duncan

whilst I would endorse Dave's recommendation for fine tuning your package it would appear that you are miles out at the moment - so far that I would be calling Raider Boats and asking them for an approximate prop match to your package based on their experience.

you will need to be able to advise the existing prop and give an indication of the load you carry ie '3 guys and gear for fishing'. If this was your loading then that could account for the figures btw - boats of this size and power are extremely sensitive to such weight because performance is a pretty tight function of power to weight ratio and they start pretty light until you put people and fuel in them!

I believe the ETECs have their own prop profiles as well - which is just one more headache of course.

Hi Dave, Link not working for me but is THIS the story you were pointing to?

 

If so then indeed very lucky!

 

As a matter of interest, how many people here have experienced a freak wave? And if you saw it coming, what did you do about it?

 

Cheers, Jason 

Jason,

There's huge evidence that, in ocean situations, there are 'freak waves', and in inshore situations there are the ever present risks associated with large wakes hitting shelving seabeds and creating shallow water 'waves' that significantly exceed the norm - generally these are most visible and pose the biggest threat in mirror calm conditions!

There are also common cumulative/overlay situations with races - generally it's the holes that create the really risk rather than the waves; I suspect most have had a few moments with these and my worst was on Peveril Ledge when I went bump, bump, bump.........oh s***............ when a hole literally opened up below the boat as it came down off the previous peak. I have also experienced similar in the middle of the channel with wind over tide.

In this particular case the presence of the other craft at the same place and time suggests it was a combination/confluence situation, in otherwise normal conditions. Do we know the size of the craft affected, or the nature of the hull? I look forward to finding this out in due course.

whilst I was in the US at the time I ended up hearing about this fish via an oblique route anyway..........didn't interrupt my enjoyment of crab and sauvignion B one bit....

you should have grabbed a battery out of Phaeton - but then again you would have changed everything (butterflies and rainforests) meaning you never met this monster!

great fish, really great fish.

they must have read my 'solution'....

land everything, count it against the next years once you have caught this years

once you have landed 75% of the following years quota for anything you stop fishing

simples

the drivers to target both size and species would suddenly become extremely real rather than a convenience, as currently.

however, in practice discards stay in the food chain and aren't inherently the issue. This is just another political ploy to delay any resolution of the real issue - over fishing itself and destructive inshore/nursery techniques.

nope - it's what always happens when I leave the country

enjoy

really useful - thanks

the light dawns on the earlier post now - I had been looking on the 'diary' but it's not entered there.

unfortunately I don't land back at Heathrow until the Monday morning, so won't be able to make this - so you will probably have great weather!

Sun - Tuesday should work well for berthing etc as well.

You should get some good fishing Nigel, so tight lines.

 

I am hoping to get accross channel with the Cherbourg trip. but if we can not go and you have space | will call you.

I'm confused (nothing new) - what Cherbourg trip?

I was aware of Adam aiming at the 23rd........?

Then again the WSF are in town (Weymouth) the week of Nige's post, which is I believe why he's there etc

Not even sure why I have all these in the diary as I don't 'do anything' - but you never know the weather might just deliver a big big window sometime

Just as a follow up to this - I have just been advised that MBM have, or will be, withdrawing this.

It would seem that first impressions were right and this was all derived from a view put together for a third party group rather than reflecting a change in regulations.

France, and to a degree Netherlands, Belgium and Spain, all have quite strict regulations for their own flagged pleasure craft - certainly relative to the UK where regulation has been pretty much non-existent and eduction see as the solution (not raising that for debate here!).

However, SOLAS V does apply, and passage planning is a legal requirement (for this trip and others) - within that planning are the capabilities of the craft and crew together with the conditions anticipated...as they should be.

And the safety implications are?

 

Terry.

that after advising a particular area we should keep our boats clear

Update on my missing boat........

 

Mardon Marine refusing to pay anything (actually it is AXA the underwriters)

 

Towergate who switched my policy to their own division have subsequently just lost a further

So much for forecasts

 

at the weekend the week was looking good leading up to a perfect weekend for the 48hr comp.

 

2 days later and I can not see any chance of a trip let alone a weekend away.

 

 

If I did my job as badly as that I would not stil be here

 

Charlie

equally if you could come up with a more accurate way to predict the weather you would be so rich you wouldn't need a job!

the US Grib site data I use (and consider pretty good) has caused me to move from 'almost certainly' to 'make other plans' in just 48 hrs

and the increasing South in the forecasts won't offer much in the way of alternative (comfortable) fishing either

still for those able to respond at short notice, and grab their moments, I'm sure there will be some opportunities.

Just checked on the long range forecast with most sites giving acceptable weather

the forecast's I am looking at are way better than acceptable...........still a long way off though

High and Low maybe???

putting 2 and 2 together I believe H will be hight restricted and L is those that are not ie could proceed with the bridge closed unless otherwise instructed.

but this is only an interpretation!

ICC cert

i beleave the Red Ensign should be flown at the rear of the vessel

and be the highest

 

Dave

you do not need an ICC for coastal waters - only 'beyond the first lock'.

as to 'highest', this references that particular 'flagstick' ie you can, and normally do, fly a courtesy flag physically higher (starboard cross tree) and signal flags (Q being the relevant one here) from the port cross tree - I think I have that the right way round!

I've asked Carl (ed) for his comments

I recognise the list Gaffa links as the French requirements for French flagged vessels which, while it's a good reference point for anyone going afloat, technically has no relevance to visiting mariners who are subject to their own flag regulations.

However, being legal isn't the be all and end all - you only have to look at the current issues with Belgium and Holland re diesel to see that (and well done to the RYA for (finally) taking things to the EU court!)

The French have always had both 300m and 6nm reference points that have no equivalent elsewhere (although I believe Poole has the former under 250m guise but no-one seems to know). Such limits have no direct relevance to the RCD, but the French choose to relate them for their own regulations).

Will obviously post any response

Tom

The French have always had an active approach about craft leaving their ports, and their suitability for passage - this pre-dates RCD!

I'll see if I can find out more from the various sources (you know them) but I don't think this is anything new.

It's also important to recognise that the RCD references wave height, and that other parties subsequently linked these to particular areas (based on historical data).

The question, from day one, has been "is there any relevance to the geographical designation?"; and the answer has always come back that it's the sea conditions at the time, and anticipated, and the captains assessment of the situation ...

I believe Dave and I were the first to fish the 48hr 'over there' (well in the time I've been in the club) but then, as now, it was about the trip and nothing to do with winning.

If the conditions suit such a trip then the species options for winning certainly don't - mid-channel wreck congers, spur dogs, tope, bull huss, undulate and spotted rays, most wrasse and bream ....from Poole. Proabably a lucky brill being the best (only) chance over there.

I've fished it there 3 times (I think) and the reason has been the same as Charlie - it's a date booked into the diary (at home) in advance, with tide and timing to suit.

The only reason I have entered and paid my dosh in the past was to support the prize fund for those fishing 'seriously'.

It is, of course, everyone's right to decide what and when they want to do things; what I don't understand is why people seem to think there is anything worthy of making an issue about here.

It's a club of generally like minded individuals who enjoy angling from boats and it's based in Poole

as you say Greg, it's about planning - for the normal and also the possible (not probable) problems. It's easy to argue that this planning starts before you put the anchor down! Martin includes a good example.

outboards, and to a degree outdrives, can give an illusion regarding the accessibility of the lower drive and propeller.

in practice everyone should have a pre-set drill for accessing the lower drive and prop - in this example if the security of the boat is in doubt just cut the rode. In practice the rode could have been cut at the bow very easily and would have worked it's way off the lower unit in a relatively short time. Even better would be a cut where it's under tension just clearing the drive but huge care should be taken when reaching over the side, stern etc and, on balance, the RNLI (or coastguard) won't countenance leaving the cockpit when single handed - so get a sharp knife lashed to a pole and stow it somewhere.

The angles are against you for using a boathook here in any tide, and most wind conditions.

On Phaeton I have practiced using the ladder such that I can easily reach the lowest point of the drive skeg. This practice started with scrubbing the drive whilst normally anchored in a tide, then trying it anchored by the stern cleat. This all came about after ending up in this situation courtesy of a pot line on the drive off dancing ledge one evening on my own. I called the CG before clearing it, and was only 'cleared' once I was back in the harbour, but decided the process needed practicing. The CG are most adamant that you don't go in the water to clear such things!!!

Sorry about the controller - as to the trip, well I'm booked to Washington (Baltimore) in a few weeks so have a vested interest in your trip being OK!

The allbright it is then, thank you Duncan.

 

so with the bigger reel would you still suggest 150 met of braid (even though the roll of braid is 300 met)?

Kam has summed it up well.

All my reels of braid start at 1800m, and I have never loaded 150m on at all (nor 1800!)

at 150m the nylon really ought to be 'just backing', and I have even been known to tape over it before!

if you are going to use it then the know will depend to a degree on the strength of the nylon and there are many knots based around the general principle of putting an open loop in the nylon then feed the braid through, round and round the doubled nylon and back out the now closed loop and snug up. As you are only doing it once in a blue moon, in the workshop (or whatever) adding superglue (and even a sheath) isn't too much of a hassle.

basically look up 'leader knots' or 'attaching shock leader to braid' to get the full picture

example

allbright

a few have cleats Mike - we (smaller/lighter craft) don't have the same problems with them overall

I wasn't trying to make a definitive list, just annotating Charlie's.

For a full list you would have to add ships radio license and operators certificate (radio not ship!)

As you say they are generally courteous - flying their courtesy flag also gets things off on the right foot; the real reason for my post.

4 small craft heading into Cherbourg, one CG vessel - which one get's stopped?

i am happy still to go to Cherbourg and split the trip

Dave

That sounds Tres Bon.

 

It just means making sure the preperations are right and the correct paperwork is onboard, no spare drums of red diesel and out of date flares etc.

 

Oh and I must add the SSR No on the cabin sides.

 

and borrow Craig's french translation book

 

Alll nous avons besoin d'une certaine conditions m

Just one other thing i should mention may or may not be important i only have a 75 hp motor will this be enough power for the Alderney ring method?

more than enough!