C34 Tech Notes Index

This index provides informative abstracts to Tech Notes articles appearing in the C34 pages of Mainsheet. As you'll see, this index sums up the substantive points that the Notes make; if you own a C34, you're going to find this to be very helpful. Consult the full Mainsheet articles for the details. You can obtain these by joining the Association and ordering copies from Jim Kennemore (C-34 National Secretary), 910 Orion Way, Livermore, CA 94550-6334, Phone (510) 447-8616. The Tech notes are sold in a spiral-bound collection for $35.

This is a work in progress. I'm planning to index individual issues when I get a chance to do so. Like to help?

TIP If you see entries that are hyperlinked, you'll find related information in the FAQ ("Frequently-Asked Questions").

Issues already indexed: May '87, Aug '87, Nov '87, Feb '88, Aug '88, Nov., '88, Feb '89, Aug., '89, Nov., '89, Feb '90, May '90 Aug '90, , Aug, '91, May '97.

Adler-Barbour refrigeration	Many owners have increased the size of their battery AMP hour capacity to support refrigeration. Most have also changed and upgraded the charging system in varying degrees. It draws 60 AMP hours per day (Feb 1988) Correct cycling time 5-7 min on, 10-12 min off, 24 hours per day (Nov 1988). Additional batteries, types, placement, and charging system improvements are in numerous articles (starting in Aug 1989); latest one is Nov 1996. Herb Schneider describes a four-battery setup (with two batteries glassed in aft, by the rudder post) which enables him to run the refrigeration while cruising (Aug., 1989). Also see batteries, electrical upgrades, ice box, insulation.
Alignment, shaft	To reduce vibration, the engine shaft must be aligned not only to the engine but also to the shaft log; this is rarely done correctly by marine mechanics. An early fix to this problem specified installation of 1/2" pressure-treated shims under the engine mounts to raise the engine so that it can be aligned properly, but unfortunately some mechanics did not replace the stainless lag bolts with longer bolts to compensate for the spacer, so that some of the bolts work loose, throwing the engine out of alignment (Nov., 1989). This problem caused Juliana's shaft to become scored, requiring replacement and installation of new mounting hardware. Do-it-yourself instructions for shaft alignment are found in the Nov., 1989 Tech Notes.
Alternator	Charging rate approximately 12 amp-hours (requiring 8 hours of engine running to recharge one 100 amp battery; Feb., 1988). Powerline 130 installation -- necessitates use of NAPA 1356 oil filter which has 0.5" less diameter (May, 1977).
Backstay tensioner	The May, 1990 issue presents a complete parts list for installing this essential upgrade.
Batteries	Four 6v golf cart batteries provide 440 amp hours; installation requires 3/4-inch pressure-treated pine to fill the depressions in the battery compartment, as well as restraints to retain the batteries in case of a knockdown (Nov., 1988). Two batteries installed aft to run Adler Barbour refrigeration unit while cruising (Aug., 1989).
Barrier coat	4-5 gallons required for C34 (Aug., 1988).
Beckson port lights -- leakage	May require rebedding and replacement of gasket (Nov., 1989).
Bilge	See Oil in bilge.
Bottom paint	According to a lower Potomoc waterman, adding a can of hot chili pepper powder per gallon of bottom paint keeps barnacles away (May, 1997). The environmental effect of adding chili pepper powder to bottom paint is unknown.
Bow mount roller	Factory bow mount roller adequate for 25 lb. CQR (May, 1987) (Note that this anchor is probably not heavy enough for a C34 - ed.)
Cleaning tips	For lifelines, try automotive white wall cleaner (Nov., 1989).
Compass deviation in fog	Do not leave steel horn in cup holder near compass (Nov., 1988).
Cutlass bearing--whine	Consider applying a marine lubricant to the cutlass bearing before launching to avoid a high-pitched whine at a certain rpm. This whine may be caused by improper shape of the propeller's leading edge; consider taking your prop to a professional prop shop (May, 1977).
Dorade vents	Cannot be closed by turning knob; caused by overtightening the adjustment know so that it jams against the retaining nut on the shaft between the adjustment knob and the screen. The knob turns but the disk that opens and closes the vent does not. To reach the nut, you need a 7 8" crow foot wrench (you can get this from Sears). Free the adjusting knob, tighten the nut against the screen and shaft support, and screw the knob back on (Nov., 1988).
Electrical-- wiring	Plug at base of mast prone to failure, corrosion; consider replacing with a marine-grade terminal bar (Aug., 1989).
Engine--failure	See Fuel filter, Vapor lock.
Engine--harness upgrade	Don't delay. The inadequately-designed harness connectors may short out, incapacitating your boat. If you have a 1992 or earlier C34, obtain the engine harness upgrade from Seaward Products (May, 1997)
Engine--overheating	Alarm may not sound (Feb., 1988). See grass lodged between through-hull and sea cock; solution: remove hose and dig out obstruction, or dive below hull (Feb., 1988). Also see Vapor lock, engine.
Engine--spares	Carry fuel filters, spare fan belt, spare fresh water impeller (Aug., 1988).
Engine--starting problems	Cable to starter had not been crimped and cable simply slid out; repair by crimping (Nov., 1989).
Engine--vibration	Dealers may have failed to properly align the shaft, which requires aligning not only the engine and shaft, but also the shaft log (the pipe through the hull); thus a boat that is "aligned" according to a technician may still experience excessive vibration. The solution: log, shaft, and engine must be aligned together while the boat is in the water (May, 1987)
Epoxy barrier coat	See Barrier coat.
Fresh water-- collecting while cruising	During rainstorms, place putty in the starboard amidships drain and leave tank inlet open (Nov., 1988).
Fuel filter	Universal 25s have two, a fuel/water separator and a filter mounted on the engine -- both must be replaced to prevent engine failure (Aug., 1988). Empty this regularly; you can't tell whether it's full of diesel fuel or water. If it's full of water, the filter may begin passing water to the engine, which will stall -- at the worst possible time, of course (February, 1990)
Exhaust riser manifold--failure	Older C34s (apparently, #305 and earlier) have an iron manifold, which may fail, leaking exhaust (or, at the extreme, letting water into the boat). A redesigned stainless steel manifold riser system (Catalina drawing no. 340-59002, with attachments to match the dimensions of 340-59001-0) is $141 plus tax and freight.(May, 1997)
Keel bolts	Retorque at least once after commissioning to 105 ft-lbs. (May, 1997)
Keel-hull joint fissure cracks	These appear to be common and aren't a problem unless your C34 has a wooden insole between the keel and hull, which could deteriorate due to rot (the last C34 made with a wooden insole was #771 in May, 1989). (May, 1997)
Galley sink drain	Comes loose, especially when hot water goes down drain. Solution: flare the rigid plastic nipple attached to the sink drain by using a butane lighter and screw driver (Nov., 1988). Slow drainage due to lack of head (distance between waterline and bottom of sinks). Minimize problem by adding separate through-hull for each sink drain (Feb., 1990).
Heat exchanger	Disassemble and clean annually to remove accumulation of debris and grass (Nov., 1989).
Heat exchanger hose clamps	May break due to vibration. Wrap asbestos sheet around the heat exchanger under the clamps to cushion vibration (Nov., 1988). More strategies: Wrap electrical tape under clamps or just loosen screws (Nov., 1989).
Icebox--insulation	Insulate the 1" void between the ice box and fiberglass alongside the stove with spray foam insulation. Drill small holes to inject the foam -- there's no easy way to remove the Formica countertop (Nov., 1988).
Impellers	Always carry spares! (August, 1991)
Mainsail shape/cut	According to Catalina's new sail loft manager (Bill Peterson), previous C34 mainsails (presumably before 1990) were poorly shaped -- too full, with too much belly. The result is a tender vessel, prone to round up in strong winds. The best solution? Replace the mainsail. (February, 1990)
Microwave installation	In galley, detailed description of installation that replaces the drawer under sink (Aug., 1989).
Oil--changing	Minimum-mess procedure involving plastic oil drain pan for autos, filter wrench, funnel, empty gallon container, plastic drinking cup, disposable latex gloves, spray bottle of 409, and lots of paper towels (Feb., 1990).
Oil--in bilge	Hose clamp screw on water circulating line rubbed pin hole on oil filter can (Nov., 1988).
Oil--correct type	Don't just go out and buy SAE 30 oil for the Universal 25XP-- make sure it meets the API service requirement HD or CD (February, 1990)
Overheating-- engine	See Engine--Overheating.
Prop, three bladed	Half-knot performance penalty; benefits: reduced vibration and more power under load (Aug., 1988). Optimum pitch: 15 x 10 (Nov., 1988).
Prop, three bladed	A C34 should exceed 6 knots at a constant cruise throttle setting of 2700-2800 rpm. Several C34 25XP owners have installed 15 x 10 three-bladed props and report improved performance. In windless conditions, according to a 1991 contributor, performance improved to 6.7 knots at 2500 rpm (August, 1991)
Propane tank, small size	Running out of propane in the middle of a cruise isn't fun. You can save the day by purchasing a bottled propane adapter (currently available from West Marine, #315269, $16.99 - ed.), which enables you to connect the disposable cartridges used on a Magma grill (August, 1990)
Rudder, weeping	See Weeping rudder.
Sailing characteristics	The C34 sails optimally at approximately 15 degrees of heel. Reef at 17 kts of wind (May, 1987)
Storage	Drawer units available from Catalina's teak supplier (H & L Marine Woodwork Inc., 2965 E Harcourt St Compton, CA 90221-5501 310- 638-8746 [current listing -ed.] 15" wide, 7" high, 15" deep drawer can be installed in the aft cabin vertical surface at front of berth area; 17" wide, 8" high, 20" deep drawer can be installed in the forecabin under existing drawer. Storage also available behind head; use standard teak drawer front and frame without rear frame and install hinges (Aug., 1988). Shelf in aft cabin; 12" deep, wall to wall, positioned just high enough to clear captain's feet (Nov., 1988).
Transmission oil	Universal manual incorrect about 1.3 pint capacity; correct amount: .31 liters according to Hurth manual (Hurth HBW50 & Universal 25XP) Do not fill over fill mark (Nov. 1988). Neat funnel tubing rig for filling (Feb., 1990).
Traveler failure	Early C34s have experienced bent traveler tracks, which were not heat-treated properly; with the bent track, it's very difficult to shift the traveler car when the boat is under sail. Replace. (May, 1997) Early C34s do not have 9" bolts that anchor the traveler towers by means of nuts and washers on the cabin inside. The traveler assembly is subject to catastrophic failure under high stress. If your boat lacks these bolts, install them; you can obtain them from Catalina or locally (May, 1987)
Vapor lock, engine	Following sailing, the Universal 25 may develop a vapor lock that results in serious engine overheating. Allow the engine to cool. Open the petcock on the starboard side of the engine to purge air. Close the petcock only when coolant drips out. Run the engine until it reaches operating temperature (160-180 degrees F). Then repeat this procedure without the wing valve on the top forward part of the engine over the thermostat (Feb., 1988) Automatic air vent system permanently alleviates this problem (Nov., 1989).
Vibration, engine	See engine vibration.
Water in fuel	After experiencing three engine failures, a C34 skipper discovered that his fuel cap was cracked and leaking water into the fuel tank. This has been reported by other C34 owners. Consider replacing the plastic cap with a metal cap (August, 1990)
Weeping rudder	Stress causes the rudder body to become slightly separated from the rudder post, allowing seawater to flow down the interface of the rudder and post and fill up the rudder post to the waterline (May, 1997). . In dry storage, rusty water may "weep" down one or both sides of the rudder. This issue describes a fix that involves filling the post with epoxy. You can also fill the posts using an aerosol foam (February, 1992).
Zinc, heat exchanger	Older Catalina and Universal manuals do not mention the all-important pencil zinc on the rear port side of the heat exchanger (August, 1991). The zincs are sized to the brass nut that holds them, and should be replaced annually (November, 1991).