Baggy Wrinkles

Baggy Wrinkles

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Saturday, October 15, 2016

It's difficult working alone.  And conversation seems to be one-sided.

Just about the time you think, "ok, now I'm on the boat, all my tools are here, and I have all the time I need...." you can't find the tool you just brought up the ladder.  So there you stand, looking like someone just diagnosed you with "a little bit of dementia" as you stare directly at our stuff and cannot see it.  So, the problem with working solo.  Two heads are better than one.  Three becomes a political problem, so two are satisfactory.  

Having another person who is not as blind as you helps when looking for those needle nose pliers or as I did the other day, my small Vise Grips for holding onto a chain plate in a small space requiring small tools.  I simply lost it somewhere in front of me.  And I still haven't found that bugger.  It must be camouflaged.

I hope some of this disorientation and temporary blindness will not interfere with a splash some time near All Saints Day.  That'd be a fitting day to do so!  We shall see about that schedule after I get the mast sorted out.

Untying the mast from its perilous attachment to the trailer has been over 100 days in coming.  With some joy I began to cut away the sad lines that hoisted and held this piece in its transit from Nova Scotia, and I laid out the stays to see the true condition and position of everything.  Like everything else aboard, there will be no accept "as-is" for any part of the mechanics.  I'd be accepting decisions of someone for whom I cannot vouchsafe for a machine which relies upon integrity of components.  It's always best to go over all of it personally so that by the time I take the tiller, I know what I have.

The transporter grabbed this 35 foot long Bohemoth and lashed it to the trailer for its 2 thousand mile journey, across international borders, the forests of Maine and the hazards of the American Interstate road system.  I have put off unwrapping this until now.

This Alberg is the gift that keeps on giving.  Partly because of its short sailing seasons in Nova Scotia and partly due to the scarcity of parts, I think the Berg suffered from garage fixes that simply had to make do.  So, as I unwrapped the lines tied about the mast, I began to unveil a number of vagaries that needed attention. 

The masthead is suffering from a lack of proper fitment in this homemade tang which holds the jib sheet block.  If its edges become habitually in contact with other components in that area, it could cause serious problems with the integrity of the furler and/or the mast crane itself.  Better to replace.  Rationale for its being there is easy to assume but keeping it is not.

The placement of the furler on the second hole on the crane is also interesting and I'm sending out queries to the Alberg Association as to the best angle of fitment for the roller furling device.  As you see, the equipment for the FM antenna and the cable, here hanging out of its exit point, are long past functional.  In that we will engage in mostly lake sailing for now, we will continue to use our handheld radios and not worry with the big FM antenna aboard at this time. I will work a threaded component  to provide future capability of installing a wired FM.

The other section of the masthead reveals a legacy anchor light with its power and ground (to the mast).  The blocks are a tangle underneath this crane in my opinion.  The block in the photo below  nearest the orange cone, appears to be the topping lift and the tang supporting the second block to its left appears to be the blue and white mainsheet.  Simple enough, if not crowded at the top of the mast.

 Nonetheless, it is a bit worn but not excessively so for her age of 39.  I unwrapped the spreaders to see what was awaiting me here and was surprised not to see some sort of bailing wire holding the spreader in place on the shrouds.  I assumed there would be something, but here again, perhaps I have wrongly assumed this.  But by sheer reason of the way sailboats work, this device has to hold at a certain mathematical point along the shrouds to be effective.  Another "due - out" for me to check with my Association of Alberg owners.  Checking in Don Casey's excellent books, this needs attention nonetheless.  Could it have been sailed without this? Everything is possible.
The 1st Mate provided some of her time to come to the yard and hold the ratchet on the chain plates and finish off some fastening that I had not been able to achieve alone.  This was especially helpful and so I asked her if she'd also climb into the chain locker to check no a couple of bolts up there too.  No problem.  We finished tightening up a loose bolt on a cleat portside bow and checked on the viability of removing another cleat on the bow plate which is necessary in order to fit the anchor roller.  

There is a lot of conversation amongst the Albergers about these old pieces of metal, judged by many, to be insufficiently capable of taking the strains of this size yacht.  Aspersions to Whitby's Boat Works not using large enough bolts also adds to the mystique of a critical refitment.  I had no reason to dispute this, but as I entered into the bulkhead, I realized my vessel was pretty hearty down below despite these comments.  Putting in new stainless steel and larger bolts at least made me "feel" better about my Alberg's condition.
The chain plates are all newly manufactured.  I did not enlarge the slots in the deck, that was far too invasive for this refitment.  Rather, I increased the size of the bolts from 1/4 inch to 15/16ths shoulder bolts instead of fully threaded bolts.  This enables the bolts a close fit without damaging the plates and the increased diameter will provide that assurance the rigging needs to power up.  I also did not see the need below decks to enhance the bulkhead as it was in good condition.  

Hopefully this older Harken will make its debut on the Alberg in a couple of weeks with or without a sail.  I've left the genoa at a loft to add a sacrificial on the sail to protect it from the UV rays.  

No matter, there's always a half-dozen things to do on an Alberg of this age and I will not be bored soon.  The mast is already testing my capabilities.  But I will begin to retrograde some of my equipment back home and open up the inside of the Berg for humans again.  It's a bit crowded with work tools down below still yet.

Thursday, October 6, 2016

It's taken a few weeks.  But it was worth it.

So my diesel mechanic, Charlie, recommended I get my prop shaft redone, in stainless steel, by a team in Brunswick, Georgia.  Well, a short drive south, an overnight, and then I got a shaft, perfectly machined and then returned to Charlie, who installed it.  The result could not be better.  Now I can start from a base-line of a "serviced diesel," and a remanufactured prop shaft. 

The inscription of my name was simply to make sure I got the propeller I brought.  They did a lot of business at the machine shop in Brunswick.  I hope to find a feathering prop in the future, but for now, this will do!

It has taken a few weeks of course.  and during that time I've had time to catch my breath and get some other things done that might have been pushed aside, like the sole boards, which I finished and tossed into the Berg.  But this professional machine work has put me into the next category of work, chain plate installation and stepping the mast.  Getting closer to the water every day!

The cost was worth the replacement.  I now can breathe easy about the power plant and the propulsion linkage.  There's nothing more frustrating than a sailboat with a fickle engine.  I don't think anyone would want to be in a motorboat with an engine which might not work.  So, in a sailboat, without a reliable powerplant one might as well prepare for adventures they only dream of at 2 o'clock in the morning, something bizarre and crazy.  I want a reliable engine backup that can bail us out in a time of  need.  

Circa, 1977, bronze shaft and prop, rusty, corroded, a shaft with a bad oscillation.

Neat, clean, straight, and ready for operation.
So now to finish off some minor details, connect the muffler, put the chain plates, and step the mast.  

I know I have some challenges ahead in making sure the furler works correctly.  I also have to rewire the mast and get the organizer plate on the deck for running the sheets to the cockpit, but those are easy items to get situated in contrast to this work.  I'm now looking to the end of October to splash this Berg! 

I should add that Charlie runs the Company Boat-Biz here in Lake Murray, South Carolina.  I really appreciate their attention to detail in the maintenance of this diesel and their helpfulness in getting this Berg to splash.  The company in Brunswick who did the prop shaft and propeller work is Dominy, the sole marine machinist shop in the city.  I certainly got in and out of there in time due to arrival of Hurricane Matthew which came right on the heels of my departure.

Friday, September 30, 2016

An incredibly competent machinist has created a new prop shaft for the Berg!  But this one is not it...  As you can see, it was time for a major intervention to replace this extension of the diesel power-plant.

The propeller shaft lying in the Burb waiting for a makeover.  The things unseen to the naked eye were an out-of-round shaft, anomalies in the propeller blades which would create shaking under power, and the corrosion, everywhere evident which kept the shaft from turning freely in its components. They had to be cut in order to be removed from the Alberg.
Gorgeous.  The external corrosion was one part of the story, the disagreement of the fitment made this piece of the power-plant made the idea of going "under engine power" a disagreeable idea indeed.  If it is this bad just sitting still, one wonders what the performance will be underway.  I don't want to experience that.  Fix it quick!

When you don’t know any better and people are advising you, it’s probably a good idea to go not with your own impression but with the resume of who’s telling you what.  I don’t trust my intuitive nature to get me through life on its own cause it is sometimes subject to whimsical comedy that laughs at reason in the face of common sense.

So it was with the prop shaft.  From the outset of this refitment I gazed many times into the bilge at the rusted coupler, the corroded shaft and the scratchy cutlass bearing, and wondered how in the world I would get this resolved.  I knew after my first 3 hour seminar with Charlie that I had hit upon a gold mine of education and competence regarding the diesel.  So, when he said, we gotta do this are you game?  I happily said, “let’s do it,” there was no way in the world that shaft was going to turn unless under duress.  I did not want to splash a vessel that was admittedly not ready or up to the tasks of having an engine aboard which is close to useless.

The location was several hours away, in Brunswick, Georgia.  I’d been there a couple of times before but did not see enough to scratch the surface of what it offered.  Perhaps I should have investigated Saint Simons Island instead, but I have never thought the shallow, brown colored Atlantic in that area held any interest for me.  But as for a machinist shop, there was much to discover.

Machinists area a special breed of people who live in a world of metal shavings and the darkened halls of rooms full of large behemoth machines capable of doing wonders with metals.  I’d used another outfit locally when I needed help for my Typhoon and my motorcycle, and those guys were great, but this was a specific shop dedicated to propeller shafts and propellers.  Eureka!

Not several steps into the dark chasm of a room, a large lathing machine lay to my left and a drill press stood blocking my way, looking as if it could drive through a foot of steel in an instant, Tyler appears.  A 30 something machinist with a great personality and a “can-do” attitude.  His competence was relaxing.  I laid the pieces on a rubbery table top scarred with scrapes and indentations of other candidates as he quickly nodded and easily employed a measuring device to the shaft, “7/8ths, yep..” affirming my measurement previously using a tape measure.  He then informed me that if I agreed, that he’d remove this and that and then need to do something about the prop which was bent and hacked up, and generally gave me a desk-side assessment that only a competent individual in that trade could do. I agreed, “yes, yes, and yes please…” I was quick to give him permission to make this thing work.

The problem was rather evident.  Although the Berg overall is in good condition, it is not in great condition.  After the encounter with loose nuts, persistent leaks, and years of routine maintenance, the old girl had given her best and was hardly ready for some sailing.  She had probably outlived her owners’ abilities to do the “grunt work” that had greeted me at the yacht’s work yard in the middle of summer.  Like getting to know your bride, this gal had all the right stuff if someone would’ve just had the time to lay her up and spend every winter doing maintenance.  I think that is an owner’s responsibility not hers.  And every owner is not going to rise to the challenges of time, sweat, disappointment and responsibility, including financial, to bring a vessel back into her class cohort.  I’d taken that responsibility and felt like a step-father to the Berg as we looked down at the sorry-looking and corroded shaft seized and impossibly useless.  “Let’s do it..,” and we jumped on the phone with Charlie who then sorted out the details and requirements with a bit more elan than my “yeah rights” that I offered freely.
The propeller refused to yield to Charlie's extraction.  Years of corrosion had repelled me from anything but a terrified look. 
 After a day of work, the new shaft was machined, coupler attached, old cutlass bearing refitted with new bearings, and a more up-to-date seal for the prop shaft was included in the package.  The propeller was tuned and polished up as well.  
Putting in this 10 x 20 Bomar deck hatch enabled the guys to extract the shaft with less pain and suffering.  In the long term it provides me an easier access to all the items that end up running through this area underneath the cockpit.   The best hundred bucks I've spent in a long time.

These items, from the "Brunswick Connection," I delivered to Charlie who was sitting 'neath a tree near the lake at his work yard.  He was very enthusiastic I had taken his recommendation to use this out of town machinist.  It was a bit of trust that was needed to do such an expedition.   Holding the stainless steel shaft he examined the craftsmanship and said that after about a week, he'd have it installed in the boat and bring her back to where they'd first abducted her at the Club.

Progress was made.  I'll have to get a photograph of the shaft in place to provide a more thorough appreciation of this adventure.  That is to come.

Taken while I was working a few issues below decks, the cockpit deck hatch provides clear access to the transmission and coupler, prop shaft and all the thru hulls and electrical connectors to the instrument panel.

Saturday, September 24, 2016

My Alberg has been abducted.

It occurred this past Friday, 16 September, and discovered as I pulled into the yacht club work yard.  The entire rig was gone!  My ladder was lying on the ground, cinder blocks were tossed about, bricks here and there tossed like Legos, and not a trace of the Alberg!

It's really easy to steal a sailboat on a trailer.  Just grab a big truck with a 2.5 inch ball, hook-it-up and tow-it-out.  I pulled up into the empty yard and sat looking at the mess left behind and thought, "why didn't he call me before he took my vessel?"  It had been grabbed by my diesel mechanic who I had implored to extract my prop shaft.  After a couple of text messages, it was indeed that, a friendly abduction by the same good-hearted technician who had serviced my diesel a few weeks back.  I felt a bit like a Dad who goes to pick up their kid from school and there's no kid to pick up because he missed his wife's message that she had already done it.  Well, it was all in an effort to help all the while, so I made the best of cleaning up the yard and doing a few more "sourcing" errands for future work items.

There are many marine things for which I do not have the expertise.  And the prop shaft is one.  I'll let the pros do this and stand-by in awe.  Once it's pulled I can move toward it's remanufacture and get to the rigging in earnest.  Then a splash will follow. 

Looking back just one month ago at my "to-do" list is revealing:
  • cap rail repaired, sanded, varnished 5 coats (3 gloss base and 2 matte finish) and complete  DONE
  • garden variety gate valve replaced with Groco lever DONE (actually replaced the two cockpit drain valves and one thru-hull too)
  • coamings repaired, sanded, varnished and ready to put DONE (re-installed)
  • replaced to dorets on the stern DONE
  • replaced the zinc on the rudder with magnesium DONE
  • pulled 4 salon portlights without mishap, reputting tinted acrylic DONE
  • chainplates manufactured with 5/16ths bolts ready to reput with strengthening plywood and fiberglass PENDING
  • refurbished the V-berth sole with Epiphanes DONE (completed revarnish of complete salon sole)
  • reput leaking stanchion on portside DONE
  • refurbished port side salon cabinet and backing DONE
  • sanded, repaired and painted the cabin salon with Brightsides DONE
  •  validated functionality of bilge pump and automatic indicator DONE
  • inspected interior of forward water tank to determine next best solution DONE (no further action taken)
  •  compounded and polished entire freeboard of hull with 3M high speed polish and polisher DONE
  • New:  relocated batteries to ice box compartment and secured with straps
  • New:  refinished in teak oil then re-put salon and cabin top handrails
  • New:  reput gaskets and installed Perco lights fore and aft
  • New:  relocated battery wiring and installed new master switch on bulkhead for batteries
  • New:  replaced all hose clamps on diesel and rubber tubing as necessary, 
  • New:  refurbished and repainted air cleaner canister
  • New:  cut out hatch opening in cockpit sole and installed 10x20 Bomar hatch
  • New:  inspected light stress cracks in salon beam and reglassed area for repainting with Brightsides later
  • New:  removed broken Instrument panel and rebuilt with acrylic facing
  • New:  rerouted hoses and wiring in stern tacking to bulkhead and separating from engine area
  • New:  removed port genoa track and cap rail, rebedded both in sealant and reinstalled bolts for track to resist leaking on port side
  • New:  cut access point on port side lazarette underneath cockpit
Oh, and did I say I hit my head repeatedly on the bulkhead opening up some bleeding trying to crawl between the lower portion of the cockpit and the top of the diesel in order to remove and replace thru hull and reput two valves?  Most of this work has occurred during an oppressively hot August and early September.  Fortunately the heat has subsided a bit and the temperatures are now moderating as Autumn closes in on us tonight.  

Since the abduction of the Berg, I've concentrated on a few "household items" in my garage, finishing up the renovation of the engine cover and stairs plus finishing the final piece of salon sole.  I'd been doing one piece of sole per week and jumped in to do the final piece adjacent to the diesel the week of the abduction.  Although the shop workers probably don't need to access inside the salon, I had intended they at least have that piece upon which to stand in the event they needed it.  They got the boat too fast for me to put it back. 

Here is the transition of the section of sole from original through the stages of gloss and the finish of matte (Epifanes): 

Yes its dirty.  A sad thing people walk on.  But there is something great behind all those years of abuse.

I used the West Marine Teak Cleaner and Brightener before sanding it to clean out the grooves of 39 years of dirt and foot traffic, spilled wine, dinners, water, diesel, jewelry, etc...  Then I sanded the raised wood surface smooth.

First application of gloss which fills in the gaps of the texture.  Gloss is stronger than matte finish so first applications are meant to fill-in all the imperfections sanding has left available.

2nd gloss coat filling in all the scratches and grooves.

3rd gloss, Now it's ready for a couple of matte finish applications.

 Lots of these things come together all at once so I'm sort of converging to a point where we will step the mast at the club and hook up the shrouds all at once.  The chainplates had to be sent back to the manufacturer for some additional specification work and the trail has gone cold on them.  Will have to see what has transpired on this....?  While I had this opportunity to dabble with "undesireable" duties, I also refabricated the instrument panel backing and worked over the "first step" of the hatchway.

This is the little step just below the hatchway entry, small but critical step to access the rest of the steps below it.
This first step over the engine compartment looked pretty worn and sad too.  I thought, "as long as I have the time, I might as well spruce up this little jitney and bring out some life in it.  The wood color is what was underneath a plastic nonskid strip which had nearly glued itself forever on the step. 
Pulled off the dirty white non-skid tape and revealed the wood color beneath!  That has to be saved!
 Once I subjected it to the teak cleaner I realized it wasn't teak.  But the cleaner didn't hurt it nonetheless and it came to life real quick.
And here is the finished little step looking a bit more ready for its next clients.  Gorgeous wood.  Will require regular maintenance to sustain this active step aboard.  Imagine trying to find one of these replacements!

 Another sad place was the instrument panel in the starboard aft of the cockpit.  A broken plastic backing had nearly disappeared and the actual face of the panel was looking like it needed a complete replacement.   Yet with the cost of finding such a "period" instrument face and yet the remote idea of locating this frame base, I set out to rejuvenate what I had.
Cleaned up and sanded, will repaint with appliance white gloss and utilize some of the same acrylic I used on the salon portlights to provide a backing plate for the old instrument panel (also have to repaint it but can't get to it yet)
 This frame holds the instrument panel itself.  Before this photo above was taken years of sealant and broken plastic were removed.  I lightly sanded the frame and cleaned it with acetone, wiping all the residual sealant off for its new appliance white spray paint.  

The panel actually is upside down in the first photo and in the right position in this photo.  I found a couple of plugs at Lowe's to fit the two holes on the lower face of the panel.  I used 5200 adhesive to attach the acrylic to the face which will both prevent water from entering and hold close to the weight of an elephant when I reattach the instrument panel.
Looking pretty dapper now, the same acrylic I used on the salon portlights came in handy for the backing plate. Once I find the Alberg, I'll rescue the actual instrument panel, clean and paint it, and refit it to the acrylic facing.  

This give me time now to locate the Alberg and install those chain plates which just arrived back from the manufacturer today.  Yay, more work!

Wednesday, September 14, 2016

Would the work hold?

The past few days our weather pattern has shifted towards more rain.  Fortunately, this has provided good testing grounds for my Berg's leaking problem.  After fastidious attention to detail on the Berg, I watched the black clouds move in over us yesterday once again and kept my fingers crossed for a good test of the work I had done on the genoa track.  

Heading to the club early in the evening for our regular meeting provided me ample time to climb aboard and review the damage or the success of my efforts.  Rain was pouring down and I noticed the cockpit drain thru-hulls were bleeding water down the keel as I mounted the ladder and stepped aboard.  I looked down at the cockpit hatch cover I had installed a couple of weeks ago and it looked tight and wet all over the outside.  I hoped for the best as I pushed the hatch cover and climbed down inside the salon.

Down below I heard the rain hitting all over the deck.  The windows were spotted with mercurial drops of liquid.  I ran my hand around and under the re-bedded windows.  Dry.   I looked in the dark for my work-light and stumbled a bit over a few tools in the process.  This was it.  As I clicked it on, I thought to myself what an arduous piece of work this had been and yet necessary.  "If it does not work, I will have to find another remedy," I sighed to myself.  

Clicking on the light, I opened the first cabinet hatch, the prime offender,  the light bathed the inside and I looked up at the "usual suspects," the bolts which I'd marked.  Dry.  "Really?" Can't be I thought?  Running my fingers along the cabinet it was dry.  Dust from work the other day remained unmoved.  Bolt after bolt was dry and not a trace of wetness anywhere.  I moved forward to the forward offending chain-plate hole.  Dry.  Not a touch of wetness, not a streak, not a hint of wetness.  The forward v-berth even smelled fine.  Mind you, the chain-plates I simply re-taped because I am waiting for the actual re-manufactured plates to arrive.  I will not use this sealant for the chain plates!  They will require an adhesive sealant like Boat Life polysulfide, just fyi.

 The fix was indeed working.  The removal and re-bedding has worked.  So far.  I had used ordinary 3M Silicone Sealant (pictured here) for the bedding and as my last post had mentioned, everything underneath simply had not been touched in 39 odd years.  It was time for some re-fitment on that track and underneath the cap rail.  Interestingly enough, the rivets which join hull and deck were firmly in place and showed no signs of deterioration and no evidence of leaking water down the inside.  

Word of caution to the adventurous, this activity is probably best done with 2 people because of the order required to reinstall the genoa track, which itself, is not curved as it appears, but a straight piece of sturdy metal.  Thus, the order of precedence for reinstallation of parts and items for me was, 1) apply sealant on hull-deck surface for closure under cap rail, 2) re-put cap rail using pressure to insure spread of sealant, 3) apply sealant underneath genoa track before installing 1st anchor bolt pin in foremost position, then using that first pin as anchor with assistance from someone to hold that point with hands 4) force genoa track toward hull and sequentially insert bolt pins one by one making every effort to clear top of cap rail (so as to avoid spread of sealant all over top of cap rail) until last bolts are put, 5) carefully address errant bolt entries due to angle of insertion using persuasive hammer to reseat them to factory positions.

I prefer a clean fix but it's hard to do 3 things at once, that is, install the lead anchor bolt for the genoa track, then add adhesive for that track, then bend that track and insert the next 15 bolts, I found my self using both hands and feet in a creative and muscular adventure.  Some residual silicone clutters the cap rail and track but I prefer this to leaks.
The rebedding of the track and cap was a bit of an ambidextrous operation to say the least.  The photo reveals I had to clean up a bit the next day as without any help I found myself wrestling this genoa track while trying to maintain the integrity of my sealant application!  OCD as I am, I regretted this oversight in my planning but my cranial density prevailed and I conquered this hurdle nonetheless.

After my visit, I was certainly relieved to discover the Berg had survived such rain.  This encounter she had with storm Hermine, I did not want to produce another "issue" of leaks to crowd my agenda, already now, prepping for the next diesel phase, propeller shaft removal and re-fitment.

Saturday, September 10, 2016

Getting one thing done after another.  So I'm making progress!

Since Hurricane Hermine and the persistent rain it gave us a couple of weeks back, I've been on a detective mission to seal off "presenting" areas of a possible slow leak on my port side.  

Aside from the torrent of helpful conversations with many smart skippers on the Alberg 30 site ( , with specific reference to deck core replacement, I chose to probe some of the more obvious areas where I knew water probably entered.  Besides, tearing up my deck right now is beyond the scope of my initial splash efforts.  Putting on my detective hat, I was able to deduce where previous owners had already chased some problems and this gave me additional motivation to look and see what had been or not been done to stop the "apparent" places where water had entered.  Not much water, but slow leaks that had saturated one section, the port quarter near the ice-box, was wet when the Berg arrived in July.  The photo here is an example of the destruction of water over a long period of time.
If you see what looks like mulch in the bottom of this cabinetry, you're correct.  All of the cabinetry was soaking wet here, without even the semblance of its original shape or form.  The parts still attached I salvaged to some extent but decided to clean this out, sand, and repaint with Brightsides while awaiting its entrance on my work agenda.

That first week I probed this area and tore out the wood shelving which was wet to the touch and crumbled in my fingers.  Underneath, near one of the escape routes in the liner (for water to run to the bilge) I found wood which had not been dry for many years.  I removed everything, cleaned things up and painted with Brightsides (remember reading this here?), to enable me to get an easy view of new streaks of water, trails of debris, etc. 
The same area as the previous photo except where the shelving attaches to the cabinetry the water ran to the fiberglassing on the bottom of photo, rotted the wood (now removed) and then exited for the bilge (the small dark hole in the center bottom of photo. 

Here, with cabinetry removed sunlight comes through a chainplate backing plate which obviously had had a lot of water entering the inside.  Long term, I think I will remove and repair these all and re-attach with sealant.
While the stanchion just outside the salon on the port side was a leak suspect, re-bedding it perhaps helped but did not finish the job of stopping the leak.  So, the other day, I rather begrudgingly set to work on removing the genoa track.  I had taken the time just after the rains ended to get below decks and look for obvious droplets.  I found several on through-bolts entering via the genoa track.  

Well, the easy answer did not meet me well, the thought of removing that genoa track brought to mind several challenges,  "Could I get it to re-seat as well as it is now? or Would I run into a problem extracting these bolts? and What if I tear into a perfectly good thing and disrupt something that is working?  Perhaps my hunches and detective work are wrong?"

Naysaying my conscience aside, into the fray I jumped.  I was rather startled at what I found.  
A half dozen of the bolts, here marked by an arrow from when I observed droplets of water hanging from them after the storm, were neither tight nor showed any signs of significant sealant.  The white in this photo is from the Brightsides I applied, not sealant from a previous period.

Each bolt, seen in this close-up, had the same feature, clean threads (again the white is paint I applied inside) and a chalking residue underneath the head from "originally" installation in 1977, two years after I graduated from college.  I was 24 then and am 63 now.  Who would have figured we'd meet this way?
Look closely at the hole in the teak and the white corrosion left by the aluminum track which was on top of it.  Water and time have had their play with these 20 holes on the port side.  Why the port and not the starboard?  Perhaps this side was weaker and perhaps the other side is leaking yet I don't know of it yet.
Outside I pulled the genoa track off and discovered these lovely florets of 40 year old adhesive

This interesting close-up is to illustrate the design of the hull which has a lip into which the teak cap rail sets, deliberately designed to keep water from washing straight into this area of joinery.
As I pulled the track off and then lifted the cap rail, I found no evidence of wet teak, but I did find plenty of places where water could enter freely.  It must have run through the spaces and into the hull as it managed whether when sitting on its trailer in weather or while it was on a starboard reach underway and water may have lapped over it during sailing.  You can see the dirty blackish residue of water which had stood underneath the teak cap rail. 

Once apart, I left the florets in place, and cleaned the genoa track of its bulky residues of varnish and underneath of its oxidation.  I would then caulk sealant ( not using 4200 ) under the genny track and under the cap rail.  One long continuous and generous trail so that water would be forbidden at a variety of angles.  It may not be perfect but I think this gets at the first problem quickly.

Pretty huh?  Bolts without sealant permitted water to seep in from genoa track to cap rail to hull seam into the cabinetry. 
This view shows the battle scars of previous attempts to varnish and seal.  It is not a perfect solution, but after cleaning off the exterior sealant I think I've provided a wall of defense.  

As a note, the bonding rivets looked absolutely fine underneath this section of cap rail.  The bolts however were loose and dry, and easily permitted rain to soak them and formed a leaky entry to the salon.  This is how I am approaching this problem at this time.  Will have to wait for some more rain to see if this helps stop the problem.