How-to

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Most folks know that barnacles can cause a bit of havoc when they attach themselves to the bottom of their boat, especially in the wrong places. I did another tour through the boatyard last week and discovered one cruising boat that needs to read this installment. The photos below show some of the wrong places where barnacles can really cause some serious damage if left in place after launch. Let me explain the potential problems, and my own easy solution.   In the photo above, we see the raw water intake strainer for the boat's engine. More than 50% of the strainer is covered by attached barnacles. This is guaranteed to affect water volume getting to the engine and through its cooling system. Symptomatically, this will manifest itself as an engine that runs too hot at high rpm. Let's see what the next photo shows.  The above photo is a water discharge, not sure what for but it really doesn't matter, its almost totally plugged. A clogged drain if you will. Its going to cause something to overflow into the boat. Let's look at one more: The above photo shows a cutlass bearing case just forward of the propeller. In this case the prop shaft exits at the trailing edge of the keel and the bronze fitting that holds the cutlass in place has cast in scoops port and starboard that draw water into the cutlass to cool and lubricate it. Both scoops on the fitting on this same boat are totally clogged with barnacles. On this boat, replacement of the cutlass bearing is a MAJOR job. Also, if the cutlass bearing actually burns out, it's probably going to cause damage to the propellor shaft. Another major job which on this craft would involve removal of the rudder before the shaft could be pulled out for replacement. Were talking thousands of dollars here to get this fixed for the sake of a few barnacles restricting water flow. OK, so how to prevent all of this? For the boat in the photos, assuming damage hasn't already occured, a thorough scraping and cleaning of all the barnacle infestation is step one, and that's going to mean getting up inside the through hull fittings and I would recommend removal of the sea strainer to check for growth behind it. Once cleaned out, I use a medium sized artist paint brush to get up inside the through hull fittings with anti-foulant paint. Apply liberally, but in the case of the strainer, not to the extent that the paint actually clogs the holes in the strainer. Same thing for the cutlass scoops, totally coat inside the scoops with anti-foulant, but don't restrict the water flow with globs of paint. Ignoring these steps is going to be really expensive to fix. Check your boat out before this years launch. …Read More

Team Finland treating arrival as triumph. Photo courtesy Clipper Ventures What a twisted piece of irony that a hard-luck boat finally makes it across the Pacific to re-join its round-the-world race just one day ahead of the start of the next leg, and what in most seasons would be a seabreeze forecast on San Francisco Bay, [...] …Read More

If you've been reading my posts here for a while you know that my primary employer is the ABYC, the primary standards writing organization in the US that deals with engineering aspects of boat construction and repair. Very often within our standards we make reference to third party testing requirements for equipment used on boats. This is important to ensure that the specific engineering aspects we have deemed as important have been met by vendors supplying our industry. Well one of our members, XANTREX has recently begun a short series of publications simply entitled "Tech Doctor".  I thought I'd share one of their most recent releases with you today because it coincidentally goes right along with some of the information I used in a recent two part series covering Inverter / Chargers for Practical Sailor magazine. In the Practical Sailor piece I discussed product labeling and issues of third party testing. Why? Because I feel that with inverter chargers, this sort of testing is especially important because failure and or problems with these devices can be extremely dangerous.  The following article was written by Don Wilson, a sales application engineer for Xantrex Technologies, one of the primary suppliers of inverter / chargers to our industry. I share this because I want to reiterate my own feelings, and Don has covered that point quite well in my view. So, from Don Wilson, the Xantrex "Tech Doctor": Why is Regulatory Compliance Such a Big Deal? … What’s the Risk if Your Onboard Electronics Lacks It? By Don Wilson Ever been in the market for one of those hot new onboard marine electronics? As you reviewed your top choices, you likely compared plenty of features and benefits … but, did you happen to check for that seemingly inconspicuous “regulatory compliance mark?” If you didn’t, you could be setting yourself up for disappointment down the road, and potential serious risk. In my opinion, regulatory compliance is mandatory and is arguably the best indicator of a product’s ability to perform as well as to prevent harmful consequences or even death. Let’s talk about this subject in more detail to understand why this is so important. Q: Why should I make sure that my products have regulatory approval? TECH DOCTOR: Well, consider this: Anyone who has been to a basic electronics class can make a simple power supply for charging batteries. Those products could be sold for use in any state or province. However, if there’s a circuit that is too small for the maximum rated power, it will fail. What happens when it fails? It shuts off? Smoke? Fire? What if it charges batteries fine, but fails to charge the rate down? Damaged batteries? In addition, a regulatory mark also informs a consumer that the product was built by the manufacturer, and then sent to an independent testing laboratory to uncover and isolate any unsafe issues. This test is usually very rigorous, time consuming, and expensive. QUESTION: What specific approvals or marks should I look for? TECH DOCTOR: I’ll focus my answer or remarks for electronics here. UL or Underwriter’s Laboratories is the main regulatory body in the US. Canada has a similar standard written by CSA. This means that they write the specifications and the test procedures. They also have testing labs that give exclusive approval to mark the product. However, there are many testing labs that can mark a product for US use, but they are the only ones who are authorized to mark the products that pass the UL, or CSA written test procedures.  In the North American marine markets, the regulatory standard for power electronics is UL 458 with marine supplement. QUESTION: What are the consequences of using a non-regulated product? TECH DOCTOR: The consequences can vary widely. It’s like asking, ”What are the consequences of not wearing shoes on a beach?” Likely, you’ll be okay, but there could be something in the sand that is unseen that can cause you pain or suffering. In an electrical device, anything from a puff of smoke, to real fire, to a shock hazard or something worse could be the result of a poorly designed or ill performing product. QUESTION: Are non-regulated products legal? Would you recommend these for use in any limited applications? TECH DOCTOR: Legal? Yes…sort of. Obviously, there are products that can be sold without the mark or listing and there are plenty of them out there which is why you should always check.  However, there are certain approvals that require listing. For instance, an inspector will not approve a house build if non-UL parts are used. On the other hand, a non-UL breaker could be put in a panel that is UL listed for use with the non-UL breaker (since UL tests the entire panel, breaker and all). This is an example of a legal non-listed product being used legally, but it required the panel manufacturer to do the listing.  You may be able to buy a non-regulated product for a cheaper price but doyou really want to take that risk?  I wouldn’t. QUESTION: Can you provide an example where a non-regulated product caused extensive damage or put life of people onboard in danger? TECH DOCTOR: I do remember hearing a story about a 55-gallon aquarium which had a non-UL listed pump. The pump overheated, igniting a fire and causing major damage, killing numerous fish and a kitten, the latter of which died of smoke inhalation.  There were numerous causes for the fire, including a non-GFCI outlet and other factors, but if the motor had gone through UL testing the design could have been changed to shut down on overheat before temperatures climbed to the ignition point. I'd like to point out that Don only references UL and CSA (Canadian) testing entities. ABYC will sometimes refer specifically to UL, and CSA marking is also referenced within our standards as well as SAE (Society of Automotive Engineers) ANSI (American National Standards Institute) and others. Its important to remember that the ABYC is increasingly referencing other "recognized third party testing labs" and so in some cases you may see a product that simply has labeling that states: "Complies with ABYC Standard XX"( depending upon the specific standard, the number for the standard will vary). ABYC is NOT a testing Laboratory, we are a standards writing group, so keep in mind that the ABYC does not certify products.                                                             …Read More

Marinalife, the online concierge and trip-planning service, recently partnered with Beacon Wi-Fi, the largest supplier of wireless Internet to marinas along the East Coast, to provide a 20% discount to its members. The new partnership extends to marinas as well, who will receive a 30% discount off the Beacon Wi-Fi wireless installation fee and 15% [...] …Read More

Fugawi recently announced the release of Navionics NavPlanner2, powered by Fugawi. The company also said it has released version 4.5.5 of its Fugawi Marine ENC. NavPlanner2 is an atlas of U.S. coastal waters, navigable waterways, and more than 12,000 inland lakes for use on a home computer for map viewing, searching, printing, waypoint planning and GPS [...] …Read More

The Dynaplate is nothing new, they've been around for years. …Read More

Today my friend Pentaman returned to the boatyard to give his Volvo outdrive its new paint job. I'm happy to say he got it right (almost). My spy camera picked up the shot below today at about 3 PM. With a close zoom I can see that for primer he's using Interlux Primocon Grey. This is really the perfect primer for this job, and although not zinc based as I mentioned in an earlier piece on this topic it is the perfect match for the anti-foulant he's also selected, Trilux 33. Rather than use zinc, Interlux uses Aluminum alkyls as one of the active ingredients and it is rated as an excellent primer for aluminum. Of course in the photo below you can see that neither the sprayman or Pentaman are wearing proper eye protection or respirators, a serious no no when working with any of this stuff. Throw-away gloves are also highly recommended. Over the Primocon, he's going to apply Trilux 33 which contains no cuprous oxide, but rather cuprous thiocyanante, a powerful biocide. So the saga ends, and aside from the interface between his gimbal housing and the anti-foulant on the boat's hull, and his personnel safety habits (or lack thereof) it looks like he's going to have a properly protected aluminum drive unit afterall. Not sure what happened to his original can of Krylon my spycam caught on day one. Maybe he sensed it. Anyhow, as long as the two fellows below live through breathing the stuff as they spray away on this breezy day, the drive will survive.   …Read More

The gaff-rigged Kate returns from the racecourse. Photo by Kimball Livingston Little-known factoid: Puma’s store in Boston, the U.S. stopover for the 2008-09 Volvo Ocean Race, is now the sports apparel maker’s hottest store. I got that small but meaningful tidbit out of a sit-down with Puma Ocean Racing skipper Ken Read on the final [...] …Read More

A You Tube moment affords us the opportunity to put in a good word for the Sail Through Cancer Foundation, whose mission is to encourage boat owners to volunteer time on their boats to enrich the lives of cancer victims and survivors. Founder Dick Drechsler came through stage three neck and throat cancer himself, with [...] …Read More