Bow, Stern, Port, Starboard Active & Healthy Living
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1850 Pro Tiller
1850 Pro Tiller Specs Colors GENERAL 1850 PRO TILLER STANDARD Overall Length 18' 6" 5.64 m Summit White base w/Black Metallic accent & Tan interior Boat/Motor/Trailer Length 21' 5" 6.53 m Summit White base w/Blue Flame Boat/Motor/Trailer Width 8' 6" 2.59 m Metallic accent & Tan interior Summit White base w/Red Flame Boat/Motor/Trailer Height 5' 10" 1.78 m Metallic accent & Tan interior Beam 94'' 239 cm Summit White base w/Storm Blue Metallic accent & Tan interior Chine width 78'' 198 cm Summit White base w/Silver Metallic Max. Depth 41'' 104 cm accent & Gray interior Max cockpit depth 22" 56 cm Silver Metallic base w/Black Metallic accent & Gray interior Transom Height 25'' 64 cm Silver Metallic base w/Blue Flame Deadrise 12° Metallic accent & Gray interior Weight (Boat only, dry) 1,375# 624 kg Silver Metallic base w/Red Flame Metallic accent & Gray interior Max. Weight Capacity 1,650# 749 kg Silver Metallic base w/Storm Blue Max. Person Weight Capacity 6 Metallic accent & Gray interior Max. HP Capacity 90 Fuel Capacity 32 gal. 122 L OPTIONAL Mad Fish graphics HULL Shock Effect Wrap Aluminum gauge bottom 0.100" Aluminum gauge sides 0.090'' Aluminum gauge transom 0.125'' Features CONSOLE/INSTRUMENTATION Command console, w/lockable storage & electronics compartment, w/pull-out tray, lockable storage drawer, tackle storage, drink holders (2), gauges, rocker switches & 12V power outlet Fuel gauge Tachometer & voltmeter standard w/pre-rig Master power switch Horn FLOORING Carpet, 16 oz. marine-grade, w/Limited Lifetime Warranty treated panel -
An Analytical Approach to the Question of a Clock Change
An Analytical Approach to the Question of a Clock Change by Samuel Halpern One of the ongoing arguments that continues to be brought up is the question of whether or not clocks on Titanic were put back some time before the accident took place Sunday night, April 14, 1912. Some of the deck crew, awakened by the accident at 11:40 p.m. ship’s time, thought that it was close to the time that they were due to take their watch on deck, which would be at 12 o’clock. Despite Boatswain’s Mate Albert Haines, who was awake and on duty at the time, testifying that “The right time, without putting the clock back, was 20 minutes to 12,” there are some that try to argue that a 24 minute clock adjustment had already taken place, and the time of the accident on an unadjusted clock still keeping April 14th time would have been 4 minutes past 12. The underlying question that would resolve this issue is the run time from noon Sunday to the time of the accident. If the run time from noon to the time of the accident was 11 hours 40 minutes, then no clock change had yet taken place, and the time of collision was 11:40 p.m. in unadjusted hours. If the run time was more than 12 hours, then there was a clock change of some 23 or 24 minutes, and the time of collision was 11:40 p.m. in adjusted hours. It really is that simple. So how do we determine the actual run time from the available evidence that does not have to rely on subjective estimates such as time intervals or other measures that people may have perceived? The answer is to take an analytical approach to the problem using the taffrail log mileage data offered by quartermasters George Rowe and Robert Hichens at the inquiries. -
Orientation Sheet for Horizon Updated: 2017-Apr-21
Orientation Sheet for Horizon Updated: 2017-Apr-21 General • All voyages should be documented in the ship’s log book. Report any damage or deficiencies to [email protected] and to boat manager [email protected] / 410-203-2673 Specifications Registration #: MD 5596 AC Hull#: XLY 595267 Make: Islander 36 Year: 1977 Engine: Perkins 4.108; 4-cyl Diesel 48-HP Displacement: 13,450 lbs Draft: 5’ 02” Mast Height Fuel Capacity: 30 gal. Holding tank: 18 gal. (from waterline): 52’ 06” Water Capacity: 54 gal. 2 tanks, below Salon Settees LOA: 36’ 08" Batteries: House battery 1 and 2 (Starboard lazaret) LWL: 28’ 25” Starting Battery (under companionway steps) Beam: 11’ 17” Sails: Main, Genoa on furler, staysail with boom Safety Equipment First Aid Kit: Drawer port side Rescue Sling: Stern Rail PFDs: V-berth Fire Extinguishers: (2) – Starboard side cabin, Port quater berth Day/Night Flares: Aerial & Hand-held – Drawer port side above seats in salon Sounds (Horn, Bell & Whistle): Drawer port side above seats in salon Auto-Switched Bilge Pump: Wired directly to House Battery (must be switched to Auto when leaving boat). The switch is located on the starboard side inside the cabin above the galley sink Old Bilge Pump: Wired to Electric Panel on the engine compartment wall (manual mode only). Do not use this pump unless the other one is not working. Manual Bilge Pump: Cockpit Port side (handle located in drawer port side above seats) Anchors: Danforth (35 lbs) bow; Rode: 15’ of chain & 150’ of line (marked every 30’) Thru-hulls/Sea-cocks: Engine -
An Orientation for Getting a Navy 44 Underway
Departure and return procedure for the Navy 44 • Once again, the Boat Information Book for the United States Naval Academy Navy 44 Sailing Training Craft is the final authority. • Please do not change this presentation without my permission. • Please do not duplicate and distribute this presentation without the permission of the Naval Academy Sailing Training Officer • Comments welcomed!! “Welcome aboard crew. Tami, you have the helm. If you’d be so kind, take us out.” When we came aboard, we all pitched in to ready the boat to sail. We all knew what to do and we went to work. • The VHF was tuned to 82A and the speakers were set to “both”. • The engine log book & hernia box were retrieved from the Cutter Shed. • The halyards were brought back to the bail at the base of the mast, but we left the dockside spinnaker halyard firmly tensioned on deck so boarding crew could use it to aid boarding. • The sail and wheel covers were removed and stored below. • The reef lines were attached and laid out on deck. • The five winch handles were placed in their proper holders. • The engine was checked: fuel level, fuel lines open, bilge level/condition, alternator belt tension, antifreeze level, oil and transmission level, RACOR filter, raw water intake set in the flow position, engine hours. This was all entered into the log book. • Sails were inventoried. We use the PESO system. We store sails in the forward compartment with port even, starboard odd. •The AC main was de-energized at the circuit panel. -
Sea Kayak Handling Sample Chapter
10 STERN RUDDERS Stern rudders are used to keep the kayak going in a straight line and make small directional changes when on the move. The stern rudder only works if the kayak is travelling at a reasonable speed, but it has many applications. The most common is when there is a following wind or sea pushing the kayak along at speed. In this situation, forward sweep strokes are not quick enough to have as much effect as the stern rudder. A similar application is when controlling the kayak while surfi ng. A more ‘gentle’ application is when moving in and out of rocks, caves and arches at slower speeds. Here, the stern rudder provides control and keeps the kayak on course in these tight spaces. Low angle stern rudder This is the classic stern rudder and works well to keep the kayak running in a straight line. It is best combined with the push/pull method of turning with a stern rudder (see below). • The kayak must be moving at a reasonable speed. • Fully rotate the body so that both hands are out over the side. • Keep looking forwards. • Place the blade nearest the stern of the kayak in the water as far back as your rotation allows. • The blade face should be parallel to the side of the kayak so that it cuts through the water and you feel no resistance. 54 • The blade should be fully submerged and will act like a rudder, controlling the direction of the kayak. • The front hand should be across the kayak and at a height between your stomach and chest. -
Gannet Electronics
Gannet Electronics A Summary of the Electronic Equipment Fitted to early Model R.A.N Gannet A.S.1 Aircraft Prepared by David Mowat Ex-L.R.E.M.(A) 21st. August 2003 Page 1 Page 2 GANNET ELECTRONIC EQUIPMENT Introduction The ‘Heart’ of the Gannet as a Weapons System was its Electronic Equipment. It contained a comprehensive range of electronic equipment to enable it to perform the various roles for which it was designed. Its Primary Role was to detect, locate, and destroy enemy submarines. For this Role, the Aircraft was fitted with a Search Radar and Sonobuoy Systems. Other electronic systems were also installed for Communications, both internal and external, and Navigation. The various equipments were allocated an ‘Aircraft Radio Installation’ (ARI) number, which specified the actual equipment used in each installation. These may vary between aircraft depending on the role that the particular aircraft was to perform. A cross- reference List of ARI’s is shown at Appendix ‘A’. The various equipments can be grouped into four major categories as follows: a.! Communications b.! Navigation c.! Warfare Systems d.! Stores Communications Equipment The Communications Equipment was used to enable the crew to talk to each other (internal communications) and other aircraft, ships or bases (external communications). They are as follows: a.! Audio Amplifier Type A1961 The Type A1921 was used to amplify the Microphone outputs from the three crew members and feed it back into the earphones. It was located on the port side of the rear cockpit at about seat height just forward of the Radio Operator. -
19750827-0 DC-3 5Y-AAF.Pdf
1 CAV/ACC/24/75 ACCIDENT IUVESTIGATION BRANCH CIVIL AIRCRAFT ACCIDEiiT Report on the Accident to Douglas DC-3 Aircraft Registration number 5Y-AAF which occurred on the 27th August,1975 At 0922 hours, at Mtwara Airport, Tanzania. E A S T A F R I CAN C 0 M M U NIT Y AOCIDEwr REPORT AOCIDE:~T INVESTIGATIOn BRAl'WH 'CIVIL ACCIDENT REPORT CAV/ACC/24/75 AIRCRAFT TYPE 8; HEGISTRATION: Douglas DC-::- 5Y-l~ ENGINE: Pratt & \filii tney R1830-90D REGISTERED OWlIJ]~R & OPERATOR: East African Airways Corporation, P.O. Box 19002, NAIROBI, Kenya. CREVf: CAPTAIN Gabriel Sebastian Turuka ) ) Uninjured FIJ:1ST OFFICER Steven Robert Wegoye ) PASSENGER: Sixteen - Uninjured. PLACE OF ACCIDEHT: ~,1twara Airport, Tanzania. DATE AND T1MB: 27th August, 1975, 0922 hours. ALL rrU'lES IN THIS REPORT ARE G.1VI. T. SUMMARY The aircraft was operating East African Airways Service flight number EC037 from Dar es Salaam to Nachingmea with an unscheduled refuelling stop at I1twara with 3 crew and 16 passengers on board. The flight from Dar es Salaam was uneventful and an approach and landing was made onto runway 19. After touch down the aircraft swung to the left and then to the right, after which it left the runway where both main landing gear assys collapsed causing substantial daLage to the centre section and nacelle structure. The report concludes that the most probable cause of the accident was the failure of the pilot to initiate corrective action to prevent the aircraft from turning off the runway. 1.1 HISTORY OF THE FLIGHT: The aircraft departed Dar es Salaam with three crew and 16 passengers. -
Event Information, Policies, and Agreements
Bow to Stern Boating Event Information, Policies, and Agreements This document includes: General Information, Policies, Procedures, Agreement Statements, and Waivers For the Following Events: Rental/Charter, ASA Certification/Lesson, Day Camp, and Other Program. Contact Bow to Stern if you have any questions concerning this information. Updated: March 18, 2021 Table of Contents General Information ............................................................................................................................................. 4 Registration ................................................................................................................................................................... 4 What to Bring ................................................................................................................................................................ 4 Overnight Rentals/Charters/Lessons ............................................................................................................................ 4 Captain and Vessel Check-In/Out Procedures ........................................................................................................ 4 Captain Check-In ............................................................................................................................................................ 4 Captain Check-In Times ................................................................................................................................................. 4 -
Drivetrain 17 36 30 30 31 32 32 33 35 37 38 39 39 40 40 41 41 41 41 41 40 36-40
B Drivetrain ............................... 18 to 41 Drivetrain Struts Main .............................................................................18-19 Self-aligning gland type (with space) ................................. 30 Intermediate ...................................................................... 18 Heavy duty ..................................................................... 30 Sailboat ............................................................................. 19 Studs .................................................................................. 31 Port and starboard ............................................................ 20 Tournament (with space) ................................................ 32 Vee .................................................................................... 21 Self-aligning gland type (without space) ............................ 32 Universal ........................................................................... 21 Spud type Adjustable ....................................................................22-23 Tournament water cooled ............................................... 33 Cut off type ..................................................................... 22 Right hand thread ........................................................... 35 Swivel type ..................................................................... 23 Shaft logs..........................................................................36-40 Strut bolts ............................................................................. -
Know About Boating Before You Go Floating
Know About Boating Before You Go Floating KEY TERMS All-around white light: Navigation light that Gunwale: Upper edge of a boat’s side. is visible in all directions around the boat from Hull: The main body of a boat. 2 miles away. Port: The left side of a boat. Bow: The front part of a boat. Propeller: A device with two or more blades Buoy: An object that floats on the water in that turn quickly and cause a boat to move. a bay, river, lake or other body of water and Sidelights: Red (port side) and green provides information to boats. (starboard side) navigation lights on a boat, Capsize: To turn a craft upside down in visible from 1 mile away. the water. Skipper: The person who commands a boat. Cleat: A wooden or metal fitting on the deck Starboard: The right side of a boat. of a boat. It has two projecting horns around which a rope or line may be tied. Stern: The back part of a boat. OBJECTIVES After completing this lesson, students will be able to: zz Name the main parts of a boat. zz Explain some boating terms. zz Describe some important safety equipment that should be on a boat. zz Demonstrate putting on a life jacket. zz Explain how to board a boat. zz Understand how to balance a boat. zz Explain what to do if a boat capsizes (turns over). MATERIALS, EQUIPMENT AND SUPPLIES zz Poster: Know About Boating Before You Go Floating zz Several Type II and/or Type III life jackets (in the various sizes that would fit the students) zz Mat or tape to create outline of boat zz Chairs (6) zz Watch or clock with a second hand zz Crayons, markers -
Gunwale (Canoe Rails) Repair Guide Wood Gunwale Repair
Gunwale (Canoe Rails) Repair Guide Wood Gunwale Repair Canoes with fine woodwork are a tradition at Mad River Canoe. The rails, seats and thwarts on your Mad River Canoe are native Vermont straight-grained ash, chosen for its resiliency, strength and aesthetic appearance. Unlike aluminum or plastic materials, white ash will not kink upon impact and cause undue damage to the canoe hull. There are more options involved in repair of wood gunwales than with vinyl or aluminum, making this section a bit longer than the corresponding instructions for other types of rails. Don't let the length of this document intimidate you - here's an overview of this section to help you plan your repair strategy: General Information - Everyone should read this section. Pre-installation preparation - Everyone should read this section. Gunwale replacement instructions - How to replace both rails of your canoe. Replacing Gunwales with inset decks (including complete deck replacement) - If your canoe has inset decks you will likely have to replace them when you replace your rails. The other option is: Short-splicing method to preserve original inset decks when rerailing - You may cut the existing inwales of your canoe to avoid replacing your existing deck. The new inwale must be carefully spliced to the section of existing inwale. Installation of a 4' splicing section - If you have damage to a small section of gunwale, you can splice in a replacement section on the inside, outside or both. General Information Ordering replacement ash gunwales Rails can be ordered from an authorized Mad River dealer. Replacement ash rails are available for all Mad River Canoes. -
Bureau of Air Safety Investigation Report Basi
BUREAU OF AIR SAFETY INVESTIGATION REPORT BASI Report B/916/1017 Bell 214ST Helicopter VH-HOQ Timor Sea Latitude 12° 30' south Longitude 124° 25' east 22 November 1991 Bureau of Air Safety Investigation /i.:V Transport and Healonaf Development Department of Transport and Communications Bureau of Air Safety Investigation ACCIDENT INVESTIGATION REPORT B/916/1017 Bell 214ST Helicopter VH-HOQ Timor Sea Latitude 12° 30' south Longitude 124° 25' east 22 November 1991 Released by the Director of the Bureau of Air Safety Investigation under the provisions of Air Navigation Regulation 283 Bureau of Air Safety Investigation When the Bureau makes recommendations as a result of its investigations or research, safety, (in accordance with our charter), is our primary consideration. However, the Bureau fully recognises that the implementation of recommendations arising from its investigations will in some cases incur a cost to the industry. Consequently, the Bureau always attempts to ensure that common sense applies whenever recommendations are formulated. BASI does not have the resources to carry out a full cost- benefit analysis of every recommendation. The cost of any recommendation must always be balanced against its benefits to safety, and aviation safety involves the whole community. Such analysis is a matter for the CAA and the industry. ISBN 0642 193959 June 1993 This report was produced by the Bureau of Air Safety Investigation (BASI), PO Box 967, Civic Square ACT 2608. The Director of the Bureau authorised the investigation and the publication of this report pursuant to his delegated powers conferred by Air Navigation Regulations 278 and 283 respectively.