morwood

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About morwood

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    Anarchist

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  • Location
    Brisbane - after 4 years cruising Bahamas, Atlantic, Med, Caribbean, Pacific
  • Interests
    was: Catana 48
    "Por Dos"

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  1. morwood

    How to stop block from scrathing deck

    If you wanted to over complicate it you could put a piece of traveller track there with a sliding car and cheek block to replicate the current geometry. But I don't see why a cheek block wouldn't work with a different setup. I assume the aft line tightens up from one of port or starboard but not both. Just replace the sliding block with a cheek block somewhere on the center line on the cabin top, take your existing line around that and forward and use it to pull backwards on whatever it is you have up near the mast that needs to be tensioned. No need for the sliding block. Of course that involves putting holes in the deck and backing plates etc.
  2. morwood

    Euro electric boat in the US

    Sorry for the thread drift, but thanks that helps - it explains why the voltage between the two "line" conductors is double the individual conductor voltage in the US, but not in the rest of the world. It's nice to understand, not that I would ever touch that side of a panel. His drawing made sense, I just did not understand what was happening on the pole before it with respect to phases in the US. So everything is 3-phase high voltage around the world from the generator until you get to the pole and transformer outside the house. In the US one phase is transformed down to 240 volts, but with a central tap/neutral conductor as post #10 to give you two 120v AC signals which happen to be 180 degrees out of phase with respect to the central tap and those 3 wires run to the panel. 120 volts between either conductor and neutral, 240 volts between the two conductors. In much of the rest of the world the 3 three phases are transformed down to 240 volts but you get the 3 phase neutral wire, plus 1, 2 or 3 of the 240 volt phases to the panel in the house. 240 volts between each conductor and neutral, 415 volts between any pair of conductors (because of 120 not 180 degree phase difference). Small commercial in the US looks much like residential in the rest of the world. Though from the diagram I referenced above it looks like there is also an extra option called 3-phase open delta that gives a both 240v 3-phase and 110 v 1-phase at the panel with some complications.
  3. morwood

    Euro electric boat in the US

    I was curious about why growing up in Australia (240v) I had only heard of single phase and 3-phase, but when I got to the US it was 1-phase and 2-phase (domestic not commercial). This page seems to describe the two different layouts that are common around the world. http://www.oempanels.com/240v-single-phase-and-240v-3-phase In summary if I read it write: 2-Phase in the US with 1 or 2 phases available at the premises. Because the phases are 180 degrees out, you can just add them together to get double the voltage. 3-phase in much of the rest of the world, with 1 or 2 or 3 phases available at the premises, but because the phases are 120 degrees apart, it is not a simple addition of the voltages between different phases.
  4. morwood

    Euro electric boat in the US

    My experience with doing the opposite, 110v 60Hz boat sailing around the 220/240 volt 50 Hz world, as well as growing up in a 220v country before moving to the US, suggests the following considerations: Are you happy with having a 220/240 50Hz boat? If so: If you only want to use shore power to charge your batteries, then run everything off the inverter or generator, you may find it all works already with no changes as many chargers are dual voltage so that you can travel the world. We had our boat set up that way. If you want to use shore power to run things onboard, you only need to adapt the charging input voltage with a big transformer, my experience is that almost nothing cares about the frequency except some AC motors will run slower at 50Hz then 60Hz which may or may not be a problem. You can also spend more and get a voltage + frequency converter. Almost everything with a clock or timer in it these days is electronic, not line frequency based. the downside is you'll have lots of trouble finding appliances in the US that you can use on the boat, from blenders to chargers for your power tools, they are all hard to find and expensive in 220/240 in the US, though it can be done. If you want to change the boat to 110v 60Hz: You'll almost certainly need to run all new AC wires (they will have been spec'ed for half the amps and twice the voltage, so the insulation will be fine, but the wire gauge will be too small) You'll need to replace all the outlets You'll probably need all new breakers in the panel You may will need new builtin AC appliances such as air conditioners unless they happen to be dual voltage. You will need a new or modified generator
  5. Not quite sure of the particular Florida situation referred to, but a USCG documented vessel can not be majority owned by a non-citizen, or at least couldn't be in the late 90's. I doubt the US has eased up on that. I suspect the vessel you are referring to above is not documented, just state registered and flying a US flag. And yes it is not quite as straightforward entering and leaving if you are a foreigner (or permanent resident) with a state registered boat.
  6. morwood

    West Systems Shelf Life (and other epoxies)

    Particularly important when you steal them from the kitchen! :-)
  7. morwood

    Yacht club structure - Board or committee?

    I suspect this particular distinction was related to the individuals who were on the board and who were on the committee and their skills. In general terms, a board should not be operational, it should provide oversight and direction. I have not seen this income v outcome distinction before between boards and committees, but I am only familiar in Australia with boards for businesses with a CEO or manager executing operations, and with committees in clubs where the committee members do the work as well as setting the direction as there is no paid manager though there may be some employees (maybe smaller than your case). Like other posters have said, I would not change to a board structure unless there was a regulatory or financial reason to do so. There is no reason you can not have sub-committees to split off functions such as fund-raising to take advantage of those members with those skills or connections.
  8. morwood

    Hypothetical Radar

    Understood. I'm quite comfortable having radar installed and just using it when I think it is sensible. I was just curious if there are any "cases", not necessarily legal, where there was an external consequence for a non-commercial boat not having its installed radar on. Presumably this would be the result of an accident of some form. This is separate from the obvious internal and external second guessing that would occur as to whether one had made the right call in the circumstances. I find the blanket, "if you've got radar installed you must have it running" a little simplistic even though colregs could be interpreted that way. I choose to place some emphasis on the word "appropriate" in the phrase "by all available means appropriate in the prevailing circumstances", choosing to include the realities of crewing levels, equipment constraints, and avoiding distractions from other higher priority activities (e.g. keeping head out of cockpit) when deciding whether to turn on radar or not. However, I know of no data to look at it in terms of consequences or findings with respect to this issue, so I figured this group probably would know if they existed. If someone has some, I'd honestly like to hear it and understand it as a risk and as guidance.
  9. morwood

    Hypothetical Radar

    It was actually an honest question. I thought you had received a good answer to your original question, which was yes, with a modern radar you could run it the whole race, so some slight thread drift might be acceptable. I had radar on my previous boat, and will have it on the next, but only ran it occasionally when the conditions warranted it. I really am interested to hear if there have ever been legal/licensing consequences to not running radar on a non-commercial boat. References or citations would be fine. It seems the risk of having someone choosing not to have radar because of some unsubstantiated legal hazard is worth at least clarifying.
  10. morwood

    Hypothetical Radar

    It sounds like you are suggesting it would be a legal problem. Reference for when it was for a non-commercial vessel?
  11. morwood

    Atlantic in November

    The ARC is over that route in November and has some info on their website around preparation for crew such as: https://www.worldcruising.com/newsarticle.aspx?page=S635504664576592961&ArchiveID=4&CategoryID=186&ItemID=235311
  12. morwood

    Marine Speakers

    I had the same impression as you of a disparity in numbers until I looked at the actual ramp up in sales numbers. The iPhone took 2 years to get to 20 million in sales. https://www.statista.com/statistics/276306/global-apple-iphone-sales-since-fiscal-year-2007/ 2007 1.4 million iPhones (only 6 months of sales) 2008 11.6 million iPhones 2009 20.8 million iPhones However, I don't disagree with the fundamental premise that Apple is struggling to find a successor to the iPhone. To be fair I think Samsung etc are struggling as well to find a successor to the SmartPhone as the market saturates.
  13. morwood

    Marine Speakers

    I would argue the Apple Watch is probably a post Steve Jobs success in the same category as the above. It was not first (I'm still wearing a Pebble smartwatch), but has succeeded in producing a product that is sucking up all the profit in the category, like iPhone, iPod and iPad all are or have.
  14. morwood

    Lightning protection or no?

    This is a common misconception. The standard lightning protectors on buildings are designed to prevent or minimize damage from a lightning strike, not the probability of a strike. Despite over 300 years of experience with lightning protection systems, there is no generally accepted better solution by industry or insurance companies than Franklin's basic approach of providing a "safe" path for lightning through a conductor to the ground.