M25XP Damper Plate replacement

Replacing the Damper Plate on our Universal M25XP engine.

After replacing the Engine Motor Mounts on Eximius' Engine, the noises from the engine also changed. I spent several hours working on the Alignment of  the engine to the Prop-Shaft, the noise from the engine at about 1200-1400 RPM was not normal. The propulsion system has always had a sweet spot throttle setting where the vibrations were minimum but now the sound was so bad that I would not feel comfortable even motoring to the end of the canal.

I called a buddy that had told me of a similar situation on  his boat a year or so ago and he graciously gave me the contact info of the mechanic that solved his issue ( alignment ).

When I called 'Greg' he responded that he could meet me at the boat at 11:00 today, WOW! anyone in South Florida knows that if a boat mechanic responds like that then you get your butt in gear!

Greg was at the dock before me and I was early - this is a really good sign.

Once aboard, we discussed previous work I have done on the engine:- Replaced the motor mounts 8 years ago, had the Injector pump rebuilt by RPM a local company, new injectors at the same time and new fuel lines from the pump to the injectors, replaced the Alternator and installed a Serpentine Belt system and External Alternator Regulator, installed a PYI PSS ( shaft seal ) and done an engine alignment, Oil and Filter changes every 50 hours of engine run time. Completely new control panel engine harness wiring.

It was time to flash up the engine. I opened the raw water thru hull valve and heated the Glow Plugs and Started the engine - she started right away.

Greg had me change the throttle settings and gear shift position a few times and increasing the RPM until the noise occurred. During this time, Greg watched the engine and felt various parts giving the engine a lot of attention.

The good news. His opinion of the engine was positive, no excessive vibration but the noise was definitely an issue that should be dealt with promptly. Greg discussed the consequence of the 'Damper Plate' failing and how it could do significant damage to the engine &/OR gearbox. So, I'm on it.

Greg provided me with the contact of a local company that probably has the Damper Plate in stock. 

We shared a few stories about our similar backgrounds in the Navy aboard Aircraft Carriers, his time aboard ending before mine began in 1964. 

I called the company and found that they do have 3 types of damper plate in stock and the best thing to do was to bring the plate from the boat to them and they would confirm which one to use.

Greg advised that the Damper Plate should probably replaced every 1500 hours. Eximius has about 7,000 hours and is 37 years old, that comes down to about 200 hours a year. We do that easily! probably more.

So, we're going to replace the Damper Plate.

Adding Aqua Maps to our Navigation System

Upgrading our Navigation System with AquaMaps

Our Navigation System is pretty good, but I wanted to add some redundancy. Yes we have Chart Books for our sailing areas, I just like to be prepared.

Here's our Current Nav Electronics Inventory.

• Garmin 741XS Chart Plotter
• Garmin DST 810 Depth, Speed, Water Temperature Transducer
• Garmin GMR 18" Radar
• Garmin GWind Wind Transducer
• Garmin GMI Display 
• Raymarine EVO 100 Autopilot 
• EmTrak AIS Transceiver

On a recent trip from Lake Boca to Port Everglades, the Garmin 741xs Chartplotter had an episode, didn't want to play. So we rebooted it. That's when it failed, would not boot up. At the time we were just North of the Hillsboro Inlet which is notorious for shoaling. Our 5'8" draft means we have to avoid those shoals, so monitoring our Depth is a must. With the Chartplotter not functioning, we had to rely upon the GMI display to show our depth. It could do this because all of our Electronics are on our NEMA2000 Network. and the DST 810 is also a NEMA2000 device. Hence we were able to monitor our depth as we went out of the HI inlet, whew!

Once outside on the Ocean, we switched everything off for a minute and turned it all back on. The chartplotter woke up and we were back in business.

But what if our Chartplotter failed and would not reboot!  Well, we have a 10" tablet with Navionics and Aquamaps, so we could continue navigating. However, they do not display AIS data so we do not know what the other boats around us are doing. Our Radar only displays on the Chartplotter, so we would be out of both AIS and Radar.

Aquamaps has an interface to connect with a WiFi server but it is not compatible with our Garmin Products, only with NEMA 0183 and all of our gear is NEMA 2000.

I searched the net and thought I had found a solution. Digital Yachts make a lot of electonics products for interfacing boat systems. An email to them resulted in a solution.

Digital Yachts NAVLink2

This is a neat piece of electronics.

Basically it's a NEMA 2000 WiFi Server that translates all of the NEMA 2000 Data to NEMA 0183 and delivers it via a WiFi Server.

The best part is that it works for Aqua Maps. In fact, visiting the Digital Yachts website they have the instructions for interfacing with NAVLink2 to Aqua Maps and it's the first App on their list.1

So this should mean that I'll be able to connect Aqua Maps to my NEMA2000 network and receive the Wind, Depth and AIS data.

Thus it will all be available on my Tablet or Phone!

Now if my Chartplotter fails, we will still have the majority of the Navigation data displayed on the Tablet!

Installing the Digital Yachts NAVLink2 

This should be a breeze. The unit gets it's power from the NEMA2000 Backbone, so there is only one electrical connection to make. Simply add a new NEMA2000 'T' onto the backbone and then connect the NEMA2000 Drop cable from the NAVLink2 Server to that 'T'. 

The Instructions for the install are that simple, but if you want to customize the setup, then a Laptop could connect to the NAVLink2 Wifi and access the built in webserver to make any changes required.

Of course, Digital Yachts has all of the details on their website. They also have very clear instructions for connecting the Tablet with Aqua Maps to the NAVLink2 server and setting up which data to display.

I had several emails back and forth with the customer support at Digital Yachts ( I'm pretty sure they are in England ) and they were very polite, clear and obviously know what they are talking about.  I'll provide the links at the bottom of this post.

Mounting the our Samsung FE 7 Tablet ( 10" ) 

Ideally, our Samsung Tablet would be mounted at the Helm with the option to relocate it to the Cabin. I purchased some RAM mounts to accomplish this.

This is the Mount. It allows for the Tablet to be held across it's short side but can be rotated so that it is mounted vertically, that's ideal for the Aqua Maps App.

However, this mount on it's own would place the Tablet in front of our Chartplotter. I would rather it be higher than the top of the Chartplotter and not obscure our view when at the helm

The best solution seems to be to extend the RAM mount so that it can be mounted to the back of the Nav Shelf at the helm and positioned above the Autopilot control panel.

I'll bolt the lower part of the RAM mount to the shelf.

This is a RAM extension. It provides a wide choice of locations for the Tablet and will extend the Tablet above the Nav Shelf and the Autopilot control panel.

The Lower end of this extension will fit on the Ball that is getting bolted to the Nav Shelf.

To join the top of this unit with the RAM mount that is detached from the Bottom of the piece shown above to the piece that holds the Tablet, requires another Ball unit.

This is the missing link ! 

Now all three pieces can be joined together.

I was a bit concerned about the rigidity of the combined pieces, but they are fine.   I now have a spare of the missing link because the package from Amazon contained two pieces. 

Will probably purchase another base unit so that I can set the Tablet on a shelf in the cabin to have eyes on our Navigation from down below.

The end result:

Wow! I mounted my Samsung Tab 7 Tablet at the helm using the mount and RAM joints as planned. The display at the helm is fantastic,

The vertical position is not so clever so I moved it to be Horizontal and level with the top of the chart plotter. Much better.

The screen is bright enough that I can see it clearly even when wearing my prescription sunglasses.

The picture shows us at Anchor in Sunrise Bay Florida.

Peggy suggests that I get a smaller Tablet, it's a 10" display compared to the 7" Garmin 742xs. I tend to agree but wonder if an alternative Tablet will have the brightness of the Samsung Tab 7.

This was the first time that we have used Aqua Maps to follow a route. It provides the distance and the bearing to the next waypoint on the route, very clear.

We do have a couple of issues with the NavLink2 but they are minor and I'm hoping that Digital Yacht can resolve them.

This is a screenshot of the AIS List on Aqua Maps, there is spurious text data on either side of the vessel names. The rest of the information appear correct when we compared it with the AIS data on our chart plotter. 

The list is IMHO easier to figure out on Aqua Maps. 

I'll take more screen shots next time at the boat to display more of the AIS features.

In the Aqua Maps WiFi settings the list of connections shows which data items are connected.

Here you can see that GPS data is Off - that's as I set it because I wanted to see that everything else worked if our Main GPS Chartplotter was down. I turned it off.

The depth data is being supplied by our NEMA 2000 DST 810 Depth, Speed, Temperature transducer.

Heading is being provided by our Raymarine EVO 100 Auto Pilot compass header.

Wind Speed & Direction is provided by our Garmin GWind Wired Transducer on the Mast head.

The AIS data is being provided by the EmTrac AIS unit.

This screen shot of Aqua Maps while we are at Anchor in Sunrise bay.

On the left is the data provided by the NavLink2.

Several people asked me how the NavLink works and my simple reply is 'Magic' !!!  

However here's what it does.

The NavLink2 is connected to the NEMA2000 back bone via a drop cable which is attached to the NavLink2. All I had to do was remove the NEMA2000 Terminator on the end of the backbone, connect a new T connector to the backbone and reconnect the Terminator to the other end of the T. Then connect the NavLink2 NEMA cable to the T - All done.

Then I turned on our Nav Instruments circuit breaker which powered the NEMA 2000 network. I turned on the Garmin Chartplotter so that I could disable the AIS alarm then turned on the EmTrac AIS system.

With the Nav equipment all running, it was time to connect the Tablet to the NavLink2 WiFi Server.

On the Tablet I turned on WiFi and looked for the NavLink2, found it and provided the password. 

At this point I expected the NavLink2 'Status' lamp to change from Flashing Green to Steady Green but it did not happen.

After reading the advise on the Digital Yacht website I rebooted my tablet to make sure no other wifi apps were hogging the system.

Once rebooted and reconnected the WiFi to the NavLink2, I tried to connect Aqua Maps. There's a very clear set of instructions on the Digital Yacht website on how to make the connection. That worked.

Now the List of connections shows up on Aqua Maps.

So that brings us up to date. I'm waiting for a response from Digital Yachts about the flashing status light and the odd chars on either side of the vessel names.

In a nutshell: NavLink2 gets the NEMA2000 data and converts it to NEMA 9183 and transmits it on WiFi, Aqua Maps receives the data via the WiFi on the tablet and displays the selected data on the Aqua Maps App.

Or, as I said earlier - Magic!

See you on the water.

UPDATE

Response from Digital Yacht.

Seems I have a newer model and the Flashing Status lamp is normal. so cross that one off.

They have asked for details about the unit ( firmware version etc. ) So I have to go down to the boat in the next couple of days to get that info. But so far I'm impressed with their post sales support.

For now it's Back to work.

UPDATE

March 23rd 2024.

It has been a busy few weeks and I have not gotten down to the boat in order to respond to DY's questions.  But I did get down today to check on the boat after the rain storm yesterday.  Didn't get to check on the Firmware version. So it'll have to wait till next weekend. I have a bundle of work to do and finish by April 1st which was just moved forwards to being completed by March 29th. So no trips to the boat this week.

Replacing our Hot Water Tank

Replacing our Seaward Hot Water Tank

Our Hot Water Tank was leaking when we pulled Eximius out of the water at Playboy Marine in Fort Lauderdale. Was it the piping or the Tank?

I Could see water dripping from the front bottom edge of the tank ( The face where the heating element electrical is located.) But it could be from almost anywhere, so time to pull the tank.

I removed the access door and frame on the port ( inboard ) side of the galley in order to maximize the space for tank removal.

The tank has 4 pipes connected, two to the front for the Hot & Cold water and two at the back for the Supply and Return of the coolant from the engine coolant pump. I had to disconnect the mid line pipe connections of the coolant pipes in order to drain some coolant into a bucket. Then I could disconnect the Coolant pipes from the back of the tank, it's virtually impossible to capture that coolant so I let it go into the bilge and pumped it out with a hand pump into an empty bottle.

Disconnecting the Hot & Cold pipes was easy but disconnecting the electrical supply not so. I had to cut one of the wires as I could not reach down to the terminal near the bottom of front of the tank.

The Tank is held in place with 4 screws into a wooden base beneath it, easy.  I had to unscrew the water pump from it's mounting in order to be able to slide the tank out. I say 'Slide' but in reality it took ten minutes to manipulate the tank into a position that it would come out of the galley structure.

I brought the tank home plus the bottles of the coolant/water mix that I pumped out of the bilge before leaving the boat at the dock.

Seaward S-700 Hot Water Heater

After dinner, with the tank at home, I removed the Stainless Steel outer housing. All of the fiberglass insulation between the housing and the tank was sopping wet. It took about 30 minutes to get the housing off then another 10 cleaning up the outside of the tank. Now the bad news! It looks like the tank has corroded near the central weld that joins the two ends of the tank. 

Of note, I found that the previous owner of the boat had the tank repaired at some point, his name and phone number were written on the tank.  Not sure when it was repaired but I decided to bite the bullet and replace the tank.

Looking online I found the identical tank ranging from $577 + tax+ shipping from several vendors, some had free shipping but slightly higher prices.

Kuma 6Gallon Hot Water Heater

I also found another brand for $414 inc Shipping & Taxes. It looks almost identical but with a couple of key differences.

The housing is Aluminum not Stainless steel, the Position of the Cold water inlet is several inches from that on the Seaward, but other than that, looks the same unit Size and all.

The new tank 'Kuma' arrives on Wednesday 12/272023. And we are heading out on the boat on 12/29/2023 for the new year's eve cruise.

So now the question is: Do I leave the tank out till after the new year and just bypass the coolant pipes and the Cold-Hot pipes so that we can run the engine and have water pressure for the weekend trip - - or Do I install the new tank as soon as it arrives - AND - what if it doesn't arrive.

Here's my plan. I'll cut the old Cold - Hot pipes out and replace them with longer pipes and then put elbows on both of them and a bypass pipe ( PEX ) between them - That way we can have water pressue and I'll remove the rubber hoses from the ends of the coolant supply and return and then put a bypass hose between them.  So if the new tank does not arrive, then I can simply fill the coolant tank on the engine, run it to burp any air out of the system and we can be on our way. If the new tank arrives on Wednesday, then I just need to remove the pass hoses and cut the cold/hot pipes to the correct length in order to connect them to the tank, then remove the coolant bypass hose, connect the pipes to the coolant supply and return to the tank, and then top up the engine coolant tank and burp the engine and we're ready to go.

It's a plan.  I'll go down on Tuesday and install the bypasses.

Meanwhile, what do I do with the old leaky tank and that nice Stainless Steel Housing????

I'll post an update in the New Year.

Installing Bougerv Fridge Freezer

Installing a 12V Portable Car Fridge Freezer

We're planning on a six week cruise to Georgia ( or at least as close as we can get dependent upon the weather. ) in April 2024 and wanted to increase the amount of cold storage we have aboard.

The Bougerv CRPRO25 26 Quart 12V Portable Car Fridge Freezer looked like it would big enough for holding quite a bit of cold or frozen food/drinks and not too big to exceed the space we have on the boat to keep it secure.

It arrived on time and was easy to setup and test.

We loaded a few bottles of water, plugged it in to a 110v outlet at home, turned it on and let is sit. 

It quickly went down to below freezing and we soon had a few frozen bottles of water.

I was pretty sure it would fit sitting on the seat at the front of our Aft Berth and we set it up using the hold downs and some webbing for our trip up to Lake Boca over the Oktoberfest HISC Cruise.  We set the temperature to 45ºF and left it running for the long weekend. It easily held all of our 'bottles' and 'jars' that would normally go into our regular freezer/fridge aboard. That made a huge difference to our cold storage. My only disappointment was in my choice of the size! I would have gotten a bigger unit as it would fit in the same space. But that's a minor disappointment. I'll not lose any sleep over it.

The only issue with it being mounted on top of that seat is that we lose storage space and access to the small storage locker beneath the seat. So I figured that if there was a shelf mounted higher up, then we could put 'stuff' below it and also have access to that locker.

I came up with this design ( sorry it's not 3D ) 

Shelf Construction

Plan is to make it from Marine Ply, finished with epoxy. 

The shelf will be supported by a brace screwed to the bulkhead another along the seat back and a triangular brace below the aft end of the shelf.

The Fridge Freezer will be strapped down with webbing straps on either end. 

I did notice a voltage drop indicated on the unit's digital display, I'll check the wire gauge of the supply to the 12v outlet. It should be at least 10awg ( I use the BoatHowTo ABYC Wire Size Calculator ) 

Then I had a thought! Would it be worth it to make the shelf removable.

If it were, then either hinge it upwards against the seat back or just lift it out and stow.

The hinge option will not work. The angles are not 90º

To make it removeable, I would hinge the aft edge support brace to the underside of the shelf.

To much complexity for my woodworking skills, so it' going to be fixed.

Ok, plan  done.

Steps:

1. Make a template as the shelf is anything but rectangular
2. Cut a piece of ply for the shelf and the three support pieces
3. Hot glue everything in place to check fit - adjust a needed.
4. Coat everything with an Epoxy resin.
5. Install
6. Make straps to hold down the fridge/freezer.

Made the hot glue gun templates in about 30 minutes today. There are 4 parts:-

• Outboard Support 
• Aft Support
• Forward Support
• Shelf

I cut the support pieces from a piece of ply I had in the Garage and sanded them down - a quick trip to Lowes Hardware for a piece for the shelf. 4' x 2' x 1/2" ply.

The Outboard support piece is not cut to length, I'll do that after the Forward and Aft support pieces are screwed into position.  Talking of securing the supports, The forward support can be secured using SS screws into the wooden bulkhead between the aft cabin and the galley, but the outboard support is fiberglass, so I'm going to use nut rivets & screws.

Making progress. My templates didn't account for the angles where the pieces meet but I have them all marked out and ready to cut. I could get to this during a short ride from the Marina where Eximius is on land right now but splashes on Tuesday. 

That happened!

We splashed from Playboy Marine at 0800 Tuesday December 19th. We had Patagonia Marine Services paint the bottom and apply a fresh coat of PropSpeed - as always, they did a great job, the Teams down there always do. 

From Playboy marine, we slowly motored up the ICW to Lake Sylvia, I was checking the new Packless Shaft Seal ( PSS ) for leaks. There was a leak - just a drip every minute or so, from the Vent Hose connection. Also the vibration was higher than normal, looks like my alignment was not as good as I thought. 

Anyway, I was able to install the new BougeRV Fridge Freezer Shelf in the Aft Berth. My woodwork would not win any awards but it's very functional. 

The design is longer than needed for the 26Quart unit we have, but I figure, if we ever replace it we'll get a larger one.

The 12v power outlet will come up from the seat locker behind the seat back and the unit will plug in, hopefully no need to drill a hole in the shelf.

The shelf is plain plywood right now, but I'll take it out after the New Year's eve cruise and give it a coat of epoxy with White pigment.

The unit is held down with 1/8" braided line right now, but I'll make some webbing straps with plastic buckles.

As mentioned, there's room below the shelf for a couple of boxes, either provisions or tools, I always need more space for tools!

Another deciding factor for the position of the shelf was where the lid would open. 

There's plenty of room for the lid to open up and swing back against the bulkhead. 

I'm really pleased how this worked out. 

It's convenient being right inside of the door of the Aft Cabin.

It really does not remove any space from a guest that might use the Aft Cabin

It's mounted beneath the LED lamp so it'll be easy to see the contents.

Just what we needed.

I'll get the power setup before our NYE cruise.

See you on the water.

Paul

Replacing the Bilge Pump

Replacing the powered Bilge Pump 

It was working ok but it's 8 years old and due to be replaced.

We have 4 bilge pumps onboard. 2 manual, this one - non-automatic 2000 GPH 12v and our Dry Bilge Pump.

The main one, this one, is 8 years old, and it's just time to replace it.

The hold down clips ( those two red bits on the sides  above the base ) had broken a while ago and I had replaced them with Zip Ties.

When testing the Bilge pump before leaving the dock, I noticed that the 'Manual' operation did not work. Automatic worked fine, so I figured there was a wiring issue somewhere but it could wait till we got to the Haul Out Yard at Playboy Marina.

The replacement was easy:- 

• Dry the bilge so that no water would get into the screw holes when the base is removed.
• Cut the wires from the old pump close to the Butt Joints in the wires from the control switch. 
• Cut the Zip ties to release the pump from the base. 
• Remove the 4 screws holding the base to the bottom of the bilge.

That's the demolition complete.

This wiring diagram was from the BoatUS.com site but it's basically the same as the one included in the installation sheet that came with the Bilge Pump.

Our wiring is slightly different. The join in the wires from the pump and float switch are actually on a Terminal Block that is behind our electrical panel at the Nav Station. My reason for doing that was to move the join from the bilge area.

With the old pump removed I spent a few minutes cleaning up the bottom of the bilge, it's pretty shallow on Eximius compared to some other boats. It cleaned up pretty good and I was able to remove the old 4200 sealant from the holes and applied some fresh 4200 to seal them.

Screwing the base back onto the bottom of the bilge and seeing the sealant squishing out was reassuring. 

I cut back the old wiring close to the original heat shrink tubing and slid some 1/4" Heat Shrink tubing over the wires. Then I crimped Blue Butt joints onto the supply wires. Next I slide a larger Heat Shrink tube that was long enough to extend pass the ends of the butt joints over the whole assembly. With that done I just needed to crimp the pump side of the butt joints onto the pump wires and use my heat gun to shrink the tubing to completely seal the wiring joint.

I knew that the wiring to the pump was ok as the old pump ran when I operated the float switch, so the issue had to be in the wiring from the electrical panel to the terminal block. I opened the panel and straightaway could see the spade terminal on the Manual side of the switch had pulled off. Pushed it back onto it's terminal and tested the pump on Manual - works. Operated the float switch - works! All done.

The issue with the spade connection on the switch is just another reminder that I really need to work on that electrical panel. One more reminder!  It's on my to-do list and just moved up a notch.

Pump working - next job on the list - Packless Shaft Seal ( PSS )

Getting close to being back in the water.

Paul

Replacing the Prop Shaft Seal

Replacing the Shaft Seal on our Prop shaft

While searching a the water leak ( turned out it was from the hot water tank ) I noticed that the PSS Shaft Seal was showing it's age. The boat was out of the water, we're delayed from splashing for a few days to the weather so I bit the bullet and ordered a replacement shaft seal.

 This is what the new one looks like ( currently shipping NDA from Defender ) $302 = $352.05 inc. Shipping & Tax.

The currently installed Packless Shaft Seal - PSS does not have the barbed water fitting which ensures that the inside of the fitting is water lubricated.

I looked up the size in the Catalina 34 Owners Manual. The shaft is 1" and the shaft log in 1 5/8" OD 

The PSS part number is 02-100-112

The total cost from Defender was about the same as just the pre-tax cost from WM. 

The Old Packless Shaft Seal 

That photo shows the Prop Shaft, the Packless Shaft Seal ( PSS ) and the flange that connects the Prop Shaft to the Gearbox. 

Note the black line on the below the PSS, it extends 360º around the inside of the hull and under the deck of the aft cabin. That's splatter from the old PSS! Basically the PSS is failing ( it's at least 8 years old). The sealing surface between the flat surfaces of the rotating stainless-steel rotor and the stationary carbon flange eventually wear and then the seal fails, it's not a sudden catastrophic failure, it just wears out.  PYI ( Manufacturers of the PSS ) state a 6 year maintenance schedule. Ours is at least 8 years old!

Step 1. Remove the hose clamps.

There are Four clamps, two hold the aft end of the bellows to the shaft log and two hold the bellows to the carbon 'Stator'  

The old clamps were of the perforated type, so they went straight into the garbage.

Next I removed the two set screws from the Shaft coupling, I figured that it would be easier to remove them before separating the flange from the gear box drive flange.  It was, but it was not easy! The set screws had Square ends rather than hexagonals, so the only tool I had that would grab them enough to allow unscrewing them was a 14" Pipe Wrench.  There's not that much room down there and access is for really small people! It took nearly and hour just to remove those two set screws.

Once they were out, the connection to the gear box was easy.

Getting the coupling off of the prop shaft was not pretty! There was not enough room for me to use my three leg puller between the end of the shaft and the gear box, so I had to resort to applying a Sudden High Impact Tool - Hammer! striking the aft end of the coupling. That took another half hour. It finally came off and I was able to remove the shaft Key.

I cut the bellows, removed the 4 set screws from the Stainless Steel Rotor of the PSS and was able to pull the rotor off of the front end of the shaft.

Time for a clean up. Basically I used Soap liquid to wash down the whole area and lots of shop paper towels. 

Preparing the shaft for the new PSS involved sanding it with wet-n-dry paper. I stared with 80 Grit to take off the edges of the key slot and the concave dimples where the two set screws grab the shaft and to ease off the dings caused by my heavy hammering getting the coupling off.  Then it was more sanding using 220, 600, 1500 and finally 2000 grit W&D paper.  

I tested the fit of the SS rotor by using the old one, a light film of dish liquid on the shaft and the O-rings of the old rotor and it slid nice and easy over the shaft, not catching anything.

Next I cleaned the outer surface of the shaft log, just a couple of minutes with 220 grit paper and a washdown with soapy water. 

Now everything was clean and smooth. I scrubbed my hands to ensure I didn't get any contaminates onto the shaft or the new PSS. 

Easing the two aft hose clamps on the new PSS Bellows, I slid the bellows onto the shaft log. PYI advise not to push the bellows to far onto the shaft log however, the build the shaft log does not allow for the bellows to go that far, so no issues there. 

I rotated the PSS bellows so that the hose barb on the forward edge of the bellows pointed upwards. Then I tightened the clamps around the bellows at the shaft log end.

Wiping down the face of the carbon Stator and the Stainless Rotor, and then applied soap liquid to the shaft and the inside of the new Rotor. The new rotor fit nicely over the smooth prop shaft and was slid down to the Stator end of the PSS.

I cleaned up the Shaft to Gearbox coupling and slid that over the end of the Prop shaft ensuring the key was correctly positioned.  

The old bolts from the coupling were showing signs of thread damage, I purchased four new nuts and bolts and spring washers. I used the new bolts to attach the coupling to the gearbox tightening them just enough to make a snug fit, I'll check the alignment when the installation is complete.

With the coupling installed, I gently tapped the end of the prop shaft from the outside to get it fully inserted into the coupling, mindful of the fact that it applies pressure to the gearbox.  With the shaft now correctly positioned, I installed the new set bolts. ( I had also purchased new bolts to replace the square ended screws) to secure the coupling to the shaft.

Now that the shaft was in it's correct position, I moved the Stainless Rotor aft to touch the Carbon Stator and measured from the front edge of the Stainless Rotor to the aft edge of the bellows = 7 1/16".

With the set screws inserted into the Stainless Rotor but not touching the shaft, I compress the bellows by pushing back on the rotor until the distance changed from 7 1/16" to 6 5/16" = a compression of 3/4" as prescribed. 

All done except for the ventilation hose. I stopped by ACE hardware and picked up about 12' of 3/8" ID reinforced hose. I have clamps on the boat. 

Hose installed at the PSS and ran back below the Aft water tank then up to the Stbd side under the combing. No loops in the hose in order to prevent syphon back down the hose.

The hose is zip tied to the existing hoses that run from the aft locker and tank area to the under sink area.  Getting into the aft locker is getting more difficult, I'll have to practice some more boat yoga.

I also checked the Alignment, less than 4 thou" pretty darned good.

The boat is ready to splash on Tuesday 19th of December.  

See you 'on top' of the water.

Paul

Replacing the Depth Transducer Thru Hull

 Replacing the Thru Hull for the Depth Transducer.

In February 2021, I replaced the old Airmar Depth, Speed, Temperature Transducer with the new NEMA 2000 DST 810, however I did not replace the Thru Hull as the boat was in the water.

Each time we return to the dock, I remove the DST 810 and replace it with a dummy plug. That dramatically reduces the amount of growth on the transducer - it actually stopped the 'S' part of the transducer working until I cleaned it off.

The reason for replacing the Thru Hull is simple! Water Water Everywhere and not what you want inside the boat. Pulling the Transducer out of it's Thru Hull would result in a massive ingress of water spewing up into the boat. I'm pretty good at getting the plug in as soon as the Transducer is removed, but it's still about a gallon of water and if I miss the spot, then it's a lot more.  The Thru Hull fitting that came with the new Transducer has a sprung valve inside that significantly diminishes the water ingress.

Step one - get the old Thru Hull out. The boat was on the hard for a bottom job so no water coming in :)

Getting the transducer out was not too difficult, I used my Vibro tool with the cutting attachment to cut into the plastic of the Thru Hull. 

The retaining ring nut didn't want to unscrew, did I see some 5200 in there?

I used a wrench to break off bits of the Thru Hull, had to be careful not to damage that hose, it's a bilge pump hose.

Making progress. I can see daylight.

Probably spent about 10 minutes getting this far.

Finally got it out.

peeled off the old sealant and sanded it down ( after this pic ) then cleaned the inside area.

I sanded the outside too and formed a countersink on the underside of the hole to ensure the new sealant formed a water tight seal.

Peggy was with me, so after cleaning the area with Acetone and applying 4200 to the outer flange of the new Thru Hull and on the area around the Thru Hull on the inside of the hull, Peggy held the fitting up from the outside and I slipped the rubber ring around the threaded portion of the Thru Hull protruding inside the hull. Then on went the retaining ring nut. As planned, 4200 squeezed out of the edges of the ring and, outside, the flange of the Thru Hull. That's not going to leak!

Before tightening it all down, we made sure the Arrow on the outside of the Thru Hull was still pointing forwards - not sure why - but it was perfect. Good Job Peggy.

New Thru Hull installed.

Yes, I know, it's crowded down there. 

The blanking plug can be seen laying on it's side at the bottom of the picture.

It has a yellow O-Ring, so does the Transducer but you cannot see it when installed into the Thru Hull.

The previous Thru Hull required black O-rings, slightly different in size.

Plan is to splash the boat on Tuesday 12/19 - I'll know if it seals correctly then 😉

Of course, I'll inspect it before they remove the Boat Lift Slings.  Check out my post about replacing the Packless Shaft Seal - I'll be checking that too!

See you on the water.