Tony Brooks

I can't comprehend what was in his mind to even try that. I have had strops slip on GRP cruisers when we checked they were firmly in place but the hulls were still partially in the water. A single strap - must be brain dead.

As it seems all brands draw fuel from the same bulk storage tanks, perhaps with the brand's own additive pack being mixed as part of the filing process there can not be much wrong with the base fuel in the UK. To the best of my knowledge all diesel contains lubricity improvers to meet the relevant EN/BS standard in the UK, be it FAME or other things. One thing is for sure the industrial and agricultural common rail diesels that run on red would be in serious trouble if the fuel was materially sub standard lubricity wise. Calcutt do not overhaul their own pumps, they send them to a specialist. UK boats simply do not suffer unreliability of the injection system. They last for tens of years, even the DPA pumps. Of course when compared with newer pumps a 60 year old pump is more likely to leak and there are a lot of them in our boats. Nothing last forever and it is silly to expect it t, especially when it was the first of a generation that seems to be designed to be robot built and down to a price.

So how can you support what appears to be the NBTA line that such things can and should be ignored - that is judging by what another of the members posted here and the bits of publicity the association gets from time to time? I say by all means campaign to get the law and contract changed. By all means extend help to those who seem to need it, but support the law and contract until such time as it is changed and do not encourage others to break the law or contract. I am addressing the NBTA in general, not you in particular.

No, my question to you is how was my description of the law and licensing contract incorrect. You are trying to avoid answering that question buy trying to divert off into all sorts of side issues. It is the law and contract that are at the base of all this and unless you can show my commentary is incorrect then it calls the NBTA stand into question legally.

I see, can't or won't answer the question I asked so prefers to try to dodge it. I now know where you stand.

Where did the word "every" appear in my post that you took exception to? Answer - it did not. Now state that all ALL NBTA members are fully intent and actually do adhere to the contract conditions they signed up to. Better still provide proof.

It must be the wrong type of fuel because it is not sold by Liquid Moly

OK, now tell me exactly where my summary of the laws and the contract relating to CCing and those who ignore the contract was in error. No waffle about schools, parents, nurses and so on. just stick to the law and contract.

But they are supplied to retail customers by retail "bankers" so if a bank decided that Visa was no longer in the bets interest of their customers they can issue a Mastercard replacemnt. Whichever clearing company is used the cards tend to carry the bank's brand.

No, they are a statement of the law as it stands in respect of craft licensing. The fact that you seem to reject that goes some way to proving that you are happy to to ignore laws you do not like. If you stick to the terms of the contract you signed then you have nothing to fear from CaRT and unless you have a home mooring you will, by definition be itinerant. I have no problem with that. What I cannot accept is the way you any your spokesperson throw accusations around in support of behaviour that is clearly in breach of contract and the law as written. By all means campaign to get the law changed but do not expect universal support apart from those of a similar mind set. Do not support encourage others to break their contracts and the law. There are other ways you can help members by ensuring access to the help they are entitled, but if that means their children are taken into care don't start bleating about it. I would suggest it is the NBTA who are promoting a very narrow and blinkered view by refusing to accept the contract condition they signed up to, and what is worse encouraging others to do the same.

The law is the law and if one law is at odds with another then one of them needs changing and that has not happened. It seems the NBTA members knowingly entered into a contract that is underpinned by law when they took their license out even though they have no intention of keeping to its terms. They should have the full force of the law thrown at them until HMG changes one of the laws. In any case how can they claim to be itinerant when it seems the reason for their existence is that the members do not wish to continually move as per their contract.

I am talking about both red diesel and white diesel as supplied through the years in the UK. The low sulphur directive applied to all diesel fuels. The only difference I found when I obtained red and white data sheets was that the red had a slightly lower lower limit for cetane rating and the would not affect the seals but may make diesel nock a little worse. it seem that the mandatory FAME is white diesel is now likely to be present an the red diesel you buy because it is, in fact, white diesel with the dye and trace chemical added.

I have explained why they fail and it is not really premature. With old, high sulphur diesel as the seal opre they also absorbed sulphur from the fuel so they swelled, taking up the wear. Once we moved to low sulphur fuel the seals gave up sulphur to the fuel and shrunk. and leaked. There is also a question about how FAME affects older seals. Hopefully when a pump is overhauled FAME tolerant seals will be fitted.

So what is the engine model or post a photo. (2nd time of asking) A the moment what you say your engineer told you is likely to mean the gearbox is an LH150 on a SL or SR engine or there may be questions over his competency. If it is an LH150 then it could be low gearbox oil level or, as the engineer says, a broken band holding it in reverse. As it seems to work once the engine is warm it makes a brake band less likely but low oil level a little more likely. If its is not an SL/SR engine then it is very unlikely it is an LH150 box so it is unlikely to be a brake band so we are looking at maladjusted control cables or a low idles speed as being the most likely. After that there are more obscure things. Assuming a modern engine I would take the throttle cable off the injector pump lever and then set the warm idle speed to around 800 rpm or a tad more. Then try putting it in and out of gear. If that works OK stop the engine. Put the control into slow ahead or slow astern and then adjust the cable length by screwing the end fitting in or out so drops into the hole in the throttle lever. Once again MODEL of engine, make and model of gearbox, or photos of both please.

No they don't, they are itinerant (see Bath thread) so they must move away.

My thoughts entirely but felt it wiser not to say so, I did hint at it though.