Our Track from OPC in Palm Beach to Marathon |
After
our week-long dirt-dwelling break visiting family in the Midwest we returned to
Florida…..Rick to the boat in Palm Beach while Chelle stayed at the condo in
Fort Myers for a couple more days.
During that spell Rick got caught up on a long list of overdue
Wheelhouse recurring maintenance items while Chelle continued condo preps and
coordinated some needed repairs at that location.
Our
“boat business” maintenance list had been completed as planned with one
exception (see footnotes at the bottom), so we turned our attention to planning
the final legs to get ourselves and the boat back to our home port (Legacy Harbour) in
Fort Myers; those sorties would also serve as our sea trial for all the repair
work. Sea conditions weren’t looking
great, but they were good enough to make the trip “around the horn” – down and
around to Marathon in the Keys, then turning back north and up the west coast
of Florida.
So,
on Saturday, 17-November, we
departed Old Port Cove Marina in North Palm Beach at 0900 and started chugging
south again. Offshore conditions were
forecast to be rather rough so we decided that first leg would once again be
down the ICW on the “inside.” That
turned out to be a rather poor choice.
Temperature
and humidity levels were quite pleasant, standard south Florida weather for this time
of year. But we had to constantly remind
ourselves that we were getting a smooth ride; the tradeoff of dodging
nutcase weekenders (who also did not want to be on the outside) and negotiating
bridges – there were 24 of the damned things between OPC and Suntex Marina just
south of Fort Lauderdale – plus the Manatee go-slow zones (effective
15-November through 15-March) – all combined for an absolutely miserable
day. We had to take evasive action on
two occasions to avoid collisions with clueless boaters. And as we were about to cross the Port
Everglades turning basin the USCG shut down the waterway for 15 minutes while a
humongous cruise ship lumbered away from the pier and they maintained a
“security perimeter” around it.
All
that nonsense led to an overly long sortie with the last hour in darkness. Night runs on the ICW are essentially an
emergency procedure, so we rigged for red, dimmed all the displays, and just
tried to patient.
To
top it all off, about an hour before arriving at the Suntex Marina (approaching
yet another low bridge) the throttle lever for our wing engine – upon which we
depend for hydraulic power for the bow and stern thrusters – literally fell
apart….springs, a ball bearing and a few washers departed from their assigned
places and the throttle went limp. Rick
turned the helm over to Chelle and scrambled down to the engine room, found a
way to prop open the throttle lever on the engine to maintain sufficient RPM for the hydraulics when needed, and we pressed on with that MacGyver-like solution for
the remaining bridges and docking maneuvers.
The Wing Engine Throttle Goes Tango Uniform |
But Down in the Engine Room Rick Found a Way to Set the Required Wing Engine RPM Using a Vise Grip for a Throttle Stop |
We
were underway once again by 0830 on Sunday,
18-November. We had to negotiate
another five miles of ICW before we could cut to the outside, but at that hour
there was no other traffic and we were able to squeeze under all three bridges
along the way by lowering the big sticks.
We hung a hard turn to port at the Haulover Inlet and got back out into
the Atlantic Ocean. At last.
The
egress through the inlet was a messy affair, with a ripping outgoing current
bashing into the wind driven waves, and initially we saw four footers on the
nose. But after getting far enough out into
the big water to safely make our turn to the south conditions improved
considerably….initially a two foot swell at one second intervals with a healthy
wind chop on top, all on the beam. After
we got south of Biscayne Bay that smoothed out even further. We and Ghost
Rider were happy to be back in our element.
It
was another pleasant day atmospherically as well – low to mid 80’s, 55%
humidity, some sun and intermittent clouds, although the breeze stayed steady
at 10 to 15 knots from the east. We
enjoyed lots of fly bridge time on the 65 mile cruise south to Rodriguez Key,
where we tucked in behind the island and dropped the anchor shortly before
1700. We got a good set on the hook on
the first try, and then enjoyed a relaxing evening in calm waters.
We
weren’t in a hurry the morning of Monday,
19-November, so we putzed around for a couple of hours before finally
retrieving the anchor and getting underway at 1000. We had less than 50 nautical miles to
traverse enroute to Marathon and we had an excellent forecast for the day. But you could tell we were now back in south
Florida – air temps reached near 90F and humidity hung thick at 70%, with a 10
knot breeze out of the east.
Sea
conditions were identical to the day before – quite nice with two foot swells
and a light wind chop, again on the port beam.
Ghost Rider purred along
happily at an average of 8 knots as we kept her fairly close to the Keys
shoreline, anywhere from two to five miles offshore, staying inside the reef to
avoid the northbound Gulf Stream current.
We did have to stay vigilant for crab pots (it was Stone Crab season) as
some parts of Hawk Channel resembled a mine field. But it still beat the hell out of the bridges
and Manatee zones on the ICW.
By
1600 we approached our targeted anchor site and dropped the hook, just south of
the Seven Mile Bridge and near the entrance to Boot Key Harbor, in about 10
feet of mostly clear water. Our
Manson Supreme anchor set on the first try (as usual) in the soft sandy bottom
and by 1700 we had the genset cranked up, A/C running and the tender launched. Chelle motored over to the dinghy dock at the
Marathon Marina to get in some walking exercises while Rick tended to
post-flight checklists and some preps for the coming overnight sortie to Fort
Myers.
Given
the very warm temps and high humidity we decided to run the genset overnight
with the A/C going full bore. We then
enjoyed a quiet and calm night at anchor.
At around 0630 on Tuesday, 20-November Rick shut down the A/C and genset since temps had moderated and fan-driven air was sufficiently comfortable, and we were having a tough time keeping the generator properly loaded. After a couple more hours of sleep we finally slipped out of bed for good, had our coffee, checked emails and weather (still looking very good), and started in on chores and departure preps.
Then
it was time to take a swim and dive under the boat to examine the starboard
stabilizer fin; an intermittent knocking noise at irregular intervals had
developed two days ago in that vicinity and we wanted to see if something had
wrapped around the fin’s pivot shaft.
Rick donned wetsuit and goggles and took the plunge while Chelle manned
the ring buoy safety line. Unfortunately
we found nothing fouled, but Rick was able to replicate the knocking sound by
manually moving the fin to its centered position – and it would not travel
further than that. That likely indicated
a mechanical issue somewhere in the actuator and/or fin shaft, but we would
wait for feedback from our friends at Yacht Tech. Rick took a few minutes to scrub the scum at
the waterline towards the rear of the hull and then climbed back aboard to dry
out and rest.
Air
temperature was in the low 80’s and while humidity was still a bit soggy, the
clear sky, bright sun and pleasant sea breeze made it very pleasant. We crossed under the Seven Mile Bridge,
zig-zagged through the shallow Banks area and pointed the bow north. Florida Bay was absolutely flat with the only
ripples coming from passing boat wakes, a good start to a long overnight sortie
without roll mitigation.
At around 0630 on Tuesday, 20-November Rick shut down the A/C and genset since temps had moderated and fan-driven air was sufficiently comfortable, and we were having a tough time keeping the generator properly loaded. After a couple more hours of sleep we finally slipped out of bed for good, had our coffee, checked emails and weather (still looking very good), and started in on chores and departure preps.
Rick
removed the cover from the search light in anticipation of the overnight run
through crab pot country, and also practiced gymnastics – climbing up and down
the radar arch to retrieve the wind vane for inspection and repair….its wind
direction blade had locked up, but we were able to disassemble, lubricate and
get it working again.
Marathon Anchorage Looking North Towards Seven Mile Bridge and the Entrance to Boot Key Harbor |
Chelle
took the dinghy back into town after that for a couple of hours for a walking
and shopping expedition. Shortly
thereafter word came back from Yacht Tech recommending we pin and disarm the
stabilizers to guard against potential (further?) damage. So Rick spent time getting that done….we
would have to make the run to Fort Myers without roll stabilization, but the
sea forecast looked good enough to make that tolerable. Around 1400, after Chelle had returned from
her dinghy expedition, we retrieved the tender and secured it on the boat deck
and then made a few final departure checks.
The anchor came up cleanly from the soft, sandy bottom and we were underway
by 1500.
Another Sunset -- This One as We Motored North Through Florida Bay. You Can Also See Some of the Many Crab Pots We Were Regularly Dodging. |
The
glass-like water surface made the task of spotting and dodging crab trap buoys
easy at first – a very good thing as the damned things were everywhere. A year ago we had previously tangled
(literally) with a crab pot line on the main shaft and did not want to repeat
that fiasco – on a slow-moving trawler swinging a 34 inch prop it’s
amazingly easy to foul the running gear.
With
sunset quickly approaching Rick spent about 30 minutes experimenting with the Furuno
radar’s gain adjustments, eventually finding a combination of manual gain, rain
clutter and sea clutter settings that resulted in a very useful display; the
discrimination of the small and generally non-reflective crab pot buoys was
surprisingly good.
Our Dual Radar Display. The One on the Left is Set to Close Range and the Radar Returns Displayed There Are All Crab Pots. |
About
30 minutes after sunset that functionality came in pretty handy. While we had nearly a 90% illuminated moon,
the crab pots were impossible to acquire visually soon enough to take evasive
action. The main challenge was that a
line of crab pots generally didn’t generate radar returns until they were
within the .125 NM range circle (1/8th of a mile) so you had to be
vigilant and pick your penetration path fairly quickly once they appeared. So we set up our typical night running
configurations with dual side-by-side charts on our 15” Furuno screen, and dual
radars on our 17” Nobeltec screen, one for close range and one for longer range
painting.
It
worked quite well, and was a lot like playing the old Asteroids video arcade
game,
although
when seas started to get lumpy the job of distinguishing between crab pots and
wave tops approached sensory overload.
Nonetheless, we continue to be impressed with Furuno’s DRS6AX digital radar
array.
Chelle
handled the initial watch from the anchorage until sunset, Rick took the first
and third night shifts, with Chelle getting stuck with the middle “graveyard”
shift from 0100 to 0500. In the end it
didn’t matter much as neither of us slept worth a damn. We saw and heard almost no other traffic once
we were a few miles north of the Keys island chain. One exception was S/V Grace, who hailed us on the VHF while traveling in the opposite
direction, asking if we had any weather data for the western Keys….they had
departed Englewood the previous day and were headed to the Marquesas and
Tortugas. Rick switched over to our XM Weather display screen, called up the
zone forecast for that area and read it back to them. They were pleased to hear the forecast for
surprisingly benign conditions.
Another Shot of the Dual Radar Display....No Crab Pots on the Short Range Screen But the Longer Range (6 NM) Shows the Rain Showers |
Between
2200 and midnight we encountered some small storms and scattered rain showers in
mid Florida Bay, easily discerned with the XM Weather and longer range radar
displays. We deviated about five miles
to the east to avoid a small thunderstorm but otherwise it was a smooth and
uneventful cruise….until we came around Cape Romano Shoals and near Marco Island
early on Wednesday, 21-November. That’s when we lost the land-blocking of the
north wind which by then had picked up to near 20 knots and suddenly it went
from smooth to waffle iron conditions – only three footers, but square and at
nasty one second intervals. Ghost Rider certainly didn’t care, but we
pulled back the throttle a bit and slowed, mainly to allow better sleeping
conditions. Luckily it was all straight
on the nose so the lack of roll stabilization was not a factor.
After putting another 30 miles behind us the
conditions calmed considerably as we regained some protection from the west
curvature of the Sanibel, Cape Coral and Fort Myers land masses. Sunrise brought clear skies and a temp of 68F
which felt cooler in the 12 knot north breeze plus our 8 knots of forward movement,
with one foot seas….an easy approach to and up the Caloosahatchee River. We finally reached our home port, Legacy
Harbour Marina, in downtown Fort Myers just after 0930 and docked up – slowly
and carefully, we were tired – without incident. According to our Garmin inReach tracker on
this final leg we covered 134 nautical miles in just over 18 hours.
Ghost Rider was coated bow to stern and top to bottom with three days’
worth of salt, and while we were pretty much worn out we gave Ghost Rider a thorough wash down of her
exterior, wiped down the windows, covered the fly bridge and dinghy, and double-checked
the fenders and dock lines. We packed
some bags and headed home to our condo. It
had been 8 months, 1 week and 1 day since we had departed from the same dock. 4,000 nautical miles later we were happy to
be back home.
** Rick replaced the generator’s raw water
pump….it had developed an intermittent water leak that only
manifested after shutting the unit down, but it would have eventually failed.
** Alex Graham, our diesel tech, repaired two main engine oil leaks, one at
the front bearing oil seal, the other at the base of the dispstick housing….Alex graciously did both gratis by extending his warranty period on his previous work.
** Randy Brenner replaced both the A/C compressor and
air handler for pilot house…Randy is Yacht Tech’s preferred
Cruisair tech, & he got this done with surprising ease…albeit expensively...not Randy's fault, it's the Cruisair parts that are pricy.
** As for flushing the A/C system with “Barnacle
Buster”….Randy pressure tested the system and talked Rick out of this for now.
** The repair of a leaking line connector on the
water maker turned out to be easy….it’s some kind of proprietary quick connect joint that we had “fixed”
with a wrap of rescue tape….turns out
all we had to do is reseat the inner o-ring.
** Yacht Tech performed the annual hydraulics maintenance….replacing
the cooling pump impeller & return filter, and lubing u-joints in the
drive mechanisms & topping off the fluid.
** Yacht Tech also took care of the wing engine coolant flush & hose
replacements, plus pencil zincs. (Rick will
handle the same for the genset after we’re settled in Fort Myers.)
** As for the stabilizer actuators oil
leaks….while we contemplated
getting the Naiad techs to inspect and assess, we just decided to add some oil (that part is cheap) and see if there are any real performance issues…see next new item.
** New (Open) Item: The starboard stabilizer fin started making clunking / knocking noises on the leg to Marathon; we pinned and disabled the system for the last leg and now have to figure out what the hell needs to be done.
** Another New (Open) Item: The throttle lever for the wing engine fell apart; Rick wants to get the entire assembly replaced with a new unit if we can find one.
** New (Open) Item: The starboard stabilizer fin started making clunking / knocking noises on the leg to Marathon; we pinned and disabled the system for the last leg and now have to figure out what the hell needs to be done.
** Another New (Open) Item: The throttle lever for the wing engine fell apart; Rick wants to get the entire assembly replaced with a new unit if we can find one.
Our Final Track From Marathon North to Fort Myers. That Little Jog to the East in the Middle of Florida Bay Was to Skirt a Small Thunderstorm. |