The passage from Chesapeake Bay to Newfoundland was meant to podition Phywave at a decision point where I could attempt a solo Arctic circumnavigation along Russia’s Northern Sea Route (NSR) or sail solo westbound through the Northwest Passage (NWP). It was also meant as a shakedown sail to test whether Phywave was really ready to take on either of these very demanding voyages. The test turned up several problems with Phywave, some fairly serious.

Many maintenance tasks and new equipment installations were done while Phywave was in the boatyard at Herrington Harbour North (HHN). These turned out to be sources for problems on this passage. I’m going to discuss these problems across a few blog posts because there’s a lot to say.

Last Fall I had a contractor at HHN winterize Phywave which essentially mesns draining any systems with water (whicj could freeze) and and replacing the water with non-toxic anti-freeze. In the Spring the process is reversed, called commissioning. I did the commissioning myself which went well. However, it appears the winterization contractor also drained most of the coolant from the engine. There’s no reason to do this since it doesn’t freeze. They didn’t tell me they did it so a few days into my passage during a stint of motoring the engine overheated and I had to shut it down. Given where I was, the nearest place to get help with it was Newport, Rhode nto MarinatheIsland, some 180 nm to the north. I had drift around in calm conditions and wait until the wind picked up that evening to sail there. I was able to do that over the next 30 hours or so. I poured all the coolant I had on board into the engine in hope I could run the engine long enough to make it into the marina at New England Boatworks in Portsmouth where I had arranged for a technician to investigate the problem. I also bought morecoolant and a replacement thermostat in case that problem. The tech concluded it was just a low coolant problem. We topped up the coolant. I bought 10 more liters to take with me and I thought all was good. It wasn’t.

Most marine diesel engines have a cooling system that consists of a so-called fresh water loop which is really filled with a 50/50 mix of coolant and fresh water. That coolant mixture itself is cooled by passing it through a heat exchanger along side cold seawater which is drawn up from the ocean with a seawater pump. After passing through the heat exchanger, the seawater is ejected overboard with the engine exhaust gases. For the engine to be properly cooled, it must have seawater flow.

The seawater flow we were getting in Portsmouth was correct; no indication of a problem. However, once I was underway again from Portsmouth to Newfoundland a problem emerged with the seawater flow. It was intermittent. At one point I successfully ran the engine for 17 hours during forecast dead calm conditions with no problem. The next day I started the engine – no seawater flow. I started investigating, thinking first the seawater inlet was clogged by something I picked up in the water. To confirm it was clear, I back-flushed it using the washdown pump I have at the bow to wash mud off the anchor and chain. No difference. I confirmed all the hose connections and the lid on the seawater strainer were tight – an air leak would defeat the engine seawater pump from developing the suction needed to start the flow of seawater. No difference.

I was sailing at the time and knew I could at least make it to St. John’s on wind power where I could get a technician involved to help resolve the problem. I didn’t suspect it was the impeller in the pump because I just had it replaced in the Spring by the same maintenance company that apparently screwed up the coolant.

I was able to limp into St. John’s and tie to the commercial wharf. A tech came the next morning and started investigating. Although the impeller didn’t look that bad to me (no broken or missing fins) he said it was worn and trashed and replaced it with a spare I had on board. The seawater flow starting working again so I guess he was right. He also said the water pump housing itself and the impeller cover were worn and recommended replacing the pump as well. The pump I have is obsolete but Volvo-Penta has a new drop-in replacement pump. I asked if he could get one quick and install it this week. He managed to find a new pump and order it. In the meantime while waiting for the pump, and with the engine running again, I sailed and motored 40 nm around to the Royal Newfoundland Yacht Club (RNYC) in Conception Bay South where there is a marina and facilities for yachts, unlike the commercial wharf in St. John’s.

Today the tech came out to install the new pump. Once the old pump was off it was apparent the seals were in bad shape so it would have started leaking at some point. Replacing it was the right move.

Given the remote places where I want to sail, I don’t mind spending the money to make the boat as perfect as a five-year old boat with 40,000 nm of worldwide sailing can be.