Paul Thompson wrote:
Bebi do have at least one complete fitting, the Fautasi :http://www.bebi-electronics.com/fautasi.html which I'm using in my galley, salon and forepeak. I'm also converting my Aqua Signal 5watt halogen reading lights using the Kalokalo Bebi fitting http://www.bebi-electronics.com/kalokalo.html . Still finalising the details will post when I have got it sorted out.

I've got similar ones.  I found the Fautasi fixtures unpleasant to use where I originally intended, as they have 18 BRIGHT individual LEDs, and anyplace in the main cabin they would catch (and bother) my eye from some place or other.  I ended up putting them above my V-berth which works pretty well.

The Kalokalo reading light conversion is another project sitting on hold while I work on sails.

I did find Bebi to be very pleasant to work with, and their products are as they claim.  Also as an EE in a former life, I feel really good with their (described) LED regulation circuits.

Barry

David Tyler wrote:

Jonathan Snodgrass wrote:

My friend who lives on his boat on the Trent suggested that the first thing to do is to buy a clever battery charging gizmo to be connected between the main engine alternator and the service battery bank which would get more efficient charging out of the engine running time - say £300 and one wire to connect.  I haven't yet investigated that but will do soon.  However, again, if anyone has experience of that I would be interested to hear from them. 

However, now that I have sailed with a AIS transponder I would be reluctant to turn it off, or in other words it might be the last item to remain on. 

I tried an Adverc alternator regulator on Tystie, and didn't get on well with it at all. I've taken it off. I had a different brand (can't remember what) on a previous boat, and it was great.

I fully agree with comments on the efficacy of AIS. At a glance, I can see a ship's speed,  CPA, whether she is turning to avoid me, etc, where before, I would have to spend a while monitoring change of bearing, peering through binoculars trying to read her name, etc. But  I would say that not all officers are as conscientious as Maxime. Frequently, I meet ships doing 14 knots, and the AIS says they are at anchor. The officer must have to change this setting manually, and forgets.

Before the AIS, I relied on a radar detector - and found that some ships, particularly rusty old Korean fishing ships, weren't detected. Also small yacht radars weren't detected until very close range. Nothing's changed  there. Neither of those can be relied on to be using AIS.

Sailing singlehanded is all about quantifying the risks, minimising them, and then accepting them. I accept that it's not entirely safe; but it's a lot safer than driving along a busy motorway, reliant on all those other drivers to keep a good watch, and not to fall asleep at the wheel.

David,  I see you had an Adverc alternator regulator which seems to have caused you some problems. I assume this is their battery management system, a small black box about 6" square. I have one which I intend to fit. Could you elaborate on the issues you had with your unit. I am also intending to use a Sterling power split charge diode and when I mentioned the Adverc unit to them they were not very complimentary but this may just have been because they are a competitor. You also had an Adverc digital battery monitor. Have you had any problems with this

Roy Denton wrote:

Interesting guidance on length of naps during work shifts here :-

http://www.bbc.co.uk/news/world-us-canada-13232034

Roy.

Interesting stuff here from the other folks who need to "Cat-nap", apart from single-handers. The range of times from 10 to 26 minutes is exactly what I use, according to my judgement of the circumstances. 

Hi Jonathan,

Roy Denton wrote:

Interesting guidance on length of naps during work shifts here :-

http://www.bbc.co.uk/news/world-us-canada-13232034

Roy.

I really enjoyed this article. We have found many of the same results in a non scientific manner. Kathy and I have found that the first few days of a passage are always the most difficult until we get into our sleep routine. We normally stand three hour watches varying in start time depending on our latitude and the length of darkness. Kathy has a hard time with the sun up watch so I normally take that one and the sundown watch as these are the time the sails most frequently need attention. During daylight hours we have a less formal arrangement working adequate naps into the day to achieve six hours of total sleep in 24, often a little more. We have been on passage for 37 days in this fashion with no difficulty except getting out of the routine once the hook is down. We experimented with REM cycles and found that the three hours works best for us, but needs to be experimented with for others I'm sure. We also check to see if Rapid Eye Movement is occuring when we go to wake each other. If it is another ten minutes or so of sleep will usually finish the cycle. Passage making and sleep will always be a challenge whether we sail singlehanded or shorthanded.