Date   

Re: [Amel Yacht Owners] Installation second autopilot

Niklas Glöggler
 

Thank you Eric I would try to find an macineshop in Sweden that can help me.
 
/ Niklas 

Skickat från min iPhone

31 mars 2018 kl. 16:48 skrev 'sailormon' kimberlite@... [amelyachtowners] <amelyachtowners@...>:

 

Niklas,

The chain and sprockets are stock. They are available from many parts supply houses worldwide.

You just might have to have the mounting hole and keyway  machined to fit.

This is a company I use in the USA.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

https://www.mcmaster.com/#roller-chain-sprockets/=1c7k75i

 

 

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Friday, March 30, 2018 1:10 AM
To: amelyachtowners@...
Subject: Re: [Amel Yacht Owners] Installation second autopilot

 

 

Hello Steve

 

Thank you, i already have the rotary drive so i try to find a company that sell the chain and sprocket. I think i already have the keyway on the steering shaft. i am going to se if amel have any sprocket left maybe i am lucky.

 

Regards

Niklas SY Nipe sm2k#333

 

2018-03-29 19:39 GMT+02:00 Stephen Davis flyboyscd@... [amelyachtowners] <amelyachtowners@...>:

 

Hello Niklas,

 

I’m a little surprised you do not have a rotary drive, as I’ve seen many SMs, and they all had one. I’d be curious to know how many of you out there do not have a rotary drive. I own hull #72 (1992), and at that time the boats only came with a rotary drive, and at a later hull number Amel re-designed the rudder quadrant to accept a linear drive. 

 

If you decide to add a Rotary drive, you need to find a Raymarine type II 24 volt drive. The 12 volt drives are usually in stock here in the USA, but a 24 volt version is hard to find. I purchased a new 24v drive from Raymarine USA about a year and a half ago, and it was the last on they had to sell at that time. I suspect if you talk to the right person at Raymarine they can find you one, but you may have to wait a bit. 

 

With regards to the sprockets, on my boat the drive sprocket on the rotary drive is 19 teeth, and on the steering shaft it is 38 teeth. No guarantees the newer boats are the same, but I suspect they are. I just purchased a new steering shaft and sprocket for the shaft from Maude, and she was surprised to find they still had the shaft 38 tooth sprocket on the shelf. It sounded like I got the last sprocket, but you would have to ask Maude to be sure. Amel does not have the rotary drive sprocket or the chain. Raymarine actually has a part number for the drive sprocket, but when I spoke to them, they said they no longer sell them. I’m sure the drive sprocket could be found from some industrial supply place, but so far, all the ones I’ve found have a keyway slightly to wide for the shaft. I’m also looking for a new chain as a spare, but have not found one yet. If anyone has a source or the exact specs on the chain, please let me know. 

 

I’m assuming since your boat did not come with a rotary drive, your steering shaft does not have a keyway machined in it to hold the sprocket. If that is the case, you will have to completely disassemble the steering system, take the steering shaft to a machine shop, and have a keyway machined into it. You can’t do this until you have the new drive mounted, and can check the exact alignment of the the sprocket on the drive to the shaft. I just purchased a new steering shaft and steering racks from Amel, and was surprised the new shaft did not come with the keyway machined into it, and I had to have a machine shop do it for me.

 

As you can see, to add a rotary drive now will require some effort and expense. If it were me, I’d probably purchase a spare Linear drive which you should be able to change out in a half hour. 

 

Best of luck with your project. 

 

Regards,

 

Steve Davis

Aloha SM 72

KoOlina, Hawaii

 

Steve Davis

S/V Aloha


On Mar 28, 2018, at 10:12 PM, gloggler@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Hello

 

Im going to install Raymarine rotary drive type 2 24v as a second autopilot and wonder if anybody knows the size on steering sprocket, drive sprocket and chain and were i can it? Have been in contact with Amel but they did not know.

 

Regards Niklas Glöggler SY Nipe SM2K #333



 

--

Niklas Glöggler


BOAT GRAPHICS - FLOTATION LINE COLOR

Alejandro Paquin
 

Hello,

Again, in reference to the hull´s refurbishing project, I´d like to hear your thoughts on the following:


1. Should we paint the waterline with the traditional/original red stripe? we are going to use gelcoat to apply it. Should we consider any other color?


2 Boat name on the transom: until now I have used the original Amel plaque used in the 80´s for the boat´s name and port of registration, should we migrate to other type of system? Decals? Printed graphics? Who is a good supplier in the USA.


3. By law in Venezuela the boat´s name and registration number must be on the bow, both starboard and port.


Alex Paquin

s/v SIMPATICO

Older Maramu hull #94, 1981


Re: [Amel Yacht Owners] Amel 50 review

Danny and Yvonne SIMMS
 

Hi Jean,
We visited the yard in July last year and they were preparing to launch the first 50. We were given a full tour of the boat (and the yard). In my opinion it is unquestionably not designed for a couple to sail round the world, for all the reasons you mention.
We asked the Amel people and the reply was that the target market was for Amel owners who love the brand but have done with off shore. It is a beautiful example of what I call a marina hopper. Luxurious accommodation. Huge saloon for entertainment. Luxury everywhere you look. No doubt it is a market that will meet many peoples desires. However I hope they keep building the 55 or the world will lose the best shorthanded ocean going brand available. Since I could never afford the 55 I would like them to remember the thousands of owners of ageing amels who would love an affordable (even pre owned) option. It has to be an ever lasting market. How about an updated SM or 54. However I guess the yard has assessed the market and that's where they think its going.
Regards
Danny
SM 299
Ocean Pearl

Sent from my Vodafone Smart

On 1 Apr 2018 9:46 p.m., "'Jean Boucharlat' jean.boucharlat@... [amelyachtowners]" <amelyachtowners@...> wrote:
 

Dear All,

 

This is my take on the new Amel 50:

 

I am yet to read the article in Yachting World but would agree very much with everything Pip Hare is reported to have said. She is an extremely competent and courageous sailor but, unfortunately, she is not the right person to assess a cruising boat.

 

As to my credentials: over the years I have owned 4 boats, two of them bought new from Amel, a Maramu in October 1981 and a SM in July 1998. Both were the best boats I ever owned or sailed on and I am a great fan of the Amel philosophy. The basic tenet of this philosophy is that a boat should take good care of whoever is on board. This breaks down into two components, at sea, be safe and reasonably comfortable, at anchor, be comfortable and relatively easy to maintain and, in both situations be, as much as possible, not dependent on shore facilities.

 

Now, twice I went to La Rochelle to be given a tour of the new 50 and I came out saying to the yard management that I would not buy one. I agree that she is very well built, like all past Amels, and she is more “modern” in many respects than her predecessors, but, in reality, she is a luxurious Beneteau, good for extended week-end sailing but not much more. Why? Here are my gripes:

 

1) Rig: she is a singlesticker, not a good choice for any cruising boat over 45 feet. One loses too much in terms of versatility of sail combinations. On top of it she has a self-tacking staysail. Ridiculous!

 

2) Cockpit: not one single locker in the cockpit, where the SM had 3. When at sea if one needs a rope, a shackle, a bucket, a block, anything, one has to fetch them from the lazarette. Unacceptable! Henri Amel was adamant that anyone could sail his boats without ever having to leave the safety of the cockpit.

 

3) Hull shape: in line with current architects thinking (could it be a fad?), the 50 has a very wide stern and two side rudders. No skegs, very exposed both to flotsam and to submerged lines particularly in Med style marina moorings. Also, maneuverability in reverse suffers considerably even with a bow-thruster.

 

4) Layout:

- Cabins: too many of them, on a 50 footer you don’t need 3 cabins and you certainly do not need two of them with centerline berths. Here again, Henri Amel considered that his boats should not be dormitories but should accommodate, on any tack, about 3 people sleeping plus one on watch. On the 50, at sea, only the rear cabin center berth can realistically be used. Do you want to have to sleep there with anyone else than your wife or girl friend?

- Saloon: wide and beautiful at anchor, wide and treacherous at sea. Not one single handhold to help you keep your balance.

- Kitchen: now located in the passageway to the rear cabin. This does away with the most comfortable berth at sea, puts the cook in a hot and stuffy area at a distance from the cockpit and makes for an athwart-ships drawer-fridge that will not open on port tack and will spill all of its contents on starboard tack.

- Sump: was unpleasant but relatively easy to access on Maramu’s and SM’s, became more awkward on the 54 and is well nigh impossible on the 50. Quite a few issues looming down there in the dark!

 

OK, so I am an old curmudgeon, but I loved my Amel’s, admired the yard and made friends with many terrific people there . Over the past 10 years, starting with the 55, sadly I have seen the yard drifting away from the principles established by Henri Amel. I consider this a terrible loss to the cruising community as I do not know of any other yard in the world building any boat coming close to the concept ant the quality of the Amel’s of the past.

 

Requiescat in pace,

 

Jean Boucharlat

 

 

 

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: samedi 31 mars 2018 13:45
To: amelyachtowners@...
Subject: [Amel Yacht Owners] Amel 50 review

 

 

Hi All,

 

 There is a great review of the Amel 50 in April's Yachting World--she's on the front cover as well.

 

The reviewer is Pip Hare. We first met Pip in Piriapolis , Uruguay, where she had sailed two handed in The Shed,  an Oyster 37 which had seen better days. She decided to do the OSTAR, the single-handed transatlantic race, so she sailed back singlehanded from Uruguay to UK and set off on the race. Somewhere to the west of Ireland a lower shroud parted. Mast swaying,  she nursed the boat back to a bay on the south cost of Ireland where her father rowed out to her with a new stay. She wasn't allowed shore assistance beyond that ,so she had to rerig the boat herself . She set off in pursuit of her class who by now had 2-3 days lead on her. She overhauled most of them.

 Pip went on to compete  successfully in those crazy 30 footers which the French love, on races like the Route du Rhum and is probably at her happiest single handed in mid-Atlantic up to her waist in cold sea water, in the dark,  in the cockpit having just broached while trying to maintain 17 knots when her competitors have eased back to 10.

 

 So, you might wonder what on earth she would make of the Amel 50.  It was December,  dark, wet and windy off La Rochelle. She confesses that did feel overdressed sitting in the cockpit in her salopettes and seaboots ( remember them ?) with warmth rising from the saloon together with the aroma of bread and fresh coffee...

 

 Her conclusion:  " I can't sit on the fence about the Amel 50; it's a brilliant boat.........I arrived with some heavy preconceptions, perhaps about as much as the kind of sailor I am as the kind of boat I would be sailing. I was treated to the full Amel experience.... but if you take away the fine food, endless expressos and crisp white bed linen, the Amel still shines. It sails well, it is beautifully built and it made me smile. I left surprised and ever so slightly in love "

 

 Praise indeed ! I think the La Rochelle yard is going to be very busy.

 

 Ian and Judy,

 Pen Azen, SM 302, Preveza, Greece


Re: [Amel Yacht Owners] Rescueing method of casualty (Person Over Board)

Danny and Yvonne SIMMS
 

Well said Bill.
Danny
SM 299
Ocean Pearl

Sent from my Vodafone Smart

On 1 Apr 2018 10:33 a.m., "greatketch@... [amelyachtowners]" <amelyachtowners@...> wrote:
 

Lifting horizontally???  


I hear the logic and understand the physiology, but that really has to be balanced against the extra time, and complexity of lifting someone horizontally--which is virtually impossible with the number of crew and equipment normally available on cruising sailboats.  The number of victims who are in that narrow band where they will experience a dramatically better outcome ONLY because they were lifted horizontally, is really small.

If this is really the RYA's standard recommendation for routine MOB recovery, in my opinion, it is unrealistic and impractical--no matter how valid its theoretical benefits. I'd expect better, and more practical, advice from them.

Think about this. It is way more complex than just lifting someone with two lines...  if you attach one at the chest, where to you attach the other?  How many people does this take to rig and execute?

In any man-overboard situation, rapid recovery will trump perfect technique--every time.

Any halyard on an Amel is capable of lifting someone out of the water, and any of the winches, manual or electric, will give enough power to lift someone two or three meters.

I have had the valuable experience of participating in an organized evaluation of man-overboard recovery techniques as the "volunteer" in the water who had to be lifted into the boat by a variety of techniques.  It is not easy with a short handed crew and a victim who might not be able to offer much assistance themselves.  

If there is only one person left on board, I would not recommend using the mizzen boom as a lifting crane unless the victim is alert and fully functional.  The danger is if the boat is rolling at all, a person hanging off the end of the boom will swing wildly from side to side, unless they can hold on to something, or someone is on deck can restrain the boom's swing. Maybe you could rig something up, but that would just take more time.The person at the winch in the cockpit is also out of visual and easy auditory contact with the victim.  

It really is an easy ride up out of the water on any mast top halyard in a lifesling, or even just in a bowline.  Just remember, have the victim face in toward the boat so the lifting halyard is between their head and the hull.  This was an important lesson learned, if the victim is face out, the back of his head bangs against the hull as he is lifted.  Unless someone is there at the rail to hold them, do not lift them all the way over the liferails with the halyard, even in calm conditions they will pendulum around wildly.

SOOO much depends on the conditions, the strength and number of remaining crew, and especially the condition of the victim.  Are they conscious?  Hypothermic?  Wearing a lifejacket?  A harness?  Are they panicked?  

We found a lifesling to be a valuable tool to lift someone.  It was easy to get into, even for a victim with restricted mobility, and was simple for the crew onboard to reach and attach to.

If there are two crew left aboard, it might be best to use a mizzen halyard to lift/slide a marginally conscious person up the slope of the reverse transom, if the boat is not pitching too badly.

If there is one person left onboard, and the victim in the water is incapable of helping in any meaningful way, there are no sure-fire solutions in rough conditions.  It is a situation I hope I never have to deal with.

Finally... most inflatable lifevests have a serious design flaw.  When inflated it is impossible for the rescue crew or the victim to attach a line to the lifting harness because the attachment point is buried and inaccessible below the inflated bladders.  With many of them, there is no provision AT ALL for snagging the person in the water with a boathook to hold them alongside. 

Bill Kinney
SM160, Harmonie
Moraine Cay, Abacos, Bahamas


Re: [Amel Yacht Owners] Isolated ground on the Genset

John Clark
 

Eric,  I ran into some weirdness like that installing a new inverter charger.  If you have one starting battery, then the ground may not be on the genset but on the main engine.

I chased down a ground to a small coiled wire going from the volvo starter negative to the Amel bonding system.  

When I lifted the lead there was no connection between 12v neg and Amel bond.....however while the engine started normally it would not turn off with this wire disconnected.  
I haven't had any issues with anodes or corrosion so I left it as it was.

P.S. we were repowered by Amel in 2002 and have the 7.5kw genset and Volvo TAMD22

John
SVAnnie. SM37
Great Guana Cay Exuma

On Sat, Mar 31, 2018, 6:27 PM 'sailormon' kimberlite@... [amelyachtowners] <amelyachtowners@...> wrote:
 

I was doing some work on my MDKAV generator. I thought I would measure the isolated ground.

I put a voltmeter on the isolated ground solenoid case and the 12 volt + battery cable.

The voltmeter read 12 volts. I also clipped the lead on to the bonding strap that is bolted to the engine pan and the 12 volt + cable. I also read 12 volts on the voltmeter. My thinking is that there should not be a negative battery connection between the solenoid case (which is bolted to the engine) or the bonding strap.

Any explanation, ideas?

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 


Re: HULL GELCOAT REFURBISHING PROJECT - OLDER MARAMU

Alejandro Paquin
 

Hello Duane,I uploaded the map I mentioned to you in SIMPATICO´s refurbishing page
Best wishes
Alex Paquin


Re: [Amel Yacht Owners] Isolated ground on the Genset

karkauai
 

Hi Eric.  You are correct in assuming that there should be no connection between the battery negative and the engine block, except when the engine is being started or stopped.

If there is a connection between the Onan block and the 12v positive, I assume that you are getting the same voltage reading everywhere on the bonding system?  

I would disconnect the battery cable from the solenoid and try again.  If there is no voltage, then you can assume the connection is in the solenoid...I think.  If you still read 12v with the battery cable disconnected from the solenoid, you have a different problem.  On my Onan MDKAL 6.5KW, there is a ground (bonding system) connection from the inside of the electrical  case on the aft end of the generator (that has the breakers and start/stop switches on the front).  If I remember correctly, this connection should help prevent electrocution. If it is connected, which mine was when I purchased the boat, it could be the source of your voltage if anything else in the bonding system is inadvertently connected to the battery negative.  If yours is connected, disconnect it and try again.

If anyone sees a flaw in my understanding or logic, please set me straight.

Kent
S/V Kristy
SM243


Re: [Amel Yacht Owners] Shield Wire in NMEA 2000 Backbone

 

Duane,

I don't have a direct answer to your question, but here is some information for you that may be helpful.

Shields are normally connected to the metal case of the devices that are connected by the NEMA wire, but, as you know, many device cases are not metal.

I would never connect a shield to a battery negative and never connect a shield to a case where the case is connected to negative because that negative cable will conduct RF from any device connected to the battery bank.

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus
Amel School www.amelschool.com
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970

On Sun, Apr 1, 2018, 11:40 sailor63109@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Where do you terminate shield wires in general?  Since they are supposed to go to ground, it seems logical that you would connect them to the battery negative, but I'm  really just guessing.  


Appreciate your input.

Duane

Wanderer, SM#477


Re: [Amel Yacht Owners] Frigoboat re-charging

John Clark
 

Mohammad,
  I was going to write a respose based on recharging my unit but this is way better.  One point I would add is that if one is not using a set of refrigeration gauges to make sure to connect the 134 can to the low pressure side.  This is the suction side of compressor and will likely be cool or cold.

John
SV Annie. SM37
Great Guana Cay Exuma.

On Sat, Mar 31, 2018, 6:51 PM 'Mohammad Shirloo' mshirloo@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi Paul;
 
The following is an article that I had run into when I was debugging an issue with our refrigerator. It is on Coastal Climate Control's website. As mentioned on the forum, they seem to be proficient in what they do and therefore I would consider the source reliable.
 

R134a Recharge Guidelines

 

R124a cannisterThere is much talk and discussion in certain forums about how to determine the correct refrigerant charge level for a capillary tube refrigeration system, but there is only one, simple method that will result in the perfect charge in a Frigoboast system; the frost-line method. Pressures and current draw can be monitored to confirm that these are within expected limits, but there is no better way to guage the refrigerant level than with the frost-line method.

Frigoboat R134a charge guidelines

General
The following is intended to be a guide for a boat operator with average mechanical skills. It will describe what symptoms to look for in a correctly charged Frigoboat system so that an evaluation can be made as to whether service is required. No refrigerant gauges are necessary for this evaluation, and their use is required only for major repairs and for evacuating the system.

Warning!
Never use, or allow a technician to use, anything other than pure refrigerant R134a in a Frigoboat system. Cans of refrigerant R134a with additives must never be used, nor must stand-alone additives be introduced into the system. These additives include but are not limited to: leak detecting fluid, leak stopper, dye, extra oil, conditioner, etc. Serious damage can result from the use of such products, which are designed for use only in auto air conditioning systems.

Symptoms of correct and incorrect charge

Correctly charged system
The Frigoboat systems are capillary tube systems, and require a precise refrigerant charge to work at maximum efficiency. Too much or too little refrigerant will result in a systems that will have some cooling effect, but will not be working to it’s full potential. In a Frigoboat system, the temperature of the evaporator is directly related to the amount of refrigerant in the system. There should be enough refrigerant in the system so that the last of the liquid is evaporating back to a vapor at the very end of the evaporator, and just as it enters the suction tube back to the compressor. After running for a time, there should be a slight coating of frost all over the surface of the evaporator, and there should be no condensation or frost on the exposed section of copper tube back to the compressor, and no condensation on the compressor itself. If the system has been installed correctly, the short length of insulation supplied with the system should be positioned on the copper tube starting where it exits the refrigerated box. No other insulation is required, and any extra that has been installed will only cause the system to run at less than maximum efficiency and may conceal symptoms of an overcharge. This short length of insulation is installed to prevent any condensation that may occur as the cold tube leaves the refrigerated box and is exposed to hot, humid air. In a properly charged system, there should be a “tinny, gurgling” sound from the evaporator.

Slightly undercharged system
If there is too little refrigerant in the system, it will have evaporated back to a vapor before it reaches the end of the evaporator. Some of the surface will have a coating of frost, but from the point where the refrigerant has turned all to vapor, the surface will be cold and sweating. The frost begins at end of the capillary tube, where the liquid refrigerant is fed into the evaporator. The evaporator will probably sound the same as a properly charged system.

Seriously undercharged system
If the system is seriously undercharged, the refrigerant may exist in the system only as a vapor, and so there will be no frosting on the evaporator, just a slight sweating and coldness to the touch. In this condition there will probably be a constant hissing sound from the evaporator. This sound is important in identifying if the system is undercharged or overcharged.

Slightly overcharged system
Too much refrigerant in the system will result in liquid still evaporating back to a gas past the end of the evaporator and inside the tubing going back to the compressor. This means that there is still some of the refrigeration process going on inside the tubing, and there will be a build-up of frost or ice on the exposed section. If additional insulation has been added, it may be concealing this symptom and should be removed. The evaporator may appear and sound normal, but will be at a higher temperature than desired, resulting in longer than expected run times.

Seriously overcharged system
If so much refrigerant exists in the system that it raises the temperature of the evaporator above 32 deg F, the surface will only be sweating and cold to the touch, resembling an undercharged condition. But the copper lines leading back to the compressor, and maybe even the compressor itself, will also be cold and sweating, and there will probably be a sound similar to a mountain stream coming from the evaporator. This is a potentially damaging condition as liquid can reach the compressor where it can damage the valves, since refrigeration compressors are designed to compress gas only.

 
 
 
Respectfully;
Mohammad and Aty
B&B Kokomo
Amel 54 #099
 


From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Saturday, March 31, 2018 3:14 PM
To: amelyachtowners@...
Subject: [Amel Yacht Owners] Frigoboat re-charging

 

Hi all,

Would anyone know where I can find an idiots guide to re-charging a friogboat fridge whcih uses R134A refrigerant?

Cheers,
Paul
Ya Fohi - Amel 54 #98



Re: [Amel Yacht Owners] Re: Dessalator pump not working

 

Paul,

That posting about 2 each 30mfd was me, but it was for a Dessalator 160. 

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus
Amel School www.amelschool.com
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970


On Sat, Mar 31, 2018, 19:15 brass.ring@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi Mohammad,


I removed the two capacitors on the high-pressure pump and measured their capacitance.  The first was 18mfd and the second measured 25mfd.  I assumed they should have been 30mfd each.  I replaced them with two new 30mfd and the pump started.  Subsequently, I looked through the owners group data and found a reference to 2-30mfd for the high-pressure pump.  I believe the posting was from Bill Rouse, however I went back to find the data to give proper credit and cannot find it again.

 

With those two large capacitors on your high-pressure pump you may want to check the amp draw and verify it is within the nameplate rating on the motor.  Thanks for your earlier reply.

Mark Mueller
A 54 – 68, Brass Ring
Fort Lauderdale



Re: [Amel Yacht Owners] Rescueing method of casualty (Person Over Board)

 

Of course, I didn't say it, and I should have to be absolutely clear, but when lifting a person who is unable to swim or be pulled to the swim ladder, the mizzen boom should be held in place with the mizzen preventer (with the boom at about 150 degrees, relative) until such time the lifted person is ready to be brought completely on board. 

Although I have never experienced an actual distressed person rescue in this manner, I have tried it in practice situations. The weight of the person will swing the boom even in calm seas.

Of course there are other unstated details like securing the bitter end of the halyard. I didn't intend my words to be a step-by-step procedure.

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus
Amel School www.amelschool.com
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970

On Sat, Mar 31, 2018, 17:33 greatketch@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Lifting horizontally???  


I hear the logic and understand the physiology, but that really has to be balanced against the extra time, and complexity of lifting someone horizontally--which is virtually impossible with the number of crew and equipment normally available on cruising sailboats.  The number of victims who are in that narrow band where they will experience a dramatically better outcome ONLY because they were lifted horizontally, is really small.

If this is really the RYA's standard recommendation for routine MOB recovery, in my opinion, it is unrealistic and impractical--no matter how valid its theoretical benefits. I'd expect better, and more practical, advice from them.

Think about this. It is way more complex than just lifting someone with two lines...  if you attach one at the chest, where to you attach the other?  How ma ny people does this take to rig and execute?

In any man-overboard situation, rapid recovery will trump perfect technique--every time.

Any halyard on an Amel is capable of lifting someone out of the water, and any of the winches, manual or electric, will give enough power to lift someone two or three meters.

I have had the valuable experience of participating in an organized evaluation of man-overboard recovery techniques as the "volunteer" in the water who had to be lifted into the boat by a variety of techniques.  It is not easy with a short handed crew and a victim who might not be able to offer much assistance themselves.  

If there is only one person left on board, I would not recommend using the mizzen boom as a lifting crane unless the victim is alert and fully functional.  The danger is if the boat is rolling at all, a person hanging off t he end of the boom will swing wildly from side to side, unless they can hold on to something, or someone is on deck can restrain the boom's swing. Maybe you could rig something up, but that would just take more time.The person at the winch in the cockpit is also out of visual and easy auditory contact with the victim.  

It really is an easy ride up out of the water on any mast top halyard in a lifesling, or even just in a bowline.  Just remember, have the victim face in toward the boat so the lifting halyard is between their head and the hull.  This was an important lesson learned, if the victim is face out, the back of his head bangs against the hull as he is lifted.  Unless someone is there at the rail to hold them, do not lift them all the way over the liferails with the halyard, even in calm conditions they will pendulum around wildly.

SOOO much depends on the conditions, the strength and number of re maining crew, and especially the condition of the victim.  Are they conscious?  Hypothermic?  Wearing a lifejacket?  A harness?  Are they panicked?  

We found a lifesling to be a valuable tool to lift someone.  It was easy to get into, even for a victim with restricted mobility, and was simple for the crew onboard to reach and attach to.

If there are two crew left aboard, it might be best to use a mizzen halyard to lift/slide a marginally conscious person up the slope of the reverse transom, if the boat is not pitching too badly.

If there is one person left onboard, and the victim in the water is incapable of helping in any meaningful way, there are no sure-fire solutions in rough conditions.  It is a situation I hope I never have to deal with.

Finally... most inflatable lifevests have a serious design flaw.  When inflated it is imposs ible for the rescue crew or the victim to attach a line to the lifting harness because the attachment point is buried and inaccessible below the inflated bladders.  With many of them, there is no provision AT ALL for snagging the person in the water with a boathook to hold them alongside. 

Bill Kinney
SM160, Harmonie
Moraine Cay, Abacos, Bahamas


Shield Wire in NMEA 2000 Backbone

Duane Siegfri
 

Where do you terminate shield wires in general?  Since they are supposed to go to ground, it seems logical that you would connect them to the battery negative, but I'm  really just guessing.  


Appreciate your input.

Duane

Wanderer, SM#477


Re: [Amel Yacht Owners] where do you store your tools?

eric freedman
 

Hi Kent,

Yes it is in the forward hanging locker. When I had Kimberlite made I had Amel

put  shelves in the back of both hanging lockers.  I put the bigger things on those shelves, torque wrenches,

sander, grinder etc. Also, under the tool box there is a space to fit my canister vacuum cleaner.

Fair Winds

Eric

 

 

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Sunday, April 01, 2018 11:58 AM
To: amelyachtowners@...
Subject: Re: [Amel Yacht Owners] where do you store your tools?

 

 

Eric, your tool cabinet looks like it's in the forward hanging locker?  Beautiful...and it's forward and starboard to help with trim.  Brilliant!

Kent

SM 243

Kristy

Kent Robertson

S/V Kristy

Panama cell: +507-61171896

USA cell: 828-234-6819


On Mar 31, 2018, at 12:57 PM, 'sailormon' kimberlite@... [amelyachtowners] <amelyachtowners@...> wrote:

 

https://groups.yahoo.com/neo/groups/amelyachtowners/photos/albums/1140528980

 

I believe this is the absolute best way to store tools.

I also has Amel add a drawer under the lowest step. I use this for everyday tools.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 

 

Hi all,

I'm wondering where you store all your tools.  I feel like most of us are very handy, so we must have a lot of them.  I use many of my tools on a near-daily basis, so I like to keep them easily accessible.  I've filled both of the drawers beneath the starboard settee, and I still have more tools that need homes!  Is there some awesome storage place I haven't thought of?  Where do you keep yours?

 

Thanks,

Ryan

SM 233 Iteration

Boston, MA, USA

 


Re: where do you store your tools?

Duane Siegfri
 

Eric,

You're giving all of us a bad case of the envies!!

What a great way to store the tools, and beautiful to boot!

Duane
Wanderer, SM#477


Re: [Amel Yacht Owners] where do you store your tools?

karkauai
 

Eric, your tool cabinet looks like it's in the forward hanging locker?  Beautiful...and it's forward and starboard to help with trim.  Brilliant!
Kent
SM 243
Kristy

Kent Robertson
S/V Kristy
Panama cell: +507-61171896
USA cell: 828-234-6819

On Mar 31, 2018, at 12:57 PM, 'sailormon' kimberlite@... [amelyachtowners] <amelyachtowners@...> wrote:

 

https://groups.yahoo.com/neo/groups/amelyachtowners/photos/albums/1140528980

 

I believe this is the absolute best way to store tools.

I also has Amel add a drawer under the lowest step. I use this for everyday tools.

Fair Winds

Eric

Kimberlite Amel Super Maramu #376

 

 

Hi all,

I'm wondering where you store all your tools.  I feel like most of us are very handy, so we must have a lot of them.  I use many of my tools on a near-daily basis, so I like to keep them easily accessible.  I've filled both of the drawers beneath the starboard settee, and I still have more tools that need homes!  Is there some awesome storage place I haven't thought of?  Where do you keep yours?

 

Thanks,

Ryan

SM 233 Iteration

Boston, MA, USA

 


Re: [Amel Yacht Owners] Just a bit off topic, but worth saying...

Brent Cameron
 


Re: [Amel Yacht Owners] Just a bit off topic, but worth saying...

karkauai
 

Amen, Bill.  With rare exceptions, we treat each other with dignity, respect, and humor.  We are a "family" with far fewer personality issues than most families.  When meeting other owners in person, I find them all to just my kind of folks.  I too am grateful to be a part of this exceptional community.
Kent
SM243
Kristy
Key West heading N to St Michaels MD in a week or so


Re: [Amel Yacht Owners] Alternator replacement

Willem Kroes
 

Hi Rink,

 

I have the same problem. Not that the alternator is not working, but I want a spare one and also a smart external regulator that is programmed for my new Lithium Iron Phosphate batteries.

 

I also asked the Amel community, but there was no reaction.

 

Next week I will go to my boat in NW Spain (at dry standing there at the moment), driving my own car with a new dinghy (WalkerBay Rid) on the trailer. I will stay there one week and will bring the alternator with me back to the Netherlands. Early May I will go back to the boat by plane and bring the alternator with me and may be also the new one. So by the end of April I certainly know what model will fit. One other thing is also important. Lots of alternators are case grounded and what you need in the Amel is an isolated alternator, because the engine only has a ground connection at the moment of starting and that of stopping (therefore there are diodes installed in the wiring of the starter). With a case grounded alternator you will make the specific electric wiring in the Amel more or less worthless.

 

Kind regards,

 

Willem Kroes

 

SM# 351 KAVANGA

 

Van: amelyachtowners@... <amelyachtowners@...>
Verzonden: maandag 12 februari 2018 17:29
Aan: amelyachtowners@...
Onderwerp: [Amel Yacht Owners] Alternator replacement

 

 

The 24V alternator on my Yanmar 4JH3TE engine (2001) needs replacement. I can't decipher the model and make of it.

Does anyone recently replaced it and /or have a recommendation for this?

I am currently in Greece (Lefkada) and the local repair shop is struggling with it.

 

Many thanks

Rink de Haan

SY Razor's Edge

Amel SM2K #330


Re: [Amel Yacht Owners] SM Keel bolts

Alan Leslie
 

Hi Eric and Mike,

We replaced ours with a 3mm copper strap bent to Bill Rouse's dimensions...it needs to last...

Cheers
Alan
Elyse SM437


Re: [Amel Yacht Owners] Amel 50 review

ngtnewington Newington
 

I agree with Jean, and have done a few miles (two circumnavigations plus).
In addition the ballast ratio is a mere 27% unladen with cruising gear.  Fully loaded she will be down to 25% or less.
So I fear that Amel are moving their focus from the true voyaging market to the mass market.

Nick (Amelia #54)


On 1 Apr 2018, at 10:46, 'Jean Boucharlat' jean.boucharlat@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Dear All,

 

This is my take on the new Amel 50:

 

I am yet to read the article in Yachting World but would agree very much with everything Pip Hare is reported to have said. She is an extremely competent and courageous sailor but, unfortunately, she is not the right person to assess a cruising boat.

 

As to my credentials: over the years I have owned 4 boats, two of them bought ne w from Amel, a Maramu in October 1981 and a SM in July 1998. Both were the best boats I ever owned or sailed on and I am a great fan of the Amel philosophy. The basic tenet of this philosophy is that a boat should take good care of whoever is on board. This breaks down into two components, at sea, be safe and reasonably comfortable, at anchor, be comfortable and relatively easy to maintain and, in both situations be, as much as possible, not dependent on shore facilities.

 

Now, twice I went to La Rochelle to be given a tour of the new 50 and I came out saying to the yard management that I would not buy one. I agree that she is very well built, like all past Amels, and she is more “modern” in many respects than her predecessors, but, in reality, she is a luxurious Beneteau, good for extended week-end sailing but not much more. Why? Here are my gripes:

 

1) Rig: she is a singlesticker, not a good choice for any cruising boat over 45 feet. One loses too much in terms of versatility of sail combinations. On top of it she has a self-tacking staysail. Ridiculous!

 

2) Cockpit: not one single locker in the cockpit, where the SM had 3. When at sea if one needs a rope, a shackle, a bucket, a block, anything, one has to fetch them from the lazarette. Unacceptable! Henri Amel was adamant that anyone could sail his boats without ever having to leave the safety of the cockpit.

 

3) Hull shape: in line with current architects thinking (could it be a fad?), the 50 has a very wide stern and two side rudders. No skegs, very exposed both to flotsam and to submerged lines particularly in Med style marina moorings. Also, maneuverability in reverse suffers considerably even with a bow-thruster.

 

4) Layout:

- Cabins: too many of them, on a 50 footer you don’t need 3 cabins and you certainly do not need two of them with centerline berths. Here again, Henri Amel considered that his boats should not be dormitories but should accommodate, on any tack, about 3 people sleeping plus one on watch. On the 50, at sea, only the rear cabin center berth can realistically be used. Do you want to have to sleep there with anyone else than your wife or girl friend?

- Saloon: wide and beautiful at anchor, wide and treacherous at sea. Not one single handhold to help you keep your balance.

- Kitchen: now located in the passageway to the rear cabin. This does away with the most comfortable berth at sea, puts the cook in a hot and stuffy area at a distance from the cockpit and makes for an athwart-ships drawer-fridge that will not open on port tack and will spill all of its contents on starboard tack.

- Sump: was unpleasant but relatively easy to access on Maramu’s and SM’s, became more awkward on the 54 and is well nigh impossible on the 50. Quite a few issues looming do wn there in the dark!

 

OK, so I am an old curmudgeon, but I loved my Amel’s, admired the yard and made friends with many terrific people there . Over the past 10 years, starting with the 55, sadly I have seen the yard drifting away from the principles established by Henri Amel. I consider this a terrible loss to the cruising community as I do not know of any other yard in the world building any boat coming close to the concept ant the quality of the Amel’s of the past.

 

Requiescat in pace,

 

Jean Boucharlat

 

 

 

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: samedi 31 mars 2018 13:45
To: amelyachtowners@...
Subject: [Amel Yacht Owners] Amel 50 review

 

 

Hi All,

 

 There is a great review of the Amel 50 in April's Yachting World--she's on the front cover as well.

 

The reviewer is Pip Hare. We first met Pip in Piriapolis , Uruguay, where she had sailed two handed in The Shed,  an Oyster 37 which had seen better days. She decided to do the OSTAR, the single-handed transatlantic race, so she sailed back singlehanded from Uruguay to UK and set off on the race. Somewhere to the west of Ireland a lower shroud parted. Mast swaying,  she nursed the boat back to a bay on the south cost of Ireland where her father rowed out to her with a new stay. She wasn't allowed shore assistance beyond that ,so she had to rerig the boat herself . She set off in pursuit of her class who by now had 2-3 days lead on her. She overhauled most of them.

 Pip went on to compete  successfully in those crazy 30 footers which the French love, on races like the Route du Rhum and is probably at her happiest single handed in mid-Atlantic up to her waist in cold sea water, in the dark,  in the cockpit having just broached while trying to maintain 17 knots when her competitors have eased back to 10.

 

 So, you might wonder what on earth she would make of the Amel 50.  It was December,  dark, wet and windy off La Rochelle. She confesses that did feel overdressed sitting in the cockpit in her salopettes and seaboots ( remember them ?) with warmth rising from the saloon together with the aroma of bread and fresh coffee...

 

 Her conclusion:  " I can't sit on the fence about the Amel 50; it's a brilliant boat.........I arrived with some heavy preconceptions, perhaps about as much as the kind of sailor I am as the kind of boat I would be sailing. I was treated to the full Amel experience.... but if you take away the fine food, endless expressos and crisp white bed linen, the Amel still shines. It sails well, it is beautifully built and it made me smile. I left surprised and ever so slightly in love & quot;

 

 Praise indeed ! I think the La Rochelle yard is going to be very busy.

 

 Ian and Judy,

 Pen Azen, SM 302, Preveza, Greece