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Alan de Enfield

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Everything posted by Alan de Enfield

  1. I don't know - The company I worked for was in the same 'group' as Wago so I picked up 'a few' of their bits and pieces before I retired (15 years ago - seems like just yesterday)
  2. The Wago connectors I have used are 'push-in' types where the 'spring' lifts as you push the wire in and then traps it so it cannot be pulled out.
  3. Wago connectors are allowed under the RCD (ISO 10133 Small craft — Electrical systems — Extra-low-voltage D.C. installations) 10.4 Screw-clamp or screwless terminal blocks shall conform to IEC 60947-7-1. Other terminals shall be of the ring or self-locking captive-spade type, not dependent on screw or nut tightness alone for retention on the stud or screw. An exception is that friction-type connectors may be used in circuits not exceeding 20 A if the connection does not separate when subjected to a force of 20 N.
  4. I'm pretty sure (Smelly being such a nice guy) that he will not charge you too 'have a look at his installation'.
  5. Pretty easy to locate you now - there are only 8 males (and 4 females) that live at that post code (which, by the way) is 16 feet above sea-level As I'm sure you know, "The Elms" was purchased in 2002 for £224,000
  6. That doesn't sound 'right' I have 2x 6-cylinder, 6.2 litre engines and at 5kts (5.5 miles) I use a total of 10 litres (just over 2 gallons) per hour
  7. This post cannot be displayed because it is in a forum which requires at least 10 posts to view.
  8. I once bought a boat (a Bayliner) with "Wet Wet Wet" on the side - I can assure you I was not a member of that band. Not everything you read or see is as you think it is.
  9. I am aware of that - he could have answered "Winston Churchill", so unless he can be confirmed as Steve Haywood it is moot. Tumshie provided his photograph so that answered the question.
  10. One-pipe system. Hot water goes into the 1st radiator, cools (gives off heat via the radiator) and the now cooler water exists and proceeds to radiator no2, the water is further cooled, and the now quite cool water exits radiator no2 and proceeds to radiator no3, by now the water is quite cool, it enters radiator 3 and fails to even get the radiator warm. The water exits radiator 3 and heads back to the heat source. Two-Pipe system Hot water enters radiator one, the water cools and leaves the radiator and goes into the 'return', Radiator No2 is also connected to the 'hot-feed', takes the water and as the water cools it leaves and goes into the return, Radiator No3 is also connected to the 'hot-feed', takes the water and as the water cools it leaves and goes into the return, With a one-pipe system the water gets progressively cooler as it is fed into the next radiator. With a two-pipe system each radiator get hot water.
  11. Is this a 'mobile' boat or a fixed installation ? I simply ask as I cannot see how you would power an immersion heater without a shore-line. I left my immersion heater 'on' once (by accident) after we left the mooring, so it was being powered by the inverter - it flattened the 1200Ah battery bank very quickly. How do you power your immersion ? How big is your battery bank ? How do you generate power to replace that used from the batteries ?
  12. "The Industry" really should introduce some standards for Boat Surveyors - as it currently stands anyone can print up a business card and call themselves a Surveyor. You don't even need any qualifications to join some of the Professional Associations, just pay your membership and off you go.
  13. Before getting to carried away and complaining to the 'papers' do we know 'for sure' that : 1) This was Steve Haywood's boat 2) He was the skipper at the time It would be all too easy for any Richard Cranium to pluck a name out of the air. Is the skipper definitely recognised as Steve Haywood ?
  14. The RCD specifies ISO 10133 for : Small craft — Electrical systems — Extra-low-voltage d.c. installations Extracts from Section 7 7 Conductors 7.1 Electrical distribution shall use insulated stranded-copper conductors. See Table A.1. Conductor insulation shall be of fire-retardant material, e.g. not supporting combustion in the absence of flame. .. ... …. …... ……... ...……... 7.8.1 All equipotential bonding conductors shall be identified by green, or green with a yellow stripe, insulation, or may be uninsulated. Conductors with green, or green with a yellow stripe, insulation shall not be used for currentcarrying conductors. NOTE The protective conductor of the a.c. electrical system (see ISO 13297) also uses green, or green with a yellow stripe, insulation and may be connected to the d.c. negative terminal of the craft engine. 7.8.2 Means of identification other than colour for d.c. positive conductors is permitted if properly identified on the wiring diagram of the electrical system(s) of the craft. 7.8.3 All d.c. negative conductors shall be identified by black or yellow insulation. If the craft is equipped with an a.c. electrical system (see ISO 13297) which may use black insulation for live conductors, yellow insulation shall be used for d.c. negative conductors of the d.c. system. Black or yellow insulation shall not be used for d.c. positive conductors. NOTE 1 In conformance with IEC 60446, conductor insulation colours of the a.c. system are live conductors: black or brown; neutral conductors: white or light blue; protective conductors: green or green with a yellow stripe. NOTE 2 A colour stripe may be added to the conductor insulation for identification in the system. Craft with a.c and d.c systems should avoid the use of a brown, white or light blue insulation colour in the d.c. system unless clearly separated from the a.c. conductors and identified (see 7.7). 7.8.4 Insulation-temperature ratings of conductors in engine spaces shall be 70 °C minimum. The conductors shall be rated oil resistant, or shall be protected by an insulating conduit or sleeving, and shall be derated in allowable current-carrying capacity in accordance with clause A.1. 7.8.5 For additional conductor specifications, see ISO 6722-3 and ISO 6722-4. 7.8.6 Current-carrying conductors of the d.c. system shall be routed above anticipated levels of bilge water and in other areas where water may accumulate, or at least 25 mm above the level at which the automatic bilge-pump switch activates. If conductors must be routed in the bilge area, the wiring and connections shall be in an IP 67 enclosure, in accordance with IEC 60529, as a minimum, and there shall be no connection below the foreseeable water level. 7.8.7 Conductors shall be routed away from exhaust pipes and other heat sources which can damage the insulation. The minimum clearance of the conductors is 50 mm from water-cooled exhaust components and 250 mm from dry exhaust components, unless an equivalent thermal barrier is provided. It goes onto to comment on cable termination ...….. 10 Wiring connections and terminals 10.1 Conductor connections shall be in locations protected from the weather or in IP 55 enclosures, in accordance with IEC 60529 as a minimum. Connections above deck exposed to intermittent immersion shall be in IP 67 enclosures, in accordance with IEC 60529 as a minimum. 10.2 Metals used for terminal studs, nuts and washers shall be corrosion resistant and galvanically compatible with the conductor and terminal. Aluminium and unplated steel shall not be used for studs, nuts or washers in electrical circuits. 10.3 All conductors shall have suitable terminals installed, i.e. no bare wires attached to stud or screw connections.
  15. Unfortunately that is what boaters have to put up with when (some) canal boaters get on rivers. It was intentional - even if he 'couldn't stop' because he was 20 tonnes and had a trad engine, he could have turned away instead of turning towards the boat. When approaching a mooring you turn to approach from the down stream side to have better slow-speed control - approaching from upstream in (say) a 2mph flow, and maintaining (say) 2 mph to retain steering means you are approaching the mooring at 4mph, doing it 'correctly' means you can approach at virtually zero speed and still maintain steering. He was in the wrong - no question.
  16. Brother In Law has a pair of 4108's
  17. As I said in the post - imagine the picture showing the front is the stern. We had a cruiser stern with a pram hood and that is how I overcame the problem of water running down the roof, thru the drain onto the gunwale and then along the gunwale , under the 'skirts' and onto the deck.
  18. I looked for pics last night but couldn't find any - I cannot even remember which boat it was on. I'll try and describe it. We had water running down the gunwale (front to back) and because the boat was not quite level side-to-side it tended to collect in the are where the vertical cabin side joined the gunwale as it ran towards the back (and then onto the rear deck). Look at the attached pic - imagine that the 'front is actually the back' I laid a small 'snail trail of silicone' and set two matched into it (you can use as many as you want) at an angle running backwards where the cabin side joined the gunwale and then built up the 'dam' using more silicone until it was all deflected overboard. The 'white line' in the pic is the silicon dam.
  19. We had this problem on a cruiser stern NB. I put a small 'dam' of silicone running across from the rear edge of the cabin, over the gunwale and leading over the edge, it had a sort of 'backwards' angle to deflect any water running down the gunwale over the side. Lay a couple of matches end to end and cover them with silicone to form the dam. The second thing I had done was to add an extra 6" to the bottom of the 'cover', so, instead of finishing at deck level (and allowing the water to run underneath)the 'flaps' draped over the side and directed the water away.
  20. Some (many ?) gas cylinders have a black-sludge in the bottom, this can get flushed out and go thru the regulator and WILL block /partly block the pipes. Try disconnecting the pipes and see if you can blow thru them.
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