The Fox spent 6 full weeks on the hard, the longest it has ever been out of the water. Most of this time was spent waiting for parts to be shipped from various elsewheres. The Total Yacht Works team of mechanics took our Yanmar 4-JH3 all apart, cleaned it, buffed out the salt water damage, and put it all back together. I'm sure they didn't have any parts left over, like we would have if we'd tampered with the thing. They reassured us that the engine cylinders had been spared from significant salt water damage. Yay.
We swung by the yard just as the guys prepared to reinsert the engine into The Fox via crane. The new exhaust elbow/riser is beautiful in its beauty. That's a close-up of it in the pic to the left. In the pic to the right where the crane is raising the engine up to the boat, it's the contraption sticking out at the engine's upper left corner. This view shows the forward part of the engine on the right, the aft part of the engine on the left.
We had Total Yacht Works and their affiliates do other necessary repairs and work while they were at it with the engine rebuild, including the stern tube mentioned in the previous post. Total Yacht Works replaced that corroded stern tube with one a a bit thicker, and hopefully cast from a better batch o'bronze.
Then there was the user error that caused irreversible corrosion in the heat exchanger. Another $1500 lesson learned. Finally, the bottom paint. Seems that the bottom layer, closest to the barrier coat, had failed so the hull had to be sanded all the way back down to the original barrier coat and repainted. Too bad that a mere 5 months previous we'd spent $1500 and a week's cruising time hauled out in San Carlos, so GB could slap some extra coats of paint on the bottom. Total Yacht Works said that GB's part of the bottom paint looked just fabulous and could have stayed if only it hadn't been on top. Ah well. The new bottom paint that the Boyz 'n The Yard did looks sleek and classy, so all's well that ends well. Paint-wise.
Once splashed, we had the 50-hour running of the engine to seat the valves. Plus a boatload (so to speak) of cleaning to do to remove the detritus of 5 weeks on jackstands in a busy boat yard and next to a construction site. Not to mention the removal of 6-legged stowaways: microscopic-sized ants, refugees from the construction site next door, who colonized The Fox by climbing up the power cord in search of the open bag of sugar that one of us had stowed in a locker. Two weeks post-splash and I'm still finding ants.
Finally, about 20 hours in to our 50-hour valve-setting time, it seems our new lip seals on our propeller shaft failed. (Lip seals are 2 nitrite seals with steel bands in them; the aft one keeps salt water out and the forward one keeps oil in. They ride in an oil-filled coupling that fills from a reservoir located about 2 feet above the propeller shaft.) GB has always been leery of this design, although our first set of lip seals performed well for the first 1500 hours of engine run time. However, this new set of lip seals packed it in after only 20 hours. Apparently, it is no surprise to diesel mechanics that lip seals can go either way. Upshot of this latest lip seal failure: we shall now wait while Total Yacht Works orders replacement parts - but this time, to replace the lip seal design with a non-oil based, bellows-style, reputedly more reliable PSS shaft seal system. Once the parts are in - may take a week. Or two - we will get hauled once again and while The Fox is in the slings the new parts can hopefully be installed. Whee.
Best not to talk about the added expense of the parts, the cost of the extra haulout, or the fact that the slip rates at El Cid go up significantly tomorrow as Nov. 1 is the start of high season. Or that, psychologically, we wanted to get out on the water Now Please. Sailing - and boat repair - is like that sometimes.