Boat Maintenance

Weve experimented with several different prop paints with varying degrees of success, although none of the results so far have been dazzling. Some of our testers have had better success with dedicated slick prop paints such as PropSpeed. In our testing, however, mostly in Chesapeake Bay, no prop paint had lived up to our increasingly faint hope that the paint repel growth as effectively as our hull paint.

When choosing a bottom paint, make sure it is compatible with your existing paint, or be prepared for whatever extra prep work might be required. Usually, all that is required is some light sanding and possibly, a primer coat, although in some cases, more aggressive sanding and surface prep is required.

Salt and water conspire to reduce our boats, our pride and joys, to pitted and unreliable money pits. Weve investigated corrosion of wiring (see PS July 2010 online), gasoline (see PS August 2012 online), diesel (see PS August 2013 online), and winterizing fluids (see PS September 2014 online), uncovering additives and practices that dramatically reduce deterioration and increase reliability. Engine cooling systems have similar vulnerabilities, and fortunately for us, the automotive engine manufacturers have invested millions in finding those solutions. However, the marketing materials don't always make the differences clear, and its hard to know which product is the best for your engine.

Samples were tested for corrosion protection following the ASTM D1384 Corrosion in Glassware method (www.astm.org). Samples were diluted to 33-percent glycol, dosed with ASTM synthetic corrosive water (similar to 2-percent seawater), continuously aerated, and heated to 190 degrees for two weeks. As a laboratory control, a reference coolant (ASTM D 3585) was also exposed to provide a baseline.

While docked at a municipal marina last year, I detected a strong propane odor. I immediately informed the harbormaster, and we agreed that calling the local fire department would be prudent. The fire department arrived in short order, went below, and confirmed the propane odor. Their only suggestion was to open all the hatches and ports to air out the boat and wait.

A stitch in time saves nine. You don't need to tell this to a sailor. Anyone who has had his genoa split at the leach, or watched as an aging canvas awning is torn to shreds in a squall, knows all about stitching. But stitching instead of splices? When Practical Sailor contributor Drew Frye proposed a study of stitched eyes instead of eye splices, the old salts at PS rolled their eyes. Sure, whipping twine has been used for centuries on tall ships, but so have belaying pins, fish oil, and pine tar. The cordage used on a sailboat today is a far cry from the hemp that trimmed the spanker on a brigantine. Not only are new synthetic fibers stronger, the construction is tighter and smoother.

I am looking to place some folding padeyes on my boat for jacklines and tethers. The price range for stainless-steel padeyes is extreme, and the distinction between safe working load (SWL) and working load limit (WLL) is not easily understood-even though Im an engineer. It would be useful to know the consensus SWL/WLL recommendation for a jackline / tether application.

In response to your May 2014 editorial on the passing of Hobie Alter, Id like to share a Hobie memory: At the ripe age of 14, my son, Jared, negotiated the purchase of a used Hobie 16, Airhead. On gusty days, I would be invited to take the helm, so he could dance on the wire as the hull flew. Eventually, our small lake became too confining, so we ventured into larger bodies, ultimately taking the Hobie to our favorite cruising ground and home to our 41-foot Sceptre, Penobscot Bay, Maine.

While cruising up in a remote part of Labrador, I had a B&G autopilot failure. I called Jake Marantz at the B&G service center (www.bandg-service.com) on my Sat phone, and over about an hour and a couple calls, he helped me diagnose the problem and fix it. He was tremendously helpful and obviously knowledgeable.

In regard to your December 2013 Chandlery article on the Vesper SP160 VHF splitter. After too many near misses with merchant ships, we installed an AIS in 2012, using the Vesper splitter to the masthead antenna. Your article mentioned target reception at 1.5 miles without and 11 miles with the SP160. In our experience, we sometimes see merchant vessels at 80 miles or more, and other cruisers at 30 to 40 miles with the Vesper. When approaching Colon, Panama, the display was maxed out at 50 miles (it only shows the closest 100 contacts).