Craig on the 1932 Lima Launching 1997
Finally Back in the Water 1997
Stepping the Mast 1997
Stripping the Bottom & Barrier Coating 1994
The Mast Stripped Painted & Ready to Install
Shaping the New Scoop Stern 1994
Tom Wessells
Extending the Stern 1994
View of Stern
Detail of Rub Rail
& Chain Plate Bolts
Chain Plate Bolts
& Plate SS Washers
Rail Joint Detail
Rail Stands Clear of the Hull
View from dock with cover on for horizontal Maxwell 2200 installation CSY 44 WO
Looking Down at Bolts & Section Joint in Rub Rail
Rail Bracket formed from 1/8" SS plate punched for carriage 1/4" carriage bolts
Forward view. Note height of base. 4ea thru bolts, 6ea lag screws, all bronze. 3/4" ply & fabmat laminate w/ 1/4" glass cover
Note vertical axis ratation & port offset
Offset & rotation very noticable. Note chain pipe, cat hawse pipe, and fwd aux hawse pipe. 1 chain & 2 rope rodes at hand
Both anchors are captured. Chain fairleads thru horn & yellow anti-chafe material. From Panama Canal Locks fendering system.he 2200 cat to chain width is wider than the stock stemhead fitting. The "horns" are a refit on the original stemhead fitting.
TFor raising anchor the chain is lifted free of the horn and fairlead directly from bow roller to gypsy without touching the SS fitting or the teak. Chain leads straight from gypsy to horn and turns to bow roller for lowering chain. Up the chain is tight and does not slap; down it rides on the plastic material. This plastic is very tough and does not cut.
Chain locker, w/ port & stbd rope in "hammocks" and 150' of chain in the bottom, pass 250' of chain into the fwd under berth locker bottom
Detail of hammock and chain pipe that carries the chain past the rope. No it has never jammed, but I never let my chain "rip"; too dangerous
Under berth secondary chain locker. Note split pipe anti-chafe gear and TreadMaster "wave" pattern locker liner.
View of locker with bulkhead in view
Detail of under deck chain pipe fairlead to lower chain locker
Electrical control panel is in the fwd locker next to the hanging locker. 2/0 cable brings 12vdc to the windlass. No fwd battery.
My high current buss bars and distro system for anchor windlass, inverter, hf radio, and main breaker panels. The blue pipe directly penetrates the battery compartment. Vapor sealed. 2/0 from each battery to 300 amp cont rating battery switch then to common buss bar. Each battery fused at 500 amps for safety incase of massive short to prevent battery explosion
Notes
The windlass must be offset and rotated to use the original stemhead fitting. You then need to add a "turning device" on the aft end of the fitting to fair lead the chain or rope from the bow rollers to the gypsy or cathead.
The mount through bolts on the raised base will not insert from above, so the insert from below w/ nuts and crown nuts for finish.
The 2200 has enough power to flex the deck so maybe an under deck beam should be laminated in a fore & aft direction with a cross brace thwart ships in the vacinity of the staysail stay fitting. I note that some of the CSY owners has added a jumper stay from the base of the stay sail stay to the hull or lower bulkhead to stiffen the foredeck. With the combination of stay sail loading and the windlass loading, there may be failure of the laminate without some sort of reinforcement.
I have done neither, but will keep a close watch on the installation.
I decided to use only 5/16' HT chain, going for the extra length and lighter weight. The chain is my working anchor and not intended to be a storm or heavy weather anchor. For that I will always return to lots of scope and my 3/4" or 1" nylon double braid.
In December, 2000 a new Yammar JH3-TBE 75hp turbo engine w/ a 3.3:1 mechanical transmission was installed in POGO II. The project required cutting the engine beds, installing new 3" exhaust hose, and some other small mods.
The installation was smooth, and the new engine is easily removable through the existing engine room access hatch without any disassembly of the engine. The reefer is top mounted using a SeaFrost (http://www.seafrost.com/acc.htm) compressor mount and a Sankyo 508 compressor. The alternator is a Balmar 100 amp dual foot, single belt.
The engine was modified to heat water for ships potable water using the engine cooling water.
Sea trials confirmed the selection of the motor/transmission combination; max fuel efficiency is developed at 2500 rpm and the vessel makes 6.8 knots at that speed. The top speed at 3800 rpm is over 9 knots, but this exceeds the hull speed of the vessel, even with the stern "scoop" extension, so the stern "falls" into the stern wave hole. However the engine loading vs rpm vs speed is perfect for the CSY using the original propeller / shaft assembly.
The old engine removed (Westerbeke M-60/ 4-154)
Looking toward the shaft. The shaft and prop where used "as is", with the original 1.5" bronze shaft and Ellis 24"X15" 3 blade elliptical prop
One of the biggest parts of the project was changing the angle of the engine beds. An offset table was developed lower the forward end of the logs 7 degrees. The mount was then cut using guide battens and a sabre saw.
The mounts were then extended inward and raised a couple of inches to align the engine with the existing shaft. We then needed to break out some of the cement in the keel area under the bell housing of the engine to give a 1.5" clearance for engine movement. Since this formed a "lake" under the bell housing, so a "ditch" was made to drain the clearance area forward to the bilge. Total depth about 2.5", then the area was glassed back in to the original thickness over the concrete filler.
The original navigation table was removed. A bookshelf, reading chair, and storage lockers installed. Bit messy as area is "underconstruction".
The aft head was never installed, and the area made into a navigation station / radio room. Sit down computer station, stand-up chart table, and lots of storage.