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Old 16 May 2014, 09:55   #11
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If you were into lifeboats as a kid you may want to look at this...

Blue Peter lifeboats and rescues
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Old 16 May 2014, 12:14   #12
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as a kid i was! as an adult i still am, but now have a 7yo who loves them too. difference is now that i have a kid ive been able to get on board a few of them at stormforce open days!
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Old 16 May 2014, 17:35   #13
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Yes, the C class was tiller steered - mechanical linkage between the two outboards and twin throttle cables. The phrase 'hairy beast' springs to mind.

Not sure about the photo with what looks like a steering console - some form of trial?

At some stations the RNLI still use a Sillinger SIB with twin OBs as a boarding boat for the ALB - this one is at Larne (old photo but it is still there now):

https://www.flickr.com/photos/lifebo...20775643/?rb=1

Not in the same league as a C class though.

Cheers

Chris
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Old 16 May 2014, 17:47   #14
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RNLI C Class

couple of promotional photos ,
c class also had 50 kgs of lead ballast bolted up in the bow .also they had a rope lacing part way down the sbd bow dodger to gain access to the battery .

i have a short video of a C class in action in some very large seas somewhere chucking about .

first came into operational service around 1978/9 and was based on the Zodiac mk 1V,developed at rnli cowes with similar same standard D class fittings.

st abbs took the first operational boat ,

length 17ft 6 inch.

beam 7 ft 3 inch.

weight 580 kgs inc 50 kgs lead bow ballast .

engines 2 x 40 hp .

fuel range approx,,90 nautical miles

speed 27 knots .

2 x spare props carried on each side of rear sponsons in covers.

crew of 3/4 ,,,,,helm was easy to spot as he usually had one arm like popeye !
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Old 17 May 2014, 04:05   #15
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Quote:
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D Class... Looks like a Y to me?


Really is a D-Class but not the Avon or zodiac varieties everyone is used to. But an RFD type inflatable.
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Old 17 May 2014, 04:10   #16
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Quote:
length 17ft 6 inch.
beam 7 ft 3 inch.
weight 580 kgs inc 50 kgs lead bow ballast .
engines 2 x 40 hp
fuel range approx,,90 nautical miles
speed 27 knots .
In hindsight the extra hassle to eke out 7 knots kinda seems not worth the hassle, perhaps then if they'd looked at 50/60hp outboards would have been better.

Naturally that would probably be why only 12 of them built.
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Old 17 May 2014, 07:19   #17
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Originally Posted by Festinghouse View Post
as a kid i was! as an adult i still am, but now have a 7yo who loves them too. difference is now that i have a kid ive been able to get on board a few of them at stormforce open days!

You've probably already done it but, if not, I wholeheartedly recommend visiting Moelfre and sitting in the old lifeboat they have on display there? A truly humbling experience when you imagine what Dick Evans and the guys achieved using it.
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Old 17 May 2014, 08:35   #18
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All good stuff, thanks, made some interesting reading. Did they not see any advantage of having twin engines on an inshore (SIB) lifeboat or had the 2 stroke outboards proved to be reliable enough?

When watching videos of some D Class rescues, I have often wondered if they have ever had issues due to losing the single engine.

We once had an outboard fail while launching an Arctic 22 from a ship in fairly rough weather. The second engine made it possible to clear the ship safely and complete the transfer, albeit it at a lower speed.

Anyone know of the D Class boats having an engine failure? I saw a video of an Atlantic boat losing both for a while during training.
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Old 17 May 2014, 09:31   #19
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RNLI C Class

Not all boats had linked throttles some had individual throttles & gear linkages needing an extra hand from another crew member
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Old 17 May 2014, 09:31   #20
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All good stuff, thanks, made some interesting reading. Did they not see any advantage of having twin engines on an inshore (SIB) lifeboat or had the 2 stroke outboards proved to be reliable enough?
Like anything it is a trade off. I'm guessing after the D class proved such a success someone saw the benefits of a 'bigger D class' , hence the C class. I suspect the main reason the C class ended with twin 40s rather than a 50 or 60 was precisely to give the redundancy in the event of an engine failure.

Trouble is with the extra size and weight and physical effort required the D class could outperform it in the surf, then the Atlantic 21 came along and could outperform it everywhere else, so it ended in an evolutionary dead end.

There are a couple of lifeboat stations now with Arancias (originally New Zealand built SIBs for beach lifeguard use, now built under licence by the RNLI) and RWCs (jetskis) because coast reviews identified that there were times that even a D class was too big / heavy.

You couldn't fit twin OBs to a D class without compromising its operational capabilities, so all you can do is make the kit as reliable as possible, plan for every eventuality, and train the hell out of the crew so they can handle it if / when it happens.

Cheers

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