We are really happy with the way our new radar installation came out, particularly the Edson tower.

We have long felt that the best place for a radar is on a tower, not on the mast or backstay.

It even inclines for when we are heeled in fog…yes, we get wind and fog here in Nova Scotia.

And here’s a fun hack. When I got it installed it was a little wobbly due to the slight play between the tube glassed into the hull and the tower tube, so I preloaded it to the rail with Dyneema lashings—lighter and easier than struts.

Even though I have been working on our new-to-us J/109 off and on for nearly two years, there are still chores on the to-do list, one being to program our new MMSI number into the VHF—I did our AIS transmitter as soon as we got the boat.

Luckily for me, although disturbing to find out, there was no MMSI number in the VHF, so the two previous owners were forgoing a big safety feature.

I say luckily because radios and AIS transmitters sold in the USA can only be programmed once, or at most twice, at least without help from the manufacturer. Who thought that was a good idea? Homeland Security, as I understand it. Don’t get me started.

Anyway, I had assumed that the radio was at least getting GPS positioning sentences, since there were two wires leading from the correct terminals on the radio to…the wrong terminals on the source.

I hadn’t changed that, so clearly it had been that way for years since the “professional” hooked it up and never bothered to check it worked! Saints preserve us from “professionally maintained boats”.

The fix took minutes and was confirmed when “GPS” came up on the panel.

With these two problems put together, the nice red distress button on the radio was for decoration only.

So I have made a mental note to always check the display for that indicator when I turn the radio on, since it would be easy for the wires to get disconnected or a parameter to get changed in the source GPS (say BAUD rate), rendering this important feature useless.

By the way, while this crappy little radio is adequate for our needs, if I we were still going offshore and cruising countries where DSC is used more than it is here, we would be replacing it. More here.

Given that, this remote control for our new B&G autopilot is invaluable and just generally adds to the fun. A couple of button presses will even make the boat tack automatically while I handle the sheets—beats heck out of steering with a foot while tacking.

Highly recommended and way better than wired remotes or running back and forth to a fixed autopilot control panel, although we need that too in case Bluetooth goes screwy—not to be relied upon for mission-critical stuff.

B&G sell the gadget with a neck strap, which, if you think about it, is a very bad idea, particularly for a singlehander constantly hanging over and grinding winches—do these people actually ever go sailing?

Anyway, it will also fit on a velcro watchband. I bought one from Amazon and then kluged it to work with a needle and palm. Supposedly B&G sell a band, for extra (of course), but I couldn’t find one.

Note to B&G: Stop being jerks and just ship the thing with a band before someone strangles themselves!

Engineer and experienced mariner Eric Klem has just updated his review of his Furuno DRS2D-NXT doppler radar with a sobering account of how the auto-tune feature failed during a night approach to a crowded harbour.

Eric is an experienced radar user, and so was able to quickly diagnose the problem and fix it by taking over manual control of the gain and clutter settings, but those of us who are used to relying on fully automated radars may not have been able to do the same, or even figure out what the problem was.

To me the takeaway from Eric’s experience is that it’s vital to take the time to understand what these automated electronics are doing and how to take over when the automations get it wrong.

Further Reading

• The same applies to modern autopilots
• Much more on marine electronics

I’m in the throws of installing a new autopilot and radar on our new-to-us J/109.

As part of that I cleaned up the dogs breakfast of a NMEA 2000 network the boat came with to make it both easier to trouble shoot and hopefully more reliable, particularly since this new kit required adding quite a few network devices.

When all was said and done I ended up with a couple of old network cables that I had replaced because they looked a bit manky (another deeply technical word).

I was about to throw the old cables away when it struck me that by cutting them both in half and stripping the ends I would end up with a zero cost NMEA 2000 trouble shooting kit for use with a voltmeter.

I also added a male to female connector I had left over to the kit. Useful to substitute for a T connector to get a suspected device or drop out of the mix, but still keep the backbone connected.

The kit proved invaluable while hunting down a brand new power-T with an open circuit on one of the network lines.

And here’s a good primer on trouble shooting NMEA 2000.

By the way, I don’t think most of us need an expensive N2K meter, particular since a lot of devices, such as plotters, have trouble shooting screens which will let us check for excess error packets and the like—dig deep in the menus and check regularly to catch potential intermittent problems early.

More thoughts on NMEA 2000:

• The great weakness.
• The importance of methodical network design and documentation.

Although we had a lot of trouble with our first Vesper AIS, I have long been a fan of their products, with the exception of the Cortex, which tried to do too many things in one unit and had a lot of issues as a result.

When Garmin bought Vesper I had a sense of impending doom—these acquisitions of small companies by big ones almost always go badly for us users.

And I was right, Garmin has just announced that they will no longer sell any of the Vesper products except the Cortex, which, as I understand it, is still buggy.

That’s bad news since these were still good products at a fair price.

The Big Suck

But far worse news is that Garmin will not maintain the WatchMate app, which means that at some point, probably sooner rather than later, those of us with Vesper products—particularly those with no screen, like the XB-8000—are truly screwed, since unmaintained apps tend to stop working when the device operating system is updated.

In my view, this is totally unacceptable behaviour on the part of Garmin, particularly since the units that they are, in effect, trashing, were available for sale up until a few weeks ago, and some are still in the supply chain—our XB-8000 on our new-to-us J/109 is just 30 months old.

To be clear, this likely means that someone who bought a XB-8000 a week ago will have a near-useless lump of plastic and components on their hands a couple of years from now, and maybe sooner.

And even if it keeps working with some reduced functionality, a working app was what said buyer was sold, so they should get that for a reasonable period of time.

Decent companies like, for example, Furuno make sure that their products are fully supported with parts and software for at least ten years after the last one is sold.

I suggest we all write to Garmin pointing out their bad behaviour and informing them that we will not buy their products in the future because they clearly don’t give a damn about us—this is my letter to them.

At the very least, Gamin should be maintaining the app on iTunes and Google Play for 10 years. That’s just basic, guys, and not that hard.

I’m also disappointed in Panbo for not making more of a fuss about this. I get that they are advertising funded, and Garmin are probably a big part of that, but, even so, sometimes you have to stand up and be counted. Just telling us that we can buy a new fancy and expensive, and probably still buggy Cortex from Gamin is not good enough, guys.

I’m in the throes of replacing the autopilot computer on our J/109 (more on that in a full article).

First off, when I opened this box to connect up the drive and clutch I was distressed to see this terminal type.

These things have no place on a boat, at least if they rely on the screws alone rather than contact plates that the screw compresses onto the wire, but, even then, for critical systems I far prefer ring terminal blocks.

That’s bad enough, but my distress turned to horror when I disconnected the clutch wires and found that whoever had set this up—given the history of the boat almost certainly a boatyard “professional”—had jammed the wires so far in that the screws were on the insulation, not the wire—look closely at the photo.

This could have caused a nasty, and likely intermittent, failure at any time over the last 18 years since the autopilot was installed.

Bottom line: you gotta check everything and “boatyard maintained” is often more of a warning than a reassurance.