Sea Trials

by Steve Dashew
(excerpted from April '99 issue of Sailing)

For the owner, designer, and builder sea trials on a new yacht represent a period of excitement and worry. Everyone is happy to have the boat in the water and to see her finally afloat—but there are concerns all the way around too.

For the owner this excitement is typically tempered with an overload of information on systems, rigging and boat handling. Anticipation is mixed with the fear that there is so much to learn "we'll never be comfortable on our own."

The builder is concerned about the owner, and if everything is going to work correctly. While the designer is worried about all of the thousands of details he has committed to paper and if the many trade-offs have been decided correctly.

It is 1030, and the sun is shining as the owners and I walk down the dock in Auckland, New Zealand. We've driven directly from the airport after a 12 hour flight from Los Angeles. The owner's faces are bright with anticipation. My face is more of a mask. The major concern of any designer seeing his work afloat for the first time is always the same—is she sitting on her lines? It is during the coming "sea trials" where we'll all become more familiar with this new yacht. All of the systems will be tested, awnings and sails fitted and set, and the details in the contract specifications checked. We'll be pushing things hard, harder than in normal use. If there's a weak spot everyone wants to find it now rather than when the boat is offshore.

The central walkway goes on forever. On the end tie we can see the raked spars of the ketch rig, but just a touch of the 80 foot hull is showing . Our pace quickens, and then finally we are standing in front of the hull .

My clients gaze up at the rig, and run their eye along the shear while I mosey to the bow, and then the stern. I hope the release in tension in my shoulders and face is not too noticeable—the boat is floating where expected.

The owner's have been warned to expect "punch list" of minor problems. All sea trials have them. It is in everyone's interest to ferret out problems now, while they can be taken care of easily by the builder's crew.

We step aboard and are greeted by Kelly Archer, the builder. Kelly is all smiles. The protective covering in the interior has just been removed and the crew has seen their work in total for the first time. Kelly takes the owners for a tour below while I walk around the decks to get a look at the rig. Chris Salthouse from North Sails has just finished bending on the working canvas and is obviously excited about getting away from the dock.

Before we go sailing for the first time, however, we will check over all of the standing and running rigging. This means looking at cotter keys, the static tune on the rig, making sure turnbuckles are seized with light line so they can't unravel, and reviewing deck hardware. The main mast runners have Lewmar size three blocks where size four are specified and these are quickly changed.

The next step in the process is to insure that the engine, prop, and controls are all functional. We want to confirm that pushing the shift lever foreword really means the boat goes ahead , that the throttle works, and the steering system is operating properly. We will also make sure there is good water flow from the exhaust.

Kelly is back on deck and confirms that the self launching Bruce anchor and Maxwell windlass are operational. We also have a Fortess aluminum anchor and rope rode ready to go, just in case. I don't expect to need them, but there are lots of shoals around Auckland harbor and it is comforting to know we can get a hook or two launched in a hurry if something goes astray.

The breeze is light—eight to ten knots—ideal for the very first sail. The owners are back on deck now having a look around, taking in the location of winches and sail controls. As this is the second of our designs they have owned there is a familiar feel to the layout. Kelly lights off the engine to allow it to warm up while we discuss our exit from the marina. Before leaving the engine room is given a once over for loose gear, oil and fuel leaks, and belt tension on accessories. The interior is checked to make sure doors are locked and lose gear has been removed horizontal surfaces.

The channel leading away from the dock is narrow, and shallow. There are pilings off the bow and stern which we need to maneuver through. We decide to let the wind blow us off the dock, and then power in reverse down the channel.

Getting off the dock proves to be quite easy and we head in reverse down the channel for a mile before there is a spot large enough to turn around. This wide spot affords us the opportunity to test the boat's maneuvering capabilities under power. With the helm all the way to starboard we use reverse torque to pull the stern to port, and then forward thrust against the rudder to rotate us clockwise. Everyone is pleased to see the boat turn in little more than her own length. We then test to see how quickly she can be stopped at various forward speeds, and how long it takes in reverse before she is tracking straight. This information will come in handy when the time comes to return to our tight berth.

Back again in the channel we gradually bring up the rpm's, keeping a watch on exhaust gas and engine coolant temperature, along with oil pressure. The engine is able to run at its rated 3200rpm with a clean exhaust, and speed appears about as predicted (12 knots at 2800 rpm).

Everyone is smiling, and looking forward to getting sail on the boat. The engine is gradually slowed as we turn into the main channel and we head into the wind. The mizzen is hoisted, then mainsail, and we head off on a shy beat sans headsail. The North main and mizzen look wonderful. They twist off perfectly at the top, and all telltales are streaming aft. The 120% working jib is unrolled and the performance begins to heat up. With just six and a half feet of draft one of my concerns has been upwind boat speed. Although the instruments are not yet calibrated the boat feels very quick—she tacks easily, and even in these light conditions is doing close to wind speed while reaching.

We dig out the free flying reaching jib to check its shape, sheeting position, and impact on performance. The extra sail area has us quickly moving at wind speed or a little better and the sail sets beautifully. Upwind it sheets to the end of the toe rail track—as designed.

Everyone is excited by the performance . There is also a bit of relief that all systems are working as planned. We are also all very tired. The owners and me from the long plane flight and Kelly and his crew from the push to get the boat finished (all boats, regardless of schedule, are a push to get finished at the end!). We head back to the dock for a late congratulatory lunch at the marina restaurant and a good nights sleep.

The next day trials begin in earnest. The first thing we do is unplug the shore power cord. We want the boat running on her own systems, pulling the batteries down and recharging them, so there is load on the alternators and genset. To make sure the charging system is properly cycled the inverter is turned on along with the electric element in the hot water heater. This really sucks down the batteries.

During the night the fresh water pump has cycled several times indicating a leak. Hose clamps are double checked and several loose ones tightened. While inspecting the engine room I notice a shiny spot on the hull. Scientific analysis (i.e. a taste test) indicates diesel fuel. A couple of minutes later we've found a tiny leak in the drain valve of the day tank. A quarter turn on the valve solves this problem.

All electrical gear is now running. Lights, electronics, pumps and motors are all cycled on and off (which is a better test than just leaving them on). The digital thermostats for the fridge system are adjusted and a log of compressor time is started.

Over the next week our time away from the dock will be split between learning how to handle the boat under power and checking out sail combinations and rig tune. Of the two, the most important will be handling the boat under power in tight quarters —this is where you can get into trouble quickly with a big boat.

We practice steering in reverse, turning in tight areas, and using prop torque to rotate. The bow is put into the wind and we note how quickly it blows off. We check to see how the boat behaves drifting with the bow downwind. We also want to know how the boat drifts to leeward when turned beam to the wind.

Under sail we practice tacking with and without a headsail. The roller furling jib is looked at under load in "roller reefed" condition. The shape is full, and there are some wrinkles, but it would be OK in a pinch when reaching. The staysail is set first with just main and mizzen, and then with the working jib in cutter configuration. The staysail gives us a surprising boost when reaching. The main and mizzen are reefed to check boom and tack heights, and that the running rigging works easily. The cap shrouds on the mainmast are a bit slack now. Back at the dock we tighten these three turns each.

On the fifth day we finally get some breeze. It is blowing a steady fifteen with gusts coming through in the low twenties. We have Chris Salthouse aboard again from the North loft to look at the heavier sails and talk about chafe. We decide to add chafe patches to the staysail foot where it overlaps the lower shroud and the working jib where it will rub on the pulpit when broad reaching. Heavy spreader patches will be added to both main and mizzen for full hoist and reef conditions. These will have a tapered reinforcement where the poke of the spreader end is worst.

Chris is a little concerned about the detailing on the outboard end of the battens and asks that we do some "hard" jibes to test the sails. We are happy to oblige as that is still on the "to-do" list. The breeze picks up into the low 20 knot range and we take off on a broad reach . The boat accelerates smoothly through her wave drag hump at 13 knots and we are quickly doing a steady 15.5 to 16 knots. The helm is put down and we spin downwind. The main slams across the full width traveler followed a second later by the mizzen. This is not a recommended every day procedure, but we need to be sure that the deck hardware and boom/gooseneck combination will stand the shock loads. They do fine, we do several more crash jibes and then we notice a batten end poking out of the mainsail near the top. Back to the drawing board on that detail.

The next morning the owners and I meet with the awning maker. This is one of the toughest categories of gear to get right and we want to check out the entire inventory. I am pleased to see that on first try almost everything fits properly. The cockpit awning and foredeck awnings will require minor modifications, but this is expected.

Kelly comes by next to review my to do list. During the morning one of the large alternators has overheated and needs to be replaced with a spare. These are typically quite reliable and we can find no reason for the problem. I'll talk with the manufacturer when I return to the states. The starboard headstay tang on the mizzen mast is out of alignment, bending the wire where it exits the wire terminal. This will need to be fixed right away. There is insufficient clearance between the main traveler control attachment and the traveler car, allowing the control lines to jam on some occasions (an easy fix). Finally, I am unhappy with two of the small antennas mounted on the pilot house roof. These will at some point catch mainsail reefing lines and some form of a protective cage needs to be made up.

The owners and I have a last lunch together, before it is time for me to fly back to the states. We'll be in close contact over the next few months as they go through the learning curve with their new boat. The most important thing right now is for them to get the boat off the dock and out sailing—using her as she was designed to be sailed, offshore, and in remote anchorages where they must be self sufficient. This will not only shorten their learning curve, but expose any small problems which may still exist in the systems while they are still cruising in New Zealand.