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Tor,
I'm about to put up a new version today, which has a progress meter on generating the almanac (just so you know it's doing something). I'll give you a post back when it available for down load. You have to run the application to generate the almanac. It generates the output as an Excel printout which you can direct to printer or a file if you have file printers (e.g., pdf) on your computer. You don't have to print it to review the almanac, the report is stored in an Excel worksheet that can be saved and then printed at a later date.On Mon, Sep 28, 2009 at 12:23 PM, Silver Heels < ([email][/email])> wrote:
Quote:John,
I never pretended to understand the spherical trigonometry of what I was doing back when I used celestial navigation regularly. I just learned the steps by rote from a skinny little book (now almost certainly out of print) titled “Self Taught Navigation – Ten Easy Steps” by Robert Y. Kittredge. That was enough to get me where I was going every time and I left it at that.
Right now I would be delighted to have the tables & corrections I need from the Nautical Almanac without buying a 2009 book that will be out of date in a month after I start using it. As for shooting the moon, I did that a few times back in the day just to do it, but can do without it for this trip. Is this application something I might use, at least to download the pages I'll need?
Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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Linus,
IMO, 6 or 8 tucks is probably sufficient. I don't really remember how many I put on my chain splice. I now carry 275' of chain, so the splice has yet to appear through the deck pipe. Before my main tackle was 50' of 3/8″ chain and 400' of 5/8″ rope. I used the same built-in snubber by normally putting out all of the chain. What type of splice did you use on the chain? I use a crown splice and I think about 8 tucks. I didn't bother with tapering the tucks. I doubt you will need the anchor bouy in the event of a splice failure, but it may come in handy if you have to cut loose the anchor to get out of anchorage quickly. The buoy may save having to replace the anchor.On Sat, Sep 26, 2009 at 6:46 PM, sumocean < ([email][/email])> wrote:
OK so I am definitely not the old salt that most of you guys are. I did my first splice with no problem at home with a piece of chain and some nylon three strand line. When I worked on the actual anchor rode I made a longer splice and tapered one strand at a time after eight tucks. It flows through the windlass fine but I seemed to be crossing up the strands as I taper at the end of the splice. I normally will be anchor in less than twenty feet of water so I carry eighty feet of chain and 300' of rope. I will just run out the chain and have my snubber built in. My question is if I got six or eight tucks without messing up the splice should be locked in right? Maybe some of the Toss veterans can answer this question. I am going to use a trip bouy for sure so I won't lose the anchor should the splice part. I have the same setup without the splice as a back up that I will probably set for the first couple of times with some slack so I can test out the splice. I may be just a little too paranoid.
Linus
—
Regards,
John Stevenson
http://www.svsarah.comPost generated from Pearson424 Forum using Mail2Forum
Tor,
Understand about not wanting to go electronic for celestial, which is supposed to be the backup to electronic navigation in the first place. I developed this application primarily as a learning tool to understand celestial navigation in detail. It still might be of some value to you if you haven't purchased your Nautical Almanacs as it will print out the day pages, very similar to the NA, for any date range you wish – including Dec, 2009 – Jan 2010. It does take a lot of compute time, so If you want to print the day pages for more than a couple of weeks you should start the process before going to bed and it should be ready to print in the AM.
The only almanac data it does not produce is that for the Moon. The Moon is a bitch. Maybe next year I'll get those algorithms programmed.On Sun, Sep 27, 2009 at 7:35 PM, Joseph Steiner < ([email][/email])> wrote:
Quote:Tor,
Between my Garmin GPS and my Doyle Guides, I've had no issues to contend with. I have back up paper charts just in case, but I've never had to rely on them. The new Garmin chips are particularly accurate in the Lesser Antilles, and I can get to an anchorage spot even at night ( as long as I can see boats at anchor which don't use anchor lights).
Joe,
Half Moon
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Or if you don't want to take either the NA or the tables take myExcel Workbook, it' will do the calculations for you. You still have to take the sights – haven't figured out how to program that in VBA, yet.
Tor,
I recommend you pose your question on current cruising guides on theSSCA Discussion Board. There are probably more caribbean cruisers active on that forum than any other. Several of these cruisers have written their own guides, which are probably more accurate and up-to-date than the big expensive ones at marine bookstores. Of course they don't look as nice on a coffee table, but somehow I doubt you've taken your coffee table with you. Also the Flea Market section on the fourm usually has a number of the coffee table guides for sale.I have not looked at Reed's for many years, but the last time I did I compared the UK version vrs. the Reeds published in the US. I do not believe there is any connection between the two documents, written and published by different groups. The Reeds UK is a serious reference. The Reeds US is a waster of money. That said I don't think the Reeds UK is all that useful for the Caribbean and of course you have to order it from the UK.
If you want to practice you navigation techniques I recommend Exercises for the Ocean Navigator by Kenneth Wilkes. It was written in the 70s so it is all about DR and Celestial. Not even a reference to Loran. I just checked an used versions (published in the 80s) are available on Amazon.com for under $15.
On Sun, Sep 27, 2009 at 4:04 PM, Linus Martinez < ([email][/email])> wrote:
Quote:That would be John MacDonald
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Hey I'm a Chesapeake guy. http://www.svsarah.com/Sailing/SailingChesapeake.htm
On Fri, Sep 25, 2009 at 3:56 PM, Silver Heels < ([email][/email])> wrote:
Quote:Yep, John definitely gets the Best Answer award on this one.Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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I might add, once you get in Chesapeake tidal currents are not a major factor. There are only a few places on the Chesapeake where I planned my transit with the tides (e.g., Kedges Strait).
On Fri, Sep 25, 2009 at 3:24 PM, John Stevenson < ([email][/email])> wrote:
Quote:Alan,
The advice your received at the marina (and that from Bob and Tor) is sound (although I haven't gone back to the tables to verify timings). The basic goal is to arrive at the mouth of the C&D canal at nearly slack tide on the Delaware and you want to pass the power plant (the region of max current) on a flood tide. The goal is to avoid the ebb tide on the Delaware for your trip to the C&D canal. Given it's about a six hour passage on a 424 leaving Cape May at slack before flood should give you that condition.
When the tide turns to ebb on the Delaware the current flows into the C&D canal so it is a fair current to the Chesapeake.
My advice is to try to complete the transit of the C&D Canal before sunset and anchor in Bohemia Creek just off the Elk River on the Cheapeake side. Bohemia is very shallow, but if you stay in the center you should find a really nice anchorage. I don't recommend the dredged basin at the USCG station as the holding is very poor. There used to be a restaurant with a pier in that basin as another option. Also there used to be a restaurant on the canal opposite of the basin that would let you tie up. It's been 22 years since the last time I went through the C&D canal so get a copy of the Waterway Guide, if you don't already have one.On Fri, Sep 25, 2009 at 12:59 PM, Silver Heels < ([email][/email])> wrote:
Quote:Alan,
I've ridden the tide up & down the Delaware River a bunch of times, though it's been a while. I believe Bob is correct. If you leave just at slack low in Cape May and charge on up the Delaware River, you might “catch up with” the mass of water still ebbing farther up the river. I'd wait a couple of hours after slack low in Cape May, then go.
Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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Alan,
The advice your received at the marina (and that from Bob and Tor) is sound (although I haven't gone back to the tables to verify timings). The basic goal is to arrive at the mouth of the C&D canal at nearly slack tide on the Delaware and you want to pass the power plant (the region of max current) on a flood tide. The goal is to avoid the ebb tide on the Delaware for your trip to the C&D canal. Given it's about a six hour passage on a 424 leaving Cape May at slack before flood should give you that condition.
When the tide turns to ebb on the Delaware the current flows into the C&D canal so it is a fair current to the Chesapeake.
My advice is to try to complete the transit of the C&D Canal before sunset and anchor in Bohemia Creek just off the Elk River on the Cheapeake side. Bohemia is very shallow, but if you stay in the center you should find a really nice anchorage. I don't recommend the dredged basin at the USCG station as the holding is very poor. There used to be a restaurant with a pier in that basin as another option. Also there used to be a restaurant on the canal opposite of the basin that would let you tie up. It's been 22 years since the last time I went through the C&D canal so get a copy of the Waterway Guide, if you don't already have one.On Fri, Sep 25, 2009 at 12:59 PM, Silver Heels < ([email][/email])> wrote:
Quote:Alan,
I've ridden the tide up & down the Delaware River a bunch of times, though it's been a while. I believe Bob is correct. If you leave just at slack low in Cape May and charge on up the Delaware River, you might “catch up with” the mass of water still ebbing farther up the river. I'd wait a couple of hours after slack low in Cape May, then go.
Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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On Tue, Sep 22, 2009 at 7:07 PM, joe shimkonis < ([email][/email])> wrote:
Quote:I am heading from Little river,sc Dec 12th or 13th to Merriitt Island,Fl-going outside -staying there till Jan 4th -then back and fourth to Raleigh to work,returning boat from Merritt to Coquina Harbor,Myrtle beach around March end.Crew of 4 both ways-have had same sailing crew for several years.Significant other will fly down.Less stress on both of us.The PE sailed everywhere single handed-got serverely sick,made it to Trinidad,married the nurse.–
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Tor,
You beat me to that line. With a compost head, everyone must sit down to use the toilet whether peeing or doing the big nasty. I'm afraid that may encourage future crew to use the stern rail. Maybe I won't have to wait until we are port to get rid of a problem crew. Maybe just a nudge in the middle of a watch.On Tue, Sep 22, 2009 at 7:21 PM, Silver Heels < ([email][/email])> wrote:
Quote:On a more serious note, I read somewhere that the majority of guys who fall overboard underway, drown and are later fished out of the water have their flies open. No joke. Peeing over the side is one of the more dangerous things we do offshore. So remember, one hand for the ship AND clip on. Always.
and…
Reef early,
Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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I've have only recently gone with the no alcohol rule.
When I first started sailing off-shore on friends' boats in late 70s they had no prohibition on alcohol. There was plenty of beer on board and we often opened a bottle of wine for dinner. In general no one consumed more than on beer a day and one glass of wine with dinner, if served.When friends joined me for a sail to Bermuda and back in 2001 we also had beer in the frig and wine for dinner. No problems.
When I was getting ready to depart for Europe in 2005 I was aware my friend who was crewing had a moderate drinking problem – largely because of a divorce and problems at the office. So I for the first time I established the no alcohol rule and my friend did not object. He (and I) made up for the abstinence every time we got to port, but there was never a problem underway even though one locker was filled with wine. On the sail back to the USA my crew was a recovering alcoholic, so he wasn't going anywhere near the booze. I think he was a lot more comfortable because I wasn't drinking as well.
For me the rule has never had a negative effect on a passage, and in general produced a position result. As I said we usually made up for the abstinence once the anchor was down or the boat was tied to a berth. So I plan to continue with the no alcohol rule in the future. That will be especially true if I have to take on strangers as crew.
On Tue, Sep 22, 2009 at 6:52 PM, Robert Fine < ([email][/email])> wrote:
Quote:Tor,I, like you, have excellent aim even in a seaway. My friends, however,
do not and are unlikely to clean up after themselves. Therefore the
Rule.I, also like you, would enjoy a glass of port at sunset. My friends,
however, are not as self-controlled as I and therefore the other Rule.Bob
On 9/22/09, Silver Heels < ([email][/email])> wrote:
Quote:Bob,Your two rules made me smile. Neither one ever even occurred to me since I
drink (occasionally and moderately) and stand (with one hand for the ship).
But, hey, you're the captain and what you say goes on your boat. Ain't it
fun?Tor
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Silver Heels, P-424 #17
http://www.SilverHeels.us
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Alan,
Are all of your crew friends or aquaintenances or have you taken on any strangers?On Tue, Sep 22, 2009 at 2:46 PM, Alan < ([email][/email])> wrote:
Quote:I am not single handing.
I have 3 crew meeting me in Va for hte offshore to Bermuda. I have 3 crew meeting me in Bermuda for the passage to St Martin. I am alone after that however…. till Feb when the SO comes to visit.
alan— On Tue, 9/22/09, John Stevenson < ([email][/email])> wrote:
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All,
I will not be heading south this fall, but will stay here in NC. That is the result of screwing off most of the summer and not getting but a few of my projects completed. I'd go further south to work on those projects, but winter berth fees rise dramatically the closer you get to Florida.John,
To your question of the ICW or Off-shore, If you've never done the ICW I would do both especially if your wife will come along for the ICW portion. However I would never take the ICW all the way to Florida – too monotonous, too slow, and too much motoring. I think almost everyone tries to avoid the Georgia ICW. So if the family is willing I'd take the ICW to Charleston, then go off-shore from there. Charleston is a great city and I'm sure your family would enjoy it. It's also a good place to for crew exchange and to hold up for a decent weather window before heading off-shore. If you can get a reservation I recommend the Charleston Maritime Center on the Cooper river side of Charleston.Like the others I will single-hand short passages off-shore, but will go with crew for longer passages. For me a short passage is 2 days or less. Also like Tor, I'm reluctant to bring strangers on board as crew. All of the people who have crewed for me in the past have been good friends and experienced sailors, if not experienced off-shore sailors. If I decide to head back to the Bahamas the winter after the coming, I can do that single-handed with little difficulty. If I decide to head further south then I will bring crew on board, and that crew may have to include strangers. If that is the case I will definitely do as Tor suggested and produce a formal document on the crew arrangements, requirements and behavior (e.g., no alcohol when underway).
Since my past crew has been friends I have not been that formal for previous passages. We had the same rules, but just agreed to them verbally. For these passages I normally pickup all passage expenses (fuel, port costs, immigration fees, food, boat parts etc.). Crew are expected to pay their own transportation and for any personal items. I've let friends contribute to the food costs if they want and most have. I would follow these guidelines with strangers, but would not ask them to contribute to the food costs. If a crew member does not work out I want no arguments about what is owed them when I kick them off at the next port.This is probably the ideal time to try to pick up crew other than family and friends. There are lots of boat bums (term not used pejoratively) who work in the summer and head south for the winter. These include boat yard workers and school teachers. The crew-finder websites as Tor mentioned are probably the best place to hook up with strangers. Again I have no experience with those sources, but I know others that have done so with success.
As to the number of crew for an off-shore passage, my preference is one or two in addition to myself. This preference is mostly for logistics – amount of food and water, storage space for personal articles, and the number of berths. With only 3 sea berths and more than 3 persons on-board we must hot bunk – climb in the bunk vacated by the person who just re-leaved you on watch. Most people prefer to have a dedicated berth, and I insist on sleeping in the aft cabin where I have immediate access to the cockpit and the nav station. With hot bunking I would often have to wake a person off-watch and have them move to another berth to keep my bunk – that wouldn't make for a happy crew-member. Also when in port there might not be enough berths for everyone even with the V-berth available.
The benefit of a larger crew is having 2-persons on watch. That is especially desirable if one of the persons is not that experienced. Also if things go south (extended period of rough weather, loss of autopilot, going to emergency tiller, etc.) the additional crew can be a great help. I did both of my Atlantic crossing with a single crew member and it worked great. If things had gone south an additional crew member would have been really nice.If you decide not to do the ICW and join the 1500, that organization can put you in contact with potential crew members who have done the trip in the past.
On Tue, Sep 22, 2009 at 8:57 AM, Indulgence < ([email][/email])> wrote:
Hello,
From the list, there are several boats heading south from points east this fall (Alan, Tor, John). The three that I listed are all single handers. I'd be interested in knowing more about about your plans and how do you find crew (if you are getting crew)?
We're (wife & 2 kids) planning a trip south next year. I am debating if I should take the ICW to FLA and then follow Van Sandt's route, join the 1500, or do some version of Tor's plan. If I head off-shore, I'll need to get a crew as the wife has no interest in an extended off-shore trip. How difficult is it to find good crew at that time of year?
As we are in the planning stages now, any advice, book suggestions are welcome. I'll also look forward to your posts.
Thanks.
John Sommer
Indulgence #179
Portland, ME—
Regards,
John Stevenson
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Alan,
Congrats, see you at the boat showOn Sun, Sep 20, 2009 at 7:40 PM, Alan < ([email][/email])> wrote:
Just thought I'd let everyone know… I am out of the great Lakes….. I left Oswego last Tuesday and went out though the Erie Canal and I am now sitting in Catskill Ny awaiting a crew change and the putting the boat back together. Next stop… The big Apple…..
alan
UNABATED
#140—
Regards,
John Stevenson
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Joe,
Whether it is connected to the engine pipe or a hose connected to that pipe, isn't this functionally what you have – a diverter valve that controls the amount of coolant going to the water tank heat exchanger?On Thu, Sep 17, 2009 at 10:27 PM, Joseph Steiner < ([email][/email])> wrote:
Quote:No….the valve is on the Yanmar engine….on the coolant exit pipe where the hose to the water heater is attached.<.. snip>
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Joe and Rick,
Is the valve you have similar to the one cited in the Raritan manual attached? That is, a valve to regulate the amount of coolant that goes to the heat exchanger in the hot water tank?On Thu, Sep 17, 2009 at 6:32 PM, Joseph Steiner < ([email][/email])> wrote:
Quote:Hmmmm…mine has a valve on the fitting that has the hose going TO the water heater. It's a little valve, around 1/2″ in length, quite visible, and handy if for any reason you would not want coolant going to the water heater. But it was an option that I had to order when I bought the engine.
Does your hose get hot when the engine is running at operating temp.?
Joe,<.. snip>
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