I’d rather have a palapa in Yelapa than a condo in Redondo – quote from a Mexico boating guidebook.
After doing some work on our chronic fuel delivery problems we decided to run across Banderas Bay to the pueblo of Yelapa, located on the South side of the bay, a bit East of Cabo Corrientes. The only way to visit is by boat – there are no road connections from Puerto Vallarta. It is 15 NM across the Bay, so a couple of hours each way. A great way to spend a sunny day and a good check on the repairs we made on the fuel system.
We headed off around 9 AM and saw several different groups of whales along the way. We slowed and watched a couple, but after a while, we decided to keep going, wanting to get over to Yelapa before lunch. Approaching the entrance to the bay, we were greeted by Philipe in a panga from Fanny’s restaurant, a beachside palapa. He offered to guide us in to a mooring buoy, necessary here because the bay is very deep with only a small shelf suitable for anchoring. Yelapa is absolutely gorgeous, with steep cliffs covered in vegetation rising from the bay and sandy beach. It is, however, very rolly… open to the NW Pacific swell. Friends reported spending the night moored between two buoys, but also reported that their guests got seasick. If we stayed, we certainly would have had to deploy both flopper stoppers.
After tying up, Philipe took us over to the village dock, where we walked through the hillside town up a paved path to the waterfall. Along the way, we met Charlie the burrow and his owner, Manuel, a lifetime Yelapa resident. Here along the path, families set up open air shops featuring their handmade wares. We wound up buying two light blankets made by a son and daughter of Manuel.
The waterfall was beautiful and served as the fresh water supply for Yelapa. Returning to the town dock, we hailed Philipe again and went across to his family’s restaurant on the beach. There we had an outstanding lunch. I had the whole red snapper, grilled with garlic and butter, while Gwen had some gigantic, and tasty shrimp.
After a couple of pleasant hours enjoying the scene, we returned to Miss Miranda and started back to La Cruz. The highlight of our return trip was a breaching, dancing, playing whale that was right in front of us, seemingly unwilling to let us pass without putting on a show. Gwen got some outstanding pictures. We also saw a school of rays swimming just under the surface, but they swam off before we could get photos.
We got back to La Cruz without incident and with enough confidence in the fuel system to take on the next leg, 171 NM North to Mazatlan.
Our friends Park and Carol arrived in Barra for a week of cruising with us in late February. We would be celebrating Gwen’s birthday and Park and Carol’s wedding anniversary. We spent a couple of easy days and nights in Barra getting ready to go, including a wonderful dinner at a place called Galería de Arte, a fantastic restaurant run out of the home of a local family. The maitre’d /owner is a photographer, and his works are all around the place, which is arranged in a courtyard garden for open air dining. Robert is a very gracious host, his kids are the waitstaff, and his wife Ruby runs the kitchen. The menu is limited to two traditional Mexican main courses, and there is always a surprise appetizer. Also, Robert is a bit of a Tequila aficionado, so there is a huge list available for tasting. It was a wonderful meal, and without doubt the best restaurant in Barra.
The next day we headed north to Tenacatita. We spent a couple of nights at anchor in a relatively uncrowded bay (many of the sailors were down in Barra for the sail festival). We did some beach landings with the micro tender, getting good practice in very mild conditions, walked the beach, and swam off the back of the boat in 80 degree water. We celebrated Gwen’s birthday with fish tacos, and Carol delivered Gwen’s number one birthday wish…. Not doing any dishes!
The forecast was calling for higher winds associated with a frontal system, so we left early the next morning to head down to Manzanillo, about 35 miles south of Tenacatita. The forecast was wrong in the best possible way… a beautiful sunny day with light winds and nearly flat calm… maybe the mildest conditions we have encountered to date. Entering Manzanillo bay we passed between the off lying rocks of Los Frailes and large cargo ships in the anchorage. Our destination was the marina at Las Hadas, well protected by rock breakwaters all around and adjacent to the Brisas Las Hadas resort. This area gained notoriety way back when by the movie “10”, starring a nubile, hair beaded Bo Derek. I am not sure if Bo has aged gracefully, but Las Hadas has not.
We had to med moor in the marina, which requires dropping the anchor in front of the dock and then backing in, tying stern lines and getting on and off via the back of the boat. They had us in a spot between two other boats with an odd angle between them, and tied to bow mooring lines that made it difficult for us to maneuver. And of course, the afternoon wind was starting to come up and push us to one side. It took two attempts –on the first one I didn’t drop the anchor far enough out, so it did not set well enough to hold the bow. The second time I went right out to the middle of the basin and dropped the anchor with plenty of room to set. All was good, save for the substantial surge, which caused us to put out all of the ball fenders we had on the back of the boat, and actually flattened one of the smaller ones.
One surprising thing in the marina was the crystal clear water – clearest we have seen on this coast. The shoreside of the marina actually had a very healthy ecosystem with various anemones, sea cucumbers and lots of different tropical fish. After spending quite a bit of time watching them, you could clearly see there are neighborhoods in there – with fish staking out their little bits of space, patrolling it and pushing out other fish and generally looking like little busy bodies.
The marina had adequate power, non-potable water, and very few transient boats. There were a couple of long term yachts and some sportfishing/charter boats. It took a while to find the restroom/shower facilities… and we wished that we hadn’t. They were borderline disgusting. I could see in a pinch, using the toilets, but there was no way I was going to take a shower in there. Why am I even talking about this? Two reasons. When we are in a place with no potable water, and can’t/won’t run the watermaker (i.e. in a marina without pumpout facilities) we tend to shower ashore. Second, the macerator pump in our master head chose this moment to go belly up. Yes, you read correctly. This was the second macerator pump failure in two months… with two couples on the boat! More on this later.
Having settled in at the Marina, we made an expedition into the town of Manzanillo. We took the bus in from the resort after climbing straight up an incredibly steep hill to the road. The first bus was ancient, bouncing perilously over the cobbled roads hugging the steep hills between the beautiful Cliffside residences in the area. The second bus was driven by a young driver who thought he was qualifying for the grand prix, running the old heap as fast as it would go and scaring the cab drivers that dared to get near us. Relieved to be alive, we got off at the main square and made our way to the municipal market, which was filled with produce stands, carnicerias, etc. We were sorely disappointed that we were unable to find a fresh pig head to show our pesca/vegetarian friends… had to settle for a beef shank on the hoof.
After the market we found the Iguana refuge which provides shelter for Iguanas and an odd assortment of other animals (including raccoons). Inside, it was feeding time and dozens of Iguanas came around to eat various vegetable leaves. Then they would climb over the fence. When we left the refuge, we realized that they were climbing into trees on the refuge property over a small stream/drainage ditch. There were well over 100 sunning themselves in the trees. We had a big lunch in a small restaurant, did a little shopping and then took a cab back to the marina.
The next day we decided to pony up the stiff fees ($60 US p/p) for a day pass to the resort, which entitled us to towel service, the pool, the restaurants, and open bar. I will note that they must control alcohol consumption by making some of the worst margaritas I’ve ever had. The food was good and plentiful, however, and the pool was great. Given the situation with our head on the boat, access to bathrooms alone may well have been worth the price of admission. We really had a great day, and towards the end of the day Park and Carol told us that they had decided to book a room at the resort, in deference to our head problem. This was really very thoughtful of them, but as fellow owners of a Nordhavn 50, they really knew the score. We had a last wonderful dinner outside at the high end restaurant, which was nearly empty. Again, this was a story of faded glory… a huge place festooned with AAA four diamond awards from times past, with maybe 4-6 parties dining that evening. Nevertheless, the food was good and the company outstanding.
The following day Park and Carol departed for the airport and their return to Washington, and we set off to visit the port captain to change our crew list and then to do some shopping at La Comer, a big Mexican supermarket chain. We got to the Port Captain thanks to our taxi driver, as we never would have found on our own, it was so tucked away from the street. We were met by a helpful official asking what we needed. Gwen explained (her Spanish is getting really good) that we needed to check out and change the crew list. The officer listened and, realizing that we were a pleasure yacht over at Las Hadas, told us there was no need to check out… just call on the radio. Manzanillo is a huge commercial port, and clearly seems to have no interest in making pleasure boats submit to the normal paperwork that other port captains thrive on. So, off we went to La Comer. On the way, Gwen struck up a conversation with the cab driver, talking about family, etc. We learned that he was from Guadalajara, so we (she) talked a bit about that. He also talked a bit about how much tourism was down in the area, referring to fear of Narcos. It certainly did seem that occupancy at the resort was even lower than we had seen at Barra and other towns down here, though there appeared to be plenty of Gringos at the marina-side restaurants.
It was finally time to bid the Coastalegre good bye and make the trip back to La Cruz in Banderas Bay. We decided to do the entire 150+NM in one shot, and set a departure time for noon, in order to arrive in La Cruz after sunrise the next day. The forecast was for light winds, but 5-7 foot seas. However, things were predicted to freshen up in subsequent days, so this window was as good as we would get. The winds were light for the entire passage, and the seas didn’t really pick up until about 20 miles South of Cabo Corrientes, where we started bashing into the NW swell. We rounded the cape in the wee hours of the morning with no drama and found ourselves in La Cruz with 20 minutes to wait before it was light enough to enter the marina. We were very glad to be back on the move, headed North for the Sea of Cortez, and thankful that my jury rigged fuel filter system worked without the slightest hiccup. I spent some worried hours thinking about what it would be like running on the wing engine around Cabo Corrientes, and glad that it didn’t happen!
Finally, the same day we arrived, Lance’s crew showed up, replaced the head pump, and started helping me rebuild the fuel lines and filter system. More on this later.
I remember the NPR radio show “Car Talk”, and how each week Tom and Ray would have a segment called “the puzzler” in which they tried to diagnose some weird car problem. Well, I have a boat version of the puzzler. As I mentioned in a previous post, when preparing to depart from Tenacatita the engine suddenly shut down after idling along for a few minutes. This was not good. At all. Diesel engines are simple and reliable… and almost all issues are related to fuel delivery. We have been battling fuel delivery demons on and off since departing in October, and believe me, you do not want to have a fuel delivery issue when traveling offshore.
My immediate suspect was the Racor 900 duplex filter assembly. This fancy setup has two fuel filters connected by a selector valve. You can run the fuel through one filter or the other, or both. The value of this setup is redundancy. If, for some reason, your fuel filter gets clogged (say by some bad fuel), you can simply select the other filter, keep the engine running, and then change the clogged filter. Sounds good right? Yes, if it actually works.
You may recall that we actually bought a brand new filter assembly back in Sidney before we started on the journey down the coast. This was part of solving the air bubbles in fuel line problem that was causing very disturbing RPM variation (post). We determined that the old filter assembly was leaking air, and as a matter of expediency, we simply had Philbrooks install a new one. We were dismayed to observe that the new filter assembly also leaked, so the guys tightened up the bolts on the fuel selector valve, and all (seemed) good. In retrospect I believe that was a mistake. Anyway, we took off, ran 2700 NM down the Pacific Coast of North America, and had no problems…. Until I changed the fuel filter. I did what I always do in this situation – I turned the selector to the unused filter and replaced the used filter. The next time we started the boat, the engine died. It was clear that there was something wrong with the selector valve, at least in the position of the forward, or looking at the assembly, the left filter. I also noted that the selector lever was extremely tight, and it was very difficult to feel the “detent” indicating the selection of that filter. Long story short(er), we had the selector valve rebuilt, did a sea trial, tested all positions, seemingly successfully, and thought we were good to go.
We left from La Cruz down to Bahia Chamela, and later to Bahia Tenacatita, a total of about 130 NM underway. All good. Until the morning in Tenacatita. When the engine shut down, I checked the filter assembly. The level of fuel in the active filter was quite low. I refilled the filter with fresh fuel and then went through the process of priming the fuel system and bleeding the injectors. It seemed obvious when working the manual priming pump that there was air getting into the fuel line regardless which filter was selected. My experience has been that when you are working the manual pump, it becomes stiffer as the air is replaced with fuel when bleeding at the secondary, or engine, filter. This was not happening. I could not get the engine primed with fuel. Also, I noticed that the selector valve was very tight, like before, even after it was rebuilt.
Because I was very suspicious of the selector valve, I decided to disassemble the manifold and plumb together a single filter module. I got it done and went through the priming routine again, and this felt a bit better – the pump was offering some resistance. But, bleeding the injectors was not successful. I managed to get engine started, but it shut down again, and again, it seemed clear that there was air coming in somehow. And again, the fuel level in the filter module was low, even though I refilled it completely when I reassembled it. Listening carefully, I could actually hear the sound of some air leaks around the body of the filter module. The supply line from the tank via the manifold had some old black electrical tape at the joint between the hose and fitting. I wondered if it had been suspected as a leak previously, so I replaced the electrical tape with a good wrap of rescue tape. That wasn’t it. There was a black plastic nut beside the fuel input port, and I was able to tighten that a little bit. Also, it seemed that there may have been a leak between the upper and lower parts of the filter assembly, so I tried tightening the four retaining bolts and was able to get a bit of a turn on three of them. Repeating the priming process again, still no start.
In desperation I made another call to my man Lance at Diesel Premier (he had been taking my calls and offering advice all day – even though it was Super Bowl Sunday). His suspicion was the supply from the tank. We had been drawing and returning to the starboard tank, but have regularly alternated between port and starboard. It didn’t make much sense to me… but it was an easy thing to try. I though there must be something else, so I put a wrench on all of the fittings on the Racor filter and on the engine side. I was able to get a bit of a turn on each of them, including those to and from the fuel pump assembly on the engine. After one last round of priming and injector bleeding, I was finally able to get the engine started and running. We ran it up to 1700 RPM for a few minutes and left it to idle for at least 30 minutes. No problems. I put an old filter top vacuum gauge on and it was recording good, low, but non-zero vacuum. After running, I checked the fuel level in the housing, and disturbingly, it was low. I estimated that I needed to add about 24 oz of diesel to bring it back up to the top. I did see a little bit of fuel between the bowl and housing when I checked the level, but it is hard to tell whether that is a real leak or the result of small drips when topping off with diesel. I suspect a leak in the filter housing itself.
I refilled it and we decided to take the chance the next day on the 12 NM run to Barra de Navidad where we could be at a marina to make repairs. We made it with the wing engine idling the whole time, just in case. We were nervous the whole time, not confident that my single filter jury-rig was reliable. There weren’t any detectable RPM variations the whole time.
So, here we are in Barra trying to figure this thing out. I have some clear hose and fittings on the way so that I should be able to see any obvious air bubbles or leaks in the system. There have been many suggestions for potential causes including a bad fitting, a bad piece of hose, tiny holes in the tube that draws fuel out of the tank, etc. In the meantime, I replaced the Racor filter housing that I suspected of leaking with the other one, that seems not to leak. We actually ran the boat for a couple of hours on this setup without any problems. While I will systematically address all the possible sources of leaks, I remain very suspicious of the filter and assembly. I have spare parts on order to completely rebuild that.
After 4 nights at Chamela, the weather looked good for our 30 NM run down to Bahía Tenacatita. It was another nice, easy passage. We talked to our friends from CUBAR on Mahalo, who were headed North from Tenacatita to Puerto Vallarta to watch the Super Bowl. Apparently, there was a mass exodus from the anchorage to places with TVs to watch the big game. Being Seahawks fans, we had no such need.
Tenacatita is a much larger bay than Chamela, and has better protection from the Northwest swell. The head of the bay is a long sand beach that extends to a resort in the NE corner and over to an estuary entrance at the NW corner. Of course, over the days that we were here, the swell was more from the SW. This time we went deep into the anchorage, almost closest to the beach. It was much less rolly than Chamela, but we still wound up putting out the second flopper stopper after the first night at anchor.
We learned that there is a free-for all on this coast of Mexico as far as developers go. Apparently in the last 10 years, this stretch of beach on either side of Tenacatita has been hotly contested in a land dispute that seems to have been resolved, but did result in the razing of all the palapas that were on the beach below about 10 years ago. Only one has returned.
One of the highlights of Tenacatita is a tour of the estuary, through mangroves that close into a bit of a natural tunnel in places, just wide enough for a dinghy to make it through. It is also quite shallow in places, meaning that we needed to use the small dinghy again. It was challenging to pick our way through the narrow estuary, but after about 2.5 NM, we eventually emerged into a lagoon that was behind the beach at the next bay to the west of the main anchorage.
Here a group of us had arranged for a tour of a Racilla distillery just up the road from the beach. We were picked up in a van, and had a very nice tasting and lunch, learning quite a bit about how this local, indigenous cooperative produces Mezcal. Their showcase offering is a 17 year old “Anejo” Racilla, which is the smoothest liquor of this type that I have tasted to date. It was outstanding.
Across the bay from the anchorage is the little town of La Manzanilla. On one of our days we headed into the beach and to town via a long and windy taxi ride to hit the weekly farmers market for some fresh produce. We stopped for lunch at one of the local lunch places that our cruiser compatriots liked. Great food, but Gwen had the disturbing experience of finding a huge 2 inch dead beetle in the bottom of her limonada glass after all the ice had melted. Definitely put a damper on her warm and fuzzy feelings for the place. The manager did the right thing and our lunch was free, so not naming the place.
Surf landings and dinghy wheels
Most of the anchorages in this part of Mexico are bays with at least some exposure to the Pacific Ocean and thus the beautiful sandy beaches have some amount of surf. That is why we bought the small dinghy, but up until now we had not actually attempted a surf landing. When we went into La Manzanilla we did our first surf landing, under the tutelage of some experienced cruisers that we were going into town with. The idea is to wait for a lull in the waves and then gun it at the beach before the next wave catches you, gracefully jumping out of the dinghy, keeping it from getting sideways, turning off the engine, and dragging it up onto the beach. That is the theory anyway. I’ll say that our first landing was not completely dry, but we didn’t tip the dinghy over… as we saw many others do. And on the way back we learned that the “surf takeoff” is the hard part. You drag the dinghy down to the water’s edge, push it into the surf deep enough so that it floats and the outboard can be tilted down into place, keep it straight, keep the waves from tipping it over, start the engine, and take off. Easy as that. Sometimes.
We quickly realized that we needed to install the fold up wheels that we had purchased to make surf landings and takeoffs a safer and drier affair. The wheels make it much easier both on landing and takeoff. Coming in to the beach with the wheels folded down keeps the outboard prop from digging into the sand, and when the wheels make contact, it’s time to hop out. They make it easy to guide the dinghy into the surf and start the motor before boarding. We didn’t have room to install them on the boat, so we packed up the necessary equipment and headed over to the beach to do the installation. Gwen got drenched and rolled in the sand again on arrival.
Installing the wheels was really easy to do, just a matter of mounting a couple of brackets on the transom. We took some measurements so the wheels would not interfere with the outboard or inflatable tubes, drilled four holes through the transom, slathered the brackets with silicone sealant and bolted them on. The wheels are on steel legs that attach to the brackets with removable pins, and they simply flip up or down and lock into place. It was one of those satisfying boat jobs that only took about twice as long as it should have. After letting the silicone dry for a bit, we had a stress-free surf takeoff!
After being in Tenacatita for several days, we decided to head further South to explore Manzanillo before heading back to Barra de Navidad, where we are meeting friends at the end of the month. As we started our departure preparations, we started the engine, as usual, only to have it stall out after running for a few minutes. This was not good… not good at all. I immediately suspected our fuel filter system which has given us trouble off and on for the entire journey, most recently in Puerto Vallarta. Anyway, we wound up spending the day making repairs, which will be the subject of another blog post.
The next morning I woke up early and saw the anchor alarm had gone off. A squall had come through in the night and it was still fairly windy, but we were so exhausted from dealing with the fuel system issue we slept right through it. Also, unlike the northwest where you hear every minor movement of the anchor against the bottom, there is no sound of an anchor dragging on sand. It was well before daylight, so I checked our position against other nearby boats. Sure enough, we were closer, but still a safe distance away. As soon as the sun came up we prepared to raise the anchor. All went smoothly, and this time the engine kept running (thank goodness). We started up the wing engine just in case. As we raised the anchor, we saw that it was completely wrapped up in it’s own chain… no wonder we dragged!
We carefully moved away from all the other boats in the anchorage and tried to figure out how we would get the anchor loose. At 137 lbs, we were not just going to pick it up and unwrap the chain. Eventually we managed to get a line through the bar across the back end of the anchor to take some strain off the chain. We then got another line through the chain near the shank of the anchor and were eventually able to get it all free. Thanks to Hugo from another Nordhavn for providing moral and physical support from his dingy!
What a couple of days! We had decided to head to Barra de Navidad and a marina 12 miles away to further evaluate the fuel delivery problem. We made it without difficulty, but not without anxiety.
Authored by Larry with editing and colorful additions from Gwen.
One thing we’ve learned during our travels in Mexico is that officials love their paperwork. Entering the country, we needed to complete a Temporary Import Permit for the boat, obtain Tourist Visas for all crew and formally check in to the country. This was not too much of a problem, and one of the aspects of cruising to Mexico that the CUBAR Rally made easier.
Once in Mexico, you actually need to check into and out of each port with the Port Captain, reporting your boat information, crew list, where you are coming from and where you are going next. So you have two pieces of paper for every port you visit. Often the marina will complete the paperwork and you go over to the port to get your paperwork stamped.
Well, after going through this a couple of times we decided that we wanted our own stamp. If every port captain is gonna make us fill out paperwork and stamp it, then we are too!!
Here it is. We were able to make it online (of course) and the biggest issue was getting the line art for the boat. With a little bit of searching I was able to find a method for converting a photo to something resembling a drawing (https://smallbusiness.chron.com/convert-photographs-line-drawings-gimp-46192.html) . I outlined the shape of the boat to eliminate the background and using a combination of effects, filters and conversion to black and white, I was able to get the image you see above.
If you ever come aboard Miss Miranda, make sure you have your paperwork, and we’ll be sure to stamp it!!
We had a videographer along on the CUBAR Rally this year, and he put together three really nice videos covering the cruise. His name is Justin Edelman and he is a great photographer, videographer, video editor, and all-around great guy. It’s his photo of Miss Miranda at anchor that graces the banner of our blog.
During CUBAR, we (OK, I) gave him the Mexican name of “El Hombre de Augua” after a very exciting water landing of his drone. We were on the dinghy expedition to the mangrove estuary at Man O’ War Cove, and Justin was in the tour leader’s panga taking shots of all the dinghys going back and forth. It was pretty crazy fun. Justin decided to launch the drone off the back of the panga, and almost instantly, it took a nose dive into the water in the panga’s wake. Immediately, Justin dove into the water… with who knows how many dinghys bearing down on him… and after a short time, emerges, with drone in hand! Of course the drone was dead. Hence the name.
I understand that cruising boats are complex. And I know that with so many systems it is natural that there will be a significant amount of maintenance and repairs. I do. Really.
What is irritating me a bit today is the failure of a component that was newly replaced, according to the manufacturers recommended maintenance schedule. Before leaving we tried to be proactive with maintenance and part replacement, and much of the work we had done at Philbrooks was around maintenance of the boat’s critical systems.
We have just experienced one of those failures. We were re-assigned to a better slip here in Paradise Village and were getting ready to move the boat at high tide, since the slip we were in was in a relatively shallow part of the estuary. Following our normal routine, I started the engine and then the stabilizer system (to make sure that the stabilizers are locked in the center position while we maneuver the boat). There was an immediate alarm from the system indicating “dangerously low oil level”. This was quite surprising, as we have just been sitting here for the last week or so and we had no issues on the way in to the marina. I went down to check, and sure enough, the stabilizer hydraulic reservoir was empty, meaning that some 4+ gallons of hydraulic fluid have leaked into the bilge. So, move aborted, I started looking around for the source of the leak. on opening the access panel to the starboard fin assembly, the leak was obvious – the bilge area below the stabilizer was very wet. None of the hydraulic fittings were wet or leaking, which left the actuator cylinder (the part of the system that actually moves the stabilizer) as the likely suspect. A call to ABT TRAC get me in touch with the authorized service center in Mexico, and, with a stroke of luck, they were able to send over a crew within an hour. After brief inspection, it was obvious that there was a massive leak in the seal around the piston – manually activating the stabilizer produced a noticeable amount of fluid right at the seal.
Fortunately, I had spare, rebuilt cylinders on board. Why? Because we had just replaced the cylinders (which were working just fine) based on the TRAC maintenance interval, which is six years (the system is 19 years old). So, a brand new part that has a service life of 6 years failed after about six months of use. Now, I can’t say anything bad at all about TRAC’s service and warranty. They will replace the part and will ship it wherever it is needed. But that is little consolation and doesn’t take into account the expense incurred in replacing the part.
I think there is a lesson lurking in all of this for me. I think it was a mistake to replace the existing actuator cylinders just because they had exceeded the recommended service interval. They were working fine and showed no signs of leakage. I realize that in retrospect, I should have bought the replacement cylinders and put them into my spare parts inventory in case of a future failure. I ignored the old maxim of “If it ain’t broke, don’t fix it”. I think from now on, we are going to follow this rule.
I’m also getting a little tired of writing about stuff that breaks… and suspect that you are getting tired of reading about it. Next post will be on “stuff that works”.