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2009 Week 7 in Review

Work continues on the Catalyst

This week at OTM Inc, we double-checked the Catalyst‘s main caps, just to make sure they weren’t too tight. The main caps are the top half of the main bearing, and on Washington Iron Works engines, they sit right on top of the crankshaft. During normal operation, the caps never actually touch the crankshaft, since all the weight is going down. They still need to be cranked down tightly to hold the lubricating oil in; if the main caps are too loose, oil will squirt out. Since low oil pressure was one of the things we were hoping to resolve during this year’s winter maintenance project, we tightened the main caps down to the manufacturer’s specs, which are a lot tighter than they were at the start of the project. I had to add a shim in one and scrape two others, but then they were all perfect.

I also installed the shims I made last week under the foot of the rods, which raise the pistons right to where they’re supposed to be. I used the measurements I got last week from squishing the lead balls, and shimmed each one.

That really completed this year’s winter maintenance. We ran the engine at the dock for a day, then took the Catalyst for a quick sea trial around Portage Bay. Everything worked really well, so I helped deliver it to Friday Harbor. I spent the entire trip in the engine room, checking settings and tinkering. We varied the load on the engine as much as we could while underway, revving it up and slowing it down to help seat the piston rings. They really don’t seat well at an idle or throttled up; you have to vary it to get them seated right.

We’re still working to resolve the low oil pressure, but the engine is running way better overall. It has noticeably more power underway, and the exhaust temperatures were easy to even out. Catalyst is looking good and Bill’s taking great care of her.

A little work on the Velero IV

Irv from the Velero IV stopped by the shop this week. He doesn’t want to do any overhauls on its Atlas this year, but he did want Dan to service the air valves. Going through the air valves is a bare minimum job, but it’s really important to do it yearly for a boat that gets that much usage as the Velero IV.

Why? Well, you’ll learn why real quick if you miss a start and plow right through a dock. You rely a lot on those little valves.

A visit to the Washington State History Archives

This week, we also went down to Tacoma to view portions of the Washington Iron Works collection at the Washington State History Research Center:

researching at the Washington State History Research Center in Tacoma

They hold most of the company’s records, including the original engine cards and several hundred photographs. About half of the photos are of old logging equipment, but there are a lot of pictures of the diesel line, too – in the boats, on the factory floor, in pieces, all sorts of pictures.

We had been hoping to get copies of some of the key photographs in the collection, but they haven’t been sorted or organized since they came into the museum and the archivist couldn’t find them in a reasonable amount of time. So, OTM Inc volunteered its time to the public benefit and agreed to come down and organize the photo collection sometime in March. Stay tuned!

Rebuilding an Atlas-Imperial-Lanova Generator?

While we were in Tacoma, we met with Eric, who recently purchased an old genset powered by a one-cylinder Atlas-Imperial-Lanova engine. It needs some work before it’ll run, but the castings on the head are classically Atlas:

cylinder head from an Atlas-Lanova generator set

Eric bought the genset from someone with a garage full of old generators. He’s hoping to get it into running condition and use it as auxiliary power for his house. I think this is a great goal, but I made sure he knew that it was going to be a lot of work and if he just wanted a generator, he should really just go buy one. He seemed pretty interested in the novelty of using a historic generator, though, and I can’t really argue with that.

I told him that the best way to start working on it would be to disassemble the unit, start cleaning it, and make an inventory of what’s missing. It definitely needs a new piston and rod, and I’ll look through our spare parts inventory to see if we have anything suitable. I don’t know much about the Lanova line, though.

Readers, anyone out there with experience with the Atlas-Imperial-Lanovas? Anyone have parts? Eric’s genset is a five-horsepower engine coupled to a 1LN29 generator that gets 1800 rpm. Its serial number is 100357. Contact me with information, and I’ll pass it along to Eric.

Update on the John N Cobb

The Lake Union Park Working Group got an update on the John N Cobb this week. As you remember, the Cobb broke the crankshaft in its Fairbanks-Morse diesel engine this past June (back in Week 23). NOAA towed the boat back in July (Week 27) and decommissioned her in August, and has been deciding what to do with her since.

The working group had Larry Johnson the surveyor come down and talk about the boat, which just got added to the National Register of Historic Places. They also had her last CO speak to the group about what NOAA’s planning on doing with the boat. According to Lieutenant Chad Cary, they’re giving the Cobb to the Seattle Maritime Academy, my old alma matter.

They’re still deciding how to deal with the broken crank, though. Lt Cary said they were going to look at installing a new crankshaft, and then look into replacement engines. He says they’re seriously considering putting in a high-power engine with a big reduction gear, so that the academy kids can get their 1000 hp+ time in on the boat, but I think that’d be a big mistake.

An old Enterprise, though… well, that’d be a good engine for the Cobb. I’ll get in touch with Dick the SMA instructor and see if he has any other news.

Incidentally, the presentation ended with a video of the Cobb underway and in the engine room… courtesy OTM Inc! The video is here and we’re delighted to see that it’s helping get the word out.

New on the Web

Speaking of Enterprise, we just re-built the Enterprise section of the website to use the sorting tables debuted on the Washington Iron Works section a few weeks ago. View the new page here, and tell us what you think! Next up: Atlas.

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2008 Week 34 in Review

Here’s this week’s cruising schedule aboard Catalyst, from Juneau to Petersburg:

Sunday, August 17 – Juneau to Limestone Inlet: kayak paddle in river, salmon in river and along shore (rainy)
Monday, August 18 – Limestone Inlet to Ford’s Terror: meet Ranger Tim, Kayak Ford’s Terror, brown bear in creek (foggy)
Tuesday, August 19 – Ford’s Terror to Wood Spit: hike Ford’s Terror highlands, Dawes Glacier, seals, whales (hazy sun)
Wednesday, August 20 Wood Spit to Donkey Bay: great whale show, paddle Donkey Bay, 1000’s of salmon in creek (sunny)
Thursday, August 21 – Donkey Bay to Brothers Islands: forest walk, kayak paddle w/ eagle, sea lions & whales, meet Westward & Fred
Friday, August 22 – Brothers Islands to Scenery Cove: see lighthouse, visit Norio, glacier walk, slide show (windy night and rough water)
Saturday, August 23 – Scenery Cove to Petersburg: last run, pack and prepare to return to what passes for civilization (but isn’t)

Here’s the crew:

And here’re the passengers:

This week, I saw Ranger Tim. I first met him in 2000 while on the Westward. We picked him up on the way to Fords Terror and chatted for a few hours. I love seeing all the Southeast Alaska people I worked with nine years ago, especially since they’ve now taken on a cartoonish personality in my mind.

I paddled up Fords Terror again (the glacier was great), picked up more crabs, and met up with whale researcher Fred Sharpe. I also took some video of the Catalyst, which I’ll post once I figure out how to get it out of my camera. For now, here’s a picture of Bairds Glacier:

Westward Rendezvous

We rafted up with the Westward on Thursday, on its return from a 20,483-mile journey around the Pacific:


We’ve been getting updates on their progress for the past year or two that they’ve been out, so it was great to see them all again. They anchored at the Brothers Islands to rendezvous with us for a potluck dinner. The Westward looks great after all those miles, and owner Hugh was still the life of the party. I’ll write a much more detailed account of the meet-up once I have a few minutes to myself, since it was a highlight of the trip. Stay tuned!

Business as usual
I removed the exhaust valve from cylinders one and two, just to continue cleaning them up. Of course they were bad, so I put in spares. I also noticed the oil psi going down over time, and it’s time for an oil change if we continue changing based on time and not on sample results. The oil smells a little diesel-y and with all the overloading fuel, it could be soaking down past the piston or an external leak, and making its way into the crankpit. I will change it in Petersburg for sure and take a sample for the lab.

A good home for the Ready?

Word is spreading about the neat old tug Ready, which is for sale only to a good owner. The boat needs to be hauled out for some hull repair, and the new owner needs the guts to maintain, insure and operate a tug with a direct reversing Atlas-Imperial diesel.

Problems on the Velero IV?

I’ve heard that the Velero is having some timing problems these days. She’s a fish packer and research boat that’s powered by the biggest Atlas diesel still running. Owner Irv does a great job not only keeping the boat looking good, but also finding jobs to keep her employed full time. As I always say, the best way to maintain and preserve an engine is to give it some real work to do.

The Velero‘s engine was extensively modified in the 1950s with a second camshaft, Bosch fuel pumps, and injectors to increase its horsepower and efficiency. The work was done by the same guy who added the Bosch fuel pump to the Portola down in Seal Beach. The new port-side camshaft has something like a dog clutch with a precise gap, so when going into reverse, the second camshaft’s timing changes. The bolts holding the spring-loaded detent for the “gaped dog clutch” and the timing sprocket both broke. Fatigue, maybe, but the system is a one-of-a-kind. Irv may not be able to do much more than replace them and watch them more closely. I really wish I could do more than troubleshoot over the phone right now, but hopefully I’ll be there during winter maintenance for a closer look.

Lost Heavy-duties

Dirk sent us some pictures from his own collection of the Broughton Straits, a 100-foot tug that he piloted to Port Townsend in 1978:


Dirk recalled that the Broughton Straits was powered by a six- or eight-cylinder Washington diesel that made about 300 horsepower, and he remembered that “it had a large turbo but I was told the turbo had be ‘deactivated’ and wasn’t spinning any more.” He also remembered that it had a Fairbanks-Morse gen set. He sent several pictures that he’d taken in 1978, including this one:

We’ve gone through the Washington Iron Works records that we have, and found the engine card. Engine 7624 was ordered on October 17th, 1947 by the Straits Towing & Salvage Co of Vancouver, BC through the Vancouver Machinery Depot.

According to the card, the engine was a model 6-160 (same as the Donald R) with six cylinders at 12 ¾” by 16″. These models got between 375 and 400 horsepower at 327 to 360 rpm. The Broughton Straits‘ record shows it rated at 375 horsepower, with direct reverse and no clutch.

The card also shows the tug’s original name as Stan Point, but as with many of the records, that name was crossed out and the new name written beside. The folks at Washington Iron Works made a lot of notes on this record card as they did maintenance and repairs through the years. We’ve uploaded a copy of it here, and the reverse side with some testing notations here. Dan also marked an “O” for “operational” on his master list of Washington engines, so he’s clearly familiar with the tug and I’ll ask him about it when I get back to Seattle.

Dirk heard that the Broughton Straits was later taken down to San Francisco a few years after he brought it to Port Townsend. He visited the Bay Area in 1994 and saw a mostly-sunken derelict that folks told him was the same tug. Another great old boat with a great old engine lost.

California readers, has anyone seen this derelict tug? We’ll send an Old Tacoma Marine Inc t-shirt to anyone who sends us good photos.

Dirk also sent us an interesting picture of an old Atlas-Imperial diesel:

This was taken in 1978 at the north end of Lake Union, probably in one of those lots off Northlake facing the I-5 bridge, just after it was “bulldozed off to the side of the property.” Dirk says he still has its control station.

OTM Inc Weekly eBay Auction

This week’s prize from the OTM Inc shop are six (6) DRG-AR Series Field Configurable Limit Alarm Modules:

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2008 Week Eleven in Review

An update from the Maris Pearl

This week we pushed to get the Maris Pearl running again to move it back to Shilshole Marina. Once it was good to go, we took the time to change the oil in the main engine: all 250 gallons of it. We also changed out the oil filters and watched two painters begin work (they also helped take the boat back through the locks). It was another uneventful trip.

An update from the David B

We got call from Jeffrey on the David B, following their shipyard work. They replaced the stern bearing and had some pitch taken out of the prop, bringing the RPM up to 288 with pyrometers at 625 degrees with a speed of 7.9 knots (a 1 knot increase). I still want to see 325 at 600 degrees, but its better than it was. Good work, David B crew!

An update from the Velero IV

Irv from the Velero IV visited the shop the other day. He wanted my opinion on how he’s going to replace the steering mechanism. Currently, it has a worm drive and bull gear, but he wants to use hydraulic rams since they’re more reliable. I think that sounds great and I’m looking forward to hearing about the replacement process.

An update from Waimea

Research on the Sugar Mill Camp Museum’s Washington Iron Works engine in Waimea, Hawaii is progressing slowly but surely. Dan let us borrow the photographs that his wife Carol took when she visited in 1998 or so:

Washington-Estep diesel engine at the Waimea Sugar Mill Camp Museum in Hawaii

In addition to being great photographs of an old Washington Iron Works diesel engine (an Estep, even!), this gave us the serial number (it looks like 7182 but is really 7162). The serial number let us look up the original Washington Iron Works manufacturer card, which showed that it was purchased by the Kauai Fruit & Land Company in 1928 through the Perine Machinery Company of Seattle, then sold to the Waimea Garage & Electric Company in 1932. The company later bought two other Washington diesels (numbers 7410 and 7587; they must have liked them a lot.

This finally gave us an excuse to email Chris in Waimea again. She works at the Kauai Museum by day and with the fledgling Sugar Mill Camp Museum when she can. She told us that the engine had been sold by the Electric Company when they upgraded their equipment. We haven’t nailed down a date for this; they bought their last Washington diesel in 1945, so maybe this one replaced number 7162, or maybe they upgraded in the 1960s or 1970s to high speeds and got rid of all three Washingtons at once. I don’t know, but we’ll try to find out.

Anyway, Chris said that after the Electric Company sold number 7162, it went to the Kekaha Sugar Mill and powered the pumps used in the sugarcane irrigation ditches. It turns out that Kauai’s sugar cane industry relied on these irrigation ditches, which makes me wonder if Hawaii is full of old heavy-duties rusting away in the fields. Anyway, her cousin Mike rescued this engine after the Kekaha mill went under, and brought it to the Sugar Mill Camp Museum, which is located on the former Waimea Sugar Mill site. Chris says that she’ll send us a CD of photos, and it sounds like Mike might be interested in doing a little ground research for us.

This is especially exciting news for two reasons. First, the serial number confirms that this engine is the second-oldest remaining Washington Iron Works diesel engine (the oldest being the Kodiak Maritime Historical Society engine that Guy alerted us to). Second, from the pictures, it seems to be unusually complete. I don’t see anything missing, which is uncommon considering how engineers can behave like scavengers when it comes to old engines.

Stay tuned for future updates. This is a neat story that’s unfolding.

Atlas-Imperial 668 pistons available

John in Oakland, who works on the Lightship WLV-605 Relief, called with a neat discovery. He said that volunteers with the United States Lighthouse Society, which owns the vessel, are moving some of the spare parts around and found that they have more pistons than they will ever need. They’d like to sell some of the extras to free up storage space and maybe make a little cash for buying other needed parts. If anyone reading this has an Atlas-Imperial 668 and would like some spare pistons, comment here so we can forward the request, or just contact John on the Oakland lightship at (510) 272-0544.

Lightship WLV-605 Relief's Atlas-Imperial 626 model diesel engine, on Rudy & Alice's Lighthouse Page

Read the manual!

One of my on-again off-again customer is calling me regularly for free engine trouble advice. While I don’t mind talking shop, anyone working on the heavy-duties should read the engine’s manual over and over again so that you understand how it’s supposed to work. Also, keep the engine clean – really clean – so that leaks can be found and fixed quickly. Good gages and monitoring equipment are also worth the price to install them, since they let you know what’s going on inside (though remember that gauges are not always accurate).

Sometimes, an owner will want to throw money at the engine blind-folded. If they ask me to get involved, I will ask for gauge readings and symptoms before I do any work on the engine. Throwing money blindly into the engine isn’t criminal, but I want to see measurable results and this usually requires patience.

Living the tugboat dream

As I mentioned previously, OTM Inc is getting a lot of calls from people interested in old tugboats for sale in Seattle. I feel like I’m acting as a broker for boats powered by heavy-duty diesels, but I don’t mind because I like seeing these old boats go to good homes.

What I do mind is how many people don’t really realize what they’re getting into by buying an old tug to live on, fix up, and cruise around Puget Sound in. Boats are expensive. They require a lot of maintenance that is in addition to the repairs and overhauls and other fixes. Even boats in great condition need a lot of work. One of the best examples of this is the tugboat Newt. She is a beautiful home for Eric, Laura, and their two kids and is in great shape to the rest of us, all clean and cared for with lots of bright wood and a great Atlas-Imperial diesel. When Eric (who is a very talented guy) gets talking about the boat, though, he says that he feels that about half the work is “done.” I like hearing that, because it shows that he and Laura are responsible tugboat live-aboards who realize that an old boat will always need work.

Back to Old Tacoma Brokerage. I’ve been talking with two “clients” who worry me a little bit because I don’t think they realize what they’re getting into. First, a guy and his wife called me about buying an old tug to live aboard and be their ticket to joining the tugboat enthusiast club. We showed them the Briana Marin, a great tugboat powered by an Enterprise DMG-6 engine (and took pictures of the engine room while we were there):

Enterprise DMG-6 diesel engine in the tugboat Briana Marin

It’s about 65 feet long, very comfortable inside, and easy to maneuver with both a reverse gear (installed after a previous owner had some problems learning about direct-reverse) and a bow thruster. It was built as a tugboat-yacht, later used hard by a San Francisco lightering company, and then used as a yacht again by a doctor, then a scoundrel, then a local tugboat guy. A few years ago, the main coupling crapped out and the current owner put it up for sale rather than pay the very hefty repair sum.

During the tour and in later phone calls, I tried to scare impart to him the responsibilities of tugboat ownership, as I do all potential buyers. I described all the work that I think needs to be done on the Briana Marin, including replacing the main coupling which is priced at $25,000 plus installation fees. I was trying show that old boats need constant maintenance and repairs, and to get him to think long and hard about the responsibilities of boat ownership.

Apparently, he got the wrong message; he called on Friday asking what I think of a 108-foot steel tug with a Fairbanks-Morse opposed piston diesel. Holy crap, that’s almost twice as much boat as the Briana Marin! He reported that it’s in perfect condition, but I say that even a boat in perfect condition is a lot of work to maintain, since it still needs yearly dry-docking, painting, engine tune-ups, moorage, registration fees… I recommended that he buy a smaller boat and practice before moving up to that 108 foot tug. The Briana Marin, despite the work needed, would be a good tug to learn from, since she’s so maneuverable and not too big for two people to handle. Plus, she’s a pretty little boat:

Tugboat Briana Marin at the Ballard Mill Marina

Second, an upstate New York couple just moved to Seattle and are looking to buy an old boat to move into, fix up, and eventually cruise in. I call this plan “Living the Tugboat Dream.” They got my number from John Callahan in Kingston, New York, who’s the lead guy on the tugboat Chancellor. I like John a lot; he’s the organizer of the Waterford Tugboat Roundup in Waterford that is one of the best parties I’ve ever been to. Anyway, these two used to live in Kingston and hang out with the tugboat guys there, and mentioned to John that they were moving to Seattle and looking to buy a tug. Naturally, John passed on my number.

I met them at Hattie’s Hat in Ballard, then we went down to the Briana Marin as well. They liked the boat, but they’d already toured the J S Polhemus that’s currently at Ewing Street Mooring. The Polhemus is a neat old work tug that I don’t know much about except that it’s also got a nice Enterprise DMG-6 and is for sale by owner (an artist guy who decided that he didn’t want to be a tugboat guy). I don’t think that it’s a good choice for a first tugboat, though, since it needs a lot of work (unlike the Briana Marin, which other than the coupling doesn’t need very much right now work).

I gave these two the the same spiel that I’d given the earlier guy and his wife: boats need a lot of time and money to keep afloat, regardless of the purchase price. They said they knew, but that they are determined to make it work. This frankly worries me, since good intentions without money to back them up have sunk more than a few old boats. See, they’re sort of thirty-something Bohemian types from how they present themselves. She’s a leatherworker, he works with computers. I’m really afraid that they’re looking to buy and old tug and live aboard because they think it’s cheaper than buying a house in Seattle. While it is getting expensive to buy a house, it’s just as expensive to buy a boat. Rather than a mortgage, you’re paying moorage and dry-dock costs and mechanic fees – not to mention paint and oil and fuel, plus major restoration projects like repairing damage.

I know that I’m starting to sound like a broken record and like I’m trying to poop on the party, but people just don’t realize how much work it takes to keep a boat going until it’s gone and they’re deciding between hiring a salvage company so that they can claim the insurance payout, or just walking away.

Another problem I see is that boats don’t act like houses, and most people know more about houses than boats. If you leave a house alone for a few years while you’re living in it and saving the money for a remodel, chances are it’ll be fine. If you leave a boat alone for a few years while you’re living in it and saving the money to dry-dock it and repair the slow leak in the forward bilge compartment, chances are it’ll sink dockside. This illustrates what I call the “Work/Money Curve.” If you don’t keep up with maintenance and repairs and make progress, then the boat starts to fall behind and you need more and more work and money to bring it back. If the boat falls far enough behind, no amount of work or money will fix it and it’ll slip off the surface of the earth – or rather under the surface of the water – without anyone noticing:

An abandoned tugboat on the edge of Barnard Harbour.

I don’t know. Maybe I’m being harsh and these folks really do have the means and the drive to make it work. I have seen some success stories, like the Newt and other tugs that their owners keep looking great through hard work rather than huge bank accounts. I’ve just seen a lot more that end up getting behind that curve and getting ruined. Does anyone reading have an old tugboat success story that they can share? Comment here, or better yet, post to the Tugboat Dream thread at Old Tacoma Marine Inc’s discussion board.

Anyway. I haven’t heard from anyone about either the Briana Marin or the Polhemus for a few days. I was hoping that they’d call me back so that I could show them some other tugs in the area, but they haven’t yet. The ball’s in their court.


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2008 Week One In Review

I began the new year by reassembling the fuel injectors and valves for the Catalyst. The Catalyst is a 1932 research vessel built for the University of Washington–the first purpose-built oceanographic vessel built in the region. It still uses its original 1932 Washington-Estep diesel engine, manufactured just before engineer Adrian Estep’s ten-year contract at Washington Iron works expired.

The Catalyst‘s 2007-2008 yearly winter maintenance activities include servicing the fuel injectors and valves. I first disassembled the six main injectors and two spares and cleaned all the component parts. Here’s a picture of seven injectors disassembled, cleaned, and laid out on my workbench:

Fuel </p> <p>Injectors from the CATALYST, disassembled at Old Tacoma Marine Inc's workshop

After cleaning them, I checked all the parts for fit and interchangeability, meaning that the injector parts from cylinder number six can work just as well in any other injector. This is not crucial, but I do this often to make the work easier next time. The process includes fitting every part to every other mating part, which can be time-consuming. If a part is close but not quite right, I use lapping compound to work the parts in, like threaded parts or packing nuts.

This is also a way to learn a lot about the parts, since they have to be carefully inspected. Some parts of the injectors did not fit well into other parts and needed some work. I found that two packing nuts are much shorter than the others, necessitating that each one get one more packing ring. I also found one injector has a different upper body style. I do not know the reason for this; it may be a spare part ordered at a later time, but that’s only a guess. This inspection also revealed some parts that were most likely made recently.

I should note the Catalyst‘s injectors have all been modified to use injector tips and stems of the Atlas-Imperial style–very different than the original Washington Iron Works tips and stems. The original stems fit very tightly into the tip, using grooves and threaded ridges to deliver the fuel. The tight fit added more lateral guiding and the ridges provided a final level of fuel filtration. Atlas-Imperial injectors follow a much simpler design, using just a hardened rod with a 30 degree bevel that seats in the tip with a loose fit for fuel to go between. This change was made last year, as eliminating the hours of precision machining make fabricating the Atlas-Imperial style much cheaper than the Washington style.

After testing all the parts for fit, I cleaned all the parts for one injector at a time and lapped the stem to the tip using the original WIW tip-lapping guide–just briefly, since all the injectors sealed well. This was just to show the pattern and polish a little. I then assembled the injectors and set them following the original procedures described in the Washington Iron Works manual. Then I set each spring about a quarter turn more and used the Grimy Stein torque method to set each injector to exactly 32 foot pounds using a bolt in place of the rocker pin and fuel at 4,000 pounds per square inch.

While I was setting the injectors, Dan Grinstead was grinding valves. I cleaned all the valves and cages previously, before working on the injectors. Dan ground the valves on his specialized valve-grinding machine pictured below, then placed each cage in the cage-squishing tool built for 8 inch-bore Washington cages (incidentally, the cage squisher tool for the 8 inch-bore Washington cages was modified to the 10 1/4 inch cages last year, so Bob Keeny made an adapter so the tool can be used for both). Then Dan installed a tapered mandril in each valve guide and used three different stones to get the seat he is trying for.

A specialized valve-grinding machine.

Once satisfied with the seat, Dan called me in to lap the valve to the cage and inspect the pattern. We know the Catalyst‘s parts very well. Dan has serviced them regularly for 30 years, and several years ago he replaced all the seats in the cages (we refer to the seat part of the cage as the “nose”). Two years ago we replaced the guides (after someone accidently replaced the cast iron guides with brass) and the valves (with the original look of two-piece valves even though they are one-piece valves).

By Friday night, I had eight injectors and twelve valves reassembled packed them into my just in time to catch the last ferry to Friday Harbor.

Once on the Catalyst, I cleaned all the valve cage holes and performed the “kerplunk” test:

I tested each cage in both the intake and exhaust bores on each cylinder head. Some are much tighter than others–usually just because I missed some carbon or rust on the cage, so I continued cleaning and testing until they all fit. I then installed all the valves and injectors, then timed them all and ran the engine for a while. I stopped it a few times to tighten the valve nuts, since it is sometimes hard to get them tight enough.

I left the Catalyst Monday night, but number three cylinder head is leaking and the propeller is still overpowered, so I’ll be visiting Friday Harbor again soon.

In other news:

* OTM Inc finished a draft of the Preliminary Engineering Assessment for the Lighship No. 83 rehabilitation project for Northwest Seaport. We met with the Vice President of Northwest Seaport for lunch to deliver the report and discuss our recommendations

* Parts of the OTM Inc website were updated and rebuilt, especially the Washington Iron Works section

* Irv from the Velero IV came by with his son Mike to oil wrap and take the spare valve cages and valves for its 600 hp 6 cyl Atlas imperial

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