Progress!

 So all in all, a good day and much progress made

The mystery of the perenially blocking up cockpit drain has been solved. Removing a cut cable tie from the end of the hose at the seacock end then released a load of crud that it was retaining. Now I need to finish off lapping in the seacocks and refit them

I couldn't get the old anode bolts out due to a lack of a 17mm tube socket but Simon "Engines" Dunn saved the day 'cos he had the right tools for the job. I did comment on the fact that I was paying him to watch me undo the bolts with his tools! The anode bolts needed replacing as they were corroding quite badly and, indeed, once we got them out it was clear that the sealant had failed and water was starting to get in behind the plates. Much worse and we would, technically at least, have been sinking!

Then we got back onto the main event - fitting the new intake seacock, water strainer and raw water pump. In no particular order, the new intake skin fitting, seacock and elbow all went in with no issues (other than cleaning up afterwards 'cos Simon and I are both inclined to use far more Sika than strictly necessary - better too much and a clean up than too little and have to start again).

We had a brains trust meeting about the location of the new basket water strainer and implemented Plan B. That meant some wood butchery to make up a backing spacer. Happily, I had a spare piece of Utile left over from previous projects that just needed cutting down to length

The raw water pump is a bit more complicated as I decided I wanted it turned through 180 degrees so that the impeller housing is facing into the cabin. As originally fitted, changing the impeller on a cold engine would have been a right royal pain in the bottom working blind with barely enough space between the engine, the pump and the alternator to get one hand in. On a hot engine, and if you need to change the impeller in a hurry you can bet it'll be a *very* hot engine, it would have been well nigh impossible

So Simon has made up a steel plate to mount the pump forward of it's original position and I made another timber spacer block from a nice piece of scrap hardwood that's been looking for a purpose in life for ages. We're agreed that we need to fettle up a bracing strut to stop the plate bouncing around but we're nearly there

The only problem that leaves me with is that I'll have to relocate the saloon blown air heating outlet as the pump is now in the way. I'm not worrying about that right now, I have options (it'll probably get re-routed out of the engine bay altogether and run through the nav table seat if I go ahead with relocating the battery bank that is currently under the seat elsewhere)

Tomorrow, my mission is to clean up and make ready to fit new anode bolts which will then be a quick job when Simon comes back on Saturday* to finish the cooling system plumbing. That, then, will be him done on Pagan until we're back in the water and can run the engine in.

I'll do some pics in due course, maybe. P'raps.

The venerable Merc is out of intensive care ...

So after a fairly intense four days (ok, actually four half days but there's a limit on how long even a highly trained gymnast like Simon "Engines" Dunn (in joke) can spend in a cramped engine bay) ...

SHE LIVES!

The venerable Mercedes OM636 aboard S/Y "Pagan" is officially a runner again after a complete top end recon / rebuild and the repair or replacement of most of the marinsation peripherals

And once she'd warmed up a bit and settled in, she sounded good! Better. in fact, than she ever sounded before

From memory ...

The head has been skimmed (requiring 8 thou taking off it which is a lot and close to the limit of the possible)
The valve seats have been recut
The valve stem tips have been reground to profile
All of the rocker arm faces have been sintered and reground to profile
The top face of the engine block has been lapped and the bores honed
The injectors have been sent away and serviced
The alloy cooling system elbows and mainfolds have all been replaced (they were corroded to within an inch of failure, every one!) as have the heat exchanger end caps (which were also on their way out)
The heat exchanger core has been re-soldered at one end where it was likewise on the point of catastrophic failure
The cooling water cap flange has been soldered back onto the cooling water tank (when we took the cap off, the flange came with it ... it ain't supposed to do that!!!)

The valve clearances have been set and the head torqued down but both will require re-doing once she's been run back in. Simon had to helicoil one head bolt and has his concerns about whether three others will go down to final torque without stripping (a nuisance but probably do-able without all the time, trouble and expense of taking the head of again. We shall see, it is what it is)

In the process, Simon has also fitted the new parallel glow plugs I bought about 8 years ago and bottled out of trying to fit for fear of the old crappy series glow plugs not coming out in one piece. My concerns were justified as it turns out given that it took Simon the best part of half a day on the bench in his workshop to get all four out and clean up the threads. If I had tried to fit them it would have gone Pete Tong in a big way!!! (As originally supplied, the OM636 had series glow plus with a dropper resistor giving a measly 1.5v across each plug. Hnece the engine needing anything between 30 seconds and 90 seconds of pre-heat to persuade it to start. The parallel glow plugs operate at nominally 12v and she needed about 5 seconds of pre-heat to fire up from cold after 9 months of being in pieces. I think that's a bit of an improvement)

And although not yet plumbed in until after we've given the cooling system a really thorough flush (as salt water had got in there due to the aforementioned dodgy bits on the cooling system), the take-offs for connecting the closed cooling circuit to the calorifier have been freed off (I couldn't shift them, it took a fair bit of heat on the bench to shift the one on the heat exchanger, the other is into an alloy cooling elbow we've replaced and was not coming out at all)

We took an executive decision yesterday that neither of us could live a moment longer with the bloody awful location of the raw water intake sea cock and strainer basket. It's the old fashioned small strainer mounted directly to the sea cock and it's at the aft end of the engine bay which is hard to get at with the boat ashore and would be an absolute nightmare to access if the intake got blocked in any sort of seaway or emergency situation. I've been planning to re-locate it to a better position ever since we bought Pagan in 2016 and it can wait no longer.

So the existing small bronze strainer is going and we're going to fit a new seacock under the galley floor connected to a decent Vetus basket strainer mounted at the forward end of the engine bay where it's easily accessible. As the existing seacock itself is perfectly serviceable and I like the notion of having a plan B in case the main intake gets blocked (which has happened to me twice), we're going to plumb the existing seacock to a T into the new raw water feed to that should the primary intake suck up a solid plug of weed we have a "get out of jail free" card to play

And we've also decided that whilst we're at it we're going (or to be more accurate Simon is going) to completely rebuild the raw water pump with new bearings, seals, etc. etc. It doesn't look in great nick externally to be honest and it's been pumping seawater around for 45 years so I doubt it looks any better inside! Makes sense to get it refurbished now rather than have it fail in a few years time in some remote part of the Scottish isles or summat

We've also examined all the other seacocks and to Simon's surpise and my relief deemed them all fit for ongoing service.

Simon is also quite keen on the fitting of a flexible shaft coupling and I get where he's coming from. It would without doubt be a good idea but I'm taking it under advisement at the moment as a possible for next winter

My to-do list before we can launch ...

Service all the seacocks
Replace the hull anode and remake the bonding connections
Replace the prop anode and grease the prop
Sort out the permanent wiring to the new glow plugs
Do something (temp or perm) about the dead battery charger
Replace the faulty bilge pump
Apply two coats of barnacle food (a.k.a. anti-foul)

I also, less urgently, need to rework the fuel delivery system plumbing and valve work so that we can properly switch between the port and starboard fuel tanks (it all got messed with whilst trying to diagnose what had gone wrong last year and we've currently got a lash up feed from the starboard tank only)

So hopefully, boatyard willing, we'll be back in the water in about a month. Then it'll be some fairly intensive engine running in including at least two complete flushings of the freshwater cooling system and an oil change. We also need to get the standing rigging properly set up - it never happened after it was replaced two years ago due to the ongoing issues with diesel bug and then the head gasket failing on the engine - and sort out the mess that the running rigging is currently in

Then we've got a bit of a hiatus due to Jane's work schedule before maybe, just maybe, actually getting to go for a local cruise in August. September, like July, is a total bust and by the time Jane has time off work in October it's probably going to be the end of a very short season

There's a lot to then do before next year, mainly electrical stuff. I know what charger / inverter we're going to be fitting and I've jsut got to decide on where the new domestic battery bank is going (I can only squeeze two batteries into the current location and I want to increase the capacity of the battery bank by at least 50%, preferably doubling it). I think I know what I'm going to do with that but it means some wood butchery in the port cockpit locker

And I think I've finally got a workable plan for fitting a half decent amount of solar power but more (much more!) on that anon

Oh and I'm also in the early stages of designing and making all new cockpit gratings. I've got the space and the tecnhology at home to do that and I've finished the design work. I just need to order and collect the rough sawn Iroko planks I need and crack on with it. They might not be done for this season so in the next couple of weeks I'll nail some decking timber over the existing frames as a temporary solution

Boats eh? It never, ever, stops

And finally ... aplogies for the lack of pics and/or video. Even though I was just the oily rag apprentice assistant to the master engineer that is Simon "Engines" Dunn, I'm knackered! And it all got a bit intense yesterday afternoon as we were rapidly running out of time as I had to be away by no later than 7pm. I made it, just!

Amd finally # 2 ... it is hard to put into words the overwhelming relief and joy Jane and I are feeling at the present moment. There's no ducking the fact that going for a rebuild of the OM636 was a gamble which might not have paid off. It was entirely possible that we could end up two or three grand out of pocket and still not have a serviceable and, above all, reliable, engine. Without a doubt, a nice shiney new Beta 35 would have been the preferable option but financially it was a complete non-starter. We simply couldn't afford it (and given that the current market value of a W33 in good order is not much more than a new engine would have cost, it's debatable whether it could be justified even if we could). Even a suitable second-hand engine would have put a severe crimp in our financial plans potentially committing Jane to another year in work before we get to sail away and live the dream. We're not out of the woods just yet but the signs and portents are extremely promising.

Another day, another dollar

 Time goes by dear reader and I'm still only very intermittently updating the blog

Although, in truth, there hasn't been much incentive to post

However, things are progressing ...

After one or two hiccups along the way, all of the engineering work has been completed. The head has been skimmed, the valve tips etc. reprofiled, the heat exchanger repaired and, crucially, the rockers refaced and reprofiled (which was the big worry as we weren't sure whether it would be sucessful).

A long list of parts has been ordered and Simon will soon be ready to start putting things back together again.

Not sure exactly when we'll be doing the rebuild but it should be sometime next month.

Once we know whether we have a runner in the engine department, I need to start looking at addressing a long list of other things that need to be tackled but all things being equal and with everything crossed we might just get some sailing in this year.

It'll be local stuff only, definitely nothing ambitious.

I'm hoping that once we get onto an upward trajectory my inclingation to keep things up to date will return.

As soon as you dispose of one gremlin, half a dozen more pop into existance ...

 And so another year goes by. 

Another year during which I've singularly failed to maintain this blog although followers of the Pagan facebook page and/or my personal Facebook account will be reasonably up to speed on where things now stand.

Big picture stuff first. I feel I should really put in some serious effort to grow this page and get serious about content creation (both sailing related and in other areas). Bottom line is that I have a great deal of "spare" time at my disposal because nobody wants to employ a 62 year old bloke with disabilities.

I'm going to stop beating about the bush on this point right now. I've always been extremely reluctant to refer to myself as disabled mainly because my dear old Mum was "properly" (in my mind) disabled by M.S. and my problems pale into insignficance with what she had to deal with. However, the simple fact is that I am physically restricted by arthritis (I can't lift heavy weights and I can't stand for long periods), increasingly hard of hearing which is exacerbated by severe tinnitus and whilst I have my mental health demons (manic depression is a far better descriptive tag than "bipolar disorder" but whatever you call it, I've got it!) under control, I have good days when I'm reasonably functional and bad days when I can barely cope.

Put it all together and the range of available jobs I could realistically cope with is limited and definitely doesn't include the physical warehouse work that is virtually all that is available in our neck of the woods. Then add in the neccessity for me to be available to take Jane to and from work at 6:00am and 9:00pm and that pretty much rules out most other available jobs. So I'm working "going forward" (ugh!) on the assumption that, whilst I will keep trying, I am probably effectively retired from the world of gainful employment. So be it.

I don't have a clear plan on this "going forward" (ugh #2!) but I do have a growing feeling that I should be monestising one or more of my various talents. Whether that takes the form of online content creation, writing, music (my old chum Tony played back an ancient recording of some of my songwriting and honestly I was surprised at how good it was after all these years) or something else I don't know.

So anyway, we are still clinging on to the dream and we have now set a departure date. 

Saturday the 1st of May 2027 the good ship Pagan will, if the Gods are willing, depart North Fambridge and set sail towards the Shetland Isles on the first leg of our three to four year odyessey around the coasts of the United Kingdom and Ireland.

To achieve that goal, and achieve it we must, a number of prerequisites have to be met. Firstly, and most obviously, Pagan has to be ready to go and she isn't by a long chalk. More on that in a moment. Secondly, we have to be in a position financially to live by our own means for two years as we don't qualify for a state pension until the summer of 2029. We were just about on track to make that happen with a combination of savings and our joint modest pension pots but the latest gremlin saga has knocked that back and we don't yet know how badly. This is the key reason I could really really do with an income stream from somwhere. It doesn't need to be a fortune, £10k or so over the next two years would be sufficient to make up the shortfall in our funds.

So where are we at with Pagan? 

The ongoing engine problems notwithstanding, there's only a handful of big cost items left on the to do list. The biggest by far is the anchoring gear. There is universal agreement that the current manual anchor windlass has to go. It is horribly slow and really hard work raising the anchor with it and let's be brutally honest, we're not getting any fitter as we get older. So an electric windlass is a must as is new chain and if we're going that far we mught as well replace the anchor with a modern design too. That's probably going to cost around £2.5k but it's pretty much the one thing left on the list that we both agree is non-negotiable and which cannot be skimped on. This is particularly critical gear since, in order to be able to afford to live day by day, we are going to have to stay out of marinas as much as possible (once we set off, our budget will run to maybe one night a week, on average, in a marina, two at the most).

Next on the list is batteries, solar and inverter. On this front, in the light of the engine issues, we've scaled back our plans. Our existing AGM house batteries need to be replaced anyway, one has died altogether and the other is likely to follow it soon enough, so now we plan to replace them with two LiFePo4 batteries, as big as we can squeeze into the battery compartment and scrap the earlier plan to fit a seperate battery bank for the inverter power under one of the saloon seats. We're still going to fit a 2kw to 3kw inverter to power electric cooking appliances but we probably won't be able to cook electrically every day. 

Fitting solar panels to Pagan has always been a head scratcher as there's surprisingly little space available on deck. I had come up with innovative solutions to getting quite a lot of solar nailed on but it was going to be quite a costly excercise and we've knocked most of it on the head. We now plan to strap a semi-flexible panel on top of the sprayhood as our main semi-permanent panel and we'll probably add a foldaway "suitcase" panel that can be deployed on deck when at anchor. Then we'll see how we go before spending money on adding more.

The third "big spend" item that cannot be ducked or deferred for much longer is the saloon upholstery. It's falling apart and the seat cushions are shot. New foam for the seats (the backs are OK) and new cushion covers are essential. Commercially made upholstery is frighteningly expensive and neither of us can sew for toffee! However, we may have a solution which needs to be discussed with my cousin and aunt, who can sew, and who may be able to knock up the covers for us for a lot less money. 

Beyond those headline items, there's the v-berth refit to complete, there's a lot of varnishing and painting needs doing and a few other maintenance and repair items to be addressed but nothing spectacular or worryingly expensive ...

Which brings is to the socking great elephant in the room ... the engine.

So, dear reader, you will recall that we left matters last September with a provisional diagnosis of a failed engine driven fuel lift pump and with me contemplating how to move or remove the engine in order to get at it.

Well first up, I had a stroke of genius and demolished half the galley! Cutting out the drawer runners and cross bars below the sink and then cutting the entire panel out of the bulkhead between the drawer unit and the engine bay created workable access to the starboard side of the engine where most of the "gubbins" is located. The drawer runners have now been screwed to the bulkhead panel which bolts in place and can thus be easily removed or put back as required. I haven't quite figured out how to refit the front rails yet, I'm trying to avoid screwing them back in place but I may have to.

With working access to the engine, I tried every trick known to man to get the sheared off stub of the injector manifold bleed screw out to no avail. In the end, I had to bite the bullet and drill it out as deep as I dared to go and then tap to M6 to take an M6 bolt with a washer and gasket. So far, it seems to be working and sealing. We'll find out if it's a permanent fix in due course.

Several sources suggested replacing the mechanical lift pump with a high pressure electric pump. I found a cheap Chinese one on Amazon for about £20 so I thought it worth a go. I removed the failed mechanical lift pump (and in the process confirmed that it was indeed failed - the plunger return spring has snapped) and blanked off the takeoff for it. The electric pump stalled when I tried to start the engine due to voltate drop but swapping it over to run off the domestics and starting the engine on it's own battery worked a treat. The venerable old Mercedes started second turn of the key and settled down to idle happily. As we were ashore in the cradle with no engine cooling and it being a bit of a dodgy thing to do, running the engine in a shore cradle, we couldn't test it for more than a minute or two but all seemed well and we were greatly cheered. Oh foolish optimists!

At this point, I ordered a replacement mechanical lift pump from Manfred at Westfield 4x4. The electric pump isn't going to waste however, it will be repurposed and replumbed as a priming and fuel transfer pump in due course. Arriving on board a week or so ago, I set about fitting the new mechanical pump which was no great problem and getting all ready to launch last Monday in the expectation of a couple of days of engine testing and then maybe even getting to go sailing.

Launch we did and once alongside the river pontoon I turned the key confidently expecting the engine to start. Did it heck as like. I spent Tuesday, Wednesday and Thursday morning chasing things around and couldn't figure out what was wrong at which point I admitted defeat and gave Simon "Engines" Dunn a ring. We were now getting to the stage of more drastic action and I'm not a diesel engine guy. If I started pulling things apart myself, there was a very good chance of doing more harm than good.

Happily, it not being a busy time of year, Simon was able to come out to us on Friday afternoon to investigate and it was not good news. Quite the opposite. The first thing he spotted, that I had not thought to check, was that we had next to no compression on the engine. That's why she wouldn't start. Then he spotted that we had salt water in the fresh water cooling circuit. That's bad!

At this point, it really looked like the engine was going to be beyond repair. As we've previously discussed, we'd love to fit a shiney new red engine (a Beta 35 for choice) but we really can't afford to go down that route. It would set us back at least a year financially and it isn't just about our planned departure date, the bigger picture is that Jane is desperate to retire from what is a physically demanding job with bloody awful hours and understandably does not want to be stuck with it for more than another couple of years. If that's where things had stayed, we'd now be on the hunt for a second hand motor. However, all was not lost.

We talked things over with Simon and decided that it made sense to pull the top end of the engine apart and find out exactly where we stood. For the sake of a couple of hours labour, we'd then know for sure whether there was any hope or none at all.

Meanwhile, it being clear that our sailing season was over before it had even begun and given that being on the pontoon costs money, I rang the office to arrange to lift back out asap. It looked as though we might be stuck on the pontoon for another week and a bit due to the tide times and heights but that sterling chap Wiggy pulled out all the stops and hoiked us out late Friday afternoon. As frustrating as it is being back in the yard cradle, it makes working on the boat much easier.

So anyway, first up Simon pulled apart the Bowman heat exchanger discovering, in the process, that the source of the salt water where there should be fresh was one of the end rubbers which was perished internally. The tube stack was reluctant to come out but eventually gave in to gentle persuasion and suprisingly it all looks to be salvageable. We'll know for sure when it's all been cleaned up but if we can avoid having to replace the heat exchanger that's really good news as they're well over a grand.

Next up, it was off with her head. And again, the expected dire damage internally was most notable by it's absence. There were clear signs of the head gasket blowing on three of the four cylinders (and possibly on the fourth too!) which, given that Simon and I agree that it could well be the original head gasket (based on it's make up and appearance) is hardly surprising! 

The valves don't look bad at all and may even only need lapping back into the seats - maybe she'll need new valve seats, again we'll know when Simon has pulled it apart. And finally the bores are OK. There's some evidence of minor water damage from water standing in the bores but nothing that can't be dealt with in-situ. We don't need to pull the engine out of the boat in other words.

The bottom end all seems to be OK, There's no apparent lash on the big and little end bearings, the piston rings all seem to be good to go etc.

So at around 2:00pm it was "you need a new engine" but by 5:00pm it was "it will live again"!

With the top end off, it makes sense to do a full top end overhaul so we'll throw the extra cash at having the injectors serviced (£100 to £120 an injector and we've got four of them!) and whilst we're at it we'll get the parallel glow plugs I bought and never fitted years ago installed and sort out the plumbing for the calorifier which I bottled because I couldn't get the blanking plugs out.

We'll also knock off the other planned engine jobs and fit an uprated alternator and the spin off oil filter kit as well as new senders for the oil pressure and temperature gauges (neither of which have worked since we got the boat).

So the bottom line is that, if those Gods are finally smiling on us, we should come out of this with a good serviceable Mercedes OM636 at the cost of somewhere between £2k and £3k. Given that a good second hand motor of known provenance (as opposed to some random old lump like our existing engine pulled out of a boat because it was being replaced) would be twice that plus fitting and a brand new engine would be double up again and then some (at least £14k by the time it was in), that's a result!

To some extent I am, I have to confess, culpable in that I have neglected the engine since before Covid kicked in, I have either missed or ignored several warning signs of impending trouble and she really should have been properly mothballed back in 2018/19. In my defence, there's been an awful lot of stuff going on over the last five years both boat related and away from the boat and the head gasket and fuel pump problems were probably going to happen anyway sooner or later. Looking on the bright side, better that they happen now whilst we're still here at Fambridge than it manifesting itself in the Shetland or Orkney Isles or somewhere similarly remote!.

I shall have to do better in future

So anyway, we still have more than a week on board. Simon will hopefully progress the cylinder head and heat exchanger refurb back at his workshop this week but we won't be bolting things back together for a while yet. I've gone as far as I can with rebuilding the partially demolished galley sink unit as it's all got to come out again to rebuild the engine.

Our next mission is to look at replacing the cooker which is on it's last legs. We've had a nearly new replacement sitting in the container for yonks, it's time it was on the boat! That's today's mission. Then there's the planned microwave shelf above the nav table, much cleaning, sorting and tidying that needs doing, progress can be made on the v-berth refit etc.

Onwards and ... onwards

In, out, shake it all about

Demolishing the galley drawer unit

Now we can see the job!

Curse of the gremlins

 I realise, dear reader, that I'm still not keeping the blog properly up to date. I shall try harder, promise.

We had a week on board at the end of July with my cousin Mo joining us. Delayed arrivals for various reasons meant we didn't get going until the Monday. Not really a problem, just one of those things.

We were hoping to get out of the river and as a first step we headed down to Burnham Yacht Harbour for the night. Anchoring had been vetoed by the sailing committee who didn't fancy the chore of raising anchor using the slow manual windlass.

All went well until the approaches to Burnham when the engine revs suddenly dropped. With my heart in my mouth, we made it in and alongside without further ado but something was clearly wrong. Further investigation over the next couple of days revealed the dreadful truth - we had diesel bug.

That was not good news!

I rigged a supply from a jerry can of clean diesel, ran the engine for half an hour and she was sweet as a nut.

Back we went to Fambridge putting Pagan alongside on the pontoon for a couple of days whilst I stripped out and cleaned the entire fuel system.

Even the tank came out for a thorough cleaning and then everything went back together and we put clean diesel plus treatement in and happy days.

We really thought we'd solved the problem and perhaps we had but as we'll see the saga wasn't over by a long chalk.

That was one holiday brought to an abrupt end, we were looking forward to our next excursion ...

Towards the end of that week, I got the exciting news that our new sails were ready. However, we decided it really wasn't worth the trouble and expense of a special trip down to get them fitted when we were going to be back on board in three weeks time anyway.

So arrangements were duly made for the sailmaker to turn up on Tuesday giving us a few days to get sorted. The old sails had to come off, of course, and I did a bit of sorting out of a couple of other odds and ends. The sails bent on nicely and looked great. The new covers will follow now measurements have been taken, meanwhile the old covers suffice.

Now to try them, or so we hoped. A bit of a snap decision to head down to BYH again in company with another North Fambridge Yacht Club boat was taken.

All was going perfectly until, as we entered the moorings at Burnham with about two knots of ebb tide running under us, the engine suddenly cut out with no warning. To say it was hairy is an understatement! We were in fairly serious trouble with no good options other than to chuck the anchor out and hope we could avoid clattering into other boats. 

However, "Grace" came to our rescue! Now we might have done things better, maybe, and I'd probably do things differently in hindsight but "Grace" got alongside, we got lines attached and Martin was able to get things under some sort of control. We tried to pick up a buoy but missed. It had no tails on it and lassooing it failed miserably. As we were shaping up for another go, power boats kept coming past at a rate of knots and we were struggling to keep "Pagan" and "Grace" from suffering damage. So in the end, we got both boats into BYH where several people off moored boats helped to grab lines and get us stationary and safe.

The harbour master and crew came out in their dory and towed us round to a berth and we made fast with considerable relief. We took the crew of "Grace" out for a meal and drinks that evening which was the least we could do.

Two days of investigations followed. We had plenty of fuel in the tank, relieving me of my first worry (that I'd done something really dumb and run us out of fuel). However, we weren't getting as much fuel as I'd expect at the business end of things. Then I found we weren't getting any. I rigged the fuel transfer hand pump to the tank pickup and the fuel line and discovered I couldn't pump fuel through the system at all. 

That issue was solved by changing the CAV filter element again. I fear that I inadvertently fitted the wrong type of filter when I changed it out post-bug. Thinking that would sort things, I fired her up and she ran. For ten minutes. Then stopped again. To cut a long story short, I found that I could pump fuel through the system to the engine mounted fuel filter and pressure relief valve but that the engine driven fuel pump isn't pumping any fuel and neither is the manual priming pump.

To make matters worse, in the process of trying to bleed air out of the system, the top injector manifold bleed screw sheared off leaving the thread in the hole.

So we found ourselves stuck in Burnham Yacht harbour, five miles downriver from home base, with no engine and no hope of fixing said engine in the time available. To get it repaired away from base simply wasn't an option, we simply could not afford it.

The one bit of good news is that, just for once, the wind wasn't due wrong. In fact, it was very nearly due right. An Easterly breeze and the flood tide made sailing her back to Fambridge feasible, all we needed was a tow out of the marina and assistance, if required, getting her safely moored up at Fambridge.

Fellow member and good friend Patrick had offered his help -either bringing his boat downriver to escort us or joining us on board to assist as required. The latter was the preferred option as having a second pair of competent hands was more of a comfort than a boat following.

So in due course, the harbour master towed us out into the river and once we were happy, cast us off to make our way under sail.

And sail she did under her lovely new genoa and mizzen. It wasn't necessary to hoist the main so we didn't. Tempting though it was, just to have all plain sail set, we'd just have to fight the thing back down onto the boom again (new sails look great but they're an absolute beast to stow!)

The breeze, such as it was, was just about enough and, although I hesistate to say it for fear of a certain gale next time out (whenever that will be), we could have done with a bit more.

It was fitful and shifting around but it got the job done. With a bit more oomph and a bit less shiftiness, I'd have attempted to sail onto one of the more accessible vacant moorings (our own mooring is in amongst other boats) but as we approached Fambridge the breeze died to next to nothing.

Discretion being the better part of valour, we teamed up with the trot boat and Nigel, the helm for the day, ably assisted us through the moorings and onto our own buoy.

And breath!

A further tale of engines, neither of our outboards will start. The Mariner 4hp 4 stroke won't start and the Tohatsu 2.5hp 2 stroke appears to be siezed solid. The Mariner didn't entirely surprise me, it hasn't been touched for five years, but the Tohatsu was used only a few weeks ago. I shall investigate over the winter.

Our final act on this trip was to get the new genoa back off. We need to come out of the water now to sort the engine and we can't be lifted with a genoa bent on. We got it down on deck OK but trying to fold it up neatly on deck proved damn near impossible. So we bundled it up and called up the ever reliable trot boat (what a boon that service is), dumped the sail in the trot boat and then carried it up to the clubhouse.

Our friend Kerry off "Floozie" happened to be passing by and probably regretted offering to help but I'm glad he did. I was having a brain fart and Kerry gently reminded me of the right way to flake and fold a sail to stow it away. 

All that remained to be done was to put our feet up, have a beer and sleep. Today we packed up and offloaded what needed to be packed up and offloaded, shut everything down and headed home.

So what now?

Well for sure it's a bit of a disaster and I can't deny it was nearly the last straw. However, we will not be beaten! The dream may be on life support right now but it ain't dead yet.

Step 1 is to arrange to have Pagan lifted out and back into the yard cradle asap. Although I can't test the engine with her ashore, I can't work on it out on a swinging mooring. So that's to be done on the morrow. Jane and I are back down in three weeks for a long weekend and the main focus of that has to be stripping the boat of everything that needs to be off for the winter, including the new main and mizzen sails, and putting her to bed.

Which brings me to fixing the engine.

One thing is certain, we cannot afford a new engine. Not this year, not next year. So that's a non-starter however much I'd like to do it.

The second certainty is that neither I nor anyone else can do anything about the known problem of the sheared bleed screw and the almost certain problem of the failed fuel lift pump in situ. There simply isn't the access space to get at the area involved and do what needs to be done.

So one way or another, the engine has got to be shifted. The question is where it's got to be shifted to. And there I think I have a cunning plan. I need to look at things on board but I think I can avoid having to actually lift the engine out of the engine bay by sliding it back about a foot. It might have to be jacked up first to clear the prop shaft (or the prop shaft will have to be withdrawn) but with it moved aft about a foot or so, I can cut an access panel out of the dividing bulkhead between the engine bay and the starboard cockpit locker.

Failing that, another option is to slide the engine forward into the saloon. I'm not wild about that notion but it may yet be the plan we have to go with. Option 3 is to lift the engine into the cockpit. I'm fairly certain it would have to be moved aft first anyway and I'm not sure it will go through the hatch in the cockpit sole without a fair bit of ancillary removal but that remains to be seen.

Option 4 is to crane the engine right out of the boat and either work on it at Fambridge or bring it home, begging, stealing, borrowing or, if necessary, buying an engine crane to get it out of the back of my van at home.

I'm pretty confident that I can sort the problems out myself if I can just get at it! Replacement fuel pumps are about £100 which isn't going to break the piggy bank so if I can fix the problems without splashing the cash about happy days.

I forgot to mention that we had all but decided to part-ex the engine for a reconditioned unit from Westfield 4x4. Unfortunately, Manfred, the OM636 guru, has stopped doing recons and just supplies parts and technical advice now. That decided me on brushing off my engineering skills and getting stuck in myself. If push comes to shove, I shall have to pay for the services of a marine engine expert but not if I can help it as it will inevitably put us further behind the finance curve.

One other racing certainty is that before we can work on the engine, the calorifier that I fitted in the aft end of the engine bay has got to some out. I realised fairly rapidly after fitting it in what was just a dead unused space that it was a mistake. It makes access to the engine and ancillaries much more difficult and I've long intended to move it into the bottom of the starboard cockpit locker so that job has just moved right up the agenda.

Oh well, these things are sent to try us. And by 'eck is it trying at the moment!

A plan ... a sail plan!

Our regular reader (you know who you are) will know that I do like a plan.

And the big plan right now is the new sails we have on order from Dolphin Sails.

Having finalised the dimensions &c., after full and extremely useful discussions with Ben at Dolphin, I've now been able to tackle something I've been meaning to do ever since we bought Pagan.

And that is to start working up a clear understanding of the reefing options and getting properly set up to put the right reef(s) in at the right time without all the guesswork that's been the way of it so far.

Now I must emphasise from the top that the following drawings and calculations are MY drawings and calculations, not the drawings of the new sails supplied by Dolphin. And to further clarify, these are the initial starting scenarios based on the theoretical calculations on sail balance that I've carried out. In practice, it won't be quite like this - the genoa reefs, especially, will probably not be as deep as I've indicated as the more of the genoa is rolled away the less efficient it becomes.

A further factor is that the centres of effort of the sails are (as is the traditional way) calculated on the flat two dimensional plan of the sail (and are equivalent to the centre of mass). In the real world, a sail is not two dimensional, it is an aerofoil, and the centre of effort (the axis along which the lift generated by the sail operates) will not be the centre of mass.

This axis of effort is affected by various factors and whilst it could, with sophisticated software and very accurate modelling of the sail, be calculated, that is well beyond the tools I have available and not actually necessary for my purposes.

Anyway, enough of that! The first and most critical step in producing new sails for a yacht is to measure the critical dimensions on the boat in question. The old sails are never measured, there's no guarantee that they were spot on in the first place and in any case they'll be worn and distorted otherwise there'd be no need for new sails! Dolphin duly came out and measured up and a couple of days later I received the first draught plan of the new sails.

That led to some further discussions about reefing points, the size of the genoa &c. and Glen and I made a flying visit to Pagan to check up on a couple of things we weren't 100% sure about. Following a further exchange of ideas with Dolphin, the design was finalised and the new sails will hopefully arrive in about 8 to 10 weeks.

So what's the crack then?

Well let's have a look at the original Westerly sail plan ...

One notable feature of the Laurent Giles designed Westerly ketches is the absence of a rigging wire (a stay) between the top of the main mast and the top of the mizzen mast. This stay, called a Triatic (don't ask me why) serves the function of a back stay for the main mast. Laurent Giles did not, apparently, like triatic stays and preferred to fit a conventional backstay on the main, albeit split into two about a third of the way up in order to clear the mizzen mast.

That's an aside of no real relevance other than that the existence of the back stay limits the amount of "roach" - the amount by which the leech, the trailing edge, of the sail extends beyond a straight line from the clew ... ugh, for the uninitiated ...

The basics of sail nomenclature (an image I half inched from somewhere ages ago and I can't remember where it was from so apologies to the owner!)

Roach is useful to some extent as it's "free" sail area but remember that a sail is an aerofoil and increasing the area is only useful if the aerofoil shape isn't compromised. Too much roach, whilst useful downwind (the only time that the driving force is generated by the wind hitting the sail) can compromise the efficiency of the sail on a reach and close hauled ...

Oh heck, this begs some better explanation too doesn't it?

There's a pretty good article on the subject - Forces on sails - Wikipedia which covers all you need to know.

The diagram on the right illustrates the essentials of how a sail works. It also illustrates something I'll be coming to a bit later.

As you can see, the lift is generated at an angle of 90 degrees (roughly) to the sail which is not the direction we want to be going in! However, the underwater profile of a yacht (the hull and keel) resists going sideways like anybody's business and really really wants to go forwards. So most of the lift from the sails is translated into forward movement. However, there is always a certain amount of sideways movement, which is called leeway. How much depends on the design of the boat, the set of the sails and the conditions. It can be as little as two or three degrees off the way the boat is heading up to as much as ten or more degrees.

Right, where was I ... this is not going to be a short article!

So what we discovered, which was critical, is that the rig on Pagan has the standard ketch masts however the main boom is slightly shorter and the mizzen boom is both slightly longer and set slightly higher up the mizzen mast. Why? Who knows! This is the very reason that sailmakers do not rely on manufacturers sail plans, even better quality original drawings by the designer.

In practice, that means that both our main and our mizzen sails have to be slightly smaller than the original drawing suggests. However, they end up being a little bit bigger than the original specification! You pays your money and takes your choice! As long as they fit, who cares?

So here, in all it's confusing glory, is Pagan's new sail plan. The eagle eyed sailory types might notice the high cut of the foot of the genoa (the bottom edge for the landlubbers). That's a deliberate decision on our part after discussions with Dolphin. 

The most efficient design, especially for sailing to windward with the sail sheeted hard in, would be to have the foot as close to the deck as possible. However, there are problems with that for the coastal cruising sailor. First of all, we generally try to avoid sailing to windward! The old saw has it that "gentlemen do not sail to windward" and whilst I'm not a gentleman I concur with that notion.

With that traditional low cut foot, as soon as the genoa sheet is eased onto a close reach, the foot of the sail hooks over the pulpit rail (the solid stainless steel bars at the bows) thus compromising it's shape. So decision number one was to optimise the cut of the sail for reaching rather than for sailing close hauled to windward. The next decision, at the cost of about half a square metre of sail area, was to raise the foot of the sail another few inches above that. This is in order to give us a reasonable view under the sail. Once again, it is a compromise - we're sacrificing performance (a little) for convenience. This is motivated by the fact that we mostly sail in confined coastal waters often with a lot of other boats around and about. Being able to see the enemy is, we feel, more important than an extra tenth of a knot of boat speed (or whatever the difference would be, it matters not).

Also factored into that decision is the cruising chute which, from a reach to a run, is of considerably more use than an extra half a square metre of genoa. Of all the decisions relating to the new sails, this is the one we've agonised over the most but we've made the call and if we live to regret it hey ho (I suppose, if we've really cocked up on this one, we would have to raid the piggy bank for a bigger genoa. It wouldn't be the absolute end of the world).

So let's start breaking this down into the various reefing options ...

All Plain Sail

Yay! It's a good day with 10 to 12 knots of steady breeze on the beam (coming roughly from the side) and we're trotting along at 5 or 6 knots under All Plain Sail.

The sun is shining, the sea is shimmering with just the ripples made by the wind and we're on course, on time and "in the groove". 

Yeah, right. Happens once in a while but nowhere near as often as we'd like!

Being a 1970s classic British design, the Westerly W33 will carry all plain sail well up to the top end of F4 (16 knots) and even, if you're feeling enthusiastic, a bit more. But by the time the average wind speed hits 16 to 18 knots, it's time to reef. And we tend to reef early to keep things comfortable anyway.

So in goes the first reef.

This is achieved by reducing the size of the mainsail by pulling it down onto the boom to the first reefing point. There are eyes in the sail along this line, big ones at either end for the tack and the clew (see above) and smaller ones along the sail for the reefing cringles (lengths of, ahem, "string" used to tie the surplus sail neatly (ahem #2) to the boom.

The genoa is then reefed, by rolling some of it away on the roller reefing gear, to re-balance the boat. 

Ah, I haven't mentioned balance yet have I? Basically, the combined centre of effort of all three (in this case) sails operates on the Centre of Lateral Pressure of the hull to drive the boat forward, and (as I mentioned above) a bit sideways.

If that centre of effort is too far foward, the boat will try to turn away from the wind. This is the dreaded lee helm and it's not nice. If, however, it's too far aft the boat will try to turn up into the wind. This is weather helm. A touch of weather helm is a good thing as it helps keep the boat on track. Too much, however, is inefficient as the application of rudder to counter it creates drag and robs the boat of speed.

Far too much lee helm results in a crash gybe, where the boat turns uncontrollably and the boom crashes across from one side to the other. Crash gybes are to be avoided at all costs as they can damage the rig, even dismast the boat, and if that boom catches a member of the crew out and hits them it can easily be fatal. A gybe preventer can be rigged (and it's on my to do list) but that's not a solition to pernicious lee helm.

Far too much weather helm results in the boat insisting on luffing up into the wind. It's not as dramatic or dangerous but it isn't the way to get to your desination before the bar closes.

So having tucked away about 15% of the mainsail, if we leave the genoa alone the centre of effort will move forward potentially creating lee helm. Ugh. So we need to roll away enough genoa to re-balance the boat. Exactly how much is not an exact science and it will almost certainly be less than the theoretical amount of genoa show on my drawings. The more genoa is rolled away, the less efficient the sail gets as the shape is inevitable compromised despite the best efforts of modern sailmakers to compensate. This effect will become more pronoucned as the reefs deepen. We will only find the correct reefing points by experimentation and even then they will vary somewhat dependant upon conditions.

Right, anyway, so that first reef will likely go in as the wind gets up to 15 or 16 knots or, in other words, around the top end of F4. It might even go in earlier if we're in no particular rush especially if there's a chance of the wind picking up. Given the option, I'll go for lazy sailing every damn time!

But now the wind has picked up to a fresh breeze, otherwise known as F5 or 17 to 21 knots ...

Now it's time for the second reef to go in on the mainsail reducing it's size to about two thirds of it's full area.

And, of course, more genoa has to be rolled away to compensate although not, in theory at least, as much as you might expect due to the combination of the reduction in sail area and the movement of the centres of effort tending to cancel each other out a bit.

Under most circumstances, this is as far as we go. Being unashamedly fair weather sailors, if F6 (known as a yachtsman's gale) or above is forecast, we usually stay right where we are.

However, there are circumstances where this isn't the case. In sheltered waters such as the Solent we have been known to make a short passage in an F6 and, of course, there's always the possibility of getting caught out. Indeed, the long serving reader may remember such an occasion years ago.

Way back when, we set out on Erbas to sail round from the Crouch to Bradwell in a forecast F5 gusting F6. A bit enthusiastic for our tastes but we had a "do" to go to and it is a fairly short hop. By the time we got across the Spitway and headed into the Blackwater, we had a solid F8 on the nose! It actually turned out to be an exhilerating and very satisfying beat into the river but we had quite a few bruises to show for it and it isn't something I'd want to repeat on a regular basis.

Our next option, the one we used sailing across the Solent in a strong breeze (F6, 22-27 knots) is to dispense with the mainsail altogether and sail on mizzen and reefed genoa alone. This is our third reef.

In reality, due to the aforementioned loss of efficiency as it is rolled away, we'd almost certainly be carrying rather more genoa than the drawing depicts. We'll work that out during sea trials.

This setup is one of the sheer delights of sailing a ketch. As well as being a good option for sailing in a stiff breeze, or even a near gale (F7), it's also a handy sail plan for bimbling about when you're in no rush. Hoisting, lowering and stowing the mainsail takes a fair bit of effort so why bother if you don't need to?

Now we move into unknown territory. Our current mizzen sail doesn't have any reefing points. It's either up or it's down. The new mizzen has one reef.

Now the truth is that I don't know just how useful or otherwise that reef is going to be. It's not a cost option, it's part of the standard package, and I can forsee it being useful as there have been times when I've felt that, as we've reefed down the main and the genoa, the mizzen has been overpowered.

Once the mizzen is reefed and (probably) some genoa rolled away to re-balance the boat, we simply repeat the above options - full main, 1st reef in the main + roll away some more genoa, 2nd reef in the main and roll away even more genoa and finally no main and not a lot of genoa at all!

Just how useful these options will be remains to be seen but it's worth bearing in mind that the reefed mizzen, full main and reefed genoa equates roughly to the first reef with a full mizzen. It may be that this is a better option - keeping the full main and reefing down the ends. We shall see at sea (d'ya sea what I did there ... twice?!)

Mind you, we don't have any arrangements for reefing the mizzen at the moment. We'll have to add a cheek block, and cleat onto the mizzen boom and sort out some arrangement for the clew but that won't take a lot of doing.

One final subject I haven't touched on and I've just remembered ... and it was another critical decision.

Our current sails, as was usually the way back in the day, have a bolt rope along the foot of the sail that fits into a channel on the top of the boom. This is convenient, as the sail can't fall off the boom when being stowed, but it has little else to commend it.

A far better arrangment is to make the sail "loose footed". This means it is only attached to the boom at the clew (the outward end of the boom) and by adjusting the clew outhaul, the shape of the sail can be modified. By easing the outhaul, the "belly" of the sail is increased and moves forward. This increases lift, amongst other things, and is optimum for reaching in lighter wind conditions. Conversely, by tensioning the foot of the sail up with the outhaul, the sail is flattened (and the centre of effort moved aft a bit) which is better for sailing to windward in a stiffer breeze.

Sounds good and we decided to opt for loose footed sails. The only snag is that we don't have any arrangements for a clew outhaul on either the main or the mizzen, the clew is simply lashed to the end of the boom and whatever tension is put on when that lashing is done is what you're stuck with. I need to work out a clew outhaul arrangement for both sails, preferable one that, on the main at least, brings the adjustment back in-board. I have some ideas on that front but they're not firmed up yet.

So there you (eventually) have it - Pagan's new sail plan

Another year, another long and expensive "to do" list!

So 2023 gets underway at last.

I had a reasonably sucessful solo trip down to the boat in early March, the main focus of which was to progress the ongoing forecabin refit which, at last, has reached the stage of trimming out. It's still a very long way from being finished but it's getting there.

To my delight, the boat was entirely dry and everything was in good order. To my further delight, when I reconnected the radar, which hasn't been powered up since 2018, it worked perfectly. I fully expected it to fail after being unused for so long so happy days on that one.

As we'd only been in the water for three weeks last autumn, I decided to just patch up any iffy spots on the antifoul and not completely recoat it. I suspect I'll regret that decision before the end of the summer but hey ho!

By the time I left, although a long way short of being ready to sail, Pagan was at least ready to be launched which was fairly crucial as we arrived the evening before the launch was booked a week last Friday.

We overslept more than somewhat and had to dash around madly to get ready but in we went bang on time. With malice aforthought, we spent the next five days on the river pontoon with shore access and power available whilst we worked through the boat getting things ship-shape again

One of the primary tasks over the weekend was to set the running rigging back up. When I removed it all I fully expected to be re-rigging the following spring and my memory would doubtless have sufficed as to how to put it all back. That was five years ago!

After much head scratching and only one mistake, plus a trip up the mizzen mast to re-reeve the mizzen topping lift, I had everything bar the spinnaker halyard and spinny pole topping lift re-rigged (I think) correctly.

Another issue was that once again we had fuel feed problems to the engine. This turned out to be an air lock in the main engine fuel filter and once that was bled she seemed to run fine. I can only assume that there was still air in the system after the problems last autumn and that over the winter it had settled out to that location.

On Monday, Gareth from Dolphin Sails rocked up to measure up for our new genoa, mainsail and mizzen sail. The piggy bank is gonna squeal about the cost but I'm really looking forward to getting Pagan sailing properly again. The old sails had life in them when we bought her but by the time we were on our way back from the Channel Islands in 2018 they were blown out and falling apart.

We've got nigh on a fortnight aboard next month which we anticipate spending at least half of on more boat fettling. I've still got to fix the depth sounder (I forgot to order the parts!) and reconnect the VHF and AIS antennas and there's an enormous amount of sorting out to do, mainly associated with the cockpit lockers which are empty and shouldn't be and the aft cabin is full of stuff which should be in the aforementioned cockpit lockers!

Then maybe, just maybe, we'll get out and about for a few days. We probably won't go beyond the river but a night or two at anchor in the Roach and a night in Burnham would be a start.

We might have the new sails for our week aboard in late July but it's more likely we'll have them for a 10 days or so we're aboard in late August. I haven't made up my mind whether to bend on the old sails in the meantime or not. I guess it wouldn't hurt to make sure everything is properly set up before the new sails arrive.

With the standing rigging replaced and the new sails, the headline high cost items on the "to do" list are looking slightly less scary. There's still the anchoring gear to completely replace (new anchor, chain and an electric windlass), the saloon upholstery is frankly knackered (we've got some thoughts on that) and as I've previously discussed we desperately need solar panels and a battery capacity upgrade. Disappointingly, we're probably going to have to replace the cockpit tent and spray hood both of which, despite not being all that old, are starting to fall apart.

That lot should eat up another year or two's savings after which we're hopefully down to less costly albeit time consuming jobs like repainting the decks, revarnishing woodwork, repainting the topsides and such like jobs.

One day, maybe, we'll have Pagan up to scratch the way we want her! 

And maybe we'll get to potter around the Estuary as the summer wears on. Nothing ambitious for a year or two but some revisting of old haunts and basically getting back into the habit of getting down to the boat and using her whenever we can grab the chance.

Because that's become something of a problem. The long term consequences of the Covid lockdowns are not just financial. We find ourselves in a rut, to put it bluntly, of not doing anything. Not going out, not socialising, not having the energy, drive or inclination to do more than exist. And we're not having that! We don't yet know just how we're going to get our plans back on track but we're not giving up.