Our previous post concerning customizations for TTR seemed to be well received; so we will go forward with “Our Stamp, Part II”. Please remember that the decisions and changes we have made are not necessarily right, wrong, or suitable for everyone; they simply reflect our preferences. These aren’t necessarily the most exciting topics, but they are important when planning to live on a sailboat.
Dinghy davits – As much as we loved Let It Be, one of the Helia’s weakest features is inadequate dinghy davits. Frank and I removed the dinghy engine for any overnight passage and the dinghy remained a matter of concern on passages.
Improving on the dinghy davits seen on previous HH Catamarans was well spelled out in our contract for TTR. The redesigned davits in addition to carrying a sufficient load with a big safety margin would have to meet the following criteria 1. With the engine down, the bottom of the shaft had to be 38 inches off the water 2. Both davits had to touch the port and starboard inflatable tubes of the RIB for stability 3. The dinghy had to sit level from side to side when fully lifted into the davits 4. The stern of the dinghy had to be lower than the bow to allow water drainage.
Initial renderings of the modified davits.
Combining the design skills of Gino Morelli and James Hakes with HYM’s fabrication capabilities, dinghy davits have been created that are both esthetic and functional. The design and fabrication of the first set of davits was finished in time for installation on Utopia, HH55-04, which arrived in Newport, RI last week. The reports so far are very good. Many thanks to those involved, we look forward to a happy and stable dinghy.
Solar MPPT controllers – HH offers several solar package options and all HH solar installations include Solbian SP flex panels fabricated in Italy using ultra-efficient monocrystalline Sunpower cells and installed on the coachroof of the boat. HH’s standard install involves wiring 2 of these super expensive 12v panels in series to one 24v MPPT controller to charge the 24v house bank. All this makes sense except when confronting the shading issue which is inevitable in all boat applications. When only 2 of the total 72 cells (36 cells each panel) on these 2 series wired panels becomes hard shaded, the charging output drops by 60% or more. Genasun boost controllers to the rescue! TTR will have 1 Genasun MPPT boost controller for each panel boosting the charging voltage from 12 to 24v. Therefore, if 2 cells on any panel become hard shaded the loss will be only the output from that one panel not two panels. I know this all seems like a lot of mathematical gooble-dee-goop but that’s what my man does well! We are hoping that our solar charging will reduce generator run time to only 4 hours every third day at anchor. Thank you to Jessica Li, the HH electrical install team, and the onsite supervision squad for helping us to make this happen.
Installation of the solar controllers in the salon ceiling of TTR.
Folding propellers – HH offers a Gori 3 blade folding propeller as it’s standard; it’s shiny and beautiful. Nevertheless when researching folding props for Let It Be; we were overwhelmingly led to the Flexofold 3 blade folding prop and specified the same for Ticket to Ride. Yachting World Magazine performed the most objective testing of folding and feathering props and published the results in their March 2015 issue. These tests showed the Flexofold prop was the top performer in all categories including forward and reverse thrust, top speed, low side force, and low drag when folded. The Flexofold prop has an inexpensive off the shelf hub anode in comparison to Gori’s expensive proprietary anode. The Flexofold is simple and maintenance free without the gimmicky overdrive feature touted by Gori. And last but not least we were incredibly happy with the service provided by our Flexofold props on Let It Be. We could see no reason to change from what was working.
3-blade saildrive folding propeller by Flexofold
Antifouling Paint – During our 5 years owning Let It Be, we had antifouling paint applied 5 times. Three different paint brands, 3 different boatyards, 3 different islands and all the bottom paint work (sanding, preparation, application) for better or worse was performed by the boatyard. The paints ranged from Sherwin Williams (least expensive) to Sea Hawk Islands 44 (most expensive). Regardless, none of the bottom jobs looked satisfactory at 10 months much less 12; very disappointing. While living on LIB a bottom job cost $5000-7000, required planning, involves some risk for the boat, and moved us off for at least a week. Our cost involved haul, launch, blocking, paint, labor, yard days, lodging for us off the boat, kennel time for Captain, and eating out. We figured there has to be a better way. TTR will have CopperCoat brand epoxy paint applied to her clean hull undersides under the supervision of the Chinese Coppercoat rep and we hope to get 5 years out of CopperCoat. CopperCoat will add about 100 pounds, cost maybe 25% more, and only comes in a brownish/tan color that will patina into a blackish/green color; however, it could save us mucho dinero, is much more environmentally friendly, and could remove the hassle of annual bottom jobs.
LIB’s hull full of barnacles only 7 months after an expensive bottom paint job!
Yes, HYM really has worked with us to deliver a boat that meets our needs, plans, and expectations. I have saved the major interior customizations for a later blog when I will have pictures from TTR. I think the interior changes are as exciting and important as the outside changes that have now been discussed.
Please stay tuned and let us know if you have a question or comment. Check out our FB page for more frequent posts.
One of the benefits for us of buying an HH55 catamaran is the opportunity to customize the boat to our liking. No doubt that Morrelli and Melvin designed an incredible boat and HH is doing a fabulous job of fabricating that boat. But we still have been able to add our own little stamp to the boat we will receive in a few months.
Beginning on the outside and forward at the bow, here are just a few items we have changed from “the norm” on previous HH55s.
Trampoline – The standard trampoline supplied by HYM is a 1 1/4 inch knotless dyneema material that is attached with individual lashings to the many, many attachment points on the hull. The 1 1/4 inch reference relates to the size of the hole between the strands of dyneema line. This dyneema trampoline is an excellent, lightweight choice for offshore and racing, the getting there part of sailing; however, for both the getting there and the being there part of sailing we chose an alternative. We wanted a trampoline comfortable for bare feet, dog paws, knees during yoga and relaxing at anchor. Simply put, we wanted to make the trampoline serve as both a useful and comfortable outdoor space. Sunrise Yacht Products to the rescue! Richard worked beyond his duty to properly size and manufacture an offshore trampoline that would have all the benefits of dyneema with a host of other advantages. We settled on the Sunrise Offshore Polyester Open Net with 3/8″ net openings and attachment grommets to match each of the hull attachment points. We are super excited to play and work on this trampoline. By moving to this trampoline we did add 22 pounds to the overall weight of TTR.
Left represents the weave we chose for TTR. Right is a 1″ dyneema open weave.
Generator – Hudson Yacht has been installing a 12KW Fisher-Panda generator on the previous HH55’s and this was simply a deal breaker for Frank, my favorite mechanic. We have had different gensets on previous boats; however, the Northern Lights 9KW genset on Let It Be far surpassed any generator we have owned. The NL was quiet, easy to service, incredibly dependable, and NEVER failed to start. When we sold Let It Be, the genset had over 8,000 hours, ran beautifully, and the only part we had replaced was one alternator. Frank feels that the key to the NL genset success is that it has No, None, zero green circuit boards, only relays, and it runs at 1800 RPMs not the 3200-3600 RPMs seen with the Fisher-Panda. The NL genset is about 40 pounds heavier than the FP which makes zero difference to us. Our boat, for better or worse, will be electrically demanding and we accept the need for a generator; however, we absolutely wanted a machine on which we can depend.
A brand new Northern Lights Generator for TTR.
Bow Thruster – HH offers a bow thruster located in the starboard forepeak with a dropdown lower unit when the thruster is in use. All 3 of the previous HH55s have opted for the thruster; however, we chose to delete the thruster from TTR. Having the experience of Let It Be with no bow thruster and the fact that we expect to spend very little time coming to and from marina docks; we feel very comfortable with no bow thruster. The financial savings was big and eliminating the thruster saved us over 440 pounds!! However, we did build a monolithic patch in the forward hull allowing for easy installation of a bow thruster if desired in the future.
450 mm Extended longeron (bowsprit) – Since our sailing plans and reason for buying Ticket To Ride include a tropical circumnavigation, we realize that much of our sailing time will be spent with the wind aft of the beam. On Let It Be some of our favorite sailing days had the wind TWA at 130-170; however, we also found that to be a challenging wind direction for sail configuration. Alas, with Gino Morelli’s advice and working with our sailmaker, Matt Bridges, from Doyle NZ, we decided to extend the longeron / bowsprit by 450 mm and fly a large furled reacher from the very end of the bowsprit. This bring the headsail further forward into cleaner wind, less blanketed by the mainsail.
Longeron installed on TTR.
Cableless Reacher – The mainsail, genoa, and self tacking staysail on Ticket to Ride will be supplied by Doyle NZ (our choice) and will be very similar in size and cut to the previous HH55s. The reacher/Code sail is where we have changed course from the previous HH55s. Again, since tropical circumnavigation is our plan we talked at length with anyone knowledgable about appropriate sail configurations for such plans. Matt Bridges from Doyle NZ is an excellent listener and his first proposal included a cableless reacher. “What is that animal?,” we asked. In brief, a cableless reacher eliminates the very thick torque rope around which a removable, furled headsail is normally wound when furled. Instead of the 3/4 inch torque rope tensioned to sometimes over 5 tons, the cableless reacher has additional spectra and carbon fibers built into the luff of the sail and is tensioned to about 1/8 of the torque rope specs. The trade off with a cableless reacher is that it will not go upwind as well as a torque rope and will never be a Code 0 or an A1. Rather the cut is more A2 or A3. WOW, that’s exactly what we want!
Cableless reacher production drawing from Doyle Sails.
Considering all the above features of the cableless reacher, we also did not order a gennaker at this time. We feel the cableless reacher will be much easier for us to handle alone and it provides 80% of the benefit of a gennaker. Eliminating the gennaker is a huge dollar, weight and storage savings.
Another view of the reacher drawing.
Spade Anchor and galvanized chain – Hudson Yacht’s standard spec for anchor and chain is a Stainless Lewmar Delta anchor and stainless chain manufactured in China. I don’t know about you, but, we say thank you to our anchor every morning when we wake up to find ourselves in the same spot as when we went to bed. Let It Be was delivered with a Lewmar Delta Anchor which worked fine in ideal conditions. Sailors know that ideal conditions are seldom found! After 3 weeks on Let It Be, much anchor research, and a boat show special, we chose to give Let It Be a new Spade Anchor and we never looked back. Grass, mud, sand, wind, or any combination of the above and we were always set. So why would we want to return to the past with Ticket To Ride? TTR will be sporting a beautiful stainless 1 piece Spade anchor. Concerning anchor chain, Practical Sailor says it best, “Steer Clear of Stainless-steel Mooring Chain.” Stainless chain, in addition to being inherently weaker, suffers from crevice corrosion leading to failure with no warning. We have spec’d 10 mm galvanized Acco chain for Ticket To Ride.
Hopefully our anchor will never land in such a shallow spot!
Watermakers – We really did not vary too far from the HYM standard Spectra watermaker. What we did change is its location. Frank and I had a love/hate relationship with the huge storage capacity below the berths on Let It Be. On the love side it allowed us to carry ample spares, tools, and toys. On the hate side it seemed like every time we needed something different it was stored below a bed requiring the removal of bedsheets, mattresses, mattress support boards followed by digging. The watermakers on HH5501 and HH5502 were installed below the master berth…. a much less than ideal location in our opinion! Considering filter replacement, checking for leaks and the noise generated while making water, my maintenance specialist began an earnest search for a different location. After many emails, evaluation of drawings, and support questions to Spectra, the decision was made to put the Spectra 24v Newport 700 in a purpose built compartment in the port side forepeak. The HH crew is confident this will be an excellent long term home for the watermaker due to access for service, weight distribution and water spill cleanup. Only time will tell for this untested location.
It’s very fun to share the construction of a new boat with our friends and readers. The items above really only scratch the surface of the changes we have made to TTR to meet our needs. In a future blog post(s), we will share other custom changes to solar, electronics, seating, general arrangement, and so on.
In just a few days we are heading to China for the ‘soft launch’ of TTR and we look forward to seeing her in person! During soft launch, Ticket to Ride is placed in a pond so most of her systems can be tested. Soft launch allows HH to review all of the components of boat systems and it will give us our first chance to begin learning about the systems on TTR that will be new to us. (And I get to see how the interior colors I chose actually work together. Fingers crossed!)
Many, many thanks go to the HH crew, Gino Morelli and Mark Womble (Morelli and Melvin), Matt Bridges (Doyle NZ), Paul Hakes, and at the top of the list is Let It Be. She was much more to us than a platform for learning but WOW we did learn a lot from Let It Be.
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