Thoreau: “Simplify, simplify.”

Emerson: “One ‘simplify’ would suffice.”

March, at last. We managed to get out once during the last weekend in February and once again the first day of March, which barely qualifies as winter sailing. This year in the Northwest hardly counts as winter compared to the rest of the continental US. Mid-fifties and sunny is a good problem to have while much of the country is under three feet of snow and the Great Lakes are frozen over.

Oozing gratitude for a working transmission, we spent much of the first day out feeling out the new headsail arrangement – new headstay, furler and genoa is a lot of change for the old girl. She is, after all, of a certain age.

After some tweaking of the backstays and time to allow a simmering confidence to grow, we were able to relax and enjoy some very nice rides.  We gradually unfurled the jenny as we checked and re-checked the rigging. The Genoa is nominally 110% – but looks much larger compared to the old jib. Fifteen knots of wind was enough to make our first day out interesting, and compared to its hanked-on forebears, oh-so-easy to sail. I fess to being a complete wuss when it comes to new rigging elements – I’d rather slowly test the bejeezus out of ’em than find myself looking over the side at our mast.

The best news is that the new gearbox worked flawlessly. The ol’ Volvo fired instantly, and the transmission transmitted just like in the movies.  So simple!

Kristin conspired with our friends on Galapagos to look for one another Commencement Bay last Saturday. Our slow start – (Another tranny oil change, really?) and weakling handheld VHF meant we only got a single pass at the soon-to-be-departing vessel. If you haven’t read Michael and Melissa’s blog, – it’s a great read.


As luck would have it, Wings of the Morning was also out on Commencement Bay and her Mistress, Sherlene had turned her lens our way.  We obviously hadn’t gained full confidence in our rig by that time, but the shot is especially cool because it shows Old Town in the background – one of our favorite places in the Tacoma. We’re looking at homes in the area. (Photo courtesy of Sherlene Eicher.)

Being a lousy leeward side photographer – I missed the chance to get a great shot of Galapagos, but look forward to making it up on future encounters.  Note-to-self:  shoot photos from the windward side.

Finally, finally we are able to jump on the boat and go. The roller furling makes set-up a breeze, and we are anxiously awaiting a clean, repaired Mainsail and addition of Strong Track on the main mast. It’ll be a huge help getting a 47-foot tall, 8.5oz main into position. The Strong Track is a bit of a luxury, but with a 500+ SF headsail and over 1,000 SF overall, Elsa being over-canvassed is an under-statement for a 38′ boat.  We will want to be able to reduce sail quickly, and without protracted negotiations. Lazy-jacks are next.

The electrical system is also under construction – and we’re that much closer to being a fully functional vessel. Who’d a thunk it? We’re rapidly approaching the minimalist sailboat. The defining moment is only a matter of taste.

Einstein:  “Everything should be made as simple as possible, but not simpler.”

Back on the Water

(By Michael)

Over four months and four SBU’s later, (Standard Boat Unit = $1K), Elsa is mechanically whole once again! In hindsight, the process of trouble shooting, removing the gearbox at the dock proved to be both a blessing and a valuable education. The highlights are worth mentioning.

Wrangling the gearbox out was an education by itself – on how NOT to do it. I didn’t have a clue of our misdeeds until much later, and necessity is always the best teacher. We learned that “Obsolete” is not a Swedish term, especially when applied to items described as “Special Tool 8844XX.”

Finding Joe DeMers at Sound Marine (Connecticut) was a lifesaver. While it took three months to find and rebuild a gearbox for a 1970’s era Volvo Penta MD3B Diesel – he found one and delivered. And it seems to be working – for now.

A key learning for removing and installing the gearbox was to unbolt the rear motor mounts and loosen the fronts just enough to jack the back of the motor the 4″ needed to clear the prop shaft flange.

055To do this, we shaped a 4×4″ post to fit exactly into the keel.

The post was fitted below the back of the motor. We then lifted the motor with a 2-ton hydraulic jack (O’Reilly’s Auto Parts, $19.99).

057Assorted lumber was used as a wedge to hold the jack and post vertically. The string was used to rescue the jack from the bilge.  It fell in only 23 times while we were getting situated.  The rope was attached to the post through a 3/8″ hole – it was used to retrieve the post after installation. (Remember the post was pressed into place by a 500-pound motor.) We then fashioned a belly pan to fit below the gearbox – so we could set the gearbox on the pan, shim it up with towels until the tranny fit to the motor exactly, and then  bolt the gearbox on at our leisure.

126Taking the extra time for rigging saved hours of working on extended loads.

All of this work was done while lying prone on top of the motor. When the jacking started I was lifting both the 500-pound motor and my 200-pound self.  (Jokes are too obvious here.)  I have bruises on my chest corresponding to the tops of each of the cylinders. Only at the very end did I figure out that laying on a folded towel on top of the motor allowed me to be quite comfortable holding 80-pound objects at arms length. But we get there eventually.  There was just enough clearance between the cockpit floor and the top of the motor for the two of us.

129Finally, the gearbox is mounted and ready to lower into position.

Now – along the way, the education was not without lighter moments. I brought one of the “Extended Grippers” – one of those long sticks with fingers on the end used to retrieve wet golf balls and the like – which proved to be another life saver. Things retrieved from the bilge include reading glasses (twice), the oil breather cap, the throttle linkage clamp, two screwdrivers, a large crescent wrench, a small 3/8″ drive socket wrench, pretty much every piece of wood I’d used for the wedges, and a bunch of objects I had never seen before. Spoons, glassware, and some old wo od that had been down there for at least a decade.


Without the cooling system, shift linkage and throttle connected, the whole shebang looks like this.  Note the bilge pump discharge is still in its original, least-possible-convenience location. The photo from on-high makes the spot look way more roomy than it really is.

Along the way, the cooling system was entirely rebuilt – some of the hoses and tubes re-routed for better flow and fewer parts. The MD3B is an odd duck in that the cooling water is sucked through the strainer and gearbox to the water pump, and then pumped through the thermostat and motor and discharged through the exhaust.  Most of the exposed system is under vacuum while the engine is running. All the hoses were replaced.

We rebuilt the water pump, and bought another one (e-bay, $99) for a spare. We also bought an extra impeller kit and two gaskets to keep on-hand to ensure that the old one never breaks.  Per our friends on S/V Spiritus, having a spare on-hand virtually guarantees that you will never need it.

I discovered that when you bump a disconnected prop shaft with a dripless stuffing box such that the shaft moves forward an inch, the entire ocean outside wants to join you inside the engine room. It took me a few minutes to figure out what had happened – in the meantime taking on a great deal of brackish water from the Hylebos Waterway. There is nothing quite like taking on water to get your undivided attention.

Finally realizing that the shaft had scooted forward, thereby losing the seal between the O-rings on the dripless seal and the rubber boot, my genius mind simply pushed the prop shaft to the stern an inch or so…  and the deluge promptly stopped. It took much longer for my heart to leave my throat.

We repaired lots of little things in the engine room – there were safety pins used where cotter pins should go.  Fluorescent lights were added. There was duct tape – the silver kind – holding an air intake breather together. That was fixed with an improvised swage with vice-grips. There were machine screws where caps screws go.  Etc. All part of owning a boat with a past.  Altogether it now looks somewhat better. Certainly cleaner and easier to work on.

Engine room start-up 007Now the engine room is accessible for maintenance. And a big blessing is that I have now been into and out of the engine room at least a thousand times. It is now a second home – and a fine place to spend a rainy day.  That lesson is priceless.

The oil was changed, new gear oil added to the new gearbox, the raw water strainer was cleaned, and a general wipe down completed. Bilge pump re-routed, cooling feed water routed under the gearbox and out of the way, and all vertical impediments to maintenance removed.

After all of this we finally fired the engine today, and after about thirty-seconds of throat-clearing, she sputtered and then ran beautifully for an hour. She needed an idle adjustment to idle evenly, but otherwise ran perfectly in forward and reverse (tied off to a stout dock by four lines).

Maybe it was optimism, maybe fewer rattling parts and less duct tape, maybe correct torque on motor mounts, but the ol’ Volvo Penta was noticeably quieter than she was when she was disassembled. Certainly the cooling water was flowing at higher volume from the exhaust. These seem like good signs.

Shift linkage is a bit stiff – the cable is looking tired as is the shift linkage itself – but at least we have a clean place to work. No leaks! A miracle! The tachometer is not functioning and the instrument cluster is more a cluster than instrument. But that is for another day.

While waiting for parts we have been working on our rigging, added some pin rails and ratlines, replaced our head-stay with a beautiful 3/8″ Hayne-terminated stainless, added a cruising jib by Doyle Sails’ Jim Kitchen, and look forward to bunch of upgrades in 2015.

141 Most importantly,  a new ship-mate was added to the crew during the repair.  Our first grandchild – Miles Edward – born December 22.  I can imagine those new ratlines and bow sprit might be his future playground.

The REAL strategic question remains – do we buy another gearbox (a la S/V Spiritus) to stave off another tranny failure? OR, do we begin planning for the Beta/Yanmar replacement – without the word “obsolete” anywhere in the service manual?

Like childbirth, after hearing the engine run for a while, we forget how much pain it took to get there.  The Volvo green isn’t SO ugly after all…

One Last Christmas Gift Has Arrived!


Our replacement transmission was delivered today!

Michael is excited to get to work on engine reassembly. Having an engine that propels the boat will be almost as wonderful as finally getting to use the new roller furling!

Sailing blogs are a lot more fun and interesting when one is actually sailing. Shortly here we should have more adventures to write about.

Happy new year!

Autumnal update

By Kristin and Michael

As we move into the fall, Elsa’s project list is getting a good workout. We hadn’t intended on being dock-bound at this point, but here we are. To make plans is to incur divine laughter.

After the transmission croaked, it took some engine-room gymnastics to remove it from the engine, and it is now in pieces on the workbench at home. Results are inconclusive. Many of the components in the transmission as removed do not match the Volvo manuals we have found, an oddball lock ring will not reveal its secrets and a seal is stubbornly still in situ, refusing to budge. To quote the transmission guy at Everett Marine, “Yeah, we’ve broken a few of those.” The subject of repowering has come up, but a replacement transmission is ordered and we will re-build the old grist mill in parallel. When it comes to old Volvo gearboxes, all roads lead to Joe DeMers at Sounds Marine in Hartford, CT.

Transmission in green


Transmission removed


Seems ridiculous to replace a functioning engine to the tune of $13k, when it’s actually the $3000 tranny that’s kaput. The gearbox is the weak link in the drivetrain. It’s a shame that the transmission bits aren’t as robust as the engine itself. The down-side risk is that we’re kicking the re-powering can down the road. A new Beta 38 is soooo quiet and the phrase “obsolete part” is nowhere to be found in the service manual.

So Elsa is without a working power plant right now, which is a bummer since the weather has been gorgeous here in the Seattle area, and several good sailing weekend have passed us by. To tide himself over, Michael has taken on a few other items on the To Do list.

This week, the new Harken Mark IV roller furling was installed! The new 3/8” headstay had gone on a couple weeks ago, and now the change-over is complete. The new 110% genie is ready from Doyle Sails, with the last bits now able to finished up with all the new hardware in place. The sail features 8.5 oz offshore fabric, three foam reefing strips, and grey Sunbrella fabric for UV protection. A 110 headsail and a 48’ luff will provide plenty of sail running light-handed on jib and mizzen.

So between the low of the transmission woes and the high of the new roller furler, Michael tries to keep busy. He was inspired to add ratlines, and found a source of plantation mahogany for the task. Perfecting the attachment technique a la Brion Toss on 5/16” shrouds is still a work in process, but a handful are installed and work great. Rigger’s tape and lashing alone may not be strong enough, so the long-term alternative is serving the lower shrouds.



His other crafty project was adding pin rails. The mizzen rails are in place, and we are searching for just the right pins. Pin rails freshly drilled.


Attachment detail. Dang Mt. Rainier, photobombing us again.


Pins borrowed from neighbor boat, just to get the full effect.


The old adage ‘cruising is the process of working on your boat in exotic places’ isn’t really playing out for us right now. Tacoma isn’t very exotic. But we will be grateful for the chance to take care of these tasks safe at our dock, given some of the alternatives that we could’ve been handed.

Ah-ha! (Not the Swedish pop band, the Swedish gear box)

By Michael  (updated)

We thought it was going to be simple, but the obvious moving suspects are happy and healthy. The Volvo MD3B is connected to the gearbox / reversing gear through a rubber coupling. We hoped the thud-thud-thud preceding the spin-up of the motor at failure was the sound of the coupling coming apart. (Note that the boat was in reverse, and had not shifted during the decomposition.) Both the coupling and cone linings are in fine condition. We still cannot explain the torque-less spinning of the prop and the ability to stop the shaft with a bare hand. The cause of failure is unknown, but judging by the paperclips and baling wire used as cotter pins, this was not the gearbox’s first rodeo. There are a few parts that don’t look at all like the stockers in the shop manual. The gearbox is apparently a common problem, since the motors seem to last forever, the combination of weak link, obsolete parts and diminished population of spares means we wait weeks for replacement. Let’s not forget the special tools favored by Swedish tranny mechanics… Like tool 884490 needed to remove the outer seal of the MS. Also obsolete.

The coupling is one the few parts still in production, see item 21 on the attached schematic.


As for root cause, if I hadn’t checked personally, I’d have suspected a fouled prop. Didn’t see evidence of that… though it may be possible. The rubber coupling is there to protect the motor from even greater damage, and a 41-year-old chunk of rubber is likely to let go now and again.  But no.  Not the clutch either. So the search continues.

A few deep breaths, a socket set and some very long weekends…


By Kristin

It was bound to happen. We knew this. Buying an older boat. And really, in hindsight, we massively lucked out. But we also now have a giant addition to The List (see previous post).

My sister is visiting and a lovely sunny breezy Saturday afternoon seemed a perfect opportunity to introduce her to Elsa and go sailing. Michael headed down early and fixed the dirty fender situation. Four tidy clean white fenders are all lined up and hung, and the nasty little blob of goo on the side of the boat is gone. So hey, check one item off The List! Michael has made progress on the headsail/furler business too, so more to come there.

Keri and I arrived and we had a quick boat tour, then did the usual tasks to prepare to leave. Engine started fine. Pulled out of slip fine. Got to the middle of (commercial) Hylebos Waterway, tried to shift to forward, and the engine made a funny sound and died. We lost all propulsion. The current was moving us along at a good clip. The engine started back up just fine but neither forward nor reverse gear provided any actual movement. Michael yelled out to the guys on the dock about our predicament and we called Vessel Assist. We were close to dropping an anchor when the boating fairy godmothers smiled on us. Putting by was a Ski-doo with a nice couple on board. This is not a nice part of town, a very commercial waterway, and not a place I would think folks would cruise for fun. But thank goodness they were there. They grabbed our bowline, turned Elsa around and hauled her back up to our slip. The first try at drift docking didn’t work and they helped again, pushing the bow and ferrying a bow line to the guys on the dock. We safely made it back!

So we need to give some big thank yous to all the folks who rallied and helped or were preparing at help. The Kellers, on their Ski-doo, get a great big deposit in their good karma account! We are grateful for their help and will have to swallow some of our not so nice comments about Ski-doos going forward. Richard, our next door neighbor at the dock, and two other gentlemen were planning on launching a dinghy, and helped grab lines as we drifted back to the dock! Thanks all of you for being there and for being prepared to come rescue us!

The boating community is awesome. Having been on both sides of the situation in the past, we know this is the case. But when it happens to you, the fact is driven home yet again. Boaters help each other out. The community, in the form of random people on your dock and random folks, completely not where you might expect to find them, all rally up and help a drifting boat. We were likely not in any danger. An anchor would’ve stopped the drifting, but being disabled in the middle of a narrow commercial waterway would not be a comfortable place to sit. So we thank the larger boating community for the good juju and the speedy assistance.

Back at the dock, we were able to breathe again. Michael donned the headlamp and crawled into the engine room. Preliminary diagnosis: clutch. A forty-year-old, completely no longer in production clutch. (Update: after more homework, Michael now thinks it’s the shaft bearing.) Ouch. Our dock neighbor had made an appointment with a diesel mechanic, and he mentioned we could possibly piggy-back on the visit. So more experienced eyes will gaze upon the old Volvo this week.

And then, after calming all the way down, we realize we were very lucky. We were far far from docks, facilities and other boats for large chunks of our trip Labor Day weekend. If this issue had to manifest itself, at least it was kind enough to do it 10 yards from the dock. So even though we face a repair of unknown cost, complexity and time, we are counting our blessings today.

The photo opps on this trip were obviously lacking but Keri got one lone picture. Thank sis! We will get you out sailing at a later date!


Nuts and Bolts Part 3: The List

By Michael

Without a doubt, every sailboat owner and every sailboat has one. It angers wives, frustrates retirement planners, chagrins travel agents and warms the hearts of marine retailers everywhere. It is only two words, but these words shatter dreams and rearrange lives. It is “The List.”

There are great lists with complete re-fittings, and small lists with showroom boats. My impression is that S/V Elsa is in the middle of the spectrum. We have structured Elsa’s List with our first paramount goal – sailing this season. Not just day-sailing, but getting out into the sailing paradise of Puget Sound for some longer treks. We are claiming victory for this goal – having just returned from four days in the South Sound. The weather presented us with some additional lessons that, frankly, could have waited.

The List in our case had a prequel – The First List. Most of that is covered in Kristin’s blog entries. I have to confess to a good deal of schlock in the First List to get us from purchase to sailing in six weeks. But the schlock held together, and we traveled in relative comfort. Essentials were there. Kristin made it clear the First List meant a working head. We needed functional running rigging. Upgrading the standing rigging was needed to support moderate conditions. Very comfortable cabin and berths, and a galley made from backpacking paraphernalia… thank you MSA stoves!

Images of where we’ve been provide some encouragement.




Comfort is an engineering problem, but living comfortably is a spiritual one. We need a bunch of both.

As for The List – Selfishly, this exercise is as much for my benefit as anyone, but it will be interesting to see what really happens and in what order. The context is returning from our first overnights. These substantive items are placed in some semblance of priority and most likely to have the biggest impact on the sailing experience:

1) New head stay and Roller Furling. At 52, I’m not a spring chicken anymore. Remember that Elsa has no pulpit and the headsail is hanked on. Doing the bobstay tightrope ballet in a blow is fun exactly twice. While my physical condition is better than I deserve, dousing a jib should not be life-threatening.
2) Battens for the old mainsail and mizzen. The old pockets are sewn closed, maybe for the same reason the stays’l boom was never used. Beating into a strong wind sounds like a Chinook helicopter buzzing a flyby. These sails are at end-of-life, but it will take some time to pay for the new jib and the cardiac arrest the quotations are causing.
3) New jib to go with roller furling. The sail discussion gets its own N&B entry.
4) Lazy Jacks. The name says it all.
5) Eventually new mainsail and mizzen sail if the pricing cardiac arrest can be avoided. We’ll see if battens help. Stays’l is actually in great shape.
6) Raising the temporary main sheet triple block three inches so it clears the companionway cover
7) Pulpit and lifelines. Ditto on the spring chicken thing. More on anchor and windlass geometry later.
8) House batteries so we can install working…
9) Running lights. Sailing at night is so cool, but stuffing flashlights into green and red cans is right at the edge of ultra-schlock.
10) Upgrade the triadic stay to 1/4” 1×19 wire or a better temporary rig




Notice all of this stuff relates to SAILING, not being inside the boat. That’s my priority and may be subject to veto or rearrangement. The following are probably winter projects:

11) Interior wiring
12) New fenders that are not covered in creosote, and scraping the second hand creosote off the starboard hull
13) Water supply, pumps, tank and gray water drainage system
14) Propane stove and tank system, solenoid valve, tubing and wiring connects.
15) Engine room – paint, lights and access improvements. Noise insulation is a must.
16) Finish the standing rigging projects – esp the preventer shrouds on the main mast.
17) Fairleads or chain guides for the anchoring system

I’m inclined to keep the 2” galvanized chain and the eye-spliced galvanized shrouds on both masts. It’s very rugged and manly looking. Besides, we can be 100% sure the chain will not break.

Realistically, we’re probably well into 2015 by this point. Some very expensive items (sails) may be deferred even longer. However, equally important to the rest of the sailing experience, there are the important but not urgent additions to the long term sailing and maintenance experience:

18) Pin rails and belaying pins on all four corners.
19) Ratlines to the first spreader on both masts
20) Mast steps from the first spreader to the top of both masts
21) Eye splices on all the halyards and places where eye splices belong
22) Whipping all of the bitter ends
23) A dodger and/or Bimini – the four-hour douche was enough

Unfortunately, reality is that we only get to work on the pretty stuff next year. New deck paint, new gray trim color, new sail covers, white paint on the masts, and figuring out what to do with the backswept spreaders on the mizzenmast. WTF?

24) All interior wood working need finishing.
25) Cabinet work in the Galley and Head – I’d love to do it myself, but think that it will be farmed out
26) The ultimate dingy, to be defined in good time
27) Raising the ceiling in the galley at least 4 inches… I know.

Update: Beautiful new 3/8” head stay completed September 2. It came with a Hayn terminal end ( It looks almost identical to the Sta-lok. New Doyle Jib measured up and ordered, and a Harken Mark IV Unit 2 scheduled for installation the first week of October. These are all very expensive options, but the bow systems will take the most abuse and present the biggest problems at sea. I have no desire to “walk the ‘sprit” to deal with a fouled sail or furler in force 5 winds.


Update 2: new fenders have arrived!

The List is under way…

Successful Trip!

By Kristin

We went. We sailed. We anchored. We returned! Successful trip!

Elsa took great care of us on our first overnight trip. Being Labor Day weekend in Puget Sound, we experienced all of the different weather and being a new-to-us boat, we tried out many new systems. We are thrilled with how it all went.

Our trip started Wednesday as we left the dock just before noon.


We crossed Commencement Bay and went under the Tacoma Narrows bridge and then found some wind. Got that rail wet!


We had sun and good wind and the afternoon took us along to Penrose Point State Park. We found a buoy and set up our anchorage for our first night out. Mt. Rainier kindly photobombed our anchorage.


Coffee the next morning, and a quick trip ashore. It was raining but the forecast called for sun later. The park was empty so we plan on returning and checking out the other facilities.

We explored Carr Inlet at a slow pace. The sails were up but the wind was fickle so we motor-sailed as well. Michael pointed out a summer camp he attended as a kid, and the small island known as Dead Mans Island. It is actually called Cutts Island, but the childhood tales live on! Took Pitt Passage and had a fairly energetic ride through. Out the other side and the last leg took us to McMicken Island. Dropped the anchor for the first time and got familiar with our manual windlass.


Michael rowed around the island. The buoys on the other side were occupied so we were happy to have found a spot on the quieter side. In the middle of the night, Michael woke up and went on deck. He watched fishes and a seal swim in the bioluminescence! Magical!

The raising of the anchor produced a healthy kelp harvest!


We explored Case Inlet. We looked at all the marvelous houses along the waterfront. Even though Michael has been sailing in the sound for 25 years, these two trips were to places he had never been. As the afternoon got on, we decided to head for Boston Harbor and our DNR buoy. Elsa is too long for a spot at the dock at Boston Harbor, so it was very convenient that our trip through the DNR wait list happened so quickly. We hooked the buoy and went ashore.

The dock was hopping with the Friday night Beer-B-Q. We bought our dinners and sat down to listen to three youngsters play some awesome instrumental music. Dogs ran around. We met a young couple and their adorable new daughter. After several days of solitude, the hubbub was fun.

Us after 3 days on the boat.


The dock and the crowd.


We retired to the boat for a last night out.

It was raining and cold the next morning. Michael donned the rain gear and we putted back to Tacoma. Looking at the weather map later, we think we stayed under the only little squall out there for several hours. I made hot soup and hot tea for cold, wet Michael.



As we arrived back at Hylebos, the skies cleared and the sun came out!

Our ideas for addressing the boat systems mostly worked fine. The solar charger would’ve liked a lot more sun, but it did a good job keeping one cell phone charged. Not two. Some interior lights were hooked up to the 12V system but we didn’t want to mess with the starter battery. The icebox performed well and we ate yummy food. The bed is comfy although the ceiling is low. All the rigging worked well, but some roller furling is happening very soon as Michael isn’t keen on doing any more bowsprit gymnastics with the slowly shredding jib.

Overall, complete success. One highlight was our honor guard of wildlife. We saw porpoises a dozen different times. We saw many seals, an eagle and osprey. An otter casually drifted on his back, toes up, right by us. Good to see the fauna doing well.

We finalized our purchase of Elsa on June 28, and we are so pleased that we were able to do this trip so quickly thereafter. We now know we can do it, and are already talking about when we can get away again. South Puget Sound is quiet, uncrowded and as lovely as many boating spots to the north. Elsa will get us out for some more exploring!

More Little Things

By Kristin

More pictures of the projects from yesterday, plus more from today.

The icebox now has a nifty new latch.


Now I don’t need to use the paint can opener anymore. The icebox is large and very well insulated. There are two gaskets on the lid and it fits in its spot snugly. We will get to test it out with real ice this week.

Yesterday Michael worked on the two galley drawers. Below those two drawers is a small bin. Due to the curve of the hull, there’s no room for a drawer, so our previous owner fashioned a bin that is meant to swing out from a hinge on the bottom. It also was missing its raised panel face.


Starting assembly.


And here are all three installed, with faceplates and handles. The hinge for the bin still needs to be located. See picture from last post for the before picture.


Big difference! The galley looks more finished and is more functional too!

Michael also mounted the boom for the stay sail.


We are just days away from heading out. Current plan is to leave on Wednesday. More to come!