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Subject: TWL: Trawler Fest
From: Peggy Carr (chesapklady@XXX.XXX)
Date: Sun Mar 17 2002 - 09:59:01 EST
Yes, the Trawler Fest is worth it. The seminars cover a lot of things you
will need to know or think about, including (but definitely not limited to!)
what to look for in a trawler (how to assess your needs with a critical eye)
how to deal with finances/insurance/prescriptions/mail while you're gone,
how to do it all with a budget, and almost as important you will meet many
people who either share your dream or are living it. You will also have an
opportunity to step aboard boats that you would not otherwise see -- the
"Trawler Crawl" allows you to actually board many of the vessels which are
being used by those living the dream, and you can see how they manage, talk
to them about how they're doing it. Many of those vessels will be for sale
by owner, as they've done their thing and are ready to come back to earth.
We have friends who bought their very nice Albin 40' after seeing it at the
Trawler Fest in Solomons. It took some months to make the deal, but they got
a good price without involving a broker.
If you haven't been to one, I'd almost call it essential before you're ready
to go, and you may well find that one isn't enough.
Two months and 14 days, huh? I am green with envy!!
----- Original Message -----
From: "trawler-world-list" <owner-trawler-world-list@XXX.XXX>
To: <trawler-world-list-digest@XXX.XXX>
Sent: Sunday, March 17, 2002 12:00 AM
Subject: trawler-world-list V5 #261
>
> trawler-world-list Sunday, March 17 2002 Volume 05 : Number
261
>
>
>
> TWL: RE: Practice With Survival Suits
> TWL: ICW statue mile chart
> Re: TWL: Practice With Survival Suits
> TWL: Out of print books
> TWL: Re: Mast height limits
> TWL: how fuel filters work
> Re: TWL: CaptnWil's Diesel Review - 2002.001 - Oil Temperatures
> Re: TWL: Practice With Survival Suits
> TWL: Boat Fender, one size for all
> TWL: RE: Practice With Survival Suits
> TWL: Pacific Coast Towboat-No Crab Trap Lanes
> Re: TWL: Boat Fender, one size for all
> TWL: Surveyors in Puget Sound?
> TWL: CaptnWil's Diesel Review - 2002.002 - Bypass Oil Filter-Synthetic Oil
> Re: TWL: Surveyors in Puget Sound?
> TWL: Surveyors in Puget Sound?
> Re: TWL: Re: water heaters
> TWL: how filters work
> Re: TWL: Boat Fender, one size for all
> TWL: Re: Boat Fender, one size for all
> Re: TWL: CaptnWil's Diesel Review - 2002.001 - Oil Temperatures
> TWL: Perkins Oil Lines
> RE: TWL: Boat Fender, one size for all
> TWL: RE: Surveyors in Puget Sound?
> Re: RE: TWL: Boat Fender, one size for all
> RE: RE: TWL: Boat Fender, one size for all
> TWL: Trewler Fest
> Re: TWL: Surveyors in Puget Sound?
> TWL: Whistle Signals: Inland v COLREGS
>
> ----------------------------------------------------------------------
>
> Date: Sat, 16 Mar 2002 00:26:40 -0500
> From: "Kevin Redden" <kfredden@XXX.XXX>
> Subject: TWL: RE: Practice With Survival Suits
>
> Jim,
>
> Most of your posts on this subject have been what can only be termed as
> "guessing" about how survival suits work. To try to draw comparisons
between
> your experience in wet suits (suits that are used for swimming and diving)
> with Mustang type work suits or with true exposure suites (i.e. Gumby
> suites) has no validity.
>
> To get some real life data, take a look at the US Coast Guard's actual
> experience. In determining how small boat crews deploy, they look at the
air
> and water temperature, and based on that make decisions on what
hypothermia
> protective clothing is required. If the water temperature is above 60F,
they
> allow CG small boat crews to get underway without suits. If the water
> temperature is below 60F, then they require the crews to wear Mustang type
> work suits (or as they officially call them "antiexposure coveralls Type V
> PFD"). If the water temperature is below 50F and the air temperature is
> below 45F, then they require the crew to wear dry suits for protection.
> Please note, wet suits do not fit anywhere in these rules and have nothing
> to do with the subject at hand - i.e. survival suits. The CG expressly
> forbids wet suit use by boat crews, and allows them only for surface
> swimmers. Also note that the true survival suits (ie. Gumby suits) are not
> authorized for work use, only for abandon ship use due to their severe
> limiting of mobility.
>
> When the CG boat crews go out in these suits, they are out for hours at a
> time. The CG has been doing this for years with no problem, and the suits
> have saved many coasties you have ended up in the water due to cold water
> mishaps.
>
> It would appear you are holding forth a position based on a anti-suit bias
> that is not supported by actual industry and government experience. The
> fishermen who had initially fought the requirements to carry the suits are
> now strong believers base on experience. The Coast Guard learned the hard
> way that if they wanted to keep crews alive in cold water operations, the
> suits were a must.
>
> As Rich Gano pointed out, if you are down in Florida, you probably have a
> far greater need for an adequate supply of a properly chilled libation. If
> on the other hand you are sailing in the higher latitudes of the US coast
> during colder weather, survival suits are the only thing that will keep
you
> alive if you have to end up in the water. Remember that on the Titanic,
> while most of the victims got off the ship safely into the water with life
> jackets on (hey, there weren't even called 'PFDs' back then!), they
quickly
> became victims due to the cold water.
>
> Cheers,
> Kevin
> www.BoatMoves.com
>
> > -----Original Message-----
> > From: owner-trawler-world-list@XXX.XXX
> > [mailto:owner-trawler-world-list@XXX.XXX]On Behalf Of Jim Donohue
> > Sent: Friday, March 15, 2002 10:00 PM
> > To: ross@XXX.XXX
> > Subject: RE: TWL: RE: RE: Practice With Survival Suits
> >
> >
> > I have only had a couple of dry suit experiences but I have spent lots
of
> > time in wet suits. Given that the mustang is a waterproof wet
> > suit I know I
> > would not survive very long in one unless I stripped to the waist as I
> > almost always do in a wet suit when it is above 50F. I would
> > also note that
> > having spent a lot of times in diving areas the divemasters in their
neat
> > dry suits never lecture suited up...even when the air temperature is
cool.
> > I will hold to my original position...these simply are not
> > garments that one
> > wears for long periods of time out of the water.
> >
> > If you want to drop a rescue swimmer then a dry suit is really
> > appropriate.
> > Did you note that the size range on a commander is 4'7" to 6'7"?
> > If you are
> > to the lower end of the scale what do you do with the rest of the
> > suit while
> > swimming? Nahh. A bad idea...Either a well fitted wet suit or
> > dry suit for
> > a rescue swimmer...not one of these dudes. I would point out that with
a
> > few thousand hours in the water I would much rather rescue somebody in
> > swimming trunks. All these other things are restrictive and make the
task
>
> > harder. The mustangs are for survival...not for working including
rescue.
> >
> > Jim
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 07:56:30 EST
> From: DickVR@XXX.XXX
> Subject: TWL: ICW statue mile chart
>
> I've beenlloking on the web for list of major cities or landmarks along
the
> ICW from Norfolk to Miami and have had zero success. Does anybody now a
web
> address where I might find something like this.
>
>
> Dick von Roth
> "Grumble"
> 46' Grand Banks Classic
> #97
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 08:26:37 -0500
> From: "Charles T. Low" <ctlow@XXX.XXX>
> Subject: Re: TWL: Practice With Survival Suits
>
> Some friends of mine performed a night-time rescue for a guy floating in
> the St. Lawrence River well into November a few years back. It was cold,
> both air and water! The fellow had been in the water several hours before
> they found him, supported in an inner tube, carrying some of his
> possessions in a garbage bag tied to himself, and wearing layers of winter
> clothing, but nothing really "nautical."
>
> Finally back at shore, the rescuee stepped off the boat as if nothing had
> happened. The rescuers were chilled to the bone and barely able to move.
>
> I have no moral to this, except that in calm water, the layers and layers
> of clothing must have helped immensely and seemed quite adequate for the
> task. And he was still able to move around.
>
> Charles
>
> PS The man was perhaps trying to sneak from one country into another, but
> the police found that basically he had done nothing illegal (just stupid),
> and was carrying no contraband, so they let him go!
>
>
>
> ====
>
> Charles T. Low
> ctlow@XXX.XXX
> www.boatdocking.com
> www.ctlow.ca/Trojan26
>
> ========
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 07:35:41 -0600
> From: Keith <klemmons@XXX.XXX>
> Subject: TWL: Out of print books
>
> Cap'n. Mike wrote: I have been searching around for a copy of "Farwell's
> Rules of the Nautical Road", 1994 edition.
> ___________________________
> Try these:
> http://www.bookfinder.com/
> http://www.acses.com/
> Good luck!
> - --
> __________________
> Keith
> "My sister's expecting a baby, and I don't know if I'm going to
> be an uncle or an aunt."
> - -Chuck Nevitt , North Carolina State basketball player,
> explaining to Coach Jim Valvano why he appeared nervous at
> practice, 1982.
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 10:32:31 EST
> From: LRZeitlin@XXX.XXX
> Subject: TWL: Re: Mast height limits
>
> In a message dated 3/16/02 12:03:18 AM,
owner-trawler-world-list@XXX.XXX
> writes:
>
> << Is there any reason to try and squeeze 3 ft out to get under 50 ft
> or should I just leave it as it is? >>
>
> Mike,
>
> Unless you can squeeze the overall height of your boat to 17 ft., the
Great
> Loop and the Erie Canal are out of the question. The bridge clearance on
all
> but one of the fixed bridges on the ICW is alleged to be 65 ft. The
exception
> is the Cape May canal bridge, which I recall is 56 ft. So unless you
really
> want to do the Loop or the Erie, leave it as it is.
>
> Larry Z
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 09:34:46 -0600
> From: "Jack Ray" <wjray@XXX.XXX>
> Subject: TWL: how fuel filters work
>
> Thanks for the thoughtful answers to my questions about filters, but now I
> have one more. I just bought a new Racor spin-on for my 16 Whaler. The
head
> is aluminum and the instructions specifically recommend using plated steel
> fittings. I suppose this is to avoid galvanic corrosion between presumably
a
> brass fitting and the aluminum. This filter will be mounted in an exposed
> location and I find it difficult to believe a plated steel fitting will
not
> rust in rather short order. I normally use Loctite PST on fuel fittings
and
> would expect it would provide some protection if I used brass fittings.
The
> plug Racor provides for any leftover port is brass, so they aren't even
> consistent with their own recommendations. Anyone know where I can find
> plated steel fittings?
>
> Thanks,
>
> Jack
>
>
>
> - ------ http://USFamily.Net/info - Unlimited Internet - From
$8.99/mo! ------
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 07:48:25 -0800
> From: Ken Phelps <phelps@XXX.XXX>
> Subject: Re: TWL: CaptnWil's Diesel Review - 2002.001 - Oil Temperatures
>
> Wil Andrews wrote:
>
> >Before 9/11 we were discussing oil temperatures in the diesel engines in
our
> >trawlers.
> >
> (snip a whole lot of interesting info)
>
> Wil,
>
> Some questions pops into my inexperienced mind concerning oil temperature.
>
> 1. Where in the engine is it recorded?
> 2. Is it the same everywhere?
> 3. Are there Very Small Local Effects (VSLEs - just made that up. Love
> acronyms.) What I mean by VSLE is kind of like the (possibly untrue)
> understanding I have about ice skates: that at the skate-ice interface
> the friction actually melts the ice in a small area for a very brief
> time. Does a similar thing happen in engines? Does the oil film on a
> crank right after start-up have radically different properties (due to
> the friction it is subjected to) than the oil in the pan or a passage or
> wherever it is the oil temperature is being measured?
> 4. Would the behavior of the oil at critical interfaces be determined
> more by VSLEs than by the "average" oil temperature at the sender?
> 5. How critical is the spread between "average" temperature and VSLE
> temperature?
> 6. Do calculations about viscosity and temperature by manufacturers
> already factor this in?
>
> This stuff is really interesting. The idea of multi-weights vs
> straight-weights really seems to make sense in the context of overcooled
> engines, but #4 above niggles at me. My suspicion (hope?) is that all
> the VSLEs have been factored into oil companies and engine manufacturers
> recommendations. Like you, my intuitive sense is that engines are
> happiest with a short period to do a few stretches and limber up and
> then straight to the aerobic workout.
>
> Thanks for the info,
> the more I learn the dumber I get!
>
> Ken Phelps
>
> - -------------------------------
>
> I do not approve of anything that tampers with natural ignorance.
> Ignorance is like a delicate exotic fruit;
> touch it, and the bloom is gone.
>
> - Oscar Wilde
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 11:40:29 -0500
> From: "George Geist" <scaramouche@XXX.XXX>
> Subject: Re: TWL: Practice With Survival Suits
>
> ctlow@XXX.XXX writes:
> >The fellow had been in the water several hours before
> >they found him, supported in an inner tube, carrying some of his
> >possessions in a garbage bag tied to himself, and wearing layers of
winter
> >clothing, but nothing really "nautical."
>
> I can agre with that. Two years ago in December on Lake Ontario, I was
building my plastic wintercover. To complete the task I had to use a small
raft to float alongside the boat to fasten the plastic to the gunwhales. I
was dressed warmly with a police
> type winter jacket, long johns under my corduroys, sailors cap, gloves
etc. The lake was 2 degrees celsius and there were chunks of ice floating
nearby. Well, I slipped, fell in the water and couldn't pull myself out (no
ladders or steps in our marina).
> There were no other people in sight. I clung to a steel pylon and started
hollering for help. After some time one man saw/heard me but wasn't strong
enought to pull me out by himself. He went to get some more people and I was
eventually pulled up on the
> dock. I had been in the water approximately half an hour and suffered no
ill effects. Shed my wet clothing, took a warm shower and celebrated with my
rescuers over a good bottle of rum.
> Just like your story in the St Lawrence, nothing nautical involved, just
layers of winter clothing because after all, I was working and moving around
my boat which I couldn't have done in survival gear.
>
> George of Scaramouche1, Lake Ontario, Canada
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 11:46:20 -0500
> From: Captain Al Pilvinis <yourcaptain@XXX.XXX>
> Subject: TWL: Boat Fender, one size for all
>
> New type of boat fender can be seen at
>
> http://home.earthlink.net/~yourcaptain/pix.html
>
> .
> Captain Al Pilvinis
>
> "M/V Driftwood"--Prairie 47
> 2630 N.E. 41st Street
> Lighthouse Point, Fl 33064-8064
> Voice 954-941-2556 Fax 954 788-2666
> Email yourcaptain@XXX.XXX
> Website http://home.earthlink.net/~yourcaptain
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 08:51:41 -0800
> From: "Jim Donohue" <jim_donohue@XXX.XXX>
> Subject: TWL: RE: Practice With Survival Suits
>
> I am not "guessing" I simply note that there is no data showing that they
> work in an environment like recreational boating. You should read the
> thread again.
>
> I have lots of wet suit experience, a limited amount of dry suit
> experience, some limited "gumby" experience (I was the MOB in a MOB
> demonstration) and I have explored the range of Mustang and similar
product
> including the work style mustangs. I would also point out that the
> scandanavian goretex suits are probably the best thing around for this
> service but are pricey.
>
> Sure there are dry suits and mustangs you can work in. You can work in
them
> but often they have to be opened up to be livable unless the actual
> environment is pretty cool. But those are not the suits one carries for
> survival on a fisherman or a recreational boat.
>
> The impact of the requirement for survival suits on fisherman does NOT
show
> any large improvement in the fatality rate. And that is according to the
CG.
> While there is an improvement in fatalities it is not large and may well
> represent change in the number of vessel days.
>
> The hard part of all these discussions is that there is no data supporting
> their usefulness. The CG likes them, the fisherman like them and Kevin
> likes them. That is not data.
>
> The procedures appropriate to the CG do not necessarily extend to rec.
> boaters. There are huge matters of conditioning, training, skill level
and
> the nature of the mission.
>
> I do not have a "bias" against survival suits, nor against life rafts. I
do
> not however believe that they are the first, second or even third layer of
> safety equipment for recreational boaters. Sure they will save lifes -
but
> very few and not very often. If you have the funds available, sure carry
> them...but certainly after a good inflatable, the second radar, the second
> epirb, personal locaters on the PFDS, the waterproof VHF, the heavy flow
> bilge pump, etc. Make the boat as safe as it can be then these limited
use
> safety gizmos.
>
> Note these things kill a few people every so often as well. There are a
> number of anecdotes of people abandoning perfectly seaworthy boats to die
in
> life rafts.
>
> And yes Arild I do boat in the warm places..like the Straits of Georgia,
> Seattle, and the open Pacific...and we all know how warm that tropical
> climate is compared to the cold north.
>
> Jim
>
>
> >
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 10:06:48 -0700
> From: Mel Kowal <melkowal@XXX.XXX>
> Subject: TWL: Pacific Coast Towboat-No Crab Trap Lanes
>
> As pointed out by Capt. Mike Maurice, there are charted Towboat - No Crab
> Trap Lanes established on the Pacific Coast between San Francisco and Cape
> Flattery. These charts may be purchased from Englund Marine Supply store
in
> Astoria (maybe Newport, OR also). Further information on these lanes may
be
> gotten from:
> Steve Harbell , Area extension agent, Marine Resources, Washington Sea
> Grant, PO Box 88, South Bend, WA 98586, 360-875-9331,
> sharbell@XXX.XXX I highly recommend their use based upon my own
> experience. Further comments Capt. Mike?
>
> Mel & Eileen Kowal
> MEI LEE
> 1983 Grand Banks Motoryacht
> Swantown Marina, Olympia, WA
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 11:08:06 -0800
> From: Steven Dubnoff <sdubnoff@XXX.XXX>
> Subject: Re: TWL: Boat Fender, one size for all
>
> At 11:46 AM 3/16/02 -0500, you wrote:
> >New type of boat fender can be seen at
> >
> >http://home.earthlink.net/~yourcaptain/pix.html
>
>
> Somebody obviously has not read the latest edition of "Farwell's Rules of
> the Nautical Road." Let this be a warning to us all..
>
> Steve
>
>
>
>
> Steve Dubnoff
> Nauticat 40 M/S, Pyxis, in Washington
> sdubnoff@XXX.XXX
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 11:38:54 -0800
> From: "Doug Barnard" <dbarnard@XXX.XXX>
> Subject: TWL: Surveyors in Puget Sound?
>
> Anyone know of a good surveyor that is close by Deer Harbor on Orcas
Island
> in the San Juans? I think that I might have found me an old wood boat...
>
> Thanks,
>
> ___________________________
> Doug Barnard
> currently in design phase of
> "Iron Lotus"
> 48' X 16' X 4'3" X 22T steel trawler
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 16:08:23 -0500
> From: "Wil Andrews" <captnwil@XXX.XXX>
> Subject: TWL: CaptnWil's Diesel Review - 2002.002 - Bypass Oil
Filter-Synthetic Oil
>
> I had originally planned to just give an update to my continued
observations
> in connection with bypass oil filters and synthetic oil. Long time
members
> will remember the original work that began in October of 1998 - my, my,
> could it possibly be that long ago. Well maybe they won't remember the
> actual work, but they will remember that I wrote about this subject back
> then. When the project first began, it did not include tests of synthetic
> oil. That became an object of the test beginning in February of 2000.
>
> The flood of e-mail I have received about these subjects has convinced me
> that a brief restatement of these tests could be useful. For those who
want
> all the original work, they are in the archives. If you don't have an
> interest in this subject, just delete these posts.
>
> HOW IT STARTED
> In the summer of 1998, there was a thread on TWL that discussed bypass oil
> filters. At the time, I had never heard of such filters and didn't have a
> clue about how such filters worked. I had a conversation with a respected
> engine mechanic who told me that a fishing boat captain had installed such
a
> filter and later removed it because it didn't work. At that point,
CaptnWil
> made a mistake that he will not soon make again. Without verifying the
> story with the source - the fishing boat captain - CaptnWil reported the
> conversation.
>
> Gulf Coast Filters manufactured the bypass oil filter in question, and in
> due course, Charlie Sims, president of that corporation, called me on the
> phone to discuss the situation. His claims were shocking to me, and I
asked
> for some real data to back them up. I told him that I was from an
> engineering background, and he should be careful what he sent since I
would
> look at the data from an engineering point of view and report what I
found -
> good or bad.
>
> I was surprised to find that none of the data I got was "sales
literature."
> It consisted of engineering data from Shell Oil Company, The US Military,
> and such other technical sources. I learned that the North Carolina Ferry
> System used GCF bypass oil filters on all their ferries. Since the ferry
> maintenance headquarters was close by, I visited with its leader, asked
> questions, and observed the ferry installations.
>
> I phoned Charlie to tell him that I found all was in order in an
engineering
> sense and that I would report my findings to TWL. He asked, if in
addition
> to reporting what I had read and discussed with the ferry people, would I
> consider testing the filter itself. I accepted with the caution that I
> would report the results of the test - good or bad, and if they were bad,
he
> might not like that. I declared that if that gave him a problem, we
should
> just drop the whole issue right there. The equipment was at my door
within
> a week and installed on AfterSail a week after that.
>
> WHAT A BYPASS OIL FILTER DOES
> The oil filter world for internal combustion engines is divided into two
> groups, Full Flow, and Bypass.
>
> It is intended that all the oil pumped by the oil pump pass through the
Full
> Flow filter. The only time that isn't intended to do so is when the
> pressure drop across the full flow oil filter is too high. That condition
> is created at engine startup and when the filter gets clogged. The design
> of the full flow filter is based on the truth that dirty oil is better
than
> no oil. That means that the filtering element must be carefully designed
so
> that it takes out as much crud as possible, but still allow full oil flow
at
> all times. Because of that design restriction, oil filter elements do not
> normally remove particles less than about 20 microns. Remember that it is
> intended that all the oil that gets to the engine goes through the full
flow
> oil filter.
>
> The Bypass Oil Filter receives oil from the oil pump, filters it, and
> returns it to the crankcase - it bypasses the engine. At first blush,
that
> seems a very stupid thing to do, but have faith, it will become very clear
> as we go along.
>
> Because none of the oil that leaves the bypass oil filter goes directly to
> the engine, but back to the crankcase, it has no restriction on how small
a
> particle it can safely filter. If it gets clogged up, the system is right
> back where it started before installing the bypass oil filter - no
> catastrophic harm will come from this condition. The result of this is
that
> the bypass oil filter can, and does, safely filter particles of sub-micron
> size. About 10% of the oil is normally directed through the bypass oil
> filter.
>
> WHAT ARE THE CLAIMS
> All of my tests were done on bypass oil filters produced by Gulf Coast
> Filters, but there are many different manufacturers of these filters.
They
> all work on the same general principle, but most have different kinds of
> filter media.
>
> The claim for the bypass oil filter is that the better filtering will
reduce
> the wear in the engine, allow extended oil drains, and increase engine
life.
> It follows, if that is true, that there will be less cost to the owner,
less
> used oil to dispose of, and an improved the environment.
>
> The sole purpose of CaptnWil's tests was to make an independent judgment
for
> his own benefit about the validity of those claims. I share the results
> with you for what ever purpose you desire. I have nothing to sell and no
> financial interest in anything I report on to TWL. It is desirable to
have
> good engineering data from other sources, but if they were true, I should
be
> able to corroborate their findings.
>
> ABOUT THE TESTS
> It was decided that the tests would be in the form of taking oil samples
on
> the engines involved and having independent laboratory analyses done on
> those samples. There will be more about the value of laboratory analysis
a
> little later, but for now, just consider it to be one of the most valuable
> tools available to any engine owner.
>
> Over the course of time, seven engines were involved in these tests, and
> four continue to be part of this "work in progress." I owned, or have
> owned, all of the engines in this test series. There were five diesel
> engines and two gasoline engines involved. Of the remaining four, two are
> diesel.
>
> I was very fortunate to discover a portable oil analyzer (Lubri-Sensor) in
> the early stages of these tests. It was determined that the portable oil
> analyzer - POA as CaptnWil coined a name for it - produced very accurate
> results. In addition to laboratory analysis, it is the perfect instrument
> to conduct the tests on such a large number (to me) of engines at frequent
> intervals. There'll be more about the POA a little later, but it produces
> results at least as sensitive and useful as the formal laboratory
analysis.
>
> The tests were made my CaptnWil alone, and all conclusions are his alone.
> The information that follows will be on the equipment and oil I used.
> Results from different bypass filters and different oils may vary.
CaptnWil
> only offers data and opinions on products he has actually tested. That
> should not be taken to mean that there is any bias against other filters
> and/or oil. It just means I haven't tested them so I can offer no opinion
> about them. The oils in the tests were Shell Rotella T 15W-40, Mobil
Delcac
> 1 5W-40 and Mobil 1 0W-30 synthetic oils.
>
> WHAT THE POA READINGS MEAN
> This little blurb will give you a feel for what the POA readings mean.
The
> table will be included in each segment so you can keep score.
>
> The POA measures the difference in the electrical capacitance of a sample
of
> used oil as compared to a sample of new oil of the same brand and specs.
It
> reports its findings on a scale of 0 to 12. 0 (zero) is the value of new
> oil from a newly opened container. New oil is saved in an airtight
> container for future use.
>
> The readings increase as any contaminates are introduced into the oil.
The
> meaning of the readings is different for petroleum based oils and full
> synthetic oils. It is undetermined for blends. It could be worked out
for
> a blend, but would have to be done on an individual oil basis. Here's
what
> the reading mean:
>
> POA READING ACTION REQUIRED
> Petroleum Full
> Based Synthetic
> 2.5 3.5 Change Bypass Element
> 3.6 5.0 Get Laboratory Analysis
> 4.6 8.0 Change Oil
>
> The difference in the readings for petroleum based oil and synthetic stock
> is because these oil stocks have different electrical characteristics.
The
> action recommended at the different levels was determined by matching the
> readings with the recommendations of laboratory analysis on the same
> samples. All of the readings I have ever taken match directly with
> laboratory analysis.
>
>
> Next time, we'll detail some actual results.
>
> CaptnWil
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 13:41:10 -0800
> From: "Garrett Lambert" <e16@XXX.XXX>
> Subject: Re: TWL: Surveyors in Puget Sound?
>
> I've used Mike McGlenn in Bellingham very satisfactorily. (360)
> 966-4900.
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 13:44:54 -0800
> From: Frank Osborne <Frank.Osborne@XXX.XXX>
> Subject: TWL: Surveyors in Puget Sound?
>
> >
> >Anyone know of a good surveyor that is close by Deer Harbor on Orcas
Island
> >in the San Juans? I think that I might have found me an old wood boat...
> >Doug Barnard
>
> Doug,
> Call Matt Harris, 360-647-6966. He's in Bellingham and did the survey on
> our Defever. Matt is considered one of the best in the PNW. He was even
> featured in an article in Passage Maker.
>
> Frank
>
> ------------------------------
>
> Date: 16 Mar 2002 17:09:42 -0500
> From: Bob Richards <bob@XXX.XXX>
> Subject: Re: TWL: Re: water heaters
>
> On Fri, 2002-03-15 at 17:55, Tom Dunton wrote:
> >
> > For what it's worth: Onboard Sonata we have a 20 gallon heater,
> > heated both with engine and electric.
>
> When I owned a home we had up to 5 people living on a 30 gallon unit. I
> will let you all know how it works out.
>
> Bob
>
> - --
>
> ---------------------------------------------------------
> Kelly and Bob, soon to be living and cruising aboard the
> m/v Tamara B. Cape Elizebeth Me. http://www.tamara-b.org
> kelly@XXX.XXX
> 411 Walnut Street #1885 Green Cove Springs, FL. 32043
> ---------------------------------------------------------
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 16:31:09 -0600
> From: "Jack Ray" <wjray@XXX.XXX>
> Subject: TWL: how filters work
>
> Oops! The plug included with my Racor is not brass. It looked like brass
at
> first glance, but I put my glasses on and realized it looks like yellow
zinc
> chromate plated steel. My appoligies to all for the mis-information,
> especially to Racor. I haven't decided which fittings to use yet. Thanks.
>
> Jack
>
>
>
> - ------ http://USFamily.Net/info - Unlimited Internet - From
$8.99/mo! ------
>
> ------------------------------
>
> Date: 16 Mar 2002 14:40:21 -0500
> From: "Michael Maurice" <mikem@XXX.XXX>
> Subject: Re: TWL: Boat Fender, one size for all
>
> At 02:08 PM 3/16/02, you wrote:
> >Somebody obviously has not read the latest edition of "Farwell's Rules of
> >the Nautical Road." Let this be a warning to us all..
>
> I prime example of failure to give way in a crossing situations by the
> vessel on the left.
> Also, failure of the stand on vessel to take avoiding action when in
extremis.
>
>
>
> Capt. Mike Maurice
> Near Portland Oregon.
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 18:18:49 -0500
> From: "John Gaquin" <jgaquin@XXX.XXX>
> Subject: TWL: Re: Boat Fender, one size for all
>
> > New type of boat fender can be seen at
> >
>
> These damned automakers -- always looking for new market segments.
>
> JG
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 15:14:57 -0800
> From: "Alex Hirsekorn" <alexh@XXX.XXX>
> Subject: Re: TWL: CaptnWil's Diesel Review - 2002.001 - Oil Temperatures
>
> - ----- Original Message -----
> From: "Ken Phelps" <phelps@XXX.XXX>
>
> > 3. Are there Very Small Local Effects (VSLEs - just made that up. Love
> > acronyms.)
>
> Hi Ken,
>
> Forgive me if this seems a bit vague, I'm trying to recall details of a
> conversation I had with an Exxon engineer (who was also a former Cummins
> engineer BTW) about two years ago.
>
> VSLE's have become a source of significant concern fairly recently. The
new
> cleaner diesel engines use a different design in some of their piston
rings
> to further reduce blow-by. An unintended consequence of that change is
that
> a small quantity of oil gets temporarily trapped under the ring resulting
in
> its being subjected to extreme temperatures. It's not really a lubrication
> issue but rather an oil longevity problem. While the volume of trapped oil
> at any give time is only a few cc's it does eventually make it back to the
> crankcase and is replaced by fresh oil which in turn is trapped for a
while.
> What that means is that eventually all the oil gets 'its turn in the
barrel'
> and you've got a Serial Thermal Degradation (STD - I just made that one
up.
> Acronyms forever!) situation. While engine builders try to come up with a
> ring that stops gasses but releases oil readily the oil companies use
> buffered antioxidants that only become active at high temperatures to
> prevent the lubricant from degrading.
>
> The whole thing is a never ending spiral. Governments require cleaner
> engines and better economy. Customers demand better economy and extended
> service intervals. That leads engine builders and oil refiners spend tons
of
> money trying to build a better mousetrap to catch an ever evolving mouse.
> Exxon's annual R&D budget (before the merger with Mobil) was 45 million
> bucks and I'm sure the other players spent commensurate amounts.
>
> As to the question of low oil operating temperature: Engine builders and
oil
> companies put a lot of effort into understanding all of the operating
> parameters of a given engine. Further, when it comes to wear the engines
> we're talking about are a good deal more tolerant than we sometimes give
> them credit for. If your oil temp is 160F instead of 180 - 200F it will be
> thicker but that won't increase wear, in fact it might actually cause a
> (very small) improvement in components, such as rocker arms, that don't
lend
> themselves to the formation of a hydrodynamic wedge. That said, diesel
> engines and their lubricants are designed with the assumption that they
will
> be worked hard. Loafing an engine at 20% of its rated power isn't good for
> the engine and can be bad for the lubricant in that the low temperatures
> won't facilitate the removal of fuel and water contamination. Another
> concern is the pumping loss to which Wil referred. When your oil is too
cool
> you're burning fuel to pump oil rather that to move your boat. The astute
> consumer will have noted that cars that once called for a 10W40 motor oil
> have evolved to 10W30, 5W30, and even 0W30. Those changes are to achieve
> better fuel economy by reducing pumping losses. There has been a similar
but
> smaller evolution in diesel service lubricants in that most companies
offer
> their heavy duty multigrade oils in 10W30 as well as 15W40. BTW: I don't
> recommend using HD 10W30 in place of 15W40 because there seems to be
> increased oil consumption associated with the lighter product.
>
> As an aside; the way oil guys determine intermediate viscosities is by
using
> a special temperature/viscosity graph paper that is similar to a
> mathematicians log log paper. You simply plot two temp/viscosity points
draw
> a straight line through them and read the viscosity at the temperature in
> question off that line. The same paper is used for determining ratios for
> viscosity blending. That technique is not quite as accurate for multigrade
> oils because they are non-Newtonian but even there it's plenty close
enough
> for jazz.
>
> If you're still awake at this point, the bottom line is that you don't
> really need to worry about it because the engine builders and oil refiners
> have already worried about it a lot.
>
>
> Soporifically yours,
>
> Alex
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 20:48:47 -0500
> From: Bill Martin <Martin_WJ@XXX.XXX>
> Subject: TWL: Perkins Oil Lines
>
> My Perkins T6.3544M engines have two bolt on oil lines on the port side
> which go to the oil cooler -- one of the pipes is dripping slightly right
> from the fitting. The lines are fabric covered flexible pipe lines maybe
> an inch in diameter with steel fittings on the ends.
>
> Is there some magic involved in tightening this fitting up slightly? It
> takes a fair amount of force to turn it a little, but that also torques
and
> twists the flexible pipe some too and when you release the wrench there's
> enough torque in the pipe to turn the fitting back to where it started.
>
> I've never seen one of these taken apart. Is the pipe supposed to remain
> stationary while the fitting turns around it like a copper flare fitting
> would? Or is the fitting rigidly attached to the pipe as it appears to
be,
> but which seems unlikely.
>
> Thanks....
>
> (P.S. We finally departed on the Great Loop trip and are sitting anchored
> at Lake Okeechobee -- dripping a couple tablespoons of oil per day of
> running. Why this never chose to leak at home is one of the mysteries of
> the universe.)
>
> Bill Martin
> Telegraph Hill
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 21:06:23 -0500
> From: "Kevin Redden" <kfredden@XXX.XXX>
> Subject: RE: TWL: Boat Fender, one size for all
>
> Hi Mike,
>
> Are you sure that those were the only causal factors? While the
> after-action picture was certainly taken in broad daylight, the actual
> incident may well have happened at night. As such, I looked for
extenuating
> circumstances and of course noted that the 'vessel' on the right was not
> configured to display a red port side navigation light, was not displaying
a
> masthead light, and of course had no provisions to keep other deck lights
> from interfering with the visibility of the navigation lights. Sheesh --
> what was that other driver thinking! :-)
>
> Kevin
>
> > -----Original Message-----
> > On Behalf Of Michael Maurice
> > Subject: Re: TWL: Boat Fender, one size for all
> >
> >
> > At 02:08 PM 3/16/02, you wrote:
> > >Somebody obviously has not read the latest edition of "Farwell's Rules
of
> > >the Nautical Road." Let this be a warning to us all..
> >
> > 1 prime example of failure to give way in a crossing situations by the
> vessel on the left.
> > Also, failure of the stand on vessel to take avoiding action when in
> extremis.
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 18:17:28 -0800
> From: "Stan Kurowski" <skurowski@XXX.XXX>
> Subject: TWL: RE: Surveyors in Puget Sound?
>
> One thing I've heard about Matt. You want him to survey the boat you're
> trying to buy, but not the one you're trying to sell.
>
> Stan Kurowski
> M/V Beaver Rock ( http://beaverrock.home.attbi.com )
> Anacortes, WA
>
> SNIP
> > Doug,
> > Call Matt Harris, 360-647-6966. He's in Bellingham and did the survey on
> > our Defever. Matt is considered one of the best in the PNW. He was even
> > featured in an article in Passage Maker.
> >
> > Frank
> >
> >
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 21:19:11 -0500
> From: "George Geist" <scaramouche@XXX.XXX>
> Subject: Re: RE: TWL: Boat Fender, one size for all
>
> I presume the smiling lady in the business suit is the driver of the
'vessel' on the right. Then, as a Power Squadron Member, I must ask the
question: "Has she had boating skills education and if so, did she pass her
P.C.O.C. exam?"
> That's the (Canadian) "Pleasure Craft Operator's Certificate."
> Only in Canada, you say --pity!
>
> George of Scaramouche1, Lake Ontario, Canada
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 21:33:55 -0500
> From: "Kevin Redden" <kfredden@XXX.XXX>
> Subject: RE: RE: TWL: Boat Fender, one size for all
>
> George,
>
> Silly me - I never guessed she might have been the driver. Seeing how she
> was smiling, I just assumed she must be one of the attorneys who had just
> started the meter running on this case! :-)
>
> Kevin
>
> > -----Original Message-----
> > From: owner-trawler-world-list@XXX.XXX
> > [mailto:owner-trawler-world-list@XXX.XXX]On Behalf Of George Geist
> > Sent: Saturday, March 16, 2002 9:19 PM
> > To: kfredden@XXX.XXX
> > Cc: trawler-world-list@XXX.XXX
> > Subject: Re: RE: TWL: Boat Fender, one size for all
> >
> >
> > I presume the smiling lady in the business suit is the driver of
> > the 'vessel' on the right. Then, as a Power Squadron Member, I
> > must ask the question: "Has she had boating skills education and
> > if so, did she pass her P.C.O.C. exam?"
> > That's the (Canadian) "Pleasure Craft Operator's Certificate."
> > Only in Canada, you say --pity!
> >
> > George of Scaramouche1, Lake Ontario, Canada
> >
> >
>
> ------------------------------
>
> Date: Sat, 16 Mar 2002 18:59:25 -0800
> From: "d.winchester" <d.l.winchester@XXX.XXX>
> Subject: TWL: Trewler Fest
>
> Its now 2 months 14 days until I drop the shackles of work and can start
to
> enjoy life, but who is counting. A trawler is one of the first items on
my
> list. I feel the Trawler Fest would be a good place to start some serious
> shopping but have some concerns over the $660 for me and my wife to
attend.
> Is this event worth the cost? If so what does one get for their money. Of
> course retirement brings reduced income and purchasing a boat is no small
> expense so we will need to be somewhat frugal.
>
> DW
>
> ------------------------------
>
> Date: 16 Mar 2002 22:09:28 -0500
> From: Bob Richards <bob@XXX.XXX>
> Subject: Re: TWL: Surveyors in Puget Sound?
>
> On Sat, 2002-03-16 at 14:38, Doug Barnard wrote:
> > surveyor that is close by Deer Harbor on Orcas Island
>
> Doug:
>
> I have only good things to say about our surveyor "Mike McGlenn" in
> Bellingham. We just used him to survey Night Trawler, once in Blaine and
> Once in Anacortes. Pretty close to Orcas Island on the map.
>
> Michael K. McGlenn
> 1992 Harmony Rd.
> Bellingham, Wa 98226
> (360) 966-4900
> (888) 966-4900
> http://www.mypid.com/mcglenn/
>
> Hope this helps....
>
> Regards
> Bob
>
> - --
>
> ---------------------------------------------------------
> Kelly and Bob, soon to be living and cruising aboard the
> m/v Tamara B. Cape Elizebeth Me. http://www.tamara-b.org
> kelly@XXX.XXX
> 411 Walnut Street #1885 Green Cove Springs, FL. 32043
> ---------------------------------------------------------
>
> ------------------------------
>
> Date: 16 Mar 2002 20:38:46 -0500
> From: "Michael Maurice" <mikem@XXX.XXX>
> Subject: TWL: Whistle Signals: Inland v COLREGS
>
> In case you have ever wondered why the COLREGS (International) Rules uses
1
> and 2 blast whistle signals differently, here it is.
> The Inland Rules which were modified greatly about 1982, still use these
> whistle signals as a signal of "Intent", not to signal "action", for the
> simple reason to cut down on the amount of signaling expected in passing
> situations. After all if you were expected to blow signals EVERY time you
> changed course as the COLREGS require, there would be a lot of signaling
> going on and in confined Inland waters, probably enough to cause a lot of
> confusion.
>
>
> Capt. Mike Maurice
> Near Portland Oregon.
>
> ------------------------------
>
> End of trawler-world-list V5 #261
> *********************************
>
|