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Monthly Archives: May 2011

Technology

Technology

 The Inside Scoop on Battery Chargers

 Tech Doctor Investigation into the Mysterious World of Battery Chargers

By Don Wilson
TECH DOCTOR DON WILSON has worked in technical capacities in the automotive, RV and marine fields and for the military since 1989 and has extensive experience in designing and troubleshooting onboard electrical systems. A former customer service manager dealing with electronic issues, Wilson currently serves as a technical instructor for the RV industry’s RVIA Trouble Shooter Clinics and is a full-time sales application engineer for Xantrex Technology USA Inc. THE INSIDE SCOOP ON BATTERY CHARGERS is the seventh installment of TECH DOCTOR articles being presented by the Boat and Yacht Report

“Why is my battery not charging?” is a common question that plagues many. Unfortunately, there is no clear cut, one-stop shop on answers as the reason varies widely. Many folks simply don’t understand how batteries work, not to mention the broader scope of battery technology, chargers and electricity.

So … how exactly does a charger work?
There are many different types of chargers with different technologies, algorithms, sizes and options, but the bottom line is that a charger works because its voltage is higher than the battery voltage which causes current to flow to the battery. In most simplistic terms, the voltage differential causes current to flow from the source (charger) to the load (battery). However, I’m the first to admit that the devil is in the details. For instance, while a lead-acid 12-volt battery needs exposure to at least 14 volts in order to fully charge, if the voltage is higher it will cause it to gas out, drying the cells which will, eventually, cause damage.

What is multi-stage charging?
In the above example, the 14 volt threshold is not only critical, but also potentially dangerous. So, the term multi-stage charging means that the voltage differential changes throughout the charging cycle. We’ll use the typical 12-volt liquid lead acid battery as an example.

The first charge stage would be the BULK stage which gets as much current into the battery as fast as possible without damage. The charger will attempt to discharge 14.4 volts at its maximum current in order to achieve the charge. Anything higher can cause heat build-up; lower will slow the charge rate. With this in mind, once the voltage differential equalizes (battery voltage meets the charger voltage, approximately 85% charged), we enter the absorption stage.

In the absorption stage, the charger maintains the 14.4 volts, but the current will slowly drop as the battery increases in resistance (caused by an increase in charge level). Absorption stage will top off the battery state of charge. Once the battery is “full,” the charger will drop its voltage to 13.4 and transition to the float stage. The float voltage level is high enough to keep the battery “full,” even if DC loads are turned on, but low enough to prevent persistent gassing of the battery which can cause long term damage.

Why do some chargers have a battery temperature sensor?
The examples I have used are for the absolute ideal scenarios using a liquid battery, a proper sized charger, and a moderate temperature. However, the battery’s reactions to voltage differential changes with different temperature levels. When a battery is warmer, it has an easier time accepting current, but when it’s colder, it has a higher resistance to current. So, more complex chargers utilize a battery temperature sensor to determine the ability of the battery to accept a charge and will adjust the voltage (higher voltage when cold, lower voltage when warm) to give an optimum charge, and to regulate the temperature of the charging battery. The voltage difference is minimal (typically .03 volts for every degree variance from moderate temperature), but makes a difference in the battery’s longevity.

How large of a charger should I have?
With limited knowledge of battery charging, one might believe that a 400ah battery bank, charged by a 400-amp charger, should fully charge from a completely discharged status in about an hour. However, a charger that large would cause so much heat build-up in the battery that it would be completely destroyed before too long. On the other side of the spectrum, a 5-amp charger would not damage the battery, but would take over three days to charge! So … what’s the optimum charger? The general rule of thumb is C/5, or Capacity (in amp-hours) divided by 5. So an 80A charger is the right size for a 400Ah battery bank (400/5=80). When rounding is necessary, always round down because your battery bank will degrade over time and your C/5 rule will eventually meet.

How do I match my battery to my charger?
Actually, in a new installation, the battery should be specified first, before even considering the charger. Why? If the charger is determined first, it may limit your battery choices. On the other hand, there are so many charger types that you can always find one (or stackable charger units) to match your battery bank.

First consideration is the size, next is battery chemistry. If you decide on a gel battery or an AGM, ensure your charger has the algorithm to match the battery type, and the temperature compensation to effectively charge the bank.

Another consideration is input voltage. If you plan on using the charger in a worldwide environment, ensure you select a charger that can operate on a worldwide voltage range. A US-only charger (120V 60Hz input) would certainly be damaged by plugging into European (230V 50Hz) power. However, there are some that can take a wide window of input voltages and still function as designed.

How do I know if my battery needs charging or not?
Most people use battery voltage as an indicator as to the battery state of charge. This gives a broad indication, but is far from accurate. For instance, a battery under little loads that measures 11.5V would be considered heavily discharged. However, a battery under heavy load measuring 11.5V would rebound to a much higher voltage when the load turns off. The only truly accurate way to confirm the state of charge is to measure total amperage being drawn from — and charged back into — the battery. The best device to use is a shunt-based battery monitor which measures the amperage and uses voltage readings and complicated equations to accurately display a state of charge of the battery. Once the monitor shows the battery around 50% charged, it’s time to charge your battery bank (batteries should not be discharged below 50% State ofCharge).

What should I consider when planning a charger installation?
The first and most important thing to consider is the location of the charger. Higher voltage AC travels better over long distances, where the DC does not. Due to this situation, the charger should be mounted as close to the battery as possible. If the AC source is 30 feet from the battery, your voltage drop of 30 feet of AC wiring will be much less significant than the voltage drop of 30 feet of DC wiring.

Next on the priority list for consideration is the charger size. Your maximum charger amperage should be 20% of your battery bank size (in Amp Hours). If you have a large bank, you can use one of the chargers on the market that are ‘stackable.’ This means that you can install two 40 amp chargers to get 80 amps of charge. The most effective way is to have the chargers synchronize (or stack) with each other so the charge algorithm works efficiently. This prevents one charger from assuming a fully charged battery because it mistakenly ‘reads’ the voltage of the other charger.

Next you must consider the future of the system. If you plan to eventually add an inverter, you might consider the benefits of an inverter/charger combination unit. Since an inverter and a charger share many of the same components, installing a combination unit in your system allows a cost savings realized from duplicating redundant components. When using separate units, one will always be idle while the other is in use. So for hardware weight and size efficiencies, a combination unit is recommended.

What is Power Factor Correction, and how is it important?
While challenging to explain, Power Factor Correction (PFC) and PFC chargers require less incoming energy to provide the same output of their non-PFC counterparts. PFC is measured by how efficiently the AC sine wave is used.  In a non-PFC charger, the circuitry has a delayed reaction to the alternating current in the incoming sine wave. When PFC is utilized, the circuitry ‘anticipates’ the rise in voltage, eliminates the delay and allows the circuitry to use the incoming AC more effectively.

Here’s an example to try and clarify this concept. When two 80A chargers were compared at full output, the non-PFC charger was drawing over 14A where the PFC charger was just over 9A. The end result of the PFC advantage is more amperage available for the other AC devices installed in the system.

NEXT UP FROM DON WILSON: Inverters vs Generators

 

 

 

 

 


 
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Posted by on May 23, 2011 in Uncategorized

 

Dock News

SEAKEEPER TO OFFER FREE ENTRY TO MID-ATLANTIC $500,000

From rockers Bruce Springsteen and Jon Bon Jovi to actors Jack Nicholson, Meryl Streep, and Danny DeVito, to a long list of other notable people who have contributed to all the strata of society, the Jersey Shore is also famous for what could very well be the classiest and most exciting extravaganza of its kind, that being the annual Mid-Atlantic $500,000 billfish tournament.  Anglers will gather the week of August 21-26, and the lucky ones will experience the thrill of competition without the discomfort of boat roll. With the purchase of its advanced Gyro Stabilization System, Seakeeper will pay the entry fee to one of the world’s greatest tournaments.

Seakeeper allows sportfishermen to venture into waters others shy away from, providing the chance to land more fish with more time on the water, in comfort.  Seakeeper’s powerful gyro reduces boat roll at zero and low speed, as well as underway.  The completely internal system does not impede a vessel’s speed, while eliminating fatigue and seasickness for those aboard.

Seakeeper is offering to pay the tournament’s base $6,000 entry fee for anyone who purchases a Seakeeper gyro by August 26, 2011.  The 20th annual “Mother of All Marlin Tournaments” will be hosted by the Canyon Club Resort Marina in Cape May, New Jersey, and the Sunset Marina in Ocean City, Maryland.

At both venues, anglers will have the opportunity to experience the amazing steadying effects of Seakeeper gyros.  In Cape May, a Dean Johnson 57 entered in the tournament will be available for demonstration when not fishing.  As a bonus, Seakeeper is giving away a $25 gift card to Lucky Bones restaurant for all who sea trial the Dean Johnson boat. In Ocean City, Seakeeper’s 43′ Viking Sportfish will be available for demo rides.

The inaugural Mid-Atlantic tournament offered an unprecedented upfront prize of $500,000.  Calcutta entries added up to make the tournament the first bona fide million-dollar contest.  This year’s total prizes are expected to top $1.75 million.

Whether fishing in rough waters at zero speed, trolling at low speed or running wide open to a hot spot, the Seakeeper gyro virtually eliminates boat roll.  It delivers unmatched comfort, safety and fish-fighting effectiveness—all without drag-producing and damage-prone external fins or appendages.

Contact Seakeeper, P.O. Box 809, California, MD  20688.  410-326-1590; Fax: 410-326-1199.  sales@seakeeper.com,  www.seakeeper.com.

 
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Posted by on May 23, 2011 in Uncategorized

 

Technology

Technology

Necessity Is The Mother of Invention

Whether due to the ongoing energy crisis, the global economy, or a host of other factors all working together to exert a strong tidal pull on the boating industry, there are several forward thinking designers and engineers out there whose ideas may warrant a closer look by the status quo.

By Capt. Ken Kreisler

The origin of this most recognized of proverbial sayings chosen to be the title of this discussion is, for the most part, unknown. While some scholars, who often spend lifetimes studying such esoteric endeavors as tracking down the undeniable source of said adage and others —and kudos to them—however shipmates, I choose to follow yet another path in my own pursuit of accumulated knowledge, passing neither pro or con judgment on these donnish deeds. In fact, and in praise of said dedicated and erudite study, we have such recognizable and attributable sayings as the treasured, “ A-wop-bop-a-loo-bop-a-lop-bam-boom,” by none other than Richard Wayne “Little Richard” Penniman; or the emotional, “Yo, Adrian,” flawlessly delivered by Sylvester Stallone in the 1976 film, Rocky; and just to drive things home, who can forget this memorable gem from Charles II (1630–1685), who was king of England, Scotland, and Ireland: ‘Let not poor Nelly starve,” referring to one of his many mistresses, the actress and commoner Nell Gwynn, as he lie on his death bed. Or as my good friend Capt. Chris Kelly would say, “Go no further.”

The point here readers is that we seem to be entering an era where the way things were, are not necessarily the way things are going to be. For example, let’s take a quick look at moving a boat through the water. (Sailboaters need not read any further; the technical information that follows really has nothing to do with what they do. However, I humbly and respectfully beseech and request my ragbagging brethren to push on if merely for the enjoyment of partaking in my wordsmithing.)

For most of us who enjoy our fishing, cruising, or however we involve ourselves in the lifestyle, getting from Point A to Point B, perhaps on to Point C and the rest of the alphabet and back, means we have to consider our fuel consumption. And to address this important concern, I would say that most of the established and respected boat designers, builders, and engine manufacturers around the world have taken this cause under careful scrutiny and thought: To wit, the enthusiastic acceptance of Volvo Penta’s IPS and the Cummins/Mercruiser Zeus systems.

Now, I’ve just begun to do some digging is this area and came up with three companies that  appear to be into technology and a way of thinking that might be the start of something new. Just have an open mind. Think iPad, okay, and what a gizmo like that will eventually lead to.

The first up here is the M Ship Company out of San Diego, California. Founded in 1998 by Chuck Robinson and Bill Burns, M Ship is a service-disabled, veteran-owned small business specializing in the design, development and delivery of innovative marine concepts for the military, commercial and recreational markets.

The M Hull underway takes form and function to a new place.

To say they are inventive falls far short of the reality of their products. Case in point; The M80 Hull. Known as The Stiletto, the twin M-hull vessel is 88 feet in length with a 40 foot beam, providing a rectangular deck area equivalent to a conventional displacement craft 160 feet in length. The vessel’s draft fully loaded is three feet and is designed for a speed of 50-60 knots. Right now, it’s in military and drug interdiction use but I don’t think it’s too much of a stretch to see a yacht version slipping down the ways.

According to the M Ship Company, the M-hull’s advanced planing-hull technology provides superior advantages over the more traditional designs. As shown in the illustration here, the M-hull’s geometry is unique because it consists of three interrelated features that improve ship performance-the Central Displacement Section, the Planing Tunnels and the Rigid Skirts.These include ride quality, speed, stability, range and the ability to carry payloads. The reduction of the “drag hump” offers very efficient cruising speeds not normally associated with planing craft and M Ship has done extensive studies with government and academic support in order to validate these benefits. Its test data and video are available upon request. www.mshipco.com

Next is the Axcell 650, a boat I had the opportunity to pay a short visit to while at this past Palm Beach Boat Show. From the outside, the Axcell 650 Catamaran Sport Yacht offers a sleek, eye-catching low profile design with distinctive ‘gill-slit’ intakes on each side, which, by the way, and as I would soon find out, have been specifically designed for an additional and important performance function. But what really began to interest me was something written on the banner that stretched across the transom: “With Patented HybridAir™ Technology.” Now that was something that pinged my radar and waiting my turn to get aboard, listened carefully from dockside as I started to pick up some buzz words from someone wearing an Axcell shirt.

Brian Barsumian, who along with his dad Bruce, are the principals in the company responsible for this daring design and technology. They call it MACS Research Inc., the capital letters standing for Multi Air Cavity Ships™ and have been at it for some 13 years now with the result of their research and work sitting right there in the dock.

The 650, designed by J.C. Espinosa of Stuart, Florida-based Espinosa Inc., is a beautiful looking boat both inside and out. That’s my opinion. Some simply do not like the catamaran styling nor the lines. However, I found her to be a head turner and mine was going back and forth, looking here and there as I got the cook’s tour with Brian. I hope to get back on with both Bruce and Brian at a later date for a comprehensive sea trial and walk through, and perhaps a sit-down with Mr. Espinosa as well, but for now, I noted how well this prototype is finished off in yacht quality fashion with copious amounts of room available enabling her owners and guests to be away from the dock for long periods of time. And there’s a 16-foot, 90-hp RIB tender tucked into a garage in the stern.

The lift fan canister (rear) is clearly visible in the 650's engine room.

With lots of folks queuing up on the dock for a look-see, and realizing of course that the Barsumians were eager to show their boat, I slipped into the starboard sponson’s engine room with Brian for a quick tour. I got the layout and technology very quickly. The boat has been designed to pump low pressure air, much like a hovercraft does, via a pair of automated lift fans working off the twin C-18 Caterpillar 1,150-hp turbo diesels. And yes, those ‘gill slit’ intakes are all part of the technology that gets this 59,000 pound vessel cruising, according to the Axcell literature, along at a 38-knot cruise speed. This is a very cool boat and one that I am definitely coming back for. Stand by. I’ll let you know when it’s happening. www.axcellyachts.com

My third offering on this topic is by Effect Ships International (ESI) AS of Sandefjord, Norway, who also seem to be playing with the hovercraft—or ASV, for air supported vessel—technology as well, and have come up with a prototype they call the M65. And here’s where you have to put in some visionary work and ignore the boxy, unadorned test vessel pictured here. As with the iPad analogy, think Patrick Knowles design or something out of the Trinity yard.

With that said, ESI has sunk some $10 million into its research and development of the M65, garnering the Innovation Award at the 2011 European Powerboat of the Year contest. In a nutshell, the concept calls for a special underwater shape to the running bottom of the hull complete with a large cavity to trap the blown in air, courtesy of a fan mounted in the bow. At the stern, a special flap closes off the cavity, trapping the air within. For this prototype, ESI used a fan driven by a D3 Volvo Penta diesel but envision using electric power from a genset or from a hybrid

Bow intakes allow air to be drawn in.

main propulsion system. The illustration above also shows the side rails that prevent the air from escaping. According to Ulf Tudem, the company’s general manager, the propulsion system can be pods, jets, outdrives, fixed-shaft, or surface piercing. When the main propulsion system is engaged, the M65 accelerates and gets on plane much faster than conventional boats because it doesn’t need to get over the proverbial hump. Below is a side-by-side test ESI performed between a Princess 62 and the M65 equipped with IPS. While there are obvious give and takes, there is a marked difference between horsepower, range, and fuel consumption. http://www.seseu.com

                                     Princess V 62                                            ASV Mono 65 IPS

Length w/swim platform:      63.6’/19.39m                                              65.6’/19.98m

Beam:                               16.3’/4.99m                                                17.7’/5.40m

Tested displacement:          23 tons                                                      22.5 tons

Engine volume:                   2 x 17.8 liter                                               2 x 5.9 liter

Horsepower:                     2400 HP                                                     870 HP

Fan power:                         N/A                                                            80 – 120 HP

Top speed:                         42.6mph/37kn                                             38mph/33kn

Fuel @ 33 knots:               3gal/11.3 ltr/NM                                         1.5gal/5.7 ltr/NM

Fuel @ 27 knots:               2.8gal/10.7 ltr/NM                                      1.5gal/5.6 ltr/NM

Safe range at 27kn:             255 NM                                                      480 NM
900gal/3410 ltr tank

Trim angle @ 30kn              4.5 deg                                                       0.5 –1 deg
(bow up)

Wrapping this one up for now, do you think Orville and Wilbur Wright ever envisioned the Space Shuttle and imaginative risk-takers like Sir Richard Branson? We’re going to try and get some of the experts to wade in on this ASV technology so standby. Until then, my final thought here is a simple one: “The dog would have caught the rabbit if he didn’t stop to take a leak.”

Fair winds, shipmates. –Cap’n Ken

 
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Posted by on May 22, 2011 in Uncategorized

 

Redbone Fishing Tournaments

Redbone’s “Fruits of our Labors” Cookout Celebrates $1,400,000 Year For CF Research Funding

 Huge impact “to catch the cure” launched by small Florida Keys events  

(L to R) Capt. Gary Ellis, Capt. Jeff Johnson, Susan Ellis

ISLAMORADA, In-The-Florida Keys – “Wow,” exclaimed Capt. Gary Ellis when told their Redbone fishing tournaments had raised $1.4 million for cystic fibrosis research in 2010; a single event Ellis and his wife Susan started 23 years ago that’s spawned nearly 30 more tournaments.  “We knew our research funding last year raised over a $1 million like it has for each of the previous six years, but when all the figures were given to us we were amazed,” said Ellis.

The announcement was made Sat., May 14, during the Redbone’s 22nd annual “Fruits of our Labors” BBQ cookout at the Lorelei, to celebrate the hard work and money raised through its 2010 series of tournaments. The $1,400,000 was raised from last fall’s Redbone trilogy of Keys tournaments plus 25 other Redbone fishing events in the U.S., the Bahamas and Mexico.

The Florida Keys charity in cooperation with the Cystic Fibrosis Foundation has raised over $15 million since the Redbone’s inception in 1988.

Big Man jams with Big Richard

Bruce Springsteen’s E-Street Band saxophonist, singer, and frontman Clarence Clemons (The Big Man) added to the Redbone celebration jamming with Big Richard and the Family Fun Band. Clemons is a popular celebrity angler in many of the Redbone tournaments across the nation.

Virginia angler wins $28,000 Dragonfly boat in Redbone drawing

Joe Viar of Alexandria, Virginia, a long time supporter and angler in the Redbone tournaments was the winner in the raffle drawing for a Dragonfly Boatworks 16-ft. Emerger skiff complete with a 40 hp Evinrude outboard, Power-Pole and a Float-On Trailer.

Background on tournaments “to catch the cure”

The Redbone (REDfish and BONEfish) began as a small local Keys tournament to help CF patients like Gary and Susan Ellis’ young daughter Nicole. The late Major League Baseball Hall of Fame slugger Ted Williams, then an Islamorada resident, helped the Ellis’ attract many of his celebrity friends and through the efforts of guides, anglers and volunteers they raised $16,000 at that first event. Within four years it had grown to three fall tournaments in the Keys. Two decades later the Redbone tournaments have grown to four distinct series. The first is the original Redbone points trilogy in the Keys’ 125 mile chain of islands. Five southeastern states are home to the Redbone Red*Trout series for redfish and sea trout. Three more Redbone@Large events are held in the Bahamas Celebrity Bonefish series and 17 more for a wide array of fish species in the Redbone@Large Celebrity Tournament series which crisscross the U.S., Bahamas and Mexico.

Anglers fishing as a team or with a celebrity are professionally guided for a select group of game fish in the local waters which they catch, photograph and release. At many of the 28 tournament sites around North America, CF chapters host the Redbone formatted tournaments under the guidance of the Ellis’.

“When we started the Redbone,” said Ellis, “the life expectancy of CF patients was the early teens. Now with the remarkable strides in gene research CF patients are living into their mid 30’s. But there’s still no cure, and the work is not complete until the cure is found.”

For more info call the Redbone at 305-664-2002, or go online at www.redbone.org. Or contact Pete Johnson  – PR counsel for The Redbone at Johnson Communications, Inc., Scottsdale, AZ 85254. Ph: 480-951-3654   e-mail: JohnsonCom@aol.com

 
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Posted by on May 18, 2011 in Uncategorized

 

The Salty Life

The Salty Life

There’s Something About Fishing


Or…How A Mullet Becomes A Grander

By Capt. Ken Kreisler

Unlike most fish stories, this one is absolutely true.

As a lead for an article on a new sportfishing boat, I quoted the venerable Sir Izaak Walton (1593-1683):“I have laid aside business, and gone a-fishing.” Sir Izaak, whose classic The Compleat Angler, first published in 1653, is considered to be a mainstay in any serious fisherman’s library should that person want to be thought about, well, as a serious fisherman. Or so they will tell you. “The Compleat Angler? Oh sure. Sure I have it. Great book! Great!”

This brings me to the point. What is it about fishing that makes exaggeration, hyperbole, and embellishment—one word would have sufficed, yes?—come so naturally? For those of us Alpha Male, chest thumping, barnyard strutting roosters, who still retain our hunter/gatherer genes—or pretend to—it’s most likely a way to make up for failing to bring home the bacon in front of our brethren Alpha Male, chest thumping, barnyard strutting roosters.

To examine this phenomenon in the wild, I, under the convenient guise of marine journalist, booked myself aboard the aforementioned sportfishing boat during a recent angling showdown between two fine boat builders.

The event, an ongoing 10 year, two-fishing-day-weather-permitting offshore adventure promotes amiable competition between the boats and crews. This year’s drew 70 decked-out-to-the-nines vessels ranging in size from 48 to 72 feet. And before I put my spin on the day’s events, let me say this: The crew I fished with was comprised of some of the nicest, most sincere folks I have ever had the pleasure of sharing a day offshore with. But there’s something about fishing.

All right, so let’s start with the fish. They’re dumb. There’s not too much there friends. I mean, after all these thousands of years of being caught, you’d think by now they’d have it figured out. But no, you wiggle a worm in front of them or drag a dead fish for miles, and they take the bait. Artificials included!  Oh sure, sharks are at the top of the finny food chain but hey, they haven’t changed in 300 million years. Didn’t have to. That walnut size brain has two basic functions: Eat and make more sharks. Dolphins–of the mammalian Delphinidae and not the the fishy Coryphaena hippurus–are a different story. As stated, they’re not fish. Catch my drift here? But I digress.

So there we are, heading out at some ungodly hour of the morning—say, what’s with that 4 a.m. stuff anyway?—on a many multi-million dollar, state-of-the-art vessel, whose powerful diesel engines suck up the fuel at an alarming rate to get us many miles offshore to, catch fish. There are 13 souls aboard my boat and during the next 18 hours, I will get to interact, observe, and share this watery experience with them.  

The mate, a stoic chap whom I will refer to as Mr. Quiet for this narrative, has a plug of chewing tobacco neatly tucked into each cheek, making him look a little well, chipmunky. In the early morning light he is preparing our baits, tying lines, and doing all those matey things mates do. He has a tattoo of a billfish on the calf of his right, uh I mean starboard leg. Yo ho ho.

Our captain, a.k.a. Our Captain, I’ve met before and while I have never fished with him, recognize from my own captaining experiences that he knows his stuff. We captains have our ways. The Force is with us. Comes with the territory. Alpha Male. No doubt. Big Guy—there’s always one on board—The Kid, Invisible Man, Dude, The Boss, Mate Too, Mate Also, The Others, and finally Me, make up the rest of the crew. 

The GPS tells us we’ve arrived and we see bait fish jumping because a whole lot of something-biggers are chasing them. And there are birds circling, wheeling, and diving into the water to pick up the leavings of those jumping baitfish that are being chopped to pieces by those something-biggers chasing them. All good signs. But we’ve had our many thousands of dollars worth of electronics turned on for hours anyway to come to that same conclusion: There are fish here. Brilliant. See how this works?

Mr. Quiet, Mate Too, and Mate Also get our eight lines out; three each on a pair of massive outriggers and two from either side of the cockpit’s requisite beautifully varnished fighting chair. There’s some hand clapping from Big Guy and a nod of approval from Invisible Man before he finds a bunk below and goes back to sleep. A few of The Others apply sunscreen. Lock and load. The radio crackles with the news that other boats have already hooked up. And so it begins. I mean the chances of hooking up so fast are as good as finding one natural ingredient in Cheez Whiz.

It takes us almost an hour and a half to get a hit. Mate Also grabs the rod and gives it to The Kid while Big Guy slips a fighting belt on him. “Wind. Now pump. Wind. Pump. Dip. Wind. Pump,” he is told. He falters, missing the cadence. Dipping when he should be winding. Pumping instead of dipping. The rod tip suddenly points skyward. Gone. But for the drone of the engines, silence reigns. While the stories of other dropped fish begin to surface, Me decides it’s time to begin grazing through the ship’s stores in the galley.

About half an hour later we see a blue marlin surface, swipe at one of the baits and disappear. “A buck and a half,” someone says. That means 150 pounds. I couldn’t tell though. Only momentarily glimpsed the fish’s bill and part of its head. By the time I finished a fistful of chocolate chip cookies, that marlin had beefed up to 200 pounds. “A deuce at least.”

Two on. A small tuna surfaces and throws the hook. The other stays around to tussle with Big Guy and winds up popping the line. Never did get a look at it. Then come the stories. “Like I felt, BAM! A hit on the line. Like it wasn’t that fish on the line. Know what I mean?” he laments. I’m getting interested in those gummy bears I spied during one of my forages. Another hit. Oops. “That’s quality sushi right there,” Dude chimes in. Where? It’s gone. Never got one wind on the reel. Is this getting any clearer? Another hit. Another drop.

“And we did the Ho-Ho-Hee on that right rigger too,” chortles one of The Others. Unbeknownst to anyone, I had secretly let out some extra line on that right rigger. Ho-Ho-Hee.

In desperation out comes Suzie Rockets a.k.a. the Jiggin Piggy; a good luck charm whose swiny-physiognomied, hula-skirted, suctioned-cupped, bobble-headed presence is quickly secured to the port side arm of the chair and is sure to change our luck. The only thing we raise is a moustache on one of our dead mackerel baits. Meaning we picked up some weeds on the line.  

By the time it’s lines up, the tally is Fish 8, Humans 0. A few minutes before the official end of the day, the radio crackles to life: “Boat 32, fish on. Boat 17, hooked up. Boat…” Amazing how that happens during the final seconds. Cheez Whiz anyone?

The ride back to terra firma is filled with other fishing stories from Cancun to Walker’s; from both sides of the Panama Canal and everywhere in between. And they are good stories, which like now have been taken out again and again and told with a smile that pleases everyone and are meant for nothing more than enjoyment. Which is the way it should be. 

And as for losing those fish, well let me just quote the venerable Sir Izaak again: “No man can lose what he never had.” Enough said. Fair winds shipmates.

If you have a favorite fishing story for THE SALTY LIFE, send it on in. If it’s good enough for posting, I’ll send you two dozen of my world-famous, hand-made chocolate chip cookies. Promise. Just let me know if you have any food allergies such as those associated with nuts and I’ll avoid loading them up with walnut, pecan, or macadamia. You’re gonna love ’em!- Cap’n. Ken

 
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Posted by on May 16, 2011 in The Salty Life

 

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Technology

Technology

Shocking News About Inverter/Charger Installations!

Five Big Mistakes You Don’t Want to Make.

By Don Wilson
TECH DOCTOR DON WILSON has worked in technical capacities in the marine, automotive and RV fields and for the military since 1989 and has extensive experience in designing and troubleshooting onboard electrical systems. A former customer service manager dealing with electronic issues, Wilson currently serves as a technical instructor for the RV industry’s RVIA Trouble Shooters Clinics and is a full-time sales application engineer for Xantrex Technology, Inc. SHOCKING NEWS ABOUT INVERTER/CHARGER INSTALLATIONS is the sixth installment of TECH DOCTOR articles being presented by the Boat and Yacht Report

When asked questions at my technical seminars, I often find they begin with, “Should I do this…” or “Should I do that?” As you might expect, these are always hard questions to answer regardless of the topic, because each individual RVer or boater will have different needs and experiences that are unique to their situation. However, when it comes to questions regarding the installation of inverters/chargers, my responses apply universally, particularly those that fall in the “should not” category. Some of this issue’s content may seem rather obvious, or a bit tongue-in-cheek. I hope I don’t cause shock waves (yes – all puns intended!), but follow the logic presented and hopefully, you’ll quickly get up to speed.

Q: Should I rate my fuse based on the inverter size?

TECH DOCTOR: NEVER rate your fuse according to the rating of the inverter. I can’t tell you how many times I have to re-emphasize and repeat this point. Your fuse is not there to protect the inverter, or the electrical load in any circuit. It’s there for one primary purpose: to protect the circuit itself. A 3000W inverter with a 350A fuse seems appropriate, unless it’s wired with 4 gauge wire. At a perfectly acceptable load, the wire will burn well before the fuse fails. The fuse is there to protect the wire (or electrical path) from which can cause damage or fire.

Q: Should I put a washer between the cable terminal and inverter, or battery connector?

TECH DOCTOR: NEVER put a washer between the conductor and the connector! All the ground wires in our cars/trucks have those star washers to make a ‘better electrical connection.’ However, that is acceptable in this circumstance because of paint and the low current needs of a 14 gauge wire. On the other hand, when you’re putting 4/0 welding cable on a 3000W inverter, and you put a steel (high resistance) washer between the copper, tin, or brass cable ends and connectors (lower resistance), you create an electrical bottleneck that will get extremely hot. I’ve seen tons of inverters in repair with melted insulators around the DC connectors which is a sure sign that the flat washer, or lock washer, was placed between the connector and the cable. The lock washer, or star washers, are intended to be in direct contact with the bolt-head or nut to reduce the chance of loosening.

Q: How do I determine the right cable size?

TECH DOCTOR: NEVER blindly follow the recommended cable size, regardless of the installation. If the manual calls for 3/0 wire for lengths over 5’, don’t assume that it includes installations where the battery is 25’ from the inverter. Voltage-drop calculators are all over the internet and if you can ensure a voltage drop under .25VDC, you’re in good shape. Consider the recommendations as a ‘minimum’ and use your math skills to figure out the proper cable to eliminate excessive voltage drops. After that, don’t be afraid to upsize the cable again. Proper performance is the desired result of any installation, and voltage-drop management is the key to performance.

Q: Can I install an inverter/charger in the engine compartment or battery bay?

TECH DOCTOR: NEVER put your inverter/charger in an engine compartment, battery bay or any location containing fuel or flammable or corrosive vapors. If the only close location is in the battery bay, get bigger cables and move the inverter further away.

Q: What should I know about neutral and ground connections?

TECH DOCTOR: NEVER, EVER, tie neutral and ground together, manually, in any installation, period! Neutral is tied to ground at the source of AC power simply to allow the ground wire to be an alternate path for return current during a failure where the hot wire touches the chassis of a device or vehicle. This is intended to trip the breaker. However, when neutral is tied to ground on the boat, there’s a voltage potential between the ground plane of the boat, and the ground plane on the dock. If there’s resistance on the ground and neutral wires, the current will find some other potential path back to earth ground and that path may be you as you step on the boat.

NEXT UP FROM DON WILSON: The Inside Scoop on Battery Chargers

 
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Posted by on May 16, 2011 in Uncategorized

 

Dock News

Dock News

America, 1851, by Fitz Henry Lane

In 1851 Commodore John Cox Stevens, a charter member of the fledgling New York Yacht Club (NYYC) formed a six-person syndicate to build a yacht with intention of taking her to England and making some money competing in yachting regattas and match races. The syndicate contracted with pilot-boat designer George Steers for a 101 ft (30.78 m) schooner which was christened America and launched on May 3, 1851.

On August 22, 1851, the America raced against 15 yachts of the Royal Yacht Squadron in the Club’s annual 53 mile regatta around the Isle of Wight. America won, finishing 8 minutes ahead of the closest yacht. Apocryphally, Queen Victoria, who was watching at the finish line, asked who was second; the famous answer being: “Ah, Your Majesty, there is no second.”

The Cup itself is an ornate sterling silver bottomless ewer, one of several off-the-shelf trophies crafted in 1848 by Garrard & Company. Henry William Paget, 1st Marquess of Anglesey bought one and donated it for the Royal Yacht Squadron’s 1851 Annual Regatta around the Isle of Wight.

It was originally known as the “R.Y.S. £100 Cup”, standing for a cup of a hundred GB Pounds or ‘sovereigns’ in value. The Cup was subsequently mistakenly engraved as  the “100 Guinea Cup” by the America syndicate, but was also referred to as the “Queen’s Cup” and the “America’s Cup” (A guinea is an obsolete monetary unit of one pound and one shilling – now £1.05). Today, the trophy is officially known as the “America’s Cup” and affectionately called the “Auld Mug” by the sailing community. It is inscribed with names of the yachts that competed for it.

The surviving members of the America syndicate donated the Cup via a Deed of Gift to the NYYC on July 8, 1857, specifying that it be held in trust as a perpetual challenge trophy to promote friendly competition among nations. And so it began.

Newport Harbor, RI
Castle Hill Race Area

As the sailing world gears up for the 2013, 34th Challenge the week of September 7th-22nd in San Francisco, there’s plenty of rag-bagging action taking place all over. Case in point, the upcoming J Class Newport Regatta from June 15th to the 19th in that most fabled of salty venues, Newport Harbor, RI. While there’ll be plenty of Gill, Henri-Lloyd, Sperry, Sebago, Ralph Lauren and Nautica gear, along with the requisite Revos hanging from neck Croakies quite visible during all the bar crawls and waterside restaurants day or night, there is some real action taking place seaward as the J Class yachts VELSHEDA, RANGER and SHAMROCK V will be participating in the first of a series of global J Class events, cultimating in the Hundred Guinea Cup race, Cowes 2012.

In 1930, Newport was the venue for the start of the remarkable J Class era. Between 1930 and 1937 there were just 10 of these stunning yachts constructed for the purpose of winning the America’s Cup. Two of the originals (Shamrock V and Velsheda) will participate in Newport, together with Ranger, a true replica of the original. Negotiations continue with other new J yachts for them join the regatta.

Sail Newport and the J Class Association are responsible for the on water race management of the regatta. The yachts and their teams are based at the Newport Shipyard with crews staying at the Newport Harbor Hotel & Marina.

Velsheda

The regatta series of 5 races will run from June 15th to 19th, 2011 with starts and finishes off of Fort Adams. Viewing stands are up on the Northwestern corner of Fort Adams and other excellent viewing options will be at Castle Hill Inn and various spots in Jamestown.

Working with the US Coast Guard, Sail Newport will establish safe water viewing areas along the entire course.

Ranger

Mr. Pitman closed the announcement by saying, “This will be the first competitive J Class regatta in the USA since the America’s Cup event of 1937 between the Defender Ranger, and the Challenger Endeavour II.”

Shamrock V

“We hope to provide five days of spectacular racing and with the continued support of the State and the city of Newport we look forward to planning arrangements for a major regatta in Newport during 2014, featuring up to 10 yachts.”

For more information contact
J Class Newport Regatta 2011:
Jock West: jockwest@cox.net   001 406-640-3416

 
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Posted by on May 15, 2011 in Uncategorized