Miss Miranda is for Sale


Update 9/22/2021

Miss Miranda is listed with Devin Zwick at Nordhavn Northwest in Anacortes. Devin can be reached at 949-633-4244 and devin.zwick@nordhavn.com.

The boat is listed on both Nordhavn.com and Yachtworld


We bought Miss Miranda in 2017 planning to cruise to Alaska and then South to Mexico and beyond.  In preparation, we did extensive maintenance and upgrades over multiple visits to Philbrooks Boatyard.  Our goal was to make a safe, reliable, comfortable and self sufficient cruising boat able to be at anchor indefinitely.  An important part of this effort was to have a “Ready for Sea” Inspection by renowned Nordhavn systems expert Steve D’Antonio, who spent an entire day aboard Miss Miranda identifying any issues that would impact the goals outlined above.  This set of observations formed the basis of the maintenance work done at Philbrooks, while our own knowledge and experience drove the many upgrades, described in a section below. 

We completed our bucket list journeys, travelling to Southeast Alaska in the summer of 2019, putting over 3500 NM on Miss Miranda and then continuing down the Pacific coast in the fall of 2019.  We joined the CUBAR rally to Mexico and spent two seasons cruising the mainland Pacific coast and then the Sea of Cortez.  We returned to the US in June of 2021 having put an additional 7000 NM on the boat and were preparing for more cruising in the Pacific Northwest in the coming seasons.  Fortunately for the buyer, we have had a change of plans due to Gwen’s professional commitment leading to relocation and lack of time for long cruises.   For that reason, we are selling her and hoping that she will find a home with another adventurous cruising couple. Please see the description below.

Miss Miranda has just come out of the yard (Friday, 8/10/21) at Pacific Marine Center here in Anacortes, where she had the bottom and running gear painted, zincs replaced, the keel cooler cleaned and the main engine coolant changed.

Price is on request. If you are interested, please complete the Contact Form at the bottom of the post.


Miss Miranda – 2000 Nordhavn 50 Hull #12

Main Engine Hours: 3865+
Wing Engine Hours: 132+
Generator Hours: 2658+

Accommodations

This is the two Stateroom layout with Owner Stateroom amidships. The cabin sole is teak & spruce. There is a TV locker over a 5-drawer dresser in the starboard corner.  Hanging lockers and drawers are on either side of the Queen-sized island berth, while bookshelves are above the berth.  Above the bookshelves are two opening portholes, with a privacy curtain.  LED lights are mounted overhead and there are LED reading lights on each side of berth.  There is extensive drawer storage under berth on each side and at the foot – total of 12 drawers.

There is a large mirror on the forward bulkhead with a vanity light over bookshelves and counter surface.  Two DC circulating fans provide cooling. To starboard, a door leads to the private head and shower with medicine cabinet and mirror, LED lighting overhead, porthole with privacy curtain and shower compartment with bench and handheld shower; head is aft of the shower.

The guest cabin is in the bow with ensuite head and shower, with full size berth, and desk with swivel chair to starboard that can be used as computer station.  There is a hanging locker forward to port and generous drawer storage under the berth.  There are extensive lockers, drawers and bookshelves to starboard, and the cabin has a teak and spruce sole.

The main Salon has teak & spruce sole, covered with Soundown insulation and an edge-bound carpet.  There is an L shaped settee to port with up down table, overhead handrail and hanging locker aft starboard corner.  There is a Stressless chair with ottoman to starboard next to the built in TV/entertainment cabinet.  Storage locker with two drawers and surface is to port forward of the settee.  Generous storage beneath the settee and wine/bottle storage behind settee cushions.  Bookshelves and magazine rack forward to starboard.  Hunter Douglas shades for all salon windows.  The salon also has two DC circulating fans that often keep the space cool enough to minimize the use of air conditioning.

Climate control is provided by a four zone Webasto Hydronic Heating system (2010) with Everhot water heater plus four zones of Cruise Air reverse cycle heating/air conditioning (well tested in Mexico!).

Engine and Machinery

  • Main Engine Lugger L06108A2 Dry exhaust 3865+ hours
  • Racor 900 duplex fuel filter manifold filter on main engine
  • Yanmar 3JH3E 34HP wing engine 131+ hours
  • Northern Lights 12KW genset
  • 2658+ hours
  • ABT/Trac 220 Stabilizers
  • Reverso Oil change system for main engine, transmission, generator and wing engine
  • SS fuel manifold system (newly fabricated in 2018)
  • Fuel transfer system with separate Racor 900 filter and new Walbro pump on a timer
  • 12HP ABT Bow Thruster, 24 V DC – 4 stations
  • Mathers electronic Controls – 4 stations
  • 120v AC and 12V DC lights in engine room
  • Fireboy fire suppression system
  • Extensive engine room cooling system with delta T intake fans in engine room and delta T extraction fans in the stack, all controlled by separate breakers

Domestic Systems

  • Sea Recovery 800 GPD watermaker with remote control including auto backflush, (new membrane 2021) – approximately 550 total hours on the watermaker, about 50 on the new membrane
  • CruiseAir AC system/4 compressors
  • Webasto Hydronic heating system including Everhot hot water system, with 4 separately controlled zones
  • Asko Washer and Dryer.
  • 350 gallon domestic water capacity in 4 tanks controlled by a manifold.  Jabsco DC pump and pressure accumulator
  • 75 gallon separate drinking water system plumbed into forward tank with its own filter and pump

Galley

The galley features a quartz counter with bar above between the galley and salon.  Above is cabinet storage with custom dishware storage mounted below.  LED lights are on the underside of upper cabinets.  There is extensive storage both under this counter and forward between the range and refrigerator.  More prep counter space is here as well as cabinets behind and above.

Large storage cabinet above the refrigerator.

  • Broan trash compactor
  • SHARP Carousel convection/microwave oven (new 2019)
  • Garbage disposal
  • Culligan drinking water tap and filter M VS316.
  • Force 10 LPG stove and oven
  • Frigidaire freezer/refrigerator w/ice maker (new 2019)
  • Two drawer Sub Zero freezer (compressor replaced in 2019)
  • Moen faucet with extendable wand (new 2019)
  • Double sink
  • Ceiling mounted DC circulating fan

Pilot House

The pilot house is the happy place to be underway.  It is four steps up from the salon and galley.

  • Stidd Helm Chair
  • L-shaped raised settee and table behind helm (settee completely redone in 2019 with Stamoid)
  • Large storage locker to starboard adjacent to settee.  This contains a safe.
  • Book/Manual shelf and cabinets on starboard side
  • Counter and binocular storage above bookshelf.
  • Extensive three panel helm station with three panel overhead valences for navigation and systems monitoring (equipment described below).
  • Defroster fans (new in 2019)
  • DC circulating fans, two forward and one in aft port corner
  • AC and DC electrical panels
  • Stainless steel destroyer wheel
  • Chart storage in the area under the raised settee.
  • Port side storage drawer and locker.
  • Large center hatch above with screen
  • Sliding doors access both side decks
  • Opening windows on both sides
  • Window aft to boat deck at port aft
  • 6 Panels of windshield with mullions between
  • 4 windshield wipers with separate delay controls

Electronics and Navigation

We rebuilt the Navigation system, using the best components of the previous system and making strategic upgrades to provide full redundancy for offshore operations.

  • Furuno 1913 64 Mile open array radar with stand-alone display
  • Furuno DSRD4-NXT digital radar, integrated with Nobeltec TimeZero (new 2019)
  • Simrad AP20
  • Autopilot with 4 control stations and dedicated steering pump
  • Furuno Navpilot 711C backup autopilot with completely independent steering pump and fluxgate compass (all new 2019)
  • Furuno fish & depth finder FCV 585 (rebuilt in 2018)
  • Twinscope interphase sonar/DS
  • Furuno GPS 300 (new in 2019) and Furuno RD 25 instrument display
  • VHF radio ICOM M127
  • VHF radio with MMSI and DSC ICOM-M604
  • Vesper XB-800 AIS with integrated GPS (new 2017)
  • Airmar 200 weather station
  • Navigation PC, Apple Mac Mini, running Rose Point Coastal Explorer, connected to 12” touch screen display (new 2021) in front of helm. (new 2018)
  • Navigation PC, Intel NUC, running Nobeltec TimeZero, connected to 21” display on starboard PH panel.  (new 2018)
  • Rose Point NEMO Nav data multiplexer supplies navigation data to BOTH PCs via Ethernet connection. (new 2018)
  • Maretron DSM 410 displays NMEA 2000 data (new 2019)
  • Maretron NMEA 2000 monitoring includes: (new 2019)
    • Fuel flow, consumption and economy
    • DC power systems status
    • Generator power status and load
    • Engine room temperature
    • Wind speed data
    • Navigation data
  • Carlisle and Finch Searchlight with motor control
  • Exhaust temperature gauge for main engine
  • Exhaust temperature alarm for wing engine (new 2019)
  • Bilge counter (new 2019)
  • Bow thruster control
  • Windlass control
  • Fireboy control
  • High water alarm

Electrical Systems

We made extensive improvements to the electrical system to allow for extended time at anchor while minimizing generator run time.

  • 110/220V – 60hz AC. 12 and 24volt DC.
  • Forward port & aft starboard shore power connectors. 50 Amp connector for house power and dedicated additional 50 Amp circuit for Air Conditioning if needed.
  • Magnum MS2812 Inverter/charger
  • Square D inverter bypass switch in pilothouse.  Magnum Remote control panel (with Battery Monitoring option) in pilothouse.
  • Mastervolt 24V charger for starting batteries (new 2018)
  • 2 Victron 100 Amp Auxiliary chargers (new 2019)
  • 12 KW Northern Lights Genset ( 2891 hrs )
  • 24 volt 40 amp alternator on Main engine
  • 12 volt 170 amp alternator plus Balmar controller on Main engine (new 2017)
  • 3 solar panels (on pilot house roof) with 3 Victron MPPT 100/30 controllers tied into DC electrical system (new 2019)
  • 10 Firefly carbon foam house batteries, 1100 Ah total (new 2019)
  • 2 Lifeline starting batteries
  • 1 Lifeline Generator/wing battery
  • Extensive AC and DC power utilization monitoring with Maretron and Magnum monitors

Deck and Hull

Our major focus here was at anchor safety and stability.

  • Airtex 1500LD davit
  • Two Forespar “flopper stopper” at anchor stabilization systems, port and starboard side (new 2019)
  • Viking RecYou 4 person liferaft, canister, mounted on boat deck (purchased new 2019)
  • Two large deck boxes on boat deck
  • Starboard cockpit door & custom portside cockpit door
  • Cockpit cabinet/locker with steering control station, sink with extendable hot/cold shower wand, and storage drawer/lockers.
  • Swim ladder with emergency (from the water) deployment system
  • Stern anchor mounted on swim platform
  • Man overboard retrieval system including lifeline and a custom block and tackle system
  • Raw and fresh water spigots in starboard cockpit locker
  • Two propane tanks (recertified 2021) and propane controls in port cockpit locker.
  • Sunbrella awning over cockpit
  • Swim platform with removable staples
  • Sarca Excell 137 lb anchor (new 2019)
  • Maxwell 3500 windlass
  • with 450′ 3/8″ chain
  • Maxwell remote control with chain counter
  • Bow pulpit modified to include SS anchor chain keeper and anchor lock down system
  • Fresh & salt water washdown in forward starboard side of Portuguese bridge
  • Large bow locker forward of Portuguese bridge

Tender

  • 12 foot AB euro with
30 hp Tohatsu outboard with electric trim, Garmin fishfinder/chartplotter (new 2018)

Miscellaneous

  • Port and Starboard Portuguese Bridge controls
  • Cockpit Control Station
  • Buell Air Horn
  • Fire extinguishers (6)
  • Flares
  • Downrigger; Scotty
  • Pot Puller
  • Crab pot (2)
  • Prawn pot (2)
  • Fishing equipment
  • BBQ (Dickenson)
  • Charts: Olympia to Sitka, Pacific Coast and Mexico
  • Williams-Sonoma stoneware set in custom racks in galley
  • Maintenance records and service manuals are on the vessel
  • Receipts available on request for maintenance and upgrade work

Photos


Maintenance and Upgrades

We had all of our major maintenance and upgrade work done at Philbrooks Boatyard in Sidney, BC.  We visited the yard three times in 2018 and 2109 with a long list of projects in order to make Miss Miranda a safe, reliable and comfortable long distance cruising yacht, investing well over $200,000.  We have listed below all areas of the boat that have had maintenance or upgrades during our ownership.  As you can see, all the critical systems have been addressed.

Engine and Mechanical

Main Engine

  • Rebuild injectors – 2018
  • Replace coolant pump – 2018
  • Add coolant collection bottle – 2018
  • Upgrade 12V alternator to Leece Neville 170 Amp – 2018
  • Add Balmar Max Charge Regulator – 2018
  • New exhaust elbow – 2019
  • New exhaust blanket – 2018
  • New muffler and blanket – 2021

Keel Cooler

  • Clean and repair leak – 2018

Main engine shaft

  • Replace PSS seals – 2018
  • Check cutlass Bearing – 2018
  • Check prop balance – 2019

Fuel delivery system

  • Fabricated new fuel supply and return manifolds to replace original, leaking manifolds – 2018
  • Inspect fuel tanks, clean if needed (not necessary) – 2019
  • Replace leaking port tank sight tube – 2019
  • New Racor 900 fuel manifold for main engine – 2021
  • New fuel lines, Racor to main engine, manifold to Racor – 2020
  • Maretron fuel flow monitoring system – 2019
  • Fuel system pressure tested (no leaks) – 2021

Wing Engine

  • New V drive – 2019
  • Replace raw water pump – 2018
  • Replace circulation pump – 2018
  • Replace engine mounts – 2018
  • Rebuild wing engine prop hub – 2018
  • Align wing engine shaft – 2018
  • Replace wing engine wet exhaust hose with silicone – 2019
  • Install wing engine exhaust cutoff valve -2019
  • Install exhaust temp alarm – 2019
  • Replace Cutlass Bearing – 2019
  • New Tides shaft seal – 2019
  • Re-align wing engine – 2019
  • Replace all raw water hoses – 2019
  • Replace prop shaft – 2019

Generator

  • Install circuit breaker box – 2019
  • Replace heat exchanger – 2019
  • Replace exhaust elbow – 2019
  • Replace injectors – 2019
  • Replace raw water pump – 2020

Stabilizers

  • Service hydraulics – 2018
  • Clean heat exchanger – 2018
  • Replace TRAC panel and servo controller – 2019
  • Replace TRAC power supply – 2019
  • Rebuild actuators – 2020
  • Change hydraulic fluid – 2020
  • Replace failed solenoid
  • New stabilizer water pump – 2021

Bow Thruster

  • Replace coupling – 2019

Domestic Systems

Water Maker

  • Cailbrate Salinity meter – 2018
  • Rebuild high pressure pump – 2019
  • New membrane – 2021

Air Conditioning

  • Replace Sea Strainer – 2018
  • Replace circulating pump – 2018
  • Replace seawater hoses – 2018
  • Replace raw water intake elbow – 2019

Water heater

  • Install new Seaward 11 gal hot water heater – 2018
  • Replace hydronic hoses to heater with exhaust rated hose – 2019
  • Replace heating element, zinc, temperature sensor, high temp shutoff – 2021

Hydronic Heating system

  • Full service, filters, fluid, injectors, etc – 2018
  • Replace Webasto motor – 2019

Heads/holding tanks

  • Replace heads with Tecma Silence plus – 2017
  • Replace duckbill valves – 2019
  • Add charcoal filter to vent line – 2019
  • Add spare macerator discharge pump (offline) and rebuild kit – 2019

Deck and Hull

Flopper Stopper system

  • Install Forespar flopper stopper poles, port and starboard, along with all rigging and with “flop stopper” lightweight aluminum plates – 2019

Windlass

  • Installed chain counter/remote Control – 2018
  • Lubricate/service windlass – 2019

Anchor

  • New Sarca Excell 137 lb Anchor – 2019
  • Install chain retainer, anchor retainer – 2019
  • New delrin anchor roller – 2019

Davit

  • Service davit and motor – 2019
  • Replace leaking hydraulic lines – 2019

Rudder/Steering

  • Replace rudder bearing – 2019
  • Replace tiller arm bolts with Grade 8 yellow zinc – 2019
  • Add a second steering pump, replumb hydraulic lines to switch between pumps – 2019
  • Rebuild steering ram – 2019

Cockpit and decks

  • Repair chips in non-skid – 2019
  • New gasket for lazarette hatch – 2019
  • New gas struts for bow deck locker – 2019
  • Rebed swim platform staples – 2019

Electronics and Navigation

  • Replaced obsolete Nav Computer with DC powered Intel NUC, running Nobeltec TimeZero – 2018
  • Added a second Nav Computer – Apple Mac Mini with 12” touchscreen monitor running Coastal explorer.  Completely redundant – each computer can run the boat. – 2019
  • Rationalized the Navigation data input from multiple NMEA 0183 devices using a Rose Point NEMO gateway.  Data from all Nav sources shared on dedicated hardwired network. – 2019
  • Installed NEMA 2000 Network and Maretron monitors for critical systems – fuel flow, AC power consumption (generator), DC power consumption, and engine room temperature. – 2019
  • Added new Furuno DSRD4-NXT Digital radar.  Integrated with Nobeltec TimeZero to allow radar overlay on Nav chart. – 2019
  • Installed Vesper Marine XB-8000 AIS with GPS.  GPS data made available on Nav network for redundancy. – 2018
  • Installed a completely redundant Autopilot system with Furuno Nav Pilot 711c, Furuno fluxgate compass and dedicated steering pump.  Both Nav computers can run this autopilot if the primary fails – 2019
  • Replaced GPS receiver/antenna with Furuno GPS 300 – 2019
  • Added an iPad as a third Nav computer, gets Nav data over wifi network.  We added this because it had the most accurate charts for Mexico – 2018
  • Furuno FV585 fish finder sent to Furuno for rebuild – 2018
  • Installed new temp/depth/speed transducer – 2019

Pilot House

  • Installed defroster fans – 2018
  • Settee: Reupholstered with Stamoid and replaced cushions– 2018
  • Installed DC circulating fan – 2019
  • Installed Iridium GO and external antenna – 2019
  • Installed long range cellular data modem and external antenna – 2018
  • Rationalize Pilot House dash and instrument panel, moving stabilizer, EGT and spotlight controls to overhead and navigation equipment to center dash
  • Replaced weather stripping on PH doors – 2019

Salon

  • Install new bound carpet and Soundown insulation – 2018
  • Settee: Reupholstered with Ultraleather and replaced cushions– 2019
  • Install DC circulating fans – 2019
  • Refinished table – 2019

Galley

  • Replace faucet with Moen extendable wand model– 2019
  • Replace subzero freezer compressor – 2019
  • New refrigerator – 2019
  • New convection/microwave oven – 2019

Staterooms

  • Installed DC circulating fans – 2019

Electrical System

DC

  • New Mastervolt 24V charger for engine start/windlass/thruster batteries – 2019
  • New Magnum BMK battery monitor – 2018
  • New 12v DC Ammeter – 2018
  • 10 new firefly carbon foam house batteries – 2019
  • New Blue Seas master battery switches – 2019
  • Two Victron 100 Amp chargers – 2019
  • Three solar panels (710 watts) and 3 Victron mppt controllers – 2019
  • Rewired Bonding system – 2018
  • Replaced interior light bulbs with LED throughout – 2018

AC

  • Replaced main panel ship’s service selector switch.  This addressed a major safety problem with shore power leakage current found by Steve D’Antonio during the ready for sea inspection.  It turns out that the AC system as built DID NOT match the design drawings – there was no provision to bring the generator neutral to the selector switch.  It required replacing the original 2 pole switch with a 3 pole switch.  After the repair – no leakage current. – 2019
  • Added a circuit breaker for the generator output.  Another safety issue discovered by Steve.  Original installation did not include this breaker.  – 2019

Maintenance reported by previous owner

2016

  • New Stabilizer seals (ABT)
  • New Bottom paint (Sea Hawk) New Zincs
New Propspeed; all running gear
  • 2015
New Lifeline batteries (all)
  • Delta ”T” 9 inch fan (2), engine room input

2015

  • New inverter; Magnum MS2812
  • New 24V alternator
  • Rebuilt 12V alternator
  • New 12V external regulator; Balmar
  • New davit cable
  • New windshield wipers and controls
  • Rebuilt windlass motor
  • Rebuilt HVAC circulating pump

2014

  • All new sanitation hose and valves

Battery Woes Resolved… Yay!

Before leaving San Jose Del Cabo, I was able to finally identify the root cause of my battery problem (https://mvmissmiranda.com/2019/11/11/battery-woes/), and it was not a bad battery. That was a good thing because a replacement battery would have had to have been shipped to San Diego to a freight forwarder for delivery to Mexico, and the manufacturer would have likely wanted the old battery back. No fun.

So, what happened? In order to find the problem battery, I disconnected the cabling from all 5 batteries in the port bank and then measured voltage across each of them individually. Well, each one measured 12.9 Volts… exactly what a healthy battery should. This didn’t make sense to me, since when I tried to power the whole boat from that back alone, by switching it “on” and the other one off, I saw a rapid voltage drop and an indicator of dead batteries up at the pilot house monitoring panels.

CUBAR Fleet Captain and fellow Nordhavn owner Bill Roush came over to help me troubleshoot further. I was looking at voltage at a monitoring panel, and we wanted to see if the readings at the batteries were the same as the readings at the panel. It turned out that they were not. The batteries read a constant 12.9 volts no matter what we did, as if they were completely disconnected, even though the switch was on. Bill says “maybe the switch is bad”. I say, “no, can’t be, just replaced this year”. Bill, being somewhat more lithe than me, was able to reach way over to where the switch is mounted in the lazarette, and surprise, surprise, one of the cables was WAY loose. He was able to tighten the connection, and upon retest, the battery voltage was agreeing with the system measured voltage.

The culprit!

I was wrong in my suspicion of a dead battery, and Brother in Law Sean (who had gone back to Boston by now) was right in suspecting a bad connection. What turned out to be a complication was the input of the solar panels, which was creating a voltage that masked the fact that the battery switch wasn’t working. However, they did not provide enough amperage to power the systems as the only source. When we thought we were selecting the port battery bank, we were, in fact, powering the boat only off the solar panels. What I now realize is that for some unknown period of time, the port battery bank was disconnected due to the loose connection. When I saw a low battery voltage in Turtle Bay, I thought the batteries were 40% discharged. Because the port bank really was offline at the time, the batteries were, in fact 80% discharged, so the low voltage was perfectly consistent with that state of charge.

I am very glad to have found this, as a loose connection, particularly in a very high amperage DC circuit, is a serious fire hazard. So, happy ending to this one, and we are now off to Bahia los Muertos and the last leg of the CUBAR Rally.

Of course, the list never gets shorter… it’s just the items that change. It seems that our second Nav computer was a victim of the low battery voltage that occurred during the testing. It refuses to boot up, and the recovery procedure for booting from an external BIOS requires a wired keyboard. We probably have 5 keyboards on the boat… all wireless. So, we’ll be hunting for a USB keyboard in La Paz, or may even try to order one from Amazon MX and have it shipped to the marina. On to the next problem!

Battery Woes

The suspect is in here somewhere….

We have been in Bahia Los Tortugas (Turtle Bay) for the last couple of days after a 35 hour run down from Ensenada. We have a great story in an upcoming blog post with lots of pictures, but it will have to wait until we get someplace with better data connectivty. We had great Telcel phone signal, but no data here.

This is the first time we have anchored overnight in a month (since we were in Neah Bay). Unfortunately, when I got up the first morning to make coffee, I discovered that the battery voltage was unusually low. I realize that before I continue the story, I need to do a little aside explaining our electrical system and why low battery voltage is not a good thing…

Our boat has an electrical system based on large 12V DC batteries. These batteries power the electronics, lighting, water pumps, heads, etc, that all run on 12V DC, and in combination with an Inverter, also power 120V equipment such as the refrigerator, freezer, etc. The batteries (in what we call the “house bank”) are charged by chargers which run from shore power when we are at a dock or from a generator when we are at anchor. They are also charged by the solar panels that we installed recently. The bottom line is that the house battery bank is a critical system on the boat, and we carefully monitor the “state of charge” to make sure that everything keeps working as it should. One important detail here is that the battery voltage is a (rough) indicator of how fully charged the batteries are, and a fully charged 12V battery should read not 12, but 12.8 volts. If the reading is below 12V, as it was on this morning, that means that the batteries are either deeply discharged, or a warning sign that something is amiss.

Back to the story… we ran the generator to recharge the batteries and decided to monitor and record the state of charge data over the next 24 hrs to see if we could identify the problem. During the day, our new solar panels are working well, producing enough energy to keep up with the house loads (usage by the refrigerator, freezer, etc) all day. When the sun goes down, we start drawing on the house banks, and the battery voltage got pretty low by bedtime that night. The next morning, we were down to 11.5V. Clearly something was wrong.

Because our batteries are split up into two banks (they are in two bix boxes in the lazarette), I was able to isolate the problem by turning each bank off and observing the results. When I switched off the port bank nothing happened. So I turned it back on and switched off the starboard bank… and everything on the boat shut down. Clearly there is a bad battery in the port bank – so bad that the boat can’t even run on it. My suspicion is that the bad battery is creating a load within the battery banks, therefore drawing down all the other batteries. So, I disabled the port battery bank and started the generator to charge up the starboard bank. That bank charged back up, with voltage and other parameters as expected, so we think that set of batteries is still good. Therefor we are good to go, except with half our our battery capacity. We will need to conserve electricity usage and monitor the batteries carefully, but will have no problem continuing on down the coast to San Jose Del Cabo. Once we get there, our task will be to determine which battery (or batteries) is dead and figure out how to get a warranty replacement from the manufacturer.

Today (Wednesday, Nov 5th) we are underway from Turtle Bay to Bahia Santa Maria. It is a 30 hour run, and we have the same great weather (and fishing… also the subject of another post) that we had for the ride down to Turtle Bay. We expect to arrive tomorrow (Wednesday, 11/6) around 2 PM. We have heard that there is decent cellular data there, so we will be able to do some updates on the great time we have been having so far on the CUBAR Rally, Fishing, and enjoying Mexico.

Boat Repairs in San Diego

We arrived in San Diego a couple of days earlier than planned in order to get some repairs done for the issues I described recently. Boomer and his crew of two helpers showed up after receiving the necessary parts and went to work on fixing the leak on the new autopilot steering pump, installing a replacement for old, leaking steering pump, and replacing the coupling for the bow thruster. It was actually a bit scary to see Boomer disappear deep in the forward bilge to get at the thuster coupling. There is no way I would have been able to get in there, much less get out. After a long, hot day’s worth of work, we had a working bow thruster and two brand new autopilot steering pumps. The next day we did a sea trial around the harbor to make sure that all was well. Everything was good, so we were ready to go.

The new autopilot steering pumps mounted in the Lazarette.

We also had an issue with the stabilizers, which I THOUGHT we had fixed on the way down to San Diego. Briefly, the stabilizers on our boat are a pair of fins mounted on the hull of our boat. They are moved through a complex electical and hydraulic control system to counteract the rolling motion induced by waves. The stabilizer circuit breaker mysteriously started tripping, shutting off the control circuitry, and therefore, the use of the stabilizers. We actually discovered this on our run from Marina Del Rey to Alamitos Bay and spent a couple of hours underway without the stabilizers working. Even though the conditions were mild, we realized that we’d really rather have them working. After consultation with fellow owners on the Nordhavn Owners Group and Ernie Romeo, it appeared that the circuit breaker was undersized for the new power supply that was installed this summer. So, I changed the breaker, and everything worked just fine on the remaining legs down to San Diego. Of course, there was the nagging question of why the breaker had not tripped before….

As Gwen mentioned, we prepared to depart San Diego for Ensenada this morning, only to find that the breaker started tripping AGAIN. We turned around after getting less than 100 yards from the dock and tried to figure out what was wrong. It was clear that the circuit was not overloaded – the 20 Amp breaker was tripping with a measured 8.5 Amps of load. Now thoroughly confused, I decided to call Boomer – actually expecting to leave him a message. I just happened to catch him on the way in to work, and he came right over to the boat. He started troubleshooting and I was helping him recreate the problem, when suddenly, the stabilizers were not working at all – there was no hydraulic pressure. Boomer discovered the culprit, which was a failed main relay for the hydraulic system. This relay allows the hydraulic system to become pressurized and move the stabilizer fins. In a stroke of good luck, Boomer happened to have a spare relay at the shop. Replacing that and a fuse that blew when the relay failed finally fixed the stabilizer problem once and for all (I hope).

The failed relay at left and the fuse at right.

So, one more night in San Diego and we hope to rejoin the CUBAR group down in Ensenada tomorrow (October 31).

Brookings, OR

Miss Miranda at the Transient dock in Brookings.

We arrived in Brookings on Monday, October 7th, after a very easy ride down from Port Orford. We knew that we would be here for a few days, as the forecast was for gale conditions along the Northern CA and Southern Oregon coast. Our friends and Anacortes neighbors Stuart and Judy have a place down here, and as it happened, Judy was in town while we were here. She took good care of us during our brief shore leave.

Crossing the Bar

All of the ports along the Pacific coast of Washington and Oregon are at the mouths of rivers, and all have a “bar” to cross, which is a shallow zone where the river outflow meets the ocean. It can be quite hazarous to cross a bar when conditions are poor, and it is always recommended to cross as the tide is rising (towards the end of the flood). We timed our arrival for the beginning of the flood and approached Brookings with some apprehension… this was our first bar crossing. We did not have time to take any photos on the way in, but got this one looking back out when we arrived.

The bar at Brookings just after we arrived.

As you can see, the only hazard was all of the fishing boats trolling in the entrance channel as we were trying to come in. We went straight down the middle, and fortunately, the boats moved (barely) out of the way.

Maintenance and Mechanical Issues

When we arrived it was time to change the oil on the main engine. The oil change interval is every 250 hours, and the last time we changed was in Hoonah, AK this summer. This change should be good for the remainder of the run down to Mexico. We have a built in oil transfer pump, so it is a pretty easy job. The biggest issue is finding the used oil disposal facility, which is right over in the boatyard.

One of the nicer oil disposal facilities that we’ve seenn.

As we were doing a general mechanical inspection after the long run, we noticed that there was steering fluid leaking from one of the autopilot pumps. It is not obvious where the leak is coming from… the fittings and hoses are all completely dry.

The yellow color on the oil absorbent pad is steering fluid. Uh oh…

We cleaned up the area thoroughly and put down new pads. I cycled the pump a bunch of times to see if I could reproduce the leak, but no luck. I know the pump worked REALLY hard on the trip down, especially when we had big following seas. It turned out that it had leaked about a quart of steering fluid over the nearly 48 hours of continuous operation.

The astute reader will notice that there are two autopilot pumps in the photo above. We had a second, independent Autopilot system installed just in case of this type of problem. In consultation with the yard, we decided that on the next leg, we will run the primary autopilot until we can detect signs of leakage, and then switch to the backup autopilot. We also picked up another gallon of steering fluid in case more refills of the reservior were required.

Using the backup autopilot is fine… except that we have been experiencing problems with the new heading sensor (which tells the autopilot the direction the boat is moving in). We noticed that occassionally and unpredictably, the heading would be off by as much as 30 degrees. After more consultation with the yard, I discovered that the cause of this heading error was electrical interference from one of our DC circuits – the one that serves the lights in the master cabin. Turn that breaker off, and you can see the heading return to normal (in this case from 333 deg magnetic to 308 deg). Turn it back on, and the heading slowly increased back up to 333. Needless to say, this was not ideal placement of the heading sensor, but for now we will simply turn the breaker off while underway.

The Next Leg

It looks like a very good weather window is opening up starting on Friday. Our goal will be to move as far south as possible during that time. The major obstacles between here and sunny Southern California are the notorious Cape Mendocino, about 120 miles S of us, and then Point Conception, West of Santa Barbara. We are considering a straight shot from here to Santa Barbara, which is about 560 NM and about 3 days of 24/7 running. The other alternative would be to get to Monterey, which is about 375 NM and 2 days run. We will discuss with our weather router before we head out and then make an assessment along the way.

Communication at Sea

Looking at our cruising budget, a surprisingly big chunk of it is dedicated to communications. I wrote earlier this summer about internet connectivity in Alaska (https://mvmissmiranda.com/2019/07/30/cellular-data-and-connectivity/), and here I review our current inventory of communication tools (with a few comments from Gwen).

Internet/Cellular Data

We have several Cellular data providers, described below:

  • T-Mobile – OnePlus plan that when we started, claimed to provide unlimited data in the US, Canada and Mexico. Of course, since we signed up, they have placed constraints on the data, limiting the high speed data in Canada and Mexico, and we have heard, limited the amount of time that the service can be used in Mexico… likely not the 6-7 months we will be there. Reading the T-Mobile website, I see that they have revised their definition of “unlimited” data to be unlimited 2G data, rather than the unlimited High Speed data that was advertised when we signed up. And our cell phone carriers wonder why we hate them. Between our 3 lines and a couple of new phones, our bill is over $200/month.
  • Verizon – Unlimited pre-paid JetPack plan. This has actually worked well for us at our home in Anacortes. For $65/month we get unlimited data at pretty good speed on our Verizon Mifi device. This is our only internet service. It does not work at all in Canada and Mexico, and we learned this summer that it works only in Ketchikan and Juneau Alaska.
  • Google Project Fi- Probably the best plan for use internationally. Base rate is $20/month and then we get billed for data usage, topping out at an additional $60/month for up to 15 GB of high speed data. No problems in Canada, no problems (we’ve heard) in Mexico.

Satellite Data

Iridium GO!
  • Iridium GO! is essentially a wifi hotspot that connects to the Iridium satellites and transmits data at, wait for it, 2400 bps. I have to go WAY back to my early computer days to remember serial modems that were that slow. On the plus side, it was relatively inexpensive to buy, and allows for email, text messaging, calling via your existing phone, and weather data retrieval. We bought ours from PredictWind (described below) and have an unlimited data plan at cost of about $120/month. We did use it a lot in Alaska for texting with Miranda and some other cruiser friends. There were a few times in fjord areas with high stone walls where it didn’t work and also varied with the level of the tides in Alaska, but neither of those issues will exist in Mexico. Our phone number on the Iridium does start with 82, so if you get a mysterious call beginning with that it could be us, so answer it!
  • Garmin inReach is a similar, less capable device that rides on the same Iridium satellite network. It costs less than the GO! and data usage charges are about half that of the GO!, but we find the capabilities to be extremely limited – position tracking, which we like, and text messaging, which is barely adequate. It does, however, have an SOS capability, which we hope is a good safety feature. (Gwen did find many interesting stories on the Garmin website of real rescues that occurred for mariners using the Garmin SOS feature, although all were in US waters). The only reason we have it is that it is a CUBAR requirement for fleet communications. Data cost is about $65/month.
Garmin InReach.

Weather Tools

PredictWind Offshore with our route to San Francisco
  • PredictWind Offshore is the tool we use in conjunction with the Iridium GO!. It allows us to plot our route and download weather data (GRIBs) that covers the route. We can see forecasted conditions, get routing recommendations, and look at different departure time options. It takes care of connecting with the GO! and retrieving the data. I find PredictWind to be an OK tool, but it is far from a comprehensive weather planning tool. It does a fine job of retrieving and displaying the GRIBs, but has almost no capabilities for retrieving the many NOAA forecast and analysis products that I use to supplement the binary data. In the next section, I will describe my solution for retrieving these products. This is costing us $250 annually.

Email Tools

UUPlus… not the most modern, but very effective
  • There are several ways to use email to retrieve the NOAA forecast products. NOAA has an ftp email server that you send a request to, and it sends back text or graphical data for the specific product requested. There is also a service called Saildocs that does something similar. The issue is sending and receiving email over a satellite connection. The Iridium GO! comes with a very rudimentary email solution that only works on IOS devices. We used it this summer in Alaska, and found it to be completely inadequate for any serious use. In looking for a better solution, I discovered that there is a niche industry that supports long range cruisers by providing email services customized for low bandwith connections, first using SSB radio, and more recently, using satellite data connections. One that I have started using is called UUPlus, which basically sets up an email server on your local computer, connects to the Iridium GO! and sends highly compressed messages that are decompressed and forwarded on their servers on the other side. It has a handy feature of being able to fetch multiple NOAA weather products at predetermined times so you don’t have to sit there and wait for the very slow satellite transfer. I really like it… but it is extremely pricey at around $30/month. We are giving it a 3 month trial on the way down to Mexico. The primary use underway will be for weather data, but it will also be useful for email communications when we are away from cellular and/or wifi service (which I assume will be fairly regularly). We can also use email to make blog posts, which otherwise require pretty high bandwidth connections.

I am afraid to add up the total costs here, but you can see that it is a pretty significant chunk of our cruising budget. Part of that is that we have all of the underway data sources as additions to our existing land-based services (e.g., T-Mobile, Verizon). We also have a fair amount of redundancy (e.g., both Iridium GO! and Garmin InReach, multiple cellular providers).

We will evaluate the services we actually use after we have some time in Mexico and likely eliminate some. For example, I could see eliminating the InReach services as soon as we finish CUBAR. I would also consider eliminating the PredictWind subscription, and using the email-based weather retrieval services in conjunction with one of several free GRIB viewers. I don’t think we will do anything about our multiple cellular plans.

Cellular data and Connectivity

We are finding two challenges in staying connected while up here in Alaska. The first is obvious – in many places, there simply is no cell service. Completely understandable. The second is a bit more frustrating… we spend several hundred dollars a month on cellular data plans, and we continue to “run out” of data.
I’ve commented on this before, but am still irritated that we have “unlimited” data plans on both Verizon and T-mobile, but basically have no data from either – they simply don’t cover Alaska. Verizon has been available in Ketchikan and Juneau only, and T-mobile’s “unlimited” data is actually roaming on another plan which gets cut off at 200 Mb (about 5 minutes on our boat). We also have SIM cards for our boat’s cellular router with Google Project Fi and AT&T. Both have been very good, but we have burned through our allocation (15 and 18 Gb respectively).

The problem, I think, is the way our devices “see” the network. We have a combination WiFi/Cellular router on the boat, which creates a “boat” WiFi network that is connected to either an external WiFi network (rarely) or to a cellular network using a cellular modem and SIM card. Our devices, all 10+ of them including laptops, iPhones, iPads, Apple TV, etc, then connect to the boat WiFi network and “think” they have unlimited connectivity, happily chugging away, downloading, updating, etc. There are no provisions that I know of that allow control of WiFi data for IOS apps the way they can be controlled for cellular data usage. Our WiFi network software can show traffic and data consumed, but doesn’t have an easy way of identifying or controlling usage by device. I suppose I could configure the firewall to block ports associated with various data consuming services, but I haven’t investigated that just yet.

For now, we are limiting the connections to the boat WiFi network and waiting for the next Project Fi billing cycle for our next ration of data.

Update:

Back to Ketchikan and we finally have some Verizon connectivity. Last day in Alaska, off to Prince Rupert BC on Thursday August 1.

Now, that’s more like it!

Electrical System Repaired!

We got to Petersburg yesterday and got a list of service providers from the Harbor Master. This morning I called Mattingly Electric and by 9 AM Darby was on the boat. He cut off the bad ends of the old wires and managed to locate the proper breakers, grumbling a bit about the flimsy plastic box and how tight the fit was. Well, he got everything wired up and as he was pushing the whole assembly into the box, the case of one of the breakers cracked.

This would not do. He left and assembled a heavy duty metal box and mounted it on the generator sound shield, as shown below.

The new breaker box

Inside are non-marine, but much heavier duty, 50 Amp, 250 volt breakers.

Much more robust breakers.

This seems to me to be a much better solution. It is easy to access and replace the breaker, if necessary. We are running the generator right now and everything seems to be working normally (and nothing is burning).

We are actually on a maintenance roll today. I got Gwen a 29th Anniversary gift, which was just what was needed to clear the clog in the insinkerator unit that we use to dispose of food waste.

Happy Anniversary honey!

Finally, a surprising number of people have asked about the water pump issues. All resolved by installing the little Jabsco Par Max pump that was bought 9 years ago as a spare by the previous owner. Here’s a rule of thumb… if we aren’t griping about something, that means it’s OK (or we have bigger issues to worry about).

Now it’s time to explore Petersburg.

Electrical System – a scary failure

Yesterday we departed Stedman Cove for Cannery Cove. We often run our generator while underway, allowing us to run the water maker, charge up the batteries and do laundry. Today was no different… except that I noticed that the water maker stopped running. When Gwen went back to check, she noticed an acrid electrical smell. I went down to the engine room and saw no smoke, but then I noticed that we had lost one leg of our 240 V AC power from the generator. I quickly shut everything down and went to investigate. I suspected a problem with the main AC circuit breaker from the generator. Sure enough, it was tripped, and the box was hot… and looked like it had melted a bit. We decided to keep moving on to our destination and investigate further once we arrived.

When we got to Cannery Cove, I opened up the breaker box and found that one of the connectors to the breaker had burned right off – see the photo below. The breaker showed clear signs of overheating and the box had indeed melted on that side. Furthermore, the wire insulation (at least) had melted and essentially fused all of the wires together. We are DAMN lucky that we didn’t have an engine room fire.

The culprit was quite obviously a loose connection on the post that burned off. You can clearly see in the picture below that the screw holding the connector to the post is loose. Loose connection = high resistance = high temperature = electrical fire.

So, what to do? We are off to Petersburg today to see if we can buy or get shipped in a replacement circuit breaker. I did not have a spare for this breaker, nor do I have the connectors or crimping tool for this heavy gauge AC wiring. Lesson learned, both in terms of spare parts and tools.

Oh, by the way… it is our 29th wedding anniversary today. I did promise Gwen that we would spend it cruising, but forgot to add that the definition of cruising is repairing the boat in exotic locations.

Final Departure Preparations

Saturday, June 1. That is a date that we have been focused on, literally, for years. It is the day we take off for Alaska, but also the day that marks a transition for us to more of a cruising lifestyle. We semi-jokingly call it our gap year. And now that day is less than a week away.

Our countdown App.

The last month has been crazy busy. Since we picked up the boat at for Opening Day weekend at the beginning of May, we brought the boat back to Philbrooks (on Mother’s day), attended a two day hands on Diesel training class at Northern Lights in Seattle, picked the boat up and returned to Anacortes. This past weekend Gwen and Miranda took our dog McGee down to his retirement home with Gwen’s parents while I chipped away at a long list of tasks.

Boatyard final update (for this round)

We brought Miss Miranda back to Philbrooks after Opening Day to have the wing engine shaft re-installed and to have some issues that we encountered (see https://mvmissmiranda.com/2019/05/10/lessons-in-boat-patience-technical-stuff/) addressed. The wing engine shaft was a bit of a saga – it was pitted (with corrosion) and had to be replaced. It was sent to “the” person in BC that makes custom prop shafts back in April. Unfortunately, it was made improperly the first time around and had to be redone. It was shipped just in time to be re-installed before we were to leave for opening day, but the coupling was (temporarily) lost in transit. Now everything is back in place, and the wing engine works much better, and importantly, the dripless shaft seal (the original issue) is now actually dripless. I described most of the work we were having done in an earlier post(https://mvmissmiranda.com/2019/04/20/boatyard-update/). I view this visit to the yard as making sure that we were up to date on the required service on all of Miss Miranda’s key systems. We will be going back to the yard upon our return from Alaska for some additional work to prepare for cruising to Mexico.

Parts, tools, and supplies

We have gotten quite used to living in a world where almost anything we might want can be delivered to our doorstep in two days or less. The story will be different when we are underway, to some extent in Alaska, and from what we have heard, really different in Mexico (at least as far as boat parts go). So, we have been compiling lists of tools, spare parts, and supplies, benefitting from the knowledge of other cruising Nordhavn owners as well as what we have learned in various training classes.

A small sampling of supplies…

Of course, all of this stuff has to go somewhere. I spent the past weekend organizing storage space in the engine room and lazarette to hold all of this stuff, and have a pretty good inventory spreadsheet to keep track of it. I feel that we are well equipped to address most of the likely issues, and the trip to Alaska will be a good, long shakedown.

I just changed the oil on the main engine, but we will put enough hours on the engine (and the generator) this summer to require an oil change while up in Alaska. That means that we need to carry enough oil for at least one change (6.75 gallons for the main engine) and the means to collect the used oil – a couple of empty 5 gallon buckets. It’s no problem to carry enough for one complete change, but I’m not sure where we would fit enough for, say, two complete changes.

Dual Nav computers

Miss Miranda came with a computer-based chartplotter navigation system. Last year we replaced the aging tower computer with an Intel NUC and installed both Coastal Explorer and TimeZero plotting software. I wanted to have a second nav computer for redundancy, so over the winter installed some new navigation equipment that would make this possible:

  • First, the Rose Point Nemo gateway (https://www.rosepoint.com/nemo-gateway/) takes all the data from our navigation equipment and makes it available over an ethernet connection, which allows it to be shared with multiple computers. In our previous setup, each Nav data source (e.g., GPS, autopilot, depth sounder, wind instrument, AIS) had a separate cable that plugged into a USB port on a single PC.
  • Second, the Furuno digital radar (https://www.furuno.com/special/en/radar/drs4d-nxt/) also makes data available over an ethernet connection, and can be used with multiple computers running Nobeltec TimeZero.

I originally used a laptop for the second computer, and placed it on the port side of the pilot house… pretty much the only place it would fit. I liked having the ability to run a different plotter program and display different charts, but didn’t like having to look over my left shoulder to see the display. I recently bought a 12″ touchscreen monitor and repurposed an old Mac Mini to see how that would work. I am using a RAM mount to position the monitor in front of some unused space on the pilot house dash panel directly ahead, and so far, I like the way it is working out.

Two nav computers in the pilothouse. The small one on the left is the touch screen running Coastal Explorer, and the large one on the right is running TimeZero. The green on the right is the radar overlay.

My plan is to test this setup while we are cruising this summer, and mount everything more permanently if it works well. I will use the touchscreen monitor to run the routes (in Coastal Explorer) and will use the larger monitor to show the radar overlay in TimeZero.

This week is all about provisioning and getting ready to take off for two and half months. Saturday morning, we drop the lines and start the journey, ready or not!