Your Marine Heads Professionals Talk About How to Fish Successfully in Choppy Waters
Raritan Engineering your marine heads specialists would like to share with you these topics we thought would be of interest to you this month regarding how to handle fishing in rough seas.
Your marine heads distributors talk about how fish often bite as the sea stirs. Steep waves and a stiff breeze also whet anticipation for some anglers and enliven action aboard.
“Wahoo definitely bite better when the breeze kicks up,” says Bermuda charter and tournament captain Allen DeSilva. In DeSilva’s waters, that’s 15 knots and 6-foot seas. “Marlin are the opposite. The days we get five, six, seven fish are not rough,” he says.
Adjust Your Trolling Speed
One reason average or calm seas favor marlin fishing is that it’s easier to see trolled lures and fish in the spread. “When it gets rough, bring everything in closer,” DeSilva says, to overcome the decreased visibility.
He also simplifies his overall presentation on bumpy days so that when a bite happens, he can avoid tangles.
This decreases snarls between the teasers and the short-rigger lures, he says, plus the mates have less to clear when you hook into a fish.
Change Up Lures to Match Conditions
“You want lures deeper when it’s rough, so the fish can see them through the whitecaps,” compared with a normal day, when lure surface action attracts fish’s attention, DeSilva says.
We Continue Sharing Great Tips for Fishing in Rough Waters
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Amaral places heavier lures on the upwind side when he can, and also closer to the boat so the wind separates his spread. Heavier, ballasted lures also track better when speed fluctuates as boats surf down following seas.
Trolling Baits in Heavy Seas
Whether he’s fishing infamously rough Venezuela or placid Costa Rica, charter captain Bubba Carter runs two dredges with teasers atop, plus swimming ballyhoo on two flat lines clipped to the transom, and two long rigger baits.
Weight helps hold baits more squarely behind the boat and also keeps them swimming in the water, not skipping on top. Just a quarter-ounce more makes a big difference. He also trolls outrigger baits farther aft. That extra bit of line in the water helps hold the bait down.
Capt. Ronnie Fields typically uses small scoop-faced Mold Craft Chuggers ahead of his baits whether he’s in the Carolinas, Costa Rica or the Caribbean, fishing private or tournament boats. He switches to flat-faced Mold Craft Hookers in rougher water so baits won’t somersault when they pop out of the water on wave crests, which tends to foul circle hooks.
Fields’ biggest changes are in his teasers. “When it’s rough, flat lines blow into the squid chains, so I’ll take the squids off,” he says. “Whatever I would have put behind the squid chain, maybe a mackerel with an Iland Express, I’ll just run without the squids.”
So don’t forget these great tips for fishing in rough waters. 1) Adjust your trolling speed; 2) change your lures when conditions change on you; and 3) remember that boat weight can make a difference.
Crazy Deep Sea Fish and Other Creatures Caught by Russian Fisherman
Known for his ability to pull up all sort of interesting sea creatures, Russian fisherman Roman Fedortsov’s well followed Instagram and Twitter accounts are littered with images of the critters he hauls up in his work as a trawlerman in Murmansk, Russia.
Here’s a warning, these deep sea fish as likely to haunt you, as they look ready-made for a horror film. Accounting for just 2% of known marine species, these fish typically live at depths of more than 3200 feet (1000 meters) below the sea, in a hostile area where light doesn’t penetrate.
For instance, due to the lack of light, many fish are blind, but others have developed extremely large eyes that are sensitive to light given off by living organisms, also known as bioluminescent light. In fact, many deep sea creatures are capable of bioluminescence, which makes sense if you’re living in the dark.
As you can imagine, even though some species demonstrate deep sea characteristics beyond 650 feet (200 meters) of depth, getting at these creatures isn’t exactly easy and there’s still much that marine biologists do not know about these elusive fish.
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Your Marine Heads Specialists Talk About Some Great Ways to Get Your Fishing Fix During Winter
Raritan Engineering your marine heads suppliers would like to share with you these topics we thought would be of interest to you this month regarding how to find some great winter fishing spots.
For hardcore anglers, myself among them, just about any fishing is better than none at all. It’s not even necessarily a matter of traveling to a warmer climate. It’s the fishing, which is why I sometimes toss piles of fleece and Gore-Tex into the truck and head for a winter steelhead river, where I can wade happily for hours and cast along the edges of icy slush.
Winter is also an opportune time to fish those places you’ve always wanted to try or for those species that have always fascinated you. Some years back, I fished with a longtime Florida bass guide who confessed in a quiet moment that his lifelong dream was to go tarpon fishing.
Here are 15 top winter fishing destinations in the Lower 48. They aren’t the only ones. But I was trying for geographic variety so that most readers could reach one or more without having to spring for an airline ticket. So, check the list, check your gear, and scratch the itch.
1. OCEAN RUNNERS [WASHINGTON]
Steelhead in the Pacific Northwest are perhaps the most intensely politicized fish on earth. They are big, beautiful, and hard to catch. Their runs have been decimated by decades of habitat loss and overfishing. Freshwater trout are a sport, but oceangoing steelhead are a passion.
Steelheading on the peninsula revolves around the little town of Forks, Washington, in the northwestern corner. It’s near the Sol Duc, Calawah, and Bogachiel Rivers, which together form the Quillayute system. Other well-known steelhead rivers, such as the Hoh, Queets, and Quinalt, are a short distance south, along the western side of the peninsula.
2. SKI-SLOPE TROUT [COLORADO]
There are some truly crazy trout fishermen in Colorado, where tire chains and four-wheel-drive vehicles are basic equipment for winter fishing. If those can’t get you to your favorite December water—and yes, that happens—you may need a snowmobile, too.
We Continue Discussing Awesome Places to Go for Your Next Winter Fishing Trip
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Aspen, Vail, Breckenridge, Steamboat—scratch deeply enough around any major Colorado ski resort and you’ll find at least a few winter flyfishers. They’ve figured out that as long as there’s some open, flowing water nearby, the trout will eat something no matter how cold it is outside.
A little more civilized (insert snooty sniff here) option is on the fabled Fryingpan tailwater near Aspen. It’s a 14-mile stretch, which stays open all winter, where big rainbows and browns feast on Mysis shrimp flushed out of Ruedi Reservoir upstream.
3. FRESH STRIPES [GEORGIA]
It’s a little hard for many out-of-staters to think of Georgia as a striped-bass power-house, but consider these notes: The state-record striper is a mammoth 63-pounder taken from the Oconee River in 1967. Ancient history, you say? Nope. In 2002, another giant a few ounces shy of 60 pounds came from Lake Hartwell along the Georgia–South Carolina border.
A striper is a striper, and the same fundamental rule applies here as everywhere else they’re found: Find the baitfish, and you’ll find the bass. In winter, shad and herring schools tend to congregate in the lower reaches of major reservoirs or the lower ends of creek-mouth tributaries.
This fish species can actually repair brain damage from freezing in the winter
Every winter, the northern European crucian carp gets frozen into the ice, and receives no oxygen. Every spring, when the ice melts, a seeming miracle occurs: the fish emerges from the ice and resumes normal life.
Or, not quite. When they thaw from their winter freeze, the crucian carp’s brain is not quite the same, according to new research. But the same researchers also found that the fish can recover from its months of anoxia.
What happens to their brains has been a little more elusive.
First, the fish were deprived of oxygen – a condition normally experienced in winter when the fish are frozen. After a week, they were resupplied with oxygen for an artificial spring.
Stains were used to detect cell death and growth.
Interestingly, a lack of oxygen showed no change in the normal rate of cell death in the brain. It wasn’t until the fish was reoxygenated that cell death was observed – the rate more than doubling.
“When the anoxic fish were given 1 day of reoxygenation at normal oxygen levels, a 170 percent increase in the number of apoptotic cells was detected,” wrote researcher Lisa Yuen in her 2010 Master thesis.
For the next part of the research, the fish were trained how to navigate a maze to find food. Then, they were subjected to another artificial winter, revived again, brain cell death and all, and put back in the maze.
The fish navigated the maze and reached the food at the end just as quickly as they had before being deprived of oxygen – but their memories had suffered and they took more wrong turns while doing so, the researchers found.
For the final stage of the experiment, fish that hadn’t been trained to use the maze were subjected to an artificial winter, revived, then trained to use the maze.
According to the team, the remarkable recovery happened despite suffering damage to the telencephalon – the part of the fish brain thought to be a homologue to our own hippocampus, a key brain area involved in learning and memory.
“This makes the crucian carp an interesting model from a biomedical perspective – while it is unlikely that we will find ways to allow human tissues to survive severe anoxic insults without damage, it is feasible that studies on animals like the crucian carp can provide knowledge for how we can limit and repair the damage.”
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Your Marine Heads Manufacturers Give Pointers on Preventing Engine Overheating
Raritan Engineering your marine heads professionals would like to share with you these topics we thought would be of interest to you this week regarding how good maintenance prevents boat engines from overheating.
Your marine heads specialists share how one of the problems with boats is they live in water that is shared by things like seaweed, algae, mollusks, scum, and sometimes floating trash — all of which can easily find a way into the raw-water intake port.
Kelp and other types of seaweed can easily clog your intakes and cause engine overheating.
I decided to let the engine cool for several minutes while we drifted. That gave me time to assess the possibilities — perhaps the water-pump impeller had failed, or a bit of plastic sheet (maybe a discarded floating sandwich baggie) had been sucked up against the cooling-water inlet, or it might be the raw-water strainer was clogged, or one of the cooling-system hoses had come loose.
Impeller pumps are prone to failure and a good thing to check first. Carry a spare.
Knowing that water-pump impellers are prone to eventual failure, I started there. It took only a few minutes to open the pump, and to my dismay, the impeller looked perfect. As long as I had the pump open, I went ahead and swapped in a fresh impeller, closed things up and started the engine.
Aha! A telltale bit of kelp was poking out of the inlet. I pulled what I could of the slippery seaweed out of the hole but knew there was still more inside. I needed another strategy to fix the problem.
In the Clear
Back topside, I zeroed in on the raw-water strainer once again. Simply looking at it, without opening it, had deceived me into thinking it was OK. It was not. I shut the one of the seacocks to prevent the ocean from rushing in when I opened the strainer housing, then unscrewed the canister. It was full of slime, algae and bits of sea grass.
Now I was puzzled. I clearly had a free-flowing route for raw water to get to the pump and the impeller was turning properly, but no water was being pushed through the system. That’s when I got on the phone and called for some tech advice. The answer I got was so simple, it was almost absurd. “Did you lubricate the impeller?” the tech adviser asked. “With what?” I responded. “Try dish soap,” he replied.
Use dish soap as an impeller lubricant if you need to replace it in the field. The soap eases impeller installation.
Your Marine Heads Experts Continue Talking About the Importance of Proper Maintenance
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One of the problems with boats is they live in water that is shared by things like seaweed, algae, mollusks, scum, and sometimes floating trash — all of which can easily find a way into the raw-water intake port. So how do you keep that from happening? The solution is twofold — routine maintenance and constant situational awareness. Fail here and engine death is not far behind.
Despite the difficulties, or more correctly, perhaps because of them, this boat trip was one of the most valuable we have ever taken. The fact is we rarely learn anything of value when everything is going well. Unfortunately, most of our learning seems to require that we’re tested by challenges, like mechanical breakdowns, to be overcome.
How I Cleaned My Screen: Before
1. When I started to pull the screen out of the raw-water filter housing, I could immediately see the problem. The screen was clogged with slimy yuck that had accumulated over time.
2. Not only was the screen clogged, but also there was something ominous floating around in the bottom of the housing.
3. I poured out the contents and found bits of sea grass that had been sucked in through the raw-water through-hull. It doesn’t take long for a clog like this to overheat an engine.
4. A toothbrush from the toolbox is the perfect instrument to use for cleaning the stainless-steel screen, and also for scrubbing out the housing. No, I didn’t use Becky’s toothbrush. That’s my story, and I’m sticking to it.
Standing Effective Watch
When it comes to the situational awareness part of this story, it all boils down to standing watch effectively. Standing watch isn’t only about looking out for other vessels and being careful not to run aground, although those are important.
Female Cops Inches from Engine after Boat Capsizes. That’s When Stranger Grabs Her Arm
The wake of Hurricane Harvey was crippling for Texas. Police officers, firefighters, and rescue divers restlessly searched flooded roadways helping anyone and everyone stranded by the storm.
Additionally, civilians played an important part in several rescue efforts. Josh Hohenstein, an Army veteran living in Houston, gathered on a boat with locals Tuesday, Aug. 29 to film the aftermath of Harvey.
During his recording, Hohenstein captured a pontoon boat as it flipped over into 15 mile-per-hour rushing water. The vessel, carrying six police officers, suddenly became tangled with a tree before capsizing.
A Facebook post written by Hohenstein said his team rushed over to pull the first responders to safety. The current from nearby Lake Houston was so strong that it was a challenge rescuing one female officer.
The vet credited the successful rescue to driver, Jonathon Crawford. If it wasn’t for his “boating skills,” the cop would have been inches away from going under the boat’s engines.
Hohenstein said he used all his might to save the cop. “I barely caught her by one arm and used everything I had to get her on board,” he wrote.
He continued: “The world doesn’t judge a man on what he does for himself, but rather what he does for others.” Facebook friends agreed with his message, one even calling his team “Hurricane Harvey Heroes!”
Wondering where the comments are? We encourage you to use the share buttons below and start the conversation on your own!
So don’t forget these great tips regarding how to avoid engine overheating. 1) Impeller pumps are prone to failure and a good thing to check first. Carry a spare; 2) Use dish soap as an impeller lubricant if you need to replace it in the field; and 3) always have good tools with you.
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Your Marine Heads Experts Have Great Input Regarding the Best Way to Distance Sail
Raritan Engineering your marine heads specialists would like to share with you these topics we thought would be of interest to you this month regarding awesome distance racing tips.
Your marine heads distributors talk about how distance sailboat racing is a growing segment of our beloved sport. Offering new and different challenges, distance races around the world have attracted sailors with various degrees of offshore experience.
Part one digs into four simple onboard optimizations you can make to help ready your boat for distance racing. Your marine supplies online suppliers talk about how here are the key takeaways to remember.
1) Weight Distribution
- Store weight in a low, centralized location and remind your crew of this.
- Remove all non-essential gear and items.
- Check cupboards and drawers for hidden items.
2) Repeatable Settings
- Useful locations to mark repeatable settings:
- halyards and blocks
- jib leads
3) Bow Lacing
- Lacing material can be as simple as closeline from the hardware store.
- If you don’t have eyes or a rail already along the base, tie bungie cording between the bottom of your stantions for the base of the lacing. This avoids the need to drill holes for anchor points.
- “V” and Diamond lacing patterns are most common – if you run straight lines, space them 12-18 inches apart.4) Setting an offboard lead
For years, you’ve watched raceboats strut around the buoys, their crews tweaking lines or pulling off well-choreographed maneuvers requiring hours of practice and polish.
Fortunately, while top-flight racing can be mind-numblingly complex, the grand prix scene represents only a tiny percentage of the game.
Your marine supplies San Diego manufacturers share how regattas come in all flavors, sizes and styles, allowing racers to choose events based on their skills, confidence and experience. Generally speaking, basic regattas are the place to start. Here’s an overview of types of first races to consider:
Pursuit Races: A fantastic option for beginners and experts alike is the “pursuit” format, in which the race committee starts boats according to their performance characteristics, with the slower boats starting first and the faster boats starting later—first boat to the finish wins.
Your Marine Heads Professionals Discuss How to Really Win the Race
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Distance Races: For many experienced cruisers, distance racing is a great entry into competitive sailing, as it draws more heavily on offshore cruising skills than twitchy buoy-racing moves. While the distances are often similar to long cruises, the pace and tactics are what’s decisive.
Cruising Classes: Many bigger regattas are waking up to the fact that plenty of sailors want to participate and compete in a less-serious environment.
Virtually all keelboat racing uses a handicap system (think golf) to allow different types of boats to race competitively. Your marine supplies Miami experts discuss how the most friendly racing in the United States uses the Performance Handicap Racing Fleet system (PHRF)—contact US Sailing (ussailing.org) to obtain your PHRF certificate.
Know the Rules
Mark roundings and tacking duels may appear complex, but they only require a basic knowledge of the rules. Step one is to acquire a copy of ISAF’s The Racing Rules of Sailing (sailing.org), as well as a book or two on racing tactics and strategy.
Until you’re feeling solid on your Racing Rules of Sailing, as well as the local etiquette, consider employing the time-tested strategy of holding slightly back to avoid the worst of the starting melee.
Draft a Ringer
Often a good “ringer,” or ace, can help crewmembers to better understand their individual roles and can significantly accelerate a team’s overall learning experience. Sailmakers will also occasionally take clients (hint: or prospective clients) out for “sail evaluations,” which could be “scheduled” during a local race.
Clean the bottom
It seems obvious, but a clean underside makes a huge difference. Aside from dangling bumpers, few mistakes telegraph “newbie” faster than a furry undercarriage.
Focus on Fun
Only one boat can win, but everyone can have fun. Create an environment where grins—not finishing order—dictate success. Embracing competition is great, but remember that your original reason for racing was to spend time with family and friends in a wonderful environment—not to collect “pickle dishes,” or trophies.
Ritz-Carlton’s new yachts will be luxury hotels at sea
(CNN) — Luxury hotels are always looking for ways to outdo each other, from death-defying infinity pools to custom lobby fragrances. But Ritz-Carlton has taken a slightly different approach by branching out into the luxury yacht business.
The hotel brand has announced that is building three custom seafaring vessels, with the first ready to sail in 2019.
“It’s a hybrid between luxury cruising and yachting,” Doug Prothero, managing director of The Ritz-Carlton Yacht Collection, told CNN Travel of the new venture.
The small ships, which will each have fewer than 300 guests on board at a time, are designed to bring the Ritz-Carlton mentality to the sea. That means Michelin-starred dining, one-on-one attention from crew members and customizable shore itineraries.
10 once-in-a-lifetime cruises: The new era of cruising is great for honeymooners, parents, kids, and all groups in between. Perfect for beach bums, Windstar Cruises’ 310-passenger Wind Surf is the world’s largest sailing yacht.
Prothero, however, doesn’t think only Ritz loyalists will want to try out the new yacht service.
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Your Marine Heads Manufacturers Gives Great Tips On Improving Your Rudder Angles
Raritan Engineering your marine heads distributors would like to share with you topics we thought would be of interest to you this month regarding the importance of positive rudder angles.
Your marine heads distributors talk about why a big piece of the “speed loop” that’s often overlooked, especially in smaller boats, is rudder angle. I was recently chatting with main trimmer Warwick Fleury about_ Alinghi 100_, the winning boat in the 32nd America’s Cup. They sailed this boat when it was new for some time thinking it was perhaps not a step forward. Then one day, they put up a jib that was built for a different rake than the normal rake. All of a sudden, the boat started winning speed tests and eventually won the Cup. We had a similar situation at Luna Rossa with an older boat. Everything possible had been tested, from rudders to keels and masts to structures. It was not a very fast boat. Then we moved the mast forward a few inches, and the boat came alive. The gain from getting the balance correct was bigger than anything else we tested.
So amid such talk about optimum rake for various boats, how can you tell when you’ve really nailed it—that it’s just right? Your GTA 5 submarine parts suppliers discuss how the answer can often be found in the amount of helm you’re carrying. In very general terms, you want to sail upwind with an angle of attack of about 5 to 7 degrees. The angle of attack is the sum of your rudder angle and the amount of leeway you’re making (see diagram).
How much leeway does your boat make? It can be tough to figure this out; you can measure forever and still not account for things such as current, waves, boatspeed, and angle of heel.
Your Marine Heads Specialists Discuss Further Why It Is Important to Consider Different Tactics
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Your marine heads experts share the point that once you have a sense for the amount of leeway your boat makes, the next step is to find out where the tiller is, relative to the boat’s centerline, when the rudder is lined up with the keel or centerboard. Just because the tiller is centered, don’t assume the rudder is, too. I’ve found that the tiller will almost always be off to one side or another.
Once you know where the tiller is when the rudder is centered, you can create some benchmarks. Your marine parts source manufacturers talk about how with the tiller locked in the rudder-centered position, rotate the tiller extension so that it is 90 degrees from the tiller. Put a mark on the tiller extension (if its length is not adjustable, use the end of it) and then put a corresponding mark on the side of the deck, directly under it (see diagram inset).
It’s helpful to know your rudder angle in situations other than when sailing upwind. Whenever you’re accelerating out of a tack or accelerating on the starting line, you need to have your rudder on, or close to, centerline. You can use the marks you put on the deck to confirm its location.
Even downwind you want some positive helm, especially if you’re not sailing dead downwind. Your marine parts express professionals share how that at any time you’re hiking or planing on boats with asymmetric spinnakers, you’re generating side force.
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Your Marine Heads Experts Have All the Best Searching Strategies
Raritan Engineering Company your marine heads professionals would like to share with you these topics we thought would be of interest to you this month regarding great sonar tips while shipwreck hunting.
It was 1995, and a good friend from St. Thomas decided he’d been through one too many hurricanes. Your marine heads analysts know that his idea was to move below where the big storms blow, which is south of the 12-degree line of latitude.
During his multi-month cruise aboard his Fales 32 Navigator motorsailor, he didn’t tow an inflatable dinghy, even though everyone else does. Instead, he towed something much more valuable — a proton magnetometer. Your marine parts USA specialists understand that the towed “fish” of a proton mag is designed to detect ferrous metals — iron — and one day while cruising near an island, he got a hit — a big one. The next thing I knew, I was on a plane down-island to see what the commotion was all about.
Your marine parts Houston professionals feel that the problem was that my friend lost the GPS coordinates from his brick-size Magellan, and the only other tools we had were a blurry photo of the shoreline and some tequila-soaked memories. That’s when I decided to contact Lowrance and enlist the power of its HDS-9 Gen3 multifunction display with StructureScan sonar.
Once we were on location with our C-Map chart chip installed, we began “mowing the lawn” in a series of east-west passes, all the while using the sonar log to record our depth and position simultaneously. When we returned home, we uploaded the data to create the structure map (pictured), which really shows color-depth contours as opposed to bottom structure.
It is a simple matter to do a quick “one-touch” on the screen to mark a waypoint. Your marine parts and supplies analysts know that was critical because we had to return to each spot immediately for underwater investigation, since we only had one day to dive.
We dived on two waypoints without success, but the third one was the charm. We did indeed find an isolated coral head only to discover that the anchor and ring were gone and the bottom was now covered in an invasive species of sea grass.
Your Marine Heads Specialists Help Increase Your Chances for a Successful Find
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Your marine toilet experts know that upon further topside review, we discovered that the shoreline photo was of the wrong spot, and thanks to Google Earth and multiple conference calls, we realized the actual location of the anchor is several miles north of where we were on this mission. So we will return to the island again in search of the treasure, and C-Map and the Lowrance HDS Gen3 will be right there with us for the ride.
Dreams never die easily, and a long decade later I was finally able to follow up on that early idea. When I did, however, it wasn’t the warm, clear sea of childhood memory I dived into. Instead, it was the cold, dark and murky water of New York City.
I didn’t just want to explore, I wanted to learn more about the thousands of ships that disappeared without a trace, to learn their secrets and do my part in bringing the sometimes valiant, sometimes horrifying and always human stories to the world of the dry and living.
Searching can be absolutely maddening. You know the wreck is there. It’s nearby. You can feel it in your bones. The historical record tells you it’s there. Your instinct is to just go to a spot and look, and then go to the next spot where you think it is and look there. Nothing. Try again over here.
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Your Marine Parts Source Specialists Know That Sailing Season Is Upon Us
Raritan Engineering Company your marine parts source analysts would like to share with you these topics we thought would be of interest to you this month regarding the question, “is sailing really that difficult?”
Your marine products for sale specialists know that fall appears to finally be upon us. As I write, the temperature is not in the 80s, the sky is overcast and the trees are shedding their leaves, finally. I am still buzzing after sailing the foiling cats at the Red Bull Foiling Generation ‘go for a sail’ event last Monday.
Halloween, cleaning up after Halloween, Veterans Day…really, go and check out Warrior Sailing. Think you’re having a bad hair day? Honestly, this is a fantastic, real way to really thank these men and women for their service.
Then there is Thanksgiving, shopping, Christmas present wrapping, New Year’s Eve and related hangover recovery, skiing, and maybe Key West for some. It’s going to be a pretty normal kind of life for those of us who are not Warrior Sailors or asthmatics, right?
On November 6, 2016, 29 sailors from 10 countries get underway in what really is the world’s toughest sailing race. It is a race that makes all others pale in comparison, and pretty much any other ‘sporting’ activity too.
Since a lot of racing experts are looking for marine supplies near me those professionals say that in the U.S., for those who recognize the name, the Vendée likely is regarded as one of those loony French, anti-social, single-handed races. Well, two out of three.
The fact that the Vendée is hard, requires a special kind of mentality and approach, has many technical requirements and related difficulties that need to be managed, sometimes alone in very difficult circumstances, needs a team and leaders to make it all happen…well, these are the attributes companies say they want in their employees.
Your Marine Parts Source Professionals Caution That It’s Not As Easy As It Looks
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Your marine heads experts know that a native of Boston, MA, Rich Wilson is unique in this edition due to his age, his physical condition, and his goal. This is his second Vendée Globe to be sure, but there are three other entrants embarking on their second and five skippers doing their fourth.
Sailing isn’t simple. Done well, it might be among the most complex pastimes we might select. True, almost anyone can learn to tail a winch, raise a mainsail, or tie a figure-8.
I sail with teachers. My wife (who manages the pit), our headsail trimmer, and one of our bow crew are all teachers.
Teachers make great sailing mates, partly because they have summers off. More importantly, they understand how people learn. We often apply best classroom practices to sailing as a team, so that every member can learn and achieve. We have pre-sail goal-setting chats.
The point is that it is possible to offer an ideal environment for developing confidence, building skills and then mastering sailing’s complexities, but it requires more than rote steps.
I like to describe it as mentor-led immersion; like learning a language by moving to the country of origin, but having someone who speaks your tongue available in a pinch. Your marine supplies San Diego understand that it takes work to make and keep something like this going, but it’s worth it for everyone.
As a rule, sailing is dynamic; every moment potentially different from the previous or the next. It’s an exercise in free-form adaptability, best guesses and finesse informed by past experience and better judgement.
Many sailing programs have gone wildly overboard in terms of structure. Youth sailing is often about repetition and routine, since the only long range vision is an olympic berth where lottery probabilities apply.
Think these ideas might be impossible? Can’t insure them? Can’t convince the board? Can’t find the volunteers? Not the way you’ve always done it? Not sanctioned? Sure, change is hard, and that’s the point. Sailing is hard too, but it’s within reach and it’s always worth it.
The right thing to do is often the hard thing to do.
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Your Marine Heads Analysts Know That This Can Sometimes Seem Difficult
Raritan Engineering Company your marine heads distributor would like to share with you this week some valuable points regarding how to clean your ropes easily .
If you didn’t remove your running rigging last winter, then there is a good chance you’ll be coming back to sheets and halyards coated in dirt, mold, and mildew. So with those cautions placed in mind for us, what are some pointers and reminders that we need to have before trying to clean our boat ropes? Let us continue reading on and see how we can clean our ropes just like the professionals do.
• Wash only with a very mild detergent. For relatively new ropes, this means something like Woolite or a half-dose of a modern laundry detergent. For the first few years, ropes still contain thread coatings and lubricants from the factory that provide an easy hand, as well as offer some protection from UV radiation, abrasion, and water absorption. Washing a new rope in a cleaner touted as degreaser will harm this protective coating.
Your Marine Heads Experts Warn That You Should Never Use Bleach
• Your marine heads specialists know that you should wash on the gentlest cycle. The rope should be tightly coiled or tied in a daisy-chain, and then placed inside a pillowcase. Front-loading washing machines are recommended; an up-and-down motion is preferable to the rotary motion of most common household machines.
• Avoid contact with acids, bases, and solvents. Both polyester and nylon (polyamide) are vulnerable to certain chemicals, so manufacturers broadly warn against using them.
Nylon is particularly vulnerable to acid. Strong acids such as battery acid or muriatic acid can literally melt right through a nylon rope in a matter of minutes.
• Power washing is not recommended. While it can be an effective method for cleaning marine growth from mooring pendants and dock lines, a power washer in the hands of an inexperienced operator can do significant damage.
• Bleach is not recommended by any manufacturer in any quantity. Every manufacturer has faced claims of rope failure or splice failure caused by a bleach overdose. Extended soaking in bleach solutions must be avoided.
• Hot water is not a problem. Nylon and polyester are undamaged at normal water-heater temperatures (120 to 135 degrees).
The following additional experience was volunteered by professional riggers:
• Washing won’t make splicing easier. Old double-braid is difficult to splice, and washing doesn’t change that. Polyester remains too stiff even if treated with fabric softener.
• Washing machines don’t like nylon double-braid. Nylon double-braid is subject to herniation and destruction during the machine-washing process.
So don’t forget these helpful pointers when cleaning your ropes. 1) Always wash your ropes on the gentlest cycles; 2) avoid contact with acids, bases, and solvants; 3) no amount of bleach is ever recommended in any amount; 4) hot water is not a problem when cleaning your ropes; 5) washing will not make splicing easier; and 6) washing machines do not like nylon double-braid.
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