<![CDATA[Sport Fishing Forums - Marine Electronics Q&A and Discussion]]> http://www.sportfishermen.com/board/ en Sat, 21 Nov 2009 01:10:48 GMT vBulletin 60 http://www.sportfishermen.com/board/images/misc/rss.jpg <![CDATA[Sport Fishing Forums - Marine Electronics Q&A and Discussion]]> http://www.sportfishermen.com/board/ Trim/Tilt for Outboards and Inboard/Outboards http://www.sportfishermen.com/board/f260/trim-tilt-outboards-inboard-outboards-374755.html Fri, 20 Nov 2009 15:12:16 GMT Trim/Tilt for Outboards and Inboard/Outboards (I/Os)
Al asks: "Are there any articles addressing Out Drive tilt/trim?"

Many outboards and most inboard/outboards (I/Os) come equipped with power trim which raises or lowers the drive unit. In this case the term "trim" refers to the running position of the engine drive unit.

Although most people know that the trimming movement raises and lowers the bow, many are unaware that it also can effect steering and performance. When you trim your drive unit either "in" or "out" you may feel a pull on the steering wheel either to the right or left.

If the steering pull grows beyond a slight pull, an inadvertent release of the wheel can cause the boat to go into a sharp turn and passengers could be thrown around, or even out of, the boat. Be sure to keep a firm grip on the steering wheel.

The three positions of trim and results are as follows:

Trimming In (Down)
•Lowers the bow
•Results in quicker planing, especially with a heavy load
•Improves ride in choppy water
•Increases steering torque or pull to the right


Neutral Trimming
•Lowers the bow
•Normally results in greater efficiency. (Note that the propeller shaft, which connects the propeller to the drive shaft, is parallel to the surface of the water.)


Trimming Out (Up)
•Lifts the bow
•Increases top speed
•Increases clearance in shallow waters
•Increases steering torque or pull to the left
•In excess, causes the boat to bounce
www.boatsafe.com ]]> Electronics Guru http://www.sportfishermen.com/board/f260/trim-tilt-outboards-inboard-outboards-374755.html Trim Tabs - An Explanation http://www.sportfishermen.com/board/f260/trim-tabs-explanation-374754.html Fri, 20 Nov 2009 15:09:37 GMT Trim Tabs - An Explanation Trim tabs work exactly the same way as the control surfaces on an airplane. As you know, there are three axes affecting the motion of your boat as you travel through the water: Yaw, Pitch and Roll. Trim tabs have little effect on the yaw axis, because yaw is... Trim Tabs - An Explanation
Trim tabs work exactly the same way as the control surfaces on an airplane. As you know, there are three axes affecting the motion of your boat as you travel through the water: Yaw, Pitch and Roll.





Trim tabs have little effect on the yaw axis, because yaw is controlled by the rudder or the side to side movement of the outdrive. Where they are effective is in the roll axis, to eliminate or reduce listing or heeling, especially if your boat has a deep "V" hull, and in the pitch axis, to raise or lower your bow.

The port and starboard trim tabs act independently. It is a simple thing to adjust them to lift the down side of the boat and compensate for the three or four hundred kilos of weight caused by your passengers all wanting to be on the same side. To do this, lower the down side tab. The water pressing against the tab as you move will lift that side of the boat (around the roll axis) and eliminate your list. As your passengers move about, you can continue to adjust the tabs to compensate for the redistribution of weight. You must understand though, the trim tabs will have less effect at slower speed than at high speed. You can understand this by a simple experiment. Next time you are in your car put your hand out of the window at an angle to the slipstream. Note that when you drive slowly, the wind has little effect on your hand but as you speed up, the wind will eventually drive your hand up and back. Now remember, water is much more dense than air so prudence in applying trim is recommended.

Where most operators initially use trim is in the pitch axis, getting their boats to the plane mode as quickly as possible. It is then easy to maintain the boat’s most economical cruising speed by tab adjustment. This is accomplished using the "Bow Down" control. This lowers both tabs and the force of the water against them will push the stern up consequently lowering the bow (around the pitch axis). Again, smooth rather than aggressive application is recommended to prevent pitch down of the bow. Trim may also be used in the pitch axis to keep the bow up to avoid taking seas over the bow if the water is rough. Naturally you would use the "Bow Up" control to do this.

I mentioned that trim tabs have little effect in the yaw axis, but they do have some. I’m sure you can readily understand that if you have only one of the tabs hanging out, besides lifting that side of the boat it will also cause a certain amount of drag. This will have the effect of slowing that side of the boat causing the bow to rotate about the yaw axis and turning the boat to that side. The rudder or out-drive are usually adjusted slightly to compensate.

Using trim tabs is much like riding a bicycle. You learn to do it by feel. Your knot meter will tell you when you have trimmed for best speed at any throttle setting and your common sense will help you adjust trim to sea conditions and weight distribution. I am positive that in gaining experience you will soon amaze your friends with your skills in boat handling and trim.

Capt. Pat

Related Articles: ]]> Electronics Guru http://www.sportfishermen.com/board/f260/trim-tabs-explanation-374754.html Boat set up http://www.sportfishermen.com/board/f260/boat-set-up-369774.html Thu, 19 Nov 2009 01:56:33 GMT This was about rigging a boat for fresh water, but alot of the pointers can crossover BATTERIES The single most overlooked and abused part of a fishing boat are the batteries. Batteries are literally the life blood of any boat, powering not only the engine and electric motors, but also the... This was about rigging a boat for fresh water, but alot of the pointers can crossover

BATTERIES

The single most overlooked and abused part of a fishing boat are the batteries. Batteries are literally the life blood of any boat, powering not only the engine and electric motors, but also the VHF radio, sonar, GPS, auto-pilot, bilge pump, livewell pumps and recirculation pumps. That's a lot for any battery to handle and keep a charge when it's needed.

Let's look at cranking batteries first. The manufacturer of fishing boats do not provide cranking batteries that are up to the challenge of serious fishing. The batteries that end up as part of the OEM package are almost always marginal in terms of their cold cranking amps and the amp hours they provide. Even boats equipped with large V6 outboards are generally rigged with a 600 CCA battery. This size battery will work fine the first few times the boat is used, but when the strain of livewell pumps, bilge pumps and other accessories kick in, you're looking at a dead battery in not time.

I suggest rigging bass and walleye boats with at least a 1000 CCA starting battery and better yet, rig two 600 CCA batteries in parallel so that the amp hours is doubled, but the voltage remains the same.
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Deep cycle batteries take a pounding both literally and figuratively in a fishing boat. No matter what deep cycle battery you use, make absolutely sure they are securely strapped to the floor of the boat. A battery that slides around the hull of a boat is a fire waiting to happen.

Deep cycle batteries are constantly being recharged, so be sure to mount your batteries where they can be easily accessed. Better yet, install an on-board charging system so you only have to plug in one outlet when charging deep cycle batteries.

Like cranking batteries, I favor large CCA models for deep cycle use. You'll never regret purchasing a battery that's big enough to get the job done easily.

Deka is a world wide company that produces some of the finest after market marine batteries available. For more information on dealers who sell Deka batteries log onto the web page www.dekabatteries.com and click on the dealer locator.

KICKER MOTORS
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Most walleye anglers and a growing number of trout and salmon guys prefer to use a small gasoline kicker motor for serious trolling chores. The motors most anglers use as a kicker were not designed for this purpose, but instead were designed to be the primary power on smaller boats.

Any small outboard can be used as a kicker motor on a bigger walleye boat, but it's also important to understand that these small motors need special care to prevent damage. Kicker motors are most often damaged when running in rough water. The kicker hops up and down on it's mounting bracket, putting a ton of strain on parts that weren't intended to have this kind of abuse.

A simple way to prevent the kicker motor from bouncing is to strap it securely to the transom while in the up position. A ratchet style strap does a pretty good job of solving this problem, but their are more effective ways to secure a kicker motor.

Trim brackets like those produced by Panther are a much stronger means of protecting your kicker motor investment. These brackets keep the motor in the down position and use a trim motor to lift and drop the motor as necessary.

Mercury's new Pro Kicker is without question the best thought out kicker on the market. The lower unit is tapered to allow for more efficiency both in backtrolling and forward trolling situations. A special prop allows the motor to achieve the slow speeds needed for fishing spinners, while easily achieving higher speeds for trolling crankbaits. A strapping bracket keeps the motor secure while running in rough water and the transom mounting bracket is beefed up to take lots of abuse. The four stroke motor is 9.9 in size making it ideal as an accessory motor for just about any boat from 17 to 25 feet. For more information contact your Mercury dealer or www.mercurymarine.com.
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ROD HOLDERS

Rod holders are a common item that anglers cut corners on. Big mistake. Rod holders are going to see a lot of use on just about any serious fishing boat. Models that can't stand the test of time are going to have to be replaced and worse yet, they may cost you an expensive rod and reel combination when they fail at the worst possible moment.

Tube type holders made from stainless steel or aluminum are the toughest rod holder design and yes the most expensive. This kind of investment is made only once and provides years and years of maintenance free service.

Bert's Custom Tackle is a Michigan company that produces some of the finest rod holders on the market. The new Ratchet Gear System allows the angler to grab the rod and pull it both up and towards him at the same time. This unique design allow the angler to keep pressure on the fish all the time. Slick. These rod holders mount into tracks that come in various lengths. When the rod holder isn't installed in the track, step pads insert making for a clean and durable surface. Also slick. The rod holders are also available in several colors to match just about any boat finish. To find out more about these outstanding rod holders log onto www.teclausa.com.
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MARINE ELECTRONICS

No other product in the fishing industry varies as widely in quality or function as fishing sonar. Frankly, many of the units sold as OEM standard equipment on boats aren't capable of marking the floor little lone finding fish or structure in deep water.

Power and resolution are the keys to producing a sonar unit that's capable of marking fish in deep water and near bottom. Other key benefits of units with high power and resolution is the ability to see important details including plankton in the water, thermoclines and baitfish. Lesser units simply won't mark what's important.

The bad news in sonar is good units are expensive. The good news is that your dollar buys a lot more today than it did just a few years ago. Every year high quality units hit the market at a lower price point.

Lowrance Electronics has lead the charge for higher resolution and more power in the sonar industry. Not surprisingly, these products are the ones you see most often on the boats of serious walleye anglers who live and die by the quality of their electronics.

The number of models produced by Lowrance is too large to list, but keep in mind when shopping that a walleye boat should be equipped with a sonar unit that has at least a 200 vertical pixel count and a power rating of 3,000 watts peak to peak. Lowrance sells units at this level and well above for those who want the best. For more information check out www.lowranceelectronics.com.

GPS/SONAR COMBINATIONS

The best value in sonar these days is in the units that combine sonar and GPS capability into one product. To view both functions at the same time, simply put the unit on split screen and enjoy sonar on one half of the screen while observing GPS on the other.

Both sonar and GPS units function best when a direct power lead is run from the battery to the unit. Avoid plugging your sonar or GPS unit into the accessory switches provided on your boat. Wire the units direct and position an in-line fuse where it can be easily reached and changed if necessary.

MARINE RADIO

Any boat that will fish off shore in the Great Lakes should be equipped with a quality VHF radio and an eight foot antenna. If you're going to skimp on this combination, get a good antenna and save a few bucks on the radio. No VHF radio functions well without a good antenna, even the very expensive models.

All VHF radios operate on sound waves that are influenced by line of sight. In other words, the taller your antenna, the further the unit will broadcast and receive messages. Don't put a shorter antenna on your boat unless you're willing to sacrifice significant broadcasting distance.

Like your sonar and GPS units, a VHF radio should be wired on it's own circuit and hooked directly to the cranking battery to avoid interference from other electrical devices on board.
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VERTICAL ROD HOLDERS

The rod holders on your boat are great for fishing, but what do you do with your rods when running from one spot to the next? Laying the rods down on the deck is asking for tangles and other problems. Many rods simply won't fit into rod lockers and if they do, that's a tangle waiting to happen.

I've found that mounting vertical rod holders at the back of the boat near the transom is the best way to transport my trolling or other rods when running from one spot to the next. These vertical tubes are inexpensive and they do an excellent job of keeping the rods organized, tangle free and more importantly damage free. These tubes can be purchased as individuals or in banks of two, three, four and even six tubes.
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SPRING LOADED SEATS
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Running in rough water is hard on your back. A number of walleye pros have switched over to spring loaded seats that are designed to absorb some of the shock associated with running in rough water. Spring loaded seats are great, but unfortunately they are also very expensive.

I found a spring loaded after market seat at my local farm implement store that works great, looks similar to fishing chairs and costs about 1/3 of the price other seat companies are charging. Check them out at Tractor Supply Company.

SUMMING IT UP

There are lots of things you can rig onto a walleye boat to improve performance and fishing comfort, but the above listed items are the main items to be concerned with. Make sure your boat is equipped with quality batteries, marine electronics, rod holders and you'll be well on your way to enjoying a wealth of fishing adventures to the fullest ]]> Electronics Guru http://www.sportfishermen.com/board/f260/boat-set-up-369774.html A Boat Is Born, Part III http://www.sportfishermen.com/board/f260/boat-born-part-iii-368472.html Wed, 18 Nov 2009 15:25:12 GMT A Boat Is Born, Part III
Now that the Makaira team knows what it wants to build, it's time to work out how.
By Capt. Patrick Sciacca


It's been about nine months since the design process for the 64-foot Makaira was started. While both the designers at Applied Concepts Unleashed and the builder's team have enjoyed the exchange of ideas that both parties feel will result in the next-generation sportfisherman, it's now time for the plan to become a real boat.



Months of planning are paying off as the hull's shape comes to fruition.

To this point the builder has made literally thousands of decisions to get the vessel ready to build, like where to put the cabinetry, livewells, fishboxes, cockpit freezers, and galley appliances, with each decision impacting the others. It's been an epic undertaking, especially since the goal is to surpass all the high-end sportfishermen that have come before her in both form and function.



But finally these decisions have been made, and now comes the final design stage where it all must come together. With the construction drawings finalized, every item from door hinges to push-pull latches is being positioned to optimize both functionality and build efficiency. Wire and plumbing runs have been laid out to both expedite the construction process and maximize accessibility, because while running hard, fast, and far is key, so is being able to quickly access and fix all systems on the fly.


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Integration of her design, systems, and construction is at the heart of this vessel. One example is the 64's interior module, which is being cut with a CNC router. Its precision enables the planning and creation of locator tabs and slots for the lightweight honeycomb bulkheads, which will expedite production by enabling the cabinetry to index during assembly.



A second piece of the integration puzzle involves creating a clean, nearly seamless look. The team is trying to anticipate—and where possible eliminate—every fiberglass joint and juncture. This differs from a typical production boat, in which seams between molded fiberglass components may be in clear view and silicone sealant or other fillers are used to try to hide them.





One place where seamlessness is obviously critical is the hull, so the team relied on a CNC router to construct its one-off plug, which was then used to build the hull mold. The router cut numbered and sequenced notched plywood jig frames (called the CNC jig system) similar to those used for a cold-molded vessel. The notches ensure proper alignment, which was double-checked by a laser level. Once all the frames were in position, "bead-and-cove" foam planks were butted and screwed to them. A more traditional plug-building system would've seen the builder laying wood planks over the jig, but these foam planks are more easily shaped and don't require putty to fill gaps and copious hours of hand sanding.



But while a lot of new technology was utilized in this build, like resin infusion (see "A Boat Is Born, Part I," June 2008), some things were done the old-fashioned way. For instance, once the flat areas of the planks were sanded to the required shape, Makaira's team applied a thin layer of fiberglass, which was subsequently sprayed with a low-density sanding primer called Duratech. After the fiberglass cured, the hull was sprayed with a surface primer and sanded down by eight-foot-long, two-man longboards. That's right, two guys sliding a board against the hull to help fine-tune the form of this high-tech boat. Why? Because it produced the smoothest possible surface: a high-low surface differential so small, it's virtually imperceptible to the naked eye. After a second session with the longboard, Makaira's crew sprayed the hull with a higher-density foam, which was sanded and buffed. Any remaining high spots, particularly along the sheerline and at the chine, were then faired out. (Smaller parts such as the fishboxes, freezers, livewells, and mezzanine seating were also jig-framed and foam-shaped.)



If this were going to be a cold-molded boat, the hull would have first received significant internal structural support and then been ‘glassed inside and out. Since this is a disposable plug, the hull was only semistructural. The creation of the hull plug was done by Makaira at its factory in Weekstown, New Jersey, also home of Makaira's parent company, Ocean Yachts (yes, now you know).



But the company also utilized subcontractors. Cape Coral, Florida's Marine Concepts was brought in to build molds for some of the more intricate components, such as the deck and parts of the flying bridge, mainly because the company has a bull's-eye-accurate five-axis router. In fact, this massive profiler carved the 64's top deck out of foam in three dimensions to the precise size and shape of the final structure. While such technology is costly, the expense is offset by a reduction in man-hours and is vastly more precise, as it creates one homogeneous part as opposed to one made out of multiple materials. Plus employing subs to do some of the work allowed Makaira to focus on other areas of the project, like the stringer system.



The stringers were also created using a jig-frame. A female mold produced the male part, which because of the router accuracy required no fairing and filling, a first in a vessel in this size range, according to Makaira.



With an array of jig-frame plugs constructed, it was time to make molds. The process started by covering the plugs with a release wax (you don't want parts to stick to a one-off plug) that was sprayed with gelcoat and allowed to cure. The crew then applied fiberglass to the gelcoat and let the laminate cure. Prior to the mold being pulled from the plug, the builder added structural bracing for support. By this point, any imperfections in the molds had been corrected by hand.



Some of Makaira's shapes, such as recessed surfaces and reverse angles, couldn't be built with one-piece molds, as they didn't have enough clearance to allow removal (something called negative draft). So an array of multipart molds were used that featured movable or hinged sections plus clip-ons, bolt-ons, and knockouts (like for fitting a window).



One area that received such treatment was the deck, which came from Marine Concepts. Why? It's impossible to transport a full-beam, 60-something-foot-long deck from Florida to New Jersey. Multipart molds were also used for the flying bridge, allowing Makaira's team to incorporate a toe kick and contour the seating area, providing optimal function and an attractive form with reduced seams.



The one-time ultimate sportfisherman idea is now a bunch of parts spread across floors from New Jersey to Florida, but will they fit together as everyone hoped? Find out in our next article in an upcoming issue. ]]> Electronics Guru http://www.sportfishermen.com/board/f260/boat-born-part-iii-368472.html A Boat Is Born, Part II http://www.sportfishermen.com/board/f260/boat-born-part-ii-368456.html Wed, 18 Nov 2009 14:13:32 GMT A Boat Is Born, Part II
At this stage, it's all about the art of the design.
By Capt. Patrick Sciacca


In part one of our exclusive five-part series ("A Boat Is Born"), the Makaira team took the first conceptual steps in creating its brand-new sportfisherman. This included selecting the Waveform variable-deadrise hull shape, a design the team hopes will help the vessel achieve speeds in excess of those of her peers in the 65-foot range while also supplying a bluewater-friendly ride. The team also decided that the combination of resin infusion and top-notch coring materials is the optimal choice for constructing this battlewagon and should produce the significant weight savings needed to achieve the target speed. Now it's time for the Makaira team and the designers from Applied Concepts Unleashed (ACU) to tackle the one feature that will really set this vessel apart from her peers: her exterior lines.



I'm learning more about the intense endeavor that is launching a new brand, and in the process I discover that though Makaira is a new brand, the build team aims to make her a new idea.


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It wants her to stretch the design, performance, and construction boundaries in the sportfisherman genre. For example, while some builders are using resin infusion and top-notch coring materials, the team is trying to bring all of the boat's elements together to create a next-generation convertible that will set a benchmark.



And that's the feeling I get as I sit in Applied Concepts Unleashed's (ACU) Florida office and thumb through a plethora of potential exterior designs. The endless supply of images ranges from a somewhat-recognizable version of a modern convertible complete with a flowing, powderhorn sheerline to the you-must-be-kidding bubble-shape boat. While no angler I know would want to troll from a bubble boat, all of these were designed for a reason. ACU wanted to present Makaira's team with an initial set of concepts that ranged from "mild to wild" to light its imaginative fire and help it feel secure in letting go of tradition.





A boat's lines create her character; just think back to the famous Rybovich broken sheerline and the flying-bridge double caprail. The exterior design is the place to make the strongest, most easily understood statement to potential owners. Noting its importance, especially in the sportfisherman market, ACU started drawing this boat's lines in the traditional two-dimensional side view with a design program called CorelDRAW. But it also provided the Makaira team renderings in three-dimensional perspective so everyone could better understand the overall body design. These drawings were close to scale, but they weren't supposed to be spot-on. Once again the idea was to show what was possible.



This exercise also helped the team from ACU stretch its creative legs. Though these industrial designers had a lot of experience (almost 20 years) working with custom boats, even the successful artist types occasionally get bored making variations on existing themes, especially if that's all someone asks for. Once ACU took on the Makaira project, it engaged in a three-hour jam session to review the project scope and define a master vision before the initial assignments and deadlines were set. When I asked ACU's president, Steve French, why it was limited to three hours, he reminded me that if a designer is not given deadlines, the only thing that may get generated are more ideas.



The three-month concept-design phase of the Makaira project was like a tennis match, with ideas about all the potential ideas being volleyed back and forth via Web conferences and face-to-face meetings. From the original notebook of ideas, the builder's team decided on its likes and dislikes, its must-haves, and its giveaways. Eventually this cocnucopia of creativity was narrowed down to "only" 12 finalists (piece of cake, right?).



Did this look make the cut?

I saw a bunch of these drawings, some of which featured elements like a raked flying bridge with notes reading "Likes" or "OK, but...." And then there were others, with notes simply stating "No" (in red, of course). The smallest bits of detail received the same attention, too. Take, for instance, the last inch of a tapered side window that was marked with an X. Too meticulous? I don't think so. When you're looking to push boundaries, every one of this boat's 780 inches mattered.



With the 12 potential winners handed back over to ACU, Makaira's crew could take five. Eventually, ACU narrowed the dozen marked-up ideas down to two final designs, an organic whittling process it calls the "design spiral."



While the exterior was the focus of this process, the builder and ACU had to consider the interior in equal measure. For instance, the team knew it wanted a prominent flare for good head-sea performance, but this would mean reduced room for a fourth stateroom in the forepeak. Still wanting to make a fourth stateroom work, Makaira's team required a creative solution: raise the height of the whole forepeak suite, including the stateroom and head. Doing this enabled the suite's sole to reach farther outboard of the boat, which expanded the available floor space. And because of the boat's sizable freeboard forward, headroom wasn't compromised.



The builder calls this tweaking of vital elements the "iterative process." The idea is to make many small refinements on the way to achieving the final design—like playing chess, where you decide your next move but are also cognizant of the potential effects on the rest of the game. If at any point an area is not working in terms of form and function, adjustments must be made. Every move has a ripple effect on the whole. During the evolution of this boat's design, bulkheads were moved again and again and bunks were repositioned sometimes by only a fraction of an inch. Indeed, after all was said and done, about 30 different interior layouts were considered.



Makaira's exterior look was eventually fleshed out, but the devil is in the details. As the overall concept was entering its final stages, the ACU team also had to be mindful of the boat's technical and philosophical missions. For instance, the galley was set up during the concept phase, but the layout was deemed impractical for the final design. A less conventional arrangement was presented to Makaira's crew and became an instant favorite (a benefit of the iterative process). While it may seem inconvenient to not know this ahead of time, these designers said they don't start with the details for fear it may inhibit creativity. Oftentimes the two phases overlap, as was the case with Makaira, and it meant reconfiguring an area of the boat.



This same design philosophy was applied to the flying bridge, cockpit layout, tackle stowage, fishboxes, and rigging areas that sportfishermen are known for as well as amenities, such as a cockpit mezzanine. Function came first, but form also played a key role.



In our next installment, we'll see form and function fully embraced as Makaira's team prepares for final design and tooling and turns its wish list for tomorrow's sportfisherman one step closer into a tangible reality. ]]> Electronics Guru http://www.sportfishermen.com/board/f260/boat-born-part-ii-368456.html A Boat Is Born http://www.sportfishermen.com/board/f260/boat-born-368438.html Wed, 18 Nov 2009 13:47:07 GMT A Boat Is Born A new builder intends to redefine the modern sportfisherman. By Capt. Patrick Sciacca Welcome to the first of a five-part series in which we follow the creation of a brand-new sportfishing boat from conception to launch. PMY has been granted exclusive access to the birth of... A Boat Is Born
A new builder intends to redefine the modern sportfisherman.
By Capt. Patrick Sciacca


Welcome to the first of a five-part series in which we follow the creation of a brand-new sportfishing boat from conception to launch. PMY has been granted exclusive access to the birth of Makaira. For now we‘ll keep its parent company anonymous, but as we get closer to launch, we will reveal it. Of course, we'll conclude the series with an exclusive first test of this exciting new convertible.



The clock never ticks backward. if you're in an industry that thrives on change while you remain static, you could wind up part of history instead of writing the next chapter. taking that lesson to heart, one boatbuilder decided three years ago that it had to push the limits of boat design, construction, and performance—a bold and high-risk move that it hoped would produce the next great leap in sportfishing boats.


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What resulted was a new boatbuilding company called Makaira. The name, which has Latin roots, means marlin, and for many anglers marlin is the ultimate quarry. It's an animal that has evolved into a powerful, speedy, sleek underwater predator. If you've ever seen one, it's an awesome, jaw-dropping sight. This builder, after deciding it wanted to launch the ultimate, sleek, and speedy mid-60-foot on-water predator, bestowed the same name on the new company and boat. But while the marlin has had millions of years to become what it is today, Makaira had to fully evolve in just three years.



As of presstime, Applied Concepts Unleashed had logged more than 6,000 hours of design time working on the Makaira concept.

The project naturally started with the hull form. What design would offer the best combination of seakeeping and speed? The Makaira team was looking to build the fastest vessel in her class. (Similiar-size vessels are currently hitting speeds in the high-40-knot range.) To accomplish this, the designers chose a variable deadrise hull form. This shape provides a deep forefoot and head-sea splitting entry and flatter aft sections to create lift and thereby increase speed and efficiency.



This variable-deadrise hull shape, called Waveform, came from Stephen French's well-known design firm Applied Concepts Unleashed out of Stuart, Florida. The name refers to the cross section of the hull, which is, well, wave-like and provides a blend of concavity and convexity. This combination manipulates the forces of buoyancy, pressure, and suction and ultimately determines the vessel's behavior in varying sea conditions. In addition, to minimize drag and maximize speed, a sea chest reduces the need for multiple through-hulls and other gear protruding into the water.



French's company has been working on variations of this hull design for more than 20 years and is behind a lot of the fastest and most eye-catching custom sportfishermen on the water today. Some of the notable names using Applied Concepts Unleashed designs include Garlington, Spencer, Whiticar, Briggs, Tribute, F&S, and Rybovich. All have built boats noted for their flowing lines, speed, and soft ride.



But unlike the companies above, which regularly take up to two years to complete a boat, Makaira will be built on a production-boat timeline. So how does one build a custom-feel sportfisherman over the course of months, not years? Makaira couldn't be cold-molded like many of those custom brands; it would take too long. The key, the builder says, is the right combination of high-tech materials and advanced construction techniques.



The Makaira team and French's crew burned the midnight oil to find that combination, going over the boat literally inch by inch and pound by pound. (As of presstime, about 6,000 design hours had already been invested in the project.) Makaira was born to be a premium brand, so while the cost of materials was a concern, the builder was willing to spend more than a typical production company (though it won't release exact costs) to get the desired result. After all, Makaira hopes to leapfrog the industry in terms of both design and build with this boat. To date the principals says they're satisfied with the progress towards that goal.



AFter each meeting between Aplied Concepts Unleashed's crew and the Makaira team, there are always some refinements to make.

Makaira's parent company has more than three decades of open-molding experience, but for this project a conventional lay-up would have resulted in too much weight. Makaira's team also considered vacuum-bagging, but, like the cold-molding process, it would take too long to work on a production schedule. The new builder came to the conclusion that vacuum-infusion would be faster, provide the required strength and reduced weight needed to hit the performance benchmark, and meet the strength requirements for bluewater duty.



I wondered how different the two vacuum methods were, and Makaira's staff explained that with vacuum bagging, the gelcoat and skin coat are laminated using traditional open molding. Afterwards, a dry laminate is layered in the mold and wetted out using rolled or sprayed resin. The vacuum bag is draped over the wet resin/laminate and then sealed. The vacuum removes the air, applying pressure to the laminate, trapping the resin, and enabling even distribution of it. With infusion, a vacuum bag is draped and sealed over the entire part, with all laminates layered into a mold dry (except the gelcoat and one skin coat, applied using traditional open molding). The vacuum draws the resin into the bag and the laminate via feed tubes. The hull is fully infused in one shot with an optimal glass-to-resin ratio.




The infused hull will be fully cored with Corecell, and the vacuum process will ensure that it is light yet strong. The weight issue is so tied into this boat's performance goals that the same meticulous care was given to deciding the vessel's stringer and bulkhead arrangements.



As for stringers, a standard male-mold system would have required significant filling and fairing to get that highly finished custom-boat look, which would eat up time on the production line. And to maintain the philosophy of this being a premium boat, a finished look was necessary. A vacuum-bagged stringer system could've worked, but it would require the same amount of finish work as the male mold, says the builder. So Makaira looked into constructing a female-mold stringer grid.



A conventional stringer grid would actually weigh more than the other two options, but if the grid were infused, the weight could be comparable. And it would still offer significant backbone while providing a finished look without countless man-hours of fairing. To save more weight and provide thermal and acoustical insulation, honeycomb coring was chosen for all bulkheads.



Makaira's team now knows how they'll build their boat and what the hull bottom should be. But they still need to figure out external lines and accommodations. Next month we'll see how technology and hull form drive those decisions and how the look and layout evolve. (Hint: I've just returned from Applied Concepts Unleashed, where I saw Makaira Concept #16, which should closely resemble the finished product. Talk about meticulous ]]> Electronics Guru http://www.sportfishermen.com/board/f260/boat-born-368438.html <![CDATA[Marine Tools & Info]]> http://www.sportfishermen.com/board/f260/marine-tools-info-365332.html Tue, 17 Nov 2009 16:54:11 GMT The Marine Tools & Info page of our website is a great page for all types of boaters to visit. Here, we have provided some great Furuno tools like the Furuno Radar Horizon Calculator. You will also find the Marine VHF Channel List, which is extremely valuable for all boaters with a VHF radio.

You don’t want to miss out on this page of our site. Simply click HERE to visit the Marine Tools & Info page directly. ]]> NavShack http://www.sportfishermen.com/board/f260/marine-tools-info-365332.html Apollo II HD http://www.sportfishermen.com/board/f260/apollo-ii-hd-362724.html Mon, 16 Nov 2009 22:54:59 GMT Apollo II HD The Apollo II HD is a High-Definition Thermal Camera and Low-Light Camera in one unit, its Two Cameras in one! The Apollo II HD delivers four times the resolution than that of other thermal cameras as well as 4x Digital Zoom. Sharp detail and double the range at a reasonable cost.... Apollo II HD

The Apollo II HD is a High-Definition Thermal Camera and Low-Light Camera in one unit, its Two Cameras in one! The Apollo II HD delivers four times the resolution than that of other thermal cameras as well as 4x Digital Zoom. Sharp detail and double the range at a reasonable cost. Both images can be displayed Simultaneously on two displays or on one display with split screen. It is the finest and least expensive High Definition Multiple Camera System available in the world.

The Apollo II HD is ideal for Yachts, Sportfish, Superyachts, Expedition Yachts and More. MORE

Product Specifications
Camera Size 9.0°w x 9.0°d x 8.0°h
(20.3w x22.9d x 20.3h)
Weight 7.2lbs (3.4kg)
Material Corrosion resistant aluminum alloy
Color Marine White
Voltage 9-32 VDC
Power draw 7watts
Operation Temp -13° to 131°F (-25° to 55°C)
Environmental Enclosure IP67 Rated
Tilt Angle 10° up & 17° down
Tilt Speed 7° per second
Pan 360° Continuous
Pan Speed Fast 28°/sec & slow 15°/sec
Sweep Volume 12" (30.4cm) dia. x 8.5"(21.6cm) tall
Max Control Cable length 100' (30.4m)
Max Video Cable length 65' (19.8m)
Operation LCD Control Unit
Control Unit Stations 1 Standard, Maximum of 6


Thermal Imager Specifications
Resolution 640 x 480
Detector type Uncooled Microbolometer
Spectral response 7 to 14 um
Field of View/Zoom
36°/4x Digital Zoom
Video Output NTSC (PAL optional)
Frame Rate 9Hz U.S. and International
Human Detection Range 1,700' (518.16m)@ 36° FOV
Ultra Low Light Imager
Resolution 570 Lines
Picture Element 379 Pixels
Scanning Rate 2:1 Interlaced
Minimum Scene Illumination 0.00015 Lux
Lens (Focal Length) 25mm
Field of View 15°

Warranty: Two Years Parts and Labor ]]> Electronics Guru http://www.sportfishermen.com/board/f260/apollo-ii-hd-362724.html New Poly-Planar Stereo Interface For iPod® http://www.sportfishermen.com/board/f260/new-poly-planar-stereo-interface-ipod-362723.html Mon, 16 Nov 2009 22:51:08 GMT The Poly-Planar IP-100 Interface for iPod is an all-in-one solution to quickly connect an iPod with the Poly-Planar MRD-60 or MRD-70 stereo. This unique connector allows full track-up, track-down, FFWD and RRWD control of an iPod directly from your stereo or remote control – just like a factory... The Poly-Planar IP-100 Interface for iPod is an all-in-one solution to quickly connect an iPod with the Poly-Planar MRD-60 or MRD-70 stereo.

This unique connector allows full track-up, track-down, FFWD and RRWD control of an iPod directly from your stereo or remote control – just like a factory CD changer. At the same time, your iPod display and click-wheel remain functional. The IP-100 also keeps your iPod fully charged and ready to go.

No noisy RF modulators needed! The IP-100 receives CD quality sound from your iPod and sends it directly to the radio via the CD changer ports.

For more information, visit www.polyplanar.com ]]> Electronics Guru http://www.sportfishermen.com/board/f260/new-poly-planar-stereo-interface-ipod-362723.html Scanstrut Unveils New Products at METS 2009 http://www.sportfishermen.com/board/f260/scanstrut-unveils-new-products-mets-2009-a-362707.html Mon, 16 Nov 2009 22:42:57 GMT Scanstrut Ltd., the international leader in the design and manufacture of installation solutions for marine electronics is set to take METS 2009 by storm, unveiling a host of new and innovative products for 2010. The new Deck Seals range is a first for Scanstrut. Produced in two materials and... Scanstrut Ltd., the international leader in the design and manufacture of installation solutions for marine electronics is set to take METS 2009 by storm, unveiling a host of new and innovative products for 2010.

The new Deck Seals range is a first for Scanstrut. Produced in two materials and catering for 16mm – 40mm connectors, the units are all pre-drilled and supplied with blank inner seals enabling a range of individual or multiple cable sizes to be installed. Available in marine grade 316 stainless steel or 30% glass-filled nylon, the Deck Seals deliver a level of uniqueness rarely seen in this product category. Other key features include a strong impact-resistant design and an outer dome-shaped profile functioning as an additional water shield.

“It’s been an extremely busy and productive year for the company,” states Tom Reed, Managing Director, Scanstrut. “We’ve developed a host of new products to further diversify and enhance our offering, and have tirelessly kept up with the increase in product demand. The new Deck Seal range gives us yet another collection to offer our clients, and we’re happy to see that our Scanpod range continues to grow in popularity, gaining industry-wide recognition. We hope that this year’s appearance at METS will showcase our team’s hard work and dedication over the past year, which has propelled us to where we are today.”

Shortlisted for the highly coveted DAME Award, Scanstrut’s Pod range has been further enhanced with the addition of a superlight Carbon Mast Pod with mounting capabilities of up to four 20/20 maxi style instruments, and featuring a full height, wave splash guard to protect the instrumentation. The System Helm Pod installs chart plotters, radar displays, auto pilot controls and other core electronics together in one simple and convenient mounting, giving customers the perfect base for their most valuable marine instruments.

Scanstrut’s new mounting products include the Carbon Pole Mount and the Stainless Pole Mount, which are carbon and stainless steel variations of the popular SC100 model, both with an adjustable base and available in either 1.9m or 2.5m.

Another product stand-side at METS is the new Satcom Antenna Mount, for the new breed of smaller satcom antennas, including Intellian i1/2, Raymarine 33 STV and KVH M1 / FB150/250. A Camera Power Mount and an Unpowered Hinge Kit, also round out a comprehensive preview of what Scanstrut is making available for 2010. ]]> Electronics Guru http://www.sportfishermen.com/board/f260/scanstrut-unveils-new-products-mets-2009-a-362707.html Regal Boats Will Showcase Garmin(R) Marine Electronics in 2010 http://www.sportfishermen.com/board/f260/regal-boats-will-showcase-garmin-r-marine-electronics-2010-a-362706.html Mon, 16 Nov 2009 22:39:17 GMT OLATHE, Kan., Oct 12, 2009 (BUSINESS WIRE) -- Garmin International Inc., a unit of Garmin Ltd. /quotes/comstock/15*!grmn/quotes/nls/grmn (GRMN 31.80, +1.43, +4.71%) , the global leader in satellite navigation, today announced that it has been selected by Regal Boats as the exclusive electronics... OLATHE, Kan., Oct 12, 2009 (BUSINESS WIRE) -- Garmin International Inc., a unit of Garmin Ltd. /quotes/comstock/15*!grmn/quotes/nls/grmn (GRMN 31.80, +1.43, +4.71%) , the global leader in satellite navigation, today announced that it has been selected by Regal Boats as the exclusive electronics provider for their 2010 product line of luxury performance runabouts, cruisers and sport yachts. This new OEM partnership is being announced in conjunction with the International Boatbuilders' Exhibition and Conference.

"As one of the largest family-owned-and-operated boat manufacturing companies in the world, Regal is known throughout the industry for its top-tier customer satisfaction and award-winning workmanship, attributes exemplified by Garmin's legacy of innovation," said Greg DeVries, Garmin's director of marine sales and marketing. "We are very pleased that Regal has chosen Garmin electronics, and are confident that future customers will enjoy the added confidence and advanced technology onboard."

Over two dozen Regal boat models will be offering Garmin electronics as standard selections on the equipment list, including the industry's most sophisticated array of touchscreen chartplotters, high-definition closed and open-array radars, VHF radios and an XM satellite weather/audio antenna. For increased confidence at the helm, Regal will be one of the first OEM manufacturers to offer factory installation of Garmin's GHP(TM) 10V Marine Autopilot for use with Volvo Penta's Inboard Performance Systems (IPS) and Sterndrive Joystick systems. The GHP 10 autopilot system will also be offered for auto-guided navigation, and both autopilot systems feature Garmin's patented Shadow Drive(TM) technology -- a patented capability that automatically disengages the autopilot if the helm is turned, allowing the helmsman to maneuver the boat.

For more information, visit www.garmin.com or www.regalboats.com.

About Garmin International Inc.

Garmin International Inc. is a subsidiary of Garmin Ltd. /quotes/comstock/15*!grmn/quotes/nls/grmn (GRMN 31.80, +1.43, +4.71%) , the global leader in satellite navigation. Since 1989, this group of companies has designed, manufactured, marketed and sold navigation, communication and information devices and applications -- most of which are enabled by GPS technology. Garmin's products serve automotive, mobile, wireless, outdoor recreation, marine, aviation, and OEM applications. Garmin Ltd. is incorporated in the Cayman Islands, and its principal subsidiaries are located in the United States, Taiwan and the United Kingdom. For more information, visit Garmin's virtual pressroom at www.garmin.com/pressroom or contact the Media Relations department at 913-397-8200. Garmin is a registered trademark and GHP and Shadow Drive are trademarks of Garmin Ltd. or its subsidiaries.

All other brands, product names, company names, trademarks and service marks are the properties of their respective owners. All rights reserved.

Notice on forward-looking statements:

This release includes forward-looking statements regarding Garmin Ltd. and its business. All statements regarding the company's future product introductions are forward-looking statements. Such statements are based on management's current expectations. The forward-looking events and circumstances discussed in this release may not occur and actual results could differ materially as a result of known and unknown risk factors and uncertainties affecting Garmin, including, but not limited to, the risk factors listed in the Annual Report on Form 10-K for the year ended December 27, 2008, filed by Garmin with the Securities and Exchange Commission (Commission file number 0-31983). A copy of Garmin's Form 10-K can be downloaded at http://www.garmin.com/aboutGarmin/in...inReports.html. No forward-looking statement can be guaranteed. Forward-looking statements speak only as of the date on which they are made and Garmin undertakes no obligation to publicly update or revise any forward-looking statement, whether as a result of new information, future events, or otherwise.

SOURCE: Garmin International Inc. ]]> Electronics Guru http://www.sportfishermen.com/board/f260/regal-boats-will-showcase-garmin-r-marine-electronics-2010-a-362706.html Anchor Watch -- NavNet3D http://www.sportfishermen.com/board/f260/anchor-watch-navnet3d-357902.html Sun, 15 Nov 2009 04:02:50 GMT Furuno's tech support has confirmed to me that its NN3D anchor watch works by alerting if the boat moves a predetermined distance from its position when the alarm is set. That works great if you set the alarm where (and when) you drop the anchor. If you forget and wait until the anchor has set, then the center of the watch circle will be in the wrong place -- you could drag a long way before the alarm sounds, or you could swing without drag and have it sound. I have asked that they consider adding the ability to move the anchor watch center in a future software update. So far, no response. I recall other chart plotters allowing the user to set (or move) the anchor watch center point. If anyone can confirm that other chartplotters allow this, or if anyone thinks it is a good feature to add, please post and I will forward a link to Furuno. Thanks. Rick ]]> Nomad http://www.sportfishermen.com/board/f260/anchor-watch-navnet3d-357902.html <![CDATA["Portable electric heaters and boat fires"]]> http://www.sportfishermen.com/board/f260/portable-electric-heaters-boat-fires-356489.html Sat, 14 Nov 2009 13:57:17 GMT .Common sense tells you that a fire hazard in a house can be a fire hazard on a boat. Smoking in bed, for example, is hazardous no matter where you are. The same is true of disposing of oil-soaked rags, storing gasoline, replacing frayed wires, using under-sized extension cords with large... .Common sense tells you that a fire hazard in a house can be a fire hazard on a boat. Smoking in bed, for example, is hazardous no matter where you are. The same is true of disposing of oil-soaked rags, storing gasoline, replacing frayed wires, using under-sized extension cords with large appliances, etc. Conversely, it would seem reasonable to assume that when something is safe in a house, it must be equally as safe on a boat. Right?

Well, no. There is at least one potential hazard aboard a boat that is not generally recognized because it is so widely used in a house: the portable electric heater.



Boat fire tragedy
Fire damages dock, boats
2 bodies recovered from boat fire in bay
This past January, a vintage 47-foot Chris Craft caught fire and burned to the waterline at a marina in Gloucester Point, VA. A subsequent investigation found that three portable electric heaters had been left aboard while the boat was unattended. Luckily, the fire occurred in daylight and was discovered before any nearby boats were damaged.

That isn't always the case; there have been instances where entire marinas--including dozens of boats--were devastated after a single boat caught fire.

The Gloucester Point fire is typical of what can happen when high-amperage electrical appliances are left unattended on boats. The reason for these high-amperage fires is almost always traced to a problem somewhere in the AC electrical system and not to the appliance itself. (The exception is older electric heaters that don't have tip-over switches)

While the appliances used aboard a boat or in a house may be similar, the AC system that brings power aboard a boat is significantly different than the AC system in a house.



When AC electricity is brought into a house, every connection up to and in the panel board must be securely bolted. This is important because loose connections have the potential to quickly start a fire.

With a boat, however, electricity is routed through a gauntlet of adapters and shore power connections that depend on friction to maintain contact. These connections, according to the BoatU.S. Marine Insurance claim files, are ideal spots for weak contacts. The latter increases resistance, which can often start an electrical fire.

Preventing fires isn't complicated. For starters, don't leave high-amperage appliances like portable heaters blasting down below, day after day, to winterize a boat. That's asking for trouble. You should also check that the plugs that are bringing the power aboard fit snugly; insufficient contact and/or corrosion generate heat at the connection that can be detected by placing your hand on the shore power cord plug.

When a high amp appliance is in use, some heat is normal. But excessive heat that makes it difficult to hold the plug indicates a potential problem, and the cord and/or the inlet connection should be replaced with heavy-duty, marine grade, three-wire equipment with the appropriate current rating. If your marina has dock receptacles that are loose, cracking, badly weathered, and/or get hot when they're used, you should insist that they be replaced.

About "Safe Heaters"

There are heaters that are designed specifically to winterize an engine. These heaters typically draw relatively little amperage and are ignition protected so that they can be left operating "safely" in a boat's engine compartment. Assuming they are safe (a big assumption) are these heaters a good way to winterize an engine? One point: Winter ice storms increase the likelihood of a power outage. No power--No heat--Cracked block.

Bob Adriance is editor of Seaworthy, the quarterly loss prevention magazine of BoatU.S. Marine Insurance. Subscriptions are available for $10 per year. For information go to BoatUS.com/Seaworthy or call 703-823-9550, ext. 3276

RELATED ARTICLE: Four Rules for Using Electric Heaters Safely

1. Never leave a portable electric heater ON while you are away from the boat or when you go to bed.

2. Use only an electric heater with a tip-over switch that will shut off the heater automatically if it gets knocked over.

3. Never use another high-amperage appliance on the same receptacle with a portable electric heater.

4. Never use an extension cord with an electric heater.
COPYRIGHT 2005 Boat Owners Association
COPYRIGHT 2005 Gale Group ]]> Electronics Guru http://www.sportfishermen.com/board/f260/portable-electric-heaters-boat-fires-356489.html How to choose the right life jacket? http://www.sportfishermen.com/board/f260/how-choose-right-life-jacket-356476.html Sat, 14 Nov 2009 12:43:23 GMT How to choose the right life jacket2 Almost 80 percent of all boating-related deaths occur by drowning. Approximately 50 percent of all recreational boating deaths occur in calm water. Wearing a life jacket while sailing can help you from becoming an unfortunate statistic. The U.S. Coast... How to choose the right life jacket2
Almost 80 percent of all boating-related deaths occur by drowning. Approximately 50 percent of all recreational boating deaths occur in calm water. Wearing a life jacket while sailing can help you from becoming an unfortunate statistic.

The U.S. Coast Guard recommends that everyone wear a life jacket while boating or sailing. In the state of Washington, any passengers under 12 years of age are required to wear a life jacket while on board your vessel. If any of your passengers are new to sailing, it would probably be a good idea for them to wear life jackets as well, as the motion of sailboats can be at times unpredictable.

What type of Personal Flotation Device should I get?
A life jacket is also known as a Personal Flotation Device, or PFD. There are many different types of life jackets, and the type you choose depends on the conditions in which you will mostly be sailing.





Attachment 122262

Type I: Offshore Life Jacket
A Type I PFD can be at times hot and bulky, but provides the most floatation and will also keep most adults turned face-up, even if unconscious. Any non-swimmers or large people in your group would probably benefit most from a Type I PFD. If you spend a considerable amount of time racing your boat in heavy conditions, this may also be the best life jacket for you.



Attachment 122263
Type II: Near Shore Life Jacket
A Type II PFD is an excellent choice for the children on your boat, as many models have a collar handle and crotch strap for added safety. The Type II PFD provides less buoyancy than a Type I PFD, and will also turn an unconscious person face up in the water.



Attachment 122264
Type III Life Jacket
A Type III PFD is more of a flotation aid, and will not turn an unconscious person face-up in the water. These are commonly used in boating/sport activities such as water skiing, tubing, kayaking, fishing, etc. They are usually also the most comfortable of the three types of PFDs.




Finding the correct fit for your Life Jacket
Perhaps the most important consideration in choosing a life jacket is comfort! After all, the best life jacket doesn’t do you much good if you do not wear it.

After you’ve chosen the correct type of life jacket for your needs, spend some time finding one which fits properly and comfortably. PFDs are sold at many large stores (Wal-Mart, Target, Costco, etc.) depending on the season, but we recommend looking at your local Marine retail store (such as West Marine). Marine specialty stores will usually carry a higher-quality PFD designed for sailing or boating instead of boating sport activities such as water skiing.

Follow these steps to find the correct fit for your PFD:

1.Put the life jacket on and make sure all the zippers, ties and/or straps are adjusted appropriately and fastened firmly.
2.Raise your arms up over your head and have someone pull up on the shoulders.
3.If the life jacket does not stay in place and rises above your mouth/nose (indicating water will as well), try adjusting the life jacket some more, or choose another size/model.
Testing your Life Jacket
After you’ve purchased your life jacket, test it out in a pool or down at the beach. You want to make sure that your PFD keeps your chin above water at all times. Try feigning unconsciousness to see if your life jacket will support you without any swimming/treading water, and that it also “rolls” you onto your back to keep your mouth clear of water.

When to wear your Life Jacket
The best option is to wear your life jacket at all times when you are on your sailboat. If for whatever reason you don’t, however, here are some conditions in which you should definitely consider wearing your vest:

1.You are new to sailing
2.You are sailing in severe weather with high seas and/or high winds (15+ knots)
3.You are sailing solo
4.You are sailing at night
5.You are sailing/boating in dangerous water conditions (rip-tides, hazardous navigational areas, high-current areas such as the Hiram-Chittenden Locks or narrow bodies of water)
6.You are sailing off-shore or a considerable distance from land (Strait of Jan de Fuca, as an example)
The most important thing to remember is that you don’t carry life jackets on board your boat just to satisfy your state and federal boating safety requirements. PFDs save lives, and the next one could be yours.



from Sailing the Nortwest
Attached Images
File Type: jpg pfd_type_i.jpg (7.8 KB)
File Type: jpg pfd_type_ii.jpg (5.5 KB)
File Type: jpg pfd_type_iii.jpg (8.8 KB)
]]> Electronics Guru http://www.sportfishermen.com/board/f260/how-choose-right-life-jacket-356476.html ACCIDENTS IN COLD WATER http://www.sportfishermen.com/board/f260/accidents-cold-water-356471.html Sat, 14 Nov 2009 12:30:12 GMT -------------------------------------------------------------------------------- ACCIDENTS IN COLD WATER Here are a few ways in which boaters have been ejected from their boats. A man in a 12 ft open boat hit a wave and was thrown over the side by the impact. A shad fisherman, sitting in a... --------------------------------------------------------------------------------

ACCIDENTS IN COLD WATER
Here are a few ways in which boaters have been ejected from their boats. A man in a 12 ft open boat hit a wave and was thrown over the side by the impact. A shad fisherman, sitting in a lawn chair in an open boat, lost his balance and fell overboard. A fisherman casting from the bow of an aluminum boat had one foot slip and suddenly fell over the side. Canoes in rough water capsized. Perhaps the paddlers were sitting boldly erect on the canoe seats. Two canoeists on a small, calm lake at dusk capsized for no obvious reason. Three men in a rowboat on the fast moving Delaware River caught their anchor on the bottom. In trying to jerk it free, one of them pulled the bow under. The current instantly took the boat to the bottom of the river. Two of the men made it safely to shore.

When hit by a powerful wind gust on a sunny, windy day in April, a man lost his balance and fell overboard. By luck, his life was saved. His arm was hooked through a safety line which kept his face out of the water. Although completely paralyzed by the cold, he did not drown. He was dressed in street clothes with no PFD.

These boaters never intended to engage in an Extreme Sport. They were not offshore in a great winter storm. They didn't set out to defy death by kayaking over waterfalls. These were ordinary folks, taking a break from the daily grind of life. The extreme danger posed by cold water boating is seldom driven home to the boating public.

The effects of cold water on the head and chest can render you unconscious instantly, although this outcome seems to be uncommon. The momentum of an individual falling overboard usually drives the victim under the surface for several seconds. Exposure of the head and chest to cold water causes involuntary gasping (photo). When the victim is not wearing a life jacket, the gasping may occur under water. In some cases, cold water is drawn into the lungs, in others, the muscles controlling airflow into the windpipe (trachea) close and stay closed. Either outcome prevents effective breathing when the victim surfaces. The victim, now unable to breath, is last seen struggling briefly at the surface before disappearing from view. Press reports tell us that the boaters drowned, leaving the impression that they just didn't know how to swim. BEING ABLE TO SWIM IN THE WARM WATERS OF SUMMER HAS NOTHING TO DO WITH SURVIVAL IN COLD WATER.



Cold water immersion gasping reflex.

Survival tables suggest that a victim may survive for a relatively long time in cold water (40-50 degrees F, 1-3 hrs). These tables are only valid if the victim is wearing a life jacket. Without the flotation of the life jacket, the victim is forced to swim, which drastically accelerates heat loss, onset of paralysis, and drowning.

On March 6th, 1968, nine elite marines, trained as water survival instructors at the Marine Corps Physical Fitness Academy, capsized while paddling a war canoe across the Potomac River. They wore sweat suits. They had seat cushions but no life jackets. The water temperature was 36 degrees F. None of these men were able to swim the 100 yards to shore. This is the bluntest of messages for all of us.

These disasters are easily preventable. Wearing a life jacket would have saved many of these boaters. It seems clear that nothing will convince boaters to wear wetsuits or drysuits on their cold water boating trips. Now, in the age of high tech everything, there is a new fabric out there. Polartec 2000 has a comfortable, fuzzy inner layer and a double membrane outer layer. Because that outer layer prevents rapid movement of water through the material, the Polartec 2000 behaves like a wetsuit and is rated equal to 2.5 mm neoprene. If boaters at least wore Polartec 2000 garments under their boating clothes, and life jackets, deaths in cold water boating accidents would become rare events.

I capsized in 51 degrees F water in April, 1997 and spent about 10-15 minutes struggling in the water. I was wearing a long sleeve top and long pants made of Polartec 2000, and a life jacket. A friend came back for me. We bailed out my boat, and then continued sailing without ever shivering. We have numerous cases of boaters dressed only in street clothes falling into 50 degrees F water and drowning within a few minutes. Their bodies are subsequently retrieved by rescue squad divers who risk their lives, often for many days in a row, to get the job done. Such searches cost massive amounts of money.

Boaters wearing life jackets when they go over the side do not sink as far under the water before bobbing back to the surface. Their heads may not go under at all. The devestating effects of the cold on head and chest are greatly reduced. Even if they inhale some water, they still have some chance of survival because they won't immediately sink. With the minimal protection of the life jacket and the wetsuit-like Polartec 2000 outfit, boaters have the possibility of improvising their own rescues. Such clothing is comfortable, inexpensive, and readily available from merchants serving paddlers and windsurfers. If family members truly understood the risk of cold water boating, would boaters still go out dressed in just t-shirts and blue jeans? The clothes that keep us warm in the woods are useless in the water. Check out these recent accidents.


OPEN BOATING ACCIDENTS
Saturday, April 4, 1998, David G. Erbacher, 19, and Matthew Korilko, 18, took a canoe out on Lake Somerset in Somerset Center, Michigan. They were students at Bowling Green State University. After paddling for about two hours on the man-made lake, they capsized about 200 yards from shore a little before 2:00 pm in the afternoon. They were not able to swim to shore. A fraternity friend, Neil Kessel said, "The way I heard it is that one of them went under, and the other went to help and he went down too." The two young men were friends that had been together on their Madison High Scholl wrestling team.

They did not take life jackets or other flotation devices with them when they set off in the canoe. There bodies were recovered by divers the next day, Sunday, in 10-15 feet of water. The water temperature was reported to be 46 degrees F. The weather conditions for that Saturday were not reported.

Abstract of a report from the Toledo Blade webpage. The accident was reported in the April 6, 1998 edition of the Blade by Mike Tressler, Toledo Blade Staff writer.

On Saturday, February 14, 1998, Damien Mahr, 27, and Rodrigo Olivares, 27, borrowed a 12 foot canoe and went paddling on Manhassett Bay, Long Island Sound, off Manorhaven, NY. The wind was blowing pretty hard that day. They capsized about 300 yards off Plum Point (Manorhaven). The water temperature was about 40 degrees F. They were not equipped with life jackets or any other cold water boating gear. Mr. Olivares was able to turn the canoe rightside up and get back in it. When he was rescued nearly an hour later, Constable Jim Flemings said, "He couldn't move at all but told us, I think my buddy's dead." Mr. Olivares appeared to be unaware of what became of his friend. Mr. Mahr was still missing on Monday, February 16. The search operation included Nassau police department divers, about a dozen government and private boats and two police helicopters.

Information abstracted from Nassau and Suffolk edition of Newsday for Sunday February 15 and Monday February 16, 1998 by Staff Writers Emi Endo and John M.Gonzales.

On March 28, 1998, Mike Vanderwoude, 37, took two friends out on Van Sciver Lake near Tullytown, PA. He returned them to shore and the went back out alone. The wind was blowing making, rough conditions on the lake. He capsized and, while trying to swim back to his boat, he drowned. Rescue divers recovered his body about an hour later. The water temperature was in the vicinity of 45 degrees F.

The Philadelphia Inquirer, Sunday, March 29, 1998 section B2.

November(?), 1997. Two adults and a 9-yr-old boy died in Moosehead Lake (Rockwood, Maine) when their heavily loaded, 15-ft canoe capsized. Their bodies were found the next day. They were all wearing life jackets, but were unable to swim to shore. There were no other boats in the vicinity at the time of the accident. The water temperature was 50-55 degrees F. The victims drowned as a result of hypothermia.

November 23, 1997. Two college students took a canoe out at dusk on Lake Panamoke on Long Island, NY. The lake is about a half-mile wide. The young men capsized in the middle of the lake shortly after 5 p.m. Their calls for help were heard on shore and two near-by residents paddled a row boat out to rescue them. By the time the rescuers reached the overturned canoe, one of the victims had disappeared. His body was recovered in 10 feet of water at about 6:45 pm. The other paddler survived thanks to the rescuers. The water temperature was about 45 degrees F. The paddlers were not wearing life jackets and were not carrying them in the canoe.

(NY) Newsday; Nassau/Suffolk Edition, Monday November 24, 1997. by staff writers Andrew Metz and Tom Demoretcky.

(Note that even though weather conditions were apparently calm, the victim was not able to hold onto the capsized canoe until help arrived. I don't know how long it took for the rescuers to reach the canoe. CAS)

KAYAKING ACCIDENTS

Volunteer fire fighter, Kendall Bryant, 32, died on the Etowah river, Georgia, on Saturday, February 28, 1998 (air 65 degrees F, water 45 degrees F, class 0-1 water, but very powerful high-water current). He capsized on a small wave, came out of his kayak, struggled to get on it for a few seconds and then disappeared. Cold shock undoubtedly caused gasping while he was submerged. Mr. Bryant went under for the last time less than 30 seconds after capsizing. Last I heard, his body had not been recovered. The extreme danger of submerged snags precluded the use of dive teams. His friends described him to the press as experienced. He was wearing a T-shirt, cotton pants and no PFD. He refused to wear a PFD, leaving it in his truck the day he died. He had no flotation in his boat, hence it could not support him when he initially surfaced. His submerged craft was recovered with grappling hooks four days after the accident.

On Sunday, March 8, 1998, Kansas City, Missouri experienced a serious winter blizzard. That same day, at about 4:30 pm, David Grizzell Jr. took his kayak [river or sea, not indicated] out on Lake Winnebago located just south of Kansas City in Cass County. At 5:55 pm authorities were told that Mr. Grizzell had capsized and was in the water. He was about 25 yards from shore when one of the fire fighters put on a wet suit and attempted to reach him. He tried to throw a line to Grizzell but the wind just blew it back. One report had it that Mr. Grizzell was trying to pull his boat to shore. The water temperature was 35 degrees F. The rescue was complicated by high winds, snow and high waves. The fire fighters were unable to launch an aluminum fishing boat because of the waves and wind [must have been an onshore wind]. Fifteen minutes after the rescue began Mr. Grizzell went under. His body was recovered two days later by divers.

Mr. Grizzell was a dentist with several offices around the area. He had been paddling on the lake all winter. He was wearing a light jacket, blue jeans, and sneakers at the time of the accident. He was not wearing a life jacket. What lead him to go out on the lake in the storm was not indicated. Phil Brillhart, a South Kansas City Metro District assistant chief said he believed that Mr. Grizzell was overcome by hypothermia. That would be a substantial understatement.

Abstracted from articles in the Kansas City Star by Staff Writers Gita Sitaramiah (3/11/98) and Matt Campbell (3/10/98). ]]> Electronics Guru http://www.sportfishermen.com/board/f260/accidents-cold-water-356471.html