Island Time

Yes. The only exemption is "NOTES: 1 This Standard is not intended to apply to small boats equipped with a battery supplying circuits for engine starting and navigation lighting only that is recharged from an inboard or outboard engine driven alternator." So unless you ONLY have engine start and nav lights.... AND that battery specifically says no alternator charging. IMO there is NO SUCH THING as a "Drop in Lithium battery" on a boat. This article is great, and written by one of the worlds leaders in this field https://marinehowto.com/drop-in-lifepo4-be-an-educated-consu

The only solution is a fresh water toilet, or converting to a waterless toilet (composting). The rotten egg smell is caused by the biological life dying and decomposing in the seawater feed...inlet - before the toilet, so no additives at the toilet can work.

I too have a set of wired in bypass switches to enable start and alt when it fails again. Yes, my alt used to output 14.75 (with old AGM's that could take 14.8v, with alt being controlled by the Nordkyn alt controller to get 3 stage charging. When I changed to lithium (LiFePo4) the max voltage was restricted t0 14.2v, and solar to match. VSR - yep, just joins the banks together. Not ideal if batts cannot operate at same voltages If your chemistries require different voltages, the best way is to set up for the house bank (Where most charging is required), then use a DC-DC charger to t

Volvo where and who? The MDI units "should" be ok up to around 15v which is when the Alarm goes off. The MDI should be powered off when ignition is off. Volvo are well aware of the issue and issued the attached recall. Your dealer is not being straight up! Its worth reading the link above from Eric at Nordkyn. There is also lots of stuff on cruisers forum. Print out the attached recall, and maybe some other stuff, and have a go at your dealer. I have had 2 MDI's replaced under warranty... MDI BOX RECALL.pdf

The correct position for mounting is 460mm forward of the rudder post center (pivot point). The issues are power, motion range and speed. Mounting the pin 460mm forward of the pivot gives the best performance of these 3 requirements. 85kg on the standard pin is fine, but with one of extended length the torque on the tiller can be quote a bit... and, set up correctly + with the right sail combination, they can steer pretty well. The single best improvement you can make is to add a decent compass - like a precision 9 - the difference in steering accuracy is HUGE. This is due to th

just remember that the TP32 max thrust is 85 Kg. The pin must support that, and the longer it is, the bigger the lever....

all sanitation hose breaks down eventually. use a rag with boiling water on it - rub it on the hose - then smell the rag. if it smells, replace the hose....

So the AP is simnet and the NSS3 is NMEA2000, Which are basically the same with different connections. Is the simnet network actually connected to the NSS3?

looks like one of the originals, may be 50 yrs old! Possibly a Parkercraft. Have you float tested? They can leak from the riveted seams - all of them!

888 was anchored with 2 anchors at GB. Both failed in some way, and she hit rocks on being blown out to sea. This would likely account for the one hull being flooded, and also for the rate of drift, which was much slower than I'd expect for a light carbon race cat. It will be interesting to hear the story and sequence of events that resulted in the loss of a fine vessel. The top sentence is 2nd hand, but from the rescue services. Please guys, wait until we hear what happened before critiquing. There is often/usually more to a news item than it appears. After all, this boat

Great Work NZ Navy!

That’s bad!

Top of Shakespeare Park received_725752662346893.mp4

Indeed. Think I might remove sails etc, but we'll see what happens in the next couple of days. Some models have the eye passing over Auckland....😬

Indeed. Many who have not been in the situation don't realise how detrimental exhaustion is, and how it can really put you in danger! Now for ocean passages I pre rig the parachute, run the warp around the toe rail, tied with cable ties. All I have to do to launch it is shackle the cable to the chute, cable tie the shackle, and kick the chute off the stern. Chute opens, pops the cable ties, and sets itself . The running block for the bridle is floated with a fender, and you just adjust it so the float is directly to weather, with a primary winch. Worked amazingly well, and is my go to for a re

Interesting. In my experience 70 deg is too much, I used a bridle back to a primary so I could adjust the angle. At 30-40 deg I could stop sternway and fore reaching, and sit basically stopped, while the storm passed over. But every storm and every boat/skipper is different and everyone must make their own calls..

A drogue is for off the stern. A sea anchor (parachute) is off the bow. A drogue slows you down and helps prevent broaching. A Parachute basically holds you stopped in the hove 2 position. Both have been used successfully by multiple people/vessels. You do your research, and make you call. Ideally I'd like both, so I can decide depending on the situation.

Ok, 1st, I don't understand why you would use a NAC3 VRF core pack when the NAC3 core pack (incl rudder sensor) is $200 more, but the RF25 (rudder feedback) is $442. I don't know why you would use an RF300 either! Way cheaper to buy the right core pack! So, the difference between costs for a H5000 AP V a Triton2 Ap is not exactly straight forward. The H5000 AP computer is about the same cost as the NAC3 Core pack. (3K). However, to actually be useful it needs H5000 instruments as well. The base H5000 pack is another $3500 (Hydra) to $7500 (performance) plus whatever sensors you want - mas

Heavy conditions and quartering seas is the hardest steering conditions. Try it yourself, most boats need attention and effort in this scenario. Many helmsmen don't do this well either! The Single handed racers usually have known parameters for their autopilots for these conditions, and have also usually spent a month or more sailing to work out what the best settings are for their boat. Perhaps to note here is that on most cruisers, I recommend, unless they really are planning vessels, to use the low speed setting for normal sailing , and the high speed setting configured for heavy winds and

Depends on the final price. Buying the yacht is only a part of the cost of ownership. Where would you keep her? Looks like needs hauling and re antifouling, annodes and other normal maint stuff. Look at haulout and hardstand costs at your nearest facility. There are many worse boats out there than an easterly 30. Most of the boats on trademe for $1 are not worth repairing. This one may be different, it may not. I've not seen her personally. Think about the maint costs. Would you do most yourself? 1st is hull and structure condition? Sails and rig condition? Mechanical condition? Electric

Nah, the AC12 wind algorithms are crap. The NAC's are miles better, and the H5000's are better again. But the pilot must also be properly configured. Really important are rudder gain, speed of turn ( deg per min) and counter rudder. Pretty easy on the newer pilots to use true wind as well/instead if you wish. The current idea is apparent when <90 true, and True when >90. This means surfing off down a wave is not seen as a wind change, like the earlier ones did! Also the change from the RC42 (Rate fluxgate compass) to the solid state 9 axis ones (Precision 9) makes an enormous diffe

Makes a LOT of sense to use B&G if that is what you have for everything else. If the drive unit (pump for hydraulics) has been powerful and fast enough, no reason not to keep using it. Drives are expensive. 17 years - visual inspection for rust, check brush condition and inspect for hydraulic leaks. If ok, the B&G pilots can use the drive. Which Farrier cat is it, which pump do you have, and what NAC has been quoted to you for this boat? If I were quoting, (and I'm not!) the power required at stall by the pump model determines the AP computer used. NAC 2 or NAC3. The 3 can drive a

No. The Tracker 5600 has no ability to read AIS data. New (er) MFD required.

under her own power headed in. Followed by the tugs...