Date   

email test

Eric Freedman
 

No response required_._,_._,_


Re: Firefly batteries (and lithium)

David Vogel
 

Hi all,

I replaced 12x failing AGMs in Feb’20 with 10x Fireflys (wired as 5x series-pairs, no tie between the mid-point, and no battery balancers, but these upgrades are both planned for the coming quarter).

This provides a capacity of 5x116Ah=580Ah @ 24V. My normal ‘floor’ for discharge is 50%SoC, giving useable capacity 290Ah, versus the useable capacity of the AGMs (with a routine discharge floor of 80%SoC) of 126Ah @ 24V. The difference provided by the flexibility to accommodate longer periods between charge (e.g. a cloudy afternoon, or day, or extended time away from the boat), is noticeable. We also use less gas for cooking, preferring by a large margin now to use a single induction hob - this is an essential aspect in reducing the hassle-factor associated with prolonged remote area cruising.

For installation, the FFs were slightly taller than the AGM. So I did need to shave about a cm off the aft end of the battery securing bar under the battery compartment lid. I retained the two best of the old AGM as ‘spacers’, so the battery compartment remained full. These AGMS remain wired up, but without the electrical tie between each of that pair.

As an aside, I am newly considering using the spare pair of old-but-good AGMs to power an independent 24V bus for the HF, and thereby eliminating annoying sources of interference such as the inverter, fridges, and the wind-gen. But that is a topic for another day.

In service, I use the externally regulated 175Ah Leece-Neville high-capacity alternator to do a monthly charge-to-float of the FFs (initial Charge Acceptance Rate is up to 160Amps), and do try to do a charge-to-float once a week using the original 100A Dolphin charger (initial charge acceptance rate is normally 86-95 Amps). The external regulator seems to handle periods of extended motoring within spec, so I do not need to manage that aspect by manually switching the alternator in and out – something less to worry about whilst on-passage.

I do check each individual battery’s voltage and state-of-health whenever we have a more-than-fleeting access to shore power (which is somewhere between every 9 and 12 months), and manually balance each battery and then pair by charging each individual battery to extended float, discharge the pair, then charge the pair back-to-float again. If, after this treatment, any individual battery seems a little off, I give it special attention, but this has happened once only, and not seen again. BTW, each FF battery is stamped with it’s own serial number, so it’s easy to keep track of which one is where, should I wish to mix-and-match the batteries around the battery compartment. Also, I have never taken the whole battery bank down to 0%SoC.

So far, the batteries are performing well, and I recommend them as a convenient ‘almost drop in’ route to anyone considering lithium, but unwilling or unable to make the leap. For me, I did the upgrade in The Marquesas, where both expertise and access to spare parts, or any extra bits’n’pieces needed for extended electrical work, is very sparse – so it was a matter of necessity, doing an upgrade from AGM, with least possible introduced risk. Since then, the lithium-on-a-boat movement has progressed in leaps and bounds, and I have seen some excellent DIY and specialist-contractor-assisted installs of lithium upgrades. If faced now with failing AGMs, and with suitable support around me, I would probably consider to go diret to lithium, but there are other factors also to consider (such as charge and inverting needs & capacity).

The prices of the lithium batteries and other components has plummeted, and is now almost on par with (and in some cases now cheaper than) the 10x FFs – depending on how much you are willing to go direct to the battery manufacture in China, and DiY. In any event, assuming a 5-year service life for the FFs (and I might reasonable expect somewhat longer), when it comes time to replace the FFs, lithium technology will have matured further, and it will make the decision to upgrade to lithium a no-brainer. As others have mentioned, having sufficient charge capacity (solar) is a necessary adjunct to lithium on-board. I am presently in planning to replace our 4x100W panels with 3x450W, which will enable reduced genset run-times in the immediate timeframe, and establish a nice springboard for the later transition to lithium.

Hope this adds to the discussion, and provides food for thought.

Best,

David
SM#396, Perigee
Fiji, almost bound for NZ


Re: WaterLift Muffler for Volvo

 

Bill,

Not to be picky, but isn't that elbow less than 90 degrees?


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

On Tue, Oct 12, 2021 at 10:40 AM Bill Rouse <brouse@...> wrote:
Wow, that is a clean install. Thanks for that.

I bet the white straps show stains!

Bill

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

On Tue, Oct 12, 2021 at 10:33 AM Bill Kinney <cruisingconsulting@...> wrote:

We have finished the swap of the old Amel bespoke water lift with a Vetus LSG on our Volvo TMD22. A very simple change. If this comes up for anybody else this might save a bit of research time.



We put a rubber pad between the Vetus and the engine frame and strapped the unit tightly to the frame using the straps supplied by Vetus.  We added an additional rubber pad between the water lift and the hull. In case it does settle and touch the hull,this should reduce any chafing. 

A single Trident Rubber 3 1/2” 90 deg elbow connects the engine exhaust elbow to the water lift.

Our connection between the engine is 3 1/2”, the hoses from the outlet of the water lift on are all 3”.  As far as we found the muffler is only sold with identical inlet and outlet fittings.  But extra fittings are sold, and are all interchangeable. 


Re: WaterLift Muffler for Volvo

 

Wow, that is a clean install. Thanks for that.

I bet the white straps show stains!

Bill

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

On Tue, Oct 12, 2021 at 10:33 AM Bill Kinney <cruisingconsulting@...> wrote:

We have finished the swap of the old Amel bespoke water lift with a Vetus LSG on our Volvo TMD22. A very simple change. If this comes up for anybody else this might save a bit of research time.



We put a rubber pad between the Vetus and the engine frame and strapped the unit tightly to the frame using the straps supplied by Vetus.  We added an additional rubber pad between the water lift and the hull. In case it does settle and touch the hull,this should reduce any chafing. 

A single Trident Rubber 3 1/2” 90 deg elbow connects the engine exhaust elbow to the water lift.

Our connection between the engine is 3 1/2”, the hoses from the outlet of the water lift on are all 3”.  As far as we found the muffler is only sold with identical inlet and outlet fittings.  But extra fittings are sold, and are all interchangeable. 


Re: WaterLift Muffler for Volvo

Bill Kinney
 

We have finished the swap of the old Amel bespoke water lift with a Vetus LSG on our Volvo TMD22. A very simple change. If this comes up for anybody else this might save a bit of research time.



We put a rubber pad between the Vetus and the engine frame and strapped the unit tightly to the frame using the straps supplied by Vetus.  We added an additional rubber pad between the water lift and the hull. In case it does settle and touch the hull,this should reduce any chafing. 

A single Trident Rubber 3 1/2” 90 deg elbow connects the engine exhaust elbow to the water lift.

Our connection between the engine is 3 1/2”, the hoses from the outlet of the water lift on are all 3”.  As far as we found the muffler is only sold with identical inlet and outlet fittings.  But extra fittings are sold, and are all interchangeable. 


More pics Annapolis Show

Kevin Schmit
 


--
Kevin & Kristen Schmit
KIANA
SM #362


Arrival at the Annapolis Boat Show!

Kevin Schmit
 


--
Kevin & Kristen Schmit
KIANA
SM #362


Re: Firefly batteries

Scott SV Tengah
 

I think the confusing bit is that I have the capability for midpoint monitoring on my Victron battery monitor and they still told me that with the Smart Lithium batteries, I should NOT connect the midpoints. 

I think for lead acid, it may make sense, as you mentioned, as long as you take corrective action. With the Victron BMS and victron lithiums, the "corrective action" is automatic as each individual cell within each battery is monitored and if things are awry, either load or charge disconnect automatically occurs to protect the batteries.

With batteries that don't have BMS, you have to take action manually. Sorry for thread drift, just want to make sure lithium users don't automatically assume that you should connect the midpoints.

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


Re: Firefly batteries

Alan Leslie
 

Agree with this.
We have 12 X 6V AGM  batteries wired in 3 parallel strings of 4 batteries in series.
Each string has its own balancer for 4 batteries (generic bought on Alibaba).
The batteries are approaching 6 years old now, never run down less than 85% and always fully charged up.
Capacity has remained very close to original.
Cheers
Alan
Elyse SM437


Re: B&G Sonic Speed failure

David Crisp
 

Hi Stefan,

Had already bought replacement transducers from Maxmarine and was planning to install them but halted that project when the existing ones checked out okay at 111kΩ and so I started suspecting the PCB.  I'll try filling the transducer recess in the hull with silicon (to replace the missing neoprene cap) as you suggest then test with a water filled pipe.  If the AGC voltage checks out okay and I still can't get the system working I'll replace the transducers.

With regards replacing the transducers:  I've tried to find where the cables enter the boat but so far without success.  When replacing the transducers, do you attached a pull through at the electronics box under the saloon seat and pull it through from there as you extract the old transducers or is there some other access point for the transducer cables one works from?  As I understand the transducer cables enter above the waterline so the transducers should not be sealed in their tubes.

With thanks,
--
David Crisp
SV Wilna Grace
Amel 54 #58


Re: JP

Ingrid Doorn
 


Hi John,
Thank you so much for the information and for giving JP a heads up.
We’ll give him a call tonight.
We real appreciate your help.
Kindest regards,
Ingrid and Alan 


From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of JOHN HAYES <johnhayes862@...>
Sent: 12 October 2021 14:40
To: main@amelyachtowners.groups.io <main@amelyachtowners.groups.io>
Subject: [AmelYachtOwners] JP
 
Ingrid JP is currently in Opua north of Auckland in New Zealand. His mobile phone number is +64211038450

The time difference is 13 hours ahead of you and About 1740 hrs when I send this

I’ll also give him a call to draw his attention to your message

Best

John Hayes
Nga Waka
Wellington






JP

JOHN HAYES
 

Ingrid JP is currently in Opua north of Auckland in New Zealand. His mobile phone number is +64211038450

The time difference is 13 hours ahead of you and About 1740 hrs when I send this

I’ll also give him a call to draw his attention to your message

Best

John Hayes
Nga Waka
Wellington


Re: email bounce test

Andrew Wilson
 

Hi Alan,

I see that it is listed here in NZ on TradeMe (our Ebay equivalent), SM#007:



The brokers details are on the listing. Good luck

Andrew Wilson
Prospective Amel Owner
Wellington, New Zealand


From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of Ingrid Doorn <inkydoorn@...>
Sent: Tuesday, 12 October 2021 4:20 PM
To: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io>
Subject: Re: [AmelYachtOwners] email bounce test
 

Hi,
We’re trying to get in contact with Jean-Pierre Garmain.
We heard his yacht is for sale and are very interested so do you have any contact details available or are able to forward our contact details please:
Alan Cooper
+61481194438
albie.c@...


Re: email bounce test

Ingrid Doorn
 

Hi,
We’re trying to get in contact with Jean-Pierre Garmain.
We heard his yacht is for sale and are very interested so do you have any contact details available or are able to forward our contact details please:
Alan Cooper
+61481194438
albie.c@...


Re: Net call - potential water ingress point on all Super Maramus

Mike Longcor (SV Trilogy)
 

Hi Marty,

We have this type of cover installed over our vent hole. It's angled down and aft so keeps out almost all rainwater. I'll admit it has been kicked a couple times but other than stray feet, it's mostly out of the way.

Cheers,
Mike Longcor
SV Trilogy SM23
NZ

On Tue, Oct 12, 2021, 5:41 AM Marty Crighton <dogfacedsailor@...> wrote:
Hello all,
We are relatively new owners of our SM. This community has been a fantastic resource and was one of the reasons we decided to purchase an Amel. (There is great comfort in numbers and even more when those numbers are other owners all of whom have far more knowledge and wisdom and are willing to share.)
In keeping with that tradition I want to alert all SM owners of an issue we found that I suspect exists across the fleet, and one I have not seen addressed recently in this forum. The issue is standing water in the engine room exhaust cavity inside/under the portside cockpit combing. On our boat the drain hole for that cavity is just behind the aft-most hinge of the portside cockpit locker. However that is not the lowpoint in that cavity. The low point is the corner just aft of the drain hole where the cavity, combing and bulkhead meet. This creates space for water to stand.
The second issue discovered is that the bond between the cavity, the combing, and the bulkhead is an adhesive bond. On the inside the corners/edges are not glassed. On our boat that adhesive bond began to fail and that led to water damage along the bulkhead in the aft head. Given the hidden point of the water ingress there was no way to fix the issue until there was visible damage.
This potential weak point is well hidden. I'll leave it to those much smarter and experienced with these great boats to explain why a vent cover was not installed, but based on the standing water we found in that cavity, and the condition of the adhesive we are installing a vent cover to limit the amount of rain water that accumulates.
We did a week of testing to determine how much water gets into that cavity under normal conditions and found it to be significant. In a steady rain the inboard edge will collect over a 1/4 inch of water in 30 min. 
Based on the age of these boats thought those who were not aware might benefit from what we have found and learned and would be grateful for any insights anyone has as to further prevention. 
Respectfully, 
Marty


--
Marty and Angela Crighton
Nada, SM2K #327
Grenada


Re: Amel 54 v Beneteau 55

Brent Cameron
 

Thanks Danny.  I’ve been lucky enough to have crewed on four different long passages across three different Super Maramu’s and I believe everything you have said.  Just to be clear, my sailing comments in the last note are about the big Beneteau and not the Super Maramu’s!!!    Those passages (and the skipper’s that I’ve met)  made me 100% convinced that the Amel is the right boat for me.  I have absolutely no doubt that the Amel’s can sail safely long past the point where I’d want to be out there!  Your comments just cement it.   I will finally join the fraternity of owners just as soon as this Covid fiasco lets us travel globally again. Thanks for these anecdotes. I love them. 

Brent

On Oct 11, 2021, 5:50 PM -0400, Danny and Yvonne SIMMS <simms@...>, wrote:

Hi Brent et al,

We have a lot of new members of this group and new owners and wannabe owners so I am going to share some of my experiences sailing Ocean Pearl. SM 299

First up, they are not slow and with practice can point quite well.

We bought her in Florida 13 years ago and our first sail was 1000 miles to Newport RI. Then we went out to Martha's Vineyard and Nantucket. My previous boat had been a lightweight 42 footer cruiser racer. I was utterly disgusted with the SM. I called it an overpriced lump of junk. In light airs I just could not make her go. Then on the sail back from Nantucket I applied myself. I was no longer in a 6 tonne racer. Sail trim had to be seriously different. Much more power was needed ie trim the sails full. Bit by bit I learned how to make her go. Later, on an overnight inter island voyage in the Caribbean we set off in the evening behind a group of 15 or 20 going the same way. Wind probably 10 to 15 knots. We caught up quickly and in the night sailed through the group. One wag came on the VHF with a warning "watch out, there is an Amel Super Maramu coming through and there is someone water skiing behind".

Another time we were going down the Jersey coast at night, Yvonne on the helm. We were sailing past another boat of similar size, he called up on the VHF and accused Yvonne of exceeding the speed limit.

Down wind. If you are disinclined to put up the twin headsails what I call triple wing on wing gives a noticeable increase in speed. Head sail to one side, main to the other and mizzen same side as the headsail. Main and mizzen with preventers on. The wind hits the mizzen, accelerates across it and into the main, accelerates again and into the headsail. This double acceleration put the best effect into the biggest sail. Because of this effect the headsail stands up well even if not poled out. Of course if you have the twin headsails up it is better.

We did the Caribbean 1500 rally in 6 days. Hampton Virginia to Tortola BVI. We had two guys with us as extras. When we got there we said to each other if we lived to 100 we would never get a better dream run that that. By rally rules when corrected for engine time we were 5th out of 60 boats. A Beneteau 50 came in more than 24 hours behind us saying "oh my god, what a nightmare, horrible."

On the Pacific "puddle jump" crossing from the Galapagos to the Marquesas islands, 3200 miles we did in 17 days. 4 days very little wind and wind mostly under 20 knots. No one in the crossing group got there faster than us.

Their ability in gale and storm conditions is legendary. As wind increases it is so easy to reduce sail and even running in a gale with big seas the auto helm still controls things. A rider to that statement. Have the right amount of sail up correctly trimmed.

In true wind up to 20 knots with the apparent wind angle about 120 to 135 degrees 4 sail reaching is powerful and fast. The mizzen staysail is very easy to set and drop. I can do it single handed.

When I cant go cruising I do the occasional race in our small club. The competitors are race optimised 30 to 42 footers. I have learned to get pointing angles similar to them and if the wind is above 15 knots we are very competitive. Of course our water line length helps..

I could go on. The ease of sail control, the cockpit capable of being fully enclosed with clears and the downright safety of the boat are outstanding.

Cheers

Danny

SM 299 Ocean Pearl

On 10 October 2021 at 17:11 "Brent Cameron via groups.io" <brentcameron61@...> wrote:

Thanks Danny. That confirmed my suspicions.  We didn’t have more than 2-3m seas and 20kts of wind so I didn’t see her bend but like the difference between a Honda Honda Civic and a Mercedes, you can just feel it. (No disrespect to Honda Civic owners… I have both so can make the comparison fairly).   Everything felt undersized for the size of the boat. 

Pat, we only had about 2 hours upwind and I wasn’t hugely impressed by how well it pointed (I thought it would point better as the Genoa tracks are well inboard of the stays unlike the Super Maramu but I guess it’s beamy enough that it negates the difference.  Downwind in 20 knots it did better occasionally surfing down the swells but it’s longer waterline helped a bit too. We saw 10 Kts pretty consistently without surfing and a bit faster when surfing although she’s a big boat so doesn’t accelerate quickly either. 

Nick, we had to motor sail too when the wind was below 10 knots. It’s a horrible place to be on that aft helm when motor sailing downwind as you sit in a fog of diesel exhaust. I’d be changing from side to side to get away from it.  We couldn’t turn upwind on a bit of a reach as we were going by Cuba and didn’t want to get too close so had to put up with dead downwind for much of it until we rounded Cuba (headed for Isla Muerta.).  Good thing you have two rudders :-)  I saw a video somewhere (maybe here) where people were towing a dingy through that area and the orcas left the rudders alone and played with the dingy. Perhaps dragging some fenders or some such might distract them. Good luck!!!

Brent
On Oct 9, 2021, 9:18 PM -0400, ngtnewington Newington via groups.io <ngtnewington@...>, wrote:
We are  motorsailing downwind 12 kn true wind 90 miles east of Gibraltar.
I have been so disappointed in the sailing performance of this boat…she just does not go..she has a clean bottom…my conclusion is that she is grossly overloaded for the design. The excessive wide stern and twin rudders  seam to hold the boat back. 
In my racing days we used to talk about the “prismatic coefficient” the idea being that in light airs when running downwind boats that scored well outperformed. The excessive wide Beneteau would score poorly and a 54 or Supermaramu would score well. Only when there is sufficient wind to get the Beneteau up onto a plane will she take off…but by then one feels too exposed and reefs!
I think the designers look at the super fast open 60’s and try to copy them, but then they add the thrusters and aircons and genset and it just does not work…

Does anyone know about the Prismatic Coefficient?
After Gib we have to run through Orca alley…which is a bit of a worry.

Nick
S/Y Amelia  AML54 -019


 

On 9 Oct 2021, at 23:52, Patrick McAneny via groups.io <sailw32@...> wrote:

I  had one experience with a Beneteau Sense ,heading north past St.Vincent. I was very surprised , I came up from behind ,overtook him and in a matter of a couple of hours lost sight of him along with several production cats we passed.He had a full set of sails flying and they were trimmed well. I always look to be certain that the other boat is trimmed well. I would thought that he would have been the faster boat. 
Pat
SM Shenanigans


-----Original Message-----
From: Danny and Yvonne SIMMS <simms@...>
To: main@AmelYachtOwners.groups.io
Sent: Sat, Oct 9, 2021 5:40 pm
Subject: Re: [AmelYachtOwners] Amel 54 v Beneteau 55

Hi Brent,
I was in Vuda Point Fiji a couple of years ago and a new Bene Oceanis 55 was alongside me. The professional skipper was delivering her. He had just completed an ocean passage to Fiji. He referred to the boat as a "Bendyto" He was so concerned at the degree of hull flex they had experienced that he was going throughout the boat to check for delamination of stringers before he was prepared to  continue the delivery.
I agree the Beneteau is a superb charter and inshore vessel, that's what they are designed for. This applies to many of the other charter designed production boats. They are not designed for ocean crossings, particularly not short handed. I know there are many doing ocean passages but in extreme weather and massive seas I believe they would be dangerous. Not least because of the wide open spaces in the cockpit and below. Serious injuries from falling are a big risk. Likewise, the hulls are not constructed to withstand extreme conditions. Two years ago a Bavaria that had circumnavigated was overwhelmed in a storm just out from Cape Brett at the entrance to the Bay of Islands NZ. A wave broke over her, the cabin windows blew out and she sank in about 20 minutes. Through incredible skill of the rescue services all the crew were rescued but sadly the skipper succumbed to hypothermia.
Horses for courses
Regards
Danny
SM 299
Ocean Pearl
On 09 October 2021 at 01:13 "Brent Cameron via groups.io" <brentcameron61@...> wrote:

I’ve had the opportunity to do long passages on both Amel Super Maramu’s and a Beneteau Sense 55 back to back and I agree that there isn’t much of a comparison.  While the 55 had a lot more room both below and above deck and would be a much better charter boat (the reason my cousin bought it), at sea they are completely different animals.   That wide open rear deck and seats at the aft corners looks marvellous at the dock but out in big seas or even motoring downwind it’s not a very fun place to be (the exhaust gets you). No way you can really sail it singlehanded as even racking the boat things are way too far away from the helm stations. The winches are used for furling the massive Genoa and that can only be done from one side so again, it’s at least a two person job. It was fast downhill as we saw 10 knots fairly consistently but the motion wasn’t great with a lot of banging of that big flat stern. The cockpit was extremely wide with no proper handholds (same in the galley) so the boat on the lean was actually dangerous as if you fell off the top side to the bottom you’d fly across 10-12’ of space before intercepting something hard to stop (hopefully) you. 

The electrical systems on the Beneteau were bare minimum and sprinkled all throughout the boat making diagnostics much tougher. We had to get into some really tight locations and empty out entire lockers to get at key things which seemed really poor planning. The inverters were really cheap and small (and lasted about as long as you’d expect).  It had three separate battery banks, including one up front for the bow thruster, none in easy spots to get at so I suspect regular inspections would suffer. Engine and generator access was poor and I can’t imagine having to work on the generator at sea. Both were undersized in my humble opinion. Same goes for the winches and brakes. The sail control lines were a mess running all over (and under the deck) and not a lot made sense as you couldn’t trace a line to what it did. With time, you’d of course learn but for new crew (and owners) it wasn’t intuitive like the Amels. You also NEED to be on deck to furl which was disappointing to say the least. 

That said, the boats are designed and intended for completely different missions. If I was doing a charter in the BVI’s or sitting at the dock or anchor for months in end, I’d pick the Beneteau as it’s a heck of a lot of boat (real estate wise) for the money.  That front owners cabin as humongous and the two private cabins are a nice touch with lots of privacy but not a proper sea bunk on the boat.  If I had to sail it out of there to get away from anything stronger than 30!knots, I’d trade two of them for an Amel in a heartbeat. For cruising around the world, for me there is no comparison. I think that a cruising couple should be able to single hand sail and that’s just not possible on the big Beneteau. You’d be sailing around with the sails furled up as a precaution and then wouldn’t be able to get at the extra speed it can carry because of the long waterline. To each their own but I know which I’d pick. 

Brent
On Oct 8, 2021, 4:16 AM -0400, ngtnewington Newington via groups.io <ngtnewington@...>, wrote:
Fellow Amel owners

I am so happy I bought an Amel 54… I am doing a delivery of a Beneteau 55. You would think that she would out-sail my 54….. No way….She just does not go without lots of wind. It must be that wide stern twin rudder arrangement. It is sticky.
It does not have a pole! So down wind is painful.
Then the twin helms are so exposed I fear falling overboard, no wonder life jackets and harnesses are de-rigeur…do not get me started on the engineering, the finish, the motion at sea….
“Love knows not it’s own depth until the hour of separation” is as true with lovers as with boats….
Nick
Temporarily separated from Amelia
AML 54-019






 

--
Brent Cameron
Future Amel Owner & Amel Owner Registry Moderator
Oro-Medonte, Ontario, Canada

 
 



--
Brent Cameron

Future Amel Owner & Amel Owner Registry Moderator

Oro-Medonte, Ontario, Canada



--
Brent Cameron

Future Amel Owner & Amel Owner Registry Moderator

Oro-Medonte, Ontario, Canada


Powder coating the wheel

Eric Freedman
 

After almost 20 years the wheel on Kimberlite was looking sad. In addition, the silver metal inserts caused galvanic corrosion and that exacerbated the ugliness of the wheel. Having to tie down the wheel during the hurricane also scratched up the leather quite a bit.

I removed the wheel using a wheel puller and my impact drill. It came off in 2 minutes.

 

I put screws in the holes that hold the Amel Logo in place, and a bolt through the center bushing and a bolt in each of the threaded holes that I used to pull the wheel. I just wanted to make sure the media blaster and the powder coater did not damage the threads and the center bushing.

 

I had the wheel media blasted and then took it to a powder coater. I just picked up the wheel. It looks great. Maud arranged to have a new wheel cover made . I will not be replacing the metal stripes in the spokes.

 

Lets see how good my sewing is.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 

 

 


email bounce test

Eric Freedman
 

No need to reply


Re: Net call - potential water ingress point on all Super Maramus

John Clark
 

Right, the interior of that “amel dorade” is coated with a black paint like material. I never gave it much 
thought.   Glad to be alerted to a sensitive spot.  

On Mon, Oct 11, 2021 at 7:40 PM Marty Crighton <dogfacedsailor@...> wrote:
John - the ply is the bulkhead. Only an issue if there is water ingress.
Flexseal or similar might work. On our boat there is a black coating that is beginning to wear off that may have been a similar product used by Amel during manufacture.
Respectfully 
Marty

On Mon, Oct 11, 2021, 19:34 John Clark <john.biohead@...> wrote:
On Annie SM37 we have not experienced water pooling up in that space, nor do I see exposed plywood.  
Would a flexible rubberized paint be a good preventative?  Think “flexseal” as a continuous membrane throughout the small space?  

Regards,  John Clark 

On Mon, Oct 11, 2021 at 6:59 PM Marty Crighton <dogfacedsailor@...> wrote:
Craig - sound advice, thanks. We will add that to our preventative measures.
Still can't see any good reason to have an opening like that in the first place without a vent cover. In our testing it was surprising how fast and how much rain water runs into and through that compartment. Even if one gets the boat better balanced, when the adhesive bond breaks down, and it will at some point, there will be water ingress and no one will be the wiser until it is too late. Between that compartment and the bulkhead there are significant voids many filled with foam. In fact there is foam partially filling the void just behind the corner aft of the drain hole. That foam buts up against naked ply in the bulkhead.. Once that foam is saturated water has unlimited and long lasting contact with ply causing damage without any visible signs to an owner.
Respectfully,
Marty

Nada, SM2K #327
Grenada

On Mon, Oct 11, 2021, 17:06 Craig Briggs via groups.io <sangaris=aol.com@groups.io> wrote:
Hi Marty,
Sounds like the notorious "Amel stern squat" may be causing water to pool in the aft portion of the vent compartment - often exacerbated by "stuff" on the stern (arch, davits, outboard in rear lazarett). Add 10 shots of anchor chain forward and see if it fixes it. 
Craig - SN68 Sangaris, in Oriental, NC "the sailing capital of North Carolina"

--
Marty and Angela Crighton
Future Amel Owners
Pyeongtaek, South Korea


--
Marty and Angela Crighton
Future Amel Owners
Pyeongtaek, South Korea


Saturday 10/16 Annapolis "open boat"

Karen Smith
 

Amel Super Maramu #160 Harmonie is in Annapolis, Maryland and having an "open boat" next Saturday October 16th 4-8 pm, and you are invited! We love meeting current, past and future Amelians! If you, or someone you know is interested in Amel, please do come!

We are in the water at Bert Jabins Yacht Yard, in front of the gazebo. Look for the Amel flag!
(Harmonie is not for sale, we plan to circumnavigate once the world opens up).

Karen Smith & Bill Kinney

Masks or vaccinated, please!

Please do RSVP to KLS6917@...

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