#122 NOW October 1, 2006  0130 (UTC -11 hours Samoa Standard Time)
S10018.1 W166004.6,  Temperature 82.8,
Pressure 1004 mb,  Course 0380 magnetic
Wind 0850 @ 10 to 15 kts, Seas: 5 to 6 ft swell from ENE, Para-vanes down,
Miles Completed 365, Miles to Go 957, SOG 4.0 kts average.  1300 RPM

Good Morning,

All is well on the good ship Done Dreamin.  We
are making slow but steady progress towards
Fanning Island.  The substantial changes in ocean
currents continue to amaze me.  At times, our SOG
(speed over the ground) has varied from 3.1 to
4.8, and once again, I have been using the
computer program Visual Passage Planner 2 to
choose the most efficient route.  It uses
historical pilot charts showing the wind and
current over the past 100 years or so to
determine the best course.  While current
conditions must be taken into consideration, this
program gives you a great place to start.  We are
running quite a bit east to take advantage of
better currents and winds.  This company should
provide me with some remuneration for how often I
tout their product.

I have been asked for a description of the small
tank that failed.  It has been called many
things, supply reservoir, day tank, distribution
reservoir, and fuel supply manifold (probably the
best description).  Over the past couple of
weeks, I have called it even a few other names
that probably should not be repeated.  It is a
2.2-gallon tank with a calibrated 1-gallon sight
gauge on it (useful for determining accurate fuel
burn).  There are two inlet valves from the main
(460 gallon each) tanks.  Connected to the tank
are outlet valves for the engine, genset, heater,
and transfer to the wing-engine (10 gallon) tank.
In addition, there is a valve so that fuel from
the return manifold can be diverted back into
this tank.  At the bottom of the tank are a drain
and a water detector with alarm in the Pilot
House.  The tank is made of aluminum and has been
tested to US Coast Guard safety specification
#183580 (which has little meaning when the tank
fails).  As you can see this is a rather
complicated and vital piece of equipment.
However, the logic and set up of the fuel system
is straightforward and easy to use.

Mike Pate, after his first 24 hours of mal de
mer, has become a first rate crew.  He has caught
on to the various systems and navigation unique
to Done Dreamin'.  I am fortunate to be able to
have him as crew on such a long, slow, and rough
passage.  I appreciate his positive attitude, and
the rest I can get when he is on watch.

The weather is fairly standard for this part of
the world at this time of the year.  There are
puffy white clouds with bases around three to
five thousand feet.  The SE trade winds have been
a constant 10 to 15 knots backing somewhat to the
East.  There are the occasional squalls with
winds jumping up to 25 or 30 knots and heavy rain
showers.  These only last a few minutes and do a
great job of washing to salt accumulation off the
boat.  The short duration has little effect on
the sea condition, which have been consistent
swells in the 5 to 6 foot range from the ENE.
This makes for a bit of a rough ride and sleeping
in the forward cabin is difficult at times.
However, our routine has set in, spirits are
high, and we are enjoying the beautiful sunrises
and sunsets that defy description.

Life is a Cruise,

Larry and Mike

Larry Rick
Done Dreamin'
Nordhavn 40 #33
Site: http://gricknet.homedns.org/Dads%20Web/doneDreamnHome.htm

Fanning Island.  The substantial changes in ocean
currents continue to amaze me.  At times, our SOG
(speed over the ground) has varied from 3.1 to
4.8, and once again, I have been using the
computer program Visual Passage Planner 2 to
choose the most efficient route.  It uses
historical pilot charts showing the wind and
current over the past 100 years or so to
determine the best course.  While current
conditions must be taken into consideration, this
program gives you a great place to start.  We are

+++++++++++++++++++++++++++++++++++++++++++++++++++++++
I have little use for the pilot charts except as bedtime reading
material. The historical maps are fine if nothing better were available,
but there is and here is the link.

http://www.aoml.noaa.gov/phod/dac/dac_reports.html

Notice that there are maps drawn with current speed data from drifting
buoys that is as recent as a few months ago.

It is a mistake to believe that averages drawn from even a hundred years
worth of observations made with sextant technology are all that relevant
to conditions that exist today or tomorrow. The pattern that exists
today may or may not remotely resemble the averages in the pilot charts.

If there were no drifting buoys then prudence would dictate that
observations from ships transiting the area would be preferable to the
pilot charts. I realize that it may seem difficult to get such
observations from other ship's captains and crews, but that is how this
process should be done.

Please don't accept second best info, when your life and that of your
vessel and crew are at stake.

Regards,

Mike

Capt. Mike Maurice
Beaverton Oregon(Near Portland)