venues. Gratuity, Larus, Sheila and Jissel were there,and also Annie M but they were involved with their Club so did not eat with us.

The Future of the South Coast Branch

I have been saying for some time that we need an injection of new ideas and as I have been South Coast Secretary since 1992 (16 years), it is time for a change. This has fallen on deaf ears. Therefore, to precipitate things - I RESIGN.

If you want rallies on the South Coast it is now time someone else took up the mantel. It is not that difficult. Just agree where and when and book berths and a meal at the pub.

Who is going to organise the winter meeting? Not me!!!!

Lay up time is on the horizon. I saw a lot of sad looking boats without their masts awaiting lift out last weekend. Soon time to fill up the house with cushions and wet sails. My echo sounder is still not working so maybe it will get mended this winter or can I go on without it? We have not run aground recently so maybe I can!

I hope to see you all on the water next year and to meeting my successor. Please don't let the South Coast Branch die. We have had some good rallies. We even got 10 boats to the Millennium Rally in Ryde in 2000.

svarmitage@onetel.net.uk

07877 668 779 & 01329 664 913

Dear All,

How many dry sailing days did you have this year. If you sail in my neck of the woods, not many.

Earlier this year, on the last Sunday in February the eastern area held its annual winter get together at the Butt & Oyster pub on the shores of the River Orwell near Ipswich. A total of around 30 members and guests turned out in their Sunday best (!!) for the event which was held in the upstairs dining room overlooking the estuary. The views from the windows are magnificent, but I doubt if any one took any notice due to the very noisy conversations that were taking place.

I pre book tables for the occasion and this year we managed to fill the room. This was due to some members arriving with extra guests. In past this has been fine, but each year the numbers increase and there may come a time when we have more members and friends arriving than we can accommodate in the upstairs room.

I have spoken to the pub and we are restricted to 35 seats. Therefore for the February 2009 get together I will have to insist on all members booking in advance please.

I send out notices to members living in Norfolk, Suffolk and North Essex and members with boats in that area, If you did not receive my notice this year and you would like to join us next February then drop me a line, leave a message on my phone or for the more adventurous, e-mail.

Finally I would like to thank all those people who did attend, and to those who didn't, you missed out on a great afternoon, and maybe we can see you next year on the same date, that is, the last Sunday in February.

Regards

Dave Beeken
David G. Beeken, East Anglian Sec.
Lady M, Hunter Horizon 23, Langley Dike, South Broards
Ex Snapdragon 24 No201

E-Mail david_beeken@hotmail.com

Re-engining "Collage", 1980 Mirage 30
(Photos follow text)

The decision to replace the original Yanmar 2QM20 in Collage followed several years of increasing difficulty in obtaining spares down here in Cornwall. Corrosion problems both superficial and with bolt threads when anything was stripped down, a worn gearbox, deteriorating engine mountings, and worn ancillary gear such as Morse controls, gradual power loss, etc. The final straw, (in September 2007), was an acute overheating problem as we exited the Helford River in the face of the biggest Spring tide of the year, with absolutely no wind, and ended up going backwards through the moorings whilst trying to anchor. The cause was a dissecting aneurysm in a rubber raw water hose, causing a complete block, which blew the hose off its spigot, filled the engine compartment with steam and fogged up my glasses when I took the steps off. This was nothing to do with the age of the engine, but led to a total collapse in confidence and a serious examination of the state of Collage's machinery.
The plan was to replace just the engine, wiring and controls, as the fuel tank and lines, prop shaft, stern gland and prop appeared to be fine. - How optimistic this was will become apparent. The choice of replacement was locally determined by the availability of service. Discussion down the sailing club soon rapidly narrowed the choice to one independent engineer, - Simon Caddy, - who was happy to work with the owner and do as much or as little work and handholding as required. Whereas the large, marina-based firms wanted the whole job and had reputations for grossly exceeding estimates. Simon measured up and recommended a Beta as an engine designed for re-engining a variety of boats, (with a corresponding variety of options), and smaller and lighter than the existing Yanmar. The engine was ordered. - A Beta 20, with 70 amp alternator and polyvee belt drive, high rise, cross-over exhaust injection bend, shallow sump and special feet, and it was agreed that I would get on with stripping all its connections to the boat.

The wiring was easy, the armoured diesel line was removed at the engine and temporarily sealed and the control cables released. In an attempt to slow down the superficial corrosion on the Yanmar, I had been merrily lathering it in fogging oil for years, - which meant all bolts, exhaust clamps, etc. including the rigid gearbox/prop shaft flange bolts undid easily, (but I appeared to have dissolved the flexible engine mounts). The engine was fastened down by coach screws, 2 per foot, on two glassed-in timber engine bearers. These were difficult to remove, but I interpreted this as a tribute to the soundness of the underlying wood. The bearers were not accurately aligned fore and aft and the mountings were at varying depths and angles in the underlying GRP.

The liberated engine was lifted by the yard crane, (driven with aplomb by an apparent 12 year old), using a heavy rope sling with an attached dangling line to control "swing". We were able to steer it out of the cockpit floor opening by angling it slightly diagonally and down at the gearbox end and had no problems. The crane driver dropped it to within one cm of the floor of Simon's van and we pushed it in. I got Simon involved at this stage as I figured he was insured. I got £400 for the old Yanmar from him and it is now in an old open work boat.

The prop shaft had to be removed to fit the new gearbox/shaft mounting flange, by withdrawing it into the cabin via the companionway steps. The prop was removed by the engineer with great difficulty, but the Woodruff key was totally cold-welded to the shaft and had to be ground down to allow passage through the cutlass bearing, stern tube and stern gland, essentially ruining the shaft for future use. A new prop shaft with new flange was immediately refitted, as it formed the reference point for the engine alignment. Mysterious strings and pencil lines on the engine bearers led to a decision to make new angle-iron engine mounts fitted with athwart ship bolts through the bearers, rather than the original vertical carriage screws. Mounts were cut to length and sent off for heavy galvanising. Meantime, I ground down the uneven GRP on top of the bearers, levelled it and re-glassed it flat, to allow the mounts to bed down snugly on Sikaflex.

For the first time in its life, the empty engine compartment was now available for thorough degreasing and cleaning and the remnants of the old oil-soaked foam soundproofing were removed and partially replaced with shiny new foil-covered sheets. The exposed engine bearers and floor were painted in dazzling white bilge paint. On return the following day, I noticed a slight pink diesel stain below the side panel between the engine compartment and the starboard cockpit locker containing the diesel tank. On removing the panel, I saw that the locker contained about ten gallons of loose and liberated diesel brimming at the edge of the lower lip of the locker and just beginning to trickle over. Squatting in the engine compartment, I used the hand bilge pump from the inflatable to transfer the fuel into a bucket, lowered the bucket over the side to the ground, climbed off the boat and tipped the diesel into a plastic can. Many panicky repeats of this technique cleared the locker diesel, but it now was apparent that the remaining fuel in the tank was dripping off the shelf supporting the tank. The tank was drained into the bucket via the diesel line from the tank tap and several trips later, the drip stopped. So I ripped the tank out. Close examination revealed a series of corroded pinholes along the vertical welded seam that had been tight up again the hull and therefore invisible when the tank was in situ. Why it suddenly decided to give up, I don't know.

Faced with a decision to repair or replace, I decided to go for future proofing and fit a new plastic tank from Tek-Tanks, easy to access, easy to replace. On receiving the tank, I constructed a deep tray in epoxied marine ply, bolted to the original shelf, to support it, the tank being retained by the tray sides and straps. Next problem, - the original deck filler had a 1&3/4'' tail, the new tank a 38mm filler hose attachment. So, the old deck filler was removed, the hole glassed in and gel coated and then a new hole for a new filler cut with a hole saw. A breather pipe was fitted to the new tank and diesel hose run from the tank via an on/off cock to a new Delphi fuel filter from eBay. - Sounds simple, but the differing spigot and thread sizes needed to run from tank to engine through cock and filter needed several visits to a local hydraulic company, Lucas diesel agents, etc., but, because the engine bay was empty, I could squat and work inside it. All lines were secured using mounting blocks and cable ties, (Merlin Motorsport.co.uk). At this point, I went to Australia for six weeks to see my son.
By the time I returned, Simon had done his stuff and there was a brand new, bright red Beta engine sitting on its beds attached to the prop shaft via a flexible coupling and driving a brand-new prop. All I had to do was join all the inputs and outputs and we were there. The Beta engine comes with a selection of instrument panel options, but I had gone for the miserly non-waterproof version which was small enough to fit in the old recess in the cockpit side. A new plywood panel, liberally coated in epoxy followed by twin pack polyurethane, was made up to take the plastic instrument panel, bedded in silicon and bolted in place. The recess was then covered by a hinged acrylic flap closing on to neoprene tape. I did this thoroughly as stories abound of wet panels refusing to disengage the starter motor or refusing to stop the engine when requested. The wiring loom supplied was plenty long enough, but the pre-fitted plug required the drilling of two largish holes through a bulkhead and an engine bay panel, - both of which were then filled and grommeted using the hole-saw waste. The plug then simply pushed in to the corresponding engine fitting, but a trick of the trade, suggested by the ever-helpful Simon, was to peel back the rubber seals on both male and female connectors, lard them with Vaseline, push firmly together and then secure with a single cable tie around both before rolling the seals back in place, - apparently some have vibrated adrift in the past. The loom was secured along its run using mounting blocks and cable ties, (Merlin Motorsport), and supported with spiral binding where appropriate. The engine-to-anode leads were reconnected and the non-conducting prop shaft flexible coupling was bridged using two made-up straps attached to two of the bolts. A friend of mine in the Wash recently dissolved both his shaft anode and a good deal of his prop by not doing this.

Working system-by-system, the next simple job I had naively assigned to myself was to fit the ball valve and engine intake filter to the original through-hull, join that to the intake on the engine raw water pump and then fit the exhaust. A faint memory of a "technical officer's note" in the Snapdragon and Mirage journal began to itch, grew into a scratch and , remembering that corrosion, like rust, never sleeps, I got completely sidetracked into checking and renewing a total of four through-hulls, including the toilet, and fitting new ball valves in place of the old gate-valves. The sexy and quickest way to remove the originals, according to Simon, - "you'll end up doing this, so do it first", - is to use an angle grinder to stroke away the metal of the outside flange of the through-hull, until left with an almost foil thickness at the junction of flange and the tube through the hull, break away the flange and drift the through-hull and fitting into the boat interior. Quick but scary. All new DZR skin fittings and ball valves were bedded in Sikaflex 291 (not a leak on launching!). So I could then get back to engine refitting.

The Beta engine is run before dispatch and comes with a temporary copper pipe fitted between the engine and exhaust bend. This is removed and you have to sort-out your own anti-siphon loop. My previous Yanmar had a simple loop up to the cockpit floor, but this time I took reinforced heater hose through into the port locker and fitted a Vetus anti-siphon loop as high as possible, returning with the same hose to the exhaust bend. Both these pipes were covered in Cooltek thermal sleeve (Merlin motorsport).

Exhaust tubing was fitted from the exhaust bend to the original water lock, (and refitted, with a steeper down-going slope, when Simon saw it), and from the water lock into the port cockpit locker in a loop as high as possible, joining the original exhaust pipe with a Vetus angled connector.
Having read the Italian English instructions, I was desperate not to fit the controls and cables, but Simon refused to let me off. However, he did relent sufficiently to demonstrate on another engine he was fitting, using Tippex dots on the gear change lever and adjacent engine to clearly show fully engaged ahead, neutral and reverse. As it turned out, fitting the control lever was the pits, complicated by the available space to 'lift' the knob to move from neutral and 'pull out' to disengage the gears for starting, rather than any complex adjustments for cable travel. The existing hole for the old lever was covered with my usual marine ply panel (epoxied and varnished), bedded and bolted on silicon for future removal, and cut to take the new assembly. Fitting the cables as the last job after the engine siphonic tubing, exhaust, wiring and diesel lines allowed the best possible run to be obtained. Any cable approaching anything potentially hot was covered with Cooltek sleeving.

On being invited to inspect, Simon queried "Where's the diesel return line?" - The Yanmar didn't have one, - so I had to run a loop from the engine down to the bilge alongside the starboard engine side and up to the attachment of the breather pipe to the tank and an asymmetric T-piece fitted there. After bleeding the diesel (I didn't know the efficacy of the manual lift-pump depends on the cam position until it was pointed out) and attaching a hose and water reservoir to the engine water intake, the engine was started (first time) checked for leaks, run up to temperature, and coolant level checked and topped.
After antifouling and launching two weeks later, there was a slight trickle from the (old type) stern gland that resolved on greasing. Engine trials involved running and warming-up on the swinging mooring using the Beta check-list. The most disconcerting change from the old Yanmar is how quiet the new Beta is and how fast it revs. At start up, it sounds like a transit van rather than the old "donk, donk" I'm used to, and I tended at first to under rev it. I immediately noticed the markedly improved and precise control of what is a relatively heavy bilge-keeler when picking up the mooring, coming alongside, etc. Sea trials involve running the engine at stepped increases in revs (each 15-20 minutes) until flat out - when my wife and I tore round the Carrick Roads in our respectable Mirage 30, giggling. On completion of these, as the engine and alignment were fine, Simon signed off the installation and commission check list, the engine came under Beta's warranty and the job was complete. It has not been the best season to enjoy Cornish cruising, but what little we have snatched between rainstorms has been superb, helped by the removal of niggling doubt about Collage's power. I'm convinced she sails better with the reduced weight, but this might well be self-delusional.

Using an independent engineer allows the defining of the skilled aspects of the job, such as engine alignment, fabricating prop shafts, etc. and access to specialised tools, pullers, etc. that the average owner would need once or twice in a lifetime. In turn, this delineates the time-consuming, relatively unskilled parts that any practical owner can carry out and have the satisfaction of simultaneously saving large amounts of money on labour charges. Any article I have read and my own experience indicates that any major boat job will have hidden snags and unforeseen problems, which are interesting to consider and solve if you know you are not constrained by soaring labour costs, but simply spending your own time. Also, you have access to a local source of information, tips and advice whenever you get stuck, - something I exploited shamelessly, - and someone who knows where to obtain parts locally and nationally (or will obtain them for you). As a not-insignificant bonus, you end up totally familiar with your boat's mechanicals.

Costs (ex VAT) in £s:-
Engine. 3355
Engine mounts. 252
Prop shaft. 281
Prop. 186
Fuel system. 234
Cooling system. 174
Exhaust. 68
Controls. 133
Soundproofing. 145
Batteries. 102
Through hulls, etc. 203
Labour. (25/hour) 1327
Yard charges. 27
TOTAL 6487

Suppliers:-
Beta Marine Limited. www.betamarine.co.uk
Mylor Chandlery. www.mylorchandery.co.uk
Simon Caddy Marine Engineers. caddymarine@tiscali.co.uk
ASAP supplies (soundproofing). www.asap-supplies.com
Merlin motorsport. www.MerlinMotorsport.co.uk
Tektanks. www.tek-tanks.com
Armada marine hydraulics. sales@armadamh.co.uk

John Barker.

Old Engine

New Engine Front

Old Tank

New Tank

Old Switch Panel

New Switch Panel

Engine Mount

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