Inside Practical Sailor

With hurricane season hitting full stride, many of us are going over our rope inventory, making sure we have more than enough lines to secure the boat. Chafe gear fights external friction on our lines, but how do we combat internal heat build-up? Dock lines are particularly susceptible to overheating. If the boat is exposed to short-period chop from the side, the frequency can be high and the force can exceed the 10:1 safe working limit, and even with rain or spray to cool the rope there may be significant weakening due to internal friction.

In designing an asymmetrical cruising spinnaker, most sailmakers begin with the boats fore-triangle rig dimensions (I and J), and combine those with information about the intended use of the sail (tight reaching, reaching, or running) and information regarding where the sail will be used.

Fiber lifelines exhibit two kinds of chafe. There is visible chafe that occurs when lifelines are used as handholds (a bad habit), or where sails and sheets bear on them. More troublesome is the chafe that occurs in the stanchion holes. Clearly, if youre considering switching to a fiber lifeline, youll want to closely inspect any possible chafe points, and deburr and polish (with 600 grit sandpaper) any places where the line makes contact with stanchions.

By now, many sailors have enjoyed their first long weekend and the boat this year, and noticed that their new absorbed glass mat (AGM) battery isn't holding a charge like it did during the last cruise. There are many things that can lead to reduced battery capacity in an AGM battery, but most often the cause is due to poor maintenance and charging regimen. Here are some tips on making sure you get maximum life out of your AGM battery.

The antifouling coating industry is dominated by copper-based paint, so as copper prices reach their highest levels in recent history, I was curious to...

The way BoatUS sees it, the ethanol industry is trying create a new federal rule that would weaken or eliminate important warning labels designed to prevent boaters and consumers from misfueling with prohibited higher-ethanol fuels at roadside gas pumps.

If your boat has an encapsulated iron keel, don't get lulled into believing that you are completely free of keel worries. Although you are generally better off than sailors with exposed iron keels, you still have to carry out routine maintenance and inspection, and be aware of the warning signs of water intrusion, which could lead to bigger problems.We've written a lot about keels recently, and over the years, we've offered tips on repairs to common problems like the C&C "smile," when a lead keel pulls away from the keel stub, or how to deal with voids in lead keels. I've also written here about the effectiveness of rust converters such as Ospho when reviving an iron keel. And more recently we've looked at the spate of keel-ectomies among older cruising boats boats with high-aspect-ratio fin keel designs.

Expecting calms for most of the passage, we set out in a flat calm with 70 gallons of fuel. Six hours later, around mid-day, the engine wailed, screeched, clanged, and died. Hardly a ripple stirred the Gulf of Panama.

My friend Nick and I had a discussion the other day about which bolts were tougher to break free: shaft-coupling bolts or the lug nuts on an old trailer. Nick pointed out that lug nuts are usually torqued down a whole lot tighter than a shaft coupling screw. On the opposite side, I argued that shaft coupling bolts require you to assume the yoga pose Downward Pretzel just to see the bolts. The argument…

The Environmental Protection Agency's on-again, off-again relationship with the antifouling agent Irgarol 1051 is on the rocks again. While most of the country was...