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Messages - reedbr

Pages: 1 ... 10 11 [12]
166
Main Message Board / 3M, the bad years (MKII blisters)
« on: November 27, 2002, 12:14:59 PM »
I am being told that there was a 6 month period when 3M supplied a new resin to major boat manufacturers.  This included Catalina, Hunter and I think Beneteau among others.  Apparently this resin had a problem causing blisters almost immediately.  I heard this was in 1996 and that it affected some 1996 and 1997 Catalina's, inlcluding the C34 MKII.  I have searched the forum and the FAQ and don't see anything about it.  Both a surveyor and a Catalina dealer told me about it.  I also heard there as a class action lawsuit by some owners against 3M.
 
 Does anybody have any details on this?  If so, does anybody know what hull numbers would be affected?  Any information is appreciated.

167
Main Message Board / Testimonial
« on: October 29, 2002, 09:08:11 AM »
I am also at Zahniser's also, so I walked on over to see "Cheers".  The boat is in great condition, just as Palmer says.  He even carpeted his pilings!  That's dedication.

168
Main Message Board / OK, the REAL reason...
« on: September 09, 2002, 07:49:09 PM »
The original reason I wanted to know what was considered average engine hours was to determine the use of the boat, not specifically the engine.  Yes, I am in the market for a used boat.  Since sailboats don't have true odometers like cars, engine hours are the next closest thing.  I am attempting to weed out charter, part-time charter, or "shared" boats since in general their maintenance seems to be lower in ratio to their use.  I know this is a grand generalization, but it is at least partially deserved.  When buying through a broker, a boat's history is not always easy to find out.  There are also other signs that a boat has been chartered, so engine hours is just piece of information to factor, and not the only factor.
 
 The rest of the information on diesels though was very interesting though.  It seems that with diesels, like old cars, regular use is better than sitting.
 
 Maybe I can spark more conversation here?  How about "Are racers harder on their boats than cruisers?".  Or, "Are offshore miles considered harder miles on a sailboat?".  Oh, maybe we'll save those for another post topic.
 
 Thanks for all of your feedback.  You have answered all my questions and then some.

169
Main Message Board / Engine Hours - Average
« on: August 30, 2002, 07:17:47 AM »
How many engine hours do you log per year on average?  I've seen used boats run from 75-120, but I would think boats listed as "light use" would be even less than 75.

170
Main Message Board / Other Options
« on: August 16, 2002, 09:02:42 PM »
Somebody touched on it, but I'll bring it up again-- small boats.  Two 14' Lasers (or 420's or Sunfishes or Escapes...) can be as much funs as big boat cruising.  Less costly and time consuming too.  I was brought up on cruising boats and then discovered small boats.  I had some of my best times running up and down lakes with a friend in dueling catamarans.  
 
 I stopped getting Cruising World.  I got sick of feeling inadequate.  Let's be honest, my wife and my three kids aren't sailing to Tahiti...ever.  Most aren't.
 
 As a family, we have settled into 50% of the summer weekends being sailing weekends.  For now they like it.  The less I push, the better it is for all of us (although I would prefer 75%-- oh well). Later on maybe I'll be hosed, but for now we have family peace at 50%.  I would trade down to Dyer Dow's to stay on the water though.
 
 Good luck.

171
Main Message Board / Fuel filter change
« on: June 08, 2004, 11:18:17 AM »
Actually, gravity and the fuel shutoff valve in the port cockpit locker did most my work for me.  I skipped some of the detail, but it was my impression that the electric fuel pump worked with the key in the on position, not just the glow plug (spring return) position.
 
 I'll try to be more exact here of my steps:
 (1)  Shut off the fuel line in the port cockpit locker under the inspection port.
 (2)  Unscrewed the engine fuel filter.
 (3)  Wiped up about a 1/2 pint of fuel that came out at the same time.  There was no addition flow with the fuel line cut off.
 (4)  Filled the new filter with fresh fuel and screwed it up to the mount lightly.
 (5)  Had my daughter open the fuel line valve in the cockpit while I unscrewed the filter slightly.  When fuel began spilling out the top of the filter I tightened it back up (and wiped up my new spill)
 (6)  I did not touch any bleeder on the filter mount.  I did loosen the knurled bleeder knob on the same side of the engine 1 full turn.
 (7)  Daughter turned the key to the run position (I'm assuming the fuel pump was pumping).  I waited 60 seconds and then closed the bleeder.  Then I backed it off the bleeder a quarter turn and started the engine (actually, she started the engine, it's good training).  
 (8)  Let it run for another minute or two this way and then closed the bleeder completely
 (9) Ran it in gear in the slip for 10 minutes and idled for another 10 minutes.
 
 I think leaving the bleeder cracked 1/4 turn open for the first minute allows more fuel to pass, half of which just returns to the tank.  This way if there is any air in the line you should get it out sooner rather than trying to burn everything that is in the line.  The two times I've done my Racor, I haven't touched the engine bleeder.  I'm no expert though.  This brings my grand total of diesel fuel filter changes to three.  But so far (knock on teak) I'm batting 1000.
 
 Let me know if you need any other pictures or info.

subject:  fuel bleed, fuel bleeding

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