We’ve been running at a reduced speed so as not to arrive too early at Fanning. Last night, around 0200, we were doing a bit of pounding into the 20 knots of breeze on the nose. Boat speed was down to 8.75 knots over the bottom. We were starting to think that heading into the waves would get tiring even on a boat as comfortable as Wind Horse – and this with 3000+ miles yet to go.

Studying the motion, we realized that the boat did not have enough momentum to make it through one crest and onto the next, where it would gain support. This allowed the bow to drop into the trough following the crest, exacerbating our motion, and slowing us further.

We know from lots of real-world experience upwind that for every boat and sea state there is an optimum speed for the softest ride. Often it is better to go faster rather than slower. So we began to push the engines a bit. Kicking the revs from 1650 to 1800 brought boat speed up to 9.8 knots over the bottom. And our motion steadied right down. We had a better ride at 11 knots, but this would put us at Fanning in the dark, so 1800 RPM and 9.8 to 10.0 knots is where we sit. About every five minutes there is a modest thump. Otherwise, it is very pleasant, and the prospect of the balance of this normally uphill passage to California is not looking nearly as unpleasant.

Part of our watch routine is checking the engine room. Once an hour we put on ear protection and open the engine room door. This gives us a chance to take a quick look around, sniff the air for diesel, lube oil, or plain humidity. Every third hour, once per watch, we give the engine room a careful check.

Wed have found it helpful to wear ear protection as well as gloves. The gloves allow us to hold on or brace ourselves anywhere in the engine room without worrying about burning our hands.

We had quite a battle during sea trials getting these poly-V belts to run without dusting. But they are finally working properly, and as you can see here, staying relatively clean. The alternators are averaging about 2.5kW output each, most of which goes to cover air conditioning loads. At this stage any sign of dusting is probably due to something which has come loose – and is cause for further investigation.

We have Murphy sight gauges to show us the level of engine coolant without opening the pressure cap. These are also tied to an alarm system.

The same goes for oil level. Both of these visual gauges will give us early warning of incipient problems.

This is the replacement fuel injection pump. It has been on since Suva, now with 180 hours on it. So far, so good. We keep an eye on it, as well as its mate on the port engine (with 494 hours on it). We don’t expect further troubles. But if problems occur, we want to catch them early.

Just aft of the two engines is the reservoir and heat exchanger tank for the hydraulic system. The sight gauge on the right of the photo shows us fluid level and oil temperature. Any change in fluid level would be cause for immediate investigation, as it would indicate a leak.

The shaft glands reside beneath clear plastic covers, so that any leakage does not get sprayed around. Leakage will coat the clear cover with salt.

There is a digital fuel counter just after the primary filter. We log this quantity once a day, and then calculate our mileage for the conditions encountered. The bowl of the filter and vacuum gauge at the top is also noted.

Fuel from the day tank to the engines, genset, and diesel heater run through these secondary filters. Their vacuum gauges are checked, as are the bowls. Interesting to note we are still running on the original filter set from when the boat was launched.

At the aft end of the engine room resides the hydraulic steering rams. There are oil absorbing pads under each to show any leakage.

Each steering system has its own reservoir, with an air pressure gauge at the top and sight gauge for oil level down the front. The air pressure is checked hourly from the engine room door. Any drop indicates a problem starting with the seals. We give this gauge and the oil level a more careful check when we do our detailed inspection.

We’ve got two days to go to Fanning, and we are looking forward to a pristine anchorage.