Showing posts with label B. Show all posts
Showing posts with label B. Show all posts
Saturday, 25 March 2017
B and G the 213 mast head unit repair works!
This story goes back about four years and more when on the removal of a yachts mast the windspeed and wind direction unit was wrecked when it came into contact with the crane.
A new one was purchased, that lasted not very long in local wind conditions and it went back to
the factory for repairs.
http://www.blogspot.com/2013/03/b-213-mhu-unit-removal.html
When that failed some time later I was faced with a repair or a replaced unit, B and G offered me a new unit at a discount but that was still more than I feel I should have to pay when I started off with a new one in the first place. The service department are very good at support by the way, I have no complaints there, just the paying a second time.
A new one was purchased, that lasted not very long in local wind conditions and it went back to
the factory for repairs.
http://www.blogspot.com/2013/03/b-213-mhu-unit-removal.html
When that failed some time later I was faced with a repair or a replaced unit, B and G offered me a new unit at a discount but that was still more than I feel I should have to pay when I started off with a new one in the first place. The service department are very good at support by the way, I have no complaints there, just the paying a second time.
I had a second option I wanted to try first, this 496 MHU was in stock, could I use the
head of it and bond it to the 213 arm?
I called in the help of Steve who is a local tech, guy not more than a few days later and he delivered his repaired and bonded 213 MHU unit to me, the cost and including another PCB was less than half of what the factory offer was.
http://www.blogspot.com/2013/03/b-network-mhu-496-changes.html
This is a PCB the cost of which is horrific when bought via the agents.
Would Steves repair work was the question, well he did the job in May of 2013, it was only three days back that I could get up the mast and swop the mast head plug over for the repair unit and all is working fine right now.
Steve showed me a typical fault, small O rings which seal the weather out of the PCB case were perished, he replaced those with better ones and also with silicone grease, he told me they should be replaced once a year. I then taped the joints on the case with black amalgamating tape, nothing should ever get through that now, will the mast head unit now give the many years of service I expect?
Time as ever will tell.
All working and the functions look good.
Happy New Year to you all!
Roy
Still on the mast head subject, a type C unit I fitted on the HBYC marina office some three years back is still working, its over 30 years old now?
http://www.blogspot.com/2013/03/b-type-c-mast-head-units-are-better.html
http://www.blogspot.com/2013/03/b-type-c-mast-head-units-are-better.html
Tuesday, 21 March 2017
B G Network Course computer ACP1 to ACP2
I have featured this one before, its still a bit open ended and as I have an ACP1 but with the ACP2 dip switches I think I may be part way there?
The B&G manual says that the dip switches, 1,2,3, should be down and number 4 should be up, this sets it at 9volts.
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http://www.cruisersforum.com/forums/f13/b-and-g-autopilot-47215.html
Read about the story on the Forum above.
ACP 2 board, click on the pictures to enlarge.
With not having an ACP 2 to cross check with my ACP1, I could not see otherwise if there are additions or not on the ACP2?
An ACP 2 has the dip switches, they are top right in the picture, if they are not there it has to be the ACP1 only. My ACP1 has those dip switches. Note, the dip switches change voltages from 9v to 18v.
I eye balled the boards really closely, I see no changes in the parts layout unless the values are different?
The ACP2 circuit board, brand new and never used.
Now I find an ACP 2 for sale in the USA and its brand new, they supply pictures so I can now visually cross checked my boards with the ones in the ACP2.
I find one change only, check those small four yellow blocks to the lower right hand side, they are on other parts of the board also, well mine are black instead.
I bought a whole load of the newer Network stuff in from the USA about two years back. With it came an ACP1 Network pilot control box, I have no idea if it works, I see no external faults on either of the two boards.
The one I have is ok for the smaller boats and the ACP2 is for the larger boats, I found a forum that clearly say on the early units they just changed the lables!
http://www.blogspot.com/2013/03/b-network-acp1-to-acp2.html
I sent a picture of the boards to B&G technical, they said my board was the ACP1 only.
This is what you will find when you open the box up to make your connections, the other PC boards are under an alloy cover, you need to remove four small pan headed stainless machine screws to open further.
I wonder does my unit match the ACP2?
There is one difference other than those yellow components, my ACP1 is labled for 12 volt use only, the ACP2 in these pictures is labled 12v/24v, as I need only the 12v supply I do not see this as an issue in my case.
Roy
Thursday, 16 March 2017
B G Network MHU 496 wire and pin changes
They may look the same but the wiring inside is changed.
Read below.
MHU 496 to B&G Network Wind repeater March 25, 2013
Having two B&G 496 mast head units in stock but with one having a broken lower
Thread where the wind speed cups fit and the other in as new condition, I had decided
To build one decent MHU from the two, excepting when the 213 PC board was changed over
It would not work on the better mast head stalk housing, why?
Early mast head units # 496 had a different pin arrangement and a change of wire
Colour on one wire, this means you cannot take a 496 PC board from the early units
And fit in the later units.
Numbers:
Early 496-00-001-N175018 this has six wires servicing the wind speed and wind Angle
Purple,blue,green,black,red, orange.
Note the 213 code on the main PCB, this is from the earlier 213 mast head unit but the 496 MHU has a second board soldered in, so they are not a direct swop.
I decided to do a circuit test and see if the wires were connected end to end, with a meter Set to alarm, I started my test. There are six pins, where the sender fits, I used the center one as the number one, then working clockwise I checked off the other five pins, noting their colour and if the continuity was fine.
The red and yellow wires needed changing over.
I then did a sketch of each end and drew as I checked marking the number and colour, I soon had the test proven and to my surprise both units checked out fine. What was changed was one unit had a yellow wire, while the other an orange wire, which in itself is no big deal but what was also changed was that pin five had been changed to six. I was able to change these over, testing the unit when assembled gave me both wind angle and wind speed, success!
Now re assembled I have a decent 496 MHU, when tested on a spare Network Wind instument , I found the fix worked.
Maybe this simple fix will work for others?
Try this link to see what the B&G 213 MHU looks like inside
http://primus.bandg.com/icrbg/BandG%20FAQs/H2000%20FAQS/FAQ%20-%20213%20MHU%20PCB%20Swap.pdf
Roy
Pictures will follow.
Read below.
MHU 496 to B&G Network Wind repeater March 25, 2013
Having two B&G 496 mast head units in stock but with one having a broken lower
Thread where the wind speed cups fit and the other in as new condition, I had decided
To build one decent MHU from the two, excepting when the 213 PC board was changed over
Fuzzy logic often works for me, this is my sketch of each wire to connections, yours may of course be different again?
It would not work on the better mast head stalk housing, why?
Early mast head units # 496 had a different pin arrangement and a change of wire
Colour on one wire, this means you cannot take a 496 PC board from the early units
And fit in the later units.
Numbers:
Early 496-00-001-N175018 this has six wires servicing the wind speed and wind Angle
Purple,blue,green,black,red, orange.
Note the 213 code on the main PCB, this is from the earlier 213 mast head unit but the 496 MHU has a second board soldered in, so they are not a direct swop.
I decided to do a circuit test and see if the wires were connected end to end, with a meter Set to alarm, I started my test. There are six pins, where the sender fits, I used the center one as the number one, then working clockwise I checked off the other five pins, noting their colour and if the continuity was fine.
I then did a sketch of each end and drew as I checked marking the number and colour, I soon had the test proven and to my surprise both units checked out fine. What was changed was one unit had a yellow wire, while the other an orange wire, which in itself is no big deal but what was also changed was that pin five had been changed to six. I was able to change these over, testing the unit when assembled gave me both wind angle and wind speed, success!
The part number on this assembly is
496-10-002
Now re assembled I have a decent 496 MHU, when tested on a spare Network Wind instument , I found the fix worked.
Maybe this simple fix will work for others?
Try this link to see what the B&G 213 MHU looks like inside
http://primus.bandg.com/icrbg/BandG%20FAQs/H2000%20FAQS/FAQ%20-%20213%20MHU%20PCB%20Swap.pdf
Roy
Pictures will follow.
Friday, 3 February 2017
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Wednesday, 25 January 2017
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Tuesday, 24 January 2017
Plan B Clarence Town it is!
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| The Captain will later blame the Navigator for too much rum, too early in the morning for the wrong turn... |
Mayaguana/Clarence Town: We're sound asleep until 3:00 am when I hear a beep-beep-beep. "What is THAT?!" We're both get up but can't find the source. Anchor alarm? No. Smoke alarm? No. Electrical panel? No. iPad? No. We go back to bed but neither one of us can go back to sleep.
I'm up before my 5:30 am alarm. It turns out we both have queasy stomaches. (At least Amelia the Cat looks perky!) Are we seasick at anchor 3 days of rolling? Possible, but we both took sea sick meds last night. Nerves? Maybe. Food poisoning. I hope not. I feel better the longer I'm up, but with a 27-hour leg with a moonless night ahead, The Captain makes the tough decision. We’re going to Clarence Town instead of Mayaguana. We need to be 100% and if not, then in a more secure harbor for the next wind clock. We notify Kelly Nicole & The Captain goes back to bed. I start our new route planning & prep the boat. My research shows the marina in Clarence Town has the best protection from strong north winds. Reviews are mixed about how they treat cruisers, so I fire off an email. We watch Kelly Nicole depart the harbor. (That sucks!) We finally get moving by 8:30 ish and drop in behind the catamaran, Sol Searching.
We have a decent day of long-period swells, about 2 ft high on the beam. The wind is 9-13 kts at our aft quarter with the genoa and one engine. As we near Clarence Town, there is a procession of boats on our chart plotter including Neko, Pilgrim and of course, Sol Searching. We navigate the tricky harbor entrance and make a pass through the desired anchorage. We don't see any room, so we drop to the end of the line for the night.
Anchorage boat count is 9.
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| Sunset from the harbor, facing out to the reef |
Stats: Total time 7:21, avg speed 4.8, total mileage 35.5. Motor sail 2/3 genoa & one engine. Motored 1/3.
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| On the dock at Flying Fish Marina |
Day 2: We’re up by 8:00 am and the marina has confirmed our slip. The Captain still isn’t a 100% but he’s happy about picking up anchor for the marina. (It’s been 2 months since we’ve been to a marina!) Boat count at Flying Fish is 4 sailboats, 5 sportfish, and 1 motor yacht. Hot, long showers are the first order of business followed by lunch at the outdoor bar off our bow.
The south end of Long Island was hit hard by Hurricane Joaquin. When I check in at the office, I’m told most of the businesses were "flattened" by the hurricane and there is no word of reopening--only the marina and a restaurant are still open. We go for a walk through town and even the church is locked (it's on the highest point and is supposed to have magnificent views from the towers). We retire to the boat for an afternoon of TV (The boss is feeling better but still tired. Must have been a stomach bug or 24-hour thing). The Captain briefly troubleshoots our starboard alternator (he doesn't have the parts to fix it, so we elect to stay on the dock until departure instead of reanchoring, so our batteries are topped). There isn't really a dinghy dock at Flying Fish, but there is a ladder next to our slip so we get to say hello to all of our fellow cruisers including Sv Pilgrim (Boulder, CO. We first met them on Monument Hill in Georgetown).
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| Sunrise |
Day 3: Lazy day. sv Pilgrim departs. Winds clock through west at less than 20 but start to pick up as they go north. We're comfy, tucked in behind the restaurant.
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| Here's at least five sharks in one picture |
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| A close up |
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| Local fisherman with their catch. They were giving away fillets! |
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| and the sharks get the scraps! |
When we first arrived in Clarence Town, the clear blue water around our boat made a snorkel seem tempting. Someone has to check the anchor and there are a lot of reefs in the bay. Then The Captain saw a note on the chart plotter over by the marina--"Aggressive sharks reported by locals." Hmmm. Must be attracted by the sport-fish boats. When we arrived at the marina, I joked with the dock master about "missing the dock and going for a swim." "YOU DO NOT WANT TO SWIM HERE! Sharks." Hmmm. Today, walking back from the bathroom, I notice some fishermen cleaning a huge wahoo and tails splashing in the water. I walk over. As they clean & fillet, they throw the scraps in. Another fisherman gives me the free tour--"lemon shark, nurse shark of course, and the big 10 ft one is a bull shark--you do not want to be in the water with one of those. Oh, and tarpon & a big grouper." It is low tide--apparently, there are usually more. I've paid a lot of money to visit aquariums & see a lot less! At least two of the sharks were bleeding from the scrum. Our reef book says the lemon & bull are rare in the Bahamas, so it was a treat to see them up close (from the dock). Oh, and I'm off snorkeling for awhile.
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| Butter poached lobster with baked potato and plantains at Rowdy's |
There's a Super Bowl party at Rowdy’s Restaurant, so we walk over for dinner. (You know you’ve lost touch with day-to-day happenings back home, when it takes a room full of cruisers to figure out when the Super Bowl is and who’s playing). I have the most amazing butter poached local lobster. However, after 2 rounds, we’re headed back home before the pre-game is even over. I’m sure someone on FaceBook will tell us who won…
Day 4: Today is chores, but the power is out in the morning (all across the island, we’re told). We manage to get the water tanks full before the marina accumulator ran out. Sol Searching departs. The power is back on by 10:00 am, so I scramble to do laundry and get a shower before it goes out again. We give up on trying to get a rental car (drive to back to Salt Pond to grocery shop) and decide to eat out to conserve our provisions (slightly schewed logic, but OK). The Captain gets the spinnaker out to rerun lines. Our dock neighbor, sv Surprise departs. We hit the marina gift shop and stock up on “road trip” snacks for our overnight trip. A sportfish returns, so I head over for Shark Show, part 2. The tide is higher and it’s actually a little frightening. After I see a mouth full of teeth, I head back to the boat. Early to bed. It’s chilly even with the hatches closed and we snuggle under a blanket.
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| The Atlantic side. Note the white caps that develop as the waves come over the reef. |
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