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Old 04-03-2013, 02:14 AM   #41
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Also, heavy hardware was used throughout. (Cleats, chocks, hand rails, samson post, etc.)...........SeaHorseII

Except for that thing hanging off your bowsprit...you know...that shiny nose bling, Bruce-labelled POC you call an anchor (and its swivel!).



P.S. BTW....Would you send it to me when you're done with it?
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Old 04-03-2013, 08:28 AM   #42
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We go about three and a half or so knots in forward at idle rpm (600). As far as unplanned collisions, that's why we have insurance.
I've seen too many boats here gliding along in neutral because the operator is afraid to carry any power and the wind or current or both take control of the boat and put it into some amazing (and sometimes quite damaging) situations. All preventable had the operator kept some speed on and a bit of thrust acting on the rudder(s).
Entering our marina our transmissions do not see neutral until the boat's bow is sliding into the slip.
Absolutely agree. Way back when we bought our first diesel cruiser, a Resort (cuddles) 35, and it was in charter most of the time, and we were relative powerboat novices, coming out of yachts, and had not had much experience docking it, before he warned me about anything else, the charter operator warned me about always having some way on and water moving over the rudder when coming in, and never putting it in neutral until about to move into reverse, so you have steerage. The same applies to our Clipper 34 now. If the mother is in neutral, there is virtually no steerage at docking speed.
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Old 04-03-2013, 10:39 AM   #43
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Except for that thing hanging off your bowsprit...you know...that shiny nose bling, Bruce-labelled POC you call an anchor (and its swivel!).
To label it a "Bruce" is a real slap in the face to "Force" fans everywhere.
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Old 04-03-2013, 10:41 AM   #44
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P.S. BTW....Would you send it to me when you're done with it?
Duly noted........
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Old 04-03-2013, 11:10 AM   #45
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I do have the fenders out for this but I don't worry to much about the paint it is easily fixed. I have docked with no fenders out when single handed and conditions where awful and I needed to hit the dock and just stay there long enough to get a line on the dock. A metal boat make this option more forgiving, just something to consider if you are going to travel a lot.
Having an old beater fiberglass boat confers many of the same benefits. At least for me it does. No spit-and-polish for the good ship Moon Dance.
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Old 04-03-2013, 11:38 AM   #46
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Absolutely agree. Way back when we bought our first diesel cruiser, a Resort (cuddles) 35, and it was in charter most of the time, and we were relative powerboat novices, coming out of yachts, and had not had much experience docking it, before he warned me about anything else, the charter operator warned me about always having some way on and water moving over the rudder when coming in, and never putting it in neutral until about to move into reverse, so you have steerage. The same applies to our Clipper 34 now. If the mother is in neutral, there is virtually no steerage at docking speed.
I agree that forward thrust is usually necessary when turning into a berth but not that the berth be entered at 3.5 knots. Often will use the bow thruster for turning to avoid more forward thrust. (Talking of a single-screw boat here where there is no second propeller to counter forward thrust.)
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Old 04-03-2013, 12:13 PM   #47
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Often will use the bow thruster for turning to avoid more forward thrust.
Never admit to using your bow thruster on this forum! Did you notice that I referred to using "back & fill" when turning toward the slip? (For practice only....Generally I use the thruster. )
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Old 04-03-2013, 12:26 PM   #48
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Never admit to using your bow thruster on this forum! Did you notice that I referred to using "back & fill" when turning toward the slip? (For practice only....Generally I use the thruster. )



I'll never use a thruster on my boat!!!

Because I don't have one
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Old 04-03-2013, 12:52 PM   #49
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Thrusters? Thrusters? We don't need no stinkin' thrusters. We dock by braille.
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Old 04-03-2013, 06:13 PM   #50
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Can't amortize the cost if it isn't used. Since they cost thousands of dollars each, I use thruster and horn when appropriate and don't feel guilty doing it.
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Old 04-03-2013, 07:44 PM   #51
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No thrusters and I stern in & never move faster than I'am willing to bump the dock
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Old 04-03-2013, 10:41 PM   #52
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Operated mid sized craft with through hull single screw in decades past.

Through hull twins since, currently have a Tollycraft.

Never felt need for thrusters on any boat.

Practice makes perfect!

Do really like (appreciate) twins for many, many reasons!
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Old 04-03-2013, 10:59 PM   #53
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Do really like (appreciate) twins for many, many reasons!
A single-engine boat with thruster has the same number of propellers as a twin-engined boat without thruster.
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Old 04-03-2013, 11:02 PM   #54
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A single-engine boat with thruster has the same number of propellers as a twin-engined boat without thruster.
Soooo


The Coot is a twin screw after all

I suppose the sails also make it either twin propulsion too? Or would it be a hybrid drive
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Old 04-03-2013, 11:43 PM   #55
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A single-engine boat with thruster has the same number of propellers as a twin-engined boat without thruster.
Bingo, Mark! That's absolutely correct! Nice job counten up dem props... Now, if there were to be bow and stern thrusters in place then a single engine boat becomes tri-screw!

Soooo... If center-line single engine goes out, via drive line or otherwise, in open water the boat can go in circles, or push port/starboard straight-sideways, or when inside a dual finger slip bounce back and forth against the fenders - till thruster electric engines over heat or batteries go dead or both... that is!

Like the birthing woman exclaimed... OMG, Thank You For These Beautifully Useful TWINS!! I'm so happy to have Twins! Always one or the other for a back up to pull or push in the correct direction and be sure to get things done... Twins – Yeah Baby!!
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Old 04-03-2013, 11:55 PM   #56
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There is a reason for tow-service insurance and anchors, so avoiding the acquisition and maintenance expense of an "extra" engine and drive train. I like the idea of a keel-protected shaft/propeller/rudder. Regardless, the boat of my dreams isn't offered in a twin-engined version.

Those sails might come in handy too.
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Old 04-04-2013, 12:07 AM   #57
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To label it a "Bruce" is a real slap in the face to "Force" fans everywhere.
That shining, stainless-steel anchor is like jewelry. That anchor would not be consistent with a "workboat" such as the Coot. Galvanized is more consistent with it.

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Old 04-04-2013, 12:26 AM   #58
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Thrusters? Thrusters? We don't need no stinkin' thrusters. We dock by braille.
I did too when my thruster was inoperable for several months.
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Old 04-04-2013, 12:39 AM   #59
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There is a reason for tow-service insurance and anchors, so avoiding the acquisition and maintenance expense of an "extra" engine and drive train. I like the idea of a keel-protected shaft/propeller/rudder. Regardless, the boat of my dreams isn't offered in a twin-engined version.

Those sails might come in handy too.
I agree with a lot of what you say, Mark.

And, I do like to get a bit into “pullen legs” on some posts.

MOF - There is a way to design center keel boats also having port and starboard sub keels coming straight back; each sub keel having full skeg to rudder and shafts-to-props coming through the sub keels' centers in similar manner as the previous center keel shaft. Therefore... center keel would have less depth and reverse slanted angle allowing better rear edge water-flow-past design. The twin sub keels could also have low profile. Traverse stringers in bilge would create structural likeness to X-Box framed trucks for severe structural hull integrity. This design could be accomplished using any material and would be great for displacement and semi displacement hulls. Even planing hull design could have this tri-keel, twin screw design... However, due to some increased drag, it would probably not be too good on planing hulls that were powered to reach speeds much above 18 +/- knots. This design would provide twin screw maneuverability, redundancy-safety, and grounding protection for both sets of shaft/prop/rudder.

And, there is another important reason for this design regarding future propulsion methods on mid to large cruiser boats, i.e. trawlers. But, that's a whole other story in formation!
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Old 04-04-2013, 12:46 AM   #60
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And, I do like to get a bit into “pullen legs” on some posts.
Ditto!
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