Inside Practical Sailor

As we found in our last major test of bird deterrents, there is no perfect solution for every bird problem, but weve come across one that seems to work well in the marina in Florida where we keep one of our test boats, an Endeavour 42 Lost Boyz owned by boat builder Robert Helmick. The main perpetrators in this particular marina are starlings that feed on the berries near the marina then apparently find a comfortable roost to digest (and deposit the remains of) their meal. Sailboat masts seem to be the preferred perch, as the dockmaster reports that he rarely sees them atop powerboats.

Before plunking down $100 or more a gallon for bottom paint, consider where your priorities lie.

Some of my favorite PS tests are those that pit ordinary dime-store products against gold-plated marine-grade stuff. This months propellor antifouling test called to mind an investigation into the antifouling properties of diaper cream that took place many moons ago. Diaper cream contains zinc oxide, a known biocide, but it does not regulate the release of biocides the way bottom paint does. Nevertheless, youll find many bulletin-board posts that recommend diaper cream for depth-sounder transducers, props, and dinghies. My take-away from our 1995 report is that the product worked (sort of) for a limited period, but it is an impractical solution for hulls . . . better to let you read and decide for yourself.

The U.S. Coast Guard has determined that an increasing number navigation lights being used on sailboats do not meet the basic requirements for these lights, making them less visible to nearby ships. According to the Coast Guard's Inspections and Compliance Directorate, part of the problem is that some boat owners are retrofitting existing incandescent nav lights with LED lights, or LED components that were designed for powerboats.

My previous blog post on rig inspection prompted a question about how to splice old ropes that are too stiff to splice. It wasnt long before the ice-climber in our group of contributors, Drew Frye, decided to grab this rope by its braided cover, so to speak, and see where it leads. Here is a brief description of the method that Frye found worked best, perimeter round-stitching. Perimeter round-stitching will take place over a length of rope that is the equivalent of six to eight times the diameter of the rope. For example, stitching 3/8-inch line requires about 2.5 inches of available line, not counting the tail of the line (about 3.8 inches in length) that will not be stitched.

Zinc, though often found chrome-plated on low-end powerboats, is too weak a metal to be used for cleats on a sailboat. Aluminum alloys are light and relatively strong as long as the casting process has kept void (air bubble) content to the barest minimum possible.

To keep brightwork healthy, approach it as you do your own health. Whether its a touch-up or a complete take-down that's on your horizon, here are a few tips on wood care that can save you hours of sweat down the line.

Instead of fixing or replacing tired mechanical equipment with new gear, we can often find a less-expensive substitute on the used-gear market. In many cases, this is equipment that is just as good as new gear, if not better than new. The trick is separating the gems from the junk. A poster child for this sort of refit quandary is the old Simpson Lawrence manual windlass, a British-engineered oddity that has long been a source of cruising sailor ire. Commonly found on cruising boats made in the 1980s, these windlasses use a troublesome chain drive rather than a gear drive. This, along with the dissimilar metals used in its various components (cast-steel gypsy, aluminum case, etc.), make these windlasses a poor candidate for rebuilding.

When you get to the surface, focus on floating and stabilizing your breathing. You are not going to be able to swim or do anything productive for several minutes, and as a cold water overboard victim, there is nothing you need to do for a minute or two. Focus on not drowning. If you have a PFD, that will be a huge help. If not, try to tread water with as little effort as possible. Calm down and realize you have some time.

Join Practical Sailor Editor-at-large Ralph Naranjo for a day-long Safety at Sea Seminar in Hampton Roads, VA on February 24th. The seminar is aimed at mariners of all levels and will cover navigation, heavy weather sailing, and man-overboard recovery. The cost is $130 ($150 after Feb. 1). The unique event is being in honor of Capt. Henry Marx, a respected safety-at-sea expert and frequent contributor to Practical Sailor.