The split fitting which connected the galley tap to the ship’s pressurised cold water supply click to enlarge‘We have a leak – a big leak,’ I shouted to Lin.
What the…?
I’d reached into the cabinet under the galley sink for a bottle of Fairy liquid (yes, I really was about to do the washing up) but all I felt was wet. A lot of very wet, wetness.
Quickly looking inside with a torch, there was the culprit (hiding behind the Fairy liquid). A brass fitting was dripping to the point of a constant flow as well as spraying a fine mist courtesy of Play d’eau’s 80psi pressurised cold water supply.
With the water pump isolated and the heads’ taps open to bleed the pressure, I began removing the cupboard contents. Plastic containers were brimming with water, rags were sodden and sponges were dripping. Puddles of water were seeping underneath the cupboard flooring.
How long had this been going on? What was the damage?
Exactly what had failed?
Having mopped up most of the water, I turned to the culprit. On removal, it was obvious. The smaller of the two threads to which the galley tap’s flexible hose connected, had split. Hence the dripping and hence the spray.
But what were the threads? The larger was obvious, but the smaller looked odd. Really odd. Not even our fount of all plumbing knowledge, Richard Poat, knew.
Herm Seaway to the rescue
Out with the old, in with the new click to enlarge‘Try Herm Seaway,’ said Richard. ‘They can make anything in metal.’
Showing the brass fitting to Colin, Herm Seaway’s machinist, it was the smaller thread which baffled him. ‘There’s little I’ve not seen over the years but I’ve never seen this before. It’s certainly non-standard.’ ‘But can you make one for me?’ I asked cautiously, almost dreading the answer.
‘It will have to be turned especially out of a block of brass, but yes, I can do it.’ ‘How long with it take?’ I queried, thinking we’d be without water in the galley for days and days. ‘Erm, well, let me see. About an hour.’ Really? Wow.
I’d only just turned into the marina when my phone rang. ‘It’s ready, when can you collect it?’
Is that service, or is that service? Astonishing.
Clean and dry and working
Having cleaned the mess, checked for damage (there wasn’t any) and blow dried everything using a really powerful fan to reach the parts arms and rags cannot reach, Richard installed the new fitting. It had been made to perfection.
With the water pump fired up, pressure built. Was it leaking? Any signs of water?
No, all bone dry. Thank you Colin of Herm Seaway and Richard (plumber supremo).
Piers
with head under the galley sink Play d’eau
Fleming 55
Play d’eau follows the bright star… (photo courtesy Kim Hollamby) click to enlarge
Happy Christmas, everyone!
May we immediately assure everyone that our radio silence for the last two years has not been because we’ve finally navigated to the great marina in the sky.
No. With considerable quantities of fuel left in life’s tanks, we’ve loved many months in the magnificent country of South Africa, spent time with family and dear friends, cruised the west coast of France (again), remedied some difficult faults on Play d’eau, and, and, and….
I mean, they say that when you retire you become more busy than ever and we can attest this to be absolutely true.
Now it’s Christmas 2017
So after such a long period of silence, the keys of my new laptop have started clattering away as I renew friendship with our website. Hence, we take this opportunity to trust you will all have a magnificent Christmas and an exciting New Year.
The Reason for the Season
As we know, the reason for the season is Jesus. Hallelujah indeed!
2018
Whilst we contemplate 2018 and make plans, one of our New Year’s resolutions is to keep the website up to date. So we thank you for your patience and ask you to keep a listening watch on this channel.
On a personal note
Whilst thinking of the reason for the season, Lin and I especially thank Him for the recent miraculous healing of a dear friend of ours. And we mean miraculous. Reality is reality.
Happy Christmas!
Piers
from the Pilot House of Play d’eau
Fleming 55
Queen’s Award for Enterpriseclick to enlargeDouble First Ltd winning the prestigious Queen’s Award for Enterprise has provoked me to write a post after seven months of posting silence for which, I admit, I have no excuses.
As the founder of Double First Ltd many years ago, I can’t tell you how proud I am of the staff’s achievement to have produced Engage, a School Management Information Software (MIS) which is respected worldwide by leading fee-paying schools.
How did it all start?
I’d been to see my neice in Bahrain in 2008 who was teaching at the 2,200 pupil St Christopher’s School. Whilst there, she took me see the school and during the tour I was introduced to the Principal, Ed Goodwin OBE. Having been asked what I did I was asked to come back and talk about our Engage software with the school’s IT Manager and Database Manager.
And that’s where it started. In St Christopher’s conference room, where for a number of days we unravelled why their five previous softwares had all failed and what needed to be developed for Engage to adopted.
Three stage plan
We agreed a three stage plan:
Stage 1 defined the capability that had to be available on the launch day
Stage 2 had to be achieved within 6 months, thereafter
Stage 3 was to be developed ‘at some time in the reasonable future’
Exporting
Barry Anns, CEO Double First Ltdclick to enlargeSounds simple?
Well, little did we know what would be involved in exporting. Quite apart from the many financial implications, each country had its own specific requirements whether in producing government reports, using multiple languages and differing curricula and marksheets to name but a few.
And finally, but most importantly, how to support countries world-wide. In the years since 2008, all has been achieved.
Enter Barry Anns
Having retired in 2013, I left Double First Ltd in the very capable hands of Barry Anns, CEO, to whom I must extend my thanks and congratulations for guiding Double First Ltd so well and in such a focussed manner. With the skill of Paul Rastall (CTO), both Barry and Paul have enabled the staff to produce our world class Engage software which has won the prestigious and coveted Queen’s Award for Enterprise.
For the full report ion the achievement, read here.
The gearbox was separated from the engine click to enlargeWanting to jump straight onto the gearbox technical issues quickly, I called TwinDisc’s UK distributors, The MIT Group on Monday and explained the oil spill from the flywheel housing.
‘We’ll fly in first thing on Thursday and take the late Friday evening flight back to Gatwick,’ said Service Manager, Paul Masey. What service. What a star.
Thursday morning
0935 – Having collected MIT’s TwinDisc gearbox specialist, Gary Downes, and his two large suitcases of tools and spares from Guernsey’s International airport, he was keen to learn every detail of the problem as we drove along the coast road.
On Play d’eau, he donned white overalls. ‘White?’ I commented. ‘Yes, white for leisure and blue for commercial.’ Impressive.
Having made a plan, Gary removed the stabiliser oil pump, the Reverso oil pump-out unit, the gearbox selector and stabiliser sensor, installed bespoke engine brackets to lift the rear to the engine ready for the removal of the gearbox, removed the engine air intake filter, the Aquadrive coupling, moved various wiring looms and pipes, and finally the flywheel housing bolts.
With wooden chocks to support the weight, Gary gently slid the heavy gearbox backwards along the main engine bearers.
Thursday afternoon
Lin had created a lovely ham salad for lunch, and with coffee (tea for Lin) Gary was revitalised. Back in the engine room, he examined the engine’s flywheel and gearbox interface.
‘We’ll change the gearbox transmission input shaft oil seal, clean the input shaft bearing adjustment shims, the SAE adapter housing and oil seal carrier bolts, and clean everything, thoroughly.’
With his head almost disappearing into in the flywheel housing, he added, ‘And whilst we’re about it, I’ll clean the magnetic tachometer sensor. It’s collected some debris possibly from when the starter motor meshes with the flywheel.’
With a final clean up, we called it a day.
M & G Marine Engineers
Gary checked the shims click to enlargeOne point I must add is that the bespoke engine brackets needed additional drilling and tapping. For this, I called M & G. ‘Bring them down, Piers. We’ll do the work immediately and bring them back to the boat for you,’ said Andy Richmond.
Again, what service. So helpful. Perfect.
Friday morning
0730 – Collected Gary from the Peninsula Hotel. In fresh brilliant white overalls (actually, inside out to hide yesterday’s dirt) Gary inspected his work.
‘Good. No further oil’s appeared which might have been hiding behind the engine flywheel.’
With another clean of every surface, Gary planned the re-installation. Step by step, everything was re-assembled ensuring the engine remained aligned on its Aquadrive mounting brackets.
Ready to start, I activated the Starboard Engine circuit breaker, turned the ignition key – and stopped. No engine instruments apart form the engine water temperature gauge running to maximum.
Even with double checking of every cable we’d moved, touched, looked at or even thought of, the problem remained.
Friday afternoon & Operation Wiggle
Our cloud of despondency was interrupted by Lin calling, ‘Scramble eggs on toast is ready.’ Somewhat dispirited, Gary and I surfaced from the engine room and ate lunch whilst wracking our brains.
‘What if you wiggle every cable you’ve moved whilst I monitor the engine instruments and we’ll see if anything happens?’ I suggested.
Back in the Pilot House, I stared at the dead instruments. ‘Ready,’ I shouted. ‘Commencing Operation Wiggle,’ came the cheery reply.
Nothing. Nothing at all. Until suddenly the gauges went crazy. ‘That’s it,’ I yelled, jumping down into the engine room. ‘What were you touching?’ ‘This,’ said Gary, pointing to a large conduit of cables.
Removing the plastic trunking some twenty or more cables came to view. Many had inline crimped yellow connectors. ‘Once more,’ I said, ‘cable by cable.’
We repeated the process. ‘That’s it!’ I shouted again. ‘Gotcha,’ shouted Gary, triumphantly.With the shaft seal replaced and seal plate cleaned, Gary was ready to re-assemble click to enlargeIt was a simple fault. When the cable was originally installed, it needed extending. A connector had been crimped to one end correctly but when it came to the other the cable has not been properly inserted so had not been properly crimped. It was only touching and not secure. Most unlike Fleming.
Job done
Having repaired the cable the instruments were all fine. Yes! Even with further wiggling.
Starting the engine, Gary began extensive checks. Good so far. Now forward gear. Now reverse gear. Now high rpm. All OK. Gary’s checks revealed no further leaks.
‘We still need to run a sea-trial at high speed,’ said Gary, but with the tide out and unable to leave the marina, we agreed it was best not to try high speed manoeuvring around the pontoons.
What can one say?
Although far too early for Gary’s 1800 flight to Gatwick, we needed to leave early to see if he could jump on an earlier flight. Fog had been delaying flights all day.
At the airport what could one say? ‘Thank you’ seemed inadequate. Gary had worked tirelessly, willingly, carefully, and so professionally – and in white overalls.
‘Let me know how she runs,’ he said. ‘I will,’ I responded, as Gary disappeared into the terminal trailing his two large suitcases.
Two technical issues resolved in one go. Gearbox leak and tacho readings. Sorted.
Right, onto the next technical issue.
Piers
from the engine room of Play d’eau
Fleming 55
(click on the photos below to enlarge, and use the left/right arrows)
The gearbox oil leak throws oil out of the flywheel housing click to enlargePlay d’eau has been brilliant and had very few engineering problems over the years. Maybe it’s a sign of her age (she’s 13 now), but we’ve had a few coming to the surface, recently.
Technical Log
So here’s a list of issues from our Tech Log which remain outstanding, together with ones we solved during the holiday.
Stabilisers, port fin – RESOLVED
The stabiliser ram seal and actuator plate seal both failed. Brian George of Golden Arrow drove from the UK to La Rochelle and corrected the faults.
Gearbox, starboard engine – NOT RESOLVED
Gearbox oil started to weep past the shaft seal into the flywheel housing and be thrown out of an inspection hole in 2014.
MDS Marine of Hamble replaced the shaft seal in late 2014, but the issue reappeared soon thereafter and again during this holiday. Oil appears to be thrown when operating above approx 1300 rpm (WOT = 2,600 rpm).
An associated problem is the tacho sensor, located within the flywheel housing, which has had gearbox oil thrown on it causing it to display erroneous readings at low rpm. It needs cleaning after the seal has been replaced.
Since MDS cannot attend for some time, an engineer from MIT Group, the main UK TwinDisc gearbox distributors, will fly to Play d’eau this coming Thursday and Friday to effect repairs. I will report in more detail later.
Alternators – NOT RESOLVED
Given unusual starboard engine instrument readings including low voltage whilst underway, action to investigate and correct will be,
having not be touched for 13 years, both will be rebuilt
having been installed in April 2006, all will be replaced
Note that the battery charger (new Mastervolt in 2013) checks OK.
Electronics – NOT RESOLVED
Ever since the new electronics were installed, we’ve suffered endless problems with the Furuno SC50 Satellite Compass and various NMEA sentences either failing to be sent or received.
Robin of RES Electronics (Guernsey) has been a great help in:
Replacing all three failed aerials in the satellite compass (warranty claim)
Changing some of the wiring where it was incorrect
Changing an NMEA converter to a high speed version
The remaining issues are,
‘Heading missing’ on the Furuno NN3D when configured to the Satellite Compass for the heading source. Average 2 warnings per cruise leg
‘Heading missing’ on the Furuno NN3D when confiugred to the Furuno PG500 fluxgate compass for the heading source. Average 1 warning per every other cruise leg
‘Aborting’ and ‘Output Error’ warnings on the Furuno SC50 satellite compass. No 3 GPS aerial fails at least once a week. Is the satellite compass ever going to work reliably?
Navtex fails to read incoming messages when we continued south on holiday, but jumped back into action when north of Camaret
There has been an additional fault with the AC Services panel:
Starboard bus, shore power selected, current indicator gives wild readings for many minutes before it settles down. This may be a faulty sensor coil
Robin will attend to the above later in the year after the work on the alternators and batteries has been concluded, as above.
Salt water pump – NOT RESOLVED
The Headhunter XRS-124 that provides salt water around the boat has failed. Replacement on order.
Air Conditioning – NOT RESOLVED
The ‘pump trigger circuit board’ which controls water pump activation for air conditioning in the master cabin has failed. Replacement on order.
Captain Lin drove Play d’eau out of the marina and onto Beaucette click to enlargeDrat!
Given a recurring gearbox problem and deteriorating weather forecasts, we made the decision to forgo our two week ‘jolly’ along the north Brittany coast and return straight to Beaucette.
After a bright, sunny day-off with a lovely walk into Roscoff to the supermarché for essentials of cider and local onions, we made ready to leave.
Clear skies with a light W’ly zephyr and little forecast swell encouraged us to set sail (set motors?) on the last leg of our holiday.
The planning
It was a neap tide and given the time of high water at Beaucette, our planning showed we should leave at 0730.
The route would take us across the bay to squeeze between the mainland and Les Sept Îles before the 47nm leg direct to St Martin’s Point on the SE of Guernsey before heading north to Beaucette.
En route
A Mach 2 fly-past click to enlargeThe passage was really lovely; enjoyable, peaceful and uneventful. A joy.
Mind you, the first two hours were spent dodging concentrations of lobster pots and their trailing markers seemingly laid out specifically to trap Play d’eau.
These traps were augmented by clutches of keen fishermen bobbing around in their small Merry Fisher boats, appearing to block our homeward path.
Highlight
Suddenly, Lin shouted, ‘Look, quick, dolphins, port side.’
For ten minutes, a large pod of dolphin played and competed like Russian dancers in Play d’eau’s wakes as if they were performing a last farewell spectacular especially for us. We could almost hear them saying, ‘Look what we can do!’ before rushing off to jump and splosh on another wave.
It was a heart stopping, captivating moment of wonderment. We’ve tried but can’t find words sufficient to describe ‘rapturous’ so we’ll let the photos paint the story instead.
Arriving back in Beaucette was lovely. With greetings and hugs, we were made to feel so welcome again.Au revoir, la belle France. À la prochaine. click to enlargeA perfect way to end a great holiday.
Date: 9 August 2015
Departed Roscoff: 0731
Arrived Beaucette: 1645
Pinchpoint: Entry over the sill into Beaucette
Longest leg: 47.3nm
Time en route: 9hr 44min
Planned distance: 78nm
Tech issues: None.
Piers and Lin
from the Pilot House of Play d’eau
Fleming 55
(click on the photos below to enlarge, and use the left/right arrows)
Another spectacular sunrise light show click to enlargeEven though we’d had a somewhat tiresome passage yesterday, it had been unexpectedly rewarded by the second best dinner we’ve had whilst on holiday this year.
If ever there’s a reason to visit Camaret, it’s the Restaurant of the small Hotel Vauban.
Although tired, we felt back on form.
Go or no go?
With the morning’s forecast and actuals to hand, we plotted our next move over an early morning coffee (tea for Lin).
All looked good apart from a tight frontal system swirling around the peninsula, yet being so tight it was unlikely to present strong winds apart from isolated downdraughts and showers, maybe heavy, from any lurking cumulus cloud.
We made the decision to go.
Black skies
Against the black clouds, the sunlight was breathtaking click to enlargeAs dawn approached, the sky to the east was clear apart from a narrow roll of cloud just above the distant horizon. In comparison, the fronts had covered the sky to the west with thick, black ominous cloud.
As the sun rose she found a small letterbox gap between the land and the cloud through which she beamed, creating rainbows and a glorious show of bright light.
With an ETD of 0900, we prepared for departure and cast off after a breakfast of French Bread (eggy bread fried in bacon fat – yummy) and coffee (tea for Lin).
Thankfully, yesterday’s swell had completely disappeared. Had it been scared off by Play d’eau’s wrath? The land protected us from an easterly force 3 wind and the transit through the Chenal du Four was yet again, placid.
L’Aber Wrac’h or…?
Nearing the turn towards l’Aber Wrac’h we wondered if we should continue straight to Roscoff. The seas were comfortable, the wind had dropped to a light southerly force 2 and the sun had chased the cloud away. What could be better?
We did.
Nearing Roscoff
Yacht Meander en route to Ushant as we passed l’Aber Wrac’h click to enlargeNearing Roscoff, the narrow channel between the Île de Batz and the mainland can look narrow and daunting with short changes of heading to avoid the many rocky outcrops. But provided you have understood the transits it’s really straight forward and good fun.
The many ferries and trawlers which use this channel are helpful and help by making way.
Calling Bloscon marina on channel 09, we were met at the entrance and guided to the hammerhead of pontoon A.
Date: 7 August 2015
Departed Camaret: 0903
Arrived Roscoff: 1725
Pinchpoint: Chenal du Four
Longest leg: 16.2nm
Time en route: 8hr 20min
Planned distance: 61.8nm
Tech issues: None.
Piers and Lin
from the Pilot House of Play d’eau
Fleming 55
(click on the photos below to enlarge, and use the left/right arrows)
The day we left, the dawn sun was glowing through the milky cloud click to enlargePlease excuse the lack of photos in this posting – read on and you’ll see why.
We’ve never, ever been in such threatening seas.
Leaving Sainte Marine under a grey and cloudy sky, we headed south with a calm wind onto a flat sea, amongst many yachts. Soon we were heading into a slow, smooth swell which I have to say was rather enjoyable, even soothing.
‘The remnant of yesterday’s swell,’ I said knowingly to Lin.
Before I continue with the story, please excuse the lack of photos. The seas made it almost impossible to take any.
Penmarc’h Peninsula
Turning west to start the long passage around the Penmarc’h Peninsula we were joined by two 14m Dutch yachts out of Port Loctudy, forming a 7½kts cruise in company.
As the swell slowly increased, Lin retired to the saloon to take a Kwell and lie down. Having been in worse conditions around Start Point and Le Cap de la Hague, I was happy to continue. The positive was that the wind remained calm.
At least we had two yachts keeping Play d’eau company for encouragement.
When to abort?
As we were leaving, Yacht Popoff came in. Great name… click to enlargeAfter an hour our companion yachts were half disappearing in the troughs and I was at the point of making the decision to abort and return to Sainte Marine. The swell was now a fairly steep 4 metres.
The issue, though, was how to turn around? Crest to crest was far less than my turning circle and I certainly didn’t want to present Play d’eau broadside to this swell during a turn.
I tussled in my mind. Can it really get much worse? The wind was still calm and the yachts were still with us.
Turning NW
Reaching the westerly point of the Peninsula, the swell was at its worst. By now the yachts and their masts were disappearing in the troughs leaving only their VHF antennas visible. Quite a sight to behold. But I’d be telling an untruth if I said I was enjoying it.
Heading north west for the Raz de Sein, the first encouraging sign was the cloud clearing and the sun coming out. The second encouraging sign was the wind staying calm. The third encouraging sign was that the swell slowly, very slowly, starting to subside.
It took two hours before the swell had settled back to its initial gentle, acceptable rhythm and with no wind, the sea was quite glassy yet at times it looked as though it would shiver and come out in goose bumps. A strange sight.Play d’eau motored out of Sainte Marine amongst a procession of departing yachts click to enlargeLater, Lin told me that when she’d woken, she’d looked out of the saloon windows, seen the sea towering above her at which point she decided denial was the best reality, closed her eyes and went back to sleep.
We mused whether a Kwell thrown into the sea would help have settled it. Maybe not.
Raz de Sein
The plan had been to enter the Raz at slack. Annoyingly, the tide turned some 30 minutes before the Admiralty tide tables and pilot books stated. More lumpy seas? Pah! Used to them now.
Ten yachts and Play d’eau converged on the Raz, yet I have to say that the transit itself was a bit of a non-event.
(Note to self: Remember the 30 minute tidal error error for next time)
Last leg
It took two hours to cross the Baie de Morgat before we arrived in Camaret where we took the last parking slot. We were both somewhat weary.
Two trip highlights
During the last four hours, four separate pods of dolphins came to play with Play d’eau. A wonder to behold and a thankful distraction.
A sunfish with its fin flopping side to side in the air, passed just a few feet away from us. It rolled slightly on its side so we could see eye to eye almost as though it wanted to say something.
Dinner out
The final highlight was dinner. Being so tired, we walked to the nearby Restaurant of the small Hotel Vauban where we ordered large pressions whilst looking at the short menu. Piers chose Melon Soup followed by Mackerel whilst Lin chose baked camembert with honey followed by moules.
Every moment spent waiting to be served was worth it. Each of the dishes was inspired, unexpected and obviously cooked fresh. This chef loves cooking!
A great way to end an ‘interesting’ day’s cruising.
Met data
Sainte Marine: Calm, cloudy, good.
Forecast sea state: Calm, with a slight swell.
Reality: An horendous swell.
Camaret: Calm, clear, good
Nav data
Times are FST.
Date: 6 August 2015
Departed Sainte Marina: 1005
Arrived Camaret: 1720
Pinchpoint: Raz de Sein
Longest leg: 22.3nm
Time en route: 7hr 15min
Planned distance: 57.1nm
Tech issues: None.
Piers and Lin
from the Pilot House of Play d’eau
Fleming 55
An aerial pic showing the entrance to Lorient is guarded by the Citadel click to enlargeThe forecast knew it, we knew it, and it was – lumpy.
But well worth it to reach Sainte Marine from which we can judge the attack on the Finistère Peninsula. Camaret, L’Aber Wrac’h and Roscoff, here we come.
Time off
We’ve always liked Port Louis. It’s a small, ancient town built to defend the entrance to Lorient’s inland sea. The marina is really well protected and has had a complete make-over during the last few years.
More of this when I publish a separate report on Port Louis marina.
Our neighbour was a lovely 1976 Nicolson 39 ketch, a twin masted, beautifully built yacht, called Galloper. We had a great evening with its owners, Dave and Lorna, before we each went our own way to eat out, only to find we were booked into the same Crèperie!
Au revoir Port Louis
The forecast was a SE4 with a southerly 1½m swell thrown up by a depression swirling around in the Atlantic. Well, the wind would be behind us and the swell shouldn’t be too much of a problem.
With Piers on warps, Lin took Play ‘deau off her berth soon after sunrise. Exiting the narrow entrance Play d’eau came face to face with two commercial ships, one large trawler, a high speed Pilot boat, a yacht and a tug. Pah! Nothing to Skipper Lin.
En route
We had a great evening with Dave and Lorna of yacht Galloper click to enlargeThe forecast was spot on although the swell was more from the SW than the S, and at times was parallel to us, making the stabilisers work overtime although the ride wasn’t the comfiest we’d ever had.
The wind stayed pretty constant, hovering between a SE4 and SE5. The swell was as forecast with the added attraction (is that the right word?) of some wave slop on top.
Coast Guard
‘Play d’eau, Play d’eau, ici Cross Étel, à vous.’
Was that for us or was there another Play d’eau around? I waited, ready to growl if ‘another Play d’eau’ dared respond. None did. ‘Cross Étel,’ I answered trying to sound authoritative. ‘Ici Play d’eau.’
A stream of French followed. The only part I understood was, ‘…à vous.’ ‘Pardon,’ I said, ‘Je suis Anglais. Je ne comprend pas.’ ‘Play d’eau, this is Cross Étel. Mr Duhait wants you to know he will greet you in Sainte Marine this afternoon.’
That’s the second time Alain’s managed to persuade the Coast Guard to call me! How does he do it? Maybe it’s a member of his Jazz Band?
Sainte Marine
Casting off at 0700, we exited the marina and passed the Lorient waterbus as the sun was rising click to enlargeEntering the channel into the River Odet, Sainte Marine is on the east side with Benodet on the west.
The tide was in a full 4kt ebb creating significant standing waves in the narrow ½nm long channel. Dodging between tacking yachts, capsized windsurfers, small capsized catamarans, large catamarans seemingly taking up the rest of the channel, the lifeboat (no-one wearing lifejackets) that squeezed between us and small yacht, not to mention the exposed rocks in the middle of the channel, Play d’eau motored sedately, elegantly and gloriously between them all to be met by the Harbour Master and escorted to her berth.
When next?
When is the question, not where. We will either make for Camaret tomorrow (Thursday) or the next day, depending on how muich the swell dies down and the wind become favourable for the passage through the Ra de Sein.
Watch this space….
Met data
Trawlers take no prisoners – speed and wake come second to selling their catch click to enlargeLorient: SE4, clear, good.
Sea state: 1½m south westerly swell, at times SE5
Sainte Marine: SE4, cloudy, good
Nav data
Times are FST.
Date: 5 August 2015
Departed Lorient: 0700
Arrived Sainte Marine: 1155
Pinchpoint: The tidal flow when entering Sainte Marine
Longest leg: 17nm
Time en route: 4hr 55min
Planned distance: 61.6nm
Tech issues: None.
Piers and Lin
from the Pilot House of Play d’eau
Fleming 55
(click on the photos below to enlarge, and use the left/right arrows)
The July 2015 blue moon taken at 0530 click to enlargeHaving had a dinner of Lin’s luscious mince (heavy on the onions, mushrooms and thick, shiny gravy) accompanied with sweet corn and peas and followed by cantaloupe melon with a touch of framboise liqueur and lime juice, we fell into bed soon after 8pm.
I was up at 0500.
Northwards Ho!
The forecast had come good. A final weather check showed that if we transited the west side of the Quiberon Peninsula at noon, the wind would be at slack. What could be better, given the westerly swell there can heap over the shallows.
That meant an ETD of 0800.
Goodbye Pornichet
Spot on 0800, with a coffee in my hand to look ultra-cool to onlookers, we slipped warps and motored out of the marina’s S-bend entrance, built to protect westerly swells from entering and disturbing the peace.
Heading west, the brisk easterly 15kt wind was directly behind us. Given we were on a falling tide, the ride was flat and stable. Lovely for a crisp morning departure.
En route
To complement the blue moon, the effect of the sunrise was also spectacular click to enlargeThe passage turned out to be somewhat uneventful. No-one tried to crash into Play d’eau; no-one even threatened us. In fact, it was quite boring with no-one to grumble at about COLREGS to make us feel holier than thou.
As you know, we’d originally planned to anchor off the east coast of the Île d’Houat in of its idyllic sandy bays on our return journey. Sadly, the weather disrupted this idea.
Passing to the west of the island showed us two more glorious and protected bays. Seeing this showed us that whatever the direction the wind was blowing, a night at anchor was possible somewhere around the lovely island.
True to plan, as we approached the Quiberon Peninsula, the tide was slack and the wind had died off. The rest of the journey was on a flat, almost glassy sea with no wind.
Port Louis
Having approached Lorient via the eastern channel, we entered and turned to starboard for Port Louis where we were met by the Harbour Master in his new orange RIB, sporting matching orange framed sunglasses – cool.
We were led to the hammerhead of Pontoon B. Another lovely mooring.
Given the weather forecast and our timing, we’ll probably stay here until Wednesday when we’ll head for Sainte-Marine to explore the River Odet before leaving for Camaret on the 8th August. All to the revised plan.
Met data
Pornichet’s entrance is an S-bend to keep unwanted westerley swells at bay click to enlargePornichet: NW4, clear at 0500, becoming cloudy by 0800, good
Sea state: 1½m steep westerly swell becoming smooth
Lorient: Clear skies, NW1
Nav data
Times are FST.
Date: 1 August 2015
Departed Pornichet: 0800
Arrived Port Louis: 1432
Pinchpoint: Quiberon Peninsula
Longest leg: 21.7nm
Time en route: 7hr 25min
Planned distance: 61.6nm
Tech issues: Having been saying nil, there was nothing new on this sector. But we have a list of seven items that need engineering attention on return to Beaucette.
Piers and Lin
from the Pilot House of Play d’eau
Fleming 55
(click on the photos below to enlarge, and use the left/right arrows)
