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We spent a long day today in 41-degree bright Mediterranean sunshine rearranging our solar arrays. Let me start here with a statement earned from direct experience: Any marketing guru who waxes lyrical about the advantages of Solar and self-sufficiency should retire ( that's the mild version ). Given modern living habits, you can only expect Solar to be a partial power provider. So, how did we become aware of this? Niaieve me installed a 6kW solar array; by most standards, that is huge. Reviewing the performance showed we generated 1.0kW for 6 hours a day or thereabouts. There was a lot of messing around later, and it's 1.4kW, but it still needs to be more. Vanguard can use 5kWh all day unless we look at more economical operating options. So, investigate the shading of the solar panels; it is the biggest target but also one of many. Two things happen. We realize that "unshaded" panels have been linked with commonly "shaded panels." This renders both useless. Secondly, two smaller arrays often do not attain the "firing" voltage for the MPPT controllers (25Voc). That also renders them useless; they may look impressive but need help to do something. We then spent several days mapping the movement of shadows across the panels. While it's not an exact science, given Vanguard's stationary position, it's a good starting point in a world of infinite possibilities. Our goal was to group panels that behave similarly. Those that shaded in the morning were linked, as were those that shaded at noon and in the afternoon when the sun was on the other side. We made sure to avoid connecting a 'good' panel with a 'suspect' one, so to speak. I'd refer to the plan below. It is color-coded, so the linked panels are similar in color. We must link two in series, as the Victron MPPT charge controllers have a starting voltage of 25Voc, and a single 160W panel has a Voc of 19.5 (too low to fire the MPPT). So, two are linked in series, and the series arrays are connected in parallel. Some smaller panels get a different treatment, but that's an unnecessary complication for this story. After all this, we woke up to another scorcher of a day in the eastern Mediterranean. Fully charged house batteries kill the solar charge current, so we turned off the shore power and started draining them with our air-cooling loads. You can see this as the blue line in the graph below. We checked the MPPT and confirmed all panel groups reached the firing voltage of >25 Voc. Shadows were still playing havoc as the sun rose in the sky and began its celestial circle. Vanguard is moored as effectively stationary. You can see that as the Voc collapses, the panels become shaded. Two groups are shown below. The Left is affected by shadow mid-day, and the right is mainly unshaded. At first, there did not appear to be much of a difference, but as the day wore on, it became apparent we had improved performance by around 20%. Not bad for shifting some wires. From the nearest equivalent day of 8.8kWh total to today's 10.45kWh (I added 250W for the late start in killing the shore power). There was no increase in panel efficiency; the maximum still hovered around 1.2/1.4kW, but we did see an increase in the duration of this production with a steeper rise and fall at the end of the day. Our next exercise is to try to lift the efficiency. My suspicion is we have something in there that is self-limiting. I'm still trying to figure out what, but don't confuse me with someone who knows much about solar. That work will have to wait until we get to Palma. Due to depart Turkey on Wednesday 25th. Regards to all. Chris

As we embark on this sea trial, we do so with a vessel that is now seaworthy and backed by good MCA Cat (0) survey results. Despite the summer season's lack of marina space, we have decided to conduct a sea trial. At the same time, underway, a move we believe will prove beneficial as it avoids some more nasty weather heading to Antalya. Our first trip, a 33-hour run, will take us 260 NM from Antalya, west along the Turkish coast, to Didim (Bodrum). Steaming through the night, we will remain close to the coast, ensuring help is readily available if needed. A callout here for Akan Dumrul our owner rep. He really pulled out the stops to make this happen in a quick time line. What are the headlines so far 1730 RPM, 60% load available at this speed, two engines, 10.4kN Speed Through Water. OK, for starters. Estimated fuel consumption around 2l/NM (from JD performance curves, 2x15l/h*60%/10.4kN - see Note below) 2' slight sea state, quartering on the bow. Stabilizers housed, HVAC off, batteries full. Fluids in heavy "Departure" condition. 90% fuel, 70% water. Drives and transmission well within operating temp limits. The sea is warm @ 24deg.C, and the weather is hot 40deg.C Note—the Praxis Automation engine display the load vs. the maximum load available at that RPM. It does not show the percentage of maximum load per se. The reasoning is that with a hybrid, it's useful to know what capacity remains for charging the batteries or driving two props on one engine. (We took the power curve fuel consumption from JD performance data and applied 60% to get a first-order fuel consumption estimation.) Caveat - Instruments not yet trusted, SOG on GPS 9.4kN. Fuel consumption must be calculated over a longer period based on actual volumetric measurements. What do we need to complete? Engines still need final commissioning; we will restrict maximum revs to 1800 until that happens. Furuno Autopilot needs commissioning. It's OK for a short run, but we need that for longer trips. There is a troubling fresh water leak behind the aft cabin shower. We now know exactly where it is and plan to fix it. The worst that will happen is an occasional bilge alarm, so it's not a safety issue. A couple of watertight hatches still leak and will need attention. I need to get the cushions cleaned before Sebrina sees them (oops). We will stay a few weeks in Didim to finish the outstanding tasks, then have the final MCA Survey having (hopefully) addressed any previously identified issues (more on that in the next Blog). Chris Leigh-Jones P.S. One of the two FPB70s is for sale in Calfornia. The FPB70 and XPM 78 are similar in terms of size and potential performance. As the Brokerage has included some performance data, I'll also write about it in the next Blog. Lastly - I think we just saw our first storm, tied up tightly to the quayside of Setur Marina in Antalya. My son, Jeff, runs Polus Yacht deliveries, his hat went walkabouts!

I started writing this blog about steering, but after reflecting, I realized we have just completed our first sea trial, so I'll talk about that instead. What was the point of this trial? Well, we finally got Vanguard into a seaworthy state, or so it seemed. The intention was to have a quick trial and then continue on the next day to Bodrum, heading West. That was not to be, but we made progress. My beautiful wife, Sebrina Firstly, to set expectations, my wife and I sometime have competing demands. Sebrina likes style and comfort; it's important to her, I'm the annoying engineer sort and gross-out on technicalities. In between the two, we have tried to build a compromise. We would make changes in hindsight, but in the main, we have created a Caddilac that uses little fuel, is tank-rugged but needs less complication. We have a fast tender for the inshore stuff. OK, so that's our intent. The crew Sea trials were overseen by a hired captain (Mark), which is a good idea as it frees me to look at everything going wrong or right for once! Mark took the crew through a series of MOB, fire, and docking drills. There was a policy of no surprises and British calm, building a TEAM. We agreed on the test plan, hybrid drives, and single/twin—It's quite a program for a four-hour sprint around the bay. The hybrid Let's start with the electric drive. Two motors at 20kW (our setting) each draw from two 60kW.H battery banks. Vanguard is set to a steady 7kN SOG under these conditions: calm seas, south winds, Force 3. There is very little current in the Med, so she is set on recording SOG rather than STW. 7KN was identical on a reciprocal course. So she has a slippery shape, which is not bad for a 65T yacht, and the silence was something to behold. Maneuvering Turning was next, very quick with those big twin rudders. At 8.5kN, we were thankful for the stabilizer, righting a tendency to heel outward around the turn. We'd estimate 180 degrees in about 100m. I'll need to look at chart data to confirm, but that's our guess. Zig zag course was "Mr. Rollypolly," and I was again thankful for the stabilizers. The MOB (man overboard) drill was interesting, with our bow thruster (power supply capacity) playing up. There is very little windage on the bow but much more on the beam, allowing it to drift down on the target. Varifold props can play up a little but may not engage in reverse, so we must practice that to understand better. A long boat hook is also needed; she is not a low-freeboard yacht. Trimmed by the stern, full speed was a bit disappointing at 10.5 KN (with near full tanks, water, and fuel). We need to commission the engine fully and experiment with the trim. Steve Parsons (ex-FPB captain) said as much when we last spoke. I expect some improvement here. 10 KN on a single engine would be good, and it's close. Two engines make little additional difference but more wake. On the way back, we charged our batteries from the hybrid. The 40kW in the hour return trip brought them to 95%, where the charge rate dropped to nothing. The PHT drives need cooling, so I'll reconnect the seawater coolers fitted earlier. The DMS Magnusmaster stabiliser will be a subject of its own Blog. Experiences so far are very worthwhile, small response demand, low power, stowes automatically when engines are in neutral. Tank gauges Tank gauges were a total PIA and drove us bezerk—all 16 of them! These are ultrasonic BEP gauges, typically rock solid. A little internet sleuthing revealed that the 0-5VDC signal output is unsuitable for digital I/O input, such as C Zone or Praxis. We need a small signal converter. You live, you lean. I look forward to my sleep at night when these arrive. Connection to the elements The main helm was divorced from the elements, silence, and reliance on your instruments; the flybridge was much more interactive and pleasant, given the balmy weather. Vanguard moves gracefully; she differs from the experience of sailing 8kN on a beam reach; you could read a book and not notice what's happening. Her slim hull cuts through chop silently, with no slap, at least in the conditions we tested and a slowly rising sea state. The bad news: An oil leak on a new Port PHT drive now delays us. This turned out to be a simple fix as it was a leaking solenoid but looked like the shaft lip seal had gone. Navantech are a very respectable subcontractror and local CAT dealer, never fail to impress when pushed. The grey water pump won't empty the FWD grey water tank. A nasty leak behind an aft bulkhead revealed itself as a condensation issue around the HVAC lines, which worsened as the insulation became wet. Or is it something else I ask? The good news: Vanguard's hull is very slippery at lower speeds, but trim affects top speed greatly Steering and stopping are responsive DMS Magnusmaster stabilizers are awesome - more on these in a later Blog. Massive generation capacity and hybrid drives are also awesome but need understanding to maximize advantages. Tank gauges need an easily available fix Furuno Autopilot needs to be commissioned, Time Zero and most Nav instruments worked Got to fix a few things that came to light. Is she more fun than a Hobbycat 16 off Rustington Beach? Well, no, but that's not the point! Vanguard will need understanding for calm to prevail, but we will get there. Now I need to go and fix a Turkish Resident Visa that ran out last week. For anyone in a similar position, good contacts are Miss Eda - Immigration and Visa Lawyer, Customs agent. Her business and lisense covers Bodrum and Antalya. She is always contactable on Whatapp, doesn't sleep much! Capt Fethi Kemal Ozturk, Meis Ferries in Kas (near Antalya). Capt Fethi operates the ferry company between Kas (Turkey) and Kastellorizo (Greece). Visa extensions and overstays involve both Police and Immigration/Customs, local knowledge and understanding goes a long way to smoothing the waters. It also involved leaving the country temporarily. Both contacts have been superb in a difficult situation so are recomended unreservedly. Miss Eda - +90 543 668 7274 - our primary contact, also introduced Capt Fethi Capt Fethi - +90 532 331 97 59 Regards to all - Chris

Yesterday was an unusually successful one, one that lifted our spirits over an evening meal. It was marked partly by progress but, more importantly, by confirmation that potential failure points had been eliminated. If that all sounds rather cryptic, well, it is, but let me explain. Our problems Over the preceding few weeks, we have worked, in part, on our hybrid drive system. This consists of a small John Deere 4045 diesel engine connected via a clutch to an Esco Power PHT drive. This device transmits power to the Twin Disc gearbox and the Praxis DC electric motor. A more elaborate description can be found HERE. Testing of our drives has revealed some disturbing problems: rough running at idle, resulting in excessive torsional vibrations noise from the mechanical coupling between the PHT drive and the electric motor mechanical noise from the PHT drives themselves improper plumbing of the oil cooler leading to oil starvation at the PHT drive vibration of the Praxis DC motors on their cradle as distinct from the vibration of the engine itself. Working through potential solutions Upon further investigation, we found several instances of poor machining and fit between the coupling and both the PHT power output flange and the splined electric motor shaft. These issues were causing the excessive vibrations and noise we observed during testing. Parts were sent off to Istanbul for re-machining and were returned in a much-improved condition, with the motor and coupling now having a slight interference fit and being concentric. We examined the design of the assembly. The motor and gearbox were supplied by 6 relatively soft, flexible mounts. Engine/PHT drive/Gearbox form a rigid beam over these mounts. An additional aluminum beam supports the motor and is mounted onto and above the gearbox. Whereas it did appear to be a substantial arrangement, the heavy DC motor was, in fact, supported in 2 points only (see illustration on left). It was effectively a hinge joint for small displacement low-frequency vibration. The mechanical coupling provided no axial constraint, leaving the heavy motor to flap in the breeze. Our modification involved fabricating two 12mm steel side plates (see photo on right) that were used to locate the motor support beam to the PHT drive casing at 4 additional points. We effectively fixed the motor support beam, preventing further movement. This may sound complicated and ordinarily it would be a simple design analysis task. However, due to time constraints and limited local resources, we relied on experience and a bit of luck. We also oversaw the replacement of the E-Motors and took more care with both axial and angular alignment of the assembly, ensuring it was well within the manufacturer's tolerances. But the question remained, would it work? Proof is in the testing The engines were first run up at idle and allowed to stabilize. Tickover was adjusted from 600 to 750 RPM, resulting in much smoother running and eliminating a major source of excitation to any additional vibration. Engines were shut down, and we then referred to the E-Motors. These were run up through the speed band to an eventual 1000 RPM (at the motor). We noticed quite a noise from the PHT drive, traced to the oil pressure bypass valve, as the system was cold and operating on relatively viscous lubricant (screwdriver behind the ear - stethoscope trick). This reduced as the oil temperature increased with operation. We also checked that oil flowed as the pump had [previously been run dry. This was visual check by disconnecting the oil feed line to the gearbox, we also took oil samples. The revised plumbing was now functional. We checked the flexible coupling's smooth operation by driving it from both ends, and again, it was good. Lastly, we checked the motor for vibration (using a glass of water), and then Praxis engineer Marco brought out a small vibration meter for a more scientific measurement. It's all good again! So, our diesel-electric drives are now running. Vibration problems are behind us, alignment is good, and the throttle, clutch, and gearboxes all work as planned. Motors can drive the shaft line and be driven as generators to charge the power batteries in isolation or when driving the shaft line. And we have two of those. I think we can call that a good day. The application to ASBAS, the Free Zone Authorities, for sea trials will go in on Wednesday, we will leave the Free Zone Marina on Monday next. Chris Leigh-Jones As an aside, I received the following photographs from our son, Jeff. He runs a yacht delivery company (PolusYachts.com) and was doing so for a small yacht sailing west down the English Channel. In light winds they were motoring constantly until ....... the prop shaft snapped. Cause traced to improper fitting of the engine exposing a weak point in the shaft line. Fatigue failure ensued. Luckily, and with quick thinking, he secured the prop with the shaft still in its gland and called for a tow. The perils of the sea and a very relieved owner.

Monday marked the start of our fifth week since returning to Turkey. Many projects in life go awry, so this one is not alone. However, after a focused effort from Yard staff, our owner rep, and the delivery crew, we now see an order coalesce out of chaos. We have remained in the accessible customs-free zone, a Godsend for convenience. However, that will end on 24th May, when we must finally leave.   So, what does a typical day look like on our small Explorer Yacht construction planet, 7000 miles from home? A list of our team's typical activities would help the uninitiated understand what they may face in their project.  03.00 - Can't sleep, so I'm calling my family in the Carolinas. With a 7-hour time difference, it's a good time to catch them. All seems good and under control, so I'll go back to sleep ( happier ).  08.00 - breakfast, enough tea to sink a battleship. Turkey likes its tea, and I have a British habit of putting milk in it to their eternal amusement. A big old enamel mug provides the vehicle.  09.00 arrive at the Notary Public to certify a letter of authority so that Mark, our delivery Captain, can act for the crew and vessel. Vanguard is within an LLC registered in Newport, RI; a local law firm is our representative. Turkish authorities require my name on the same page as a Government stamp and Vanguard's details. That does not exist, and the local Notorary rejected it. We reached out to a notary in South Carolina to do this remotely.  Frustrating . 10.00 arrive on Vanguard. Assist Huseyin, our full-time mechanical fitter, in launching the Highfield tender so that we may access partially completed chocks. It's now a 1 man launch but easier with two. We have fabricated rollers for the rear chock so that the tender can be maneuvered after shipping. We also fabricated grub screws to fill the remaining deck holes resulting from modifying the original chocks. ( DeWalt cordless grinder - wonderful! ) A new outboard engine cover was delivered and fitted with an identifying name.   11.00 Pressure-washed the aft deck. Mark asked if the detergent was environmentally safe? I have no clue other than it's purple ( irrelevant ). He had a point and we evaded the harbor authorities this time.  Refitted exhaust elbows after modifying them to accept temperature transducers.  ( silicone based waterproof grease, handy for forcing the elbows back in to the flexible pipes. ) At 12.00, I tidied orphaned junk on the aft deck and then removed the trash ( this always makes me feel happier ).  Selected a location for an earth detection system, packed up our rather oversized John Deere wire harnesses, and hid them out of sight.  Chased delivery of 6-way fuel change over valve hung up in the Free Zone customs ( that happens quite often ).  Installed a new water transfer pump. We had specified a Grundfoss Scala pump, but it required a backflow valve in the suction line. Since a single hose line fills and empties the tank, it won't work ( despite some colorful language ), so we changed this to a self-priming Gianchi pump available from Istambul. Nordhavn also uses these pumps. ( silicone based waterproof grease, handy for forcing the elbows back in to the flexible pipes. ) Oversaw the return of the hybrid E-Motors after fitting new drive couplings. The originals were poorly machined and fitted, contributing partly to excessive vibration under load. We also modified the coupling to allow for the specified 5mm end float. We had the subcontractor manufacture 12mm steel bracing plates to ensure the relative orientation of the E-Motors and Esco Power PHT drive gearboxes. I'll report back when we test these units next week.  Our owner rep, Akan, continued working with the electricians to calibrate the tank gauges. Access to one black water tank is especially difficult, though luckily, it is identical to the adjacent grey water tank so that we can use the same calibration constants.  Mark discussed the sea trial plan. He created working lists for tests dockside and then at sea, so we have a solid record of progress and consensus on success. He is also working on a crew and owner training manual. The forward engine room door is also the aft cabin door. We added heavy viscose sound deadening to the cabin side interior before replacing the fire retarding rock wool fill. ( Some things are just worth doing !) Ordered Time Zero's worldwide chart database and a weather routing package from OS in Palma de Majorca. The delivery will include an installation support package. Mark discussed with Praxis why the onboard computers are write-protected, preventing us from loading our charts effectively. ( This oversight needs a software fix - it happens to the best of us ).  To conclude the day, we began to examine the Furuno DFF side-scanning sonar system but needed help with the setup and charts. 17.00: I cycled back to our hotel and wrote this blog before dinner. Two beers and a family call followed. ( I also bought a bottle of half-decent Whiskey and started on my future .)  Our Praxis commissioning engineer, Marcus, returns on Sunday next, so we should be in sea trials in earnest next week. There will be plenty to report then!  Lastly, this week, my thanks for another day at the grindstone to our Captain, Mark, and Rep, Akan. To tireless Huseyin from Naval and electrical subcontractor METS and mechanical Navantech for their effort on the installation, to the staff at local shipyard Allia for helping out in their free time, the management of Serenity Yachts for their resources ( and to also to the power of the almighty US$$ for lubricating the wheels of local industry. ) Close now.

This week, I experienced an event akin to watching BBC's Dr Who as a child. I feared the outcome but was glued to the drama, hiding behind the sofa for protection (for the uninitiated, Daleks are scared of sofas). Monday was the day we tested our new Bruntons Varifold propellers. Somehow, we had to cure the vibration problems that became evident with the Autoprop installation. Changes made by Bruntons Propellers For previous discussions and investigations of this, see the Blog below. Bruntons Propellers, the manufacturer, visited to understand what was happening and proposed a solution: to use their Varifold sail drive propellers. We would retain the ability to run on a single engine efficiently and alleviate the vibration issues that had become evident. The proposed solution was to: lock the propeller pitch (but retain the folding ability) reduce the blade loading by increasing the disc area ratio (4 blades, not 3) increase the hull to hull/prop tip clearance relieve the tip pitch on the blades, (reducing the load in that specific location where vibration may initiate.) We wanted to test this solution immediately; leaving Antalya depends upon a good result! Bollard Pull Test We arranged for a static bollard pull test at the commercial berth in Antalya. It is a concrete dock mooring with significant attachments for the mooring lines. Many marinas dislike bollard pull tests. They can destroy the dock cleats or wash the floats out from underneath the decking, but not in this location. It is good enough for a 300T fancy yacht, which will be good for our small offering operated by a bunch of old blokes! Our test used the Port engine initially. We secured all available Port rail fenders and broke out the foul weather mooring ropes, doubling up on our spring lines. Two crew members were on the helm, one in the engine room and one at the stern, with plenty of eyes and ears and a clear shutdown protocol. The engine operated from 750 RPM, idle to full fuelling, which correlated to 2050 RPM. Full shaft speed is designed at 2300 RPM, though, for a bollard pull, it's typical to expect that changed flow water conditions will result in a higher load for a given RPM. We will confirm this during sea trials. (Data was recorded quickly and before the system stabilized after each load increment hurriedly; forgive the scatter.) Test Results The outcome is as per the enclosed photographs and without vibration. The water depth on the pier is just over 5.0m, effectively clean water unaffected by the surrounding structures. We managed to stir up some benthic sediment near full load, but the dock remained unscathed otherwise! I am still nervous about our drive train, an emotion more resulting from unfamiliarity than science. However, problems with rope cutters and vibrating propeller blades are now receding astern of our adventure. Further Work We need our drives to be rock solid, dependable, and efficient. In one respect, we should have paid more attention to how they were assembled and tested during the build. No one can fix the past, and we have a work package to improve the fit and performance beyond a typical shipyard standard— a feat fairly easily achieved now but not later. Thanks to Bruntons Propellers for their first-class support and advice during this time. We got there in the end. Chris Leigh-Jones

It's been another long week, but we are making headway despite some considerable headwinds. Sometimes, I'm tempted to burst out with a recollection of Handel's Halleluja Chorus when it all works as expected. What progress this week? Charging. We discovered an issue with our shore power charging in that the Victron We installed Victron Skyla with a factory-set 50 amp charging limit. Given we feed into 21kWH of lithium batteries, this was rather lamentable. A software fix to the 160amp setting and bingo, we now charge at 4kW, plus satisfying the deficit between machinery demand and solar arrays. Solar energy remains an issue; it is not performing to snuff, as one may say. We made further progress on shore power in completing our 3-phase charging and commissioning of the Inverters. By Thursday this week, we were absorbing a huge 12kW of shore power to charge 200kWh of power and 21kWh of house batteries. Our power reserve came down to the wire without engines, but we fixed it quickly. God loves a sinner, as one may say. Inverters, generators, and batteries are cooled using a 50/50 water-glycol mix. This system was commissioned after a major rebuild covered in a previous blog. Now up and running, we continue to tweak the flow rates to limit pumping losses, but that can wait for another day, overshadowed by more pressing issues. HVAC We powered up the HVAC system. It's a Webasto Blue Cool system that is stand-alone from everything else on board, a blessing given the weather locally. It was a little noisy to start. Slowing the fans to a sensible setting cured that issue. This resulted in some load-sharing imbalance between the three-phase bus bars that we need to relieve, but for now, we have cool! Steering Steering also saw attention. We noticed that the rudders felt spongy when out of the water and would move by hand at about 5 degrees. That is not acceptable and positively worrisome in a following sea. The culprit was air in the manual helm pump. With the assistance of a very helpful Wills Ridley, we managed to bleed it under pressure using the hydraulic pumps and some slight mechanical modifications, knowledge for future reference. The attachment of the rudder angle indicators was also subpar and improved to tighten the linkage connections and repair the built-in hysteresis errors. Rudder controls were then re-synchronised and working from the helm. Que that chorus for the oil-soaked Engineer! Varifold Props Drive trains were next on the list. We tested the E Motors while out on the water, which was also a good opportunity to see how the new Bruntons Varifold propeller worked in practice. Anyone rarely sees a sail drive working, so a video of what happened is enclosed below. The max shaft speed in this test was 288 RPM (shaft) and 750 RPM (engine), while the design max for the E Motors is 380 RPM (shaft). E-Motors We tested E-Motors in generator mode, and the proverbial hit the fan! Kipling has a line of verse: "When you can keep your head and all about are losing theirs ....." Something quite serious was afoot, so we stopped, investigated, and removed the E-Motors to find an improperly installed and misaligned coupling on both E-Motors. Motor shaft splines were not seriously damaged, but one-half of the couplings were probably beyond repair and had been modified (butchered) in the fitting (see photos). I've said this before and will repeat it here, "Read the bloody manual." It's fixable and with luck won't delay us. Engines Engines were connected to the Praxis throttle control system. It took a little time to debug, and the Praxis Engineer, Marco, was a very cool and calm customer throughout the process—the value of experience. And that's a wrap for now. Hopefully, today, we will have a way forward for the E-Motors. Praxis is calibrating the rudders and tank gauges, so they have enough to keep them busy for now, at least.

Another week has passed, and now we are closer to completion, even if it sometimes feels like two steps forward and one backward. So, what changed this week? Plumbing, electrical, and commissioning, and we welcomed Mark Worthington, our delivery skipper, to begin preparing for sea. System Plumbing It's Sunday in the Free Zone, a great time to get some interrupted work done. A few $$ in cash also has its uses and our plumbing team are working hard though no doubt missing their families. Replumbing is going well. Engine room bilge spaces are now clear of most obstructions (and clean!). We moved the bilge pump away from power batteries and simplified the pipework. The emergency manual bilge pump was also reinstalled and piped in place. We began to commission the freshwater system and flushed (forgive the pun) a few easily fixed plumbing issues. Two check valves were added to help the pumps prime on startup. The water/Glycol cooling system is now 80% completed, with just the power batteries to connect. Correcting the diesel heater and a new engine service tank fuel switch over is next. 6 way valve of the Groco type are popular in the USA and hard to mess with but not so common in Turkey. We bought our own from Marine Components International in the UK, so a shout out for their great service (link HERE) Solar Underperforming? We spent some time looking at our solar output. The system generates a low 1.2kW in full sun, and we assumed that near-full house batteries were causing the Victron MPPT controllers to back off the charge rate. However, as loads came online, the battery reserve drained to around 50%, and the low power production from solar panels continued. We now suspect an inappropriate battery max temperature setting is the cause and will speak with Victron on Monday to investigate further. Peak Power output is theoretically 6.5kW, so we have some ways to go. In the meantime, shore power is supplementing the shortfall. Stability in Arrival Condition - Lead Ballast We added some 3.25T of lead ballast to Vanguard to improve stability in the "arrival" trim with water ballast and low fuel on board. This was stored low in the forepeak and skegs. An opportunity presented itself to improve drainage in the way of the skegs by filling the space to the level of the limber holes. Firstly, we used a rubber sheet to insulate lead from the aluminum hull plates. Lead ingots provided ballast before filling the remaining void with 250kg of 4mm lead shot. We then added a 36-hour cure with low-viscosity epoxy (Kermet green, for some reason!). For safety, we poured epoxy in the morning and monitored the temperature throughout the day as the catalyst started the setting process. All was good, and within 36 hours, it hardened with a maximum three-degree C delta temp. Delivery Skipper - Mark Worthington Mark is an experienced skipper who came to us via Halcyon Yacht Deliveries. His role is to inspect and document our navigational procedures and train our crew to be a working crew. Owners are then free to deal with the chaos that is finishing our build in the knowledge that safety is not compromised and we will be ready for sea when mechanically complete. I've previously introduced you to my friends Steve Parsons and Magnus Day from Eyos Expeditions. They have been employed similarly to various FPBs shipped out from Circa Marine in NZ. We want this process to roll out with calm and practical common sense, so the expense is worthwhile. We have the first delivery voyage to clean things up before my family arrives, and the real fun starts. Mark's Resume is enclosed below. Rogues Gallery of the Week. Resisting the temptation to whine as no one likes a never-ending complaint, but there was one this week worth some focus. We removed the aluminum cover plate from the starboard starter batteries to inspect the battery terminals and modify the plate as it pinched the live wire. Are the terminal posts greased to protect from corrosion, clamps tight, cables properly connected, batteries secured, all basic stuff? We found this ............ I hope the photo is self-explanatory. Cause - tasking installation to staff with inappropriate skills and poor/no job supervision. We reported this to the Yard rather than just fixing it (we did that also); errors can lead to future process improvement if handled correctly. Chris Leigh-Jones Lastly and in completely random but personal fashion, a shout out to No 5 child, No 3 son, Rhys. He passed his South Carolina driving test this week. He's been practicing on a 1960 Austin Healey and 1926 racing Bugatti. No breakages! The child in him is slowly becoming the man. They are waiting at home in SC for us to get underway. Love you son.

The last 5% of the build was the most difficult when we built large custom homes. The crew was tired and more enthusiastic about the next contract than the current one. Yet, this period also makes the difference between a great project with a happy client and one that is remembered for rancor and general incompletion. We find ourselves in the latter position, which is a pity, as much good work has been done, so it should not be like this. This has got to be fixed However, we see our way through to the end by concentrating on the good aspects and becoming very intolerant of the missteps. Some fixes are owner preference; they would work ok untouched, others are leftover from previous lists long since forgotten, and yet others represent the difference between "works for now" and "seaworthy." Building your own yacht, you would experience your own and hopefully a lesser version of this as an inevitability; building yachts is not for the faint of heart. Shown, what is left of the original Fresh Water recirculation manifold (clear pipe). Also shows random pipe runs in the bilge spaces. See below for our fix. Our solution We may have chosen to snag list and work through the yard in a perfect world. This has yet to work, so we brought in subcontractor labor and supervised ourselves. Our time in the Antalya yachtbuilding 'Free Zone' has generated a wealth of good contacts. It is quite surprising how much progress can be quickly achieved under these circumstances when mixed with a little singlemindedness, humanity, and gentle persuasion. The new Fresh Water recirculation manifold (green pipe) is shown. The black/red looped fuel pipe underneath has just been rerouted and represents a spare length yet to be shortened. Bilge spaces are now accessible, and green pipe tie wrap supports are temporary. The fallout is in a relationship, but we must handle it. I'm out of time and patience and probably not the only one feeling so. Plumbing! Plumbing repairs are continuing well. We have removed many of the unsupported, seemingly random, flexible hoses that were installed. With the benefit of hindsight, some systems have been rationalized, and the pipes run more logically. New Water Glycol supply manifold. Grundfos Scada pumps (domestic water pressure pumps) provide for ongoing flow rate control and pressure management as systems switch in and out of use. Note the double clips and use of short hoses to isolate vibrations. A few more horror stories were found, such as double pipe "creation" to reduce the internal pipe ID, but overall, these systems can be fixed to a good standard. (See photo below; our plumbers spotted it; we removed every fuel pipe in the engine room and remedied each such incidence). Final furniture fitted We also retrieved the remainder of our fixed equipment from storage, mainly helm chairs, tables, and safety paraphernalia. The yard had done a good job of the tables, and it was great to see it all finally come together. We began stripping protective covers from the less used spaces and salting away our equipment and stores in appropriate locations. Electrical systems Electrical repair and finishing were the subject of some focus. The modus seems to be "install," "commission," and "tidy." It may not be the most efficient, but it works, and the final product from METZ, the electrical subcontractor, is to a good standard, so I put my own opinions on hold. See below; neat works in logical runs, date separated from power, and both are supported by cable trays. Order from Chaos We invested in a Brady label maker. This tool has been instrumental in our project, as it allows us to label everything we could logically see, including tanks, valves, pipe runs, and pumps, plus the contents of some compartments hidden behind furniture. This will make it much easier to understand how Vanguard works, especially for the new crew, and when. It also seems to have a calming effect, introducing order where only chaos previously reined. A window on an otherwise ethereal logic. Off to the UK for a week now, as it's a religious holiday in Turkey so nothing will progress. The propellers should be delivered on Tuesday, fitted on Friday, and recoated on the following Monday, ready for sea trials. We then have two weeks to test and commission, assuming our vibration problem is solved. So close now that I can almost taste Freedom! Off to Easyjet! Chris Leigh-Jones

The last few weeks have been ridiculously busy as we target leaving Antalya at the end of April.  We have been in the USA since November on personal business and in this period our Yard has completed most unfinished items.  On return we began our inspection. With some there was no issue though progress was rather slow, with others we had problems. Below is that story written as an example of what can happen and our solution. A Rogue Plumbing Contractor Causes Havoc The engine room is rather a tight space, a function of the narrow beam and need for duplication. Within all the various systems of a yacht intertwine, I believe it is in the installation that one can separate the good from the bad.  Compounding our dilemma is the addition of a water/glycol cooling system for all the high voltage hybrid accessories that are shoehorned in. It’s not rocket science but is an additional burden of pipes one would not ordinarily encounter.   At this point I think I would sum up our situation by a reflection between the difference between something that “works” and something that is “seaworthy”.  It’s not the same thing though that can be a difficult point to get across.  There is also such a thing as shoddy contracting and missing supervision. We spent two days on this system correcting endless small niggles, pipes cut to short or overly long, doubling up pipe clips, adding pipe support etc. Our problem was that the various small niggles seemed endless and the further we looked the worse it all became.   Sometime in the afternoon of day 2, hope was abandoned and so was the installation. It is quite therapeutic tearing out shoddy work and watching it disappear.   We salvaged what materials we could and will begin reinstalling tomorrow with new plumbers under our own supervision.  An example of the issues we found include:   Pipes secured by tie wrap from power and data cables. Multiple pressurised pipe joints within 12” of 600VDC power batteries Alternating pipe diameters Improperly clamped pipe ends, loose fittings, oversize pipe clamps, crushed spigots. Overtightened plastic pipe thread connections causing cracking at the threads. Shortened pipe spigots (makes it easier to get the pipe on, can’t clamp it properly) Taper threads in parallel thread sockets Over reliance on pipe thread tape for sealing Multiple mixed metal fittings and galvanised weak pipe clips Serpentine pipe runs often restricting bilge access, pipes unsecured in bilges and penetrations. Is this a typical experience in yacht building?  To be honest I’m not sure but there are parallels with higher end custom home building where we used to exist. Profits are made when a job is done right the first time, on time and with no rework.  New subcontractors are typically closely supervised until proven and order maintained to everyone’s benifit.   Everything can be fixed later but its so much better to do it right on day 1.   CE Class A Certificate successfully achieved On a brighter note, a notable milestone was passed after completion of a supervised inclining test. The CE Certificate (Category A) has been issued by Dutch Certification Institute (Recreational Craft Directive 2013/53/EU).  Tests and calculations were supervised by UK MCA Surveyor and undertaken in accordance with ISO 12217 so the Yard can use the same calculations for our UK MCA Category (0) Survey under MGN 280. There is no intention to use Vanguard for commercial purposes though the insurance company like to see a design rated for use in the off beat locations we intend to cruise. Regards to all. It is a bright spring Saturday morning in Antalya and the plumbing is going back in today!! Chris Leigh-Jones

Recently, we discussed the vibration issues discovered during initial sea trials on our explorer Yacht, Vanguard. In that Blog, we also briefly mentioned Brunton's propellers and their help mitigating these issues. Now, it's time to dive deeper into how Brunton's knowledge contributed to a resolution. Why did we select Bruntons Propellers? No matter how much attention to the theory, reality wants to bite at the most inopportune moments. We sought very efficient propulsion across a wide speed range. Efficient at 3 or 4 knots with an electric drive and at 12 to 14 knots for both diesels at full load, cruising at 10. That's a tall ask for a traditional fixed-pitch propeller optimized for a load range. We expect to operate most voyages on a single engine, extending the time between engine oil changes to 500 hours (250+250) and keeping 100% propulsion redundancy. A traditional second propeller would act as an inefficient fixed vane. On a sailboat, that is often a circa 0.5 knot penalty. In contrast, a sail drive with folding blades under idling conditions seems more appropriate as it reduces propeller drag by around 85% (source -Bruntons). We also wanted low blade surface loading even in a semi-enclosed shaft tunnel where loads are typically higher and slow rotational speed/large diameter to minimize propulsive losses. We added those requirements together and initially chose a Brunton Autoprop (Eco*Star). Due to their unique features, these designs target hybrid-drive yachts. For instance, they are efficient as the pitch alters to suit varying rotational speeds, which is helpful for hybrid drive systems. Furthermore, the blades will fold on the non-running propeller, minimizing drag when underway. Scope of supply Bruntons supplied propellers and a complete drive line, including the Sigmadrive self-aligning coupling, Autolock shaft brake, shaft line, mechanical seawater seal, cutlass bearings. Within this, we relied on their design expertise to address various challenges, from minimizing shaft whip between bearings to selecting the right propeller diameter/pitch combinations for our application. Their support was invaluable, especially considering our limited knowledge of propellers. A promise kept Did they follow through on their promise? Well, I would not be writing this Blog if they had not! It went further than that; as we reported in our last Blog, we experienced severe vibration issues at shaft speeds over 1800 RPM. Our rope cutters were found to be part of the problem (see installation photo showing incorrect placement of the cutter relative to the bracket). They were removed before another sea trial. This time, we ran the engines when tied to the dock and again experienced vibration above approximately 1800 RPM. In the crystal clear waters of Antalya Harbor, we took a video and played it in slow motion. Several features were noted: the blade orientation changed from near perpendicular, result of a pitch change between top and bottom of the swing. Being at the dock, the flow under the keel was not representative of underway but did show the blades being forced to alter pitch markedly with each swing. We saw a tip vortex forming at mid speed that became both detached and more annular at higher speeds. Given the very different flow conditions, relatively low frequency of the vibration and light blade loading, this was probably not our core issue but more a facet of the static water flow conditions. The net effect was to reveal the blades fluttering like a bird's wing as they passed through the flow field under the hull. Those deep skegs and partial propeller tunnels have disadvantages even if they protect from grounding and ice. Seeking solutions Bruntons attended a site visit and sea trial followed by long conversation with their helpful staff. It was impractical to suggest alterations to reduce water velocity variations, but instead, we changed the Autoprops for a folding fixed pitch design, a Bruntons Varifold sail drive propeller. The reasoning was: locking the pitch to better cope with the varying flow field experienced each rotation. increasing the blade count from 3 to 4 to increase the disc area in contact with the flow and reduce the resultant pressure variations from blade to blade. reduced the OD from 29.5" to 28", thereby increasing the free water between the hull and blade tips and reducing the maximum tip velocity. A facet of the design placed the Varifold blade disk about 250mm further aft (photo on RHS), in cleaner water flow, less disturbed by the skeg (the auto props did not vibrate in reverse). Folded blades still cleared the leading edge of each rudder. These Varifold propellers also come with a 15% pitch relief on the tips. This reduces vibration where there is interference between the propeller tip vortex and the adjacent hull and unloads the forward low pressure face reducing any tendency for cavitation at the blade tip. Many positive detail changes will have a significant cumulative effect. Bruntons also indicated they would take the Autoprops back into stock and expedited production of the new Varifold propellers from a typical 8 to a stellar four weeks! We will be back in business soon, and the last major snag preventing departure will be in our wake. A later Blog will report sea trial results, but only a little later! These are our words but Bruntons own the technical support and suggestions, throughout this process they have been a first-class technical partner and a pleasure to work with. Sea Trial Results? So, how have they performed in practice - see Blog in 5 weeks time! Useful further reading: Bruntons Eco*Star Autoprop Sigmadrive Autolock Varfold Propellers

Blogging has been slow these few weeks, primarily as we have had some troubling results from sea trials. We wanted to better understand before committing to writing. The problem became apparent at sea trials and was associated with severe drive line vibrations at idle speed and high power, ahead. I can only repeat some earlier thoughts for anyone messing around with mechanical things - BEFORE WORK, READ THE INSTALLATION MANUAL. (See enclosed link HERE, Construction tip No 10). Not every report should say the garden is rosy; this is one such moment. Vibration at Idle Speed Let us start firstly with the easier problem. When at idle speed, hybrid drive engaged but shaft line in neutral, the engine/PHT/Gearbox assembly suffers a severe rotational vibration on their mounts. The rotating inertia of this whole hybrid drive assembly is quite high, and we were initially worried about misalignment. When that was disproven as it reduces with rising RPM, the concern was a harmonic, magnifying what would ordinarily be acceptable. Fortunately, the fix was helped greatly by a slow-motion phone video of the issue so we saw exactly what was happening rather than just a blur. John Deere has yet to commission the engines, so idle speed was at a random 600 RPM. A video while moving up the speed range (below) indicated that at 700 RPM, the vibration was minimal, and at 750 RPM, it had stopped altogether. The Yard came to the same conclusion. We ran the disengaged engine and hybrid assembly up to 2400 RPM without significant vibration issues. This will be adjusted to the book value of 700-750 RPM when commissioning is underway. Vibration at Higher Loads The next issue was more perplexing and potentially far more worrying. Sea trials were conducted after commissioning the twin Wills Ridley steering. Operating conditions were improved now that both rudders were better synchronized. However, we could still not operate both engines at higher loads because of a major vibration starting at around 1800 RPM. These were the symptoms: The vibration started at about 1800 RPM and progressively worsened until 2000, when the load was decreased. Engine load at 1800 was 80%, but the propeller curves indicated it should be nearer 65% Vibration occurred on both engines, operating alone or as a pair. Vibration occurred at approximately the same speed on both shafts. Vibration occurs at the same RPM when operated against the dock in a bollard pull with changed underwater flow characteristics. Vibration did not occur when conducting full load crash astern at sea. The problem forms the basis of nightmares, especially on a new design. Are the props working? Is the underwater shape contributing? Do we have cavitation issues? Are the bearings malfunctioning.... none of these will be a cheap and easy fix if a fix at all. Here, the propeller supplier, Bruntons, could not have been more responsive or helpful; an excellent company we will discuss later where they make for some very good observations that can improve propeller induced vibrations and for any new builds going forward, but let's stay on message for now. Having gathered what information we could, including basic information on vibration frequencies, we decided to pull Vanguard from the water to inspect. What we found was: The problem sounded more like "impact" in origin than pure vibration. It was very audible. Rope cutters were severely scored, and blades broke off Rubbing wear pattern on rope cutter and anode between journal bearing and propeller boss Spalling wear where the fixed portion of each cutter had rotated on the shaft. Missing cutter restraining bracket on the port shaft. The shafts had both moved forward slightly on the couplings aft the gearboxes. At this point, it is tempting to jump to conclusions or form a position based more on instinct than fact. So we looked again at the evidence we had, including photographs during the build. The wear pattern between the fixed cutter and the propeller boss should not be there, so something restrained the cutter from rotating as it should. The shafts should have stayed in position if correctly torqued. Both rope cutters showed damage, so we discounted the impact with floating debris. Rope cutter blades have wear to the cutter faces that should not ordinarily have impacted each other, and as they are a single unit, the assembly could not be forced together by the shaft moving. Everything only happened at a high load ahead. Astern, nothing! Back to my opening comment - BEFORE WORK, READ THE INSTALLATION MANUAL. We (as owners) read the manual, extract above from a similar coupling. All shaft lines will move axially under load. The rope cutters had been installed with the restraining bracket hard against the restrained cutter disc. (See the photograph where the reference line and the tip of the cutter disk arm are not in line.) Astern, this made no difference. Ahead, the restraining bracket would take full propeller forward thrust transmitted via the propeller shaft. This thrust distorts the fixed blade, causing impact and wear between the fixed and rotating cutter blades. Vibrations would be at the shaft or 2x shaft speed. At that point, everything began to give way, setting the stage. The shafts themselves moving is a chicken/egg equation, and we are not sure what came first or why, but we suspect the subcontractor did not check the torque setting after the initial run if indeed they were correctly set to start with. Then, the installation subcontractor initially refused to take responsibility, but that is a story between Yard and the subcontractor that we do not need to be involved in. The yard are procuring two new rope cutters. The shafts will be repaired as soon as we can, and new components will be installed correctly this time. Couplings will be torqued accurately, and a "tell" will be installed so we can monitor the location internally. After the initial test run and all torque settings are confirmed, we do a load test at the dock and, if successful, continue with sea trials. Luckily, we believe this mess had nothing to do with the propeller design or manufacture. Some may be attributable to seawater flow characteristics under the hull or propeller/rudder/hull interactions and we will know more after the next sea trials. I'll let you all know how those sea trials go! At some point, very soon, we will be free of these issues and away, but we best discover them all now rather than later. Chris Leigh-Jones On a happier note - our model sailboat is coming along! Control gear is in and the sails are being test fitted. Jolly Jack ashore again.