HDTenEightyP/NetNews huggingface dataset:
From: dunne@rtsg.mot.com (Jim Dunne)
Subject: Re: How common is overheating from no cooling water?
Organization: Motorola Inc., Cellular Infrastructure Group
Date: Tue, 29 Sep 1992 22:38:33 GMT

In article <1992Sep29.050921.19431@mdd.comm.mot.com> zintel@mdd.comm.mot.com (Mike Zintel) writes:
>I lost my cooling water feeding a 350 CID Merc after running well for about 
>an hour. How common is this? Does fresh-water cooling help? How about an 
>alarm? How much damage is usual?

    It's common in Mercruiser stern drives with that rubber impeller
    water pump.  In your case, it sounds like the impeller was marginal
    at best, and enough vanes wore/broke off to finally stop the
    pumping action.

    I busily set about cleaning, oiling, and tuning up our 3.0 liter
    Merc in spring '91.  Being our first I/O boat, and used, I didn't
    know about this pump design... until the temp guage pegged and the
    engine started steaming like yours did on the first ride.  I
    crawled home, and set about the standard "replace the thermostat/
    coolant" as you would on a car.  After talking to the parts &
    service guys and a co-worker, and seeing the posted service bulletin
    about impeller damage, I now realize you don't crank the boat's
    engine *at*all* unless water is present at the intake.  A $6 pair
    of ear muffs, and a bit of hassle trying to stretch the hose to my
    driveway later, I can now work on the boat easily.

    I changed the entire pump to the tune of $85 (it melted), and
    learned my lesson.  There's no apparent damage to the boat, it runs
    nicely when I can keep all the variables in tune!  I watch the temp
    guage regularly now.  To replace, you just remove the bottom of the
    stern drive, and the impeller is inside the pump housing inside.
    Not too bad, until you lose a washer or $3 stainless steel nut in
    the driveway gravel :-(

    Said co-worker always replaces his impeller yearly, just on
    principle.  I should too... occasionally I'll crank the engine with
    the drive up, and the service bulletin shows complete meltdown in
    45 to 60 seconds!

    Got a fair amount of use from our boat this year; I even learned how
    to Skurf  =B^)


    Jed
    Motorola Cellular
--
   Jim Dunne   dunne@rtsg.mot.com    ...uunet!motcid!dunne   Northern IL, USA
    --<{ TEAM STRANGE -- street / dirt / lake / snow / ice  LOCO-MOTION }>-- 
Newsgroups: rec.boats
From: ddwa_ltd@uhura.cc.rochester.edu (The Viceman)
Subject: Re: sailing simulators
Keywords: moonpies, sailing
Organization: University of Rochester - Rochester, New York
Date: Tue, 6 Oct 92 00:22:30 GMT

I received a copy of Posey's Cold Cup Challenge (GCH), as well as
Gold Cup 2 (GC2), "through the grapevice", if you know what I mean.

They are both very good, GCH being the better of the two if you have
a decent monitor.  Basically, I think the programs give you a great
practice sesion for understanding what to do (which way to go) in 
different wind conditions.

GCH gives you a birds-eye view of a port-rounding race course, and you
select whether you want to attempt pre-start maneuvering.  The course
is a modified Olympic course (downwind finish), and you can select any of
four classes: 420, J-24, 12-meter, and I forget the fourth.  You can 
also select fleet size.

As a student, I am not willing to spend $55 for a game like this, 
(especially since it's not copy protected) but as a sailor who has been 
racing for 6 years, I'd say the program is a novelty, and great for
buffing up on your downwind Gybing during the winter.  As for the
other programs that come along with the package, I wouldn't know.

Happy Sailing!

-------------------------------------------------------
Dan Waltuck            Flying Scot #3290
ddwa_ltd @ uhura.cc.rochester.edu
-------------------------------------------------------
.

Newsgroups: rec.boats
From: thompson@atlas.socsci.umn.edu (T. Scott Thompson)
Subject: Re: Navigation problem in textbook
Reply-To: thompson@atlas.socsci.umn.edu
Organization: Economics Department, University of Minnesota
Distribution: austin
Date: Sat, 26 Sep 1992 22:48:30 GMT

ljane@devnull.mpd.tandem.com (Linda Cast) writes:

> Can you help me with a navigation correspondence course problem?
> The text is excellent, but the information on this isn't clear.
> The problem is to find the distance from A to B.

> You are given Lat & Long for A and B. Presumably you find the 
> difference between each - and then? 

> One person suggested that theoretically it's a geometric problem of
> a2 + b2 = c2, with a2 = difference between latitudes, b2= difference
> between longitudes. True?

False!  To convince yourself think about two pairs of points:

     pair 1:  A = (0 Lat, 0 Long)     B = (0 Lat, 180W Long)

     pair 2:  A = (90N Lat, 0 Long)   B = (90N Lat, 180W Long)

The two points in pair one are on opposite sides of the world.

The two points in the second pair are actually both the same point,
namely the north pole.

But if your formula is correct then the distance AB in each case
should be the same.  Obviously it isn't.

I won't give you a complete answer, but here are a few hints:

Think about the two rays that start at the center of the globe and
pass through your two points.  These two rays meet at some angle (at
the center of the globe).  The distance between the two points is
going to be equal to the radius of the earth, times the angle between
the two rays.  (You must measure the angle in radians for this to
work.)  Now all you have to do is figure out what the angle is.  This
is going to require some trigonometry.

It will also help to know that if (x1,y1,z1) and (x2,y2,z2) are two
points in 3-D space (using the usual 3-D coordinates rather than Lat,
Long.) then the angle A between the rays connecting these points to
the origin satisfies the equation:

                         x1*x2 + y1*y2 + z1*z3
   cos(A) = -------------------------------------------------------
            Sqrt[ (x1*x1 + y1*y1 + z1*z1)*(x2*x2 + y2*y2 + z2*z2) ] 

It will also make life easier if you first solve the problem assuming
that the radius of the earth is 1 mile, then multiply this answer by the
actual radius to get the real answer.

Good luck.
--
T. Scott Thompson              email:  thompson@atlas.socsci.umn.edu
Department of Economics        phone:  (612) 625-0119
University of Minnesota        fax:    (612) 624-0209
Newsgroups: rec.boats
From: guido@blink.att.com (Guido Bertocci)
Subject: Re: Sailing into a slip
Organization: AT&T
Date: Tue, 6 Oct 1992 13:02:43 GMT

hanners@oasys.dt.navy.mil (Robert Hanners) writes:

>In rec.boats, donr@hpcvcdo.cv.hp.com (Don Reid) writes:
>>This summer I watched a member of our club teaching his adult daughter how
>>to bring their thistle (a 19' 500Lb boat) into the dock.  The winds were
>>15 kn with gusts to 20.  We were downwind of a large hill so the shifts
>>were significant.

>Many years ago (30 to 35), I had a Thistle (17 feet and, if I recall, only
>450 pounds) which I used to pride myself with doing much the same thing.
>They are *very* responsive.  Alas though, one time I was showing off
>this maneuver approaching a concrete dock on Indian River in Florida
>when a sudden wind shift caused a total collapse of my strategy.  The
>plumb bow of the beautiful molded plywood hull fetched the 6 inch slab
>at about 3 knots.  Spent two weeks repairing my boat; my ego never
>recovered.

While I consider myself competent in dinghies I would suggest that docking
a large keel boat is very different than a dinghy.  While it might seem
spectacular to plane into the dock and then stop quickly, it is actually
pretty easy to do in a small boat.  There are often times when we
have to come downwind into a dock area, jibe fast and point up to slow down.
Once you get below a reach you can't slow down very effectively so
one is often planing.  However, a hard gybe almost immediately stops your
momentum.  
The type of approach described above has many opportunities to fine tune
your speed that don't exist when pulling into a slip. 
First of all, we almost always end up pulling into the dock straight 
up wind.  We also have more of a choice of where on the dock we actually
land.  If you are coming too fast you can often aim further down the dock.
When pulling into a slip you have a very specific spot that
doesn't conveniently rotate with the wind.
By pushing my main out I can very quickly slow the boat down which
is harder to do in a bigger boat.
Last but not least, it is ok to have a little, not a lot :-), speed 
at the end.  My brother can easily grab the dock and stop the boat.
In fact he probably gets more irritated if I end up two feet from the dock
and cause him to almost fall in.
While knowing how to handle a dinghy gives one a good feel of the wind
and water, docking a big boat is a different skill.
From: knorris@vax1.umkc.edu
Newsgroups: rec.boats
Subject: Advice on Merc 1500 needed
Date: 6 Oct 92 15:40:24 GMT
Article-I.D.: vax1.1992Oct6.094024.1
Organization: University of Missouri - Kansas City

I have a 1974 Merc 1500 (inline 6, 150 HP) on a '67 Glastron 16'. Everything 
was fine (except for some bog off-idle) until last week.  There was a strange 
sound (metallic, varies with rpm), and I couldn't get past 4000 rpm.  Took her 
back in, pulled the plugs, and found a chunk missing from the #1 piston, with 
particles welded to the sparkplug. The engine was still running, but not too 
well.

I then put in a fresh plug, and tried it again.  It seemed ok for awhile, but 
then the same thing happened.  It seems like some sort of overheating, but I 
am getting water out of the tell-tale hole, and I don't hear detonation.  But 
what else is there?

So, a couple of questions for any Merc wizards out there.  What is causing 
this?  -and- I am assuming that ole #1 will have to be replaced, so would it 
make sense to completely overhaul the powerhead at this point?
Any ideas about the cost involved?  Anyone know if Mercury sells a new
shortblock for these?  

Incidentally, I use only Merc oil with premium unleaded mixed properly.  

Any and all experiences/advice/opinions welcomed!  Many thanks

Kent
From: lauglin@ship.wimsey.bc.ca (Laughlin Hughes)
Sender: UUCP@ship.wimsey.bc.ca
Newsgroups: rec.boats
Subject: Working on the boat
Date: Thu, 01 Oct 1992 09:49:00 -0800

JFH/From: jfh@cs.brown.edu (John F. Hughes)
   /Organization: Brown University Department of Computer Science

JFH/that some local old salt had said to a new boat owner that "there are
folks
   /that work on their boats and folks that sail their boats. What the hell
are
   /you doing tinkering with something unimportant when there's a clear sky
and
   /a good breeze?" The point is well-taken

        Geeeees John - I *thought* you were a Tornado sailor! <grin>...

        Laughlin Hughes
        Tornado KC234
        Toronto

 * OLX 2.2 * Which one is the non-smoking lifeboat?


Newsgroups: rec.boats
From: dgm@jupiter.sun.csd.unb.ca (David G. Macneil)
Subject: Signet Instruments.. Manuals
Keywords: Signet  manuals
Organization: University of New Brunswick
Date: Thu, 1 Oct 1992 20:39:44 GMT

	I purchased a CS 33 (1981) this spring ( very satisfied,
been having a great summer, thank you.)  The previous owner was
careful with everything except the manuals.  I have since located manuals
for all but the Signet instruments.

	This is an appeal for help or suggestions locating / copying
manuals for the following instruments:

	Signet   Wind Point   mk 24
	Signet   Wind Speed   mk 30
	Signet   Depth        mk 172
	Signet   Knotlog      75

	Please drop me an E-mail note  ( DGM @ UNB.CA ) with any
help or suggestions. 

	David Macneil
-- 
===     David G. Macneil,  Director,  Computing Services         ===
===     University of New Brunswick,                             ===
===     Fredericton,  New Brunswick,  CANADA,  E3B 5A3           ===
===                                                              ===
From: spencer@panix.com (David Spencer)
Newsgroups: rec.boats
Subject: Re: Info request on a sailboat
Keywords: sailboat trailerable camping
Date: 2 Oct 92 12:32:40 GMT
Distribution: usa
Organization: PANIX Public Access Unix, NYC

In <1992Oct1.192247.20930@spectrum.xerox.com> baxter@ writes:
>  A friend of mine is interested in recommendations for sailboats with the
>following features:

>1) trailerable - He currently has a Jeep Commanche for hauling the thing.
>2) suitable for weekend excursions - Preferable with a small cabin for 
>sleeping aboard with two people but able to carry camping gear for more
>people.
>3) comfortable to sail - He is basically looking for a comfortable, 
>stable boat.
>4) initial investment and continuing costs.

A Sonar would be great, except for 2).

>  He currently sails a Hobie 16 on Lake Ontario and on the Finger Lakes of 
>Western New York.  He hopes to use this new boat in the same places and 
>for weekend excursion to the Thousand Islands region of New York.  

>  A possible suggestion he has heard is a cat boat, does anyone have 
>comments pro or con about this boat or any others.

Hmmmm. Going from a Hobie to a catboat. Guess that's what it means to
grow up...

Catboats are wonderful. A catboat will definitely fit his four
criteria. They are unbelievably stable. (They're particularly nice if
your mate thinks heeling is a sign of poor seamanship.) A centerboard
boat would be easy to trailer. They are easy to sail, particularly
singlehanded.  Traditional designs have very shallow (typically about
a foot) drafts with centerboards, so they could be sailed in shallow
water and beached. They are also beautiful.

Plus, you could get a Herreschoff design, and be the envy of every
right-thinking sailor.

A wooden catboat would also make him the envy of every right-thinking
sailor. However, it would cause him to question his sanity within the
year. Unless he likes to spend as much time working on the boat as
sailing it, he shouldn't do that. [Flame away, wooden boaters; I know
whereof I speak. I loved her, but I had to divorce her.]

I don't know what the winds are like up there, but catboats are
perfect in high, gusty winds (check out Buzzards Bay or Vineyard
Sound). The gaff rig makes it easy to spill just the right amount of
air or to reef.

On the other hand, they aren't speed demons, and traditional designs
are quite heavy.

dhs   spencer@panix.com
Sonar 404|Gem 21
Newsgroups: rec.boats
From: bennett@erich.triumf.ca (P.Bennett)
Subject: Re: deciphering time codes
News-Software: VAX/VMS VNEWS 1.41    
Organization: TRIUMF: Tri-University Meson Facility
Distribution: usa
Date: Wed, 30 Sep 1992 19:28:00 GMT

In article <BvE9HI.9L6@news.orst.edu>, kaufmanj@ucs.orst.edu (John Kaufman) writes...
> Next month I will be doing some cruising in the Sea of Cortez. I am a novice
>at celestial navigation, and plan to practice, practice, practice during my
>time there. Obviously I need to synchronize my watch to precise GMT. Months
>ago someone on the net posted a telephone number for time, as kept by the
>Naval Observatory. I have called this number, and have gotten a series of
>tonal beeps which I cannot decipher to set my watch. Can someone explain to
>me how to decrypt these tones?

This system is, I believe, used to set a _computer's_ clock - you are hearing
modem tones.

> 
>Is there another source available to obtain accurate time? Is the local time
>supplied over the telephone accurate enough for this purpose? The Naval
>sciences department on campus here can't seem to answer my questions.
> 

The traditional source fro accurate time is US National Bureau of Standards
(actually, they changed the name some time ago...) radio stations WWV and WWVH,
which transmit in the shortwave bands, on 2.5, 5, 10, 15, 20 MHz.  the time is
announced every minute.  Any reasonable shortwave receiver should be able to
pick up these broadcasts - the particular frequency you can receive will vary
with location and time of day.


>Thanks!
> 
>John Kaufman
> 
>                                    I am what I am and thats all that I am
>                                                -Popeye the Sailor
> 
> 
Peter Bennett VE7CEI                | Vessels shall be deemed to be in sight
Internet: bennett@erich.triumf.ca   | of one another only when one can be
Bitnet:   bennett@triumfer          | observed visually from the other
TRIUMF, Vancouver, B.C., Canada     |                          ColRegs 3(k)

Newsgroups: rec.boats
From: aro@aber.ac.uk (Andrew Ormsby)
Newsgroups: rec.boats
Subject: Re: Sailing into a slip
Date: 1 Oct 92 16:01:01 GMT
Reply-To: aro@aber.ac.uk (Andrew Ormsby)
Organization: CS Dept, University College of Wales, Aberystwyth

In article <1992Sep30.164350.13191@news.eng.convex.com> henry@convex.com (Lee Henry) writes:

   In article <16872A472.STU@mwvm.mitre.org> STU@mwvm.mitre.org writes:
   > stuff deleted
   > 
   >You have given me cause to think again about the sails - thank you.  /Stu

   I'll second that.  Why didn't some one bring this up about 2 weeks ago
   before my motor stalled in the marina while I was 100 yards away from my
   slip.  My genoa was furled and the mainsail cover was on.

   By the way how do you slow down when you have to sail down wind into
   your slip and you have a pretty good breeze pushing you along?  My slip
   is just about even with the end of the gas dock so I don't think I could
   use my anchor to back myself into the slip due to the traffic.

Sailing downwind, a reasonable approach is to use just the jib. If you
have furling, it is easy to get rid of it as you get near your target.
If you don't have furling, have someone on the foredeck to gradually
pull the sail down as you get near. If your main is still up, don't
forget that sheeting it in tight will reduce power if you are running. 

In a stiff breeze, you won't need any sail at all -- if you are
running straight downwind, you'll probably find yourself doing a
couple of knots under bare poles, which is potentially embarassing. If
your boat is small and light, you can slow down by pushing the tiller
from side to side, quickly. This generates lots of drag and you seem
dinghy sailors doing it from time to time. Failing that, dragging a
bucket or sea anchor can be useful.  The real pig is when the tide is
setting in the same direction, you can't turn round and even 0 knots
through the water is too much.  I've also heard of people dragging
their anchor on a short scope to keep their speed down. I've not tried
it.

The trick to all of these maneuvers under sail is to keep your speed
way down. This takes practice. If you are moving slowly, you'll do
less damage if you _do_ get it wrong. 

Andy Ormsby, aro@aber.ac.uk
Newsgroups: rec.boats
From: mike@ravel.udel.edu (Michael James Porter)
Subject: Re: Baja Bandit
Organization: University of Delaware
Distribution: usa
Date: Thu, 1 Oct 1992 21:32:13 GMT

In article <1992Sep23.150651.14691@aio.jsc.nasa.gov> pettengi@ial3.jsc.nasa.gov (James B. Pettengill) writes:
>What is the blue book value for a 
>1991 Baja Bandit
Call a bank...
Call any dealer...
Call BOAT US (Although they gave me some numbers that were way out of
              line)

When you call, get the book name they use, and the edition.  Also, find
out whether or not they're wholesale or retail.

We called a number of banks recently and sort of averaged the results
after tossing the BOAT US outlier (Not all of the BOAT US numbers are
wrong - I think they just made a clerical error, or the data was never
updated for this boat.  It was basically the original selling price)

Newsgroups: rec.boats
From: billp@voyager.chm.clarkson.edu (Bill Plunkett)
Subject: What about someone like Julia? (was: "Maiden Voyage")
Organization: Clarkson University
Date: Thu, 1 Oct 1992 02:47:53 GMT

>>Wayne Simpson writes:
>>>
>>> She was poorly prepared skillwise for her trip. Look at it this way:
>>>if she wanted to sail in a singlehanded trans Atlantic, she would not
>>>have been accepted because she hadn't made her 2,000 mile solo qualifying
>>>sail! But she survived, she learned, she improved and she grew more
>>>competent as time went by. You have to give her credit for that.

Yes, I was rooting for Tanya as I read the installments in Cruising
World, but I agree with the Wayne's opening statement too:  She set
off largely unprepared, taking an "I'll worry about it later" attitude
toward a number of important things.  So how come she's a heroine when
someone like Julia Hazel goes largely unnoticed?  Julia is an
Australian woman who built her own sloop (Jeshan) and has been sailing
all over the world for the past 10+ years.  She submits an occasional
article to Cruising World also, usually writing about some new place
she's visited.  One article was about sailing up the Siene, right into
the heart of Paris.  Another time, it was an unplanned call to the US
(NC or VA) coast to make repairs.  She refers to herself as a writer
and writes about the places she goes and things she sees.  The sailing
(although I'm sure she must love to sail) is taken for granted, it's
incidental to her stories.  No one makes a fuss.

-billp
From: bbatchel@ncratl.AtlantaGA.NCR.COM (Ben Batchelder)
Newsgroups: rec.boats
Subject: Re: Loud Boats (Was: Re: Novice boaters)
Keywords: Sails, mufflers, wetsuits, whipped cream, fire trucks...
Date: 28 Sep 92 14:09:00 GMT
Distribution: na
Organization: NCR Engineering and Manufacturing Atlanta -- Atlanta, GA

<1992Sep24.124858.26973@cs.brown.edu>
<1992Sep24.160646.15969@cbfsb.cb.att.com>

In <1992Sep24.160646.15969@cbfsb.cb.att.com> heon@cbnewsg.cb.att.com
(garry.j.heon) writes:


>Considering that I spent $60,000 for a pair of custom
>built engines that added a mere 10mph to my top speed I would consider
>it foolish to throw away $18,000 of that investment because some people
>don't like hearing that hum off in a distance.  The reason I say hum
>is I'm usually at least 3-4 miles away from any other boaters and a
>boat producing 98db of noise isn't deafing at 3-4 miles.  I hope I'm
>not wrong about this and I'm sure some one knows how to calculate the
>exactly how loud I am at that distance.  

Two points.  First, I seriously doubt if you *ONLY* produced 98db we'd even
hear you at 3-4 miles (or is that 98db *AT* 3-4 miles?), so there would be no
complaint from any of us.

Second. I guess being able to spend $60,000 entitles people to pollute.  I
think it is recognized by governments at various levels that there is such a
thing as noise pollution.  Keep it up, then the necessary laws, regulations
and enforcements will follow.  We have restrictions on levels of noise at
airports (noise abatement procedures and engine level noise), on cars, even
loud radios.  Why is being on the water any different?  Should one person have
the right to pollute the surrounding envrionment for 50 square miles. (area of
a circle pi * r squared).  That's a pretty big area.  Think about it.

>Your trusty "High performance jerk"

>******************************************
>* MY OPINIONS.............AT&T's NETWORK *
>* Garry Heon                     AT&T    *
>* heon@cbnewsg.att.com       Holmdel, NJ *
>******************************************

Happy boating!!
-- 

==============================================================================
Benjamin F. Batchelder                 |  "Risk is a reality of life,
Performance Sailcraft 31 "RESTLESS"    |   a condition of existance"
bbatchel@ncratl.AtlantaGA.NCR.COM      |                 Jerry B. Harvey
                                       |
Newsgroups: rec.boats
From: gerard@progress.COM (Gerard Bras)
Subject: Re: Sailing into a slip
Organization: Progress Software Corp.
Date: Mon, 5 Oct 1992 20:27:17 GMT

donr@hpcvcdo.cv.hp.com (Don Reid) writes:

>to bring their thistle (a 19' 500Lb boat) into the dock.  The winds were
>15 kn with gusts to 20.  We were downwind of a large hill so the shifts 

....

>I have seen many boaters with engines who could not control their boats
>anywhere near this closely.

Sorry Charley.  With a 500 lb boat it's a piece of cake.  Pretty near anyone
could do it after an hours practice.  Try the same stunt with a 20000 lb.
boat and it'll change your tune.  That boat will move 100 ft dead upwind
with no problem at all.

At least this is my experience.  I'd be interested in hearing about
how *you* handle docking.

cheers,
gerard
Newsgroups: rec.boats