Misadventures on the water always have the potential to turn in to real trouble, even deadly situations, at the drop of a hat. Although we did not get ourselves in to a situation that could have resulted in damage to the vessel or bodily harm one simple decision could have quickly changed the outcome.
After running a boat in poor shape down the river toward Lake Michigan for a 4 hour trip back up to Saugatuck I decided the boat was running too badly and had too many other things wrong to make the trip safely. The oil in the port transmission and v-drive were leaking and the pressure warning light was flashing intermittently, the port engine would not spin up past 1800 rpm, and there were several other issues which concerned me.
What really forced me to stop the trip were little things, all of which may seem unimportant by themselves but added together they did not make me feel confident about the trip.
1. The VHF radio did not broadcast.
2. There was no canvas for the bridge and no way to drive from the cabin.
3. Some of the navigation lights were not working.
4. The port gas gauge was not working.
5. We had messed around for so long getting the boat to even run down the river that it would now be dark before we got across.
6. Spring storms can come out of no where on Lake Michigan with a ferocity that rivals Florida Hurricanes. Fog can also drop out of no where in a split second making visibility nearly non-existent in the day time let alone at night.
Could we have made it? Probably, but it would have been a long ride without the ability to get on plane. People knew were we were and where we were going, but if the boat had broken down we would have been bobbing around in the middle of the lake for a long time before anyone got there to tow us in. With no radio I would have had to rely on cell signal from fairly far out on the water for communication, that alone is too sketchy for me. It's a big lake and with unreliable lights and no ability to connect to potential rescuers the chances of them finding us would have been too slim for comfort.
The owner was disappointed that we were unable to get the boat delivered but after explaining why he was alright with it. The bottom line is my safety and the safety of any passengers in my care comes first. I would rather lose a client than a life, mine or otherwise.
A wise man once told me - if you think you shouldn't do something, even for a second, then you shouldn't do whatever it is. Trust your instincts and put life and limb before any other factor when choosing a course of action.
Thanks!
Capt. Chuck Warren
Monday, June 6, 2011
Thursday, May 26, 2011
Friday's Adventure - Part II
The boat was in poor condition overall but since the marina it was in was just as bad we decided to try to get it over to Michigan City or somewhere a little farther down the lakeshore. After checking the boat over a bit more I decided it would be safe to make the short trip. It was a clear, calm day and
The guy who contacted us to run it up to Saugatuck had just bought in to the boat and I don't know that he had a very clear picture of the vessel's condition. As far as he knew the boat had been inspected and was in great shape, and would run well on the open water. My "co-pilot" and I set out down the canal and headed for open water.
We didn't make it 1 mile before the oil pressure light for the V-Drive came on. I shut down the port engine and left Joel at the helm so I could check things over. The drive's dipstick showed the oil as pretty low but not empty so we continued. I figured this was the source of some or all of the oil in the bilge. As soon as we got out of the no-wake zones I tried to run up both engines and found the port side would not tach past 1800 rpm. That left us making the trip at a high idle across open water. I called the man in charge of this poeration.
Since my GPS showed it to be a 5 and a 1/2 hour trip to make the 30 mile trip to Michigan City we decided to call it a day. I turned around to find a place to tie up for the night since the last place I wanted to go was the dump we just left. The second place I came to had a place to tie up but as I pulled in all I got from the employees was basically "What the f**k do you want" as I came down the dock. Let's see, I have a boat, you store and fix boats, WHAT THE F**K DO YOU THINK I WANT. Jackass.
Once I got them to understand they had the opportunity to make money off the repairs on the boat they softened up and we got the thing tied off and our ride came back to get us. I had now spent about 4 hours on this boat to go absolutely no where. The moral of the story is next.
The guy who contacted us to run it up to Saugatuck had just bought in to the boat and I don't know that he had a very clear picture of the vessel's condition. As far as he knew the boat had been inspected and was in great shape, and would run well on the open water. My "co-pilot" and I set out down the canal and headed for open water.
We didn't make it 1 mile before the oil pressure light for the V-Drive came on. I shut down the port engine and left Joel at the helm so I could check things over. The drive's dipstick showed the oil as pretty low but not empty so we continued. I figured this was the source of some or all of the oil in the bilge. As soon as we got out of the no-wake zones I tried to run up both engines and found the port side would not tach past 1800 rpm. That left us making the trip at a high idle across open water. I called the man in charge of this poeration.
Since my GPS showed it to be a 5 and a 1/2 hour trip to make the 30 mile trip to Michigan City we decided to call it a day. I turned around to find a place to tie up for the night since the last place I wanted to go was the dump we just left. The second place I came to had a place to tie up but as I pulled in all I got from the employees was basically "What the f**k do you want" as I came down the dock. Let's see, I have a boat, you store and fix boats, WHAT THE F**K DO YOU THINK I WANT. Jackass.
Once I got them to understand they had the opportunity to make money off the repairs on the boat they softened up and we got the thing tied off and our ride came back to get us. I had now spent about 4 hours on this boat to go absolutely no where. The moral of the story is next.
Monday, May 23, 2011
Friday's Adventure
I went over to Calumet City to pick up a 32 foot Carver and bring it back over to the Saugatuck area on Friday. The customer had represented the boat as in "great condition" but when we got there to pick it up we found a disaster. The boat was kept at a dump of a marina where no one knew anything about it or the customer. When we finally found the boat it was a disaster.
Besides being filty, the boat was in no shape to make the trip. There The canvas was shredded and balled up on the floor of the bridge along with a deflated inner tube. The keys were nowhere to be found. The fuel gauges didn't work. There was about a quart of oil in the bilge. There was lots of other things we needed to move/clean/adjust to get the thing running, but that was only the beginning.
Engine oil levels were good, but the port transmission appeared to be a little low. Once the engines started the port side wouldn't run for long or very well. When it finally smoothed out a bit there was no forward gear. After an adventure tracking down the only mechanic in the place to get some trans fluid we were told there wasn't any any he went off to the store to get some.
Once he returned and the trans was topped off we were able to get the boat about 1/4 mile upriver to fuel it up. One tank was full, and one was dry. This was a bad sign, and I was quickly losing confidence in the boats ability to make the 80 mile trek back up the lake.
More shortly...
Besides being filty, the boat was in no shape to make the trip. There The canvas was shredded and balled up on the floor of the bridge along with a deflated inner tube. The keys were nowhere to be found. The fuel gauges didn't work. There was about a quart of oil in the bilge. There was lots of other things we needed to move/clean/adjust to get the thing running, but that was only the beginning.
Engine oil levels were good, but the port transmission appeared to be a little low. Once the engines started the port side wouldn't run for long or very well. When it finally smoothed out a bit there was no forward gear. After an adventure tracking down the only mechanic in the place to get some trans fluid we were told there wasn't any any he went off to the store to get some.
Once he returned and the trans was topped off we were able to get the boat about 1/4 mile upriver to fuel it up. One tank was full, and one was dry. This was a bad sign, and I was quickly losing confidence in the boats ability to make the 80 mile trek back up the lake.
More shortly...
Saturday, May 7, 2011
Spring 2011
Spring is here and that means it's time to get the boat cleaned up and ready to float. The list always looks huge when I first write it out but once I get going most of the tasks seem to fly by. Of course, bottom painting does not count, that never flies by.
One of the most important tasks is inspecting the boat for potential problems while it's still on land. The changing temperatures can cause things to expand and contract and loosen the old sealant around fittings. Hose clamps rust and break, especially older ones. Hoses themselves can also crack, which may not show until the engine is started with water pressure building up. Leaks and drips may not be easy to spot until the boat is in the water, but the most obvious problems can be soved before it's time to launch.
Remember to carefully inspect through-hull fittings as part of your Spring routine, the sealant around them can crack and separate from the hull, and they can crack themselves with age. Even one above the water line can cause problems, if the boat is heavily loaded or hangs on a dock line the fitting may become submerged long enough to take on water. When in doubt, reseal or replace them.
More soon,
Capt. Chuck Warren
One of the most important tasks is inspecting the boat for potential problems while it's still on land. The changing temperatures can cause things to expand and contract and loosen the old sealant around fittings. Hose clamps rust and break, especially older ones. Hoses themselves can also crack, which may not show until the engine is started with water pressure building up. Leaks and drips may not be easy to spot until the boat is in the water, but the most obvious problems can be soved before it's time to launch.
Remember to carefully inspect through-hull fittings as part of your Spring routine, the sealant around them can crack and separate from the hull, and they can crack themselves with age. Even one above the water line can cause problems, if the boat is heavily loaded or hangs on a dock line the fitting may become submerged long enough to take on water. When in doubt, reseal or replace them.
More soon,
Capt. Chuck Warren
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