HDTenEightyP/NetNews huggingface dataset:
From: francis@oas.stanford.edu (Francis Muir)
Newsgroups: rec.boats
Subject: Charging from the Honda 8
Date: 21 Nov 1992 19:36:54 GMT
Organization: Stanford Exploration Project
Distribution: world
NNTP-Posting-Host: oas.stanford.edu

I have talked to gene O'Riley at Voyager Marine and he confirms
that everything i did pointed to the thing working well. First,
it is indeed a regulated output which requires a back voltage to 
get it started. Second, at lowish revs the motor probably will
not put out much more than 1 amp, so if the battery is in a low
state of charge -- as mine is/was -- then it will take for ever
and a day to charge it from the outboard. he suggests using a
regular charger to get it up, and the Honda to keep it up. Third,
he says its a good idea to connect and disconnect with the motor
off, although there is protection against foolish behavior (heck,
its a Honda). So, I'm now much happier and can get on with the rest
of the wiring and re-wiring.

							Fido
From: tarkkone@klaava.Helsinki.FI (Lauri Tarkkonen)
Newsgroups: rec.boats
Subject: Re: Tuff Luff and other headstay foils
Date: 17 Nov 92 21:54:51 GMT
Organization: University of Helsinki

In <guido.722012392@sparc-3> guido@blink.att.com (Guido Bertocci) writes:

>tarkkone@klaava.Helsinki.FI (Lauri Tarkkonen) writes:

>>In <1992Nov13.185255.4694@ttinews.tti.com> scott@soldev.tti.com (Scott Taylor) writes:
>>>I am afraid that you know not of what you speak. When sailing bare headed
>>>you lose both boat speed and pointing ability. On a large boat, where a 
>>>headsail change will take 3-5 minutes with hanks, you could easily lose
>>>30-40 boat lengths.

>I've crewed on a C&C 35 with hanks and it never took us that long to
>change head sails.  Our procedure involved undoing the lower hanks
>on the jib that is still up,  attaching the new jib in the space vacated
>by the current jib hanks.  When the new one was completely attached, the
>old one was "de-hanked" as it came down.  As soon as old one was completely
>off the new one was hoisted.  Hoisting a hanked sail is very fast.
>We were probably completely without headsail for only 15-20 seconds.
>While this boat was relatively low tech with a lousy handicap we often beat 
>much faster boats by not screwing up boat handling and paying attention
>to tell tales and wind shifts.  We also ate real well since
>we made good food a priority :-). 

As I said, if you compare badly executed hank sail change to a well executed
foil change there is a real difference. Because people interested in winning
races invest more in practice as well as equipment Mr. Scot might be under
the false impression that there is a really big difference between the
two procedures, when the real difference was between the crews. :-).
Maybe I am not that stupid after all. ;-).

- Lauri Tarkkonen
Newsgroups: rec.boats
From: scott@bell.b17a.ingr.com (Scott Bell)
Subject: Re: A social problem
Organization: Intergraph
Date: Thu, 19 Nov 1992 18:00:54 GMT

In article <2670163@hplvec.LVLD.HP.COM>, bsmith@hplvec.LVLD.HP.COM (Brian Smith) writes:
|> In rec.boats, jfh@cs.brown.edu (John F. Hughes) writes:
|> 
|>     Any suggestions? Any ideas *why* these people cannot imagine a healthy woman
|>     in her 30's rowing a boat?
|> 
|> Please, John, don't make a social issue out of this in the boating
|> world.  There is already too much hate going around as one group of
|> people snaps and snarls at other groups in situations that *usually*
|> do not warrant it.
|> 
|> Yes, there are some people out there who still believe that a woman
|> can't do (insert your favourite item here...).  But most of the people
|> who say things like that are just trying to be friendly and looking
|> for something that they can break the ice with.  It's just another way
|> of saying "What a wonderful day."  They make a *what is intended to be
|
     << joke etiquette/"chilling out" procedures from Brian nuked... >>

     I'd think they're jealous - anybody who even sees my wife is jealous of
     me, let alone seeing her steer our boat! ;)
|> 
|> B.S!

I see a bad tide arisin'...
Scott
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_
| Scott Bell                               | "I may be N by NW when the | 
| Intergraph Corp. - Mapping Sciences Div. | wind is Southerly - but I  |
| M/S IW17A2  Huntsville, AL  35894-0001   | know a hawk from a         | 
| scott@bell.b17a.ingr.com   (Internet)    | handsaw."                  | 
| 205-730-1776   #include <std_disclaim.h> |      W.S. , 'Hamlet'       | 
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_
From: billc@sextant.Eng.Sun.COM (Bill Courington)
Newsgroups: rec.boats
Subject: Re: Question about zinc...
Date: 16 Nov 92 18:22:16 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: sextant.eng.sun.com

On the subject of zincs, my diver, a person of considerable 
intelligence, experience and common sense, says that Mil. Spec. 
zincs last noticeably longer than ordinary ones.  

No, I don't know how to tell them apart--the part of the boat 
that's underwater is his business.  But you might ask next 
time you buy.

BILL

Newsgroups: rec.boats
From: thember@hobbit.gandalf.ca (Tim Hember)
Subject: Sailing Simulators
Organization: Gandalf Data Ltd., Nepean, Ontario
Distribution: ont
Date: Tue, 17 Nov 1992 13:02:07 GMT

I am looking for information regarding PC based sailing simulators. 

I stumbled upon the sailing simulators thread in rec.boating and it 
got me thinking that such a s/w package may be the ideal present for my
father.  He's an avid sailor, (he sails a 30' on Lake Ontario) 
and since he's retired has also become quite the PC nerd. 

I know nothing about sailing simulators and was wondering what they 
provide and how good they are.  I assume that there is a certain amount
of graphics - how do the graphics and control compare to other simulators
that are available (ie: flight simulators).  How do they handle wind 
direction, wind shifts, navigation issues, sail trim, etc...
How much do they cost?  Is it possible to get a demo?

Also, a gentleman named Hugh Laughlin posted a message regarding the 
fact that he had copies of one for sail.  He sails out of Toronto and 
runs a BBS for sailors.  I've tried to track him down unsuccessfully. 
Any one know how to get in touch with this person?

Your help is appreciated. 

Regards
Tim Hember
Ottawa
From: robertw@hpcvusd (Robert B. Williams)
Newsgroups: rec.boats
Subject: Re: Unstayed Rigs
Date: 23 Nov 92 20:06:05 GMT
Article-I.D.: hpcvusn.1992Nov23.200605.18256
Organization: Hewlett-Packard Company, Corvallis, Oregon USA
X-Newsreader: Tin 1.1 PL4

#DRIFT-OFF
While I'm not really a fan of freestanding masts, I do have an experience
to relate in their defense. 

  I teach a sail cruise class in Corvallis.  We do a trip at the
end of the class where we charter several bigger boats (35-45') in the
Puget Sound and go sail for a week - in March.  Several years now one of
the boats has been a Freedom 36.  The crews like or hate it depending on
how much they like to pull strings.  There's practically nothing to do,
compared to a traditional (big headsail) boat.  (Tacking!..  Just a
minute, let me get my drink and sandwich!)

One year in particular, I had a Sweden 38, and a good friend of mine (Hi
Jay) had the Freedom.  On the last day of the trip, we beat out of Friday
harbor up Upright Channel into about 15 kts, which was right near the
top end of the Sweden's roller furling 150%.  The seas were a little
lumpy, since we were with the current.  The Freedom got a little head
start, maybe 1/8 mile.  It took me the whole length of Upright Channel
(8-10 mi) to grind 'em down.  (Finally put him away on the last tack
when he overstood the point.)

Now Jay is almost certainly a better racer than I (we've crewed together
on several different PHRF boats) and the Sweden's sail's were pretty
old, and I suspect it's bottom was pretty ugly.  Also I only had a crew
of 4 smallish bodies, and the Freedom had 6 big guys out there on the
rail.  Just cruising, remember?  (yeah, yeah, excuses for the lame...)

The Freedom pointed within 5 deg of the Sweden, and was certainly faster
out of tacks (no jib to grind in).  I think the waterline length is
similar, since the Freedom has very plumb ends, and it's proabably a
couple tons lighter.  Once we got the jib in and everything tweaked up
and I really concentrated on the helm, the Sweden was a little faster,
especially in adverse wave action.

You could see the top of the mast on the Freedom moving around, but not
alarmingly.  It is true Freedom warrants their mast against failure.  I
belive the only ones that have fallen down did so as a result of impact
with a bridge or the like.

I think there was an incident when they sailed without the jib.  It really
destroyed the boat's windward ability, much to everyone's surprise.  (That
jib is REALLY tiny compared to the main.)  I'd guess the slot on the lower
half of the main is important because of the large chord of the main,
and the wind velocity differential nearer the water.

--

Robert Williams    robertw@hp-pcd.cv.hp.com    
HP in Corvallis Oregon
From: davea@hpscit.sc.hp.com (Dave Angelini)
Date: Wed, 18 Nov 1992 16:38:14 GMT
Subject: Re: Breaking Waves at Santa Cruz Harbor
Organization: Hewlett-Packard, Santa Clara, CA
Newsgroups: rec.boats


  I would definately have the engine in gear for Santa Cruz. The trick as
you said, is timing the swell. I 've surfed in there on a 40 footer in a
January storm at 7 knots. It is a little hairy but...

  Remember you can always go anchor at the wharf and dinhy in for dinner
and drinks.

Newsgroups: rec.boats
From: dudley@fir35.cray.com (Dudley Knappe)
Subject: Re: GPS concerns
Reply-To: dudley@fir.cray.com
In-reply-to: STU@mwvm.mitre.org's message of 12 Nov 92 13:32:45 GMT
Organization: Cray Research, Inc.
Date: 16 Nov 92 10:27:31 CST


	I sent Stu an note about the GPS failures we experienced during the
relocation of the Shearwater.  He thought that it would be a good idea if I
shared my observations with the net.folks.  

	Stu is going to pursue talking to Magellan about a possible problem.

	Dudley

-------- begin included mail ---------

From: dudley@fig.cray.com (Dudley Knappe)
To: stu@mwvm.mitre.org
Cc: dudley@fig.cray.com, alanmoore@mu.cc.earlham.edu
Subject: GPS

Stu,

	I was thinking over your note/post about the GPS failures, and looking
at my log of the events when it struck me that we may not have gathered an
important piece of information about the failures.  We do not know (at least I
don't) what manufacturer/model of equipment the *other* boats were using when
they were reporting failures.

	It is conceivable that we were dealing with several instantiations of
the same programming error in the software of one manufacturer's equipment.
If ALL of the boats reporting the error were using Magellan 5000's (UNKNOWN)
and we were all in one localized area (TRUE); then we all could have been
dealing with a failure of the software in some boundary condition, eg. only 3
satellites available and low signal quality in one.  On the leg between Key
West and Ft. Lauderdale, we did see an irritating behavior on the part of the
GPS to lock on to a poor signal quality satellite which was lower on the
horizon in favor of a better signal quality satellite which was more nearly
overhead.  The problem was eliminated when the GPS was told to go into auto
3-dimensional mode (lock onto 4 or 5 satellites instead of only 3).  The
occurrence of the problem in the middle of the night might be coincidental.

	All this hypothesizing just means that someone should press Magellan
to explain the problems that we were having.

	On the other hand, if one of the GPS's was a Garmin or other
NON-Magellan brand, then the possibility of software failure by both
manufacturers is much more remote (though still not impossible) and the
signals from the satellites themselves would be suspect.  In this case, we
need to continue to pursue the course you have already started, namely, who is
responsible/responsive for GPS satellite failures?

	I don't know unfortunately (which failure mode we were experiencing).

	Just a thought.  The determination of culpability is left as an
exercise to the reader.  (I always hated that in textbooks!)

Dudley

--
Dudley Knappe, Software Development Division            Cray Research, Inc.
Phone: (612) 683-5529                                   655F Lone Oak Drive
E-mail: dudley@cray.com or uunet!cray!dudley            Eagan, MN 55121
From: bobp@cherise.UUCP (Robert Parkinson)
Newsgroups: rec.boats
Subject: Re: charters vs zero tolerance?
Date: 22 Nov 92 15:02:14 GMT
Reply-To: bobp@sandr.com (Bob Parkinson)
Distribution: usa
Organization: S&R Software, Incorporated

In article <1992Nov21.004801.7564@linus.mitre.org> abm@mbunix.mitre.org (Murphy) writes:
>I'm contemplating putting my bost into charter service this winter 
>in the keys.  What is the status of the Coast Guards zero tolerance 
>rules? are they still in effect?  do they apply to a boat in charter 
>service. What are the  liabilities of the boat owner who in many cases 
>(mine included) will probably never even meet the charter people 
>(the "management company" handles the deals for the most part).
>
>Any thoughts much appreciate 
>
>Alex Murphy
>abm@mitre.org

I'm not sure about this specific situation, but I know some
things about drugs on boats.

Despite the fact that acting as police in the drug wars has eroded
morale in the USCG, they still have that mission, as far as I know.

A boat suspected of carrying illegal drugs can be stopped, boarded,
searched, seized, and, based on some criteria which I don't know, 
destroyed in the course of a more 'intrusive' search. They can drill 
through bulkheads and hull, remove structural members, etc., 
effectively dismantling the boat. I know of one case where this 
happened.  Also, the owner in this case lost his boat, and received 
no compensation from the US government, even though there were no 
drugs aboard. I wonder if my insurance covers destruction by
misguided DEA/USCG search?

So, since I have friends who sometimes daysail with me, and who
I suspect like to smoke some marijuana on occasion, I always
remind them to _never_ bring any drugs aboard my boat, and 
they cheerfully comply once I explain the potential consequences.

In your case, I would try to negotiate with the charter company
to allow your lawyer to insert a clause in the contract you
will have with the charter company. It should lay out the
charter company's responsibilities to properly screen
the people who will charter your boat, and should also
say something about the charter company reimbursing you
if your boat is seized and destroyed in a search. Knowing lawyers,
I'm sure there's reams of other stuff they would like to put in.
I seriously doubt that there are many charterers who would agree to
this. Then again, they're in the business, presumably are
aware of the risk, and may already have some means in place
to deal with this. 

I would also want some kind of unwind provisions in the contract,
either for non-performance on the charterers part (they let your
boat go to hell, for instance) or if you simply decided you
wanted the boat back early. Again, the charter company will want to
be able to plan on having a certain number of available boats,
and might (reasonably) require that you sign your boat up for
a specific length of time. 

Have you contacted the 'management company' and asked them about this
kind of stuff?

Bob Parkinson
Alberg 30 #457, 'Thaedra', not even a seed aboard
bobp@sandr.com
From: stefan@leland.Stanford.EDU (Stefan Michalowski)
Newsgroups: rec.boats
Subject: Re: boat drinks
Date: 18 Nov 92 20:53:49 GMT
Organization: DSG, Stanford University, CA 94305, USA

In article <2670164@hplvec.LVLD.HP.COM> bsmith@hplvec.LVLD.HP.COM (Brian Smith) writes:
>In rec.boats, stefan@leland.Stanford.EDU (Stefan Michalowski) writes:
>
>
>>> Didn't Humphrey Bogart play Captain Grog in a movie about a WWII minesweeper?
>
>I think that was said with tongue-in-cheek, but are you referring to
>the "Cain Mutiny"?
>
>B.S!

That's it! It was the "Cain Mutiny", and the actor was Dan Quayle, not
Bogart.

S.
From: bennett@erich.triumf.ca (P.Bennett)
Newsgroups: rec.boats
Subject: Re: A Charging Question
Date: 16 Nov 1992 21:49 PST
Organization: TRIUMF: Tri-University Meson Facility
Distribution: world
NNTP-Posting-Host: erich.triumf.ca
News-Software: VAX/VMS VNEWS 1.41    

In article <1e8nc9INN5gi@morrow.stanford.edu>, francis@oas.stanford.edu (Francis Muir) writes...
>I have just gotten around to do something about the electrics on
>FELIX, my Freedom 21, and the first thing I have done was to make
>a lead from the Honda 8HP reghulated output to the batteries. Ever
>the cautious one, I checked out the Honda's voltagwe output with
>my brand new Fluke digital meter (great device. the Model 10.)
>and was surprised to see it register anywhere from -0.2 to -0.5 volts.
>My first cry was one of anguish, but it occurs to me that a regulated
>charger output might show very anomalous readings on essentially
>open circuit. Any ideas?
> 

An alternator requires some field current, drawn from the battery, in order to
work, so I would not be surprised to see no output with no battery connected.
Once the alternator is running it will supply it's own field current, and, if
the battery is then disconnected, the output voltage may rise so high that the
rectifier diodes will be destroyed.  With a battery connected, the battery
serves as a sufficient load to hold the voltage within safe limits.

With the battery connected, and the engine running, you should see about 14.2
volts if the battery is near full charge, less if the battery is low.

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: abm@mbunix.mitre.org (Murphy)
Subject: charters vs zero tolerance?
Organization: The MITRE Corporation, Bedford, MA
Distribution: usa
Date: Sat, 21 Nov 1992 00:48:01 GMT

I'm contemplating putting my bost into charter service this winter in the keys.  What is th e status of the Coast Guards zero tolerance rules? are they still in effect?  do they apply to a boat in charter service. What are the  liabilities of the boat owner who in many cases ( mine included) will probably never even meet the charter people ( the "management company" handles the deals for the most part).

Any thoughts much appreciate 

Alex Murphy
abm@mitre.org
-- 
Alex Murphy

abm@mbunix.mitre.org
(617) 271-2284
Newsgroups: rec.boats
Subject: Re: Re: Impressions/wrinkles/sailing skills
From: hal@kaos.declab.usu.edu (000200 Lynch)
Date: 16 Nov 92 11:41:56 MDT
Reply-To: hal@kaos.declab.usu.edu (000200 Lynch)
Distribution: world
Organization: Utah State University

In article <1992Nov11.125859.25147@cs.brown.edu>, jfh@cs.brown.edu (John F. Hughes) writes:
|>In article <2670160@hplvec.LVLD.HP.COM> bsmith@hplvec.LVLD.HP.COM (Brian Smith) writes:
|>>In rec.boats, gerald.belton@ozonehole.new-orleans.la.us (Gerald Belton) writes:
|>>
|>> [lots of excellent suggestions deleted]
|>> 
|>  People who come sail with me know that I never raise my voice about anything
|>unless it's matter of safety. And they seem to keep coming back.

Words to live by have been written here.  Let me add my $.02

DON'T YELL
Do everything you can to help them have fun.
DON'T YELL.
My son tried to teach his mother how to pull me on a Knee Board.
Prevention is much easier than damage control. Sigh.
--
Hal Lynch

	US Mail:  Utah State University
	          Office of Computer Services
	          Logan, Utah 84322-4410
	Internet: Hal@cache.declab.usu.edu
Newsgroups: rec.boats
From: mikes@iscp.bellcore.com (Michael Savino)
Subject: Re: Solo Sailor Missing
Reply-To: mikes@iscp.bellcore.com
Organization: Bell Communications Research
Distribution: na
Date: Tue, 17 Nov 92 18:11:02 GMT
Keywords: epirb

>In article <BxvA7r.810@apollo.hp.com> burati@apollo.hp.com (Michael Burati) writes:
>
>I read the Boston Globe article about this...  I don't believe he had an Argos,
>just an EPIRB.  The Canadian CG didn't forward the information on, because the
>signal was too weak to pinpoint the location, and the EPIRB they picked up was
>not registered.  The USCG found out about Plant being overdue and about the
>unregistered EPIRB, then somehow Plant's family found the EPIRB# from the
>   This looks very, very bad then. I think I may go home early tonight
>to quoff a Molson for Mike. I still hope he's OK.

>   Maybe an Argos was to be fitted by the race committee? In a non-stop
>race around the world I would think they would want some proof that theboats actually went all the way around. An Argos transponder would give
>them this information. Remember the Donald (David?) Crowhurst incident?

Just to add more information, I read in the New York Times that the Argos was to 
installed when Plant arrived in France (which should have been over two and half
weeks ago, sigh.)  Also, they stated Plant was too busy chasing corporate sponsorship
and just simple forgot to register his EPIRP.  The Times also, unfairly I think,
compared the cost of an 406-EPIRP to Argos, saying an EPIRB costs $2,500 while an
Argos transponder was only $1,800 for a 30-day period.  Meanwhile, the Times reported
that Search & Rescue is still underway in an area northeast of Bermuda, the last
known position of his vessel.

Michael Savino
Newsgroups: rec.boats
From: jpotter@stsci.edu (Jeffrey J. Potter)
Subject: Florida hurricane salvaging
Organization: Space Telescope Science Institute
Date: Thu, 19 Nov 1992 06:24:09 GMT


What is being done with the hurricane damaged boats in Florida?  I hear that
after the insurance company's pay for the boats the boats are hauled off as
junk.  Is this true?  I am asking because I wish to replace the 4 cylinder
motor in my boat with a 4.3 v6.  And I need to find a used setup for all of the
little bits and pieces that go along with the 4.3 motor.  I could buy the parts
from the dealer but I cannot afford to lay out that kind of money.  One of the
local dealers told me that the boats declared total loses by the insurance
company's can be bought cheaply.  Is this true and how can I go about getting
more info.

Thanks,
Jeff Potter


-- 
-------------------------------------------------------------------------------
Jeffrey J. Potter  |  Space Telescope Science Institute  |  CAUTION:
jpotter@stsci.edu  |          Baltimore Maryland         |  Work in progress! 
-------------------------------------------------------------------------------