Jersey Sailing Trust

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The process of "coding" of Raddedas was commenced on the grounds that a suitably coded vessel would conform to all the expected safety standards and be a vessel that was fit for use by the newly created charity. There were several possible sources of income from other charitable organisations that expected the yacht to conform and the decision was taken to make the essential improvements to the ketch.

So, an engineer from the UK  "Maritime and Coastguard Agency" (MECAL) visited the yacht while she was out of the water in May 2013 being repainted.

That inspection has prompted the refurbishment of all plastic hoses in the engine compartment with fire resistant rubber equivalents and the dismantling of the six water inlet/outlet fittings that pass through the fibreglass hull. ie the SeaCocks. All were in good condition if perhaps a little tight.

The engine compartment was thoroughly hosed down and subsequently looked remarkably clean with both fuel and water tanks passing close inspection. The only item below the floorboards that was not working was the smoke detector unit which is being upgraded anyway along with the replacement of the out of date fire extinguishers and an additional gas type automatic Fire Extinguisher that will fit above the engine.

The bilge water float switch was replaced, the emergency steering arm was located, installed and tested. The bottle gas compartment was checked for its mandatory drainage facility, the manual bilge pump was tested and the cockpit floor hatch cover re-fitted with rubber seals. The deck was cleared of some screw points and the deck clutter was reduced by off-loading the drying legs. The man overboard facilities were improved with two new horseshoe lifebelts and a floating beacon/Danbouy, along with a block and pulley kit to enable the casualty to be lived out of the water. The Navigation lights were checked and the anchor locker covers fitted with retaining loops to stop them injuring the hapless anchor man.

The engine throttle and its tendency to make the engine slow down was investigated and the conclusion is that it is the return spring on the top of the engine that is slightly too strong which causes the engine to not hold its revolutions at a constant level. The solution is quite likely to be a Mark Three wedge jammed between the cockpit lever and the cockpit combing!

New sail covers were commissioned which actually allow the sails to be dropped into ready fitted sleeves which are then zipped from the aft end of the boom towards the mast and a system of "jackstays" holds the new canvas in place, thereby the traditional fight to gather the mainsail (and the mizzen) with traditional "sail ties" is a thing of the past.

A new cockpit cover was also fitted to match the canvas of the new sail covers and now you can actually see "forward" through nice clear perspex windows.

The hull was given a fresh coat of paint, or rather several coats of paint starting with a Britannia Blue that you would swear was black until the sun shone on it. Eventually a lighter blue was applied and the gold line carefully painted in along with fresh lettering on the stern of the yacht stating the name of the yacht, the organisation and where she is from.

The yacht was rushed back into the water on 5th July in time for the RCIYC 150 year celebrations. She had been given a fresh coat of anti-fouling but only the starboard waterline had been repainted so that during the Grand Sail Past from the shore she appeared to have been completed.

Shortly after the Grand Sail Past the yacht spent three days on a drying pad in Elizabeth Marina while the Port side waterline was done and the gold stripes given second and third coats.

Sometime in August a minor incident occurred when the whole of the mainsail seemed to bunch up at the mast end of the boom and then a rope and shackle inside the boom was observed to be loose. What had happened will require the mainsail and boom assemblies to be removed and the block and pulley system that is normally fitted inside the boom will have to be rebuilt and reinstalled. It might be noted that a temporary "outhaul" was applied and the ketch sailed from St Helier harbour several times with this temporary solution.

So what's left to be done to complete the coding?

New Lifejackets, service the liferaft, install the fire extinguishers, change the engine oil, fix the mainsail outhaul, check the mathematical stability, check/install the anchor ball, replace the tiny rotor in the speed log, set up the second anchor kit. There is more but you get the point that "work is (still) in progress".




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Last modified: 06/21/16


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