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Posts posted by splat

  1. An older southern pacific donut style boat with a centre seat/thwart.  Had a couple empty 23litre tote tanks in the front with my gear bag on top. 2 hp Yammie on the back jumped in and sat on the seat facing towards motor but my bag was pushing me back towards the motor so no clearance to pull start... so I moved sideways to pontoon ( facepalm)... and flipped it over backwards...as I said idiot....don't be an idiot. After almost 45 years mucking about in boats you would think I would have learnt!

  2. Solo Delivery Waikawa - Lyttelton - Ross 30 Ballistic

    Got up 3.00am Friday morning and drove to Picton from Christchurch , arriving at 8.30am, quick stop at Picton supermarket for delivery trip food.  Caught Cougar water taxi service from Picton to Resolution Bay, Queen Charlotte where boat was moored. Grabbed some tote tanks etc and dinghy. Inflated dinghy and loaded dinghy to get out to mooring. 15 metres offshore and flipped said dinghy....gurgle ... and who was the idiot who didn't close their 110 litre gear bag properly....  now a 2hp motor drowned... wet gear, wet sleeping bag and a wet, somewhat unhappy but still smiling idiot. (never ever flipped dinghy before!)

    Drained dinghy, retrieved and sorted gear and reloaded dinghy to get to boat. Loaded gear on boat, warmed up boat , idiot changed clothes into the driest clothes available...fortunately idiot had put all his wet weather gear, woolly hat, gloves etc. in a separate sealed dry bag.  Motored back to Waikawa to fuel up - fueled up and put 20 litres water onboard.  Turned around and motored back down to Diffenbach and Tory channel.

    Exited Tory channel at 6.00pm Friday night in a light, land affected northerly with an ebbing tide but later than the planned Tory entrance HW at 3.00pm due to the previous dinghy issue.  Slow trip across Cloudy Bay motor-sailing in a varying N-NW. Milky way was incredible...  Set up a waypoint for a comfortable separation distance from Sheperdess Reef off Cape Campbell ( 155-165S mag) which was approached around 11.00pm Here the the sea - state and wind picked up. Hand steered for a while with a conservative double reefed main only...with an ocassional surf in the irregular waves. Eventually made enough southing to be back in deeper clear water with better waves and a more stable ride. Shook out one reef to enable the boat to better accelerate when on a wave and fine tuned the response rate on the pilot where I could happily leave the boat to steer itself.

    Made a Milo, had a snack and enjoyed the ride. The breeze built nicely between 20 - 25TWS broad reaching. I checked the AIS and had a good look around and headed below for a quick kip.  Inshore and South of Cape Campbell but still north of Ward. Plenty of Hectors darting about like small grey torpedoes.

    A 930 broad reaching in waves in 20-25 knots going relatively slowly is not the most stable platform and any rest/sleep was fitful but the boat started to cover some good ground until about 3.30am when the breeze started to drop as forecast. Being solo on my first delivery South I wasn't keen on chasing the considerable forecast 25knot + N breeze offshore.

    As dawn cast its orange glow the wind was light and we were motoring again.  Arriving off Clarence, katabatic winds teased that we might be able to stop the motor and sail but they were fleeting. As forecast from Waipapa to Kaikoura next to no breeze in a sloppy, left over Northerly wave state.

    Our planned route had the boat pass passed just to seaward of the Kaikoura Peninsula where there were many long weekend fishers and cray pots to be negotiated. Made slow progress all afternoon till abeam Haumuri Bluffs where the approaching ridge was generating warm NW puffs off the shore. Up went the jib top but the breeze was unstable varying from on hard on the nose to aft of the beam.  Just out to sea I saw a whale blow but hadn't seen anything within 500metres of the boat. Still plenty of Hectors zooming about including a mum with a small calf who came and rode the bow wave for a bit. 

    Off Gore Bay the breeze finally came back at 15knots from the North which was welcomed and the 25m deep water meant the swells where starting to setup with the boat speed increasing nicely.  As dusk approached, I tidied up the boat and cooked up a meal. The breeze was building.  After dinner I sat and observed how the pilot was driving and further fine tuned the settings so that the boat stayed on course with minimal steering input from the pilot.  As darkness  enveloped the boat I decided I wanted to go back to a second reef.  A quick round up off course to the west to unload the main slides, dump the mainsheet, flip the halyard, secure the tack strop at the mast, back to the cockpit, halyard up to the mark, wind in the 2# reefline and a quick tack to resume course at 191S Mag. Only 60nm to run to the second Starboard channel marker at Lyttelton.  The breeze was now at a steady 18-24knots with a building sea state.  Idiot was getting tired...

    Now able to see the glow of the Christchurch lights against low cloud which seemed to take forever to get larger. The boat was constantly accelerating and decelerating between 6 and 12 knots on some of the waves. The wind was directly aft and at times by the lee. Pegasus Bay is a big shallow bay and in the forecast 25kn Northerly breeze the waves started to crest behind the boat with a roar. The boat would then accelerate with a woosh before falling off the back and the process would begin again.

    AIS picked up an approaching 235m long container ship on a converging course doing 14.5 knots. I thought I could see the lights to the east but the low cloud was making everything gloomy. I watched as the AIS target quickly closed, passed and then set up for anchor in the Anchorage off Godley Head outside Lyttelton.  

    Fatigue had set in as the breeze died again about 5miles from the channel marker waypoint... I was starting to have real difficulty gauging distance despite what the plotter was telling me.  I passed the outermost anchored ship close to starboard and finally I could see the 5 second green flash of the Starboard channel markers. Almost there. Really tired.

    I turned to head up the main harbour channel but hadn't really been up the channel at night since the Lyttelton Port Company had completed its sizeable reclamation and installed its considerable new navigation aids. The place was lit lit up like a Xmas tree. My depth perception was now completely shot... I was starting to see things, like large barges being pushed by tugs that weren't there! 

    Finally made the turn into the inner basin between the moles past the new unoccupied cruise ship berth and lowered and secured the main...made it!   Despite the fatigue I felt a great sense of satisfaction despite the timing late season. I motored around towards the visitor berth at Te Ana but it was occupied by a 40 something Lagoon. So turned around and headed out and around to the Naval Point Floater... I needed sleep. 

    I berthed alongside the floater, made sure everything was secure and collapsed into my bunk under my wet sleeping bag. Four hours later I was up and organising for my wife to come collect some gear and then meet me at Purau Bay, near Diamond Harbour where the boat was going to be moored on a mate's mooring. 

    Got the boat on the mooring and launched the dinghy and rowed ashore. Got home and sorted all the wet gear out, pulled the 2hp motor to bits... had a shower and crashed into bed Saturday afternoon at 2.00pm.  Checked in with my mooring owner mate after 6.00pm that night who said he was travelling to Picton next day (Monday for work).

    Sunday Justin turned up at 1.00pm and we drove to Picton arriving at my car at 6.00ish. Fueled car and left Picton for Christchurch at 6.35pm and was home at 10.45pm. It was a big weekend.

    Footnote - I spent weeks watching the weather waiting for a decent weather window to do this delivery where I wouldn't be thumped by a Southerly in the final stages crossing Pegasus Bay.  The weather forecast was 20knot Northerly in Cook Strait with a 25-30knot Northerly pulse in the Campbell area/Southern Castlepoint area before settling into a 25knot northerly offshore in Conway building to a 25-30knot Northerly gusting 35knots in Pegasus on Saturday afternoon evening. My inshore route meant I missed most of the breeze offshore but did see 25knots TWs for sustained period.

    • Like 2
    • Upvote 10
  3. Zeus 3 7 correct- I had Link Android app working perfectly and then did the latest Zeus 3 Version: 20.0.1  software upgrade as IT said above and it stopped working. Haven't been able to get it to connect since...think I need to start from scratch again.

    The B&G app crashes as previously described but need to try IT solution first.  

  4. Lateral

     what software are you referring to here?

    Version History

    • 4.3.6

      22 Jan 2021

      Fixed the Mirroring and Remote Control experience. Chart-plotters are now mirrored in fullscreen once again.


      Added support for Local Network Access permissions. Link will now request access to your local network to communicate with your Marine devices, enabling devices to be automatically discovered and used by the apps features.

  5. Have just tried to get through to Navico support re B&G app, wireless connectivity and Link app outstanding issues (25 minute wait B&G tech support line- gave up). Anyone know anything about any updates.

    I cannot get B&G app to link to Zeus via  QR code - app just crashes after scanning code.  Have checked Link app in playstore and I am running latest version.  

  6. On 20/03/2021 at 9:23 AM, Deep Purple said:

    Yep I had a preview a few weeks back and pointed out a typo that appears to have been fixed

    the 50% reef is gone

    nav lights must now be wired into the central electrical system 

    my main concern is that the NZTYA still controls trailer yacht regulations and nothing there has changed. Neither has there been consistency created between trailer yachts and keelboats

    here are the changes

    Summary of changes to Safety Regulations for 2021 - 2024
    This is an extensive summary of the changes to be made to the 2021-24 Yachting New Zealand Safety Regulations of Sailing (SRS)
    Where possible it is highlighted what the change being made is from and to. In section discussing Part III – comparison of changes will need to be made from the 2017-2020 Safety Regulations (SRS) booklet or online version found here: https://www.yachtingnz.org.nz/resources/yachting-new- zealand-safety-regulations-sailing-2017-2020
    Pg. 6 Change from:
    New Zealand-flagged ships departing New Zealand require an inspection certificate to complete New Zealand Customs documentation requirements prior to departure. For more information, please see Part III of these regulations.
    New Zealand-flagged ships departing New Zealand require a Yachting New Zealand category 1 Safety Certificate to complete New Zealand Customs documentation requirements prior to departure.
    For more information, please see Part III of these regulations.
    Part II Offshore & Coastal Racing & Cruising
    Change from:
    Inspections undertaken by Yachting New Zealand Yacht Inspectors are not surveys of the general condition of the vessel. Inspections are made visually and are for the purpose of verifying whether a vessel, its equipment and crew are safe to undertake a voyage or enter races organised by Yachting New Zealand-affiliated clubs. The inspection certificate may not be used for any other purpose by any person.
    NOTE: Inspectors may use their discretion as to the acceptability of items not listed.
    Change to:
    Inspections undertaken by Yachting New Zealand Yacht Inspectors are not surveys of the general condition of the vessel. Inspections undertaken by Yachting New Zealand Yacht Inspectors are made visually and are for the purpose of verifying whether a vessel, its equipment and crew are suitable to undertake the voyage.
    The Safety Certificate may not be used for any other purpose by any person.
    NOTE: Yacht Inspectors may use their discretion as to the acceptability of items not listed.
    Change from:
    Skippers of vessels over 20m and vessels that have been in MOSS (Maritime Operator Safety System) requiring a Category 1 certificate for customs clearance should contact a yacht safety inspector who must consult with Maritime New Zealand.
    Change to:
    Skippers of vessels that require a Category 1 certificate that:
    a) have been in MOSS (Maritime Operator Safety System) and/or
    b) are complex, and/or is of a size where certain International convention requirements may apply (generally >24m or >400GT) i.e. SOLAS, MARPOL, COLREG, MLC, etc.
    are to consult with a Yacht Inspector prior to inspection there may be a requirement for Maritime NZ assistance with vessel inspection.
    4.04 Category 3
    Remove: and not rounding major capes
    Reason: Alignment with the World Sailing definition.
    13.10 (M)
    On all multihulls a readily usable safe method of entering and exiting from the inverted vessel must be provided to allow a fully clothed person to pass through this entry/exit which must be clear of the water at all times, upright or inverted. It is required that skylights and hatches must be fastened from below to allow exit in case of emergency. If this is not possible a cutting line shall be clearly marked - Escape Cut Here, and appropriate hull cutting tools kept secured nearby for instant use adjacent to the intended cutting site.
    If hatches are used for this purpose, a storm board must be carried that can be used to rapidly over the hatch should it fail.
    13.11 (K)
    Change from:
    Storm coverings are required for all windows more than 1852 cm2 (2sqft) in area
    Change to:
    Storm coverings shall be fitted for all windows more than 1858 cm2 in area
    13.12 (M)
    Change from:
    Storm coverings for exposed windows more than 1852cm2 (2sqft) in area shall be provided or it shall be demonstrated that the window material as installed will withstand severe blows and remain intact. In the case of curved glass windows, properly positioned and secured, very heavy covering material, may (as the only practical solution) be permitted as a substitute storm shutter.
    Change to:
    Storm coverings for exposed windows more than 1858cm2 in area shall be fitted.
    Change from:
    At least two manually operated bilge shall be securely fitted to the yacht’s structure, one operable above, the other below deck. Each pump shall be operable with all cockpit seats, hatches and companionways shut. Alternatively, one bilge pump may be of a portable nature provided that it can be adequately secured to the yacht’s structure.

    a. One manual bilge pump operable with all cockpit seats, hatches and companionways closed.
    b. One manual bilge pump.
    13.14 (M) Two manual Bilge Pumps, either fixed or portable.
    Reason: Most multihulls only carry portable manual bilge pumps as the layout of the hulls and watertight tight compartments generally mean fixed bilge pumps are useless.
    16.05 (M)
    Permanently installed bunks shall be provided for a minimum of the nearest whole number greater than 2/3 of the crew. Each bunk shall be a minimum of 45cm x 1.8m and shall have a resilient mattress that dries easily. In every case there shall be a minimum of two bunks.
    The requirement for a mattress on bunks.
    Remove: the requirement for a water tank for category 3, 4 & 5. Reason: Race boats carried bottle water.
    Changed to: At least one securely installed water tank.
    17.13 (C)
    The Dan Buoy pole shall be either permanently extended or an approved folding or inflatable pole attached to the ring by a suitable floating line, the coloured flag must fly at least 2.5m (8 ft) off the water. MNZ round 76 cm (30 in) lifebuoys or horseshoe lifebuoys are acceptable.
    Change to:
    Flag height to be 2 metres in line with international regulations.
    Lifelines – minimum diameter lifeline wire shall be: Add X X for category 4 & 5
    Handheld VHF radio
    Change to: all vessels required to have on board all categories.
    Remove: Radio receiver capable of receiving weather bulletins
    Change from: Flares must not be more than 3 years old as indicated by the expiry date... Change to: Flares on the vessel must be within the expiry date at all times.
    19.03 (e) Charts publications and plotting systems Add: recommended for category 4 & 5

    19.04 (d)
    Add: (e) Echo (Depth) Sounder or lead line category for category 4 & 5
    19.07 Navigation Lights
    Add: and wired into the vessels electrical system.
    Part III Pleasure yachts departing New Zealand for overseas
    Change to:
    Section 21 of the Maritime Transport Act 1994 (the MTA) requires masters of pleasure craft departing from any port in New Zealand for overseas to notify the Director of Maritime New Zealand (the Director, Maritime NZ) of their proposed voyage. The Director must be satisfied that the pleasure craft and its safety equipment and crew are adequate for the proposed voyage. A certificate of clearance from Customs is also a pre-requisite for departure under section 21.
    The Director has delegated this statutory power to Yachting New Zealand. Sub-delegation from Yachting New Zealand to Yacht Inspectors mean that the Yacht Inspectors carry out these inspections to Category 1 standards.
    (1) All vessels must hold a registration under a flag state. New Zealand ships register with the Registrar of Ships Maritime New Zealand
    (2) Yachting New Zealand Safety Inspection certificate and the Maritime New Zealand 12409 certificate.
    (3) Notify the Director of Maritime New Zealand by completing an intention to depart notification form
    (4) Completed New Zealand Customs requirements. Refer to the New Zealand Customs website. www.customs.govt.nz
    All vessels travelling internationally must be registered in a flag state such as with the Registrar of Ships, Maritime New Zealand www.maritimenz.govt.nz
    Please note: Registration as a New Zealand ship is not the same as a Yachting New Zealand registration which is required for all vessels wishing to race in New Zealand. For more information contact Yachting New Zealand or see www.yachtingnz.org.nz
    Registration as a New Zealand ship can be done either under Part A or Part B.
    Both provide a ship with New Zealand nationality and protects a ship’s name for as long as it is registered.
    Note: New Zealand-registered vessels are required to fly either the New Zealand state flag or the New Zealand red ensign while in the territorial waters of foreign countries.
    Under Section 21 of the Maritime Transport Act 1994, a New Zealand registered pleasure craft may not leave any port in New Zealand for any place outside New Zealand unless the Director of Maritime New Zealand is satisfied that:
    · the vessel and its safety equipment are adequate for the voyage;
    · the vessel is adequately crewed for the voyage; and
    · the master observes any other relevant maritime rules.
    All New Zealand vessels must undergo a safety inspection prior to departure to obtain a Category 1 safety certificate. The inspection will focus on:
    · the design and construction of the boat being suitable for the voyage and meeting the required standards
    · the safety and communication equipment meeting specific requirements and all safety equipment being in date
    · the skipper and crews ability to undertake the proposed voyage safety and demonstrate preparedness for emergency situations.
    The decision on whether to grant section 21 clearance is made by the Director, or their delegate (i.e. a Yachting New Zealand Yacht Inspector).
    In determining the adequacy of the vessel, the Yacht Inspector shall have regards to any previous offshore voyages undertaken by that vessel and will use the Category 1 requirements set out in part II of these regulations except in exceptional circumstances.
    There may well be occasions where there are justifiable grounds for not following these Safety Regulations, but these must be carefully considered and well recorded by the Yacht Inspector and Yachting New Zealand.
    A Category 1 inspection certificate is valid for one clearance only and expires at first port of call, and then reverts to a Category II for two years.
    Yachting New Zealand Safety Certificates are valid from the day they are signed, for a period of 60 days from the signed date on the certificate to allow adequate time for the vessel to leave.
    Skippers can apply for a 30 day extension directly to the Yachting New Zealand Safety and Technical Officer stating the reasons for requesting an extension, provided there are no changes to the vessel, its equipment or crew as originally inspected.
    Beyond this timeframe, the Yachting New Zealand Safety Certificate is considered expired (invalid). During this 60 (or 90) day period, the Yachting New Zealand Safety Certificate remains valid, providing:
    · There are no crew changes;
    · The safety equipment on board remains in date until the estimated destination arrival date;
    · No significant alternations to the vessel have been made (including the hull, rig or equipment); or · No damage has occurred to the yacht (i.e. as a result of grounding).
    The following could be reasons for needing re-issue of the certificate: · Notification to Yacht Inspector only:
    - Crew change

    · Supply of photo(s) or other evidence to Yacht Inspector:
    - safety equipment change (out of date refreshing), minor equipment change
    · Re-inspection required:
    - major equipment change or alteration to the yacht, or skipper change, or extending the certificate validity beyond 90 days
    For information on contacting a Yacht Inspector and getting your boat inspected, please see the introduction to these regulations or the Yachting New Zealand website www.yachtingnz.org.nz
    All masters must notify Maritime NZ of their intended departure.
    Go to www.maritimenz.govt.nz to complete an intention to depart notification form.
    You must leave NZ waters from an authorised port of departure. Customs request the completed departure forms three days before departure to help avoid processing delays. www.customs.govt.nz
    Part VII Sport Multihull Yachts
    Sport Multihull Equipment:
    Helmet – each crew member to wear a suitable water sports helmet.
    Add: In light conditions with the skipper’s express permission these may be removed but must be carried on the vessel at all times.
    Support Boat Requirements from Sport Multihull Equipment:
    Bosuns Chair or suitable climbing harness (Lirakis) – each vessel to have at least one bosons chair or suitable climbing harness.
    Tools – suitable tools for the individual vessel requirements.
    Appendix 1 Medical Stores
    Add ‘At least two crew members’ shall have a current first aid certificate
    Part V Trailer Yachts & Sports Trailer Yachts
    9.11 First Aid
    For details of a complete first aid kit, refer to the Safety Regulations of Sailing Appendix 1


    I see in 3.06 Cat 2 and 3 are now every 2 years. I thought Cat 2 was every three years?

  7. Typically, internal antennae will shoot through/ receive through glass/foam, ply etc with no issues. Metals not so much.  An external antennae will be more accurate. A little concerned re solar panel location. As others have said best to simply do a temporary test in each of the various options.


    • Upvote 1
  8. Just a quick update as I now understand it via Navico B&G tech support ALK today.

    The link app is/was apparently suppose to be supeceded by a new product/app in Q3 of this 2021 but due to customer demand/outcry is to  be retained in the interim. Navico is working with link app developers to remedy curent bug in app to fix current inability to connect for users. As of today this is apparently to occur in the next 10 days approximately. A new/updated version of link will be availble via your app store which should address connectivity issues.

    We talked about B&G app inability to connect using QR code. Apparently, either the app team or tech support is to come back to me via email. Will wait and see.  

    Matt do you have anthing to add/confirm on this topic?



  9. We purchased in late December 2020 - used Xmas cruise - this is an excellent dinghy, capable of carrying four persons and gear with ease - ideal ship to shore for 4 persons or for 2 - 3 persons fishing.  Too many dinghies - must sell. 

    The Happy Kiwi BD Series is a premium high-quality inflatable boat that offers the best of both worlds, compact and lightweight while offering extreme durability, including reinforced high strength floor and inflatable V hull providing better stability and ride.

    These lightweight inflatable keelboats are tough enough to be used in most types of water, yet capable of being folded up and stored in a bag.

    Their air mat floors are cleverly designed including the use of polyester thread providing exceptional strength combining with a tough non-slip surface. It is inflated to high pressure, providing a tough, rigid floor that is remarkably light and strong.

    Happy Kiwi BD300 Specifications:

    • Length (cm): 300
    • Width (cm): 152
    • Tube diameter (cm): 42
    • No. of chambers: 3+1
    • Max Power (kw/hp): 7.5/10
    • Max load (kg): 510
    • Max persons: 4
    • Hull deadrise degree: 18/12
    • Beam internal length (cm): 67.5
    • Internal length (cm): 184
    • Height (cm): 60
    • Net Weight (kg): 52


    • Pair of Oars
    • Repair kit
    • Foot pump
    • Adjustable Aluminium seat
    • Carry bag
    • PVC fabric
    • Carry handles
    • Drop stitch air mat floor
    • Towing d-rings

    Listed on Trade me also here - https://www.trademe.co.nz/a/motors/boats-marine/dinghies-rowboats/inflatable/listing/2943268096?ed=true&bof=pYc9hFCE

  10. I think I have the same problem on a Zeus 3 - 7 -  it use to mirror to my Samsung A7 via the  link app faultlessly and since a most recent software upgrade I can't get it to connect (I even deleted link app and reloaded). Use to connect fine and was a fantastic feature and one of the key reasons I bought the unit. I have tried manually loading as per screen instructions for LINk app also.

    As IT says I could do everything via the phone screen other than AP inputs. I could even adjust AP sensitivity settings etc. on the fly while navigating a route just as if I was using the touch screen or buttons.  I really like this feature as if below I could simply mirror everything to phone i.e. windspeed at anchor, depth, anchor alarm etc. 

    I'm really pissed off that this feature no longer works. I have tried connecting through the B&G app and the QR code to no avail also - simply states contact service agent- not happy! I want to get the functionality back I paid for and I understood the unit was/is capable of. I'll be calling Brad tomorrow to discuss.

  11. In Marlborough last Summer harbourmaster and associated agencies were diving on moored craft. We were rafted up with Rogue, Clearvision and a 1020.  The inspecting free-diver simply called out a score from 1-4 with one. We all scored 1 or 2. Diver almost skewered himself on stainless trailing tip on Ballistic.  I think the whole exercise was intended as educational really.

  12. 1 hour ago, vic008 said:

    When its a sunny day, and your batteries are pretty full, what sort of readings on your bms, do you expect to see? 

    need a bit more info- what sort of panels and what sort of regulator/BMS?

  13. 41 minutes ago, KM... said:

    The designer/builder of the other boat has considerably more experiance.

    "Should be interesting to see the 2 theories line up against each other." 

    No doubt Mr. Roper has plenty of experience.

    Will be interesting to see.

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