Date   

Re: Main sheet tackle broken catch

Danny and Yvonne SIMMS
 

Hi Bill. With you on this. II would add use the preventer when running with eased sheets. I also agree with you about weak points. If the boom attachment fails it is an easy fix. Broken boom or rig?, Oh boy. So if the boom attachment fails and we beef it up perhaps we are advised to modify technique. 

Regards

Danny

SM 299

Ocean Pearl

On 13 March 2021 at 18:18 Bill Kinney <cruisingconsulting@...> wrote:

Just a couple of general observations on the mainsheet to boom attachment on Super Maramus.  I do not think this part is underdesigned.  I think the issue is that boats are sometimes sailed in ways that the designer did not anticipate or allow for.  

We had Harmonie for over two years before I first heard about this issue on another SM.  I saw the damage, and pretty quickly afterwards heard of another boat with the same issue.  I realized I hadn't looked at this part closely on our boat, so put that on the checklist.  A detailed inspection showed that it looked exactly as it did when it left the factory.  This after 22 years sailing on two circumnavigations, and accumulating well over 100,000 sea miles. Based on what I saw, there was no reason to replace or change anything. So the idea that the design was faulty or fragile didn't seem to make sense.

It took me a week of thinking why this disparity might be before the light bulb lite up and the connection was made.  A rigger with a lot of Amel experience confirmed the answer:  Accidental gybes.  They can put a HUGE load on all the parts of the rig, especially the mainsheet attachment.  Everybody has them, (hopefully rarely!)  but with the way the SM is set up we can really reduce, or completely eliminate, damage done if we sail the boat "right".

The key to reducing the shock load on the boom is to ALWAYS, ALWAYS, ALWAYS move the traveler to the side of the boat where the boom is eased out.  That minimizes the length of the sheet, and hence the swing of the boom and the peak velocity of the boom during a gybe. NEVER sail the boat with the boom eased far out over the rail using only the sheet while keeping the traveler centered.  It is very inefficient in terms of sail shape, but much more importantly it is potentially risking damage to many parts of the rig if things go wrong.

I am convinced you can beef up this part all you want, but it you have a full flying gybe, stuff can still break.  I have seen booms snapped in half, and rigs taken down by accidental gybes. The forces can be darn close to irresistible, so everything that can be done to reduce those forces, should be done, and done every time we turn downwind.


Re: Bonding and Solar Power System

 

Adam, In my experience, many marine electricians have difficulty explaining this to you. I am not a marine electrician, but let me help you, at least, I hope, somewhat. I really hope that this does not sound like a lecture as all I want to do is share some experience with you which will hopefully cause you to research this issue more.

You wrote, "It seems that these wires should and must be connected to an earthing point."  This is probably technically true, but probably only if the DC voltage is above 50VDC. The purpose would be to protect you from an electrical shock. Almost everyone agrees that DC electrical shock protection is not needed below 30VDC. Some solar panel installations have been done in series with potential voltages of 3 panels reaching 70VDC. If a wire chafes against the arch, the arch could potentially deliver an electrical shock if you are somehow grounded. The solar controllers I have seen do not have an Earth connection. BUT, even though there may be some risk from these very remote things unless you are connected to shore power you really do not have any available protection from an Earth circuit. However, this may be a reason to wire solar panels in a parallel circuit rather than in series.
image.png

Earth is not Bonding. 

Earth is a safety circuit used on AC current systems. An AC "Earth" circuit is used to protect you from an electric shock. It does this by providing a path (a protective conductor) for a fault current to flow to earth, which is literally a copper bar driven into the earth. Earth is also needed in a GFI circuit to switch off the electric current to the circuit that has a fault. Earth is for AC circuits, not DC circuits. In the US earth wires are green. In the EU, and elsewhere earth wires are yellow/green. Amel's bonding system also uses yellow/green wires.

Bonding is connecting all of the items that may be in contact with raw water together and terminating at an underwater anode. The purpose of bonding is to reduce corrosion and electrolysis caused by stray-current and galvanic corrosion. Normally bonding connections are made to all metal items that may be in contact with raw water. Amel takes bonding to the next level and connects even those metal items that are in the freshwater system which are electrically in contact with raw water via the watermaker.

SSB Ground Plane: Amel built your boat with a Ground Plane for an SSB radio. The Ground Plane is connected to boding if you do not have an SSB.
image.png

Isolated Ground is used by Amel on main engines and generators, which is a method of disconnecting the 12-volt negative from the engine block.
DC Ground: Circuits powered by batteries do not have an Earth circuit. Batteries do not have a connection to the physical earth. So most DC-powered circuits, especially by batteries, have a floating ground, not Earth. There are 2 DC Ground circuits on your Amel, 12-volt (starting) and 24-volt (house). The negatives of these should not be connected and they should be isolated. Some owners have used a 24-volt to 12-volt converter to charge the starting battery from the house bank. An "Isolated Converter" should be used in this case.

Other stuff:
Although American Boat & Yacht Council (ABYC) requires DC Negative, AC Earth, and the Bonding System to be connected as one, I personally think that they are wrong and I know of serious issues caused by the connection to DC ground to Bonding. The Amel Bonding system is connected to the AC Earth circuit.

Back to your arch: I am not sure of a need to connect the arch to Bonding, but I assume that it could be argued that it should be connected for the same reason that Amel, beginning with the 54,  connected the masts and rigging to bonding. I assume that this was an effort to reduce corrosion. I personally think that it might have had the reverse effect. I have often noticed the increase in paint bubbling on the rig of 54s and later models and the increase of corrosion of the rails and standing rigging. Some people point to other reasons. I simply do not know, but I believe it is coincidently suspicious.

It is not as simple as some people make it out to be.

I hope this helps.

Bill
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Fri, Mar 12, 2021 at 10:09 PM Adam Body <adamgcbody@...> wrote:
This post is a continuation of the recent discussion about the rudder post and galvanic protection system. I have discovered that the two green wires that had been disconnected from Flora's bonding system (at the rudder post) are the earth wires from the solar array/panel frame at the stern and from the solar charge-controller/battery charger.  It seems that these wires should and must be connected to an earthing point, so I am at  loss as to why they would be disconnected.  Was it an oversight? Does anyone have some experience on earthing their solar array frame and the associated controller? 
--
Adam Body "Flora"   SM128 Annee 1994


Re: Housing for Climma Switch assembly

Peter de Groot
 

Thanks Ryan and Kelly and Bill.
Coastal Climate Control is working on it.  We’re trying to determine the best substitute control module that will fit.

Peter


Re: Main sheet tackle broken catch

Bill Kinney
 

Just a couple of general observations on the mainsheet to boom attachment on Super Maramus.  I do not think this part is underdesigned.  I think the issue is that boats are sometimes sailed in ways that the designer did not anticipate or allow for.  

We had Harmonie for over two years before I first heard about this issue on another SM.  I saw the damage, and pretty quickly afterwards heard of another boat with the same issue.  I realized I hadn't looked at this part closely on our boat, so put that on the checklist.  A detailed inspection showed that it looked exactly as it did when it left the factory.  This after 22 years sailing on two circumnavigations, and accumulating well over 100,000 sea miles. Based on what I saw, there was no reason to replace or change anything. So the idea that the design was faulty or fragile didn't seem to make sense.

It took me a week of thinking why this disparity might be before the light bulb lite up and the connection was made.  A rigger with a lot of Amel experience confirmed the answer:  Accidental gybes.  They can put a HUGE load on all the parts of the rig, especially the mainsheet attachment.  Everybody has them, (hopefully rarely!)  but with the way the SM is set up we can really reduce, or completely eliminate, damage done if we sail the boat "right".

The key to reducing the shock load on the boom is to ALWAYS, ALWAYS, ALWAYS move the traveler to the side of the boat where the boom is eased out.  That minimizes the length of the sheet, and hence the swing of the boom and the peak velocity of the boom during a gybe. NEVER sail the boat with the boom eased far out over the rail using only the sheet while keeping the traveler centered.  It is very inefficient in terms of sail shape, but much more importantly it is potentially risking damage to many parts of the rig if things go wrong.

I am convinced you can beef up this part all you want, but it you have a full flying gybe, stuff can still break.  I have seen booms snapped in half, and rigs taken down by accidental gybes. The forces can be darn close to irresistible, so everything that can be done to reduce those forces, should be done, and done every time we turn downwind.


Bonding and Solar Power System

Adam Body
 

This post is a continuation of the recent discussion about the rudder post and galvanic protection system. I have discovered that the two green wires that had been disconnected from Flora's bonding system (at the rudder post) are the earth wires from the solar array/panel frame at the stern and from the solar charge-controller/battery charger.  It seems that these wires should and must be connected to an earthing point, so I am at  loss as to why they would be disconnected.  Was it an oversight? Does anyone have some experience on earthing their solar array frame and the associated controller? 
--
Adam Body "Flora"   SM128 Annee 1994


Re: Galley sink drain

Nick Fowle SM 404 Rascal <svrascal@...>
 

This is still the case on Rascal. Small grey water tank is still there  under the floorboards under the galley sink. The pump is mounted in the engine room and  so far it all works pretty well. I am still careful about what goes into it with regards waste etc (no coffee grounds and as little as possible with regards fine particles etc so not sure what difference it really makes to the overall grey water management across the two bilges. 

The tank is very easy to clean and maintain. Being the new owner I am unable to comment on the impact on the main grey water bilge, but having cleaned out both bilges over the past month, I know which one I would rather clean out on a regular basis.

I understand the concerns about the integrity of the bulkheads and ho this could be jeopardised if the installation was not structurally sound. 

Happy to send photos of the set up if required, and I am sure that previous owners will have their own opinions, as will other SM owners with far more experience of ownership than myself, but for me, for now it stays...

Nick
SM 404
SV Rascal
Antigua



‐‐‐‐‐‐‐ Original Message ‐‐‐‐‐‐‐

On Thursday, March 11, 2021 1:32 PM, Paul Guenette via groups.io <paulguenette@...> wrote:

Hi Alan,

I was onboard Rascal SM-404 a few years ago. One of the previous owners had installed a grey water sump kit, (like an off the shelf marine shower / grey water sump kit), under the galley sink which then was plumbed into a Y installed prior to hull the exit point of the main through hull. It was a simple set up which seemed to work well and did not require adding another through hull. 

Paul
Aramis SM-444
Comox, BC, Canada


Re: What is this?

hanspeter baettig
 

This are encaps for the
Membranes of the Desal Watermaker
Hanspeter
Tamango 2
SM16
Dom Rep

------ Original Nachricht ------
Am Donnerstag, 11. Mär, 2021 um 14:18, Martin Birkhoff schrieb:

Hallo to the group,

recently I found to pieces of POM but I have no idea what they are made for.
Any idea?

Thanks

Martin Birkhoff

Mago del Sur - 54#40


Re: Main sheet tackle broken catch

Alan Leslie
 

Hi Matti,

We have had this issue in the past...the original is not a very good solution to a simple issue.
On the 54 they didn't use this system but had a plate welded to the underside of the boom.
When our last piece broke, our rigger made up a custom alloy plate and welded it into the slot underside of the boom.
He used a dyneema soft shackle to attach the block to this plate...much better!

Cheers
Alan
Elyse SM437 


Re: replacement relais for sidepower bowthruster on an 54

Martin Birkhoff
 

Bill,
 
thanks for the page. I am happy to see that we did renew the seals exactly the way you describe.
 
Martin 
 
-----
Martin und Anke Birkhoff
SY Mago del Sur

Basin des Chalutiers, Vieux Port
17000 La Rochelle
France
(0)173-2351308 (please add +49 calling from non German net)
mbirkhoff@... / ankebirkhoff@...
sy-magodelsur.de
 
 
Gesendet: Freitag, 12. März 2021 um 13:51 Uhr
Von: "CW Bill Rouse" <brouse@...>
An: "main@AmelYachtOwners.groups.io Notification" <main@amelyachtowners.groups.io>
Betreff: Re: [AmelYachtOwners] replacement relais for sidepower bowthruster on an 54
Martin,
 
I am not sure that Lior's seal information is complete. Amel installs neoprene seals externally and internally on this bow thruster's lower unit 60mm tube. Here is a page from my Amel Book which illustrates the seals that Amel SAV will ship you for your bow thruster.
 
Bill
CW Bill Rouse Amel Owners Yacht School
 
+1 832-380-4970 | brouse@...
Address: 720 Winnie, Galveston Island, Texas 77550 
 
View My Training Calendar

 
On Fri, Mar 12, 2021 at 5:42 AM Martin Birkhoff <mbirkhoff@...> wrote:

Dear Bill, dear Lior,

thank you for pic and information! 

Martin

Mago del Sur 54#40

 

 


Re: List of Amels

Brent Cameron
 

I have uploaded all of the brochures available on the Amel Web Site (some of them were buried down where they are't visible from the main page) into the files section of this forum here:

https://amelyachtowners.groups.io/g/main/files/Amel%20Brochures

A lot of them are French only but there are some are in English, German and Russian versions also.  
--
Brent Cameron

Future Amel Owner & Amel Owner Registry Moderator

Oro-Medonte, Ontario, Canada


Re: Communication Service Clients AMEL / Communication about AMEL Customer service

Brent Cameron
 

It shows up in their "Story" on their web page.  I have uploaded that to the files section here.  https://amelyachtowners.groups.io/g/main/files/Amel%20Brochures/Our%20story%20-%20AMEL.pdf
--
Brent Cameron

Future Amel Owner & Amel Owner Registry Moderator

Oro-Medonte, Ontario, Canada


Re: [Amel Yacht Owners] Re: Anchor Locker

Miles
 

Hi Mark,

I have an ozone generator that fits in the opening to the chain locker. About once a year or more, I run it into the locker for a few hours.  This seems to control the mold and the mold odor and it kills any air-born mold spores.  After this I leave the opening open for ventilation when I am at a dock.  One must be careful of much ozone getting into the boat because ozone is a strong oxidizing  gas and it will age rubber and make it brittle—not good for hoses.  Just enough to smell will kill air-born spores (and any odors).  The ozone itself has a very short half-life.  Half an hour or so is long enough for it to dissipate. 

Regards,

Miles Bidwell, s/y Ladybug, sm 216 in Martinique while I am still in Rhode Island

 


Re: VHF Cable Replacement

Scott SV Tengah
 

Tom, I just got PL-259 connectors. 

PL-259 to connect to the antenna - RG8x in between -  PL-259 to connect to the VHF. 

I didn't hear great things about the screw on PL259 connectors, so I got the solder type. Get a few as you may screw up during your learning process. It's not difficult but you want to do it right. After I screwed on the PL-259 at the antenna, you will want to waterproof it.

The original Amel setup includes a junction at the base of the mast, inside the boat. That way, you can easily disconnect the coax if you want to remove your mast. I skipped that and if I need to remove my mast, I can cut the coax and add the junction later. For now, I avoid a junction and two more PL259 connectors. 

Hope that makes sense and helps.


On Fri, Mar 12, 2021 at 4:50 PM Thomas Peacock <peacock8491@...> wrote:
Hi Scott,

I have a SM and am replacing the VHF antenna. I bought a 5215, no cable. Can you give me specific info on what adapter you used? Does the adapter than hook up to RG-8X at the top? Or does the adapter come with sealed RG-8X that runs down to the base of the mast? I’m mostly concerned about minimizing connections at the top of the mast.

Thanks,
Tom Peacock
SM 240 Aletes
Chesapeake Bay


On Dec 13, 2020, at 12:44 AM, Scott SV Tengah <Scott.nguyen@...> wrote:

I did the same. New RG-8X from new Shakespeare antenna all the way to the nav station. The original Amel way is to have a junction at the base of the mast, presumably so you can remove the mast without having to take out the antenna wire. If I ever need to remove the mast, I'll cut the coax and put the junction on.  Earlier I couldn't communicate with the admiral in a dinghy 300 meters away and now we can hear USCG broadcasts up to 200nm offshore. 

Connection at the antenna was taped with self-amalgamating rubber tape and then covered with 3M electrical tape. I even zip tied the electrical tape for good measure.

--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


--
Tom Peacock
SM 240 Aletes
Chesapeake Bay


--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


2 files uploaded #file-notice

main@AmelYachtOwners.groups.io Notification <noreply@...>
 

The following files have been uploaded to the Files area of the main@AmelYachtOwners.groups.io group.

By: Brent Cameron <brentcameron61@...>

Description:
Super Maramu Reviews found on Amel's Web Site


24 files uploaded #file-notice

main@AmelYachtOwners.groups.io Notification <noreply@...>
 


Re: Communication Service Clients AMEL / Communication about AMEL Customer service

Aras Grinius
 

From my visit in 2015 to LaRochelle, they said all files related to Sharki were destroyed by the fire.  Maramu's are pretty darn close to the same thing and most parts are interchangeable.
Aras


On Fri, Mar 12, 2021 at 12:07 PM CW Bill Rouse <brouse@...> wrote:
Did the Sharki get erased completely, or was there never a brochure?

Bill

CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Fri, Mar 12, 2021 at 10:28 AM Aras Grinius <aras.grinius@...> wrote:
It's the end of an era.   At least the Amel Group is still around.  Hopefully we can gather all documentation before the end of support.

Aras
Sharki #163 1988

---------- Forwarded message ---------
From: Club Amel <sav@...>
Date: Fri, Mar 12, 2021 at 10:24 AM
Subject: Communication Service Clients AMEL / Communication about AMEL Customer service
To: Aras Grinius <aras.grinius@...>


Cher propriétaire, Dear owner, L’ensemble de notre équipe a eu le plaisir de vous accompagner et de vous suivre dans votre expérience AMEL à travers les mers. Our team had the pleasure to follow you and to support you in your AMEL experience across t
bannière newsletter phase 1
Cher Propriétaire,
Dear owner,

L’ensemble de notre équipe a eu le plaisir de vous accompagner et de vous suivre dans votre expérience AMEL à travers les mers.
Our team had the pleasure to follow you and to support you in your AMEL experience across the seas.

Mais c’est avec regret que nous vous informons qu’à compter du 1er janvier 2022, les Chantiers AMEL ne seront plus en mesure d’assurer l’assistance technique de ses bateaux les plus anciens. Sont concernés les modèles suivants :

Fango, Sharki, Mango, Meltem, Garbi, Euros 39, Euros 41, Kirk, et tous les autres modèles antérieurs à 1970.

But we regretfully have to inform you that as January 1, 2022, the AMEL Yard will no longer be able to provide technical assistance to its oldest boats. The following models are concerned:

Fango, Sharki, Mango, Meltem, Garbi, Euros 39, Euros 41, Kirk,
And former models before 1970
.


En effet, aujourd’hui, les pièces spécifiques AMEL de votre bateau ne sont plus disponibles au chantier et il nous est, de surcroît, impossible d’en fabriquer à l’identique, n’ayant plus l’outillage correspondant.
In fact, today, the specific AMEL parts for your boat are no longer available in our company and it’s impossible for us to manufacture them identically, since we no longer have the necessary tools.

Cependant, la plupart des réparations de votre bateau peuvent toujours être réalisées et prises en charge par des chantiers indépendants et une grande partie des pièces d’accastillage ou autres sont disponibles chez un grand nombre de shipchandlers.
However, most repairs to your boat can still be managed by independent boatyards and a lot of the hardware and other parts are available from many shipchandlers.

Nous vous invitons donc, dès janvier 2022, à vous adresser directement auprès de ces professionnels pour toute demande de support technique et non plus auprès de notre Service Client AMEL.
Consequently, from January 2022, we recommend you to contact these professionals directly for any support request, instead of the AMEL Customer Service.

Par ailleurs, nous avons mis en ligne l’ensemble des brochures concernant ces voiliers. Vous pourrez y accéder en cliquant sur le lien suivant :
We have posted all the brochures concerning these sailboats online. You can access the file by clicking on the following link:

Dossier brochures gamme voiliers AMEL

AMEL sailboat brochures folder

Nous restons à votre disposition jusqu’à la fin de l’année 2021 pour toute question à ce sujet, par email à l’adresse suivante : sav@....
We remain at your disposal until the end of 2021 for any question on this subject, by email at the following address: sav@...


Nous vous remercions de votre compréhension et vous souhaitons de continuer à vivre de belles navigations sur votre voilier AMEL.
We thank you for your understanding and wish you to continue to experience beautiful sailings on your AMEL boat.

Bien sincèrement,
Sincerely,
Emmanuel Poujeade
Directeur général
General manager
logo_1
facebook instagram youtube 
Se désabonner | Gestion de l’abonnement

CHANTIERS AMEL S.A.
8 rue Joseph Cugnot - CS 80015
17183 Périgny cedex - France

© 2021 AMEL


--
Aras Grinius



--
Aras Grinius


Re: Communication Service Clients AMEL / Communication about AMEL Customer service

 

Did the Sharki get erased completely, or was there never a brochure?

Bill

CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Fri, Mar 12, 2021 at 10:28 AM Aras Grinius <aras.grinius@...> wrote:
It's the end of an era.   At least the Amel Group is still around.  Hopefully we can gather all documentation before the end of support.

Aras
Sharki #163 1988

---------- Forwarded message ---------
From: Club Amel <sav@...>
Date: Fri, Mar 12, 2021 at 10:24 AM
Subject: Communication Service Clients AMEL / Communication about AMEL Customer service
To: Aras Grinius <aras.grinius@...>


Cher propriétaire, Dear owner, L’ensemble de notre équipe a eu le plaisir de vous accompagner et de vous suivre dans votre expérience AMEL à travers les mers. Our team had the pleasure to follow you and to support you in your AMEL experience across t
bannière newsletter phase 1
Cher Propriétaire,
Dear owner,

L’ensemble de notre équipe a eu le plaisir de vous accompagner et de vous suivre dans votre expérience AMEL à travers les mers.
Our team had the pleasure to follow you and to support you in your AMEL experience across the seas.

Mais c’est avec regret que nous vous informons qu’à compter du 1er janvier 2022, les Chantiers AMEL ne seront plus en mesure d’assurer l’assistance technique de ses bateaux les plus anciens. Sont concernés les modèles suivants :

Fango, Sharki, Mango, Meltem, Garbi, Euros 39, Euros 41, Kirk, et tous les autres modèles antérieurs à 1970.

But we regretfully have to inform you that as January 1, 2022, the AMEL Yard will no longer be able to provide technical assistance to its oldest boats. The following models are concerned:

Fango, Sharki, Mango, Meltem, Garbi, Euros 39, Euros 41, Kirk,
And former models before 1970
.


En effet, aujourd’hui, les pièces spécifiques AMEL de votre bateau ne sont plus disponibles au chantier et il nous est, de surcroît, impossible d’en fabriquer à l’identique, n’ayant plus l’outillage correspondant.
In fact, today, the specific AMEL parts for your boat are no longer available in our company and it’s impossible for us to manufacture them identically, since we no longer have the necessary tools.

Cependant, la plupart des réparations de votre bateau peuvent toujours être réalisées et prises en charge par des chantiers indépendants et une grande partie des pièces d’accastillage ou autres sont disponibles chez un grand nombre de shipchandlers.
However, most repairs to your boat can still be managed by independent boatyards and a lot of the hardware and other parts are available from many shipchandlers.

Nous vous invitons donc, dès janvier 2022, à vous adresser directement auprès de ces professionnels pour toute demande de support technique et non plus auprès de notre Service Client AMEL.
Consequently, from January 2022, we recommend you to contact these professionals directly for any support request, instead of the AMEL Customer Service.

Par ailleurs, nous avons mis en ligne l’ensemble des brochures concernant ces voiliers. Vous pourrez y accéder en cliquant sur le lien suivant :
We have posted all the brochures concerning these sailboats online. You can access the file by clicking on the following link:

Dossier brochures gamme voiliers AMEL

AMEL sailboat brochures folder

Nous restons à votre disposition jusqu’à la fin de l’année 2021 pour toute question à ce sujet, par email à l’adresse suivante : sav@....
We remain at your disposal until the end of 2021 for any question on this subject, by email at the following address: sav@...


Nous vous remercions de votre compréhension et vous souhaitons de continuer à vivre de belles navigations sur votre voilier AMEL.
We thank you for your understanding and wish you to continue to experience beautiful sailings on your AMEL boat.

Bien sincèrement,
Sincerely,
Emmanuel Poujeade
Directeur général
General manager
logo_1
facebook instagram youtube 
Se désabonner | Gestion de l’abonnement

CHANTIERS AMEL S.A.
8 rue Joseph Cugnot - CS 80015
17183 Périgny cedex - France

© 2021 AMEL


--
Aras Grinius


Re: [Amel Yacht Owners] Re: Anchor Locker

Craig Briggs
 

Mold in the chain locker is perhaps a bit of a "chicken-egg" conundrum - vent the locker and don't get mold in the first place. If there is mold, get rid of it and vent to prevent it from forming again.

No need to reconcile yourself to having a sealed "mold holding tank" as your chain locker.

Btw, we periodically "hired" a cruising family's child (7-9 year-olds work well) who fit into the chain locker and could scrub every corner. Also, if you're replacing rotted bow locker floors, that's the ideal time to remediate any old mold and add a vent.
--
SN68 Sangaris, Tropic Isle Harbor, FL


Re: [Amel Yacht Owners] Re: Anchor Locker

Mark Garver
 

Bill,

Thank you so much for that, my wife has a super sniffer and things like bleach and other smells impact her for days. You just saved me a boat project and an unhappy wife!

Best,

Mark and Jennifer Garver
S/V It’s Good
SM#105
Gloucester Point, VA

On Mar 12, 2021, at 10:23 AM, CW Bill Rouse <brouse@...> wrote:

I want to issue a small and maybe insignificant warning about venting the chain locker inside the boat.

Judy and I were aboard someone else's SM several years ago who was venting his chain locker into the boat. Judy is very sensitive to respiratory issues. She had a serious reaction to the mold that was being vented out of the chain locker and into the boat. I know this is fairly rare, but if you or someone aboard has ever had a reaction to airborne mold spores, please do not do this. It took a long time to clear this up.

Bill
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Fri, Mar 12, 2021 at 10:12 AM Craig Briggs via groups.io <sangaris=aol.com@groups.io> wrote:
Another option for keeping the chain locker vented - louvered cover. Switch back to original solid one when passage making.
Inexpensively done by local cabinet maker.
<ChainLockerLouveredDoor3.jpg><ChainLockerLouveredDoor2.jpg><ChainLockerLouveredDoor1.jpg>
--
SN68 Sangaris, Tropic Isle Harbor, FL




Re: VHF Cable Replacement

Mark McGovern
 

Mark,

I replaced both at the same time.  I couldn't tell you if it "needed" to be changed out or not since I do not have the equipment to measure signal loss, but since I was upgrading the in-mast cable to much lower loss LMR-400-UF cable it just seemed counterproductive to leave the very high loss RG-58 cable in place.  I was running an NMEA 2000 backbone cable from the main mast to the nav station and new radar cable from the Mizzen to the nav station at the same time so I had the whole thing opened up anyway.  Actually still have it all opened up.

Mark

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Mark McGovern
SM #440 Cara
Deale, MD USA

3681 - 3700 of 60616