Log of SV Free Spirit and ships company

The chronicles of the schooner Free Spirit and her crew, embarking on an open ended journey upon the great rolling heap. Free Spirit is currently pursuing humanitarian and commercial goals in the Dominican Republic, on the island of Hispaniola. Working under the Ocean Reach USA and Paradigm Research banners, she is serving as logistics headquarters, workshop, and development laboratory for many ongoing projects. This is the log of her journey.....

Web sailfreespirit.blogspot.com
If you are joining us for the first time, click here for an introduction!
Books and more, at the Schooner Free Spirit Chandelry
Clothes and more, at the Free Spirit Logo Shop!

Friday, April 20, 2007

The Salon

...Where to start? the salon had to be torn up to get to the engine, generator, and mystery motor. The bilges needed reconditioning, and there were systems to redo. Get out the crowbar!

...Before, with Blayde leading the charge

Removing Screws....

...And cabinetry. This is seen from 20 feet in the air, so it's more than it looks like. Note the full sheet of white plywood.....

Valin pressure washes the bilges, here working on the shaft.

Drake removing fuel tank cover hatch bolts.....

Valin and Blayde pump the water out of the fuel tanks overboard into disposal tanks.

Here are some fuel tank covers before....

...and after!


...and After!! Each part is ground free of rust, sanded, osphoed, and given three coats of Amerlock two part epoxy paint.



Me, shaking my head in wonder over the "Mystery Motor". Mounted to a welded frame, but connected to nothing, this enigmatic engine has been a bit of a head scratcher.

MysteryMotor, on its way out of the salon...

The mounts for the internal combustion enigma, showing the general condition of the bilges. There is also an unused keel cooling tank here for engine cooling. I'm sure I'll find a use for it someday.

The genset (which works fine) being removed. It was in a really bad place, all but preventing engine access on the starboard side. Either this or another genset will eventually take the place of the mystery motor, providing ample access to both sides.

Chaos!! the stuff of refit night terrors.

The shaft, here with the English bearing removed, showing the coupling.

View beneath the raised engine.

The engine, looking good after being cleaned, prepped, and painted. Laura and Kirsten (our friend down visiting from Alaska) grinding in the bilge.

Laura, showing the little hell that is bilge grinding.

...but it is not for naught. Here, the shaft, with English bearing, installed and painted.

Looking for'rd, beneath the engine. You can also see the painted open tanks. Compare this photo with the one two or three up!!

Blayde, peering aft from the front of the salon, working in the bilge.


Post a Comment

Links to this post:

Create a Link

<< Home

Introducing Propcalc 4.0

Use Propcalc to easily match your hull with your engine, transmission, and propeller
Put the known data in the top fields, then hit the Update button to get the answers.
Results, of course, should be verified by a Naval Architect or qualified surveyor.
Data is provided for three bladed propellers of average type
For two or four bladed props, use the modifiers shown below.

Fill out the fields as follows:

Vessel LWL (ft) = Waterline length
Vessel Disp (lbs) = Vessel displacement
(max) HP = Rated Engine Max HP
Engine RPM max = Engine RPM at Max HP
Engine RPM cruise = Desired or estimated cruise rpm
(Cruise or Max) Kts = Speed to work the calculations for
Slip = Propeller efficience. 45% is average for a displacement cruiser.
Gear ratio = 1: Gear ratio of transmission
SL Ratio Adj. = This value will be added (or subtracted, if a negative value) to the calculated S/L ratio.

Key information:

If the "hp required" is greater than the "cruse HP", you have your cruise RPM set too low for your engine parameters.
If the "hp required" is significantly less than the "cruse HP", you have your cruise RPM set too high for your engine parameters.
If the "hp required" is greater than the "Max HP", then your target speed is too high for your engine/hull parameters.
The S/L ratio is calculated automaticaly based on your input. It can be adjusted if necessary, but normally it should be left alone.
If the calculated S/L ratio exceeds S/L MAX, then the results are likely to be non-predictive. Try a lower speed requirement.
SL Ratios of 1.1 - 1.4 are typical of displacement hulls. Semiplaning or planing hulls can go higher.

Typical propeller slip values:

Sailing auxiliary, barges, etc less than 9 Kts............45%
Heavy powerboats, workboats 9 - 15 Kts....................26%
Powerboats, Lightweight Cruisers 15 - 30 Kts..............24%
High speed planing boats 30 - 45 Kts......................20%
V bottom race boats 45 - 90 Kts...........................10%


it is possible to get irrational answers by irrational input , I.E specifying excessive speed for hull type and length
Any attempt to exceed hull speed (1.34 times the square root of the waterline length in feet) with a displacement hull are likely
to fail unless the hull is extremely fine (multihull) or otherwise exceptional. In such cases, an S/L adjustment would be in order.

2 and 4 bladed props:

For two bladed propellers, multiply the diameter by 1.05, and the pitch by 1.01
For four bladed propellers, multiply the diameter by .94, and the pitch by .98

Vessel LWL (ft) =
Vessel Disp (lbs) =
  (max) HP =
  Engine RPM max =
  Engine RPM cruise =
  (Cruise or Max) Kts =
  Slip =
  Gear ratio = 1:
  SL Ratio Adj. =
  Prop rpm max =
  Prop rpm cruise =
  Pitch =
  Diameter =
  Static Thrust =
  Cruise HP =
  Cruise HP% =
  SL Ratio =
  DL Ratio =
  SL Max =
  HP Required =