2022 BWGLCC August Cruise

Accounts of trips taken in Boston Whaler boats; organization of rendezvous for Boston Whaler boats
jimh
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Joined: Fri Oct 09, 2015 12:25 pm
Location: Michigan, Lower Peninsula
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2022 BWGLCC August Cruise

Postby jimh » Sat Aug 27, 2022 11:20 am

TRIP REPORT for the August 2022 Boston Whaler Great Lakes Cruising Club Cruise

This year's cruise is almost a repeat of the 2021, as several ports of call are the same. Unfortunately attendance was down, as several of the usual participants could not participate. Some had boats not in cruising condition, some had work conflicts, and some had health problems. In the end, only two boats were on the cruise, CONTINUOUSWAVE and LUCKY TWO.

A big factor in the planning was the availability of marina slip reservations. The cruise planning was started in May, and by early June it was apparent that in order to have reserved slips the cruise would have to be postponed until the third week of August, as all the desired marinas had no slips available for reservation for any earlier dates.

The third week of August is now a time of reduced activity in general regarding vacation plans, as many school systems begin their school year at that time. This results in fewer family activities planned, and generally more transient marina slips are available. But even in late May, finding slip reservations was difficult.

THE CRUISE

A four-day three-night cruise was planned, with the initial rally point again to be Beaver Island at St. James, at the city marina there. Beaver Island is the third largest island in the Great Lakes, exceeded only by Isle Royale and Drummond Island. For CONTINUOUSWAVE embarking at Northport, it is 48-mile run. For LUCKY TWO embarking at Cheboygan, Beaver Island is about a 54-mile run.

DAY ONE
Monday, August 22, 2022
Northport to Beaver Island

We launched CONTINUOUSWAVE at the Northport marina ramp just after 10 a.m. on Monday, August 22, 2022. We went immediately to the fuel dock, and took on 38-gallons of REC-90 pure gasoline (at $5.50-per-gallon for our first over-$200 fuel dock bill). I set our electronic fuel management to FULL or 70-gallons, although the tank can hold 77-gallons. The in-deck mechanical fuel tank level was at the FULL mark. The electronically calculated fuel level before refueling was 32-gallons, so adding 38-gallons gave us an indicated level of 70-gallons remaining.

Departing the marina with the boat loaded for cruising and a full tank, the added weight over the normal light-boat condition for day use was quite evident. We probably added at least 100-lbs of gear in the cabin; with 70-gallons of fuel we had 440-lbs amidship in the fuel tank; and on-deck we had perhaps another 100-lbs of coolers and other gear.

From Northport the course to Beaver Island is due North for 48-miles, and most of that is in open water of Lake Michigan. Departing the marina and in the lee of Northport Bay, the wave height was minimal, but there was a North wind blowing at 10 to 15-knots. This summer is seems that the prevailing wind has been North for three months. We were sure that once we turned the corner at Northport Point the seas would build. Although Grand Traverse Bay is quite wide at its northern end, perhaps 15-miles across, there is some funneling effect on the wind coming down from the North, and the depth also shoals from the deep lake. Both factors influence wave height. The first ten miles heading north were into significant two-to-three-feet head seas at a boat speed of 10-MPH, giving a rather miserable fuel economy of 1.5-MPG.

As we got further out into open and into deeper water, the waves became farther apart and decreased in height, so we could get onto plane, but careful steering around sets of much larger waves was needed. About 12:25 p.m. we reached the southern tip of Beaver Island, giving us a very welcome lee. We stopped for 15 minutes to eat lunch in very calm water.

After lunch we resumed our northward course, coasting up the east shore of Beaver Island in much smaller headseas, and now able to run on plane at 27-MPH and 2.6-MPG. We arrived at the natural harbor at St. James at 1:45 p.m., having gone 48.7-miles at an average speed of 15.7-MPH and underway for just over three-hours. The fuel burn for this leg was 20.2-gallons, giving a 2.4-MPG average, and 49.8-gallons remaining.

Our cruising consort, LUCKY TWO, had already arrived, and we found our assigned berth next to them along the main pier of the marina dock. We enjoyed the rest of the warm and sunny day, walked to the Shamrock Bar for dinner, and retired aboard for a quiet and dark night of rest, glad to be out cruising again after almost a year.

DAY TWO
Tuesday, August 23, 2022
St James, Beaver Island, to Charlevoix, via High Island

We awoke to more fair weather and light high clouds, in 56-degree air temperature. We departed St. James at 10 a.m., motoring slowly east and then north around the northeast end of Beaver Island, thence west between Beaver Island and Gardener Island. Cruising west along the south side of Gardener Island we were in waters completely new to us, having never navigated here before. This reminded us of our first trips to the North Channel of Lake Huron back in 1986--36-years ago--when we were first sailing and cruising in the northern Great Lakes and every island and channel was a new experience.

We could see three smaller islands to the northwest, Trout Island, Whiskey Island, and Squaw Island, in that order south-to-north ahead of us. We left Gardener and the others to be explored more in the future, and turned our attention to High Island, a large island west of Beaver Island.

At the northeast tip of High Island there a long sand spit that extends east about a half-mile and creates a natural harbor, High Island Bay. We headed there. About 11:30 a.m, we were at anchor in 12-feet of water about 100-yards off the sand spit and rafting with LUCKY TWO. The sun was out and the temperature was rising. We could not resist taking a swim in the relatively warm 72.5-degree water. After the swim we prepared lunch and enjoyed the wonderful harbor, with only one other boat in sight.

By 12:35 we were back underway, coasting down the east shore of High Island. This very large island is uninhabited and owned by the State of Michigan. It is part of the Beaver Islands State Wildlife Research Area. We saw no structures or other signs of human activity along the shoreline. About one-third of the way down the eastern shore, the island recedes to the West. Not wanting to unnecessarily add to our planned course for the day, we turned east and closed down to the west side of Beaver Island, following its shoreline to the south, albeit keeping a safe distance offshore as there were many marked hazards in shallower water on our electronic chart.

Upon reaching the south end of Beaver, I set a waypoint for the entrance channel to Charlevoix. The winds were light, and the seas were pleasantly very low. We got the boat on plane at about 30-MPH and began steering to hold our trackline to the waypoint. This was a very pleasant crossing of about 25-miles in open Lake Michigan, and during the hour or so in accomplishing it we did not see another boat on the open lake or even encounter a boat wake. We cruised along at a steady speed, the boat trim dialed in and producing close-to-maximum fuel economy at 2.6-MPG, despite the heavier than normal boat weight.

About 2:30 p.m. we arrived at Charlevoix and entered the inlet channel to Round Lake. We called the Charlevoix city marina to get our slip assignments. The marina radio-telephone procedures were very crisp and their radio signal excellently clear and with very good modulation. The harbormaster monitors CH-9 for calls, then switches to CH-68 as their working channel. We were assigned slip D60, and LUCKY TWO was to be alongside in D61.

The statistics for this leg were a bit scrambled because I accidentally shut off the chart plotter at some point in the day, thus losing the TODAY log data. Working with Don on LUCKY TWO and using his trip distance, we covered 11.51-miles on the first leg to High Island Bay, thence 37.65-miles to Charlevoix, giving us a day's total of 49.17-miles. The restart also lost the TODAY fuel consumption, but with some calculations I found the E-TEC 225-HP engine consumed 17-gallons, for a fuel economy on this leg of 2.9-MPG at an average speed of 12.2-MPH.

The Charlevoix city marina is a very popular destination, and getting a slip in Summer is difficult. This week was no exception, as the marina was at full capacity. A mutual friend of Don and mine, Bob B from the Birmingham Power Squadron, has a waterfront condominium on Round Lake, only a short walk from the marina. We rendezvoused with Bob and had a good Gam. On our walk to dinner at the Gray Gables Inn, we visited Bob's condo and dock; he has a great place with a nice view of Round Lake and all the goings-on of that busy waterway.

Our dinner at Gray Gables was very nice, as we had an outdoor table in a shaded setting, with excellent service and good food, and at quite a good value-price as it was the early-bird pre-6-p.m. serving. We walked back to our docks quite satisfied and a bit tired from the two days of long boat runs.

Bob B came over to D Dock in his boat and we all boarded for a sunset cruise. The sun was very cooperative and sank slowly into the only clear portion of the entire cloudy western skyline.

The main pier for D-dock is adjacent to the bandshell, and on this Tuesday night the community band was giving a concert. They demonstrated excellent musicianship, and we enjoyed their playing.

The facilities at Charlevoix are excellent, and the marina is well staffed with a large crew of enthusiastic and well-trained young assistants. One downside, however, is the setting: the main north-south highway in that area runs right through the center of town, and it is only 100-feet from the marina docks. Southbound traffic must ascend a significant uphill grade, and large trucks passing through town at all hours of the night have to downshift and increase their engine speed to get up the hill. You get a solo in basso-profundo of large truck engines growling all through the night. At 4:30 a.m. the sprinkler system starts to operate with a cycling soft sound. And if you happen to be there on the day the lawn crew cuts the grass, at 7:30 a.m. you will hear a very long staccato obbligato from the small-engine operated leaf blower.

DAY THREE
Wednesday, August 24, 2022
Charlevoix to Boyne City with detour to South Arm Lake Charlevoix

As an additional bonus from Bob B, both LUCKY TWO and CONTINUOUSWAVE were given a courtesy vessel inspection according to the U.S. Power Squadron procedures, and both vessels passed. Coincidentally, both had modern electric strobe lighting devices instead of flares; expired flares have alway been a problem for compliance with required safety gear. Also, I found the fire extinguishers on my boat dated from 1994, and I got a very strong recommendation to replace them, even though there indicators were still in the green segment. Extinguishers should not be more than 12-years old, according the U.S.C.G latest regulations.

We departed our dock at Charlevoix at 11:30 a.m., and headed through the narrow channel into Lake Charlevoix, where we explored the South Arm. About 12:30 we went to anchor in the protection of a small islet, Holy Island, and enjoyed a leisurely lunch. While there, we noted a nice breeze had come up, giving us some cooling from the warm sunny day on the water.

Departing Holy Island at 1:30 p.m. we were back in the open water of Lake Charlevoix and very surprised at the wind that had come up while we were at anchor: there was a 15 to 20-knot northwest breeze blowing. We took our time getting out of the South Arm, then rounded Hemingway Point and into the North Arm, where we headed for Boyne City at the far southeastern end of the 13-mile-long lake.

Chris and I were both keen for another swimming opportunity, so we parted company with LUCKY TWO and went to anchor in 8-feet of water about 50-yards off the sandy shore of a Michigan State Park a few miles from Boyne City. The water temperature was a delightful 76-degrees-F. I slipped into the lake from the Whaler Drive, and I was immediately swept astern of the boat by a strong onshore current. The 15-knots or more of wind and the 10-mile fetch were creating quite a bit of water movement, and much more current than anticipated. I started swimming back to the boat, and discovered that I was not making much headway. I really had to swim with considerable effort to get back to the transom. I grabbed on to the Whaler Drive, and the current swept my feet under the boat. Wow, this was really too much current for leisurely swimming. I warned Chris, who is a very strong swimmer. She, too, was quickly swept astern and had to labor to get back to the boat. We cut short the swim and retrieved the anchor. The 18-lbs Danforth was extremely well set in the sandy lake bottom and to break out took quite an effort. Back underway, we made for Boyne City without further delay.

We were approaching the marina entrance to the Boyne City Marina about 3:00 p.m. and got off plane to motor slowly into the unfamiliar fairway. We were then overtaken by a jet ski with two young girls aboard; the jet ski altered course to be immediately ahead of us and slowed to a stop. So much for the burden of an overtaking boat to keep clear.

Our assigned slip (24) at the marina was on the south side of the main dock and on the finger pier closest to shore. Approaching the slip we could see the shore side of the fairway had been narrowed significantly by a lot of rock revetment, probably recently added to to prevent erosion from high water levels. As we turned slowly to enter the slip, we had to be very careful not to let the stern swing into the rocks. Later we also learned that last year's very high water levels had caused the electrical service on the dock to fail; that fault had not been repaired, so no electricity was available.

The trip today was only 21.1-miles and underway time was only 2-hours 18-minutes, giving us a 9.1-MPH average boat speed. Fuel remaining was 27.1-gallons, thus 5.7-gallons consumed for a 3.7-MPG fuel economy. Trip fuel consumed so far was now 42.9-gallons.

Of course, now at the docks, the sun and heat were overwhelming. But a shady area on a small peninsula that forms part of the marina gave a delightful place to sit and enjoy a beer before dinner.

Bob B drove down from Charlevoix with a lady friend and joined us at Red Mesa Grill for a very nice casual Mexican dinner. This restaurant is always busy, and for a table for six at 5:30 we had a 20-minute wait--even on a Wednesday night in late August.

After dinner and back aboard, I did some cruise planning for the Thursday trip home, with an eye to how much fuel might be needed. To return to Northport would be at least 37-miles. The wind and weather forecasts were predicting light winds but some rain. Assuming we could be on plane most of the way and get 2.6-MPH, I calculated a fuel burn of 14-gallons. That would result in only 13-gallons remaining when we arrived at Northport. Based on the situation we experienced last year when we had to proceed at much lower speeds and much worse fuel economy on a similar course line, I concluded that adding more fuel would be prudent.

DAY FOUR
Thursday, August 25, 2022
Boyne City to Charlevoix, thence to home

With no electrical power for breakfast coffee, I unpacked our JET-BOIL and assembled it for the first time in several years. The propane canister was marked "2012", so it had been a while since we had used it. But the flame ignited on the first click of the ignitor button, and 90-seconds later there was boiling water for coffee. The JET-BOIL is a remarkably good product, although a bit expensive.

The fair weather we had been enjoying was now gone, and a large system of rain and thunderstorms was moving across northern Michigan. To our good fortune, we were now in a large gap between storm systems, so we had no rain and very light wind, but completely overcast sky.

A check by cellular telephone to The Harborage found their fuel dock was open and selling REC-90 gasoline at $5.40-per-gallon. At 10:00 a.m. we departed Boyne City Marina and motored a half-mile over to the The Harborage fuel dock, where we took on 10-gallons, giving us 37-gallons remaining.

At 10:15 a.m. we departed The Harborage and got underway at about 5.5-MPH heading for Charlevoix. At this speed the fuel economy is about 6-MPG. We continued at this speed for 1-hour 25-minutes. For most of the trip we were the only boat underway on the lake, until LUCKY TWO surprised us from astern and went flying by on plane. They had decided to also get underway, and were heading to Charlevoix as their next stop before continuing to their home port of Cheboygan.

At 11:40 a.m. we could see rain coming from the southwest when abeam Hemingway Point. We got on plane for the last five miles to Charlevoix, where at Noon we tied to the DAY DOCK at the north end of the seawall just as the rain arrived in a downpour. We had consumed only 2.9-gallons of fuel, and the majority of that in the last five mile segment on plane, giving us 34.2-gallons remaining. That would be plenty of fuel for the rest of this final leg.

Eventually the rain let up to a drizzle. We took advantage of the marina bathroom facilities, got in a short walk, and then departed at 1:15 p.m. LUCKY TWO had left a ten minutes earlier, and they radioed to warn us that conditions on the open lake were not as expected. While there were no wind waves of any significance, there was a remnant three-foot swell from the Northwest. At the time this seemed unexpected, but now in retrospect it was a result of many hours of 20-knot northwesterly winds yesterday and the huge open fetch of northern Lake Michigan.

As we entered the narrow channel to take us to Lake Michigan, we observed a very small swell still evident even a half mile inland from the lake, and this was a bad omen. Once in the lake proper, Don had not overstated the wave height: some rather impressive three-foot swells with some occasionally higher and closely spaced together swells were creating a nasty head sea for us. On LUCKY TWO with a course due North, they were experiencing a tall beam sea and a lot of boat rocking motion. To add to the confused seas, the EMERALD ISLE ferry from Beaver Island was arriving, and her wake added another three-to-four foot cross sea to contend with.

Making headway on plane was completely out of the question in these conditions, so our optimistic estimate of 2.6-MPG fuel consumption was gone. Instead, we were plowing along at about 8-MPH and getting 1.8-MPG. At this point I was quite pleased that I had added fuel this morning, as these conditions were not as assumed in the planed estimates for time and fuel consumption for this segment.

I hoped that shoreline effects were responsible for the big swell, and that as we got farther seaward and into deeper water the waves would again decrease. But first we had to clear two buoys along the route; before turning south we had to clear R"2" off Charlevoix. Then once abeam G"1" off Fisherman Island, we found the swell height lowering a bit, and we could increase speed to about 10 to 11-MPH and get a fuel burn of 2.0-MPG. Visibility was decent, as we were still in a gap between two segments of rain. Steering 235-degrees-compass-heading we could just make out the headland of the Leelanau Peninsula. To the southwest we could see more rain coming.

As we closed the distance to the Leelanau Peninsula, the waves continued to reduce, and we could increase speed to 12 to 13-MPH (at an engine speed of 3,000-RPM) and get 2-MPG. Eventually we found calm seas a half-mile offshore. The rough part of the trip home was over. We could run at any speed we liked, and we headed south at 27-MPH and getting a delightful and normal 2.7-MPG. We sustained this speed all the way to the Northport marina entrance channel, arriving at 3 p.m. There was no delay for the launch ramp, and we soon had the boat hauled. Because all the weather canvas was wet, we left it all up. We trailered slowly the one-mile or so to our home, arriving at 4 p.m., and quite delighted to be back.

Boat fuel remaining was 24-gallons. The TODAY trip log was again a problem as the chart plotter has rebooted itself during the trip--just after it reported a low-voltage alarm. However, I checked the battery voltage of both HOUSE and CRANKING batteries, and both were being charged by the engine and were above 13-Volts. (I suspected perhaps there was a loose connection, maybe even internal to the chart plotter as all the rear panel plugs were very firm and snug. This will warrant further attention at a later time.)

Using my earlier estimate of 37-miles, and with 24-gallons remaining, fuel consumption was 13.1-gallons, and fuel economy for this leg was a quite reasonable 2.8-MPG, aided by about two hours of operation at slow speed with very fuel efficient operation. Engine time was now 555.45-hours. Total trip fuel consumed was 56-gallons.

Total trip distance was difficult to know with precision due to the two reboots of the chartplotter while underway. My best estimates are as follows:

TRIP LOG

Day Miles Gallons MPG
1 48.1 20.2 2.4
2 49.2 17.0 2.9
3 21.1 5.7 3.7
4 37.0 13.1 2.8
----------------------
156.1 56.0 2.78

FUEL EXPENSE
Purchases including last year
GAL $/GAL $ Cost Date
38 5.50 209 8-22-2022
10 5.40 54 8-26-2022
10 6.50 65 7-08-2022
12 4.75 52 8-21-2021
-------------------------------
70 $380

This gives an average cost
of the fuel consumed during
the cruise of $5.43-per-gallon.

Fuel Consumed in Cruise
56-gallons @ $5.43 = $304

Oil Consumed in Cruise
1-gallon @ $50/gal = $50

TOTAL FUEL and OIL =$354
TOTAL MILES = 156.1
Fuel and oil cost per mile = $2.27-per-mile to move the boat

DOCKAGE and RAMP Fees
Northport Ramp = $5
Beaver Island Dock Slip = $48
Charlevoix Dock Slip = $52
Boyne City Dock Slip = $45
TOTAL = $150

MEALS
Shamrock Bar, St. James, Beaver Island = $66.18
Inn at Gray Gables, Charlevoix = $63.12
Red Mesa Grill, Boyne City = $54.56
TOTAL = $183.86


PHOTOGRAPHS
Please see the follow-up post below for photographs from the cruise.

Even with just two boats on the cruise, getting marina slip reservations was difficult. We used to go cruising with sometimes as many as a seven or eight boats, and expected to just find marina slips available. These days that type of cruise planning does not seem possible.

On LUCKY TWO, Thursday's big beam seas were not tolerable, so they diverted to Harbor Springs, a delightful small village on the north shore of Little Traverse Bay, and spent the night there. Resuming the trip home on Friday, the wind had switched to the North creating head seas for the remaining northward part of the trip, but better conditions once they turned eastward for Cheboygan at Grays Reef.

jimh
Posts: 11673
Joined: Fri Oct 09, 2015 12:25 pm
Location: Michigan, Lower Peninsula
Contact:

Re: 2022 BWGLCC August Cruise

Postby jimh » Mon Aug 29, 2022 5:46 pm

IMG_4866_med.JPG
Fig. 1. CONTINUOUSWAVE and LUCKY TWO at the St. James city marina on Beaver Island in August 2022.
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IMG_4860_Med.JPG
Fig. 2. Another marine traveller staying at the marina at St. James was this rather impressive water snake. If any herpetologist can identify the species, please let me know.
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leavingStJames.JPG
Fig. 3. Departing the marina at Beaver Island. By 10 a.m. several of the larger trawler yachts had already left. The blue-hulled Marlowe 72 remained at the dock, considerably narrowing the entrance channel.
leavingStJames.JPG (159.27 KiB) Viewed 3209 times


IMG_4876_Med.JPG
Fig. 4. LUCKY TWO underway at idle speed transiting Round Lake. Photo by the author.
IMG_4876_Med.JPG (101.56 KiB) Viewed 3241 times


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Fig 5. CONTINUOUSWAVE underway at idle speed transiting Round Lake. Photo credit: Don J.
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boatHouse.jpg
Fig. 6. One of many large homes on the shores of Lake Charlevoix. This one is unique for the extremely tall doors to the boathouse. Photo credit: Don J.
boatHouse.jpg (123.11 KiB) Viewed 3191 times

jimh
Posts: 11673
Joined: Fri Oct 09, 2015 12:25 pm
Location: Michigan, Lower Peninsula
Contact:

Re: 2022 BWGLCC August Cruise

Postby jimh » Sun Sep 04, 2022 10:09 am

When CONTINUOUSWAVE and LUCKY TWO were rafted together at High Island Bay, I had had a chance to compare the appearance of the hull bow shapes from a waterline ahead view while swimming. The hull design is exactly the same, that is, the beamier 25-foot hull looks just like the 22-foot hull but with the dimensions scaled up for the wider beam and larger general hull size. The similarly was perfect. When you have a good hull design, you keep using it.

Some other comparisons between the two boats.
CONTINUOUSWAVE
REVENGE 22 Walk-Through Whaler Drive
LOA 24-feet 3-inches
BEAM 7-feet 5-inches
LENGTH to BEAM ratio: 3.27:1
DRAFT 14-inches
DRY WEIGHT 2,600-lbs
FUEL CAPACITY 77-gallons
ENGINE and BATTERY and OIL WEIGHT 680-lbs (see Note 1 below)
FUEL WEIGHT FULL TANK 480-lbs
TOTAL WEIGHT minus crew and gear: 3,605-lbs
CRUISING WEIGHT 4,205-lbs (see Note 2 below)
HORSEPOWER 225

LUCKY TWO
WHALER 25 Walkaround Whaler Drive
LOA 27-feet 11-inches
BEAM 9-feet 6-inches
LENGTH to BEAM ratio: 2.94:1
DRAFT 18-inches
DRY WEIGHT 4,600-lbs
FUEL CAPACITY 250-gallons
ENGINE and BATTERY and OIL WEIGHT 1,305-lbs (see Note 1 below)
FUEL WEIGHT FULL TANK 1,560-lbs
TOTAL WEIGHT minus crew and gear: 7,310-lbs
CRUISING WEIGHT 8,210-lbs (see Note 2 below)
HORSEPOWER 500

Let's compare power and weight ratios, LUCKY TWO to CONTINOUSWAVE
Weight: 8,210-lbs/4,205-lbs = 1.95
Power: 500-HP/225-HP = 2.22
Weight to power ratio comparison
CONTINUOUSWAVE: 18.7-lbs-per-HP
LUCKY TWO: 16.4-lbs-per-HP

I don't have good data for maximum boat speed at these loads. I expect the top speeds will be close. At full load CONTINOUSWAVE will just get to about 40-MPH at optimum condition. LUCKY TWO might be slightly faster. Both boats are seldom run at full throttle.

One data set that I do have is fuel economy at optimum cruise. Both boats are measuring fuel flow the same way: from the fuel flow rate data reported by the engines themselves. CONTINUOUSWAVE showed about 2.5-MPG with a heavy cruising load at about 27-MPH. LUCKY TWO reported about 1.1-MPG with heavy cruising load at slightly higher speed, maybe 29-MPH. The somewhat higher length-to-beam ratio of the 22-footer may help its fuel efficiency.


NOTES

1. Both boats are powered by V6 3.3-liter E-TEC engines, which weigh about 525-lbs. On LUCKY TWO there is a power hydraulic steering system, which probably adds an additional 100-lbs. Both have two batteries, about 60-lbs each. Each boat carries about 5-gallons of oil per engine, at 7-lbs-per-gallon. For fuel weight at full tank I use 6.25-lbs per gallon.

2. Crew weights are similar, estimated at 350-lbs. LUCKY TWO has generally large gear weight, such as anchors, canvas, water tanks, holding tanks, deck chairs, coolers, and miscellaneous gear. I have allotted crew and gear weight as 600-lbs for CONTINUOUSWAVE and 900-lbs for LUCKY TWO