Maintenance
Annual lay-up and pre-launch tasks
Winterising and getting ready to launch usually involve around 100 hours of work and there's always on-going maintentance during the year. We have spreadsheets and documents covering work carried out since new.
Most of our main Jeanneau 42DS regular winter and spring maintenance tasks are listed in this Excel spreadsheet. It shows when tasks were carried out at end of 2025 or scheduled for 2026 and has some additional notes.
Annual rigging checks
Pictures taken when examining rigging at beginning of the season. They mostly start at the masthead and work down. Each fitting is examined visually and by feeling for any sharp ends or irregularities. So far everything has been perfect. Regular checks from the top of the mast were carried out from 2014 onwards at 2 yearly intervals. Annual checks were planned from 2018 onwards. However, COVID prevented checks in 2020 and 2021. A later illness and very short cruising season meant checks were not carried out in 2024 or 2025. The current plan is to repeat the usual inspection in 2026.
2018 pictures
2019 pictures
2022 pictures
2023 pictures
2026 pictures
Annual steering checks
Soon after buying Mistroma I met the owner of a 49DS in Scotland who told me of his steering issues. The rudder jammed to one side in poor weather off the North East coast of Scotland. He'd been resued by a lifeboat atfer the steering wires had loosened, jumped over a sheave and become jammed. I decided that annual pre-launch steering checks would be a good idea.
The rudder bearings and the steering system have been checked annually for signs of wear or need for any adjustment. No work has been needed since new apart from application of fresh grease to chains and wires, tension has never needed adjustment. The wires, sheaves and quadrant are accessed from the port and starboard cockpit lockers or large stern locker.
On-going maintenance
Domestic batteries
The 4xT105 domestic batteries were replaced late in 2019 season but only lightly used afterwards (Combination of COVID, illness and short seasons due to other commotments). The batteries are maintained in storage by a 100W solar panel connected to an Epever regulator. It has winter settings to maintain float and also carry out a short eq. charge on the 28th of each month. They are typically cycled between 83% and 100% during the sailing season measured with a Smartgauge and double-checked regularly via temperature compensated Specific Gravity readings. Electrolyte levels are carefully monitored at 4-6 week intervals. All electrolyte usage, Specific Gravity readings and State of Charge are recorded in this Excel file.
Seacocks
These are examined annually and some were replaced as I expected them to show some internal corrosion. I had heard stories of manufacturers using poor quality fittings and was expecting the worst. However, none of the skin-fitting, valves or elbows have actually shown any signs of corrosion.
Engine cooling inlet and valve was removed in 2012 and replaced as it was in perfect condition. External and internal examination in-situ showed everything was still in very good condition in April 2014. Regular inspections were carried out and it was eventually replaced later in 2023, slightly later than planned due to COVID. The old fitting removed in 2023 was kept for later examination but shows little signs of corrosion.
Little apparent change in condition of all skin-fittings and valves in 2026. Pictures below show the state of skin fittings and all appear in good condition. The engine cooling intake is also in excellent condition as expected.
Original engine inlet fittings in 2012.
Forward head valves were replaced with DZR fittings in 2012 because the original valve was rather stiff. The valve was actually in very good condition and the replacement was just as stiff. I decided that the location just makes it difficult to get a decent angle to pull or push.
The aft head outlet fittings were replaced on 16th May, 2022. The new Tru-Design skin-fitting, elbow, 2" valve and tail are much bulkier than the originals and fitting was tricky. Sanitation hose was replaced at the same time. The original valve and fittings were still in excellent condition with no corrosion or any calcification. The hose was also completely clear. The original valve and fittings were kept to prove state of the valve in 2022. The original small inlet fittings were left in place as replacement was not deemed neccessary. However, replacement Tru-Design parts were purchased and kept as spares.
Hull skin fittings were cleaned in May, 2026 for examination. Pictures below show the state of the skin fittings. Internal valves, elbows and tails all appear to be in good condition.
Toilets
These have been very trouble free and that is helped by a service at start of every season, regular lubrication of the piston o-ring with silicone grease, and thorough end of season flushing. No paper tissues pumped through the toilet. We have never had any sign of blockages or calcification in either toilet. The original outlet hose connecting the holding tank to the skin fitting was replaced in May 2022. It had never been physically cleaned, just a dilute hydrochloric or acetic acid rinse every 6 weeks (approx. 500mls). The hose was completely clear with zero calcification.
Forward toilet used solely for peeing and ALWAYS pumped 24 times. It was also modified to allow fresh water flushing and that's carried out once every few months. We avoid peeing in the aft toilet and miminal flushing means we usually manage at least a week at anchor with the holding tank. The rear illumination makes to easy to see the liquid level as a shadow.
Starter motor
Removed in October 2019 to check brushes and found to be in excellent condition with no sign of wear. There were 4 brushes and all had width of 14mm and thickness in range 4.5-4.7mm. Brush heights were 15.9mm, 14.9mm, 14.3mm and 14.7mm with all standing well proud of support slots. The commutator also appeared to be in very good condition. The lack of wear after 10 years use made it reasonable to carry out a follow up after a further 6 years i.e. 2025. However, the engine was laid up between 2020-2022 and the next check isn't due until 2027 or 2028.
Windlass
An initial examination of the motor brushes was carried out on 9th May, 2016 to examine the commutator and brushes. Everything appeared to be in very good condition with little obvious wear. All brushes had identical measurements as shown below. Tangential is along direction of commutator rotation and axial is parallel to the axis of rotation. These match the size of the metal brush holders. The radial measurement is the most important as this is the direction the brushes wear down.
- Tangential 12.9mm
- Axial 8.9mm
- Radial 24.4mm
A worn upper seal was found during regular annual windlass maintenance in 2022. A complete service carried out on 30th April 2023 with the unit dismantled. Gearbox emptied, flushed and refilled with oil, seals on shaft replaced and motor examined. The commutator and brushes still showed sign of wear, brushes still had minimal wear.
Some brush measurements were identical to 2022 values (Tangential: 12.86mm,Axial: 8.9mm). However, there was some slight reduction in radial values with some variation over the four brushes. The brushes still measured 23.5mm at the longest end with some wear on the other side. The shortest radial reading for each brush are listed below
- 23.0mm
- 22.8mm
- 23.3mm
- 22.9mm
The variation above was only from 22.8mm - 23.3mm and represents wear of 1.1mm - 1.6mm (i.e. Approx. 4.5%-6.5% of original 2022 measurements). The brushes still protrude ~3mm above the top of each guide. The retaining spring could easily drop a further 3mm further into the guide before the brushes needed replacing. Planned pre- launch check for 2027 seems reasonable as the brushes are unlikely to lose 6mm in only 4 seasons. The only minor concern is the uneven wear of 0.2mm-9.7mm across each brush.
Electric winch
Top section regularly serviced for cleaning and greasing along with all other Dismantled on 28th May 2025 and brushes found to be almost completely worn away. Commutator cleaned to remove scratches and new brushes fitted. No sign of any gearbox oil leak and all in good order.
Engine
The engine was supplied with a green, short life variety and replaced by the pink Yanmar long life coolant.
- 5th May, 2012 Initial replacement of green coolant with long life version after 3 years use
- 26th April, 2017 Scheduled 5 year replacement with fresh long life coolant
- 3rd June, 2022 Scheduled 5 year replacement with fresh long life coolant
The engine was laid up from October 2019 until September 2021 when it was turned over carefully before starting for a brief test run. It started in under 5 seconds and ran perfectly before being winterised once more i.e. belt and impeller removed, usual treatment with fogging oil in manifolds and inhibitor sprayed inside heat exchanger. Usage in 2023-2025 was very light with only a few weeks afloat in 2024 due to illness. Another coolant change is planned for 2027 but could be delayed in view of extended storage and light usage post COVID.
The Volvo seal was replaced on 10th May, 2015 by an “engineer” in Agua Dulce. It had never shown any sign of leaking and only replaced as a precautionary measure. I expected the “professional” to use the correct tools but he actually used the same method I would have used with longer bolts. I had to stop him hitting the flange on one side with a large hammer. He didn’t know that the bearings are thrust bearings, not designed to handle sudden side loads from a hammer but I was able to make him do the job properly.
The original part showed no signs of wear at all. The replacement is greased annually prior to launch and burped immediately afterwards. It has never shown any sign of dripping either.
The original fuel filter assembly was replaced under warranty by Swordfish Marine in August 2011. It had an integral pump with faulty seals on the piston and the known defect allowed air to enter the fuel system.
The replacement does not have the integral manual pump and is self-bleeding. It works well and has never caused any problems.
Pump for fresh water system
Replaced in 2025 with a brand new pump. The original pump was producing low flow or water and mis-diagnosed as a pump fault. The new pump failed to solve the problem and further investigation revealed a pipe blockage. Some material left in the system during build had eventually built up in the distributuin manifold and was restricting the flow. It was removed and the flow rate fully restored. The old pump has been tested to confirm is is in good working order and retained as a spare.
Bilge Pump level switch
Failed in May 2023 and replaced with a cheap temporary float switch. An original electronic switch was purchased and fitted in April 2025.
