Jan 2022: Situating the New Boat

Like everyone else on the planet, we had to slog through a variety of supply chain challenges, so it required about five months to get the new house where we wanted it – furnished to our tastes, with a 24 KW whole-house generator plumbed in, but most importantly a new 20,000 pound lift installed to hoist and hold Ghost Rider.  (A timeline sequence of related photos appears at the end of this blog entry.)

The boat lift hardware came from Dolphin (LINK), Hooker Marine dismantled the old lift and assembled the new one (LINK), then NCS Electric (LINK) handled the substantial reengineering of electrical circuitry to provide 220V/50A power down to the dock and lift.  It all seems to work as planned.

Ghost Rider's New Home

At this point we had also been trying for several months to get a service call scheduled for the 100-hour service interval on Ghost Rider’s pair of Yamaha XTO 425 HP outboard engines.  Those inquiry results were subject to the same availability perils that have afflicted nearly everything else, thus, with the boat now in our back yard, Rick decided to tackle the maintenance himself. 

The Yamaha 425 XTO engine is a relatively new outboard power option (about three years since its USA introduction), thus it was no surprise that procuring all the required parts and supplies turned out to be another (continuing?) challenge.  The service manual took a month to obtain, and the water pump kit (not actually needed this time) was a two-month backorder.  On the other hand, the plumbing kit for the lower unit oil change was nowhere to be found – even Yamaha, Inc. could not provide an ETA for that piece of kit.

The Yamaha XTO 425 Engines...Which Weigh
About 1,000 Pounds Each

There are many cool new features with this engine – electronic steer-by-wire, direct fuel injection, triple exhaust ports, high output charging system, and generally overbuilt hardware components (not to mention the 425 horsepower studly output) – and another is a very unique lower unit plumbing system that allows for in-the-water gear oil changes.  Or more specifically, one can change oil from within the boat with the right equipment.  Rick really wanted to test that out as he wasn’t keen on trying to balance the kayak while bobbing behind the boat lift and juggling tools, drain pan, o-rings, oil bottles, etc.  Those days of such dexterity are long gone.

The Quick-Connect Hydraulic Fittings
Required for the Gear Oil System

Failure to find the required $150 “Gear Oil Attachment Kit” (Yamaha part number 90890-06963) meant we had to get creative; fortunately, it turns out the couplings and fittings can be found at most hydraulic supply shops, and even with adding in a few clamps and a length of hose, our home-made cost was under $50.

 Yamaha Maintenance

While Rick had been performing the annual upkeep duties on the Nordhavn’s small 25 HP Yamaha 4-stroke outboard that powered the small dinghy, that was a toy compared to the big XTO.   But the basic principles of OB maintenance remained the same….engine oil and oil filter changes, lower unit gear oil change, primary and secondary fuel filter replacements, new spark plugs and (occasionally) a water pump impeller. 

An OEMTOOLS brand vacuum extraction pump (2.5 gallon capacity, LINK) made short work of draining each engine’s oil sump through the dipstick tube, although two additional engine panels must be removed to find & change out the oil filter.  After disposing of the used engine oil (about 4.2 gallons total), the same extraction pump was used to drain each motor’s lower unit via our home-made gear oil attachment kit; refilling with 1.5 quarts (each) of the 90W gear oil via a small hand pump was a bit more work, but even that was fairly quick. 

The Vacuum Extraction Pump (yellow arrow) Drawing Out the Engine Oil via the Dipstick (red arrow), with the Oil Filter Nestled Just Below That (green arrow)

The Same Extraction Pump (yellow arrow) Sucking Out the Lower Unit Gear Oil.  You Can
See the Quick-connect Hydraulic Fittings on the Air/Vent Connection (orange arrow)
and the Fill/Drain Tube (green arrow)

Next up was installing the four new fuel filters – the two big water separators, and then the on-engine filter elements.  The only “gotcha” occurred when Rick went to turn the fuel selector switches back on to their respective fuel tank positions; the one for the starboard engine was nearly frozen, only moving in one direction.  It took a week to find a replacement 3-way valve and the correctly shaped/sized hose barbs, but in the end it was a fairly straightforward swap-out.

The New Design for the On-Engine Fuel Filter Element is Pretty Slick....It Just Pops Out & Pulls Away from its Mounting Bracket (yellow arrow), and Then an Easy Screw Cap Design Exposes the Paper Element (green arrow.)  No Need to Remove the Water-Sensing Wire.

The New 3-Way Fuel Selector Valve Being Installed for the Starboard Engine.  We Switched to the Moeller Brand for This One, Hoping It Will last Longer Than the OEM Part Did.

Other Punch List Items

A rather big to-do that we had been putting off was troubleshooting an intermittent XM Weather issue that had finally gone fully dead.  The mushroom antenna and its leads looked to be secure and intact, so our next guess was the “Power and Audio module” that connects the antenna to both the Fusion stereo (for XM/Sirius radio) and to the Garmin MFD (for the multiple weather display options), as well as to the DC power wiring.  Of course, that thing was well-hidden inside the boat’s motorized electronics box, requiring some interesting disassembly.

After Removing the Hinges at the Rear of the Electronics Box & Disconnecting its Lifting Rod, We Cut the Zip Ties on the Wiring Bundles to Create Some Slack, and then Flipped It Over to Allow Access Inside.  The XM Power Module is Hidden Under the Lid (yellow arrow), and the Wiring Tunnel Runs Down (direction of the red arrow) to the Void Behind the Circuit Breaker Panel in the Cabin.

It took us most of an afternoon (and it’s a two-person job to get the electronics box disconnected and flipped over), but eventually we got the old power module removed and the new one attached.  Connections were straightforward except for the power lead and ground wire; fishing that down through wire tunnel and into the void behind the cabin’s circuit breaker panel required some patience, a lucky aim and a couple of pulled muscles.  But once the reassembly was complete, it all powered up as designed and after a signal refresh, the weather data stream began flowing once again.

A few other punch list items we also got to this past month included: 

 * Repatching a hole in the middle of the transom; this was a survey item that identified a poorly caulked (and below-the-water-line) opening for the transducer cable; Rick used an entire tube of JB Water Weld epoxy (good stuff).

 * Installing permanent mounts for the fire extinguishers in the galley, head & helm areas.

 * The semi-annual fresh water rinsing of the fuel tank surfaces beneath the cockpit decking.

 * Securing some loose A/C ducting to silence a rattle in the mid-cabin area (duct tape to the rescue.)

 * And finally – and somewhat painfully given the lousy quality of Garmin’s horrid update utilities – updating all nav/comm software and charts.

Still on the punch list are some repairs to a few gelcoat chips where it appears the previous owner got a bit too frisky when beaching the boat.  Given labor shortages and the screwy supply chain, and since those are below the waterline and not particularly noticeable, that may be something we attack ourselves.

 Upcoming

We’ve got kids & grandkids visiting for a large portion of February and into March, so we’re hoping to get some beneficial boat time and some local fishing trips in soon.

And as mentioned in our last post, we have some lengthier sorties planned for May (the Southern Loop); and in June (Key Largo and the near Bahamas); and also in July (back down to KCB in the Keys for more fishing.)  Hurricane season, as usual, will dictate what comes after all that, and we’ll keep y’all posted on all of it.

To conclude, here are some sequenced shots of all the dock and lift work:

Day 1: Removing the Old Lift

Day 2: Elevating and Extending a Portion of the Dock

Day 3: Setting Pilings for the New Lift

Day 4: More on the Dock Extension and Pilings

Day 5:  Finished with Dock, Ready for Lift Components

Day 6 Midday: Constructing the Lift

Day 6 End-of-Day: Good Progress on the Lift

Day 7: Lift Work Completed....But No Electrical Yet

Some Days Later: Electrical Crew Gets to Work

Complete: Getting the Bunks Spaced Properly and Adjusting the Four Lift Motors Took Some Time, But It Was Worth It.

Mar-Apr 2021: Sorting Out the Grady

Due in no small part to the pandemic, finding both quality boats and places to store them is challenging these days.  And the same is true for scheduling qualified technicians for service.  Eventually, though, we found one to help us figure out the battery charger issue…it was indeed a faulty main board throwing faults, so we replaced the unit with a new ProNautic 1250P.  That finally allowed us to begin using the boat without worrying about dragging down the expensive AGM battery banks.

The Battery Charger, Although Elevated, Lives in the Bilge
Area, Not Conducive to Long Life for Electronics

 Pursuing the Punch List

So, between Thursday, 25-March and Monday, 26-April, we sortied the boat six times, sometimes to a nearby marina, and occasionally to one of our favorite protected anchorages.  We mixed relaxation with work on the Ghost Rider’s punch list.  Stopovers included Salty Sam’s Marina for a weekend, Pink Shell Marina (both in the vicinity of Fort Myers Beach), Boca Grande Marina on Gasparilla, and several times at anchor off of Shell Point near the infamous “Miserable Mile”.  Typical of southwest Florida this time of year, our weather was spectacular – clear, sunny and pleasantly warm, but with refreshing breezes.

Unsecured Vertical Water
Pipes Eventually Will Work
Loose & Leak

Our to-do list items ranged from the very mundane – applying missing trash and oil placards required by the USCG, entering our new MMSI number into the VHF radio – to remediating some of the survey deficiency findings and bolting on new fishing gear.  Chelle also kept quite busy trying to figure out storage options on a boat that was decidedly less cavernous than our previous Nordhavns.

After the battery charger resolution, the first maintenance project was trying to figure out why the boat’s fresh water pump would run intermittently; that typically is either due to a bad pressure switch in the pump or an actual water leak somewhere.  It turned out to be the latter….a rather significant leak at the cockpit shower near the transom, where the hot water PEX pipe joins to a terminating “push-fit” connector.  It was a relatively easy fix.

Rick also got a few more minor survey issues remediated – removing and re-bedding a stainless base plate for the port side boarding gate, repairing its hinge pin, and replacing a slew of plated steel screws on some maintenance panels with stainless ones to avoid future rust issues.  We also mounted four more rod holders – two in the bow section and two more on the transom – to beef up our rod storage capabilities, which were sorely lacking.  And we spent an inordinate amount of time applying the required USCG boat name and hailing port decals to the transom – that’s usually a job we leave to detailing experts but our DIY efforts turned out well enough.  

The Survey Had Found Elevated Moisture Beneath the Boarding Gate's Base Plate.  While There is No Wood in this Boat, We Still Removed and Re-bedded the Plate & Securing Screws

The Boat's New Name Decal and Two Extra Rod Holders

On multiple occasions over this time period Rick spent considerable time trying to get the boat’s Garmin devices configured to work with the companion “Active Captain” phone app.  That’s now Garmin’s preferred method for uploading updates for system software, charts, user routes and waypoints, along with the Active Captain POI databases.  But it’s buggy, lacks anything resembling adequate error-handling, and at best only works intermittently and unpredictably.  It’s likely that we will revert to the old method of shuffling microSD cards for the foreseeable future.

Concurrently we also began the installation of a pair of telescoping outriggers.  After researching we decided on a pair of Rupp’s “Top Gun” rigger bases with 18 foot polished aluminum poles, which will provide a nice spread of trolling lines when we go hunting for mahi and tuna.  Ghost Rider’s hardtop was preconfigured to accept such equipment, but it still required drilling all the holes in the hardtop (took most of one afternoon), mounting and bedding the rotating bases (another afternoon), then installing the telescoping poles and rigging kits (a third day.)

Drilling the Thru-Holes in the Hard Top for the Outrigger Mounts is No Fun.  It's Very Thick.

The Starboard Side Outrigger Following an Arduous Installation Process.

Lastly we had to address a couple of HVAC issues from the survey.  One of those was a port-side A/C condensate hose that for some reason had been cut short and left dangling well short of the bilge.  We managed to extend and route that properly with the help of a technician from Felix Marine.  In the same area we also encountered an odd water leak seeping from the insulation of a duct hose; even the A/C tech was scratching his head on that one.  For now we decided to drain and dry the soaked insulation, secure the hose run in a higher and more horizontal fashion, and install an underlying drain pan.  It may later require additional surgery.

This is Inside the Port Side Service Panel Where We Extended a Condensate Hose, Taped Up
an A/C Duct to Run More Horizontally (Yellow Arrow) and Added a Drain Pan
(the Green Arrow)....More of a Diagnostic Move Than a Permanent Fix.

 Amidst all the punch list efforts we mixed in some relaxation outings as well.  On one we headed north about 40 miles to Charlotte Harbor to rendezvous with our good friends, Dan & Cher Clark, for a brief two hour “raft up”.  We had not seen them in over a year, so we bobbed at anchor together, ate lunch and caught up on all the small things we had been missing.  Afterwards while heading back south, we stopped off at the private docks on Three Sisters Island so Chelle could get some stick time with docking practice in the new boat; she’ll be an ace in no time. 

Getting Ready to Drop the Anchor for Our Raft-Up in Charlotte Harbor.  Thanks to Dan & Cher
for Taking the Pic as We Approached Their Boat.

In early April we were treated to a visit from good friends Tim & Sigrid Gehrig, who were vacationing in south Florida to escape Atlanta for a week.  Still blessed with excellent weather, we decided that a boat outing would be a good venue for entertaining and catching up.  We cruised south to Fort Myers Beach and Pink Shell Marina for a long lunch, then north to a quiet cove to drop the anchor and let their son, Sven, try his hand at casting and fishing.  No fish were caught but neither was anyone snagged by a hook during the casting lessons, so it was a good day.

Rick & Sven Rigging the Fishing Pole

A week after that we took a run up to Boca Grande Marina on Gasparilla Island.  Chelle had invited three of her golfing gal pals for a boat outing, lunch and some shopping.  The weather was again nearly perfect, and it gave Rick more time to curse at the Active Captain software.

Brief Boat Break & Fly Time

From 30-March to 01-April we took a break from the boat with a road trip to Kissimme and St. Pete.  There we hooked up with good friends Mike and Mari Zimet (Nordhavn 57, Mari Mi), and Martin and Stephanie Morris (Nordhavn 60, Blossom.)  Mike and Rick took the opportunity to check off a bucket list item that every pilot yearns for – some Warbird stick time in a T-6 Texan (LINK).  The Kissimmee Gateway Airport is home to Warbird Adventures (LINK) where they maintain two vintage T-6’s and one P-40 Warhawk, legendary aircraft from the WWII era.  Rick’s father had learned to fly in the T-6 back in 1942 before deploying to the Pacific Theater, and he was absolutely jazzed about strapping into one them for some yank-and-bank time.

Taxi operations in a tail dragger – which Rick had not previously flown – is interesting since you cannot see the centerline over the engine cowling.  Thus you must zig and zag and look out each side of the cockpit while en route to the hold line….in other words, you need to taxi the aircraft like a drunk driver.  But the tailwheel steering in the T-6 is very precise and responsive. 

Rick Flying the T-6 in the Left Wing Slot.  Nice Pic Taken by Mike from the Lead Aircraft.

Mike, a former Navy pilot himself, had talked the Warbird instructors into letting the boys fly two-ship formation before splitting off into separate areas for aerobatic maneuvers.   Just after the two-ship wing takeoff Rick took the controls, got a quick feel for the stick and rudder controls and tucked the Texan into the wing position.  (You know you’re flying close enough when the lead pilot’s eyeballs look really big.)  After a while the lead/wing positions were swapped, with Rick taking the lead and Mike taking the wing slot.  Shortly thereafter the two aircraft split off into separate practice areas for some solo rolls, loops, wingovers, barrel rolls, Cuban-8 and reverse Cuban-8’s. 

When pushing over to gain maneuvering airspeed (known as building up “smash” in pilot slang, generally 170 to 180 knots in the Texan), one had to be careful to avoid less than positive G-forces else the engine would sputter, and on one occasion when pulling out at the bottom of a loop we encountered slight wing buffeting on the edge of an aerodynamic stall.  Recovery was easy by just briefly unloading the stick – the aircraft is very well-mannered and eminently predictable.  After over an hour of aggressive maneuvering we were close to bingo fuel so it was time to RTB. 

Overall it was an absolute blast, and it was easy to see why the T-6 Texan was also nicknamed the “pilot maker.”  Here are a couple of YouTube video links from the flight; best to skip through them, we were up there for a while:

Flying the T-6 Warbird....(YouTube) Part 1

Flying the T-6 Warbird....(YouTube) Part 2

And here's a short video clip of Mike "Maverick" Zimet after his sortie:

Rick & Mike After They Once Again Had Defied Gravity & Death

 Back to Boat Stuff

The next couple of weeks will be all about final preparations for our upcoming fishing trip to the Florida Keys in mid-May.  Having adequate fishing gear won't be a problem, as good friends Doug & Cat Cox and Jim & Susan Hill will accompany us, and between them have enough fishing tackle supplies to equip every angler in Florida.  But there are a few more minor punch list items requiring attention, one of which is to remediate the boat's Fusion stereo system which has suddenly stopped producing any sound whatsoever.  We need music while we're hunting mahi-mahi.  More later. 

Mari & Chelle at Happy Hour in Kissimmee

Grilling Brats on the Boat at Salty Sam's Marina

Afterword:  Both of us are now fully vaccinated (via Moderna.)  As good as that feels, it doesn’t mean much until / unless the rest of the planet’s population follows up, else we’ll be playing whack-a-mole with mutant variants and repeating vicious cycles. If you haven’t already, go get poked.  There are lots of excuses not to, and none of them are good ones.

Jan-Mar 2021: Sold the Nordy, Bought a Grady

We concluded our previous blog entry in December with this:  With the arrival of December and south Florida’s version of winter, we’re now at a point where we may start contemplating what Rick calls “a different kind of boat.”

 Selling a Boat

Well, it all happened rather quickly.  Just a few days after discussing the potential sale of the Nordhavn with our broker, Jeff Merrill of JMYS (LINK), he brought us a very committed buyer.  The boat never even got formally listed.  Following two full days of surveys and sea trials in mid-January, the sale of N5021 Ghost Rider closed on 05-February, 2021.  After five and a half years, an ocean crossing, and over 10,000 nautical miles of Nordhavn “trawlering”, we had begun to miss the more casual ad-hoc boating and fishing style of earlier days.  And between the two of us we had developed three bad knees that were beginning to complain with pain. 

N5021, Ghost Rider, Getting Hauled out for the Survey

So, it was time to move on to a boat that didn’t have as many steps and levels, and which provided more southwest Florida flexibility.  But before describing what that looks like further below (hint: it looks a lot like our boats from 2005 to 2015), we first extend our very best wishes to the new owners of hull #21 of the Nordhavn 50 line of trawlers, Scott and Heidi Smith.  They are approaching their retirement later this year and plan to live aboard and sail extensively along the west coast of the US and Mexico.  They are quite excited and enthusiastic to embark on their new adventure, and we know the former Ghost Rider – now named Mi Casa – is in great hands.  N5021 will get many more miles under her keel and plenty of TLC under their watch.  We wish them smooth seas, sunny skies and a fabulous retirement. 

On the Fly Bridge of N5021 After the Offshore Closing:  Heidi on the Left, Scott on the Right, and
John Hoffman of the JMYS Brokerage in the Middle.

Buying a Boat

Over these past couple of months, we had been hunting for our next ride, focusing on an express style cabin boat in the 30-to-36-foot range, designed for both cruising and fishing, and with outboard power.  We first sea trialed an Edgewater 33 over in Palm Beach, and liked what we saw in terms of style and quality.  Powered by a pair of Yamaha 350 4-stroke engines, and built like a tank, it felt just a tad sluggish but handled a very sloppy mess out in the open Atlantic with ease. 

We also traveled to Key Largo to view and test drive an Everglades 36 with triple Yamaha 300 4-strokes; that, too, was a high-quality boat and handled exceptionally well.  Unfortunately, its cockpit configuration was set up more for entertaining, was a bit short on headroom in the cabin, and wasn’t particularly conducive to our fishing plans, so we passed on that.

Finally, we went back to our Grady-White roots and tested out a late model 330 Express that had a pair of Yamaha 425’s hanging off the back….and fell in love with that.  But good boats are going fast these days, and that one got gobbled up before we could make an offer.  Fortunately, we found another a short time later, and it was loaded with almost every option the factory offered.  Ultimately, after a smooth survey and sea trial, we closed on that on Monday, 01-March. 

The New Ghost Rider, a 2019 Grady-White 330 Express

Moving the New Boat

Unfortunately, our new-to-us boat was located in Ponte Vedra Beach on the east coast of Florida (near Jacksonville), which resulted in a 400-mile shakedown cruise to get the new Ghost Rider to our home base in Fort Myers.  So, on Tuesday, 02-March we splashed the boat around 1100 and began the trek south.

The weather was lousy – a cold front had moved through the area the night before, dropping temps into the upper 50’s, with rain showers and a brisk north wind…which also churned up the Atlantic into a frothy mess.  Busting through seas forecasted at seven feet wasn’t an appealing prospect, so we decided to take the inside ICW route.  We kept our first day short, going only about 70 miles to Halifax Harbor Marina in the Daytona area.  There we topped off the fuel tanks, reset the trip computer (it’s WAY more accurate than any fuel gauge) and tied up on a T-dock for a relaxing stopover.  While we still had grey skies and cool temps, the rain had finally stopped.

Leaving Ponte Vedra & Heading South on the ICW on a Cool & Rainy Day

Any experienced boater will tell you that a shakedown cruise is actually a breakdown cruise, and accordingly on the morning of Wednesday, 03-March we were greeted by nearly-dead starting batteries for the starboard engine.  Since we had a long 170 mile run to Stuart ahead of us, we decided to just join both battery banks together to start the #2 engine and get underway at 0900, delaying the troubleshooting until that evening.

Skies had cleared and temps has warmed considerably, but with some very long stretches of go-slow zones on this leg (we got passed by several dolphins), we didn’t arrive at Pirate’s Cove Marina in Stuart until 1700.  After situating the boat with a quick washdown and topping off the fresh water tank, Rick went to work on the battery issue.  All four AGM’s had stayed at normal charge levels throughout the day, suggesting that the engine-driven alternators and the batteries were not the issue.  A quick glance at the onboard battery charger revealed the problem: its red “Fault” and “Reverse Polarity” LEDs were glowing brightly, and the unit would not respond to the reset button. Since the device had checked out fine on the survey, and we verified our AC power connection was of the correct polarity, we were fairly certain a circuit board had gone wonky over the last 48 hours.

Our Route From Ponte Vedra to Fort Myers.  The Red Line is the First Day's Path When the inReach
Tracking Device Refused to Track.  The Blue Lines are Actual Tracks Following a Reset-Reboot
of the Misbehaving inReach Unit.

With prudent DC power conservation overnight (lots of flashlight usage) the batteries retained enough juice to provide normal start operations the next morning, Thursday, 04-March.  We were underway by 0815, with a plan to cross the state via the Okeechobee Waterway (Lake O) and reach Legacy Harbour in Fort Myers before sunset. While morning temps were still cool (jacket weather) winds were light under partly cloudy skies.  We reached the first lock – St. Lucie – at 0930….and we were still there at 1145.  So much for the day’s planned schedule. 

 With its 14 feet of level change, passing through the St. Lucie lock is never a quick process, but there was a lot of dredging going on just east of that lock, and the barges got prioritized over all recreational traffic.  So we sat dormant for several lock cycles before finally locking through.  The only bright side to that frustrating morning was that the Yamaha Helm Master’s fly-by-wire “Stay Point” feature got thoroughly tested, and it worked well; just stab that button on the joystick and the computer-controlled engines automagically hold a position for you. 

Locking Through St. Lucie

There were a few more, although less onerous, delays at the next three locks, and in between a very sloppy Lake Okeechobee gave the Grady a chance to show off its rough water capabilities (holding a steady 30 MPH / 26 knots, albeit with lots of trim tab deflection.)  But even the Grady’s power and speed couldn’t compensate for the lost time at the first lock; that long delay meant we would be about 15 minutes late for the last lock-through time of 1630 for the final Franklin lock facility.  And that meant we would not make it to Fort Myers until the next day. 

Of course, that also resulted in a mad scramble to find a place to park the boat for the night.  Marina facilities are scarce along that particular stretch of the waterway, but eventually Michelle found a vacant slip at the LaBelle City Docks.  While far from fancy – no finger pier, no 50 amp power, no shore facilities – the price was right (free.)  We had to park Ghost Rider bow-in because of skinny depths at the shoreline, and then get creative with the dock lines, but we made it work.  We also had to run the genset all night for AC power, but overall it sure beat trying to anchor in a dark and narrow ICW channel. 

Tied Up at the LaBelle City Docks Along the Okeechobee Waterway

We awoke to bright sunshine, light breezes and warming temps on Friday, 05-March, tossed off the lines around 0830 and continued west towards the final lock and then Fort Myers.  We decided to stop at Calusa Jack’s cozy little transient marina for fuel, and enjoyed a conversation with the attendant and his two parrots, Billy and Nauti while pumping in 245 gallons.  After enduring several more lengthy no-wake zones (it’s manatee season in south Florida) eventually we made it to our new home port, Sanibel Harbor Yacht Club (SHYC LINK), at the eastern end of the Sanibel Causeway just after high noon. 

We Stopped at Calusa Jack's Small Marina (Fuel Dock) to Top Off Tanks and Have a Chat with
the Parrots Billy & Nauti (the One Hanging Out on Chelle's Arm.)

We chose SHYC for several reasons, one of which was every other yard within a hundred miles was at capacity and with long waiting lists.  But their hurricane rated storage barn, proximity to the Gulf, similar proximity to our condo (10 minutes), and broad range of quality splash, concierge and maintenance services also checked all the right boxes.  Javier, the yard manager, and his crew forklifted the boat and spent about an hour fitting the storage barn bunks to Ghost Rider’s hull.  In the interim, our good friends, Jim & Susan Hill, ferried Chelle back to our condo to pick up our SUV, and then we spent another hour transferring all our gear from boat to car.  It was good to be home.

The New Ghost Rider Getting Forklifted at Sanibel Harbor Yacht Club

About the ‘New’ Boat

This is our third Grady-White, although at 33.5 feet long (more with the outboard engines & bow pulpit) it’s the biggest of those.  There is one aspect of this vessel that Rick is not wild about, and that’s the blue hull….down here in south Florida, that will be prone to fading in the hot sun, and it retains heat; we’ll eventually find out how well the air conditioning works.  But Michelle loves it, and that was the end of that discussion.

The original owner had tricked it out with every option but one.  The options list includes: a motorized sunshade for the cockpit area; an electric sunroof above the helm area; air conditioning for the helm as well as the cabin berth; an electric grill in the cockpit area; refrigerated chill plates for the big fish box at the stern and a for a cooler under the port side passenger seat.  The boat also sports custom SeaDek flooring on all exterior decks (LINK).  The one option it is missing is outriggers, which Rick is already planning to add. 

The Big Forklift About to Insert the Big Grady into its Slot in the Barn.

For propulsion power it sports a pair of Yamaha’s latest and largest outboard engines, a pair of 4-cycle, 8-cylinder 425 HP beasts.  Standard power on the 330 Express is a pair F350’s, but Rick wanted to avoid those given their history of flywheel issues.  (Yamaha gave up trying to correct that issue and now just installs new flywheels on them at no charge at regular maintenance intervals.  But we did not want that hassle.)  The 425 XTO 4-stroke engine is all fly-by-wire, and that includes both the throttles and the steering – there is no helm pump, and no hydraulic lines between the wheel and the motors.  That, in turn, enables the use of joystick steering via Yamaha’s “Helm Master” control suite, with independent movement of each engine.  That enables very precise close-quarters maneuvering capability without the use of a bow thruster, as well as the aforementioned “Stay Point” feature.

The nav/comm equipment, however, is pretty average consumer-grade Garmin gear.  The 8616 MFD is serviceable, and the additional CL7 display provides some redundancy, but in typical Garmin fashion it’s all touch screen, and you are subjected to “death-by-layered-menus” to do anything other than basic navigation.  It does, however, integrate very nicely with the Garmin autopilot (GHC 20 control head with Reactor 40 computer.)  The VHF is also a Garmin device (a 215 model) with GPS and (theoretically) AIS…the latter has yet to be tested; regardless, it’s the lowest of low-end VHF options on the market, and hopefully will eventually become just a backup to a higher quality radio.  Finally, there is a Garmin Fantom 24 dome radar on the hardtop; after considerable tuning it seemed capable.  The network backbone is all NMEA 2000, and that also interconnects with a Fusion sound system. 

Sanibel Harbor Yacht Club

It all works well enough for coastal cruising, offshore fishing and occasional trips to the Bahamas.  But If any of the Garmin stuff ever dies, Rick will be happy to rip it out and install come commercial-grade Furuno gear.

Punch List?

Oh yes, there’s always a punch list, even on a lightly used two-year old vessel.  The main item right now is getting the battery charger replaced, and we’ve got a new unit on order.  The survey produced a relatively short list of more minor infractions that need to be remediated, and we’ll have more on that in the next blog post.  A pair of outriggers are also high on the list, along with a Sirius/XM weather overlay for the chart plotter.

What’s Next?

Once we get this boat reconfigured, our goals are more frequent sorties, including coastal cruising, marina hopping and fishing trips.  We’ve targeted mid-May for the first journey back down to the Florida Keys and a week-long stay in the Marathon area for some serious dolphin and tuna trolling excursions.  The summer season cruising plans will, of course, be gated at least partially by how active the hurricane season gets (likely to be another active one), but there’s plenty of time to figure that out later.  Stay tuned.

Chelle Relaxes in the Spacious Helm Area While Docked at LaBelle

Afterword:  After the recent reminder that American democracy is still very much an experiment and still quite fragile…shouldn’t we try a little harder not to fuck it up?  Mask up & get your shots, we're not out of the woods just yet.