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Vaughan

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Vaughan last won the day on April 27

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  1. I agree with MM (as usual ) but we are talking of different things. Sick has entered the vernacular to mean impressive, or cool. At least I think so! Sic is indeed from the latin and is usually used when quoting something as it was written, although the quote is not itself grammatical. Thass loik when oi reckun these yunguns don't half talk a load of ol' squit (sic).
  2. Time you got yourself a new avatar, old chap. So how's the new boat going? We are waiting for a report!
  3. Two comments on the debate, from my own experience running hire boats, but not necessarily based on "the science" : 1/. I have always known hire boats to have a coarse pitched prop, to give power at low revs, especially when going astern. What we want is manoeuvrability, not speed. How the big prop affects high speed doesn't concern us as the revs of the engine are governed by the boatyard anyway. 2/. Once the engine has been revved up on starting, to "cut in" the alternator, it will charge, even on tick-over. You may see a small difference in amperage when revving up, if
  4. If it is the old cable type it is probably accurate! Personally, I find a Perkins "sounds right" when it is ticking over at the right speed. Imagine the sound a black cab taxi makes, when it pulls up at the kerb, and that is about it. The Perkins 4107 was a taxi engine!
  5. The speed control cable is attached to the control lever on the injector pump and there is a small threaded setscrew on either side of it, with lock nuts. These act as limiters, for slow and fast speed. The Perkins pushes the throttle closed (as I remember) whereas the Nanni pulls it, so with the Morse lever in the neutral position just undo the setscrew which is touching the lever, until you get the right revs and then tighten the locknut. The spanner is the same size as for the fuel bleed nuts. 3/16 AF, as I remember. Do this with the engine running of course, but keep your
  6. For a start, the 4107 ticks over at 700 rpm. This can be adjusted on the injector pump. Too high a tickover could cause a violent gear change and wear on the flywheel thrust plate. The rest of the revs seem too high to me. Do you know what size the present prop is?
  7. Moonraker did well then, to beat a punt "over the water"!
  8. This is a good example of the benefit of shore power, when available. A boat fitted with shore power will (ideally) have a charger of at least 40 amps (DC), of which about 35 amps will be "effective". So, in the evening, 5 amps for the fridge, 5 amps for the Webasto (once it has started), about 2 or 3 amps for lighting, 5 amps for the TV (depending on model) and the odd burst of 15 amps for water pumps. So when plugged in to the bank, your batteries are not being "cycled" and will last for a long time. Solar panels won't provide this amount of power but they are giving a co
  9. That is what I would call seamanship, rather than just regulation!
  10. Batteries are designed for a number of "cycles" and this is usually marked on them, along with their amp/hours and CCA ratings. If you moor up for the night, use the domestic batteries for lighting, heating, water pumps, fridge, etc and then charge again the next day, that is called a "cycle". If you take the battery down to 50% of its charge, that is a "deep cycle". The average 110 A/H domestic battery will do about 600 cycles. After that, it is finished. A more expensive type such as Elecsol, would do 1200 to 1400 cycles. Hence on a hire boat doing about 23 weeks a year, th
  11. I don't know about Ireland, but the crazy Dutchman was delivering boats for Blue Line back in the late 60's, when their French operation was quite new. In those days, Blue Line's main base was in Marseillan, on the ├ętang de Thau, before they moved to the Beaver fleet base at Port Cassafieres, when both companies were bought by Crown Cruisers, of Somerleyton, and became Crown Blue line. Beaver Fleet by the way, was not the original yard at Someleyton but a new company in St Olaves, on a yard later operated by Alphacraft. The history of Broads businesses tends to be a bit incestuous!
  12. This was in the old days when Broads boats were built without any specific standards. Nowadays all boats are built to ERCD standards, of which cat D, which applies to the Broads, only allows you out off shore for a certain distance "from shelter". I think it is three nautical miles, from memory. Cat C, I think, is 10 miles, so you still probably couldn't cross the channel in one. There is no specific building standard in Europe (as far as I know) for inland waterways, so most countries insist on a minimum of ERCD cat D, which is actually a sea regulation. Broad Ambition can go bom
  13. If only the world of boat hiring were that simple.
  14. I agree with Turnoar. If these are genuine Wilds hulls they will have been laid up very thick, as these were the early days of GRP construction. Can't say the same for those laid up later by another yard, using the same mould tools! They are also a Broads design, which can sit happily on the long keel, having been winched up a slipway into a shed. Personally I wouldn't like to go on a drying out berth without bilge keels as these boats will lean over a lot if they run aground. I can also see that all the weight coming onto the keel might sink it deep into the mud and cause problem
  15. Try this one then . . . . If you applied for planning permission to put up a garden shed on the banks of the Ant on land which is an old staithe at the end of one of the most pleasant country walks in the area, would you get it?
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