Morse Controls, which lever is...
 

I just purchased a preowned Parker 2520xl with dual Morse Controls for
each station. Each control has a both a red and a black-knobbed lever.
Is the red lever for rpm adjustments and the black lever for
forward/reverse engagement? Also, for starting the engine, can I
assume the neutral lever positions are straight up on the transmission
engage lever and then full aft for the rpm lever?

Thanks,
--Brett

Morse Controls, which lever is...
 

I just purchased a preowned Parker 2520xl with dual Morse Controls for
each station. Each control has a both a red and a black-knobbed lever.
Is the red lever for rpm adjustments and the black lever for
forward/reverse engagement?

Traditionally, yes.

Remember red=fire=fuel :-)

However, if the boat was previously owned all bets are off. Don't assume that
anything is hooked up or installed properly on a used boat. (Sometimes new,
too).

Also, for starting the engine, can I
assume the neutral lever positions are straight up on the transmission
engage lever and then full aft for the rpm lever?

Thanks,
--Brett

Straight up for nuetral, assuming the cable is properly adjusted. If the engine
won't crank, wiggle the tranny lever a little bit.
Lots of times the cable is OOA and the lever has to be slightly forward or aft
of center to activate the neutral switch.

As for the throttle cable, it will depend a lot on whether the engines are
carbed or injected. Lots of times the carbed engines need a couple of "pumps"
from a cold start.

Morse Controls, which lever is...
 

Thank you !!

-brett

Morse Controls, which lever is...
 

WaIIy wrote:
On 28 Jun 2004 20:21:03 -0700, (the game,
man.) wrote:

I just purchased a preowned Parker 2520xl with dual Morse Controls for
each station. Each control has a both a red and a black-knobbed lever.
Is the red lever for rpm adjustments and the black lever for
forward/reverse engagement? Also, for starting the engine, can I
assume the neutral lever positions are straight up on the transmission
engage lever and then full aft for the rpm lever?

Thanks,
--Brett

I find it odd that each control had a red and black knob. Usually the
throttles are on the same control and the shifters are on the other
control.

Maybe the guy just liked to alternate his knobs.


I suspect the original poster is not completely familiar with
terminology. I think he has but one engine, and that there is a Morse
dual handle control at each station...that is...a separate throttle and
shifter handle at each station, as opposed to a single-lever control at
each station.

My Parker is equipped that way...a separate shift and throttle lever at
each station.

Morse Controls, which lever is...
 

I find it odd that each control had a red and black knob. Usually the
throttles are on the same control and the shifters are on the other
control.

Maybe the guy just liked to alternate his knobs.

I have seen it done as you describe, but I personally prefer having a seperate
control console for each engine in a twin engine situation. There are so many
times when you are hoping to do something completely different with one engine
than the other that the physical separation of the controls makes it easier.

Example, if you want to go ahead on the port engine and reverse on starboard,
and if you transmission selectors are very close together, you need to be
careful not to whack the starboard control from reverse back to neutral as you
reach forward with the port.

For me, it's easier to "think through" the process (and I run single screws
more easily and instinctively than twins) when the controls for each engine are
together and separated from those of the other engine.

Morse Controls, which lever is...
 

On 29 Jun 2004 15:53:49 GMT, (Gould 0738) wrote:
For me, it's easier to "think through" the process (and I run single screws
more easily and instinctively than twins) when the controls for each engine are
together and separated from those of the other engine.

============================================

I think most experienced twin engine guys would disagree with that
thinking. The vast majority of low speed maneuvering is done with
only the shifters and it becomes very intuitive to have them together,
usually to the left of the helm although Hatteras is to the right. If
shifter and throttle were together it would be very easy to nail the
throttle by mistake and end up with a moving 50,000 pound problem on
your hands.

Morse Controls, which lever is...
 

I think most experienced twin engine guys would disagree with that
thinking. The vast majority of low speed maneuvering is done with
only the shifters

I agree with that.

and it becomes very intuitive to have them together,
usually to the left of the helm although Hatteras is to the right.

Anything can become intuitive.

A bizarre set-up I once encountered was rigged with the throttle and shifter
levers mounted on horizontal surface, above the rim of a vertical "destroyer"
wheel.

The starboard module had the black shifter lever outboard, and the red
throttle lever inboard. The port module had the throttle lever inboard, and the
shifter lever outboard. This placed the shifter levers at the opposite edges of
the array, making the "driving a bulldozer" crutch seem a bit more realistic.
:-) It was a little unusual, but the boat owner swore by at.

If
shifter and throttle were together it would be very easy to nail the
throttle by mistake and end up with a moving 50,000 pound problem on
your hands.

In the 10th of a second it would take to realize such a mistake (been there,
done that) that 50,000 pound boat isn't going to move very far.

Morse Controls, which lever is...
 

Are there any boats set up as you describe?

Yes.

Morse Controls, which lever is...
 

gould0738 says: "In the 10th of a second it would take to realize such a
mistake (been there, done that) that 50,000 pound boat isn't going to move very
far.

I say, with the tide going out (in) and the wind going sideways (left ways, no,
right ways), lots of times the boat can get a fair amount of way on while you
try and sort it out.
And a "50,000 lb" boat can do a lot of damage during that time! 1/10 sec?
Hmmmmm you have better reflexes then most..
Mike

Morse Controls, which lever is...
 

I say, with the tide going out (in) and the wind going sideways (left ways,
no,
right ways), lots of times the boat can get a fair amount of way on while you
try and sort it out.

If there is substantial wind and/or current you wil be using the throttles as
well as the gears. 10th of a second? Long before you push the throttle as far
as it would take to make a gear change, you will indeed notice a pronounced
change in RPM. The error will be immediately apparent. There shouldn't be any
"trying to sort out" involved. If you screw up in the middle of a landing, you
have to know how what you did affected things and have a plan to counter or
recover. It's way too late to sort anything out. You either have a workable
program to recover or you abort and start over.

Situational awareness. Don't leave home without it.

Morse Controls, which lever is...
 

Harry Krause wrote in message ...
I suspect the original poster is not completely familiar with
terminology. I think he has but one engine, and that there is a Morse
dual handle control at each station...that is...a separate throttle and
shifter handle at each station, as opposed to a single-lever control at
each station.

My Parker is equipped that way...a separate shift and throttle lever at
each station.


You're correct in both accounts, Harry.. a single Yam 250 it has.

-Brett

Morse Controls, which lever is...
 

the game, man. wrote:

Harry Krause wrote in message ...
I suspect the original poster is not completely familiar with
terminology. I think he has but one engine, and that there is a Morse
dual handle control at each station...that is...a separate throttle and
shifter handle at each station, as opposed to a single-lever control at
each station.

My Parker is equipped that way...a separate shift and throttle lever at
each station.


You're correct in both accounts, Harry.. a single Yam 250 it has.

-Brett


Aha...the 250. Would appreciate knowing your performance figures...with,
say, half load of fuel, couple of folks on board...do you have a fuel
flow meter?

We have the F225 four cycle.

Morse Controls, which lever is...
 

Are there any boats set up as you describe?

Yes.

Point being, you had no point.

????????????

Morse Controls, which lever is...
 

Gould 0738 wrote:
I say, with the tide going out (in) and the wind going sideways (left ways,
no,
right ways), lots of times the boat can get a fair amount of way on while you
try and sort it out.


If there is substantial wind and/or current you wil be using the throttles as
well as the gears. 10th of a second? Long before you push the throttle as far
as it would take to make a gear change, you will indeed notice a pronounced
change in RPM. The error will be immediately apparent. There shouldn't be any
"trying to sort out" involved. If you screw up in the middle of a landing, you
have to know how what you did affected things and have a plan to counter or
recover. It's way too late to sort anything out. You either have a workable
program to recover or you abort and start over.

Situational awareness. Don't leave home without it.

Personally, I prefer single lever controls. On most that I'm used to,
there will be no RPM increase until after you are in gear, but this
varies between installations on different boats.
I've always worked under the belief that except in extreme conditions,
that if I have to use anything more than gears and rudder(s) (single or
multi screw), then I've screwed up the approach.
For all intents, I'd agree fully with the above .... you need to be 4-5
steps ahead of the boat, ready to alter your thinking because it's
extremely rare that you will ever dock exactly the same way at the same
dock with the same boat ... twice...... and never be afraid to go
around and do it again.

otn

Morse Controls, which lever is...
 

On 6/29/2004 8:05 PM, Gould 0738 wrote:

Are there any boats set up as you describe?


Yes.

Most I've seen are, but then I'm more familiar with single screws and
single O/B runabouts.

For twins, I'm used to seeing (from left to right, T=Throttle, G=Gear
shifter):

LT LG | RG RT


Maybe it's a setup that's popular only in the PNW?



--
~/Garth - 1966 Glastron V-142 Skiflite: "Blue-Boat"
"There is nothing - absolutely nothing - half so much worth doing
as simply messing about in boats."
-Kenneth Grahame, The Wind in the Willows

Morse Controls, which lever is...
 

"Garth Almgren" wrote in message
...
On 6/29/2004 8:05 PM, Gould 0738 wrote:
For twins, I'm used to seeing (from left to right, T=Throttle, G=Gear
shifter):

LT LG | RG RT


On the boat I recently had, a 36' Carver, the controls were set up with the
gear shift levers on the left of the helm, and the throttles on the right.
Each pair of handles were "L" shaped with the angle pointing in, which made
it easy to grab both handles with one hand and move them together.

To use your notation (P=port. S= starboard, T= throttle, G= gear shift)

PG SG (steering wheel) PT ST


With the setup that you describe above, where the throttles are on the
outside of the gear shift, I would think that it would either take two hands
to move the throttles together or you would have to do it in two step, which
would make steering a bit difficult.

Rod

Morse Controls, which lever is...
 

On 7/1/2004 2:43 PM, Rod McInnis wrote:

"Garth Almgren" wrote in message
...

On 6/29/2004 8:05 PM, Gould 0738 wrote:

For twins, I'm used to seeing (from left to right, T=Throttle, G=Gear

shifter):

LT LG | RG RT



On the boat I recently had, a 36' Carver, the controls were set up with the
gear shift levers on the left of the helm, and the throttles on the right.
Each pair of handles were "L" shaped with the angle pointing in, which made
it easy to grab both handles with one hand and move them together.

To use your notation (P=port. S= starboard, T= throttle, G= gear shift)

D'oh! I'm just getting back into summer nautical mode - I should have
thought of using the proper terminology too...

PG SG (steering wheel) PT ST


With the setup that you describe above, where the throttles are on the
outside of the gear shift, I would think that it would either take two hands
to move the throttles together or you would have to do it in two step, which
would make steering a bit difficult.

Rod

I think the theory behind having the gear shifts together is that you
can easily maneuver at slow speeds with one hand using those levers
alone. I've seen some twins perform some amazing maneuvers, something
I'd never want to try with a single screw. Anyway, I think I like your
example better since the throttles are together as well as the gears.

Ah, well; My preference is still outboard style with a single lever for
everything. :)


--
~/Garth - 1966 Glastron V-142 Skiflite: "Blue-Boat"
"There is nothing - absolutely nothing - half so much worth doing
as simply messing about in boats."
-Kenneth Grahame, The Wind in the Willows