Current Position: 10 35.560’S 142.14.585’E; Local Timezone: UTC+20 SOG: 0 kt COG: N/A; TWS: 11 kt; TWD: 84; Distance to Waypoint (Thursday Island): At anchor; Total Miles Sailed: 8820 nm; Engine Hours: 193; Estimate Fuel: 60+14+35;
Comments: I have noticed that the strap that holds the head of the mainsail to its slug has worn through. What was a double strap is now a single strap. I need to repair it before leaving TI. I have been thinking about the fuel injectors. They are of course not very old and have less than 200h in them, so they don’t need to be replaced, but rather just cleaned. I have been reading how to do that. I have been studying the relationships between the tides and currents in the area. In general, low to high is associated with westerly currents (water flowing from the Coral Sea to the Arafura Sea), whereas high to low is associated with an easterly flow of water. However, exactly when the tides change direction and how fast the current will be depends on the difference between tide heights. In other words, a particularly low tide followed by a particularly high tide with eventually result in a faster current. The timing is also affected by the time difference between the tidal changes and the relative difference in the tides. Consequently, the timing is complicated and I have found it to be difficult to predict. For example, a difference of 3.8’ was observed between the 6:30 low and 12:07 high tide today, and the tide change directions from E to W at 7:00 (0.5 after) and W to E at 14:00 (2h after). Whereas, the difference between the 17:31 low and 23:43 high is 7.6’ (twice as much), and the tide change directions by E to W at 21:00 (3.5h after) and W to E at 2:00 (2h after). I took the dinghy from Horn to Thursday and met with the biosafety officer to complete our business, then ai did some laundry and returned to the boat. The trip in the dinghy to Horn was a lot rougher. I jury-rigged a way to transfer the fuel from the day tank to the main tank. There was just enough room, suggesting my record keeping of fuel Consumption was fairly accurate. I drained the fuel from the engine and replaced the oil filter. The oil filter had evidence of corrosion. I replaced it in Tahiti, albeit with a cheap knockoff. Nonetheless, this suggests saltwater can in contact with it. I filled the day tank with 15 gallons of fuel from Jerry cans filtered with a Baja filter. After bleeding the fuel lines, the engine started. It ran rough initially and spewed white smoke before settling down. There seems to be less smoke. I ran the engine for about 30m with the clean fuel. I will replace the oil and oil filter tomorrow. I called Nautical Supplies in Darwin today. They are going to investigate the availability of a half dozen items for me. I have also exchanged e-mails with the Northern Territory ABF/Biosecurity. I will need to go through secondary inspection there at the Cullen Bay Pontoon, which is located one bay S of where I will anchor at Fannie Bay.
Comments: I have noticed that the strap that holds the head of the mainsail to its slug has worn through. What was a double strap is now a single strap. I need to repair it before leaving TI. I have been thinking about the fuel injectors. They are of course not very old and have less than 200h in them, so they don’t need to be replaced, but rather just cleaned. I have been reading how to do that. I have been studying the relationships between the tides and currents in the area. In general, low to high is associated with westerly currents (water flowing from the Coral Sea to the Arafura Sea), whereas high to low is associated with an easterly flow of water. However, exactly when the tides change direction and how fast the current will be depends on the difference between tide heights. In other words, a particularly low tide followed by a particularly high tide with eventually result in a faster current. The timing is also affected by the time difference between the tidal changes and the relative difference in the tides. Consequently, the timing is complicated and I have found it to be difficult to predict. For example, a difference of 3.8’ was observed between the 6:30 low and 12:07 high tide today, and the tide change directions from E to W at 7:00 (0.5 after) and W to E at 14:00 (2h after). Whereas, the difference between the 17:31 low and 23:43 high is 7.6’ (twice as much), and the tide change directions by E to W at 21:00 (3.5h after) and W to E at 2:00 (2h after). I took the dinghy from Horn to Thursday and met with the biosafety officer to complete our business, then ai did some laundry and returned to the boat. The trip in the dinghy to Horn was a lot rougher. I jury-rigged a way to transfer the fuel from the day tank to the main tank. There was just enough room, suggesting my record keeping of fuel Consumption was fairly accurate. I drained the fuel from the engine and replaced the oil filter. The oil filter had evidence of corrosion. I replaced it in Tahiti, albeit with a cheap knockoff. Nonetheless, this suggests saltwater can in contact with it. I filled the day tank with 15 gallons of fuel from Jerry cans filtered with a Baja filter. After bleeding the fuel lines, the engine started. It ran rough initially and spewed white smoke before settling down. There seems to be less smoke. I ran the engine for about 30m with the clean fuel. I will replace the oil and oil filter tomorrow. I called Nautical Supplies in Darwin today. They are going to investigate the availability of a half dozen items for me. I have also exchanged e-mails with the Northern Territory ABF/Biosecurity. I will need to go through secondary inspection there at the Cullen Bay Pontoon, which is located one bay S of where I will anchor at Fannie Bay.