Category Archives: Boat Details

Martingale issue

Aging Gracefully? Me and the Rig

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Our beautiful home / boat is fast approaching her 20th birthday.  In human years that is at the start of your prime, but in boat years that is getting “up there.”  As you might recall, we replaced our rig (well our standing rigging) in St Maarten back in 2016.  Our rig was close to 15 years old but showed no signs of wear and tear.  We went to FKG Rigging which is known to for their top-quality products and craftsmanship.  We were very happy with work.

Fast forward 11,000 sailing miles and 3.5 years later….we have a problem.  Our martingale which is at the bow of the boat is made of 14mm stainless steel.  There are 19 strands woven together and then swagged in to a toggle on one side and a pin on the other.  This rod reaches from the port bow to the starboard bow and is the main support for the fore-stay which holds up the front of the mast.  So, basically, kinda important to have the martingale strong and healthy.

Saving Grace

On the port side we attached a shiv to direct the jib furling line.  It is a common thing to do as it helps furl the line without chafing into the furler.  Good thing we did too as the shiv was held on with dynema (really strong rope for my land lubbing readers).  The shiv is about 1-2” above the toggle on the martingale.

Matt noticed a problem during Shawn and Sharon’s visit. He just happened to look up as he was sitting near the bow.  Three of the 19 strands were broken off between the toggle and the shiv.  YIKES!  That is really bad.  Our mast could have fallen down, had we been under sail and put too much pressure on the martingale.

AN OUNCE OF PREVENTION

First things first, we put some preventative measures in place.  We tied our spin halyard which almost reaches to the top of the mast to the starboard bow cleat.

Spin Halyward bow to top of mast

Spin Halyward bow to top of mast

Then we tied a 3/8 or 1/2” dynema line from bow to bow to help support the martingale.  We later learned that the breaking strength of the dynema line is as strong as the 14mm stainless strand.  Wowza.  These two safety measures are just preventative.  We would not go under a big passage with these measures.

Shiv on top and damaged wires below

Shiv on top and damaged wires below

When we got back to the internet we contacted two companies in Tahiti.  There are no companies to work on our rig in the Marquesas. 

We use the information from our FKG invoice and measure, measure, measure prior to ordering.

Measuring the martingale

Measuring the martingale

Resources

We have a network of resources here which is fabulous considering the internet is not reliable or available.  There is a document called the compendium which is created by one boat, but information is gathered and shared by all cruisers who visit.  It is a crowd source document. 

There is also the SSB cruiser net which happens twice daily.  This is an information sharing channel used for vessels underway and at anchor to share information across French Polynesia.

Utilizing both of the above resources we discovered that there are two companies in Papeete that could possibly do the work for our rig.  Mat Rigging and Sailtech.  Mat Rigging was recently sold to a new person whom we know nothing about.  The original owner had a great reputation and was highly recommended but is no longer available.  All we can do is contact them both.

Sailtech

The initial email went unanswered.  After a few days, we called them, left a message and asked them to respond to the email.  The next day they responded that they were not sure if they had the toggle in stock.  After no response when I followed up, I emailed them again few days later.  The third email went unanswered.  They are technically a sail repair company and maybe not so great as a rig repair company. 

Mat Rigging

John, the new owner of Mat Rigging, responded the next morning that he could do the work in a week and provided an estimate.  We provided additional measurements and photos and had a few more emails back and forth.  Then he stated he needed full payment prior to starting work.  Not surprising, but frustrating.

Making Payments in Foreign Countries

It would be so easy if we could use paypal, vinmo, or even a credit card over the phone.  But alas that is not possible.  We went to the local bank in Nuku Hiva Banco Socredo with a French speaker.  He translated for me and asked if we could pay them cash to make a wire transfer to Banco Tahiti in Papeete.  The bank refused and suggested we try the post office.  We trudged over to the post office and they too refused.  Nuku Hiva Yacht services would do a transfer for us but they charged 10% which would be $112 and take two days.  Seriously, no way!

In my pondering state (some call it “bitching”) I mentioned my dilemma to some friends.  They knew a guy on another boat who was traveling to Papeete the next day and offered to introduce us.  Long story, short, we met, had dinner, shared some wine and gave him cash and John’s (Mat Rigging) contact information.  With any luck, he will arrive in Papeete the next day, meet with John and pay him for his services.  All went well and we received a receipt 36 hours later!

Shipping the Part

Typically, you can transport things by ship, plane or service.  The services (Fedex, DHL) can be unreliable here and there is no guarantee when or if your part will arrive.  The ship is not due to come in to Nuku Hiva for another 2 weeks (they shut down for the holidays).  So, it looks like air travel is the only way. Lucky for us, shipping was only $100 which seems cheap considering that this is a 4-meter (12’) piece of stainless steel pipping that can only be rolled so much – it will be a big, flat package.  Strange that you can ship part of your rig from one remote island to another. 

And It All Came Crashing Down

I was thinking “wow this has been relatively easy” John is easy to work with, speaks English, and this is happening.  But, alas, that is not the case.

On the day that the parts were supposed to be put on the plane, I got a call that he doesn’t have a right hand toggle.  WTF!  We sent the 3 part numbers in email (multiple times), text, and photographs.  He did not realize he did not have the part until after he received our money and went to assemble everything.  You’ve got to be kidding!

Check back with us for the conclusion of this saga.

Fakarava

O’ Fakarava what a gem

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Fakarava is the 2nd largest atoll in the Tuamotus, 2nd to Rangiroa.  Fakarava means “beautiful” or “making things superb.”  Dozens of cruisers told us of the beauty of this atoll.  It was an imperative stop to participate in the exquisite scenery above and below the water.

The land and underwater wildlife are remarkable as indicated by its UNESCO biosphere reserve classification.  The purpose of the reserve is to combine conservation of natural resources and human development in a harmonious way.  Including research, surveillance, training and education of locals.  The atoll features such an untouched environment that includes rare, endemic protected species. 

It’s easy not to miss the small, lovely islets that form a ring around the lagoon of Fakarava. After all, it’s the lagoon that draws your attention, its beauty pulling at you like a magnet. There is a purity in the lagoon, and in the quiet elegance of the marine life that live out their lives in the shallows near shore.

The famous French painter Henri Matisse claimed that colors were for setting oneself free. The artist spent three months in Tahiti in 1930 exploring as far as Fakarava, where he was enthralled by the infinite variety and shades of blue of the lagoon. This discovery was such that it triggered a new creative artistic move for Matisse. Think of Fakarava as visual therapy for the soul.

A little About Fakarava

The population is said to be around 850 residents.  Fabian Gottlieb von Bellingshausen was the first recorded European to arrive in Fakarava in 1820.  The inhabitants were “evangelized in 1849 and the first local church was dedicated in 1850.  In 1995, the domestic airfield was inaugurated.

We left Apataki SE corner at 0945, took 10nm to get to the north pass, exited at slack tide 1100.

The first 3 hours we had one reef, full jib and averaged a remarkable 7.9kt with 15kt wind beam reach – truly awesome. If we maintained this speed we could have made it to the Fakarava pass by dusk.  However, we lost the wind half way there.  We had no choice but to slow theboat down, drop the main and make a slow passage.  Why you ask?  We could not make it before dark and had to wait for dawn – so we had 9-10 hours to kill.  We arrived at the pass at 2000, went right by it and motored 17nm out of our way at 3-4 kts.  Then turned around and returned back to the pass just before dawn.

Passage to Fakarava

Passage to Fakarava

At 0545 we arrived at the pass which was almost 2 hours after “slack tide”.  The sun was rising and we had 3-4 kts of incoming tide.  We picked up a mooring (private) to wait for sun.  We could not see where the  bommies were to avoid when anchoring.

Sunrise at Fakarava

Sunrise at Fakarava

Passage Details

  • Distance as the Crow Flies:  53nm
  • Actual Miles Traveled: 96.7nm
  • Max Speed: 10kt
  • Average Speed: 4.9kt (avg. 7.9kt for first 3 hours, then slowed boat down.  Ultimately spent 9 hours circling at 4.3kt)
  • Moving Time: 19.40

We met some new friends on “Chasing Waterfalls” and enjoyed sun downers on their beautiful 52’ Itsara (Steve, Johana, Mia, Layla and Eva).  The next day Matt and I got busy with lots of boat projects.

Boat Projects

  • Cleaned and repair port fresh water tank (Matt)
  • Pressure Washed exterior boat (bimini, solar panels, deck, etc…)
  • Oiled and stained all exterior teak
  • Washed down all hatches/windows
  • Cleaned Mater bath
  • Scoured the waterline
  • Scrubbed the stove and oven
  • Set up guest suite (for Josh and Sara)
  • Ospho all stainless

We try to clean our stainless every 3 months or when needed.  The salt water does a horrible number on it.  Before and after photos below.

Ospho the Stainless Steel

Ospho the Stainless Steel

Sugar Shack is back on the water in good company with 2 other Catanas

Lightning Strike: The Highs and Lows

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Originally, there were a dozen posts documenting our lightning strike catastrophe and the claims process.  But after 6+ months of living the hell, we decided not to publish any of those posts. Instead, we will publish one post and focus on the highlights and the benefits rather than all the negativity surrounding this journey.

If you are a cruiser, please contact us for your copy of “Prevention and Preparing for a Claim” which outlines key measures to take prior to claim.  We created this document with the sole purpose of helping others avoid issues and is based on our experience with our insurance carrier and being in the Pacific.

Despite all the setbacks, Sugar Shack is back on the water and we are a lot more knowledgeable of all the boat’s systems and parts.

HIGHLIGHTS:

A lighting strike can give you the blues.  However, we were elated each time new parts arrived.  It was exciting and surprising to see what arrived each time.  There was no rhyme or reason as to what arrived or when.  Some parts ordered way after others arrived first and parts ordered first arrived last.

Arrival of boat parts

Arrival of boat parts

Waiting Game

While we waited for parts to arrive, we did everything we could to prep the boat for installation.  The most time consuming project was rewiring the boat.  As you can imagine, a lightning strike can do some damage to wiring/cables.  Old cables in lower left image.

Out with the old, in with the new: Cables

Out with the old, in with the new: Cables

The Team:

We had a good team working on electronics, mechanical, and refrigeration.  Of course, Matt was extremely hands on, supervised all the work, and jumped in to ensure it all was properly executed.

AG Marine Descends on Sugar Shack

AG Marine Descends on Sugar Shack

Flaco, the tallest AG Marine worker contorted into the smallest places:

AG Marine get's into Tight Spaces

AG Marine get’s into Tight Spaces

Navigation System

All the equipment at our navigation station had to be replaced.  It was a bit of a disaster for many months as we awaited for parts to come in.  Diego had to build a new face panel to accommodate the new parts, but the end product came out really nice giving us a much cleaner, less cluttered space.

Navigation Station & Equipment Rebuilt

Navigation Station & Equipment Rebuilt

Solar Panels:

Our solar panels were fried and had to be replaced.  The new panels had different specifications, so we had to modify our existing rails to accommodate them. 

New Solar Panels Providing Energy

New Solar Panels Providing Energy

DC DIGITAL SWITCHING: POWER

The last to arrive, even though it was the first to be ordered, was our main digital switching or AC/DC control system.  Of course it had to be built, programmed, and calibrated before being sent to us.  Catana built their boats with cartes which are no longer being manufactured.  So, we replaced the system with a C-Zone system.

C-ZONE AC/DC Main Control System

C-ZONE AC/DC Main Control System

The old Digital Switching Control Panel (lower left photo) was completely destroyed by the lightning strike and is no longer available. C-Zone replaced it, which is a complicated beast, but gives us much better monitoring and access to everything remotely.  We can now control systems from this main control panel, a sub-control panel in the master suite, through B&G, and on an iPad.

DC Digital Switching Panel

DC Digital Switching Panel

BEAUTIFICATION:

We also took care of standard maintenance including wash, wax, bottom job, and prop speed.  I love the mid-way photo of the wash wax below (middle photo).

Sugar Shack get's a bath and a new wax

Sugar Shack get’s a bath and a new wax

The last color of our skirt was red and they sanded it down, painted a light blue which we didn’t like and changed it to a dark blue, which we love.

Sugar Shack get's a new skirt

Sugar Shack get’s a new skirt

Prop speed is used by a lot of fishing and speed boats.  We have never applied it to our props because it’s very expensive.  But, Bristol Marine included it for free with the cost of our bottom job.  Prop Speed prevents marine growth from bonding to metal surfaces below the waterline.

Prop Speed on our props - it's a first for us.

Prop Speed on our props – it’s a first for us.

Stepping the Mast:

Stepping the mast requires a village.  We had a rigging crew (3), yard assistants (3), AG Marine (5), painters (2), crane driver, lift drivers (3), launch slip helpers (4), a diver, and of course Matt and I.

Stepping the mast includes: carefully positioning the mast, connecting all the cables, securing the standing rigging (and tuning it), and putting the lazy jacks, sail bag, main sail, jib, and reefing lines all back on.  Then they touch up the bottom job where the blocks were located, move the crane, bring in the lift and slowly lower us into the water.

Stepping the Mast Takes a Village

Stepping the Mast Takes a Village

And she floats!  Thank God!  We had several issues once she was in the water, but we worked through them.  Both engines wouldn’t start, but after 20 minutes they were purring like kittens.

Sugar Shack is back on the water in good company with 2 other Catanas

Sugar Shack is back on the water in good company with 2 other Catanas

Outstanding Items After Splash (since repaired):

  • The radar doesn’t work (we have to exchange it for another new one),
  • Autopilot smart controller LCD screen is still funky (we are going to live with what we have)
  • The new starter battery was dead (charged her up)
  • Frigeration is on the fritz (spent 4 days working on it).

The lightning strike slowed us down and beat us up, but we are in the water and one step closer to continuing our adventures on sv Sugar Shack.

MPV Celebrating Our Departure

MPV Celebrating Our Departure

Any lightning strike is tough as you never know what it will impact. Some parts work at first, then fail, or fail, then work.  Unfortunately, there is no proven way to prevent lightning strikes.  All you can do is try your best to stay out of bad weather or zones that are prone to lightning strikes.