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Paul LaRoux, C440 #48, Trixie

Shake-Down Cruise

I would like to thank Gary and Tri of the Largo Catalina facility for getting the leak in the forward port cabin window in a timely manner. Tri was very professional and took outstanding care of the boat while removing and re-installing the window.
On the Gulf crossing from Panama City to Clearwater the starboard lower shroud clevis pin came out and was lost overboard. The cotter pin that was to hold the clevis pin remained on the deck and showed that it had never been spread to lock the clevis pin in place. A temporary repair was accomplished in the middle of the night and heavy seas using an anchor shackle to secure the shroud to keep it from breaking the window it was violently hitting and losing the rig to the sea. (Thanks again to Gary of the Largo Catalina facility for getting us a replacement clevis pin.)
On the Gulf crossing from Clearwater to the Dry Tortugas the Sirius Weather quit working. After moving the antenna wire around a connection was re-established. The antenna wire was never secured during commissioning even though it was found as a discrepancy during acceptance.
During the leg from Key West to Marathon Key the cleat for the furling line pulled out of the boat. The cleat was improperly installed with sheet metal screws. A backing plate was made at a machine shop in Marathon and we reattached the cleat properly with the backing plate.
On the Gulf crossing from Marathon Key to Marco Island the port upper shroud clevis pin fell out leaving the shroud unattached and slamming a against the port window. Again during the middle of the night at sea the clevis pin and cotter pin were retrieved from the gunwale. This cotter pin also showed no sign of ever being spread to lock in the clevis pin.
On the Gulf crossing from Sarasota to Carrabelle while sailing on a starboard tack the bow thruster started running without the control even being activated. After investigation it was found that the wash down water line installed during commissioning was run through the bulkhead between the anchor locker and compartment under the V berth without installing a water tight fitting like the other two hoses installed by the Catalina factory. The hose was not sealed properly and was allowing sea water to enter the hull of the boat. This hose was also routed over the bow thruster control and was directly leaking water in the control causing the contactor to close and the thruster to operate. The bilge pump was able to keep up with intrusion of water. There is a compartment between the thruster tube and forward V of the hull that holds water collected from this improperly installed wash down hose. The compartment will fill with sea water and then sloshes all over the thruster motor. Although the cause of this was an improperly installed wash down hose, this compartment would be best filled so if any of the hoses or the bulkhead leaks it will not collect and allow water to stand in the hull or splash on the thruster motor. Any suggestions from the Catalina engineers on what to fill this compartment with or how to minimize further water damage to the thruster motor would be appreciated.