Date   

Re: Changing engine bearings Amel Mango Perkins 4.236

James Alton
 

Frederic,

  My Amel is a Maramu but the mounts look like they are the same as yours.  On my boat the center rubber mount is fastened with a nut and peening.  The center rubber mount has a stud protruding on one end and this passes through a hole in the bottom of the steel mount as shown in the photo below:

My engine bed was drilled to make room for the nut on the bottom of the steel mount.   


This is the top part of the steel mount and the center rubber mount.


Best of luck with your project,

James


On Apr 18, 2019, at 5:29 PM, Frederic F <fgf@...> wrote:

Hello Olivier,

thank you very much for your hint. We asked AMEL for the rubber mounts. Seems like if they can deliver them. The only thing we still didn‘t figure out is how the central big rubber is fixed to the bottom of the mount. Is there maybe a screw? Probably we will see how it works, when the mount is disabled. But would be nice to have an idea in advance. 

Danke dir!

Frederic


Re: Guests and engine controls!

ngtnewington Newington
 

Hi Miles,

Yes an alternator shop can replace the diodes. Interestingly last year I had a problem with the 175A 24v alternator on my boat. I thought it was diode trouble and others thought it was an excitation issue. Long and short of it, is that it was checked by Reece Neville agent engineer in the UK who said that it was in fact the voltage regulator and that given the age of the unit (12 years) it was not really cost effective to service. I had already bought a new one and was thinking to have it a spare. I did not bother in the end as I am pretty well backed up; solar, wind,  AC generator and two  AC battery chargers. Alternators are incredibly reliable. 

Nick

Amelia Amel 54-019
La Palma

On 19 Apr 2019, at 15:03, smiles bernard via Groups.Io <smilesbernard@...> wrote:

Thanks Nick

My voltage across service and start batteries is 14+V when the motor is on so I therefore presume that means the 2 alternators are still working ok and I managed to avoid diode damage 🤞


Out of interest I presume a alternator shop can replace these diodes reasonably easily if there ever were damaged ?

It’s amazing how many things you take for granted around the working of the boat - that you only really discover when sailing with guests 😐


Thanks to all

Miles
On 19 Apr 2019, at 08:54, ngtnewington Newington via Groups.Io <ngtnewington@...> wrote:

Hi Miles,

You should check the alternator is working. If the pulley is rotating and for whatever reason there is nowhere for the  current from the alternator to go then you will fry the diodes. If the alternator is fine then you should be fine.

Nick

Amelia Amel 54 -019
La Palma
On 19 Apr 2019, at 13:26, smiles bernard via Groups.Io <smilesbernard@...> wrote:


Hello

A guest on board switched my ignition off whilst motoring. 
Trying to be helpful. 

The engine kept running but I only noticed a few mins later when I spotted the instruments were off 

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start 

To stop it’s an electric button. 

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout. 

Many thanks in advance 

Miles Maramu 162











Re: SM Climma AC - Calpeda Pump Voltage with Breakers Off

 

Eric,

Exactly, and that is why there is 115 volts via black USA to blue EU still ON at the Calpeda pump when the AC breaker (brown load) is OFF.

Best,

CW Bill Rouse
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970


On Fri, Apr 19, 2019, 11:54 AM eric freedman <kimberlite@...> wrote:

Hi Bill,

At a USA the pedestal is wired (50 Amp) red, white , black, and green.

For the purposes of an Amel , the white (neutral is not used on a 50 amp plug.

 

 

The black and red are both hot and are connected to the blue and brown in the Amel system

The green ground is connected to the green yellow, which is connected to the AC and the bonding on the boat.

 

The ground green should be the same as a white (Neutral) leg on the USA circuit. Therefore between the green or brown  and the green yellow, you should read 110 volts.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 

 

From: main@AmelYachtOwners.groups.io [mailto:main@AmelYachtOwners.groups.io] On Behalf Of CW Bill Rouse
Sent: Friday, April 19, 2019 8:37 AM
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] SM Climma AC - Calpeda Pump Voltage with Breakers Off

 

If my memory is correct, I have your answer. 

 

On USA grid there is a leg of 115VAC on the Load and another leg of 115VAC on the Return. The color of the Load is Brown and the color of Return/Neutral is Blue. From memory, I believe that the 220VAC breaker only switches OFF the Load, leaving 115VAC on the Return (Blue). Of course the case is connected to Earth.

 

Best,

 

Bill Rouse

720 Winnie St.

Galveston, Texas 77550

832-380-4970

 

 

On Thu, Apr 18, 2019 at 5:21 PM Gary Silver via Groups.Io <garysilver=mac.com@groups.io> wrote:

Hi all:  The other day one of my Amel original Compact 9 ACs started short cycling and I checked the Calpeda pump and found it was not running.  First thing to check in this failure mode was the run capacitor at the pump, and sure enough it was bulging and clearly fried.  I tripped off all the AC breakers, shorted across the terminals of the capacitor at the pump, removed the capacitor and installed a new one rated at 440 VAC.  During the installation process I received a mild electrical shock.  Still with ALL AC breakers tripped at the 220 Volt Panel in the galley I measured the voltage across the blue and brown wires at the pump I found there was 220 VAC.  Also there was 115 VAC from the blue OR brown wire measured to the motor case/yellow-green wire.  

WHERE IS THIS SNEAK VOLTAGE POWER TO THE CALPEDA PUMP COMING FROM?  
Steps taken so far:
1.  Verified shore power connections (I'm on the USA grid).  All shore power connections appears properly wired. 
2.  Verified none of the 220 VAC panel Diruptors was shorted (i.e. now voltage across any of them when tripped).  
3.  Visually inspected the Climma three unit relay box and found no visual evidence of anything amiss. I have not yet tested the individual contacts for each of the three relays.
4.  Disconnected the shore power and started the generator, with it running there is no voltage at the Calpeda with the AC (air conditioning) breakers open.  Reviewed the Amel rudimentary schematics and don't see anything different between K1 (the generator change over relay) for shore power vs generator power.  
5  Verified that the only thing that removes voltage at the pump with the shore power plunged in is to trip the GFCI breaker on the side of the 220 VAC panel. 

I consulted VECO NA and they confirmed there should not be voltage at the pump with the breakers open.  The installation manual for the Amel triple unit system says,  "4.5 MULTIPLE INSTALLATION:  4.5.1  The mains supply to the pump relay box must be independent from the air-conditioners and protected by a circuit breaker and an independent fuse.  The pump supply will come in parallel from each relay which is controlled by each air conditioner." (English translation from Italian is a bit wanting).  

My questions:  
1.  Where is the independent 220 VAC power for the relay box wired from? (i.e. what is its source?)  Clearly it isn't coming from any of the three AC circuit breakers.  
2.  Any thoughts on the most likely failure mode to allow voltage at the Calpeda  when on shore power but not when running on the generator (in my mind that eliminates a stuck contact on one of the relays in the Climma relay box as the generator also uses those same relays).
3.  Anybody out there found a similar situation?

Thanks for your thoughts. 

Gary S. Silver
s/v Liahona
Amel SM 2000 # 335
(just down the dock from s/v/ Delos here at Puerto Del Rey Marina in Fajardo Puerto Rico)


Re: SM Climma AC - Calpeda Pump Voltage with Breakers Off

eric freedman
 

Hi Bill,

At a USA the pedestal is wired (50 Amp) red, white , black, and green.

For the purposes of an Amel , the white (neutral is not used on a 50 amp plug.

 

 

The black and red are both hot and are connected to the blue and brown in the Amel system

The green ground is connected to the green yellow, which is connected to the AC and the bonding on the boat.

 

The ground green should be the same as a white (Neutral) leg on the USA circuit. Therefore between the green or brown  and the green yellow, you should read 110 volts.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 

 

From: main@AmelYachtOwners.groups.io [mailto:main@AmelYachtOwners.groups.io] On Behalf Of CW Bill Rouse
Sent: Friday, April 19, 2019 8:37 AM
To: main@amelyachtowners.groups.io
Subject: Re: [AmelYachtOwners] SM Climma AC - Calpeda Pump Voltage with Breakers Off

 

If my memory is correct, I have your answer. 

 

On USA grid there is a leg of 115VAC on the Load and another leg of 115VAC on the Return. The color of the Load is Brown and the color of Return/Neutral is Blue. From memory, I believe that the 220VAC breaker only switches OFF the Load, leaving 115VAC on the Return (Blue). Of course the case is connected to Earth.

 

Best,

 

Bill Rouse

720 Winnie St.

Galveston, Texas 77550

832-380-4970

 

 

On Thu, Apr 18, 2019 at 5:21 PM Gary Silver via Groups.Io <garysilver=mac.com@groups.io> wrote:

Hi all:  The other day one of my Amel original Compact 9 ACs started short cycling and I checked the Calpeda pump and found it was not running.  First thing to check in this failure mode was the run capacitor at the pump, and sure enough it was bulging and clearly fried.  I tripped off all the AC breakers, shorted across the terminals of the capacitor at the pump, removed the capacitor and installed a new one rated at 440 VAC.  During the installation process I received a mild electrical shock.  Still with ALL AC breakers tripped at the 220 Volt Panel in the galley I measured the voltage across the blue and brown wires at the pump I found there was 220 VAC.  Also there was 115 VAC from the blue OR brown wire measured to the motor case/yellow-green wire.  

WHERE IS THIS SNEAK VOLTAGE POWER TO THE CALPEDA PUMP COMING FROM?  
Steps taken so far:
1.  Verified shore power connections (I'm on the USA grid).  All shore power connections appears properly wired. 
2.  Verified none of the 220 VAC panel Diruptors was shorted (i.e. now voltage across any of them when tripped).  
3.  Visually inspected the Climma three unit relay box and found no visual evidence of anything amiss. I have not yet tested the individual contacts for each of the three relays.
4.  Disconnected the shore power and started the generator, with it running there is no voltage at the Calpeda with the AC (air conditioning) breakers open.  Reviewed the Amel rudimentary schematics and don't see anything different between K1 (the generator change over relay) for shore power vs generator power.  
5  Verified that the only thing that removes voltage at the pump with the shore power plunged in is to trip the GFCI breaker on the side of the 220 VAC panel. 

I consulted VECO NA and they confirmed there should not be voltage at the pump with the breakers open.  The installation manual for the Amel triple unit system says,  "4.5 MULTIPLE INSTALLATION:  4.5.1  The mains supply to the pump relay box must be independent from the air-conditioners and protected by a circuit breaker and an independent fuse.  The pump supply will come in parallel from each relay which is controlled by each air conditioner." (English translation from Italian is a bit wanting).  

My questions:  
1.  Where is the independent 220 VAC power for the relay box wired from? (i.e. what is its source?)  Clearly it isn't coming from any of the three AC circuit breakers.  
2.  Any thoughts on the most likely failure mode to allow voltage at the Calpeda  when on shore power but not when running on the generator (in my mind that eliminates a stuck contact on one of the relays in the Climma relay box as the generator also uses those same relays).
3.  Anybody out there found a similar situation?

Thanks for your thoughts. 

Gary S. Silver
s/v Liahona
Amel SM 2000 # 335
(just down the dock from s/v/ Delos here at Puerto Del Rey Marina in Fajardo Puerto Rico)


Re: Guests and engine controls!

smiles bernard
 

Thanks Nick

My voltage across service and start batteries is 14+V when the motor is on so I therefore presume that means the 2 alternators are still working ok and I managed to avoid diode damage 🤞


Out of interest I presume a alternator shop can replace these diodes reasonably easily if there ever were damaged ?

It’s amazing how many things you take for granted around the working of the boat - that you only really discover when sailing with guests 😐


Thanks to all

Miles

On 19 Apr 2019, at 08:54, ngtnewington Newington via Groups.Io <ngtnewington=aol.com@groups.io> wrote:

Hi Miles,

You should check the alternator is working. If the pulley is rotating and for whatever reason there is nowhere for the current from the alternator to go then you will fry the diodes. If the alternator is fine then you should be fine.

Nick

Amelia Amel 54 -019
La Palma
On 19 Apr 2019, at 13:26, smiles bernard via Groups.Io <smilesbernard=yahoo.com@groups.io> wrote:


Hello

A guest on board switched my ignition off whilst motoring.
Trying to be helpful.

The engine kept running but I only noticed a few mins later when I spotted the instruments were off

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start

To stop it’s an electric button.

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout.

Many thanks in advance

Miles Maramu 162





Re: Guests and engine controls!

smiles bernard
 

Thanks for that Bill

I wondered about that so have checked alternator output by simply checking charge voltage at the batteries. That still seems to be a good output voltage and I’m unsure of any further checks to do. 

Many thanks for your help

Miles


On 19 Apr 2019, at 08:38, CW Bill Rouse <brouse@...> wrote:

Miles,

In some cases and with some alternators, this may cause damage to the diodes in the Alternator.

Best,

Bill Rouse
720 Winnie St.
Galveston, Texas 77550
832-380-4970



On Fri, Apr 19, 2019 at 7:26 AM smiles bernard via Groups.Io <smilesbernard=yahoo.com@groups.io> wrote:

Hello

A guest on board switched my ignition off whilst motoring.
Trying to be helpful.

The engine kept running but I only noticed a few mins later when I spotted the instruments were off

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start

To stop it’s an electric button.

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout.

Many thanks in advance

Miles Maramu 162




Re: Guests and engine controls!

ngtnewington Newington
 

Hi Miles,

You should check the alternator is working. If the pulley is rotating and for whatever reason there is nowhere for the current from the alternator to go then you will fry the diodes. If the alternator is fine then you should be fine.

Nick

Amelia Amel 54 -019
La Palma

On 19 Apr 2019, at 13:26, smiles bernard via Groups.Io <smilesbernard=yahoo.com@groups.io> wrote:


Hello

A guest on board switched my ignition off whilst motoring.
Trying to be helpful.

The engine kept running but I only noticed a few mins later when I spotted the instruments were off

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start

To stop it’s an electric button.

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout.

Many thanks in advance

Miles Maramu 162



Re: Guests and engine controls!

 

Miles,

In some cases and with some alternators, this may cause damage to the diodes in the Alternator.

Best,

Bill Rouse
720 Winnie St.
Galveston, Texas 77550
832-380-4970



On Fri, Apr 19, 2019 at 7:26 AM smiles bernard via Groups.Io <smilesbernard=yahoo.com@groups.io> wrote:

Hello

A guest on board switched my ignition off whilst motoring.
Trying to be helpful.

The engine kept running but I only noticed a few mins later when I spotted the instruments were off

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start

To stop it’s an electric button.

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout.

Many thanks in advance

Miles Maramu 162




Re: SM Climma AC - Calpeda Pump Voltage with Breakers Off

 

If my memory is correct, I have your answer. 

On USA grid there is a leg of 115VAC on the Load and another leg of 115VAC on the Return. The color of the Load is Brown and the color of Return/Neutral is Blue. From memory, I believe that the 220VAC breaker only switches OFF the Load, leaving 115VAC on the Return (Blue). Of course the case is connected to Earth.

Best,

Bill Rouse
720 Winnie St.
Galveston, Texas 77550
832-380-4970



On Thu, Apr 18, 2019 at 5:21 PM Gary Silver via Groups.Io <garysilver=mac.com@groups.io> wrote:
Hi all:  The other day one of my Amel original Compact 9 ACs started short cycling and I checked the Calpeda pump and found it was not running.  First thing to check in this failure mode was the run capacitor at the pump, and sure enough it was bulging and clearly fried.  I tripped off all the AC breakers, shorted across the terminals of the capacitor at the pump, removed the capacitor and installed a new one rated at 440 VAC.  During the installation process I received a mild electrical shock.  Still with ALL AC breakers tripped at the 220 Volt Panel in the galley I measured the voltage across the blue and brown wires at the pump I found there was 220 VAC.  Also there was 115 VAC from the blue OR brown wire measured to the motor case/yellow-green wire.  

WHERE IS THIS SNEAK VOLTAGE POWER TO THE CALPEDA PUMP COMING FROM?  
Steps taken so far:
1.  Verified shore power connections (I'm on the USA grid).  All shore power connections appears properly wired. 
2.  Verified none of the 220 VAC panel Diruptors was shorted (i.e. now voltage across any of them when tripped).  
3.  Visually inspected the Climma three unit relay box and found no visual evidence of anything amiss. I have not yet tested the individual contacts for each of the three relays.
4.  Disconnected the shore power and started the generator, with it running there is no voltage at the Calpeda with the AC (air conditioning) breakers open.  Reviewed the Amel rudimentary schematics and don't see anything different between K1 (the generator change over relay) for shore power vs generator power.  
5  Verified that the only thing that removes voltage at the pump with the shore power plunged in is to trip the GFCI breaker on the side of the 220 VAC panel. 

I consulted VECO NA and they confirmed there should not be voltage at the pump with the breakers open.  The installation manual for the Amel triple unit system says,  "4.5 MULTIPLE INSTALLATION:  4.5.1  The mains supply to the pump relay box must be independent from the air-conditioners and protected by a circuit breaker and an independent fuse.  The pump supply will come in parallel from each relay which is controlled by each air conditioner." (English translation from Italian is a bit wanting).  

My questions:  
1.  Where is the independent 220 VAC power for the relay box wired from? (i.e. what is its source?)  Clearly it isn't coming from any of the three AC circuit breakers.  
2.  Any thoughts on the most likely failure mode to allow voltage at the Calpeda  when on shore power but not when running on the generator (in my mind that eliminates a stuck contact on one of the relays in the Climma relay box as the generator also uses those same relays).
3.  Anybody out there found a similar situation?

Thanks for your thoughts. 

Gary S. Silver
s/v Liahona
Amel SM 2000 # 335
(just down the dock from s/v/ Delos here at Puerto Del Rey Marina in Fajardo Puerto Rico)


Re: New Engine alignment in a SM

 

Graham,

I am not 100% sure about your hull number, but I am sure that later model SMs used Vetus K50 for the engine (4) and for the C Drive (2).

Here is a photo of the Vetus coupling donuts from a SM. When these were changed there was no vibration. When you change yours, please take a photo.
image.png
Best,

Bill Rouse
720 Winnie St.
Galveston, Texas 77550
832-380-4970



On Fri, Apr 19, 2019 at 6:45 AM Graham Boyd via Groups.Io <crwggb=yahoo.co.uk@groups.io> wrote:
Hi Bill 

Thanks for the detailed advice. I think using the Beta mounts was a mistake. Can you recommend the vetus or other manufacturers' mounts that are suitable for supporting the metal frame. The new engine is around 290 kg with gearbox.This info seems hard to come by and on the Vetus site there is nothing resembling the original donut shaped mounts. The originals were by Schwartz but googling that goes nowhere. We will order the rubber donuts inside the coupling asap.

Thanks again for your help

Graham


Guests and engine controls!

smiles bernard
 

Hello

A guest on board switched my ignition off whilst motoring.
Trying to be helpful.

The engine kept running but I only noticed a few mins later when I spotted the instruments were off

My Perkins control panel has a electric ignition switch that turns on the instruments and starts the pressure alarm etc and I presume power onto the starter etc

Then a momentary push button to start

To stop it’s an electric button.

Does any one know if running with the ignition off for a short while could cause problems ? I’m naive about these electrics but always assumed the shutdown order super important!

The main engine power switch was on throughout.

Many thanks in advance

Miles Maramu 162


Re: New Engine alignment in a SM

Graham Boyd
 

Hi Bill 

Thanks for the detailed advice. I think using the Beta mounts was a mistake. Can you recommend the vetus or other manufacturers' mounts that are suitable for supporting the metal frame. The new engine is around 290 kg with gearbox.This info seems hard to come by and on the Vetus site there is nothing resembling the original donut shaped mounts. The originals were by Schwartz but googling that goes nowhere. We will order the rubber donuts inside the coupling asap.

Thanks again for your help

Graham


Re: New Engine alignment in a SM

Graham Boyd
 

Thank you to all of you who have put up replies to my questions, all most useful and have given me a positive direction in which to head. I have no doubt this issue will be easily resolved once my engineer has the correct knowledge. Amel expertise is in short supply here in HK!


SM Climma AC - Calpeda Pump Voltage with Breakers Off

Gary Silver
 

Hi all:  The other day one of my Amel original Compact 9 ACs started short cycling and I checked the Calpeda pump and found it was not running.  First thing to check in this failure mode was the run capacitor at the pump, and sure enough it was bulging and clearly fried.  I tripped off all the AC breakers, shorted across the terminals of the capacitor at the pump, removed the capacitor and installed a new one rated at 440 VAC.  During the installation process I received a mild electrical shock.  Still with ALL AC breakers tripped at the 220 Volt Panel in the galley I measured the voltage across the blue and brown wires at the pump I found there was 220 VAC.  Also there was 115 VAC from the blue OR brown wire measured to the motor case/yellow-green wire.  

WHERE IS THIS SNEAK VOLTAGE POWER TO THE CALPEDA PUMP COMING FROM?  
Steps taken so far:
1.  Verified shore power connections (I'm on the USA grid).  All shore power connections appears properly wired. 
2.  Verified none of the 220 VAC panel Diruptors was shorted (i.e. now voltage across any of them when tripped).  
3.  Visually inspected the Climma three unit relay box and found no visual evidence of anything amiss. I have not yet tested the individual contacts for each of the three relays.
4.  Disconnected the shore power and started the generator, with it running there is no voltage at the Calpeda with the AC (air conditioning) breakers open.  Reviewed the Amel rudimentary schematics and don't see anything different between K1 (the generator change over relay) for shore power vs generator power.  
5  Verified that the only thing that removes voltage at the pump with the shore power plunged in is to trip the GFCI breaker on the side of the 220 VAC panel. 

I consulted VECO NA and they confirmed there should not be voltage at the pump with the breakers open.  The installation manual for the Amel triple unit system says,  "4.5 MULTIPLE INSTALLATION:  4.5.1  The mains supply to the pump relay box must be independent from the air-conditioners and protected by a circuit breaker and an independent fuse.  The pump supply will come in parallel from each relay which is controlled by each air conditioner." (English translation from Italian is a bit wanting).  

My questions:  
1.  Where is the independent 220 VAC power for the relay box wired from? (i.e. what is its source?)  Clearly it isn't coming from any of the three AC circuit breakers.  
2.  Any thoughts on the most likely failure mode to allow voltage at the Calpeda  when on shore power but not when running on the generator (in my mind that eliminates a stuck contact on one of the relays in the Climma relay box as the generator also uses those same relays).
3.  Anybody out there found a similar situation?

Thanks for your thoughts. 

Gary S. Silver
s/v Liahona
Amel SM 2000 # 335
(just down the dock from s/v/ Delos here at Puerto Del Rey Marina in Fajardo Puerto Rico)


Re: Insurance update US East Coast & Bahamas- Pantaenius US

Mark Erdos
 

Miles,

 

Glad to hear it worked out for you. But, it is a shame they put you through the wringer rather than just tell you up front what their issue was specifically regarding.

 

 

With best regards,

 

Mark

 

Skipper

Sailing Vessel - Cream Puff - SM2K - #275

Currently cruising - San Blas Islands, Panama

www.creampuff.us

 

From: main@AmelYachtOwners.groups.io [mailto:main@AmelYachtOwners.groups.io] On Behalf Of Miles
Sent: Thursday, April 18, 2019 12:52 PM
To: main@AmelYachtOwners.groups.io
Subject: Re: [AmelYachtOwners] Insurance update US East Coast & Bahamas- Pantaenius US

 

Hello Group,

For a change, I have some good news.  I had told the group that Pantaenius was not renewing my insurance and several of you gave me good advice in the frustrating search I have been on for the last 2 weeks.  Today, I found out that Pantaenius has an issue with my broker, not with me.  I phoned Pantaenius and they said they would be happy to continue covering me directly.  Panic over!! 

 I take the boat north for the summer, so the hurricane coverage was not a problem.

Thanks to everyone who tried to help me with this.

 

Miles

 

s/y Ladybug, sm216, Le Marin, Martinique


Re: Changing engine bearings Amel Mango Perkins 4.236

Frederic F
 

Hello Olivier,

thank you very much for your hint. We asked AMEL for the rubber mounts. Seems like if they can deliver them. The only thing we still didn‘t figure out is how the central big rubber is fixed to the bottom of the mount. Is there maybe a screw? Probably we will see how it works, when the mount is disabled. But would be nice to have an idea in advance. 

Danke dir!

Frederic


Re: Insurance update US East Coast & Bahamas- Pantaenius US

eric freedman
 

Hi Miles,
I am so happy that you were re-insured. I found it odd as they said they would be renewing my policy and not yours, however I always dealt direct.
Fair Winds,
Eric



On Thu, Apr 18, 2019 at 12:52 PM, Miles wrote:

Hello Group,

For a change, I have some good news.  I had told the group that Pantaenius was not renewing my insurance and several of you gave me good advice in the frustrating search I have been on for the last 2 weeks.  Today, I found out that Pantaenius has an issue with my broker, not with me.  I phoned Pantaenius and they said they would be happy to continue covering me directly.  Panic over!! 

 I take the boat north for the summer, so the hurricane coverage was not a problem.

Thanks to everyone who tried to help me with this.

 

Miles

 

s/y Ladybug, sm216, Le Marin, Martinique


Re: Insurance update US East Coast & Bahamas- Pantaenius US

Miles
 

Hello Group,

For a change, I have some good news.  I had told the group that Pantaenius was not renewing my insurance and several of you gave me good advice in the frustrating search I have been on for the last 2 weeks.  Today, I found out that Pantaenius has an issue with my broker, not with me.  I phoned Pantaenius and they said they would be happy to continue covering me directly.  Panic over!! 

 I take the boat north for the summer, so the hurricane coverage was not a problem.

Thanks to everyone who tried to help me with this.

 

Miles

 

s/y Ladybug, sm216, Le Marin, Martinique


Re: New Engine alignment in a SM

 

Graham,

Mounts, or alignment.

I believe that even if the mounts were in poor condition, a good alignment would likely result in no vibration.

Did the technician "eye the alignment" (most likely), use the Vetus Coupling to perform the alignment, or use a fixed coupling to perform the alignment (unlikely)? 

If he did not use a "Fixed Coupling," I suggest that you start over with new mounts and a fixed coupling, which can be machined there. I do not have an engineered drawing, but do have a drawing that a machinist can use. Possibly you can buy one at SAV"at"amel.fr. Install new mounts and align with the Fixed Coupling using feeler gauges N, S, E & W. If you did not already, you should have replaced the rubber donuts inside the coupling (inexpensive--$25USD--using Vetus kit K018).

I hope this helps you.

Best,

Bill Rouse
720 Winnie St.
Galveston, Texas 77550
832-380-4970



On Thu, Apr 18, 2019 at 7:26 AM Craig Briggs via Groups.Io <sangaris=aol.com@groups.io> wrote:
The "C" drive is in two assemblies:
  • the upper unit (that is coupled to the engine transmission) weighs, I would estimate, about 80 pounds. Below the gearbox of this upper unit is what I recall Olivier calling the "trumpet" which has about a 3 inch  wide sleeve of neoprene-like gasket material around it where it engages the hull structure sealing the flange around the vertical drive shaft hole. Around that is the hose clamped to both the hull flange and the trumpet.
  • The upper unit is supported, then in three places: at both sides of the top by the steel cross members bolted to the engine angle iron stringers and by the trumpet resting on the hull with the gasket in between. None of its weight is carried by the keel.
  • The lower unit weighs, I'd estimate, about 50 pounds and is supported by the keel at the bolt. As I recall there were two washers (shims) under the lower unit on the bolt, plus a rubber sleeve and steel compression sleeve around the bolt. The top is sealed with silicone after the bolt is secured..
  • There is a lifting eye on the engine room overhead straight above the upper unit to facilitate removal and adjustment with a block and tackle. (Feel around inside the insulation.)
If your engineer replaced all the engine frame mounts I could see the possibility of the "C" drive being askew. If he just did the engine then it sounds like an issue with the engine-to-C drive coupling.

Good luck with it.
Craig SN68 Sangaris, Delray Beach, Fl


Re: New Engine alignment in a SM

Craig Briggs
 

The "C" drive is in two assemblies:
  • the upper unit (that is coupled to the engine transmission) weighs, I would estimate, about 80 pounds. Below the gearbox of this upper unit is what I recall Olivier calling the "trumpet" which has about a 3 inch  wide sleeve of neoprene-like gasket material around it where it engages the hull structure sealing the flange around the vertical drive shaft hole. Around that is the hose clamped to both the hull flange and the trumpet.
  • The upper unit is supported, then in three places: at both sides of the top by the steel cross members bolted to the engine angle iron stringers and by the trumpet resting on the hull with the gasket in between. None of its weight is carried by the keel.
  • The lower unit weighs, I'd estimate, about 50 pounds and is supported by the keel at the bolt. As I recall there were two washers (shims) under the lower unit on the bolt, plus a rubber sleeve and steel compression sleeve around the bolt. The top is sealed with silicone after the bolt is secured..
  • There is a lifting eye on the engine room overhead straight above the upper unit to facilitate removal and adjustment with a block and tackle. (Feel around inside the insulation.)
If your engineer replaced all the engine frame mounts I could see the possibility of the "C" drive being askew. If he just did the engine then it sounds like an issue with the engine-to-C drive coupling.

Good luck with it.
Craig SN68 Sangaris, Delray Beach, Fl

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