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Old 01-05-2013, 12:50 AM   #181
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Originally Posted by Tidahapah View Post
As stated in a previous post.
They did 52,000 nautical miles, 7968 engine hours and burnt 96000 lts of diesel. (going around the world)In this time they slipped the boat 7 times ...Benn
Sounds like they're afraid of docking that single!! If they had twins, it'd be no problem!!
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Old 01-05-2013, 01:02 AM   #182
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Originally Posted by markpierce View Post
Makes me wonder why multiple-engined boats even bother to have towing insurance.

Don't try to make me feel guilty having a single-engined boat and somehow financially burdening you.
I was sure glad I had it when I sucked my anchor line into both props a couple of years ago! If I had a nice keel/skeg protected prop like you have, it might never have happened. Between the dive to release the anchor line, anchor retrieval and tow off the bank, my tow insurance saved me $1300.







Of course I learned a lot about how not to anchor that day! (It's especially nice to have a brother ready to photo-document your every mistake!! I can still hear him laughing from the flybridge! )
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Old 01-05-2013, 01:10 AM   #183
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I was sure glad I had it when I sucked my anchor line into both props a couple of years ago!
Al, an all-chain rode might have avoided the problem. But then, was that your stern anchor?
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Old 01-05-2013, 01:17 AM   #184
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Marin said "Added to this is the high nature of the islands and coastal mountains, so communications can be spotty or non-existent unless one has satcom of some sort."

Actually, this is not true at all. I have been up and down the Inside Passage waters from Seattle to Sitka, AK five times, And the Canada CG has excellent communications on all the major and most of the minor waterways. I have listened to and communicated with Canada Vessel Traffic by VHF the entire way with no blank spots at all.

There are at least two places that are not covered, and that is Knight Inlet above Glendale Cove and Princess Louisa Inlet. I have not been to the head of many of the other inlets that penetrate the coast, so there may be other gaps in coverage, but if one stays in the main inland passage, the Canadian CG is available by VHF almost all the time.

That is not to say that a rescue boat will be close, but the Canadian CG is good at requesting help for boats in trouble.

In SE Alaska, the USCG also has good to fair VHF coverage, but only fair to poor proximity to rescue boats. In SE AK, the CG can and will send a helio to evacuate injured persons. In SE AK, the locals can and will answer radio calls for help and provide what help they can. Most Alaskans would prefer to obtain help from other local boaters than the CG.
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Old 01-05-2013, 02:12 AM   #185
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BruceK the identifiers in my IG Manual are 10-13-000-003&4) has this:
"Freewheeling.
Under sail with the propeller turning, or at trolling speeds with one of 2 engines shut down, the design of the Velvet Drive gear maintains adequate cooling and lubrication"

A while back there was an extensive discussion on what constituted 'trolling' speed, I think 3-4 knots was the agreed figure
Just as well I kept the engine running at modest rpm then. during the overheat. I figured that was the safest course, for several reasons. Fortunately Bill (Kwajadiver) helped out with removing the offending thermostat.
That 3-4 knot figure suggests yacht/sailboats of the motor-sailor kind, like Zeston 36 etc, which have 100hp+ diesels, must need to do something with their shafts when purely sailing.I`m going to ask some guys I know with a Perkins 6354 what they do next opportunity I get.
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Old 01-05-2013, 02:33 AM   #186
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Al, an all-chain rode might have avoided the problem. But then, was that your stern anchor?
Unfortunately, no it wasn't my stern anchor. I doubt I'll ever go all chain on FlyWright.

It was the direct result of a potent mix of equal parts of inattention and ignorance. I was paying more attention to fishing that I was to the shifting tides and the boat drifting into the shallows.

Now I always pull in any slack anchor line before engaging the trannies.
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Old 01-05-2013, 02:58 AM   #187
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... I was paying more attention to fishing ...
Perla's friends/relatives ask if we use our boat to fish. Answer: no, we normally go to a restaurant to consume fish, or cook a fish purchased from a grocery store. Don't object to eating fish caught, gutted, and cooked by others, either.
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Old 01-05-2013, 03:40 AM   #188
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Bruce ,
Most of them have feathering or folding props to minimise drag.
I know the Buzien 48 and 52 have folding props.
Cheers
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Old 01-05-2013, 03:42 AM   #189
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Al,
If I could print out the book I would. They spent a lot of time in and out of docks/slips, from the Med to the USA.
When you have a Gardner as a main engine you don't ever get worried.
Cheers
Benn
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Old 01-05-2013, 06:21 AM   #190
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So all those guys running the hundreds of single engine, no-thruster tugs on the Fraser River and up and down the BC coast have all got the wrong kind of boat?

I'll have to let them know the next time I talk to one.
yep...ask them....but just not straight transportation of barges...that's easy work...ask them about construction work of precision position holding. They probably would prefer twins...

I do that kind of work too.... just on a smaller scale. There''s a huge difference in single vs twin....I have done 100-150 foot barges....my personal high was rock barges with 750,000 pounds of rip-rap for around bridge pilings.
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Old 01-05-2013, 10:27 AM   #191
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Makes me wonder why multiple-engined boats even bother to have towing insurance.

Don't try to make me feel guilty having a single-engined boat and somehow financially burdening you.
Twin owners don't typically have a specific tow policy. But my basic insurance policy has a one time tow dollar amount....which I don't need. I have yet to see a recreational twin at the end of a tow rope on the Great Lakes. Lots of singles...many loopers in clapped out "trawlers"....lots of sail boats being moved from open water into a slip.
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Old 01-05-2013, 12:14 PM   #192
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Twin owners don't typically have a specific tow policy. But my basic insurance policy has a one time tow dollar amount....which I don't need. I have yet to see a recreational twin at the end of a tow rope on the Great Lakes. Lots of singles...many loopers in clapped out "trawlers"....lots of sail boats being moved from open water into a slip.
Not where I come from and pretty much the whole Atlantic ICW....most twin owners I know have one assistance tower or the other and the real cruisers often have both.

I also tow many twins for various reasons...both inboards and outboards...go figure...

For $160-$170 the piece of mind is worth it they say.
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Old 01-05-2013, 12:23 PM   #193
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This thread sure makes entertaining reading!

So now its Ok to have a single engine because we have towing policies???
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Old 01-05-2013, 12:30 PM   #194
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I don't have twins. I have a pair of redundant singles.
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Old 01-05-2013, 12:41 PM   #195
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I don't have twins. I have redundant singles.

But do you have the required "SEA TOW" Get home engine???

So, when you're in Alaska, hours from help...

And you're on the windward side of an island with a 20 knot wind blowing...

And 100 feet offshore the water is 600' deep...

And you're a half mile from shore...

And your single engine goes out....

Yes... I have it... Call Sea Tow!!!

Or, yes... I have it... go below and fix your engine, after all it'll only take a few minutes. Times a wasting...

The funny thing is, and I'm laughing as I type this...

This is my my boating world. Pretty much every time I leave the harbor
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Old 01-05-2013, 12:45 PM   #196
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Old 01-05-2013, 01:06 PM   #197
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Chip, at times you cut right to the core of most any issue. Well put and all else seems a bit like fly stuff.

And anchors should not be forgotten as they can keep one safe much of the time after loosing power. In Alaska this was'nt nearly as true as it is down here and in Florida it's probably even more true.

I'm going to try towing my second engine (same power as my boat) this next summer and see how that goes. Getting into the skiff in 5' seas won't be much fun though.
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Old 01-05-2013, 01:14 PM   #198
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Chip, at times you cut right to the core of most any issue. Well put and all else seems a bit like fly stuff.

And anchors should not be forgotten as they can keep one safe much of the time after loosing power. In Alaska this was'nt nearly as true as it is down here and in Florida it's probably even more true.

I'm going to try towing my second engine (same power as my boat) this next summer and see how that goes. Getting into the skiff in 5' seas won't be much fun though.

Eric

Your skiff is a great way to get your boat out of a dangerous situation in a pinch.

Dropping your anchor is also a great plan except it doesn't work most of the places I boat.

Anything you can do to buy time and keep out of harms way is good.

This whole debate is just good conversation and poking fun at online friends. We all know a single engine installation poses very little real life risk for coastal cruising.

But the conversation is still fun
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Old 01-05-2013, 01:25 PM   #199
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Not where I come from and pretty much the whole Atlantic ICW....most twin owners I know have one assistance tower or the other and the real cruisers often have both.

I also tow many twins for various reasons...both inboards and outboards...go figure...

For $160-$170 the piece of mind is worth it they say.

...being that you're a tow boat operator, I'll take that pearl of wisdom with a grain of salt.
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Old 01-05-2013, 01:26 PM   #200
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But do you have the required "SEA TOW" Get home engine???
I probably should have stated that I have a PAIR of redundant singles.

If one fails... I will deploy the other.
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