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Chuck, what's wrong with this picture?
This seems like a lot of boat for the money. Although the Lehmans have
5000+ hours on them, I've heard they can go lots longer. From the fact that it's being represented by a Florida broker that specializes in DeFevers, I expect it's a Florida boat that made its way to Seattle. http://yachtworld.com/core/listing/pl_boat_detail.jsp? currency=USD&units=Feet&checked_boats=1286341&slim =ywpbs& |
Chuck, what's wrong with this picture?
jps wrote: This seems like a lot of boat for the money. Although the Lehmans have 5000+ hours on them, I've heard they can go lots longer. From the fact that it's being represented by a Florida broker that specializes in DeFevers, I expect it's a Florida boat that made its way to Seattle. http://yachtworld.com/core/listing/pl_boat_detail.jsp? currency=USD&units=Feet&checked_boats=1286341&slim =ywpbs& Your link isn't working. I would be happy to render an opinion if I knew which boat you were interested in. I did run all theDeFevers in "Seattle" and didn't see any represented by a broker that doesn't have an office in the NW. More info, please. Thanks |
Chuck, what's wrong with this picture?
On 15 May 2006 19:05:25 -0700, "
wrote: jps wrote: This seems like a lot of boat for the money. Although the Lehmans have 5000+ hours on them, I've heard they can go lots longer. From the fact that it's being represented by a Florida broker that specializes in DeFevers, I expect it's a Florida boat that made its way to Seattle. http://yachtworld.com/core/listing/pl_boat_detail.jsp? currency=USD&units=Feet&checked_boats=1286341&slim =ywpbs& Your link isn't working. I would be happy to render an opinion if I knew which boat you were interested in. I did run all theDeFevers in "Seattle" and didn't see any represented by a broker that doesn't have an office in the NW. ====================== http://tinyurl.com/l9h5z |
Chuck, what's wrong with this picture?
jps wrote: In article .com, says... jps wrote: This seems like a lot of boat for the money. Although the Lehmans have 5000+ hours on them, I've heard they can go lots longer. From the fact that it's being represented by a Florida broker that specializes in DeFevers, I expect it's a Florida boat that made its way to Seattle. http://yachtworld.com/core/listing/pl_boat_detail.jsp? currency=USD&units=Feet&checked_boats=1286341&slim =ywpbs& Your link isn't working. I would be happy to render an opinion if I knew which boat you were interested in. I did run all theDeFevers in "Seattle" and didn't see any represented by a broker that doesn't have an office in the NW. More info, please. Thanks Wayne got it. Thanks Wayne. It's weird 'cause it's represented by two brokers at two different prices. Oviatt has it a $125K and another broker out of Florida has it listed at $99.5K. It's quite a bit of boat for $125 but it's quite a bit more attractive at $100. The Lehmans actually have closer to 6000 hours so I wonder if replacing them is figured in... jps Without knowing anything particularly about the condition of the vessel; if the hull is sound and the cosmetics aren't just completely shot she might be an OK buy at $100k. Probably not a bona fide "steal", however, unless it's a lot fresher and cleaner than it appears in the photos and it's major sale-proofing is solely the result of some very high engine hours. Unless there is some well documented major overhaul work and/or unless Norm from Pat's Marine Engines surveys the stink out of the engines and pronounces them in good shape I would figure on a repower, for sure. (Just because some people will live to be 105 doesn't mean we should all expect to). Figure $50k for a rough number, (if you can get a decent deal somewhere) but get a more detailed estimate before finalizing an offer. The listing represents the boat as a displacement, rather than a semi-displacement hull which would make it somewhat unsual (ergo the paravanes). There wouldn't be any reason to go for a lot more power than the current 120's, as you could double the HP, maybe triple the fuel consumption and perhaps get another knot or two as a result (maybe). With 6000 hours, there's a good chance this has been a charter boat. My impresssion from the listing and without inspecting the boat, is that it is probably something of a fixer-upper. If you ultimately wind up with $200k in the boat, you could have bought something a lot newer (but not with new engines) in the same size category for that same money. For somebody who wants to wind up with a freshly repowered, cosmetically resurrected boat for something around $200k, a boat like I envision this DeFever to be could be a good starting point *if it is structurally sound*. If she needs a total exterior paint job as well as a repower, {see Florida UV damage}, you will be in the game well in excess of the $200k. If you've got stringers, fuel tanks, or house rot to deal with you will be in the game probably way too much based on what you'll have when done. On the other hand, if the boat is as tired looking as the poor quality exterior photo suggests, you could make a relatively modest investment, just boat around cheap and dirty for a while, cross your fingers and hope the machinery doesn't come akimbo. If something major conks out, you could always take a $40-50k bath and just walk away- but I would never really personally recommend taking the minimalist approach or trusting engines in less than top condition. Arthur DeFever rather likely supervised the layup and construction of this vessel, but it is still a Taiwan trawler with all of the associated "isms". :-) Call Brent Whiteman at Oviatt if you're seriously interested and you can use my name if you'd care to. Brent and I worked together at another brokerage in the past. He'll give you a no BS account of the boat. I wouldn't worry too much about the broker in FLA with the lower listing price. He may not actually have a legitimate listing on the boat (could be just fishing for leads with another broker's listing- maybe not- I don't know) but if the sellers will really accept $99k presented by a broker in FLA they would certainly take the same price presented by a broker in Seattle. There's a chance that the boat was for sale for a while in FLA at $99k, didn't sell, and has been trucked to the Pacific NW where trawlers are a much hotter commodity than they are in FLA. The seller may be trying to recover some of the transport costs as well as start a bit higher due to the market differential in the PNW. Since you're in Seattle, talk to Oviatt. |
Chuck, what's wrong with this picture?
wrote in message oups.com... Unless there is some well documented major overhaul work and/or unless Norm from Pat's Marine Engines surveys the stink out of the engines and pronounces them in good shape I would figure on a repower, for sure. (Just because some people will live to be 105 doesn't mean we should all expect to). Figure $50k for a rough number, (if you can get a decent deal somewhere) but get a more detailed estimate before finalizing an offer. Just for a reference, I checked on a new repower "just in case" for Mrs. E's GB with the 120 hp Ford Lehman. Bob Smith of American Diesel quoted around $12,000 per engine. That was a couple of years ago, so the price may have gone up a bit since. He is a good source for any parts, etc. for the original Lehman's. According to him, 6000 hours on these engines has just about broken them in. Most problems are associated with the bolt-ons. RCE |
Chuck, what's wrong with this picture?
On Tue, 16 May 2006 05:23:37 -0400, "RCE" wrote:
Bob Smith of American Diesel quoted around $12,000 per engine. That was a couple of years ago, so the price may have gone up a bit since. He is a good source for any parts, etc. for the original Lehman's. Was that for the engine alone, or engine + labor? |
Chuck, what's wrong with this picture?
"Wayne.B" wrote in message ... On Tue, 16 May 2006 05:23:37 -0400, "RCE" wrote: Bob Smith of American Diesel quoted around $12,000 per engine. That was a couple of years ago, so the price may have gone up a bit since. He is a good source for any parts, etc. for the original Lehman's. Was that for the engine alone, or engine + labor? Engine alone, "bobtail" with all new bolt-ons. I have no clue what a yard would charge for installation, but I suspect something in the order of 4k-5k or so, assuming 40-50 labor hours and expendable materials. RCE |
Chuck, what's wrong with this picture?
RCE wrote: "Wayne.B" wrote in message ... On Tue, 16 May 2006 05:23:37 -0400, "RCE" wrote: Bob Smith of American Diesel quoted around $12,000 per engine. That was a couple of years ago, so the price may have gone up a bit since. He is a good source for any parts, etc. for the original Lehman's. Was that for the engine alone, or engine + labor? Engine alone, "bobtail" with all new bolt-ons. I have no clue what a yard would charge for installation, but I suspect something in the order of 4k-5k or so, assuming 40-50 labor hours and expendable materials. RCE The engine, the gearbox, and the labor ran me in the general neighborhood of $20k when I replaced the Perkins diesel in my boat. I also had a custom fuel manifold and a couple of other improvements included at that price. The new engine was about $10,500 (135 HP NA). That was a few years ago, and I typically get a pretty aggressive discount on things. There will be some slight savings on labor when doing twins- but not really all that much. Once the initial set up is done, you still have to pull two engines, reinstall two engines, and set everything back up. I'd sure consider 8 new engine mounts an essential part of the process. One reason to consider repowering almost right away: It may be possible with a little poking around to find a couple of naturally aspirated engines. Most engine companies are being forced to turbo charge everything in order to meet clean air standards. For example, I recently learned that there are only a few 135 HP Perkins/Sabre 354 cid in-line six's like mine remaining in inventory anywhere. The new version of the 135 HP Perkins is a turbo charged four cylinder. I don't have a problem with a turbo in marine applications, but on a displacement boat all you're going to gain from a turbo is the whine. Even on my semi displacement hull there was no decrease in performance when dropping from the 165 HP turbo version to the 135 NA. |
Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
RCE wrote: .. According to him, 6000 hours on these engines has just about broken them in. Most problems are associated with the bolt-ons. RCE These engines can run 10's of thousands of hours in applications like 24/7 power generators, and 6000 hours wouldn't be unusual for a commercial fish boat. Due to the differeneces in frequency of operation, long down times with dirty oil festering in the crankcase, etc etc etc it would be really unusual to realize a commercial duty longevity in a pleasure boat application. Just because some people will live to be 105 doesn't mean that every 75 year old should absolutely count on doing so. :-) In the case of this DeFever, the price is depressed in part due to a perceived "risk" of a 6000 hour boat. Buyers are going to be skeptical, and rightly so. All the people who say, "Don't worry, she's got years and years and years left in her" will do nothing more then express surprise when something does break loose and it is the new owner who will be footing the entire bill. Let's say nothing major went wrong, jps ran the boat for 10 years and then decided to sell a 38 year old boat with 7400 engine hours.........good luck! The good news with this boat is that if it's available for $75k, $80k, or even up to the $100k asking price there's a potential (depending on the condition of other systems and cosmetics) for the value to increase by about as much as it would take to repower. Most of the time a buyer going into a boat that needs to be repowered doesn't expect that to be the case and only discovers after it's too late that he needs to spend another big pile of dough. My impression is that the market has discounted this boat for something- and the most obvious suspect without an inspection has to be the engine hours. The boat may not be sale-proof at $100k, but up in the middle huns where you find boats of similar age with half the engine hours it probably is. We can be pretty sure the seller didn't start off at $100k, and that the current pricing is the latest step in a series of measures (that included moving the boat from FLA to the PAC NW?) to try to find the "spot" in the marketplace where the perceived value at least slightly exceeds the price demanded and it becomes more likely that a buyer will appear. |
Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
RCE wrote:
. According to him, 6000 hours on these engines has just about broken them in. Most problems are associated with the bolt-ons. And poor maintenance. But you're right, if these engines haven't been abused then 6k hours is no problem at all. An oil analysis would tell much of the story quickly and cheaply; in the absence of at least that much data then specualting about whether it needs repowering is kind of pointless. The 120 is my least favorite Lehman, it's big & noisy and has the older style injector pump that needs regular user service. We have the Lehman 135 which is a jewel of an engine. We have 2200 hours and the engine's biggest problem is that it doesn't get run enough. With the care that I take of it (well within the skills of the average person) I expect that they will get to 10k hours with no major work says... ... In the case of this DeFever, the price is depressed in part due to a perceived "risk" of a 6000 hour boat. Buyers are going to be skeptical, and rightly so. It's not the engines they should be skeptical of, it's the rest of the boat. ... All the people who say, "Don't worry, she's got years and years and years left in her" will do nothing more then express surprise when something does break loose and it is the new owner who will be footing the entire bill. Let's say nothing major went wrong, jps ran the boat for 10 years and then decided to sell a 38 year old boat with 7400 engine hours.........good luck! You can sell anything if the price is right... and *that* is the reason for the price depression IMHO, plus the common perception that a boat like this will be a fuel hog. My impression is that the market has discounted this boat for something- and the most obvious suspect without an inspection has to be the engine hours. The boat may not be sale-proof at $100k, but up in the middle huns where you find boats of similar age with half the engine hours it probably is. We can be pretty sure the seller didn't start off at $100k, and that the current pricing is the latest step in a series of measures (that included moving the boat from FLA to the PAC NW?) to try to find the "spot" in the marketplace where the perceived value at least slightly exceeds the price demanded and it becomes more likely that a buyer will appear. I also wonder if it's just beat-up looking and not particularly well equipped. It could be a "bad first impression" boat. jps wrote: Completely agree. If the rest of the boat is in decent condition and engine replacement is the only big issue, the boat could still be had at a reasonable value with fresh engines. Obviously, there's lots else that can require attention in a 25+ year old boat. Very much so. In fact if the figures being quoted on engine replacement are accurate, you can count on spending at least much on other stuff the boat will need. Shucks, a good set of dock lines for this boat will cost a couple hundred. New cushions? Canvas? Ground tackle? Battery bank & smart charger? Inverter (plus some professional wiring work)? The most recent addition we made to our boat is a bow thruster, which I installed myself and am very pleased with. It cost in the neighborhood of 4 boat units; getting it "professionally" installed would have cost twice that. Of course, a boat with twins won't need a bow thruster (actually we didn't really "need" one) but you get the idea. I'm not yet convinced that another sundeck or flush deck style vessel is in order, given the aft line handling and boarding challenges they present. The length is about right but I'm pretty convinced the next vessel will have a cockpit along with diesel engines. Why would you not have diesels in a heavy inboard-powered vessel? There is an excellent book which I highly recommend on weighing the factors in choosing a cruising power boat: http://www.amazon.com/gp/product/sit...935312-9318226 Fair Skies- Doug King |
Chuck, what's wrong with this picture?
In article ,
says... RCE wrote: . According to him, 6000 hours on these engines has just about broken them in. Most problems are associated with the bolt-ons. And poor maintenance. But you're right, if these engines haven't been abused then 6k hours is no problem at all. An oil analysis would tell much of the story quickly and cheaply; in the absence of at least that much data then specualting about whether it needs repowering is kind of pointless. Agreed. The 120 is my least favorite Lehman, it's big & noisy and has the older style injector pump that needs regular user service. We have the Lehman 135 which is a jewel of an engine. We have 2200 hours and the engine's biggest problem is that it doesn't get run enough. With the care that I take of it (well within the skills of the average person) I expect that they will get to 10k hours with no major work This is my first foray into diesel engines. I have a long relationship with gas engines and figured that'd serve me well in keeping costs down. It proved to be true. The big block Tolly I bought was $30K less than a comparably equipped diesel model and I wasn't going to (and didn't) cruise enough to justify the additional cost. Now, with fuel nearly 3X the price, that's no longer an option. says... ... In the case of this DeFever, the price is depressed in part due to a perceived "risk" of a 6000 hour boat. Buyers are going to be skeptical, and rightly so. It's not the engines they should be skeptical of, it's the rest of the boat. I'm skeptical of the whole boat, no matter the age, care, etc. One has to be thorough when making these sorts of decisions. ... All the people who say, "Don't worry, she's got years and years and years left in her" will do nothing more then express surprise when something does break loose and it is the new owner who will be footing the entire bill. Let's say nothing major went wrong, jps ran the boat for 10 years and then decided to sell a 38 year old boat with 7400 engine hours.........good luck! You can sell anything if the price is right... and *that* is the reason for the price depression IMHO, plus the common perception that a boat like this will be a fuel hog. Please expound. Engine model? Hull design? Twins? My impression is that the market has discounted this boat for something- and the most obvious suspect without an inspection has to be the engine hours. The boat may not be sale-proof at $100k, but up in the middle huns where you find boats of similar age with half the engine hours it probably is. We can be pretty sure the seller didn't start off at $100k, and that the current pricing is the latest step in a series of measures (that included moving the boat from FLA to the PAC NW?) to try to find the "spot" in the marketplace where the perceived value at least slightly exceeds the price demanded and it becomes more likely that a buyer will appear. I also wonder if it's just beat-up looking and not particularly well equipped. It could be a "bad first impression" boat. Probably needs cosmetic things. The equipment list is extensive. jps wrote: Completely agree. If the rest of the boat is in decent condition and engine replacement is the only big issue, the boat could still be had at a reasonable value with fresh engines. Obviously, there's lots else that can require attention in a 25+ year old boat. Very much so. In fact if the figures being quoted on engine replacement are accurate, you can count on spending at least much on other stuff the boat will need. Shucks, a good set of dock lines for this boat will cost a couple hundred. New cushions? Canvas? Ground tackle? Battery bank & smart charger? Inverter (plus some professional wiring work)? I've been through all of the above. The first investment I made on the Tolly was $3K in a professionally installed inverter/charger with an interface. The rest of the stuff comes from the Tolly. The most recent addition we made to our boat is a bow thruster, which I installed myself and am very pleased with. It cost in the neighborhood of 4 boat units; getting it "professionally" installed would have cost twice that. Of course, a boat with twins won't need a bow thruster (actually we didn't really "need" one) but you get the idea. I'm not yet convinced that another sundeck or flush deck style vessel is in order, given the aft line handling and boarding challenges they present. The length is about right but I'm pretty convinced the next vessel will have a cockpit along with diesel engines. Why would you not have diesels in a heavy inboard-powered vessel? As stated above. Difference in initial cost, deep knowledge of gas engines, fuel costs not being the same factor. The Tolly gets approx. 1nm/gal at an easy cruise of 2650-2700 rpm with its BB 454s. There is an excellent book which I highly recommend on weighing the factors in choosing a cruising power boat: http://www.amazon.com/gp/product/sit...935312-9318226 Great book. Have recommended it to many. I met with Chuck before buying the Tolly in 2000. In fact, he showed me a couple of examples but I ended up finding the one I wanted in a boathouse in Canada. After going through the process of considering how, where, how many, etc. I thought I'd made a good decision. If fuel prices would've stayed reasonable, my decision still would have held. Oh well. Fair Skies- Doug King jps |
Chuck, what's wrong with this picture?
jps wrote:
This is my first foray into diesel engines. I have a long relationship with gas engines and figured that'd serve me well in keeping costs down. It proved to be true. Sure. Gas engines are more power for the weight but they don't last as long and they don't get the fuel economy. The savings of a gas engine goes away when you buy a new one. I wonder if this familiarity with gas engines is why you think a diesel is prime for replacement at 6k hours? Of course you're very sensible to be concerned about the condition of the engine(s) when shopping for a boat, no matter what type. ... The big block Tolly I bought was $30K less than a comparably equipped diesel model and I wasn't going to (and didn't) cruise enough to justify the additional cost. Now, with fuel nearly 3X the price, that's no longer an option. Yep, changed the equation for considering repowering gas, too. I'm skeptical of the whole boat, no matter the age, care, etc. One has to be thorough when making these sorts of decisions. Which is only right & smart... even with good care stuff on boats tends to break down. ....plus the common perception that a boat like this will be a fuel hog. Please expound. Engine model? Hull design? Twins? Combination of size, hull design, twins. This is a heavy boat, not a slippery shape. I also wonder if it's just beat-up looking and not particularly well equipped. It could be a "bad first impression" boat. Probably needs cosmetic things. The equipment list is extensive. And should be regarded in the same sceptical slant as the engines. Was the equipment chosen well for the service, or is it undersized (or skimpy in some other spec)? Was it installed correctly? When my wife & I were boat shopping, about half the boats we looked at had very fancy charger/inverters & monitors that were fried (probably within moments of when first turned on) and inoperable, with installation problems that were obvious with very nominal inspection. For example, the air conditioner on our boat worked very poorly until I ferreted out 3 problems with the way it was installed... all of which were clearly spelled out in the manual. Now it functions pretty well but it took me a couple days worth of detective work. We got lucky on that one. It can be satisfying work to replace/upgrade old boat equipment, but it's an expensive hobby and it eats into your cruising time. Why would you not have diesels in a heavy inboard-powered vessel? As stated above. Difference in initial cost, deep knowledge of gas engines, fuel costs not being the same factor. The Tolly gets approx. 1nm/gal at an easy cruise of 2650-2700 rpm with its BB 454s. At what speed? What's the boat's displacement? We burn approx a gallon every 3 ~ 5 nm but we're going pretty slow (8 knots or less) in a ~10 ton 36 footer. I met with Chuck before buying the Tolly in 2000. In fact, he showed me a couple of examples but I ended up finding the one I wanted in a boathouse in Canada. After going through the process of considering how, where, how many, etc. I thought I'd made a good decision. If fuel prices would've stayed reasonable, my decision still would have held. Oh well. You could always repower that Tolly with diesels. It's been done, and brings some benefits like greater range. Heck if you're really worried about fuel prices, get a sailboat! ;) Fair Skies Doug King |
Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
Combination of size, hull design, twins. This is a heavy
boat, not a slippery shape. jps wrote: Hull speed is hull speed, no? No. Displacement and hull shape counts for a lot. It can be satisfying work to replace/upgrade old boat equipment, but it's an expensive hobby and it eats into your cruising time. Cruising is just working on your boat in exotic locations. Why the hell would you want to own a boat if you didn't like working on it? My bliss is in working on things. Boats are just about the coolest things to work on that I can think of (or the grammatically correct "of which I can think" but it just doesn't sound right in context). Oh, I like working on my boat just fine. I've had enough of it at the moment, and not enough of riding around in it. Spending weeks & weeks of time and thousands of dollars fixing something that ain't broke is trending away from "hobby" and closer to "mental illness." As stated above. Difference in initial cost, deep knowledge of gas engines, fuel costs not being the same factor. The Tolly gets approx. 1nm/gal at an easy cruise of 2650-2700 rpm with its BB 454s. At what speed? What's the boat's displacement? 12 kts approx. Hmmm, I pictured you going faster. But that's not bad. We burn approx a gallon every 3 ~ 5 nm but we're going pretty slow (8 knots or less) in a ~10 ton 36 footer. Single screw? Yes. More fuel efficient, less maintenance. I met with Chuck before buying the Tolly in 2000. In fact, he showed me a couple of examples but I ended up finding the one I wanted in a boathouse in Canada. After going through the process of considering how, where, how many, etc. I thought I'd made a good decision. If fuel prices would've stayed reasonable, my decision still would have held. Oh well. You could always repower that Tolly with diesels. It's been done, and brings some benefits like greater range. Thought about it but, if I did it I'd pick up one of the 44' Tollys with the cockpit. They delivered quite a few with gas engines but they were set up to take either gas or diesel. Once the customer made a decision, they'd drop in one or the other... Nice boats. There used to be one at our marina. Heck if you're really worried about fuel prices, get a sailboat! ;) Believe me, if I had any inclination towards sailing, I'd be there in a heartbeat. Grew up a stinkpotter. Like going out in good weather. Don't understand being excited about ****y, windy weather. That's the time to be comfortably warm and watching mother nature from indoors at a secure anchorage or dock. Windy, yes. Hell yes! ****y? "Bad weather" is relative. I had a blast in 30 knot winds and pretty big waves. In a power boat it would have been no fun at all... couldn't go as fast, for one thing! DSK |
Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
Displacement and hull shape counts for a lot.
jps wrote: Yes, of course. Don't know what I was thinking...evidently I weren't. One of the coolest "trawlers" I have seen is a former heavy-displacement type sailboat that had the mast shortened to about 20', half the ballast keel sawed off, and a hard top over the cockpit. Comfy and capable, got quite good fuel economy. Spending weeks & weeks of time and thousands of dollars fixing something that ain't broke is trending away from "hobby" and closer to "mental illness." I don't go there. If it ain't broke and it's expensive in either time or BUs, call it good. I just get carried away upgrading things. Most have been definite & worthwhile improvements. When there's nothing to worry about, I still like tinkering with smaller things to improve them. I'll get there. Right now I'm still tinkering with the big things, and trying to keep everything as clean as possible. Single screw? Yes. More fuel efficient, less maintenance. Are you concerned about get-home power in the event of a failure? Nope. 99% of engine failures are due to either bad/no fuel, or dead batteries. A second engine is no help in those circumstances, and a "get-home" engine is usually a bad compromise and gets skipped on maintenance so it's actually *less* reliable than the main. My "get-home" plan in the event of main engine failure is to stay put while I fix the damn thing. And with the full maintenance effort devoted to just one engine, I feel that it's far more reliable than twins anyway. DSK |
Chuck, what's wrong with this picture?
On Thu, 18 May 2006 21:25:08 -0400, DSK wrote:
99% of engine failures are due to either bad/no fuel, or dead batteries. I'd argue that cooling system issues are right up there also. Dead batteries are easily fixed on a boat with a generator of some sort. |
Chuck, what's wrong with this picture?
99% of engine failures are due to either bad/no fuel, or
dead batteries. Wayne.B wrote: I'd argue that cooling system issues are right up there also. Dead batteries are easily fixed on a boat with a generator of some sort. Good point, but if your engine is overheated you can usually wait for it to cool down and then idle along.... unless you've run it to the melt-down point. The genius who formerly owned our boat tied the generator start battery to a couple of lights & fans so that it could be dead, too (and it was). Some people deserve to pay higher tow insurance! Fair Skies Doug King |
Chuck, what's wrong with this picture?
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Chuck, what's wrong with this picture?
jps wrote:
Staying put can be a dicey situation. Say you're in a following sea and it's foggy and you're in shipping lanes that feature mega ton vessels that take miles to slow down and that engine craps out 'cause you nearly pitchpoled on a wave. It won't start and you're hearing bridge-to- bridge communications on channel 14 that confirms your radar display's suggestion that a tanker is bearing down on your position. Is that likely to happen in the ICW? BTW just for perspective, those tankers & other big ships rely on single engine power. DSK |
Chuck, what's wrong with this picture?
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