I’ve spent the last thirteen years working extensively on my family’s charter vessel Voila, a 2012 Beneteau Oceanis 54. It’s a fifty‑five‑foot sailing yacht that has been in survey for most of our ownership, and from the beginning I’ve been hands‑on with every part of the boat. Over that time I’ve built a deep working knowledge of the vessel’s propulsion, hydraulics, electrical systems, rigging, and auxiliary equipment, and since finishing university I’ve taken responsibility for a significant portion of the mechanical servicing and operational checks. I also hold my MEC6 qualification, which formally recognises my ability to operate, maintain, and carry out mechanical servicing on marine diesel engines up to 300 kW. MEC6 covers practical marine engineering fundamentals including diesel engine operation, cooling and lubrication systems, fuel systems, fault identification, safe isolation, and correct maintenance procedures. It’s the entry‑level engineering ticket for commercial vessels, and it aligns closely with the work I’ve already been doing aboard Voila. The qualification reinforces the standards I follow: proper documentation, safe work practices, correct servicing intervals, and maintaining machinery to survey expectations. Mechanical systems The main engine on Voila is a Yanmar 4JH4 HTE, one of the last genuine Yanmar mechanical‑injection engines before the shift to common rail. It produces 110 hp through a ZF gearbox and straight shaft to a folding prop. We deliberately avoided the Dock & Go system to keep things simple and reliable in remote areas. Since around 2019 I’ve handled almost all mechanical servicing myself. That includes oil and filter changes every 100 hours, diesel filter rotation, pre‑filter water trap checks, impellers every 200 hours, coolant replacement at the ten‑year mark, and sea strainer cleaning every 100 hours or as needed. The engine has two heat exchangers, and I’ve cleaned and resealed both twice using genuine Yanmar seals and torqued everything to spec. Routine checks include hoses, clamps, vibration, leaks, and annual pencil anode inspections. Gearbox oil has been changed once during my involvement with no swarf or heat damage. Generator The generator is a Cummins Onan 7 kVA unit running a Kubota three‑cylinder diesel. It’s at around 450 hours. I’ve resealed its heat exchanger, replaced coolant, and inspect or replace the impeller every 100 hours. At one point I was checking the impeller every few hours due to a raw‑water syphon issue causing dry starts under sail. I diagnosed the fault and installed a check valve before the strainer, permanently resolving the problem. Electrical systems The vessel runs four house batteries (600 Ah lead‑acid), charged by the Yanmar’s 120‑amp alternator, solar panels, and Victron chargers via generator or shore power. The engine has two isolated start batteries, the bow thruster has its own pair, and a small dedicated battery powers the VHF and SSB. My electrical knowledge is more basic than my mechanical experience, but I’m comfortable with the vessel’s charging and distribution systems. Auxiliary systems and rigging I’ve worked across most auxiliary systems on board: steering, reverse osmosis, grey water, genset servicing, bilge systems, and full replacement of skin fittings, ball valves, and hose tails. I installed and now service the RO water maker, including pump capacitor testing and replacement. Steering components get regular attention, especially the stainless steering cables. I monitor autopilot ram seals and listen for bearing wear in the hydraulic motor, and I’ve purchased a full ram service kit as a precaution. Common Yanmar issues like exhaust elbow corrosion and turbo carbon build‑up have been checked personally. The elbow showed no pitting, and the turbo and wastegate had minimal carbon. I make a point of working the engine hard at intervals to prevent build‑up. I check rigging during normal operation and often catch issues early. Most recently I rebuilt the headsail swivel after discovering internal rubber lugs had snapped. I’ve also been involved in mast removal and refitting and preparing the boat for haul‑outs, including removing the backstay to fit the Waikawa lift. Navigation and operations My navigation system experience is basic. I’m confident with Navionics but would struggle diagnosing AIS or comms faults beyond continuity and voltage checks. Before each charter I run through a full pre‑departure check: bilge, seacocks, coolant, oil, sea strainer, electrical system changeover, and confirming navigation and radar operation. Haul‑outs and fabrication The vessel is hauled out annually, and I’ve been involved every year since around 2013. Depending on antifoul condition we either water blast or sand back and recoat. I also helped redesign the emergency tiller system. The factory T‑bar was unsafe in real conditions, so we fabricated a tripod‑supported collapsible tiller system that provides proper control and reduces fatigue. Engineering background My day job is as an irrigation and water design engineer, and I hold a bachelor’s degree in mechanical engineering. That background has been extremely useful aboard Voila, especially with pumping hydraulics and water system integration. The water maker installation is a good example of where my engineering experience directly improved reliability and performance. Overall, my involvement with Voila spans mechanical, electrical, hydraulic, and operational domains. Combined with my MEC6 qualification, I maintain the vessel to a professional standard and approach every system with the same care and discipline expected in commercial marine engineering.