Systems & Propulsion

I have a 2008 Gemini 105MC catamaran that I purchased new, and the fuel tank level indicators on both tanks failed a couple years ago. However, I noticed that the fuel-return line is attached to the top of the fuel level sensor. It seems to me that this may be the problem-fuel spraying down on the level indicator shortens its useful life. All the other Gemini owners that I know also have had the level indicators fail. It is not a huge problem. My tanks are transparent so I can see the fuel level in the tanks. My friends who have black non-transparent tanks use a wooden stick-which can be inserted down the fill hose.

In this update of our review of greases (see PS February 2017) we compare Lanocote and Tef-Gel, greases that are used to prevent metal corrosion. Tef-Gel, from Ultra Safety Systems, is often prescribed to prevent stainless-steel fasteners from seizing in aluminum. Lanocote, made by Forespar, is commonly applied to prevent seizing in turnbuckles and other components that need lubrication.

While we respect that winch manufacturers have put a lot of effort into selecting appropriate lubrication products for their equipment, in the enormous world of lubricants we know there are non-marine brands that can do the job just as well. In the wake of our recent winch grease test featuring products from Andersen, Harken, and Lewmar (see PS October 2016 online), we decided to look at budget options.

Our test focused primarily on the small-wire connections tensile strength, with and without solder, but we also looked at their durability under tough environmental conditions. We tested the pull-out strength without solder and the pull-out strength of soldered connections at 400 degrees by heating the connections in an oven to simulate overheating conditions. We tested fatigue by spinning a 6-inch length of splice wire at 650 RPM in a simple device that we called the wire-fatigue whirligig. Finally, testers soaked all samples for four months in salt water to accelerate corrosion, and then, we repeated the fatigue test.

The previous owner of our test boat swore by using a funnel. Of course, the funnel was too small to catch nozzle leaks, reduced the flow, required holding a heavy can on a rocking deck for three minutes while the CARB can dribbled along, hoping the wind or rocking didnt move the funnel. (Sure, the flow is faster with non-CARB cans, but you had to reduce the flow for the funnel anyway.)

Two recent tests graphically demonstrated the importance of monitoring state of charge in a boats batteries. hese tests demonstrated that a sealed batterys capacity will be reduced over time, if its never brought back up to a full state of charge. But just how accurate are the monitors we use to gauge our batteries states of charge?

If youve ever had to deal with a drain clog, you know it is no easy task to get rid of. Below, PS gives 7 tips to help prevent clogs.

Our test gear comprised a ProMariner ProNautic 12-40P battery charger; West Marine-branded, flooded-cell, deep-cycle battery with a 75-amp hour rating; and two 120-volt, 70-watt incandescent light bulbs powered through a Heart 140-watt DC to AC inverter. This setup created a 12-amp DC load on the battery. We confirmed voltage and current draw using a Fluke Model 867B graphical meter and a Blue Sea Systems Model 8110-amp clamp/multimeter.

When testers dismantled Practical Sailors test holding tanks-the site of years of experiments with holding-tank chemicals, sanitation hoses, and vent filters-we hoped that it was the last hands-on contact wed have with marine sanitation systems for a long time. And then a friend came to us seeking advice on curing his regularly clogged head. He had checked the obvious culprits-scale buildup in the hoses, blocked vent, etc.-and found everything in proper order.

After corrosion destroyed the water-lift muffler aboard his 1972 Irwin 37 (above) and he could not find a replacement, subscriber Gene Millard fabricated his own.