Re: TMD22 Emergency Shutoff
Doug Green
Another sure fire way is a CO2 fire extinguisher aimed generally in the direction of the air intake. Advantages are you don’t have to get too close ( in case of a runaway engine there is a chance it will throw a connecting rod) and the engine will be completely recoverable as only gas has entered the air intake/turbo etc. Doug Prospective owner SM 1997-2003
On 16 Jun 2019, at 04:39, Craig Briggs via Groups.Io <sangaris@...> wrote:
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Re: Petrol questions/survey
1. 6 gal. when full. 2. any locker but usually aft; in dinghy when it's not on deck. 3. in the tank, which does not leak. 4. nope
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Petrol questions/survey
Greetings All,
When I purchased my boat there were petrol/gasoline jugs in the life boat locker (life boat is on the stern). I thought this was normal protocol and stayed with it until now. After some reading and discussion I now realize this is not the safest way to store petrol. I have a 3gal in the dinghy and a 6gal stored to refill. I must say that a season in the Caribbean I saw many many Amels. Few had any fuel lashed to the stanchions. Would it be okay to store petrol in locker while on passage then crack the lid, prop it up a bit and let it vent while at anchor or get it out of there pronto! Now the survey. 1. How much petrol do you store 2. Where do you store it 3. How do you store it 4. Has anyone made a capped vent hole in lifeboat locker similar to propane locker Best Regards and thanks for your time. Chuck Joy #388 In Grenada W.I (what a season)!
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Re: supplemental downwind sailing configuration for Super Maramu
On my 55, i have a cruising code zero on a Factor 4500 top down furler. It is not necessary to have a bow sprit for this sail. It attaches to the anchor fitting. It’s just enough forward of the genoa that it does not interfere with it but it often touches it. Top down furlers are temperamental beasts. It takes some tweaking. You have to have A LOT of halyard tension to furl- otherwise it will not furl properly. I tighten the halyard with my Harken 46 winch in slow gear - the more I lean on it the better. You have to have a good system that prevents the furling line from running free. I have a Selden double cam block which works great. But still, it’s tricky to make it work. Yesterday the lazy sheet rapped around the furler. I had to unfurl and start again. But it’s worth it to have the sail - it will get the boat going in swells and create apparent wind - I would get it again only maybe a bit bigger.
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Re: Rigid Propeller Santorin
Hi Gerhard! I have the same sticker. Engine is a VP MD22L.
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Re: TMD22 Emergency Shutoff
I found the plastic Amel logo coffee cups work perfectly for blocking off the air intake.
I am certain Captain Henri designed them that way. Cheers, Craig SN68 Sangaris
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Re: gross and net tonnage
Hi Dennis,
Oh my, I'm not quite sure how to reply, but you seem still to be totally misunderstanding this measurement. Displacement is indeed, as you note, the weight of the boat. It is indeed equal to the weight of the water displaced and like that. But the Gross and Net tons on your documentation have absolutely and positively nothing whatsoever to do with what your boar weighs or the weight of the water it displaces or anything of the like. The USCG Simplified Measurement scheme is NOT trying to estimate what your boat weighs (or the weight of the water it displaces). Displacement and registered "tonnage" (Gross and Net) are apples and oranges. Yes, the system did evolve from measurements to collect taxes from cargo carrying vessels based on cargo-carrying capacity but it is not "off" for sailboats - it is totally consistent for all documented vessels. It is what the USCG specifies it to be. It is defined very clearly by them. It is not "off" - it is oranges, even if you want it to be apples. That some sailboat owners have issues with the "difference" points out those sailboat owners lack of understanding of the apples and oranges difference. Those owners want it to be weight (apples) but it is actually volume (oranges). And, of course, sailboat owners, being parsimonious CARBS (Cheap Ass Rag Baggers, like me), always want to pay less in port fees with a lower Tonnage. (Which is not to say that if yours is overstated you shouldn't correct it - but it still has nothing to do with what the travel lift scale says.) So, the point I'm afraid you're missing is what the Coast Guard so clearly points out. Namely, that Gross and Net Tons are a measure of cargo carrying volume and should not be confused with displacement or weight. You seem still to be confusing those when you say the formula is "so far off", because the formula is absolutely not trying to come up with the weight of the boat or an estimate thereof. It is estimating the cargo carry volume of your vessel in some historic 100 cu foot units that the government has adopted as standard for all documented vessels. Not sure I can put a finer point on this and fear I may already have put too fine a point on it. Gross and Net Tons on your USCG documentation have absolutely nothing whatsoever to do with what your boat weighs. You may want to reread the USCG document to get your head around this. Respectfully, Craig SN68 Sangaris USCG Registered Gross Tons 31, Net Tons 28, Displacement Tons (weight) about 11 Tons.
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Re: Greek Cruising Tax
James Alton
Brent,
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Thanks for sharing your own experiences with this issue and all of your points make sense. From what I am learning about this issue it is the Airlines here in Canada not wanting to be liable. I am thinking of calling Air France on Monday and just laying the whole issue out to them to see what solution they suggest. Best, James SV Sueno Maramu #220
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Re: Greek Cruising Tax
James Alton
Mark,
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This sounds like some great advice. I am not sure with all of the fine print of how to insure that a ticket is truly fully refundable but I will check into this. As it turns out we have a 5 plus hour layover before the international portion of the flight. Is it important to have the refundable ticket in hand or could this be done during our layover to satisfy the officials in the event that there is a “hassle”? Best, James SV Sueno Maramu #220
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Re: TMD22 Emergency Shutoff
James Alton
Rob,
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Danny’s advice about not using your hand should be heeded, guess how I know! I had to smother a diesel once that broke all of it’s mounts plus the coupling so was laying on it’s side still running. It was laying on the controls and the injection pump so the controls were jammed and there was no way to reach the shutdown lever. This was a delivery nightmare situation and I don’t think the boat even had a fuel shutoff or at least not one that I could find. What I learned from trying to strangle a diesel is that it is not easy. I put a towel folded multiple times over the intake and the engine did not even seem to change rpm (it was at idle thankfully). What worked was to wrap the towel as tightly as possible, shove it as far into the intake as I could, then twist the towel... and then add the now bruised hand over the top to finish it off. As has been mentioned, you sure would not want any part of the towel to get into a turbo or maybe under an intake valve so using a towel or rag might be a bad idea. In retrospect a firm pc. of rubber sheet or something that could be placed over the intake would probably be a better idea. Best, James SV Sueno Maramu #220
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Re: Rigid Propeller Santorin
Herbert Lackner
Hi bernd,
Yes, if the shaft alternator is not in use (it is used most of the time) the gear is in reverse. When the batteries are full during sailing or when the speed is too high we turn the alternator off. Herbert, SN120 KALI MERA, Mazatlan, Mexico
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Re: Forward holding tank inlet clogged
Thomas Kleman
Thanks Bill- reminds me of one of my first projects as a new Amel owner and I used your equally prescriptive copper ground strap project plan successfully. Can't wait for your book.
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Re: TMD22 Emergency Shutoff
Danny and Yvonne SIMMS
Hi Rob, if that doesn't work blocking the air intake will. However do this with care, and NOT with your hand ( you will be injured) and NOT with a rag. (it is likely to finish up inside where you don't want it). A flat piece of timber works SM 299 Ocean Pearl
On 16 June 2019 at 08:47 "Rob Hughes via Groups.Io" <svluna01@...> wrote:
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Re: gross and net tonnage
Thomas Kleman
L'ORIENT is listed as gross 21 and net 19 on the USCG docs; and not sure if everyone is aware that beginning recently you can now register for multi-year periods vs the old system requiring annual registration
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Re: Forward holding tank inlet clogged
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Re: TMD22 Emergency Shutoff
I am the one with the runaway motor. i tried the The lever on the side of the injector pump i held it over for a while but it did nothing.
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Organized Photo Section of the Amel Yacht Owners Group
#IMPORTANT
I just spent several hours browsing through the newly organized Photos. Wow, it was a pleasure. I am really impressed, and while browsing the albums, I learned a few new "Amel things." A huge amount of work went into reorganizing Photos! All of the work was performed by SM owners Gary Silver and Andrew Lamb. And, as a huge benefit, these photos are now searchable. Thank you both very much! , I think each Amel Yacht Owner Group member should browse the albums in Photos. Since any member is allowed to add albums and photos, let's all try to be as organized as Gary and Andrew made our Photos. We do have an ongoing photo issue. Any photo we embed or attach to an email automatically gets dumped into a single album named "Emailed Photos." I am not sure we will be able to clean this up because we can only download or delete photos in this album. Gary and Andrew, please let us all know any suggestions you have for any/all of us. Best,
Bill Rouse
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Forward holding tank inlet clogged
Thomas Kleman
Actually, there was an outlet clog also but several chemical treatments cured that. However, the macerator pump easily lifts water to fill the hose beyond the joker valve, then encounters a clog. Ive tried snaking this and also flushing chemicals to put them in touch with the clog, but no luck.
Not sure of the shape of this fitting at the top of holding tank so snaking it is kind of difficult. Since the clog is at the top of the tank, I would need a lot of chemicals to fill the holding tank from the deck access point to address the clog that way. Any thoughts would be appreciated. Tom Kleman SM2K 422 San Andres Colombia
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Re: Rigid Propeller Santorin
Ian Park
Do you still have your shaft alternator. I always switch mine on when sailing. It keeps the batteries fully charged. When you turn the key on the 12v panel there is a very significant drop in the propellor speed.
I have not noticed any problem with wear on the shaft wearing out bearing either. Before putting the engine back on I always put the gear lever into reverse to stop the prop shaft alternator charging. I don’t think this is a big problem, but it was what Amel recommended. Ian Ocean Hobo SN96
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Re: Rigid Propeller Santorin
Gerhard Mueller
I have a sticker at the helmstand saying not to shift into forward gear while sailing with stopped engine.
The reverse gear is not mentioned. To be sure you should tell us the engine type and gearbox type you have. -- Gerhard Mueller Amel Sharki #60 Currently Kalamata, Greece
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