The Blue View - Pre-Passage Rigging Check pt. 2

Deck Level

Note: this is Part 2 of our pre-passage rigging checks – the deck level checks. Part 1, in the last Blue View, detailed the checks I do aloft.

General Checks These are much the same as the general checks when going aloft. I do a close eyeball check on all the fittings and wire before cleaning the rust – sometimes the rust can point to a problem. Then I clean the fitting with a good metal wax and inspect the part again, looking for any cracks, distortions, worn or stressed parts, elongated holes, missing split pins, loose or missing bolts, etc. - in general, anything that doesn't look right. I also look closely at the wire for any strands that look cracked or broken. We have Stalock fittings throughout, but if we had swaged fittings, I would also check for cracked or swollen fittings. I renew any worn or loose whipping on line ends.

Mast, Shrouds and Stays I first check the mast alignment. It should be straight side to side, but may have a slight curve aft towards the top. I check the tension in the stays and shrouds – they should all be tight and there should be minimal or no sag in the forestay and staysail stay. I closely check all the turnbuckles to make sure none are cracked or galled, and that the legs of all the split pins are inboard. I remove the cover over the mast boot and check for cracks or deterioration in it, as well as the mast collar. I check all the blocks at the mast base.

Chain Plates The chain plates attach the standing rigging to the hull. Ours pass through the caprail and are glassed into the hull. Except for the very tops, which are exposed, they are virtually impossible to inspect. I check them closely, looking for any hairline cracks, elongated holes, or signs of moisture that might be making its way downward.

Boom Like the mast, the boom is aluminum and has a number of stainless screws attached to it, all of which are subject to galvanic corrosion, and I check each of these. A sure sign is bubbling or swollen paint around the screw head. I check the ends, connections, sheaves and welds for corrosion and cracks. I check the outhaul and reefing lines for smooth operation and any signs of chafe. I spend a few minutes examining the gooseneck for cracks and tightness.

Halyards, Topping Lift, Sheets My checklist for halyards, topping lift and sheets includes: Check all for chafing Check all fairleads, blocks and sheaves Check the mainsheet traveler for cracks and general operation.

Furlers Furler checks are a bit time-consuming, but I'd rather fix a problem here in port than at sea. Remove the sails and check both furlers for smooth operation. Flush the bearings with fresh water. Inspect the lower swivel, furler drum, etc. for any signs of corrosion, especially around the stainless screws. On our Harken furlers, I loosen and re-tighten each screw, adding Tef-Gel to any that show signs of seizing or corrosion. Check that all shackles are in good shape and properly seized. Check the furling lines for chafe, and inspect the fairleads and blocks.

Rope Stoppers, Clutches and Cleats I check all for burrs and tightness and check the operation of stoppers and clutches.

Tracks and Cars I check all tracks for corrosion, burrs, etc. Then, I check that all cars are secure and move freely.

Whisker and Spinnaker Poles Since I just reworked the whisker pole, I gave this check a pass. Usually, I would check both ends for cracks, deterioration, missing or loose rivets. Check the outhaul, topping lift and guys for chafe and insure smooth operation. I'd extract and retract the pole to check operation.

Lifelines We have Dyneema (actually Amsteel) lifelines, and really like them. (Here is a link to an article in Good Old Boat magazine on the subject – although I doubt this particular author knows what he is talking about.) They have two issues, however. First, Dyneema exhibits creep, which means the lifelines continue to slowly stretch over time and need to be re-tensioned every few months.  Second, the Dyneema should be replaced every 3-5 years, due to UV degradation. The degradation is not readily apparent, so it is important to keep track of how long they have been in place and when they should be replaced. I also check for any wear at the stanchions, and check all turnbuckles, pelican hooks and shackles for cracks. All split rings should be in good shape and facing inboard. Inspect the stanchions for cracks or looseness.

So, what did I discover from our rigging check? Several small issues were corrected: Lifelines re-tensioned; several split rings needed replacing; first reef line, port side was chafed -  I was able to remove a few feet from the end and re-use it; a few screws were missing or loose on the stanchion bases; several lines needed re-whipping.

Unfortunately (or perhaps fortunately), a potential show stopper was discovered. The chainplates on the starboard side are showing some evidence of water ingress and possible corrosion. The chainplates are stainless steel, which is generally very corrosion-resistant and performs quite satisfactorily in marine environments.  It is very susceptible, however, to something called crevice corrosion. Crevice corrosion is a localized form of attack which is initiated when the metal comes in contact with moisture when there is a low availability of oxygen – such as in a crevice.  If moisture, especially saltwater, makes its way past the caulking around a chainplate and lies against the stainless, a perfect environment for crevice corrosion develops. Since the internal chainplates on Nine of Cups cannot be inspected without literally dismantling the cabinetry in the saloon, there is no easy way to determine how much corrosion has developed.

Losing a chainplate will almost certainly lead to losing the mast – not a pleasant prospect anywhere, least of all in the middle of a major ocean crossing. Many sailboats of the same vintage as Nine of Cups  that have glassed in chainplates have replaced them with external versions, heavy duty stainless steel straps that are bolted through the hull. We need to call in an expert or two to confirm our suspicions, but we are now thinking our departure from Cape Town, will likely be delayed.

Stay tuned...

The Blue View - Pre-Passage Rigging Check pt. 1

Upper Rigging

Before heading out on a major passage, I spend a day or two checking most of the systems aboard Nine of Cups. The engine, prop shaft seal, steering, bilge pumps, nav lights, thru-hulls, windlass, and a host of other items are all scrutinized and/or tested. Near the top of the list are the rigging checks.

The rigging consists of all the lines, wires and metal parts that hold the mast upright (the standing rigging) and which hoist, move and control things (the running rigging). A single failure in the standing rigging will quite likely cause the mast to break. A failure in the running rigging will, at the very least, cause damage to the boat – a torn sail due to a chafed reefing line, for example. In the worst case, a running rigging problem can cause serious damage to the boat, or serious injuries to the crew – the combination of a jibe and a chafed boom preventer, for example, could cause the boom to swing with such force that it bends or breaks on hitting a shroud, and/or knocks a crew member overboard.

Even worse is that a problem with the rigging is most likely to occur when it is being stressed, like during a storm, causing even small problems to quickly become big ones. That small tear in the mainsail due to a chafed reefing line will, within seconds, cause the main to become totally shredded if it happens in the middle of a storm.

Thus, I think it is important to find and correct any problems before we leave. In this blog, I'll discuss the checks I do aloft, and in the next blog, I'll talk about the deck level checks.

Tools It is always a dilemma as to which tools to take up the mast with me. Take too many and it's hard to find the right one when it is needed. On the other hand, it's a hassle when I am up the mast and realize I need another tool. My compromise is to take the minimum I'm likely to need, and a small line, 60 feet (18m) or so, with a weight attached. If I need another tool, I lower the line, then tap on the mast to get Marcie's attention, and she attaches the tool to the line. Here are the basic tools and supplies I take with me: A large and medium sized screwdriver, both flat and Phillips; large needle nosed pliers, large pliers, adjustable wrench, metal polish or wax; rags, spray bottle of water; and a pencil and paper for taking notes. Sometimes I take a small digital camera to document potential problems  and take pictures for Marcie.

General Checks I usually go straight to the top of the mast and slowly work my way down. I do a close eyeball check on all the fittings and wire before cleaning the rust – sometimes the rust can point to a problem. Then I clean the fitting with a good metal wax (I like Collinite metal wax) and inspect the part again, looking for any cracks, distortions, worn or stressed parts, elongated holes, missing split pins, loose or missing bolts, etc. - in general, anything that doesn't look right. I also look closely at the wire for any strands that look cracked or broken. We have Stalock fittings throughout, but if we had swaged fittings, I would also check for cracked or swollen fittings. The aluminum (aluminium for you non-North Americans) mast probably has a hundred stainless screws attached to it, all of which are subject to galvanic corrosion, so I check each of these. A sure sign is bubbling or swollen paint around the screw head.

Sailtrack Our sailtrack fits into a channel on the mast and is riveted in place. I check the track for loose rivets, especially where two sections join. I also clean the track as I work my way down. We often collect a lot of dirt and grime while in a marina, and Cape Town seems especially prone to it. I use a spray bottle of fresh water and a rag – nothing else. I used to use waxes and lubricants like SailKote, but I found that, while they make the track really slick for a short while, they seem to collect more dirt and gum the track up after a few weeks.

Lights I check all the lights for corrosion, questionable electrical connections and that they actually work. All our mast lights are now sealed LED lights, but when we had non-sealed lights, I opened them all up and checked for corrosion inside. Our tri-color and anchor lights at the top of the mast have an ambient light detector inside, and it is sometimes hard to fool it during the day. It is also difficult to see the LEDs in bright sunlight, so to check that these are working, I wait until dark, then turn them on, and either check them from the jetty or the dinghy.

Spreaders I check the welds and the connection to the mast. I look carefully at the ends where the shrouds contact the  spreaders – a good place for galvanic corrosion to occur.

Furlers In addition to the general checks, I check the sheaves for cracks and the halyards for any chafing. If the upper furler bearings bind, the halyard will wrap around the furler, so I check that the upper swivels move freely. I check that all shackles are properly seized and that any knots look good.

Masthead All the general checks completed,  I then check the VHF antenna for corrosion and looseness, and inspect the wiring and coax connector. I check the wind instrument to make sure it turns freely and is not damaged, and disconnect the electrical connection to check for corrosion on the pins. I check all the masthead sheaves for burrs, and when possible, check that they turn freely.

The time required for all the checks aloft, including the time it takes to clean all the fittings and the sailtrack, is usually 2-3 hours for our double spreader rig. That's a long time to sit in a bosun's chair. I'm usually a little “stove-up” when I finally extract myself from the climbing gear and try walking again. Make sure you wear a hat and have applied lots of sunscreen – and don't forget to pee before going up.

Stay tuned for part 2 for the deck level rigging checks.

The Blue View - Atlantic Crossing Planning

We will soon begin our trek across the Atlantic. The plan is to sail from Cape Town to Norfolk, VA. We plan to make a few stops along the way if time and the winds permit: Lüderitz, Namibia, St. Helena, Ascension and Bermuda.

As the tern flies, this is a distance of about 6700 nm (7705 statute miles or 12,408 km). If the tern was sailing Nine of Cups, however, the distance would be a bit more – something like 7200 nm. Often, the shortest line between two points is not the fastest or most comfortable route. For example, when Nine of Cups sailed from Ecuador to Puerto Montt, Chile, the shortest route was along the South American coast – about 2500 nm. The problem with following this route was that the boat would be fighting adverse currents and winds much of the way. On the other hand, taking a long offshore passage, added 1200 nm to the passage, but took fewer days and was a whole easier on the boat and crew.

So how do we plan the best route from point A to point B? Fortunately, sailing vessels have been plying the world for hundreds of years, and a great deal of information has been accumulated about the best sailing routes and times of year for passage making. We use several resources and references to plan our route.

Sailing Directions. This is a 42 volume reference compiled by the U.S. National Imagery and Mapping Agency that contains sailing information for virtually the entire world. The Planning Guide volumes, 4 of the 42 volumes, are especially helpful as they assist the navigator in planning an extensive oceanic voyage.

Pilot Charts. These are charts of the world's oceans, divided into 5 degree squares, that provide all sorts of useful information: Usual wind direction, likelihood of calms or gales, frequency of tropical storms, wave heights, currents and much more. The data is derived from many years of actual observations by vessels sailing the area. There is a set of pilot charts for each of the oceans, with a separate chart for each month of the year.

World Cruising Routes and World Voyage Planner by Jimmy Cornell. Jimmy has collected information from a multitude of sources and combined it into a couple of books that are well organized and extremely useful. World Cruising Routes has always been our bible for ocean passages. It provides most of the information necessary to plan a cruise or a crossing of any of the world's oceans.

Charts. We plot the actual course on paper or electronic charts, making sure there are no hazards, reefs, islands, or continents in our way.

Using all these sources, we planned our route from Cape Town to Norfolk. We won't be following a straight line. One consideration is the best place to cross the equator. The latitudes around the equator, the doldrums, are known for their fickle, light winds. The width of the doldrums varies with the season and the longitude. We want to pick a place where the doldrums are minimal for this time of year, usually further west. Once across the equator, we will be entering the NE trade winds, and to get a good point of sail, we want to be further east. A good compromise is to cross the equator at about 25° W to 30° W.

No matter how well we plan our route, however, when all is said and done, it is still just a crap shoot. This might be the year that the doldrums are widest at our crossing point, or an unseasonable early hurricane might be heading for Bermuda – perish the thought. We still need a lot of luck and the good graces of Neptune, and you can be sure we will give him a good tot of rum as we head out of Cape Town.