All Activity

Area in green box is where vessels often shelter under North Cape Area in red box is a shallow area which in certain conditions will cause waves to rear up / amplify. As you can see it would be very tempting to cut the corner and go over the shallow patch as you get to the sheltered anchorage quicker... However it would be much safer making a much wider rounding

His cavalier attitude, business hardline, are not attributes to be encouraged in skippers, particularly commercial. If this is not addressed in this tragedy it is just going to happen again. "At the end of the day, the responsibility rests with the skipper. It's a lot resting on your shoulders and most times - touch wood - you get it right. On the occasions you don't, there will be a price to pay." That price was significant, and the repercussions need to be also. The loss of five punters lives was directly attributable to the skippers MO. Ignore all the indicators at your per

A B&G WS320 wireless wind MHU with a NMEA2000 interface is $1009 + GST....

My current mhu is wireless anyway, so I'm up for running a new wire regardless. Since the mhu packed up, I've been going old school and just estimating the wind strength based on the feel on my face and the state of the sea. Given I'm probably looking at $2k to replace the wind transducer, I might just continue with old school wind speed for a bit. The AP goes find on course heading. We have a powerful hydrualic ram on the back of our tiller steer (37fter), and that is the main thing for me at the moment. Noting I've not raced for a few years so the need for fancy lectronics is dimin

There are several ways of integrating a Garmin gWind into the Nexus system. The first is as you mention the wired gWind mhu which comes complete with the GND10. The disadvantage is you need to run a new cable down the mast as the connector on gWind is different to the connector on the Nexus mast cable. The second option is Garmin make a small adaptor cable that goes between the gWind mhu and the Nexus mast cable. The Nexus mast cable needs to be moved from the Wind port on the server to Nexus/instrument bus port.

And a big ground swell.

Are you saying they ran aground now? I can't keep up.

Hi, I have a fair amount of coastal sailing experience and are looking to possibly do the passage crossing to fiji etc. Im a fit and healthy 42 year old with decades in a building and mechanical environment. Extremely comfortable on and in the ocean. Easy going and happy working with a team or solo. Happy to look at any opportunity to get some open water experience.

That would put them in or very close to shallow water

I've been looking at that GND10, it is that unit that makes the gWind integrate with the Nexus system. It comes with the wired gWind. Noting that the riggers warned me off putting another wireless unit on, and the retailer wont even sell them, saying they (the Garmin gWind) are complete sh*t, so if I proceed it will have to be a wired unit. Interestingly I've not had any issues with my Nexus Multi displays. Blowing the FETs on the AP course controller (the computer thingee tucked away in a locker) was due to malfunctions of the autopilot ram. On one occasion it decoupled from the tiller a

Except that there was no "rogue wave" just the shallow bottom.

I currently have a hybrid Nexus/N2k system. One of my NX2 multis failed so I decided to replace it with a B&G Vulcan 7. To get the Nexus wind, speed and depth data to the Vulcan 7 I installed a Garmin GND10 which is a gateway/converter between the Nexus bus and N2K and vice versa. The GND10 needs to be programmed for data direction e.g I have the GPS data from the Vulcan feeding the Nexus bus. I was also looking at what to do when my transducers fail. The Silva/Nexus/Garmin 43mm thru hulls are a bit of an orphan but I don't really want to replace the thru hull fittings. Garmin still d

Ok, that's a much better heading sensor than the usual ones on an AC12! So Yes, a NAC2 or three would be an improvement. However, I have had customers complain about them as well, and also H5000 pilots. All the pilots need to be setup correctly, usually by more than just autotune. With the AC12 and the NAC series, the low and high speed settings can be used to have normal and running settings, rather than low and high speed. S turns are often the result of too much rudder gain, but can be wrong counter rudder settings as well. There is a pretty good description of this and how to set

This is from B&G. So if you want motion correction, has to be a Hercules or H5000...

If kept in good nick, they are pretty amazing boats. Great cruiser, great racer. Nearly as good as a Thompson 38.

The price for 1050s never drops - unlike other boats.

I've fished off East Cape on these boats and found the skippers and deckies very competent. And the boats very sea worthy. I think the doco interviews pretty well exonnerated the skipper and his decisions. The court may have a different view but a rogue wave is really difficult to forecast.

The skipper is responsible for the safety of everyone on board, the question is was he acting responsibly? There is no 3 mile rule but the question will be would a competent skipper in the prevailing conditions made the same decisions?

If you are using a AC12 or 42, the main issue in steering downhill is a fluxgate or (slightly better) a RC300 - which is a rate compass, but still a fluxgate. The single biggest improvement you can make is a new compass - like the precision 9 - it's solid state, and gives MUCH more accurate and stable heading output to the AP computer, and therefore results in a much better course. I noticed that most in a quartering sea. If you want that AND better wind steering, then change the ACXX to a NACX (The X's are just the model to suit your boat) I have 10Hz H2183 (2013) SS and from what

Hi Lukas Thanks for your reply but I don't think you have read my information properly. If you scroll up to the photo of the boat & just above that is my message to you which says I have a Whiting 26 Quarter Tonner named "Sweathog" moored at Little Bucklands Beach in Auckland. I hope that answers your question. If you would like more information, please message me with your email address & mobile number. I will then send you more information. Thanks Ian

Hi Clara. Thanks for the compliment! Are you interested in sailing with us or do you just like the boat. If you might be interested in sailing. Please message me your email address & mobile number & I will flick you some email. I have attached a hotted up photo of Sweathog after Graffix Art redid the graphics for me at last haul out.

Would it be because the skipper didn't do anything wrong and Maritime NZ are just looking for a public hanging for PR purposes? Has anyone on here ever heard of this rule you can't go within 3 miles of land?

Seeing how Far North Boy isnt around anymore,if a airline pilot crashed and killed his passengers he would be grounded,so why can a charter skipper who endangered life/lost life be able to continue operating/skippering?

looked at a farr early 90s at pine harbour,very cheap until we talked to the broker,full of pox and delaminating,only good for parts.White gel coat,its all in the build. Humidity/heat etc was resin mixed right or layed up in a timely manner,all sorts of variables has an effect. As Pricilla posted carvel no issue if built well.Moana laid off Devonport for years painted black

Part of build quality is adhering to the specification of your materials. Some materials strength and durability is affected by heat. Generally Polyester fairs better than epoxy. Industry standard practice is to avoid dark colours where expansion/ contraction is detrimental. If your back pocket doesn’t mind , have at it. Eg certain cedar profile weather boards an human obsession with black. Bad building practices just make degradation faster. West 410 not recommended with dark colours. YMMV.