All portholes on Colorado Cowboy (GH37 fka Lo Que Se A) have screens glued onto an exterior retainer ring. I can’t find any manufacturuer info on the portholes flanges and haven’t wanted to take one apart to investigate further. Anyone know who manufactured these portholes and if new screens are available, or were the screens a later add on?
Hauling and Blocking a Great Harbour 47
Disclaimer – this has been written by Henry Dennig from comments I have collected from various owners. I do not have any engineering background. I would recommend anyone having their boat hauled and blocked, should discuss this event with Ken Fickett before having it done. If you have any suggestions or comments on this post, please let me know – hjd
When hauling a Great Harbour 47, the slings should be aligned with the internal structural walls. The aft lifting point is salon/engine room wall, which is forward of the salon windows, and before the port light.
The forward lifting point is the forward berth wall. Directly forward of the bathroom / office port light. Below the pilot house doors.
Ideally the boat should be lifted with four lifting straps to spread the weight but can be lifted with a travel lift using two straps.
The boat does not have stabilizers, nor spray rails.
The Great Harbour 47 does NOT have a keel. The weight of the boat must be supported around the edge of the boat. Each side of the boat should have five blocks/jack stands. If jack stands are used, they must be chained.
A blocking under the transom and bow can be done after the sides are supported.
Photos of past hauling and blocking
Preferred lifting with four straps
Forward strap at the front of pilot house
Rear strap in front of ladder door
Front strap in front of salon window
Rear strap in front of engine exhaust
Our bow thruster battery bank consists of two 12 volt AGM
start/deep-cycle batteries. Monitoring the charge state of the these
batteries under the bed is a pain in the neck. To ease the problem, I
recently made and installed a battery monitor such that the voltage
and charging current of each battery quickly can be monitored without
taking the mattress and hatch covers off. If anyone is interested in
installing one of these please contact me for details.
A related issue was the negative terminal on the port battery. This
terminal suffered a partial meltdown due to a loose connection in July
2010. A repair allowed continued operation without battery
replacement. Unfortunately, during installation of the battery
monitor, a crack was observed across the face of the terminal. When I
wiggled it, the terminal broke off nearly flush with the top of the
case. Although the battery is old, considering the cost of a new
battery, a repair attempt seemed worthwhile. The repair worked – a new
terminal was successfully cast onto the old terminal stub. A load test
with the bow thruster confirmed that operation of the new terminal
under heavy load current is satisfactory. Please contact me if you
need details on the battery terminal repair procedure.
Here’s the MASPower Generator Manual in pdf form.
1. Do not add water at this time.
2. Fill and drain the hydrometer 2 to 4 times before pulling out a sample.
3. There should be enough sample electrolyte in the hydrometer to completely support the float.
4. Take a reading, record it, and return the electrolyte back to the cell.
5. To check another cell, repeat the 3 steps above.
6. Check all cells in the battery.
7. Replace the vent caps and wipe off any electrolyte that might have been spilled.
8. Correct the readings to 80o F:
- Add .004 to readings for every 10o above 80o F
- Subtract .004 for every 10o below 80o F.
9. Compare the readings.
10. Check the state of charge using Table 1.
The readings should be at or above the factory specification of 1.277 ± .007. If any specific gravity readings register low, then follow the steps below.
1. Check and record voltage level(s).
2. Put battery(s) on a complete charge.
3. Take specific gravity readings again.
If any specific gravity readings still register low then follow the steps below.
1. Check voltage level(s).
2. Perform equalization charge. Refer to the Equalizing section for the proper procedure.
3. Take specific gravity readings again.
If any specific gravity reading still registers lower than the factory specification of 1.277 ± .007 then one or more of the following conditions may exist:
1. The battery is old and approaching the end of its life.
2. The battery was left in a state of discharge too long.
3. Electrolyte was lost due to spillage or overflow.
4. A weak or bad cell is developing.
5. Battery was watered excessively previous to testing.
Batteries in conditions 1 – 4 should be taken to a specialist for further evaluation or retired from service.
II. Open-Circuit Voltage Test
For accurate voltage readings, batteries must remain idle (no charging, no discharging) for at least 6 hrs, preferably 24 hrs.
1. Disconnect all loads from the batteries.
2. Measure the voltage using a DC voltmeter.
3. Check the state of charge with Table 1.
4. Charge the battery if it registers 0% to 70% charged.
If battery registers below the Table 1 values, the following conditions may exist:
1. The battery was left in a state of discharge too long.
2. The battery has a bad cell.
Batteries in these conditions should be taken to a specialist for further evaluation or retired from service.
TABLE 1. State of charge as related to specific gravity and
open circuit voltage
|Percentage of Charge||Specific Gravity Corrected to