> From: Russell Davignon <svascension@yahoo.com> > > That said I have practical concerns and need your opinions.1) Wondering if > this class of powerboat is going to be very noisy and limit conversation > between me and the admiral. I'm pretty deaf already and my sailboat's > engine is, of course, down below and I'm up top driving, engine noise is > barely audible at the helm.2) Although fuel range will dictate my route, > wondering how an Express will handle a sea voyage as far as Grenada, island > hopping from the East Coast of Florida.3) I've always been on a full keel > sailboat and trashing through whatever was never a problem. Not sure the > ride or the seakeeping ability of a keel-less "planing" powerboat will be a > good idea for such a trip > I have not driven a Huckins. I have delivered a lot of boats including twin engine planing boats. I don't remember any that allowed conversation other than yelling anywhere on the boat when planing. You might consider noise canceling headsets - real ones like pilots use. Without some kind of roll damping, active or passive, life will be unpleasant in any kind of a beam see. You'll be more sensitive to weather windows than you are used to and spend more time looking at wave and swell synoptics than you are probably used to. I'd look hard at passive anti-roll tanks ("Flume" tanks). I'm not a fan of active fins (more noise, failure modes). You'll need a real naval architect with experience (I am a naval architect, I'm not your guy for this niche technology but I can point you in the right direction). You're going to make more fuel stops. Off the top of my (head four times as much fuel, ten times the burn rate), two-and-a-half times as often. Little things (ha! see next) make a difference. Rudders on planing boats are often quite small and you need a lot of water flow (speed) in order to steer effectively. With twin engines a 1 kt approach to a fuel dock is no big deal. 4 kts in a crowded channel is exercise. On some boats even 6 kts can be a steering challenge. I'd want to know what boat speed is in smooth water at idle-idle. I'd want to be sure there is enough rudder area to control the boat on one engine (either for fuel economy or due to a failure). I'd want to be sure the autopilot can steer on one engine. I'd like to know if I can get up on plane on two engines and then shut one down. I'd pay a lot of attention to fuel tankage and be able to run both engines off either tank and/or have fuel transfer. Not in any way unique to Huckins or fast cruisers, newer boats often have a lot of technology for its own sake. I delivered a big cat that required TWO iPads to fuel - one for gauges and one to control the transfer pump (two big fuel tanks, one fuel fill). Manual control meant taking part of the boat apart, crawling into a hole, and a flashlight. That boat really needed a second fuel fill and a bigger fuel transfer pump. The fancy dimming light switches are electrically noisy and result in radio interference impacting VHF and AIS and definitely HF/SSB performance. Don't let the manufacturer blow you off by saying "no one complains." Electric toilets are wonderful. Hope this helps. sail fast and eat well, dave AuspiciousWorks

Russ, just in case that you are not aware of it, the Huckins Plant is in Jacksonville and quite a few of their boats reside in that area. Maybe a call to Huckins can end up with the names and numbers of a few owners? If my memory is correct, some of their designs, the Fairform Bottom?, I believe, were used on PT boats in WWII. This might give some argument to their seakeeping ability; of course we're most likely talking longer boats than what you are interested in, and minus torpedo tubes and other armaments.Then again, there's been plenty of times Jill wished for a couple of 50 cal machine guns. *Rudy & Jill Sechez * *BRINEY BUG-a 34' Sail-Assisted Trawler * *850-832-7748 * *www.trawlertrainingabc.com <http://www.trawlertrainingabc.com> * Annapolis MD > >