Do-It-Yourself Generator Install

For many, many, many years, our trusty Honda 2000 portable generator supplied us with 120-volt electricity when we needed it at anchor. On our sailboat, we used an inverter most of the time and our solar panels and wind generator kept the battery banks topped off. We made the decision early on to install a permanent generator on Beach House for our upcoming cruise to the Bahamas and the Great Loop. We likely won't have the wind conditions needed for a wind generator like we had in the Caribbean, and solar panels are not practical for us right now. We want to be able to run the air conditioner in the Bahamas and the heat in the Great Lakes when we need it, and an inverter would just not do. Generator options for boats are plentiful, and deciding which one would best suit our needs took a lot of research.

Once the house battery bank had been relocated, the shelf where the generator would be located needed some reinforcement and rebuilding. It was strengthened with a layer of 1/2-inch plywood and sealed with West System.

A layer of fiberglass cloth was laid over the plywood using epoxy to further strengthen and seal off the wood from any coolant or oil that might be spilled during maintenance. All of this was placed over the existing shelf.

Everything got a couple of coats of fresh paint and all we needed was for the generator to arrive. Our choice was the Next Generation 3.5 generator in a sound shield. We wanted a small footprint that would fit in the space we had in the engine compartment. We needed it to be able to handle our 16,000 BTU air conditioner/heating system. It also needed to be capable of running all of the rest of our appliances, battery chargers, water heater, power tools and whatever else we wanted to run on board. Weight was also an important factor since the unit would be sitting against the hull on the port side of the boat and weight distribution had to be a consideration. The generator also had to have a good reputation in the cruising community for reliability, sound construction and ease of maintenance and repairs. The Next Generation scored high in every category.

The generator arrived one afternoon in a 40-foot semi and it was fun just watching him maneuver through the marina. We got the truck in front of the boat and the first order of business was to get it uncrated to make it easier to get off the truck, not to mention on the boat. Three of us and the driver unpacked it, slid it on to the lift gate and lowered it to the ground. I had rented a refrigerator hand truck with straps that made it easier to get it from the parking lot, down the ramp and dock, to the boat. Once we were on the finger pier, we made a sling out of lines and nylon straps. Next, we muscled it through the side door and down into the open hatch to the engine compartment. The whole process went easier than I expected, and by removing the sound shield, it helped lighten the load.

The sound shield was put back in place, and the unit positioned so that access around it was decent and there was room to work. Once we were satisfied with the position, the unit was bolted in place. This is where it would live.

All fittings and connection to the generator are easily made either to or through the sound shield. The fuel lines, water lines and exhaust have connections extended to outside the sound shield. The wiring has plastic pass-throughs to keep everything neat. Even the mounting brackets, which are bolted to the motor mounts, are on the outside of the shield. This make the unit almost plug and play.

The fuel tank had an unused pick-up tube and fitting for the fuel return making the fuel connections pretty easy. A cut-off valve for the fuel pick-up and a couple of elbows and hose barbs and we were in business. The fuel lines did need to be run from the generator to the top of the fuel tank, but that was all pretty easy. The fuel lines are 5/16 and the return line is 1/4.

A Racor R125 fuel filter came with the unit and was plumbed in just before the generator. Since the fuel lines needed to be mounted along the top of the engine compartment, the filter was placed high to give easy access for changing.

The exhaust system required a waterlock because the generator is below the waterline. Next Generation also supplied the Centek 1 1/2-inch waterlock with a side entry and top discharge. A small shelf was needed to mount the waterlock at the appropriate height and to keep it level in the slanted bilge.

With the shelf completed and another section of the engine compartment painted, all of the exhaust hoses were connected in place and double clamped. The exhaust was all secured so it wouldn't move around and chafe when the genny is running or when the boat is underway.

An 1 1/2-inch exhaust thru-hull was installed just above the waterline. We decided on one with a flapper cover to keep out water intrusion while we were underway and the flapper directs the exhaust water straight down. The plus is that it also reduces the exhaust noise when the generator is running.

The wiring to the generator is pretty simple, and with the provided wiring harness, it took a very short period of time to connect everything up and mount the remote starting panel. Our unit came with a standard 10-foot harness, but longer ones are available.

This was all really the easy part. The difficult part comes in wiring the generator to the boat's electrical systems. This is something I would never recommend to anyone that does not have experience with boat wiring and I don't mean casual experience. Our boat was a bit complicated but no more than most. We have 2 separate independent panels fed by two separate shore power connections. One is the main panel and the other is a smaller panel with only the air conditioning system and the outlets on the flybridge. We also have an inverter that is connected to the main electrical panel that needed to be wired into the circuit. Each electrical panel required a transfer switch to allow us to select between shore power, the generator and the inverter on the main panel without ever having two sources connected to a panel at the same time. For the main panel, we used a Blue Seas 3-way switch that lets us switch between the shore power, generator or inverter.

The smaller panel is primarily for the air conditioner and only needed a two-way switch to connect the shore power or generator. This panel is not connected to the inverter since it won't ever run the AC unit.

Because the unit is below the waterline, an anti-siphon valve is required in the raw water intake line to keep water from backing up in the engine. The sound shield also needs a way to remove the hot air that will build up inside the shield. An exhaust fan is installed and attached to an outlet on the top of the box. We attached the discharge for the fan to one of the engine room air intakes. There are four of them in the engine compartment. It's wired to the generator so the fan comes on automatically when the unit is started.

The attached exhaust fan also helps keep the heat down in the compartment when the generator is running.

Just before the initial start up, the fuel system is pushed into the engine by using a jumper on the electric fuel pump. The pump is allowed to run for a few minutes until it is pushing fuel back through the fuel return line. A quick check of the oil and coolant levels and everything was ready. It took the unit about 2 seconds to fire up, and we were very surprised and just how quiet it was. In the main cabin we can just hear a low hum and a bit of vibration, but really less that we had with our portable sitting on deck. It was an incredible relief to have this major project completed and it also meant that our cruising was about to begin for real. A quick trip north to visit the kids, grandkids, family and friends for Thanksgiving, and we returned ready to cast off the dock lines for our next big adventure. Let the cruising begin!

Installing Our Garmin GHP 10 Autopilot

After 17 years of sailing on our Mariner 40 Ketch, Sea Trek, we were really used to having an autopilot do most of the steering for us. With Beach House, we did all of the steering ourselves, until now. Both the trip from South Carolina to the Chesapeake and the return to Florida required us to steer every foot of the way. We often mentioned on those trips how much we would like to have had some electronic help. An autopilot has always been on our to-do list, but we decided to wait and install the latest model just before departure time on our upcoming cruise. The time is now.

 

The first step in any installation is to decide where all of the bits and pieces are going to go. Our first and easiest decision was where to mount the GHC 10 interface control head. We wanted it in the flybridge since that’s where we do most of our steering. We only use the lower helm in bad weather. This was also the reason we decided not to install a second control head at the lower helm. Well, that and the fact that we are running out of real estate.



For the lower helm, we decided to use a remote for the occasions when we would be steering inside. The Garmin remote was a perfect fit and we could use it in any location on the boat. We often sit on the bow while underway with the autopilot steering the boat.



The provided template for the GHC 10 has a sticky back so it was attached and lined up properly exactly where we wanted it. We needed a spot near the helm but with at least 3-inch clearance behind it to allow for the cabling. The GHC 10 must be connected to the NEMA 2000 network. There are also 2 wires that must be connected to the course compute unit (CCU) and the electronic control unit (ECU) interconnect cable.



To accomplish that, a wire run from the flybridge to the area behind the lower helm was needed. Beach House is fairly easy to make long wire runs without drilling holes all over the boat. The flybridge wiring and hydraulic tubing provides easy access.



The CCU acts as the brain of the autopilot and contains the sensory equipment to determine heading. We often referred to this in the past as a fluxgate or gyro compass. It’s much more sophisticated in the Garmin. The unit has to be mounted in the front half of the boat and as low as possible. Garmin instructions say that it should not be mounted any higher than 10 feet above the waterline. We mounted it in a forward locker under the V-berth. It would be below the waterline in this spot. Another important factor is that it must be free of any magnetic influences, especially any metal objects. Also, it comes with its own nifty mounting bracket.



Our hydraulic steering system is fed by copper tubing throughout. This would not work to connect the autopilot pump into the lower steering station. We chose this location for our ability to connect the pumps easily and not have to re-plumb the entire system. The autopilot pump must be mounted within 18 inches of the course computer, so the location also allowed us to mount all of the additional parts in one location.



We found all of the necessary Teleflex tubing and connections at a local NAPA store. None of the marine suppliers in Naples or Marco Island could provide us with what we needed. Go figure. We also purchased hydraulic fluid so we could bleed the system once everything was installed. This flexible tubing made the replacement process much easier and quicker than trying to work with the copper tubing. The Teleflex fittings were all quick connects, and since I had used them many times in the past, I knew that if they were installed properly, they would not leak.



The new lines were attached to the helm pump and then secured to the bulkhead so they wouldn’t move around. It required a port and starboard line as well as a return line. The copper return line from the upper helm was left in place.



The Garmin GHP 10 contains a patented “Shadow Drive” that allows the helmsman to take over the steering by simply turning the wheel. This disengages the autopilot and allows you to steer the boat until you want the autopilot to take over again by steering a straight course. The Shadow Drive needs to be plumbed into either the port or starboard hydraulic line. It has to be mounted horizontally as level as possible and closer to the helm than the autopilot pump. It’s important to secure it to the bulkhead to prevent it from moving around. It, too, must be mounted away from any magnetic influences. Since we have dual helms, the drive has to be mounted between the autopilot pump and the lower helm.



The next step is to install the autopilot pump itself. The pump size is determined by the specifics of the boat and we chose the 2.0 litre. They come in several sizes. Our pump is mounted on a flat surface directly under the lower helm.



The ECU unit is mounted to the bulkhead just above and to the right of the pump. They need to be mounted within 18 inches of each other. The pump is connected to the ECU via the supplied cables.



The Garmin GHP 10 is completely NEMA 2000 and it makes the installation almost plug and play. There are a few cautions - the NEMA 200 connections must be made with the proper orientation of the fittings for the backbone and cable runs. Once the autopilot is installed, we now have the beginnings of a NEMA 2000 system and can easily add additional equipment later. The final connections were the NEMA 0183 output from our Standard Horizon chartplotter so the autopilot would have heading and speed information. With the autopilot set up this way, we did not need a rudder sensor. The Garmin calculates the rudder position based on the number of turns stop to stop and other factors during the calibration process.



When everything was installed, it looked very close to the layout provided in the installation instructions. The only thing left was to bleed the hydraulic lines and go through the calibration process. But one minor issue had to be dealt with first.



We had a slight leak in the upper helm pump so it was removed and sent off to have the seals replaced. This would be the second time we have had to replace seals in the upper helm. This time we hope it lasts.



Before reinstalling it, we gave it a fresh coat of paint so it looked nice like the rest of the flybridge. After 30 years, it was looking a little ragged.



It all went back together and the hydraulic lines were reconnected. Things were really looking good at this point, and it is surprising how easy the installation went considering the need to change so much of the system.




With the wheel back on, the entire system was bled and everything checked for leaks. All went well and the calibration was the next step. Part of the calibration is done at the dock and part is done underway. The sea trial, and the entire process for that matter, is done via the calibration wizard within the autopilot. It really is very simple, but we must look a little crazy out driving the boat around in circles and letting it drive in an S pattern. Once the installation was completed, we were very happy to welcome our newest crew member aboard, the autopilot. It really is like having a third person on board.
Next comes the generator. Stay tuned for that installment.

AGLCA Fall Rendezvous

The reason we have been a little negligent in posting lately isn't because we haven't had much to post. To the contrary, the reason is that sooooo many things are going on that we have been hard pressed to sit down at the computer and get caught up. Some big projects have been completed, and preparations are coming down to the wire for the beginning of our next big adventure. Anyone that has prepared for a two-year cruise understands how hectic and stressful that can be. So, you ask, what does that have to do with an AGLCA Rendezvous? Good question...

We are often asked to do presentations for various boating organizations. We joined the AGLCA (America's Great Loop Cruisers' Association) not too long ago to participate in the group activities and to gather information for our Great Loop cruise from the experienced members of the association. It has been an educational experience. When we were asked to do a presentation at the fall rendezvous on areas of the Atlantic ICW from Jacksonville to Myrtle Beach, we jumped at the chance to share our information with the group. The Fall Rendezvous is held every year at Joe Wheeler State Park in Alabama. This is an absolutely beautiful setting and perfect for a boating organization rendezvous. Located on Wheeler Lake, the Park has a resort lodge, restaurant, cabins, camping, fishing, golf, tennis, swimming, convention/banquet facilities, transient slips and a marina. Arriving in the fall with the changing colors of the foliage made this area even more spectacular.  

There were approximately 50 boats at the marina and nearly 200 members in attendance. I would estimate that we had at least half at our presentation (Jacksonville to Myrtle Beach) and maybe more. Many were first time Loopers and would be traveling the ICW waters for the first time. There were lots of great questions and copious amounts of notes taken. Our slide presentation seemed to be well received and several members asked us to copy it to flash drives so they could take it along with them. The lunches and dinners provided by the lodge were excellent and we came away a few pounds heavier.

One of the things we enjoy the most at any of these gatherings is the opportunity to spend time one-on-one with other boaters and share our knowledge and experience. It's also great to be able to absorb lots of information and knowledge from boaters that have been to places we have yet to travel and tap into their vast library of knowledge. Even with our decades of experience, we learn something new almost every day and always look for new resources and information. At the Rendezvous, we were not disappointed.

It isn't all seminars, luncheons and dinners, although there's nothing wrong with that. The Rendezvous' include lots of social events that are always well attended. The backwards blindfolded dinghy races are always a blast. To keep it safe, only one entry is on the water at a time, and their time from the starting line to the finish line determines their position in the race. There is an outboard category and a rowing category. The helmsman is blindfolded, and the first mate calls out directions to steer. We saw lots of loop-de-loops, but everyone crossed the finish line safe and sound. An outdoor concert in town was held to the tune of Bluegrass bands and declared an event not to be missed. The Trawler Crawl is always well received as many members get the chance to show off their boats, and many of us get some great ideas for improvements to our own boats.

Everything good seems to end too soon. At the end of the Rendezvous, one by one, the boats untied their dock lines and headed off to make the first lock of the day south towards Mobile and the Gulf coast. Those like us that came by car were packing up and checking out of the hotel. Every room in the resort has a water view, and after a couple of days, it was hard to say goodbye to this fabulous location. We are looking forward to arriving next year on board Beach House. In just a few short weeks, the adventure will begin again for us. The plan is to head for the Florida Keys around December 1st and spend some time making sure all of the new equipment is working properly. Some time in early January, we will cross over to the Bahamas to spend the winter and begin research for the Bahamas edition of The Great Book Of Anchorages. Book sales have been amazing and keeping up has slowed us down a bit also. But it's a labor of love.

Coming Soon, the Garmin GPH10 autopilot has been installed and calibrated so that will be our next posting, as soon as we have a few minutes. The real biggy is the installation of our brand new Next Generation 3.5KW genset. We're really excited about this installation and can't wait to get it posted. A couple of smaller projects almost finished are the raw water flow alarm and the install of the Argus (Autonomous Remote Global Underwater Surveillance) Survice Engineering depth monitoring system. A few more minor tweaks and adjustments and we should be ready to shove off as scheduled. Right now, we're back in the Chesapeake, by car, spending the Thanksgiving holiday with family and friends. This will be a Thanksgiving/Christmas celebration since we will be underway around Christmas. The final realization will probably come once we drop off the cars for storage and really get into cruising mode. Stay tuned, more to come very, very soon.

Ice Cream Stops Along the ICW

By Susan Landry, Published in September 2012 Issue Cruising World Magazine.

How many of you will admit to planning your overnight stops along the ICW to coincide with your favorite ice cream shop? I know there are more than just the two of us who think about that creamy, delicious cone waiting at our next favorite stop. After cruising up and down the ICW for almost 20 years, we have definitely found some yummy temptations.

But first, some interesting ice cream tidbits. Although the Chinese have been making flavored ices well before the birth of Christ, the Italians and French claim to have made the first containing milk or cream in the 1600s. Ice cream’s first mentions in U.S. history were around 1700.

Also, have you ever wondered why the ice cream you get in parlors is so much tastier than anything you ever find at the supermarket? That is because many of those creamy concoctions never see the inside of a grocery store. Ice cream manufacturers, such as Greenwood in Georgia and Working Cow in Florida, produce their ice creams only for restaurants and parlors. But now, down to the business of identifying those special places to feed your cravings.

 The Chesapeake - Virginia

We found a new “add to the top 10” ice cream shop on our recent trip down the ICW – Chitterchats in Reedville, VA. We had been eating dinner in the nearby, Crazy Crab restaurant, and I had been tempted to try their Key Lime Pie (hmmm…another whole article on “Best Key Lime Pie on the Waterway”). Our dining companions said, “oh no, if you are craving sweets, you must go to Chitterchats.” This shop is exactly what one would expect from an ice cream shop. Plenty of tables and chairs, brightly painted and smiling faces behind the counter. The owner is usually there with her staff to great customers. Then, the big decision; which flavor to chose. My husband always goes for the chocolate. And the more chocolatey (is that even a word?), the better. I tend to go for really sweet and decadent. I overheard the word coconut, even though I hadn’t seen that particular selection as I gazed longingly through the glass at the creamy, dreamy selections. “Coconut?” I asked. “We have all of the flavors on the board, not just the ones in the display case,” the smiling young girl said. “I’ll have one scoop of coconut and one of peanut butter/oreo/white chocolate,” I replied. My husband went for, you guessed it, Chocolate Decadence. In retrospect, I think this shop may be in our top 5. Word has it, locals also go here for the latest gossip, hence the name. I’ll go back for the ice cream, thanks. What a treat!

North Carolina

After you come down the Cape Fear River, preferably not in rolling, breaking waves with wind and current opposed, and you pull into the Provision Company for some nice fresh seafood, why not top off your meal with, wait for it, ice cream! All you have to do is walk out the front door of the restaurant, which by the way has great food and service, turn left and you will see ICE CREAM, in big letters at Flava’s. You can’t miss it. This day’s selections would be Rocky Road for the hubby (chocolate all the way) and Birthday Cake for me. I have a confession to make. I really have a thing for Birthday Cake ice cream. You get the painfully sweet icing part, usually blue, little bits of yummy cake and, if you are lucky, some crunchy bits of brightly colored white chocolate. My granddaughter and I share this passion. I tried their Birthday Cake and it was good. A nice end to a seafood meal.

South Carolina

After you pass through the hustle and bustle of Little River and the Rock Pile, you’ll need to stop at Barefoot Landing. Otherwise, you’ll have difficulty passing the Maggie Moos beckoning you right next to the Waterway. You may save your waistline if there is no room to tie up, but rest assured, another stop awaits you less than a day’s cruise away.

I can not count how many times we have been into Harvest Moon ice cream in Georgetown, but there is a second shop, Sweeties, there as well. When nothing but a cold cone will do, either of these shops will fit the bill. Both shops are right on Front Street. The selections are plentiful and again, service with a smile. Who wouldn’t like working in an ice cream shop??

Beaufort has their ice cream shop, Southern Sweets Ice Cream Parlor, hidden in the Old Bay Marketplace on Bay Street. Across the street from the waterfront, you will enter the mall. Near the entrance on the right, tucked quietly away, is the ice cream parlor. They have many selections to chose from and this is a true, old-fashioned store. Marilyn and Jack Sheehy started the parlor in 2001 and are wonderful hosts. They serve Greenwood ice cream and Marilyn has even added a lunch menu with homemade salads. Stop by to say hello and sample one of the many flavors. You are also invited to create your own frozen concoction and have it named for you.

Georgia

It is well worth the trip up the Savannah River to sample Leopold’s Ice Cream. They have been in business for almost 100 years and all of the ice cream is made on the premises from their own secret recipes. A short walk down Abercorn to Broughton Street from the waterfront will have you there in no time. This place is a feast for the eyes and ears as well with 10 cent jukebox and original décor.

Florida

Fortunately, you don’t have to go far into Florida to get your first fix. Fernandina Beach houses probably one of the most visited ice cream shops along the Waterway. About four blocks from the marina, this gem, Fantastic Fudge, makes and sells fudge and other candy. Their Birthday Cake ice cream is some of the best that I have ever had. Fantastic Fudge proudly sells Florida’s own Working Cow ice cream. You will likely find a line here, which is fine. One, you get more time to make up your mind and two, you know it must be good if this many people are waiting in line for it. I have to recommend the Raspberry Haze.

You won’t have to walk far from the Stuart waterfront to find ice cream. It boasts a Kilwin’s, G&G Gelato and Kelly’s Kones all within a three or four block radius! One’s too crowded, keep going to the next one! We just can’t walk past Kilwin’s without stopping.

Although not technically ice cream, it is a frozen treat and also my other fave dessert - the frozen key lime pie on a stick dipped in dark chocolate. Of course, this had to have originated in Key West. The Blond Giraffe and other key lime pie companies sell this sweet feast for the taste buds. You can find this in the Keys at a number if locations. I had the good fortune to find dipped cheesecake on a stick at a boat show on the Chesapeake last summer. I suggested to the guy he might want to branch out into key lime pie…

So, I’ve come to the realization that I will never be skinny again and will have the perpetual muffin top, but darn, ice cream at the end of a long, hot day on the ICW sure is worth it. At least you have to walk to and from the boat to find it. That should be enough exercise to work it off, right? Meanwhile, this last trip has meant some extra pounds. Back to walking! And not past ice cream shops…