FAQ

Yes, we have a technical service, send us your inquiry by email to info@dahlberg-sa.com, providing the brand, model, photos plus a brief explanation on the subject in question.

We deliver on board in Mallorca, but we must check the availability in the distribution agenda specifying the marina / club and mooring number and we will inform you about the service.

Of course, please send us a photo or detail of the spare part you need to info@dahlberg-sa.com and we will provide you with a price and delivery time.

Yes, we can ship to these areas, but by having a different customs regime you must request the collection of the shipment through your transport agency.
If you have any questions, CONTACT US.

No, but you can pay in cash, card (Visa, Maestro and Matercard) through transfer or PayPal.

Yes you can. Before making a prior consultation to the logistics department, which will tell you how to proceed with the return of the material, providing a return number and a previous form that must be completed.

• Please include your contact details and a brief description of the fault(s).
• Ship equipment to Repairs, DAHLBERG S.A. Gremi Passamaners,8 Nave 12. 07009 Palma de Mallorca. Spain.
• We suggest using an insured courier such as UPS. TNT, FEDEX, DHL.
• We will contact you to confirm receipt of the equipment.
• IMPORTANT NOTE FOR CUSTOMERS OUTSIDE THE EU (INCLUDING CANARY ISL. CEUTA, MELILLA, CHANNEL ISLANDS AND GIBRALTAR):
  Please DO NOT declare new replacement values for customs purposes for repairs. You must give to the courier or attach to outside of box in clear document wallet. A commercial invoice for cosmos purpose. Please do not hide invoice inside box!, then please use Harmonised Commodity Code ‘85177090 00 – Electrical parts for use in a wired or wireless network’. Since the declared value for customs is subjective on faulty second hand equipment, please enter a value of 15€ or less and mark as RETURNING FOR REPAIR– NO COMMERCIAL VALUE. Please add zero value for freight costs and insurance, since you are paying these and not charging them to us. Please tick ‘sender pays all taxes and duties’ on waybill. Please note that unfortunately we may charge duty and administration charges if these instructions are not adhered to. Do however declare the replacement value as the insured value.

Our procedure will depend of the mark of the equipment but in general is as follow:

• You will receive a quotation once your equipment has been assessed.
• Please note that all goods returned for repair will be subject to a one hour (€75.00 + VAT) minimum charge to cover inspection and administration costs. This minimum charge has only to be paid if you decide not to proceed with the repair.
• If you decide to buy a new equipment from us instead of repairing it. If you have already paid the minimum charge, this amount will be deducted from the purchase. (note only during a maximum of 60 days from the day of the invoice)
• Payment must be made before the collection of any repaired goods.

If you need technical service for your B&G/Simrad system that is under warranty, you can write an e-mail to: service.es@navico.com explaining the problem and indicating the brand, model and serial number of your equipment.

The low visibility can be due to plankton, sea weed or high speed of the vessel, which all can cause noise or false echoes on the screen of your depth sounder. To improve the view, we recommend that you adjust the sensibility of the sounder.

A NMEA 2000 network is based on a completely different cable than what is used in NMEA 0183. It is bidirectional which allows for multi-transmission of serial data, being thus self-configurable.

The network in NMEA 2000 or N2K is formed by a central cable, also called Backbone which powers each instrument and relays data between them through T-connectors.

The NMEA 2000 is a whole lot faster than NMEA 0183, and any instrument can be eliminated or connected to the network without having to reset all the rest of the connected instruments.

It also allows prioritisation of messages in the network depending on their importance.

Yes, it is possible. Depending on the equipment/brand/model the updates are carried out in different ways. We recommend you consult with us by getting in touch through e-mail to info@dahlberg-sa.com

Yes, we normally carry stocks of the most demanded spare parts for this legendary wind vane.

Yes of course. We just need to know the brand and model of your sounder and its technical specifications for compatibility and performance comparisons.

The most likely cause is a damaged cable or faulty transducer. Replace with a known working one to check this. Also check for being painted over or marine growth on the transducer.

Firstly ascertain if there is a single paddle wheel or two selected with a gravity change-over switch.

a)   Single paddle wheel. Remove from the hull housing and spin manually to check the sensor both electronically and mechanically. Measure the voltage with the black probe of a multimeter on the black wire and the red probe on the red. If this is not between 5 and 12 Volts (system dependant), the control unit is faulty. Now put the red probe on the green wire and turn the paddle very slowly. As the magnet passes the sensor the voltage reading should change from 5 Volts (+/- 1.5V) to 0 Volts (+/- 1.5V) and back again. If not, the paddle sensor is faulty.

b)   Dual paddle wheel. In our experience a good proportion of twin paddle wheel issues are caused by faulty switches. These can be checked by manual selection or direct wiring until the issue is found. We can supply replacement gravity change-over switches which can be found here.

First determine if the apparent wind angle is working properly. Check this ties up with the Windex at a good variety of relative headings to the wind and all around the clock. If there is one wire broken in the mast cable then the wind angle changes, but does not follow all around the clock, but ‘doubles back’ as the relative heading changes. This can also be caused by faulty wind sensor or wind board (in the processor). If the apparent wind angle is working properly then the culprits must be either the compass or speed log. Check these are working properly.

The answer is calibration. It is not that difficult if you follow the procedures set out in the system manuals. Even getting some rough estimates or corrections in the True Wind Angle table will start to improve this quickly. Don’t be afraid to put in corrections up to 10 degrees into these tables in some circumstances. Do not hesitate to contact us if you need our advice. We also can sail with you to do the calibration. Contact us for a quote.

Apart from large yachts that take the compass heading from a north seeking gyro, most systems use a magnetic sensor for heading. Before looking anywhere else, locate the compass mounting and ensure that no magnetic or magnetically susceptible material has been placed close to it (typically tins of beans, spanners, tools, spare parts, hand bearing compass).

Having checked this, ensure that the calibration ‘turns’ have been done recently in the yachts current broad geographical location. The methods for doing this are different in different systems, see individual handbooks for this.

Finally set in the heading offset needed to get the electronic compass to agree with a recently swung traditional compass or hand-bearer or by taking bearing to a distance point.

The ambient temperature felt by the body can be different from the real, measured temperature. Our thermal sensation can vary from warm or hot to pleasant and cold. We all want to be comfortable, and humidity plays a decisive role in this. When the humidity is low, we tolerate hotter temperatures despite sweating a lot, as the dry heat causes the sweat to evaporate quickly from the skin which creates a refreshing effect.

However, this does not happen in hot and humid climes. When the humidity is high, the perspiration diminishes and consequently also the cooling effect. As a result we feel even hotter. The air feels humid and sticky, which can cause circulation problems and insomnia. Knowing all this, it is obvious what is expected from a good a/c system – to cool down is not sufficient, also the humidity need to be reduced in order to obtain a comfortable room temperature.

Illustration of the effects of temperature/humidity combinations for comfort

Yes, it is possible.  You only need to take out the freezer compartment from the fridge and in the control panel choose the function you wish, either turn the whole space into a freezer, or alternatively into a fridge without a freezer compartment.

Dometic has a range of fridges with drag doors, namely the models CRD50 and CRX65D, as well as compressor drawer fridges Coolmatic CD of 20 l and 30 l, with front panels in black, white or stainless steel. Dometic has boat fridges with variable door hinges and locks (right or left) offer convenient access.

Dometic gives an option to change the finish between white, black and stainless steel in some of the models. For more information and prices, please get in touch with us.

There is a fixing kit available for some coolbox models, with two very resistant straps with low-profile fixing points, also a kit for installation in vehicles for the models CF/CDF/FK.

Available in our online store.

In some models the hinges can be built on either side of the fridge, but this must be specified with the factory prior to ordering.

The liferafts currently available on the market are the following sizes: 4, 6, 8, 10, 12, 16, 20, 25, 30, 50 and 65 persons. Depending on  how many people the boat is registered for, the same amount of places in liferafts should be provided for.

The difference is in the homologation of the liferaft and its contents. The recreational crafts authorised to navigate from 12 to 60 nm from the coast should carry a liferaft with a homologation ISO9650, which contains a pack SOLAS B (without water or food). Outside 60 nm the liferaft should have homologation SOLAS A (double amount of pyrotechnics, survival equipment, water and food). Professional fishing vessels authorised to navigate up to 10 nm from the coast  have to carry a liferaft with a homologation ISO9650. Rest of the vessels should have a liferaft with homologation SOLAS B up 60 nm, and SOLAS A in the rest of the navigation zones.

In an emergency we should take along the following equipment: the radio beacon of the boat, as this emits the position continuosly, portable VHF radio which will be of great help when being rescued or for communicating with other boats in the vicinity. It is also convenient to have one or two bags stand by filled with emergency materials, in an easily accessible location. In these bags we can have things that will come handy when having to abandon the boat: tinned food and an opener, batteries and above all water. It is important also to take along the life jackets.

Radio beacon is an alarm system for emergency situations that has a built in GPS transmitting an exact location of the device via satellite. It can be activated manually, but activates also automatically when it comes in contact with water and its metallic parts submerge. The device will stay afloat and start transmitting an alarm with the detais of its location and identity; name of the boat, registration number and a contact telephone number for emergencies. The radio beacon needs to be installed in a location known by all crew members where it can be accessed and activated easily, or can open automatically without obstructions or risk of getting trapped. It should be maintained in good condition, inspected regularly and parts changed when necessary – the release every two years and the battery every four years. The radio beacon should be kept away from the motor exhaust, heat sources and areas where chemicals and oils are stored. To use the beacon correctly in an emergency it should get attached to the shipwrecked, either in the liferaft (never in the container) or in the lifejacket. It should be activated as soon as possible, either manually or automatically when reaching water. It is not obligatory to carry a radio beacon  on boats that  navigate less than 25 nm from the coast, but it is good to remember that it can save lives. It is important to learn how to use it and carry out regular drills, specially prior to setting out to sea.

The hydrostatic release unit is the trigger capsule of the radio beacon and expires every two years, when it by law has to be changed. Remember that also the battery should  get changed every four years.

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Depending on the homologation, the liferaft contains different amounts of equipment. In case of SOLAS A, which is the most complete set up, we’ll find: floating rope, floating knife, manual bilge pump, inflating pump, sponges, sea anchor, paddles, medical kit, whistle, sparkling flares, parachute flares, floating smoke signals, electrical torch, thermal blankets, radar reflector, mirror and signal tables, fishing equipment, food rations, water, stainless cup, life ring, sea sickness bags, repair kit, batteries, plugs and bellows.

Antihemorrhagic (helps with the blood coagulation), antiemetic (prevents vomiting), painkillers, antipyretics (for reducing fever), antiinflammatories, sea sickness pills and antiseptics (for cleaning of microbes). Also other medical material like mouth to mouth resuscitation cannula, bandages, gauzes, cotton wool, surgical tape, gloves, dressings, scissors and adhesive stitches.

TPA (Thermal Protective Aid) provides thermal stability during darkness and at night, or in adverse meteorological conditions, thus avoiding hypothermia. It is an aluminized sack that refracts the heat irradiated by the body. It should be in perfect condition to be able to comply with its function.

In fabrication of the life raft a strong and flexible material is of utmost importance in order to secure a perfect inflation and durability until the rescue. Even if the life raft is made of the best natural rubber, it still has to be inflated at least once a year to confirm that due to temperature changes and being folded tight in a vacuum  there are no wrinkles in the material that can convert into cracks and holes. These can result fatal in the delicate moment of inflation of life raft in an emergency.

It is a system that allows collection of rain water and dew that run off the waterproof canopy of the raft into a channel and through a hole into a container in the interior. The container is extractable facilitating drinking when necessary.

It is a key element for our localization. It doesn’t require any other action than unfolding, inflating and attaching it with a rope to the life raft. A metallic radar reflector is cleverly inserted inside a watertight rubber, thus freeing us from worrying about its deterioration or sinking, and allowing us to be traceable in all meteorological conditions.

It is a strong, twinkling LED light that facilitates the visibility and localization of the life raft

 The repair kit inside the life raft can provide a solution for some small damages to the life raft while we are onboard it. The kit contains patches, cones to cover holes, plugs, sealants, glue, blunt-ended scissors, spatulas, paint brushes and instruction manuals, among other things.

A knife is the first equipment we encounter when entering the life raft, and it will also be the first tool we use as the inflated life raft has to be separated from the boat. The stainless steel knife has a floating handle and blunt end in order not to cause punctures or other damage in the life raft. The sharp blade is protected with a non-elastic plastic cover. The knife is attached to the life raft with a thin rope, so that it doesn’t get lost overboard and can reach to any point of the life raft, as necessary.

A sea anchor consists of a long halyard, attached at one end on four points to a rigid ring of the anchor. This ring supports also a resistant fabric sewn into a shape of a cone, which provides sufficient drag to reduce the movement and drifting of the raft away from the last emitted position, thus facilitating the search and rescue of the shipwrecked. Thanks to the sea anchor an uncontrollable drifting is avoided, it also helps the stabilizers under the raft to keep the raft in its position and ride out the storm.

It is the system in charge of triggering the inflation of the life raft. The adjustment and condition of the trigger should be optimal so that when pulling at the painter (connected to the cable and pin/striker) it perforates the membrane of the gas cylinder and allows the gas the inflate and give shape to the life raft.

We can find the following types of pyrotechnic equipment in the life raft: hand flares, parachute flares and smoke canisters. These devices should be inspected annually, to make sure they are in perfect condition. They should be deployed downwind  following the instructions by the manufacturer. The smoke canisters are for daytime use while the flares are more visible during the night.

Please consult the following article in our blog ”Key Elements of Survival” (spanish)

Maritime rescue services in Spain have 20 centres of rescue coordination and 87 units integrated in their aerial and maritime fleet, ready to assist in case of an emergency. Remember to always  have the following  contact details handy onboard:

• Channel 16 on the VHF Marine Band Radio and 2.187 kHz in medium wave.
• Channel 70 and frequency 2.187 kHz in MW in DSC (Digital Selective Calling).
• Telephone for maritime emergencies: 900 202 202.