A 39-foot ketch.
Length 11.90 m. Width 3.45 m. Draught 1.60 m. Displacement (weight) 11.2 tonnes.
The boat has a centre cockpit and wheel steering. The layout comprises a forward cabin, a saloon and an aft cabin. There are heads fore and aft. The galley is on the starboard side in the passage between the saloon and the aft cabin. The port side was originally a pilot berth but is now converted to a utility room and stowage locker. The engine is located in a compartment below the cockpit.
The boat is made of fibreglass. It is constructed from three major mouldings, which are the outer hull, interior mould and the top deck. The outer hull and keel are integral. The ballast comprises lead blocks of 3.200 kg. Over the lead blocks are moulded diesel and water tanks. The deck and coach-roof are of solid fibreglass construction with glassed-in stringers of an African hardwood known locally as “mninga”. There are 3 opening deck hatches. There are 10 port lights, of which those in each of the two heads can be opened. There is a bowsprit, pulpit, pushpit and lifelines. There are 8 mooring cleats. The rubbing strake is of teak. Below deck is mostly oak, but also features other varieties of wood. There is a bimini top with windows. The rear part can be taken off, so only a dodger is left. There are 10 through-hulls with seacocks serving the following: forward head in and out, aft head in and out, motor cooling inlet, cockpit drain starboard and port, galley sink drain, seawater pump to the galley, and the sink drain in the forward head.
Rudder and steering wheel
The rudder is a spade type.
At the end of the rudderpost is the quadrant. From there, the steering cables are led into the engine room and through the steering pedestal to the steering wheel.
The boat has a fractional rig – i.e. with an inner forestay. There are 2 "Proctor" masts. The mainmast is 12.40 m; the boom is 4.0 m. The mizzenmast is 8 m; the boom is 2.3 m. There are climbing steps on both masts. All shrouds and stays are 8 mm. Both the main and the genoa halyards are stainless wire rope. There is a wire rope winch for each. The mainmast also has an extra genoa rope halyard and a staysail rope halyard with winches for each. There is a topping lift. The mizzenmast is equipped with a halyard and a topping lift. There are 2 winches on the mizzenmast – one for the mizzen halyard and the other for the mizzen staysail halyard. All halyards and electrical wires in the masts are held in separate plastic conduits. There are 12 conduits in the mainmast and 7 conduits in the mizzenmast.
Total sail area is about 72 sq. m. Genoa 39 sq. m. Staysail 15 sq. m. Mainsail 25 sq. m. Mizzen 8 sq. m. There is a spinnaker, but no halyard and no sheets. There are 2 sets of 2-speed winches, each size 40. One set is "Andersen" and self-tailing. The second set is "Knowsley”. The furling system is "ProFurl" for both the genoa and the staysail.
The engine is a "Perkins 4,108" of 48 HP, equivalent to 36 kW. 4 cylinders, 4-stroke, diesel. The engine is cooled by freshwater. The freshwater is cooled by seawater via a heat exchanger. The freshwater is used to heat the hot water tank. There are 2 diesel filters, one equipped with a water separator.
Gearbox. There are 2 units. Forward/reverse is the front part. It has an oil cooler, oil filter and oil reservoir. The second unit is a 2:1 reduction gear.
Fuel consumption is 3-4 litres diesel per hour.
The engine is equipped with a water temperature gauge, an oil pressure gauge, a tachometer and an engine hour-meter. There is no warning alarm.
The propeller is an "Autoprop" 3-blade propeller 446 mm in diameter with automatic variable pitch. Under calm conditions with a tail wind it adjusts to a coarse pitch and obtain a good speed - even at low engine RPM. Under sail alone, the blades turn so the propeller drag will be as small as possible.
There are five fresh water tanks. Two are located under the saloon sole – the forward one holding 120 litres and the after one, 200 L. There are two wing tanks – one under the former pilot berth on the port hand and holding 150 L. and another on the opposite hand under the galley stove, holding 120 L. There is a fifth tank outboard of the starboard cockpit coaming which holds 70 L. The fresh water fill pipe is located on the starboard deck athwart the steering wheel.
The diesel fuel is held in a tank of approximately 400 litres located under the engine compartment. The diesel fill pipe is located on the port deck adjacent to the steering wheel.
The electrical system is 12 volt. There are 3 battery banks located in the saloon on the port side under the sofa.
1: House bank-1. 400 amp-hour,
consisting of 4 batteries of 100 ah. Year 2005.
2: House bank-2. 200 amp-hour, consisting of 2 batteries of 100 ah. Year 2005.
3: Starting battery of 74 amp-hour. Year 2013.
The three battery banks share a common negative bus, which runs to a negative terminal in the engine room. From there, there are negative leads to the starter motor, the engine-driven alternator and the negative bus in the distribution panel. The negative cables are 35 sq. mm. There is no negative cable to the engine block.
There are two separate electrical systems – one, served by the starting battery, is exclusively for starting the engine. The other system, served by house banks one and two, is for everything else.
The starting circuit consists of a positive cable that runs from the starting battery to an isolating switch located on the floor at the entrance to the utility room. From the isolating switch, a cable is led to the terminal on the starter solenoid.
For the house load, positive cables, each from house bank one and house bank two are led to a battery switch in the electrical distribution panel. The three-position battery switch allows the selection of house bank one or house bank two or disconnecting both. From the battery switch, a positive cable is led through a 100 amp main fuse and a 40-amp ammeter to the positive bus in the distribution panel. Eighteen circuit breakers distribute power to the navigation lights, cabin lighting, cool box and all other electrical equipment.
All positive cables are 35 sq. mm.
The engine-driven alternator, rated at 70 amps, will put out 72 amps, given the demand. The current drops to almost zero, as the batteries become fully charged. The negative cable from the alternator goes to the negative bus in the engine room. The positive cable from the alternator goes to a 100-amp charge-rate ammeter and then to a blocking diode splitter, which then feeds each of the three battery banks. The purpose of the diodes is to isolate each battery bank and prevent one back-feeding the other. The alternator output cables are 35 sq. mm.
A ”Ladac” regulator, which is mounted on the upper surface of one battery in house bank-1 and connected with sensor cables to the battery, controls the alternator output. The regulator ensures a constant charge voltage of 14.4 volts depending on the temperature of the battery. Below 20 degrees Celsius the input voltage is higher. Over 20 degrees the voltage is lower. The regulator compensates for the voltage drop through the wires and the diode splitter, which causes the output voltage of the alternator to be about 2 volts higher than the delivered 14.4 v, depending on the charge rate.
Charging can also be done with a 220-volt battery charger rated at 40 amps and located in the engine compartment. Charging by this means is not monitored through the charge-rate ammeter in the distribution panel. The charger has its own set of charging cables to the battery terminals. One red cable goes to each of the 2 house battery banks and a black cable to the common negative terminal. The starting battery is not charged by mains power.
Battery charging can also be accomplished by wind generator and/or solar panel.
The unit is an "Aerogen-4". It is mounted on the mizzenmast just over the spreaders. The cables lead to the dumping-regulator in the engine room. The wind generator produces an average of 13 amp-hours per day in the 3 summer months.
There is 1 "Kyocera" solar panel, 100x65 cm, rated at 85 watts. It is not fixed mounted, but can be placed where the sun is most favourable on that day. The maximum output of the panel is 4,7 amps so that 4 hours of direct sunlight will produce roughly 18 amp-hours of charge. The cables lead to the dumping-regulator in the engine room.
Dumping of electrical power
There is a 200-watt heater installed to burn off excess energy from the wind generator and solar panel. This necessity occurs when the wind is strong and/or the sun is strong and the batteries are already fully charged and the boat is uninhabited and therefore without any electrical load. The "6TB/12v TEMP" regulator charges the 2 house battery banks until they are fully charged, then the power is diverted to burn off in the heater.
House bank-1 is equipped with a battery bank monitor. It measures 3 things:
1) Battery voltage to 2 decimal places. For example 13.24 volt.
2) The current
to and from the battery group in amperes to 1 decimal place. For example 16.0 amps or -8.6 amps.
3) Net state of charge to the nearest amp-hour. For example -44 amp-hour, which means that 44 amp-hour have been used since the last previous full-load situation.
The instrument consists of 2 units. 1) The LED display panel, which is located on the shelf above the sofa on the port side. 2) A shunt, mounted on the negative cable feeding the battery bank and sensing current. Charging current is measured as a positive value by the unit and discharge current as a negative value.
Here is an example of interaction between the battery monitor, the 100-amp charge-rate ammeter and the 40-amp discharge ammeter.
Suppose that the monitor display shows -44 amp-hours. Say the alternator is producing 25 amps, as read on the 100-amp charge-rate ammeter. At the same time, consumption is 9 amps, as read on the 40-amp discharge ammeter. The net result is a charge rate of 16 amps (25-9 = 16), which can be read on the battery monitor display. If the situation were to continue unchanged for ½ hour, there would have been 8 amp-hours sent to the battery (16:2 = 8) and the monitor display would then show -36 amp-hour (-44 +8 = -36).
Charge efficiency factor for the battery group is calculated each time more than 10% of the battery capacity has been used and the battery has again been fully charged. If, for example the factor is 87, it means that the battery will deliver 87 amp-hours for 100 amp-hours of charge.
The same instrument also monitors house bank-2.
It can be done because it is a double instrument and the house bank-2 has its own shunt. A switch on the LED display panel makes it possible to choose between showing the condition for house bank-1 and house bank-2.
220 volt inverter
In the engine room is an inverter, which converts from 12 volts D.C. to 220 volts A.C. It is rated at 800 watts, which is enough for power tools and television, etc. The 12-volt positive cable is connected to house bank-2, via a terminal of the 35 sq. mm cable in the engine room. The 12-volt negative cable is connected to a negative terminal in the engine room. Both 12-volt cables are 25 sq.mm.
Under power: There is a white top light 8 m over the deck on the mainmast and 2 m below that is the bi-colour light. The stern light is located at the top of the mizzenmast.
Under sail: There is a tri-colour light at the top of the mainmast.
The anchor light is also at the top of the mainmast (built together with the tri-colour light the one over the other).
Both masts are equipped with 50-watt deck lights.
Light switches are located in the cockpit by the engine instruments. Circuit breakers are located in the distribution panel.
There are 2 automatic bilge pumps. The aft pump is in the engine room on the port side. It draws from the aft bilge. The aft bilge receives water from the stern tube, and from the sink and shower in the aft toilet. The discharge outlet is on the port side athwart the steering wheel and just under the rubbing strake.
The forward pump is in a cupboard in the forward head. It evacuates water that may have entered via the hawse pipe or any water from the floor in the forward head. The discharge outlet is on the starboard side athwart the mast and just below the rubbing strake. Both bilge pumps have their own control panel by the navigation table. The upper panel serves the forward pump. One can switch between manual and automatic mode. There are power-on lights and each panel is provided with a fuse. The bilge pumps cannot be turned off by the main switch.
The bow anchor is a 20 kg. Bruce with 30 m of 10 mm chain. There is a 2-speed manual windlass. The windlass is solid, made of stainless steel and bronze.
The aft anchor is a Danforth. It is usually in the pushpit on the port side. There are 30 m of 6 mm chain. The anchor chain is stowed in the aft locker.
There are “Sico” electric toilets in both the forward and the aft heads. There is no holding tank. There is a shower with hot and cold water in both heads. The sink in the forward head discharges via a thru-hull, while shower water discharges into the forward bilge. In the aft head, both the sink and shower water discharge into the aft bilge.
Pressurized Freshwater system
In the saloon under the sofa in the starboard side, are the following 4 units connected in series:
1) A T-piece with 2 valves leading to the forward and aft water tanks.
2) A water filter.
3) A "Johnson Aqua Jet WPS" 12-volt pump.
4) A pressure tank.
From the pressure tank tubes go to the 2 heads, to the galley and to the hot water tank. The 22-litre "Surejust" hot water tank is located in the forward cabin. It is heated by the engine or, alternatively, by 220 volt shore power.
The galley sink has a mixer valve for hot and cold water. There is a gas stove with 2 burners and an oven. The stove is gimballed. The gas cylinder is under the sink. There are 6 sets of cutlery and plates, bowls, cups, glasses, etc.
In addition, there are various pots, pans and other cooking gear.
Fridge: "Isotherm" 42 litres, 12 volt.
The cold box is 70 litres. It is under the sofa in front of the saloon. Power consumption is 28 amp-hours per day in the summer (= 0.36 kWh per day). The "Waeco" 12-volt compressor is located behind the seat back on the port side.
There is central heating with radiators in the saloon, fore cabin and aft cabin. The furnace is installed in the utility room. It has its own diesel tank. There is a chimney through the side deck.
Life-raft "Viking UK" 6 persons, older. 2 lifebuoys. 7 life jackets, several sizes. 2 lifelines. Manual and electric foghorn. Binoculars. Distress signals. 2 fire extinguishers. Searchlight.
First-aid kit. Signal flags - a complete
set. "Firdell 210-7" radar reflector located on the mainmast.
Various instruments and apparatus
Compass "Sestrel". Large 15cm diameter compass, housing = 18cm, mounted on the steering column.
Radar "Furuno 1621." Flat Panel with the controls located in the cockpit next to the instruments and light switches. The antenna is on the mainmast.
Chart plotter "Interphase V6i". Colour screen 5.6 ". 12 channel GPS receiver that uses the "C-Map NT +" electronic chart.
Echo sounder "Garmin" with a 4.5 " screen.
Autopilot "Simrad WP 32" mounted on the steering column.
Over the navigation table. Antenna in the mizzenmast.
FM & AM radio
Previously radio direction finder. Now for weather forecast and general radio.
TV, flat panel display in the stern. Digital TV antenna "UFO" in the top of the mizzenmast.
Foghorn in the mainmast.
Other equipment and accessories
Inflatable boat "Arimar Roll 210" to 3-person, maximum capacity 225 kg.
Outboard motor "Honda" 2.3 HP, 4-stroke, 1 cylinder.
Ladder on the stern. Can be folded up.
Cockpit table. Can be folded together.
Line, 4 each 12m of 18mm + 1 of 17m of 18mm + 2 each 30m of 22mm.
Snatch blocks, 2.
Windex on the mainmast.
Anchor ball and triangle as per regulations for both sail and power.
Yacht flag. Flagpole on the quarterdeck in port. Flag line in the mizzenmast when sailing.
Boom cover. Yes.
220 volt cable, 10 m and 20 m and adapter.
Barometer, clock, thermometer, hygrometer. + Electrical barometer, 24 hours of memory and warning of change.
There are a total of ca.19 lamps.
Engine room ventilator.
12 volt receptacle over the navigation table and another in the cockpit.
Lantern with batteries.
Guest flag. Sweden, Norway, Germany.
Chart plotting instruments.
Charts, approximately 100.
Navigation books. Pilots. Harbour pilots.
Rating certificate, issued xx/yy-zzzz of ---
Insurance certificate, liability and hull, issued 23/4-2007 of Pantenius Insurance.
Radio certificate to VHF, issued 1994. Call XPA 5583.
Robert Tucker, of England, was the designer.
The boat was built in Kenya in 1978 in a boatyard, which was run by Milan Vesely.
The boat is no 4 of around 20.
Kaj Blegvad-Andersen owned the boat the first 7 years. The name was LENE III. The first years were in Tanzania and thereafter, Rørvig.
Søren Bach bought the boat in May 1985. It was named UMIAQ and moored in Skudehavnen in Copenhagen.
Arne Olson bought the boat in September 1993. It was located in Hundested and Bøge Osmundsen helped with the renovation. The boat was named MIA 25/3-1994. After some years it came to Fiskerihavnen south of Slusen in Copenhagen.
Jan Fevre bought the boat in August 2003. It retained the name and remained in the same place.
Nicolai Halken Skytte bought the boat in February 2005. It was named APPETITE, and was moored in Margretheholm Port Copenhagen (Lynetten Yachtclub).
Arne Olson bought the boat back in March 2007. The name APPETITE was retained.
Frederik Johannsen and Jost Bichel bought the boat in November 2016. The harbour is Holbaek Marina.
Arne Olson, administrator of the Website, and previous owner.
Tel.: 0045 4040 1750, E-mail: email@example.com