It might be the gas ignition as I have never seen cooking gas turned off by 12v switch and control solenoid. On the other hand it might be the lpg gas detector in the bilges though ideally that should be unswitched and permanently direct to battery
Was thinking the same... AFAIK our gas solenoid and alarm are just to the ‘always-on’ busbar. Never thought of adding a switch/breaker.
On our previous boat we had the probably original and corroded gas system replaced from bottle to cooker. A solenoid valve was fitted in the gas locker controlled by a switch in the galley. There was also a tap where the flexible hose to the cooker joined. The switch meant not having to go out into the rain to turn the gas off at the bottle. The same solenoid was controlled by the alarm system.
I live and learn. However if it is connected in normally-on mode it will not turn gas off if power fails - unsafe - if the other way round it will turn off the gas if the power goes down. So failure of battery means that you cant even cook as you sail home with all electrics dead. I had plenty of electric issues on boats in bad weather. The sea atmosphere is a corrosion starter and bouncing things in F7 chop causes random disconnection not always readily fixable without at least a cup of tea first
Basically, yes - no power = no gas! To be honest I've never really considered this, as we're so reliant on 12v that if the power was out, I'd have more to worry about than making a cuppa (...even!). You can always by-pass the solenoid in an emergency (with a bit of hose or a joiner), as per this thread: https://forums.ybw.com/index.php?threads/if-no-power-how-do-i-bypass-the-gas-solenoid.479721/
It was definitely fail safe, we never had an electrical failure Per Se, but there was one embarrassing incident when SWMBO couldn’t light the gas, because yours truly had forgotten to turn on the main switch.!
Or just get a lift magnet to put of the valve stem
I now have the sailboat (Mumeskara) which was renamed Blubelle and sails in the clyde
Glad to hear Mumeskara, now called Bluebell, is now on the Clyde. We raced her hard on the East Coast and had a lot of success with many high places and a few wins in big fleets. I doubt if you will ever put her on the plane, but we did this multiple times. A mishaps also occured including loosing a mast due to a manufacturing fault - the day after we won a Burnham Week race by over 5 minutes over Richard Matthews with his new UFO34 with a professional crew - he later started Oyster boats. We also had a lot of contact with the designer over the modification to remove the full depth skeg that had her too directionally stable. The first replacement rudder broke on the first outing and we made a new one in a week. So many stories I could tell. Maybe next year we could meet whilst I am doing a Round the UK trip.I now have the sailboat (Mumeskara) which was renamed Blubelle and sails in the clyde
On the first boat I worked on after qualifying the engine control room had a small red painted glass-fronted wooden box in the style of a fire alarm point; the Dymo tape legend said "break glass in emergency" and behind the pane was a roll of toilet paper.
"The two planes were cleared to land on parallel runways, but one overshot the approach".
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Would be glad to meet up if you are on the Clyde
im sure you have a few stories to tell.
You need to post a few more times on the forum before I can send you a private message with my contact details. I know somewhere I have some photos of Mumeskara by a professional photographer which once I have located them will scan them to send copies to you.Would be glad to meet up if you are on the Clyde
Reminds me of the "invention", years ago, of special impervious underwear for the same purpose. They were called "Panickers".
No, the keel was never taken off. When the mast was raised the boat still did not make the half ton rating of 21.7ft, but we decided against having the lead shoe added to keel. All of the Solent based Nich 30's did and this increased the draft by about 2" IIRC. Campers wanted us to race ours against the Solent boats to see the difference, but we were too commotted to the EAORA circuit. When she was built she also had a full depth skeg on the rudder and this made it too directionally stable. On a Harwich to Ostend race, we started with 15 knots of true wind speed from the NW and the course was exactly SE. We started with full main and spinnaker and by half was across we had passed the largest boat in the fleet, a Nich 43 that had started 15 mintes ahead of us. By this time the log was stuck on 10 knots and the the wind speed indicator was stuck on 48 knots. We were estimated to to be planing at 14 to 16 knots, but we had the kite cleated and had 3 out of the crew of 5 on the helm. The skeg was removed over the following winter.
