Changing the Impeller: The raw water pump on our
Volvo main engine is right above the alternator, so we very much
like to avoid spilling salt water all over the place when changing
the impeller. So, we keep the saltwater off the alternator
and out of the engine room by first running the engine for 15
seconds or so with the top off the raw water strainer, which on
our main engine, is located above the water line. This
breaks the siphon and allows the raw water pump to suck air,
pumping all the raw water out of the engine (or at least out of
the raw water pump chamber). Then, when we pop the impeller
face plate off to replace the impeller, the chamber is empty!
The salt water strainer in our Westerbeke generator is integral to
the through-hull valve and thus below the water line, but with
careful timing, we can use the same trick. With the engine
running, we unscrew the strainer access plate at the same moment
we close the through hull, then shut the engine down 15-20 seconds
later. The result is the same: all the raw water gets pumped
out until the raw pump is sucking air, leaving the impeller
chamber dry. Of course, be careful not to run the engine
longer than the few seconds it takes to pump the water out or you
could risk overheating.
the Bottom: In the tropics, we clean the bottom of the
boat every 4-6 weeks. At anchor, slime builds up fast,
"hair" starts to grows at the waterline within a week or so of
cleaning it and barnacles show up on the prop and anywhere else
there isn't nice new bottom paint within a couple of weeks.
After a month at anchor, barnacles start to show up everywhere,
even on the bottom paint. If you wait too long, it becomes a
jungle down there! We use ablative paint, the best we could
find in the states, and the barnacles still manage to stick to it
(and take it with them when you scrape them off, leaving little
bare spots without paint!).
We know people who don't scuba dive or
snorkel and never clean their own bottoms. Most places
cruisers gather, you will find individuals - either locals or
other cruisers - who will do bottom cleaning, generally for a lot
less than in the states. A 48' boat we know paid $8 in El
Salvador for a bottom cleaning, but $0.75 to $1 a foot is more
common. We will occasionally pay someone to do this when we
are in a marina or anchorage where the water quality is poor, but
we generally like to dive and clean our own bottom. We've
seen over-aggressive bottom cleaners take off a whole coat of
ablative bottom paint with a brillo pad or less scrupulous ones do
only the water line. When we clean our own bottom, we know
what we are getting, we scrub only enough to remove the hard
growth (but not the paint - we use a 4 inch wide piece of 1/8"
Plexiglas to scrape off the barnacles, leaving the paint
intact. Others use plastic drywall knifes or similar, but we
find these don't last very long) We can also keep abreast of the bottom paint
conditions ourselves as well as keep a close eye on our zincs and
let them go right down to the end before we replace them instead
of replacing them even if they don't need it just because the
diver is there.
We have cleaned the bottom just
snorkeling, without using air tanks, but it takes longer and
certain spots such as the prop and the bow thruster require
vigorous, sustained scrubbing. We prefer to use a "hooka"
rig - a diving regulator with a 100ft hose, attached to a scuba
tank we leave on deck. This is a lot easier than suiting up
in full scuba gear while still letting you stay down and work hard
for long periods of time. We also like to have this rig
handy for emergencies, as its a quick way to get over the side
with air to free a line or fishing net from your propeller!
Additionally, unlike battery or engine driven "hookas", a tank
with a real scuba regulator and 100 ft hose lets you dive deep if
necessary to retrieve dropped items or check the anchor.
We've found that filling scuba tanks is generally easy, even in
remote areas. Dive shops are everywhere and cruisers
with dive compressors onboard are generally happy to trade a tank
fill for a beer at the bar.
Cleaning the Bow Thruster:
Our bow thruster is a pain to clean. It's a long tube,
particular to the long axis of the boat, located underwater in the
bow. It has metal rods protecting the ends of the tube and
two propellers inside. Stuff loves to grow in there and
reaching in through the narrow openings between the barnacle
encrusted rods with both hands to clean it out while holding your
breath underwater isn't our favorite thing to do. One thing
we are dying to try the next time we are at anchor for an extended
period is to close off the tube ends by inflating balloons with
water using a small, hand held dingy bailer pump. Before we
inflate the second balloon, we would fill an old shampoo bottle
with bleach and unscrew the top just before we close off the tube
with the second balloon. In this way, the water in the
tube should be sealed off and sufficiently chlorinated to kill off
the growth in the hard to reach areas! We don't really know
if this will work and it probably won't remove the barnacles even
if it kills them, but it's sure worth a try!
Cloths Pins: Use the
wooden ones, not the plastic ones. They actually last longer
(the sun makes the plastic ones brittle and they break after only
a few months in the sunshine) and they are better for the
environment when they go overboard (and they will go overboard).
See our rant about plastic.
Coconuts: The water
and white meat found inside a coconut are delicious. They
also act as a powerful laxative. Enough said.
Dingy: Bigger is
better, as long as you can still stow it on your foredeck.
RIBs are better than soft bottoms. They plane better, carry
more, handle beaching better and you will find that you seldom
fold your dingy away even if you can. Aluminum RIBs are
tougher and often lighter than fiberglass RIBs. Being able
to plane with all your crew onboard will let you see places you
would not otherwise see. We carry an Avon 10.3 RIB with a
15hp 2-stroke engine. Even so, we can just barely plane with
the four of us and a few pounds of gear onboard. We can't
plane if we have dive gear onboard or do too large a shopping.
In a few years, the kids will have grown such that we won't be
able to plane even with just the four of us. Our next dingy
will be larger with either a 4-stroke 15hp or maybe even a 25hp
engine if we can find one lightweight enough to store on our stern
pulpit. Having a rowing dingy or smaller
outboard does not always save you money. In Bahia del Sol,
the nearest town with decent provisioning and an internet cafe was
a 5 mile dingy ride away - a quick 15 minute ride at planning
speed and about a gallon of gas round trip. People with
small outboards or rowing dinghies took buses (about an hour ride
one way) or a $4 per person Panga. Dingy water sports are
also better with a larger, more powerful dingy. A 9.9 hp
engine will pull a kid on a surfboard, but a 15hp engine will get
a sizable kid up on skis or a wakeboard or an adult (or two) up on
a surfboard. If you have a 25hp dingy, you will be very
popular in the anchorage.
Dingy Wheels: For cruising Mexico and Central
America, you want big wheels on your dingy, the inflated kind with
real tires that mount to the transom and fold up. We had the
hard plastic Pelican wheels on our dink, which worked fine in the
Northwest on hard packed sand or rock, but are completely
worthless on the predominantly loose sand or gravel beaches
elsewhere in the world - they dig into the sand, creating more
resistance when folded down then if they weren't there at all.
Most of the time, it's easier just to leave the wheels folded up
and drag the dingy up the beach on it's own bottom. The
vessel Stargazer had the best wheels we ever saw - big, inflated
tires on spring-loaded mounts which once released, would snap down
and lock into place by themselves in the water or ashore if the
transom was simply lifted. Neat! So, get big wheels.
They are worth every penny.
Dry Bags. We love
these and have lots on board, the kind favored by kayakers that
roll up and snap, producing a completely water-proof seal.
We've dumped the dingy beach landing on occasion, so cameras and
such always go into one when going ashore, not just for beach
landing but when inland or hiking around (we once destroyed a
camera with a leaky water bottle in the backpack before we started
doing this!). When beach landing the dingy looks untenable,
we have actually put clean clothes in a dry bag and swam to shore
through the surf! We even have an extra-large one for
the laptop computer, which we use religiously. Pelican cases
of various sizes, particularly for the laptop computer, work well
also, but don't store aboard or in the backpack as well. So,
get a bunch, you will use them.
Fuel Jerry Jugs: Even
if you have huge tanks, carry a few jerry jugs. There are
many places (most places outside the states actually) where the only way to get fuel is to take a taxi to a
gas station. Even when there is a fuel dock, it may have a
rough concrete wall or be too shallow or it may simply be easier
to dingy your fuel back and forth then move your boat. We
carry five squat, plastic, 5-gallon vent-less diesel jerry jugs (vented jugs
can leak and the ones with the new California nozzles are silly
and spill when
you use them) in the lazzerette. We also carry a 5-gallon
gasoline jerry jug for extra dinghy fuel. When full they add to our
fuel capacity, but more importantly, they give us enough carrying
capacity to top off our tanks with a minimum of taxi rides.
Lightning: There is a
lot of evaporation and convection in the tropics, which create a
lot of big, ugly, scary thunderclouds with lightning and thunder
that come and sit on your boat for hours at a time. It can
be a pretty helpless feeling, particularly when you have a 75 foot
lightning rod called a mast and tens of thousands of dollars worth
of delicate electronic equipment onboard. What's more, boats
can actually sink if lightning gets inside the boat and blasts its
way out through the hull. If you are going to cruise the
tropics, you need a strategy to reduce the chances of being hit
and reducing the potential damage if you do get struck.
There are as many theories about
what steps to take and how to avoid getting hit by lightning as
there are boats on the ocean. A complete discussion of the topic
would be beyond the scope of this web site (there are entire books
on the subject) and much about the topic is to this day mostly
conjecture and opinion, but without going into a huge about of
detail, here's our own opinion and theory on the subject.
First, keep lightning out of the
boat! Our mast is deck stepped, not keel stepped, so we have
a good head start when it comes to keeping lighting out of the
interior if we do get struck. If we had a keel stepped mast,
then we would be more inclined to ground our mast to the water
directly and permanently or alternatively, by temporarily hanging jumper cables or chain connected to a chain
plate over the side and into the water during storms, thereby
providing a direct path to the water which avoids the interior.
But, our theory is that while grounding the mast probably reduces
the potential for damage if you do get stuck, it may actually
increase the chances of actually being struck as ions can now flow
easily between the water and the mast tip, perhaps more easily
building up a potential charge to which lighting may discharge.
We also don't want to be up on deck in the pouring rain hanging
chain into the water at 2am during an electrical storm! So,
we don't ground our mast to the water. It's completely anecdotal and
circumstantial we know, but of the boats we know that have been
struck, most were grounded. In fact, one resident couple we
know lived on the hook for years in El Salvador without getting
hit and then got stuck twice only *after* they started hanging
chain into the water off one of their chain plates!
We also don't have (and don't want)
one of those "charge dissipater" things on the masthead that look
like a metal dandelion seed. We think they are gimmicks at
best and at worse, may even increase the chances of being hit by
providing a better electrical "connection" to the air from the
mast. Of the boats we know that have been hit, most had
these things installed. We have even heard that some
insurance companies require them! We think that is
crazy. Maybe if you have a keel-stepped mast and are
providing a permanent, grounded electrical path to the water, it
might make sense if you install it as a grounded lightning rod at
the highest point on the mast, above the antennas (which no-one
actually does in practice as the mounting rod they come with is
way too short) but they don't make sense in our opinion for
non-grounded, deck-stepped masts.
Electronics onboard can get damaged
even if powered off and completely disconnected. Even if you
don't get hit directly, the Electromagnetic Pulse (EMP - yes, the
same thing from the Matrix movies, the same thing that atomic
bombs cause) caused by lightning, even a near miss, can still take
out thousands of dollars of stuff. The tremendous currents
in a lightning bolt create huge electromagnetic fields which can
in turn induce high "pulse" currents in nearby conductors (like
the electrical traces and components in circuit boards) which can
overload and fry fragile electronic components even in completely
disconnected electronics. It's good to turn stuff off during
a storm (we have several "defcon" levels in response to an
impending storm, the first includes turning off everything - if we
are at anchor that is - including the refrigerator and freezer).
It's better to physically disconnect everything you can (we
disconnect our radar and other displays, turn off the connections
to the house battery bank, etc but draw the line at other built-in
stuff like the autopilot and instruments). But it's best to
put everything you can into a Faraday Cage like the oven or
Microwave. The magnetic fields
induced inside a conductive box or other container like the oven
cancel each other out. In theory, EMP can't reach inside a
Faraday cage. A spare GPS, a hand-held VHF radio, our
digital cameras and flash cards and as many other small electrical devices as we can fit
all go into the microwave when thunderclouds are approaching.
Our laptop computers go into the oven (we just have to
remember to take them out again before baking scones in the
morning!). On the same principle, we've even gone so far as to
wrap larger electrical items like our PC display monitor in
aluminum foil on occasion, though admittedly, that may be getting
a bit extreme.
As a last word to this already
overly long winded topic, we pay particular attention to the
masthead antennas and wiring that goes up the mast, since that is
a path for lightning to potentially enter the boat's interior.
Without exception, all of the boats we know that have been hit
were struck at their highest point - their masthead VHF radio
antenna. We have quick-disconnect fittings on the coax
and other cables going up the mast at the mast partners that we
disconnect at the first sign of lightning. Hopefully, this
reduces the chances of frying our radios and of lightning finding
a way inside the boat in the first place!
Microwave: We have
one, we use it a lot, we love it. Some cruisers find they
only use theirs for storage after a while, but after a year, we
still use ours all the time. We like it because its fast, it
doesn't use up precious propane and it puts less heat into the
boat than using the oven or a burner on the stove. We have
kids onboard and lots of electrical generating capacity, so that
also may make a difference in the attractiveness of this option
for us. I guess the bottom line here is that if you cook
with a microwave at home and have the power aboard, its a good
option to consider.
Refrigeration systems which work perfectly in more temperate
climates will show their weaknesses in the tropics. At best,
they will use more power (our power consumption is a little less
then double in 85 degree water what it was in Seattle in 50 degree
water). At worse, hidden problems will manifest themselves
or they will stop working all together. Do everything you
can before you leave to get your system in top notch shape.
Adding insulation for example, will save you amps and reduce the
time your compressor needs to run. Our best advice is to
know your system and carry everything you need to diagnose
problems and fix them yourself. Yes, you can find
refrigeration technicians in paradise, but having a freezer or
fridge full of provisions go bad in the meantime is no fun.
The systems on our boat (we have both a freezer and a fridge) are
simple 24 volt 'Danfoss' style compressors with keel coolers (the
coolant circulates through radiators attached to the outside of
the hull and thus takes advantage of water's better thermal
conductivity to more efficiently dump waste heat) made by
Fridgaboat. We love them as they are simple, efficient,
quiet, have no fans, don't require running the engine (unlike many
holding plate systems) and most importantly, unlike systems with
fan-cooled radiators, they get the heat out of the boat, which is
critical in the tropics for both keeping the people onboard
comfortable and for removing heat from the compressor compartment
so the compressors don't overheat. We carry refrigeration
gauges and plenty of refrigerant (don't forget the valves to tap
both metric and standard cans, with and without Schrader valves)
and we know how to use them and more importantly, we know how our
system behaves i.e. what pressures it likes to run at, how to tell
by the different cold plate noises whether there is moisture in
the line, etc. The one thing we currently don't have onboard but
will carry next time is a vacuum pump. We have twice needed
to have a refrigeration technician come aboard with a vacuum pump
to evacuate one of our systems to remove moisture from the lines.
Waxing: Heat and
ultraviolet light does a real number on fiberglass. Nothing
short of physical damage will age your boat faster in the tropics
than not protecting your fiberglass. We waxed the boat four
times over the course or our year-long trip to Central America and
that was not excessive. We use Collinite Fleetwax number 885
paste wax in cans. Absolutely the best fiberglass wax on the
planet. Use their fiberglass cleaner as a preparation step
for the best results. In several places, El Salvador in
particular, the fiberglass got really dirty from all the soot in
the rain from farmers burning their fields. Collinite's
fiberglass cleaner was the only way we found to remove the grime
without scratching the glass or jelcoat.