DECEMBER 2021 | VOLUME 20, EDITION 8 | $6.99
REPLACE OR REBUILD YOUR ENGINES
TO REFIT OR NOT TO REFIT
CONTENTS DECEMBER 2021
(VOLUME 20, EDITION 8)
20 TO REFIT OR NOT TO REFIT Now, That’s the Question By Capt. Ken Kreisler
ON THE COVER
Blue Eyed Girl awaits refit work at Whiticar Boat Works in Stuart, Florida.
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Photo: John Whiticar
28 THE LOOK OF IT How Aesthetics Will Save the
American Sportfishing Industry By Patrick Knowles
34 REPLACING TEAK A Cockpit Refit By Dale Wills
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40 SPORTFISHING SONAR EVOLVING
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Top Professionals from Around the World Talk Sonar
By Steve Katz
46 CHOOSE WISELY
What to Consider When Deciding to Replace or Rebuild Your Engines
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By Capt. Ken Kreisler
54 A REFIT CASE STUDY
2008 61’ Spencer, MJ’s
Staff Report
60 SOFT GOODS UPDATE
Simple Advice
Staff Report
66 LET THE REFIT BEGIN
Boat Upgrades
Staff Report
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DEPARTMENTS 12 Publisher's Letter 14 Two-Minute Warning 16 Performance By Design 18 On the Docks 68 The Winner’s Circle 74 Marine Service Directory 76 Classifieds 82 Bitter End
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CONTRIBUTORS Capt. Kevin Deerman Capt. Scott “Fraz” Murie
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Chris Swanhart Capt. Steve Katz Patrick Knowles Capt. Ken Kreisler John Whiticar
SUBSCRIPTIONS InTheBite Magazine is published eight times a year (Jan/Feb, March, April/May, June, July/Aug, Sept, Oct/Nov, Dec) and circulated in leading sportfishing establishments throughout the world, with an annual subscription rate of $24 by
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OUR MISSION Founded in 2002, InTheBite is the source for substance and authentic content for the offshore sportfishing community. We are the curator of industry trends, delivering an insider’s perspective of boatbuilding, ownership, lifestyle, crew, gear, employment and tournaments, passing down storied traditions and highlighting those shaping the future. We are one of the only independent voices left, providing access to the highest level of sportfishing insight across a variety of media channels— print magazine, website, video and social media platforms. If you like sportfishing, you’ll love InTheBite—we guarantee it.
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InTheBite.com is not responsible for any injury or damage received as a result of any technical information or advice given herein. The contents presented herein do not necessarily represent the views of InTheBite.com and Unplugged Magazine LLC. Any reproduction of the materials published herein without written permission from InTheBite.com LLC is prohibited. © 2021
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PUBLISHER’S LETTER
BE AT THE TOP OF YOUR GAME
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Have a Merry Refit S
upply chain issues, backordered parts, inflation and rising fuel prices…it doesn't take long before walking down a dock and hearing someone telling a story as a result of one of these issues. They are certainly headlines that reflect the times we live in. I often tell myself “this too shall pass.” I suspect this time is no different. Or is it? It's no secret sportfishing boats are in high demand. I recently listened to a conversation where a captain was informed that a neighboring boat, not currently listed, would be going up for sale. The informed captain called a potential owner and told him if he wanted this boat he would need to write a check within a couple days for the full asking price. Two days later he stroked a check. Another broker was saying he can’t believe 10- and 12-year-old boats are selling for 75 to 80 percent of what they originally sold for. I’m also hearing how several builders will be backordered for years. So what does it all really mean? In the overall big picture times are good in our niche fishing business. More people are becoming hooked on fishing than in decades past. And it's certainly a silver lining in the awful Covid debacle as more of those anglers are owning a fishing boat. At InTheBite, we wanted to challenge ourselves with a new idea and as a result this dedicated refit issue was born. With the crazy demand for boats and several new boat owners getting a taste of our sport it's not a matter of if your boat will need yard time but rather when. Welcome to sportfishing and as I often say, welcome to sport-fixing. As your boat's engine hours increase, the thought of redoing motors, adding a sonar, updating the interior, replacing teak or simply finding another boat will become a question. And with high demand and limited boat inventory, plenty of you will decide to keep your boat and fix it up just the way you want it. We want to help you make some of those refit decisions more efficiently. Maybe it's choosing the right yard and knowing the difference between a full-service yard or a marketplace yard. Or providing several factors to consider when replacing your motors. Or why it’s best to update your boat's interiors with neutral colors. These are just some of the ideas we present to you in this issue. Knowing what you want and having a solid plan relates to most anything. As you will read, a refit is no exception. It's a wrap for 2021! Let's all give thanks to the places and people we are so fortunate to cross paths with throughout the year. Yesterday is gone. Today is all we have and tomorrow is no guarantee. We have so much to be thankful for. Enjoy your family and friends throughout the holiday season and cheers to a big open castnet size hug from our InTheBite family to all of you. God Bless, Merry Christmas and Happy New Year!
BauschTowers.com Dale E. Wills Publisher, Editor DECEMBER 2021
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TWO-MINUTE WARNING
Refit or Repair C
an your boat use a facelift? Are your engines worn out and need to be rebuilt or replaced? Are your electronics out of date? Is your teak deck shot? Is your paint fading? Do you wish you had a mezzanine and a Seakeeper? Or maybe even a sonar? Is it time for a refit or a repair? By Captain Scott Boat owners and crews must be very “Fraz” Murie careful when making refit or repair decisions. The cost can and will be hundreds of thousands of dollars. You need to ask yourself “is my boat worth refitting?” “How much will my boat be worth after refitting it?” There is a huge difference between refit and repair. Personally, I would never do a total refit on an older production boat. Chances are you would never come close to recouping the monies for the cost of new motors, electronics, generators, paint, teak, etc. However, on an older pedigree boat it could be worth every penny. Would you make money refitting an older pedigree boat with new motors, new generators, new paint, all new systems, adding a mezzanine, Seakeeper and sonar? Probably not, but you should get a lot of your money back when you get ready to sell, taking into consideration the time you used it and the maintenance after the refit. Don’t get me wrong, there are some great production boats out there, but you need to be careful how much money you dump into an old vessel. If you’re looking to upgrade things like speed and adding a mezzanine, be sure to weigh the cost of the new motors, the mezzanine and any other systems you desire. More times than not you are better off doing repairs to the boat you have now and getting it ready to sell. After it sells, then you can buy a boat with the speed and upgrades you are looking for. Financially you will be way ahead of the game, not to mention the time it takes to refit a boat! We are talking months in the yard and added expenses that you never even thought about. I understand that in some situations money doesn’t matter. You like your old boat and you want what you want, but in most cases you are better off to repair and sell than to refit. There are so many variables when it comes to upgrades and repairs on your boat. Do your research and count the cost then ask yourself if it’s worth it. The last thing you want to be is financially upside-down in an old boat.
“More times than not you are better off doing repairs to the boat you have now and getting it ready to sell. After it sells, then you can buy a boat with the speed and upgrades you are looking for.”
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PERFORMANCE BY DESIGN
Speed: A Highly Desired Commodity By Christopher Swanhart
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W
e all strive for it from a very young age, we try to run faster, or skate faster, or have the fastest bike. And in our industry, this trend continues with us as adults. Speed on the water has always been desired. Be it to stay away from danger, or to have a military advantage, there are benefits to going fast. If nothing else, it sure is exhilarating. When boats started being used for offshore fishing, speed was limited due mostly to available propulsion systems and engine power. Hull forms also were not optimized for higher performance. Thirty knots became the standard, and that was moving out. This speed afforded more time at the fishing grounds and less time in transit. Eventually though, single-engine installations became twin installations, and power levels grew. Hull form development created less draggy running surfaces, while appetites, and budgets, grew for larger boats, which could fit the larger, more powerful engines that were becoming available. The expectation over many years for any mid- to large-size sportfish is to reach 40
knots. Think of it as a minimum WOT design speed to be competitive. But there’s always that extra knot. In fact, many higher-end yachts are pushing and exceeding 50 knots. And at those speeds, every little detail counts that much more. Features like shaft tubes, optimized appendages and high-end bottom paint and its application can all contribute to noticeable gains. Sharp edges at strakes, chines and the transom are important to ensure clean water separation is achieved. The negative impacts on speed are also magnified at high speeds. For example, a full tuna tower can cause the equivalent of as much as a nine percent loss in power due to air drag. At these high speeds, that can cost you upwards of two knots. Let’s face it, WOT is sexy. But the majority of time, these boats are not pushing their own limits. Conditions offshore usually dictate pulling back a bit to a comfortable cruise speed. Better fuel burn, lower noise and a less harsh ride are available when it gets a bit snotty. However, a hull that tops out in the upper 40s may comfortably cruise
“A full tuna tower can cause the equivalent of as much as a nine percent loss in power due to air drag. At these high speeds, that can cost you upwards of two knots.” north of 40 knots, meaning great range without totally giving up the need for speed. With the advent of newer, high-powered outboards, smaller to mid-sized fishing craft are hitting speeds well above those just mentioned. But in larger sportfishing yachts, outboards are not an option, and waterjets, which perform very well at high speeds, are not very popular. So almost all of these hulls are running with standard propulsion—submerged props on inclined shafts. This propulsion type is great for fishing. But while this arrangement has its own limits due to propeller efficiencies, in the end, it comes down to hull form, design details like those mentioned previously, and most importantly, weight. Weight and its distribution are critical in high-performance hulls. It’s the responsibility of the designer and the builder to be on the same page—the hull design must allow for builder practices, and the build must result in expected weights and centers.
These days, much effort is taken, especially with custom builds, in saving weight. Larger engines, a desire for more range— which means more fuel—and added content like gyro stabilizers all add weight. To help offset added weight, new ideas keep being developed using multiple materials and construction techniques. Weight saving in production boats is always a goal, but production build techniques will dictate that not all options can be realized. The modern custom sportfish builder is able to combine cold molded techniques with modern materials in smart ways resulting in light, strong hulls that can achieve and withstand speeds at and above 50 knots; we’re talking hulls in the 80 foot range seeing these speeds. With improvements like these, we can reverse the spiral. Getting lighter means higher speeds and more range, which requires less fuel, which gets us lighter, etc. No question about it, we all want to go fast. Someone once said you can go as fast
as you can afford. This is somewhat true, and combining new technologies, high-build quality and good design helps set the path to meeting, and exceeding, the speed goals of most owners.
Originally from Annapolis, Chris moved from aerospace to the marine industry early in his career. For more than twenty years, he has taken pride in being able to build lasting relationships with many world-class yacht builders. He has managed countless new designs and builds, including patrol and rescue craft, production boats, and high-end custom sportfishing yachts, with a design focus on high-performance hydrodynamics, hull forms and structures. INTHEBITE.COM
DECEMBER 2021 17
ON THE DOCKS
Let the Refit Begin
E
very boat refit is different, no matter how big or how small there are always many things to consider. First, there is the budget to consider—how much is the owner prepared to invest in a boat he just purchased or a boat that By Captain Kevin he has owned for a while but that Deerman needs updating? Second, how big of a project is the owner planning, whether it be just electronics, interior update, pumps, hoses, services on mains and gens or something more major like an engine rebuild, new paint and new teak? Third, how much time do you have? Many large-scale projects can shut a program down for six months or more. After going through a few total refits as well as a few new builds over the years my main recommendation would be to update any questionable items or systems you can while you have easy access to them. An obvious scenario would be to refinish the entire engine room and change all hoses and plumbing while doing an engine rebuild. When having the entire boat repainted you might as well remove all exterior hardware and have it re-chromed or polished. It’s also best to go ahead and strip all of the brightwork to bare wood and start refinishing before the boat goes into paint so that you have good tape lines to start with. Another example would be to replace fuel and water tanks, lazarette plumbing and the exhaust system while replacing a cockpit deck on an older boat. On one occasion I was helping with the delivery of a large sportfisher that had recently been through a refit. They had rebuilt the engines, repainted the entire boat, replaced the interior and put in a new teak deck. On the way to Florida we noticed a small, steady flow of water coming from the lazarette into the engine room that we eventually discovered was coming from a cracked muffler. We ended up getting a temporary patch on the leak and finished the trip. However, the new deck had to be cut out to access and replace the mufflers once we arrived in Florida. This has always stuck in my mind as a good example why you should always try to think pro actively when going through a refit, or at all times for that matter. Ultimately there comes a point where an owner has to make the tough decision on whether it is worth doing a total refit and put even more money into the boat he owns or purchase a new boat and start the whole process over again. There is no “right” answer to this and there are always pros and cons with either choice. Some owners will trade their boats for a new one every few years while on the other hand some owners will keep the same boat in the family for generations.
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TO REFIT OR
NOT TO REFIT NOW, THAT’S THE QUESTION BY CAPT. KEN KREISLER
W
ith apologies to Shakespeare and his melancholy Danish prince— neither of whom were ever boaters—this still seems to be a fitting title for assisting in making the right decisions for your boat refit. Deciding to do a major refit (and in this nautical scribe’s opinion they are all major) is something that should only be undertaken after seemingly, but quite necessary, endless research and legwork. This is in addition to careful considerations to the scope and costs of the project, bracing yourself for contingencies, choosing the right yard and key personnel, and making sure you get more of what you need rather than what you want.
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Jarrett Bay Boatworks INTHEBITE.COM
DECEMBER 2021 21
Saunders Yachtworks
Saunders Yachtworks
Saunders Yachtworks Saunders Yachtworks executed a refit on the 68-foot Buddy Davis, Glassy Hooker. To the point, back in the day I owned a 42-foot, Maine-built, wood Downeast lobster boat. She was a salty craft and I did my best over nine years of ownership to keep her that way. One season, having had enough rain, wind, and sun, I decided to undertake a refit of the open bridge and add on an enclosure. Enlisting the aid of a suitable carpenter, and with an acceptable file of bar-nap drawings and somewhat of an idea of what it should look like in order to preserve her distinctive profile, we armed ourselves with all the instruments capable of massive destruction and restoration and got to it. Even with the best intentions and careful planning, once we got going we uncovered other problems that pushed the job timeline out further and added to the bottom-line expenses. PRIORITY “We get approached in different ways for a wide variety of projects,” says John Fitzgerald, president of Saunders Yachtworks of Gulf Shores, Alabama. “And one of the first questions we ask is, ‘How are you going to use this boat for the next five or 10 years?’” What follows is a list of priorities so you can put together a plan to take care of what is most important first and the rest to be done later. 22
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Of course, if there are no time constraints and money allows, then a more expansive undertaking can be laid out. “With sportfish boats being mostly seasonal, sitting in a boatyard is not the most favorable situation for an owner to be in,” Fitzgerald says. If a repower is in the plan, for example, then that should be done first so the boat can do what it’s supposed to be doing while a proposed salon do-over can wait. “We’ve had boats stay with us for over a year whose owners were looking to do an interior refit, exterior paint, a new mezzanine, and a repower, among other things.” One of the most important factors to consider is trust. That’s why you want to work directly with a top-of-the-line yard and, depending on the complexity of the project, this will help in determining how far you want to go. “We stand firm on our ability to keep the owner as informed as possible with weekly updates and pictures in order to mark our progress. If the owner cannot always be present, we will work closely with the captain and our assigned project manager. As a full-service yard, we even have specialty subcontractors to handle any assignments requiring that kind of attention including in-house, authorized engine dealerships, crafts, and vessel systems,” Fitzgerald adds. “We did a forward collision replacement on two sportfish boats,
REFIT SPECIALISTS A&J BOATWORKS
Established in 2004, and located in Stuart, Florida, off Indian River’s Willoughby Creek in Port Salerno, A&J Boatworks offers 50- and 100-amp hookups and repair services including DIY, hull, both outboard and inboard engine maintenance, props, AC and DC electricals, air conditioning, and paint and varnish work. The Travelift is rated at 50-ton max. Ph: 772-286-5339, ajboatworks.com JARRETT BAY BOATWORKS
The Jarrett Bay Marine Industrial Park is a 175-acre facility, situated directly on the Intracoastal Waterway on the central coast of North Carolina, halfway between Florida and New York. Its deep-water basin offers a 300-ton, 220-ton, and a pair of 75ton Travelifts. Jarrett Bay’s core 73-acre JBBW yard serves as the centerpiece of the park, featuring dedicated service buildings totaling over 140,000 square feet, surrounded by on-site major marine service operations, ensuring that almost any recreational, commercial, power or sail support needs can be met. Climate-controlled paint facility, ship’s store, dockage and fuel. Ph: 252-728-2690, jarrettbay.com RUBICON
Capt. John Crupi, a veteran of many major refits and builds, who has traveled the world for decades, established his consulting firm to oversee refit projects from start to finish. Knowing the full scope of a particular undertaking requires developing a Refit Book and can be the difference in bringing in an on-time, on-budget success. Pulling in industry-leading contractors along with his own deep experience, and keeping strict tabs on all expenditures, will take the guesswork out of the job for an owner. john@rubiconmaritime.com, rubiconmaritime.com SAUNDERS YACHTWORKS
Family owned since 1959, in 2012 Saunders opened a brandnew, full-service boatyard on 14 acres along the Gulf Intracoastal Waterway (ICW) in Gulf Shores, Alabama, with accommodations for vessels up to 130 feet in length. The facility provides dockage and long-term dry storage, and features the largest lift capacity for recreational boats in the northern Gulf of Mexico. The fully-enclosed works building is designed to include a 50-foot door height to accommodate custom tuna towers. Next to the works building, a 13,000 sq. ft. covered space allows a staging area for vessels in a weather-protected environment. Carpentry and machine shops are located here as well. Saunders Yachtworks is located at mile marker 155.5 on Gulf ICW and offers a 165-ton Travelift and 3.5-acre service and transient basin. Ph: 251-981-3700, saundersyacht.com SEABROOK HARBOR & MARINE
With 350+ boats spread out over some 14 acres, 80- and 120ton Travelifts, a 27,000-pound capacity forklift, and the ability
to handle refits, repairs, and just about anything that has to do with upkeep and getting you back in the water, Jeff Montz and his crew at their New Orleans, Louisiana, facility offer a fullservice yard with in-house teams specializing in repower, retrofitting, extensions, painting, and interiors among other needs. Ph: 504-283-6001, seabrookharbormarine.com TRIBUTE BOATS
With transom names such as Typhoon, Summergirl, HT Hook, Alican, and Donaken running deep offshore waters, Tribute Boats has garnered a stellar reputation for building superior custom sportfish boats. With its appeal to competitive and serious owners, as well as its selective clientele, this third-generation builder has earned its place among the rarified air of premier boat building. Ph: 561-262-6434, richjr@tributeboats.com VIKING YACHT SERVICE CENTER
The Viking Yacht Service Center in Riviera Beach, Florida, features floating docks and a 150-ton Travelift. Includes a 125foot by 150-foot open-end building with 50 feet of overhead clearance along with a three-story building with service bays and office space. With sister companies, Atlantic Marine Electronics and Palm Beach Towers on the premises, the Viking Service Center is a one-stop solution for routine maintenance, engine and generator overhauls, major renovations, mechanical, carpentry, fiberglass and electrical work. Viking purchased a second waterfront facility, a few docks north of the Viking Yacht Service Center on the Intracoastal Waterway. The two, full-service yards offer the boating community a high level of service. Ph: 561-493-2800, vysc@vikingyachts.com WHITICAR BOAT WORKS
Family owned and operated since 1947, Whiticar Boat Works was one of the first full-service marine facilities on Florida's Treasure Coast. Whiticar can haul up to 75 tons and 18’ ½” beam and specializes in engine and generator service, repower, stabilizers, electrical services, A/C, carpentry, painting. Now offering certified outboard repair and service. Located on Willoughby Creek in Stuart. Ph: 772-287-2883, www.whiticar.com WILLIS MARINE
Located on the site of the former American Custom Yachts site in Stuart, Florida, Willis Marine covers some 64 acres with an additional 90,000 square feet of boat building and manufacturing space. Covered repair and dockage facility is also available as is a 150-ton Travelift and an enlarged haul-out well for a 220-ton lift. Bausch American Towers and MarkCam Inc., the in-house design and CNC business, are now part of Willis. Additionally, a new waterfront facility east of NW Flagler Ave. in Stuart, Florida is being developed for new yacht customer deliveries very near the Stuart inlet. Ph: 772.283.7189, markwillis@willismarineinc.com INTHEBITE.COM
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Photo Credit: Viking Service Center
Viking Service Center located in Riviera Beach, Florida. which required us to make a mold of the sister ships and build new jigs. This meant everything had to be re-fabricated as per the original builders’ blueprints and computer files as to structure, fiberglass, electricals, you name it, in order to get them back to new.” What is a common point of conversation across the broad spectrum of yards is the importance of communication with everyone involved. This will ensure that once things begin, it will be undertaken in the most efficient way to make sure there is as little waste of time as possible and to avoid work order changes that can go through the alphabet very quickly. “As is practical, everything should be in place to make things flow from start to finish including having an outline of the full scope of the work before you even show up at the shipyard. And while there will always be discovery, you will still be able to keep your individual target in focus according to plan,” says Doug West of Willis Marine.
“A new owner/captain can often miss a lot of the details and cause the budget to soar.” Having a project plan means providing the service/project manager with an entire list of parts and materials to get an idea of lead times, contingencies, and how all the jobs involved may have an impact on each other. “In our experience, as most captains are not project managers, this plan is usually developed with an assigned project manager or managing company and the boat’s personnel for this stage of the proposal. With a captain that has been on the boat for some time, this idea works well. A new owner/captain can often miss a lot of the details and cause the budget to soar,” West says. FULL-SERVICE YARD VS. MARKET-PLACE YARD As far as full-service versus non-full-service yards go, there is a difference. “For example, Lauderdale Marine Center is a non-full-service yard in that it will give you a place to dock your boat while having access to 200-plus contractors for your project with no mark up or fee from the yard. The boat’s representatives will deal directly with these personnel. With a full-service yard, everything goes through the yard whether it is their contractors or subcontractors and will be able to negotiate prices 24
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accordingly. The big difference is that the yard will manage the project from start to finish with the vessel representative being responsible for the scope of the refit including lead times,” West says. “The important thing is when something pops up, someone has to be there to make the decision, sometimes on a daily basis, and make the call to the owner. This can have an effect on time and money.” You might want to also consider seeking out a boat builder/refit yard to handle your particular project if indeed your boat comes out of its factory. In this way, any targeted updates will be to the boat’s original specs. This can consist of, among other proposals, engine rebuilds/ overhauls, installing big ticket after-market items such as a Seakeeper gyro system, as well as other undertakings including mezzanines, pulpits, and electronics. “When one of our boats comes into the service center here in Riviera Beach, Florida, it is beneficial to our team as well as the owner because we have all the specific information from the New Gretna, New Jersey factory,” says Daniel Wilson, the Viking Service Center’s general manager. An important factor to consider is if you are going outside of your original builder, and doing such proposed alterations could void your warranty should it still be in effect, you must check this out first before undertaking the project. “In some cases, boat owners will change their minds after they take delivery. This mostly happens on an older boat without some of the so-called up-to-date, necessary features found on a newer model including skybridges, pulpits, towers, teak installs, and mezzanines. We’ll do a retro refit using the molds from New Jersey and when we are done it will look like it came out of the factory,” Wilson says. “We have six project managers here and a dedicated person who takes care of deliveries. They all like to work on a one-on-one basis to achieve the desired result.” ONE STOP SHOP The one-stop, full-service facility allows all the trades—including engine manufacturers, fabricators, tower people, paint building—to have access to docks, workspace, and Travelifts for any particular boat owner’s project. Most important is finding the right yard with a skilled labor force. “What we try to do here at the Jarrett Bay Industrial Park facility
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replace the batteries? And that’s just one example,” Chaszar says. As noted, keeping things on time and on budget is also a very important component of the process and the more organized you and your team/crew are will form the foundation on which you will find things going your way. “What makes a good project manager? Having that unique ability to see the end before you start,” says Capt. John Crupi, the founder of Rubicon, a consulting/operational management firm. Having been through decades of major refits he began his company in order to “manage significant refit projects and solve complex problems on a regular basis.” With details being the key, Crupi suggests you do a pre-refit survey and develop your project in a step-by-step process. Rubicon’s pre-planning book can cost around $30,000 to put together. To some it may be costly while to others it makes a great deal of sense. “You have to look at a boat as a business and in doing so, viewing any refit from this vantage point will greatly assist the overall success in bringing things home.” We discussed the importance of doing things in phases, this is to prevent tying the boat up with an arm’s length wish list. Rich Scheffer Sr., builder of Tribute Boats, suggests you should approach your particular project as if you were a boat builder. “Start with the most important things first; what needs special attention up front, and once done, you can get the boat back in the water as quickly as possible.” And if you are doing two jobs at the same time, avoid having the crews working against each other so as to compromise space and efforts. “Complete everything you start. For example, if you are doing a refit on your cockpit and bridge, have it all dialed in; new mezzanine, teak decking, livewell, tuna tubes, and electronics. And have the same team start and finish. Picking up where someone left off is not recommended.” Whether you are considering a minor or major refit, it can’t be stressed enough how important it is for you to create your wish list. And even within that, you will have generated the opportunity to scale things down from most to least important. “We like to schedule as many meetings as we can before a project is commissioned,” says Jeff Montz of SeaBrook Harbor & Marine in New Orleans, Louisiana. “This definitely makes it easier to create estimates, bring in shop forepersons, and depending on what is needed, assign a project manager. Most importantly, as every job has its own unique problems, and those which may be uncovered durRubicon managed an extensive refit on the 2013 95-foot Sea Force IX, Bonny Read. ing the project, we try to stick to schedules as much as possible.” If you are considering a refit, get it all out on the table. Everything SMALLER YARDS You might also want to consider working with a smaller yard, a sort of you are planning to do must be written down, discussed, decided boutique facility, and one capable of handling your refit almost exclu- upon and put in the initial schedule. Making a bunch of changes while sively. “Most owners come in with a general vision of what they want to the project is in process will only cost time and money. And while accomplish but a lot of them do not fully understand the processes and no two projects will ever be the same, and there is no real way to scope of work required to get them there,” says Steve Chaszar, presi- estimate the costs until a full analysis is done, you need a complete understanding of what you are attempting to accomplish before you dent of Stuart, Florida’s A&J Boatworks. What Chaszar is referring to is echoed by everyone else, whether yard bring the boat into the yard so as to avoid the dreaded, “As long or project manager, captain or owner, first timer or repeat customer— as we’re here…” conversation. You should set up weekly meetings, that no two projects are alike, even on similar boats. “Think of a repower whether on location or remotely, in order to keep yourself involved in job for example. Now that you’ve got those engines out, are you going the project regardless of having your personnel on site. While no one to finally Awlgrip? Rewire? Upgrade your gauges or change your mounts? refit will ever be like another, education is the key and the more you How about adding new insulation or LED lighting? Maybe it’s time to know, the more successful yours will be.
is cover everything from engines to soft goods, and present a small industry of experts, often working off each other to achieve the desired outcome,” says Jarrett Bay Founder and President Randy Ramsey. “Having all this in one place gives the owner the tools and expertise they are looking for.” While Ramsey is building bigger boats of better quality, Jarrett Bay’s refit business, comprising commercial and government work, yachts and sportfish boats, hauls some 700 to 800 vessels per year. These projects include boats with fire damage, those in such a bad condition that a total refit is necessary to something as simple as bottom paint and prop tuning. “Each situation is different and must be approached that way,” Ramsey says. “One of the things that I feel allows us to attract refit and repair work, regardless of which manufacturer built it, is our ability to deliver as high quality a finished product, covering ride, safety, and looks, as you can find in the industry,” he adds. “It all comes down to having the right personnel on the premises at all times.” Ramsey’s last point is well-taken and when carefully researching your individual project, it is a given that while the choice of a yard is paramount, it will be with those key craftspeople in whose hands you will place not only your boat but a great deal of money.
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HOW AESTHETICS
WILL SAVE THE AMERICAN SPORTFISHING INDUSTRY 28
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Today’s world is different. The new generation no longer falls back on tradition or looks to its predecessors for cues on how to proceed. They are pushing forward full speed ahead as they cut their own path based upon the greatest tutor currently known to man:
technology.
They say a picture tells a thousand words. If “they” are correct, the photo of a traveling angler with grin from ear to ear aboard The Hooker releasing blue marlin under the watchful eye of Capt. Skip Smith speaks volumes. It’s an exotic image like this snapped off the beaten path that triggers the adventurous spirit in all of us.
I
BY PATRICK KNOWLES
magine a time of consistent and identifiable customers who kept your order books, and the shipyards, filled to maximum capacity. An industry where business flows in as steadily as the tides. This was the state of the U.S. marine industry three decades ago upon my entry as an American yacht designer. The client base was well-grounded, stable and secure. INTHEBITE.COM
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As is the case in all industries, customer base and market share are subject to shift. So it should come as no surprise that there have been a few variations over the years. However, there is an even greater shift underway now, one that will soon be a game changer for all in our industry, particularly here in the U.S. There was a time when an individual would commission for himself a yacht, based upon tradition and etiquette, in a pursuit of immortalizing his success and achievements in a way that no other material possession could. Yachting was the crowning jewel, reflecting one's personal achievements. A legacy piece to be passed down generation to generation. To a certain degree, the success of the U.S. marine industry was supported by this predictable cycle in a seemingly endless parade of each new generation. This fueled an industry based on trust and personal relationships by previous generations and galvanized brand loyalty for many builders throughout the years. Today’s world is different. The new generation no longer falls back on tradition or looks to its predecessors for cues on how to proceed. They are pushing forward full speed ahead as they cut their own path based upon the greatest tutor currently known to man: technology. Through technology comes the exposure to thoughts and aspirations that influence their path unlike anything before. Our future clients are driven by peer influence, and it has become increasingly clear that what we once depended on as a guarantee— the generational flow of those who looked to their predecessors for guidance on the purchase and acquisitions of vessels—will in time evaporate. 30
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WE ARE FACING A COMPLETELY NEW ERA AND ARENA OF CONSUMERS
The advent of social media alone has shown that international brands across all sectors can be instantly elevated at rocketing speeds from the depths of obscurity while at the same time wellheeled familiar brands can be thrown into peril by effortless taps on a keyboard. Complacency in the analog age took years if not decades to erode the customer base of monumental brands, brands that readers of this article can readily recall. Today, smaller, downsized versions of once behemoth brands serve as vestiges of their once powerful brand strength and stability. Without brand loyalty in the new generation, we will have to wait and see if some of the industry’s most iconic brands will continue to stay afloat in this new digital age. What is the solution then? What will drive the market back to the states and fuel the success of global luxury brands in the industry and beyond?
AESTHETICS
The currency driving the tides of change in this global game is the equal weight of design and aesthetics with the function and purpose of the vessel. The automotive industry is an example of such a reality. At first glance the cab of today’s four-door work truck can easily be mistaken for the cabin in a luxury four-door Sedan. This isn’t unique to a singular brand, this is the new norm, and it is a wake-up call to the fact that aesthetics is now in the driver’s seat. Every space must be termed valuable not only in usage, but also in visual design.
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Today’s modern engines supply more than just a performance boost. Quiet operation, no smoke, and industry leading power-to-weight ratios can make your old boat new again. Choosing a partner for your repower project is just as important as choosing the right engine. With over 165 years combined experience of supplying power solutions to the marine industry, the highly qualified sales and engineering team at Johnson & Towers and Western Branch Diesel will collaborate with you to determine your desired performance characteristics and ensure that the best solution for your boat is selected. And with locations along the coast — from New Jersey to North Carolina — you’re never alone when you need support.
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As sportfishing embodies a truly American passion, it is here I see the biggest opportunity for a collective stronghold. It is more historic and become more popular in the U.S. than anywhere else on the planet. I think we can agree with confidence that we own this game. We can maintain that status by looking at the state of the U.S. motoryacht industry and heed the lessons learned there. After almost 30 years of mostly superyacht design work, in the past four years, I've had the privilege of designing five very interesting sportfish projects, which is a relatively new sector for me. With the exception of two, all were American clients. Of all five vessels, the driving factor was, you guessed it, aesthetics. Please allow me to state the very obvious before I proceed. All of these vessels are fighting machines and each and every one of these owners are avid sportfishermen. It goes without saying that the specifications and appointments that make a boat a sportfishing boat were indeed an integral part of their build/re-fit program. That being said, an emerging driving factor is that today's new and ever-younger owner is looking for a boat to function, perform and operate as a fighting machine. Yet it is still expected to have the aesthetics of everything else in their life. Now more than ever, thanks in part to the advancement in technology, the details and nuances of one's personal brand extends to, and is incorporated in, every aspect of their world and in all of their environments. Movement between their residences, their airplanes, their yachts, and now their sportfishing boats, has become a seamless transition where all environments are familiar and symbiotic and thus continuity is achieved. Not only is this becoming the number one ambition for the new generation of yacht owners, but an opportunity for all of us in the industry. We now become problem solvers creating a way to bring consistency into an ever-changing world Aesthetics is the whistle and, the louder the blow, the greater the following. Armed with this perspective, one can see how quickly our clients can and will disappear to follow the designer with the most visibly appealing, buzz-worthy projects at the time. So as not to appear sanctimonious, as an American yacht designer I include myself in the following statement: as an industry, we have fallen asleep at the wheel when it comes to keeping up with the times. Collectively, as an industry we can recognize and acknowledge who our clients are by clocking into the DNA of a somewhat foreign mindset. There needs to be a general open-mindedness about the new generation. Die-hard yards that insist on remaining stubborn to tradition need to offer clients modern aesthetic options to bring in new owners while servicing and retaining their traditional clients. This is the only way to keep American yards alive and open for years to come as foreign builders take buyers away one boat at a time. There are many positives to this shift. Though this new generation thinks differently than the traditionalists, there is something to be learned from both sides. Those entering the market with newly amassed wealth and an interest in sportfishing without the weight of what “should be done” will bring new creative ideas to the industry, while those who have lead the way in the American sportfishing market will have the opportunity to teach the proper traditions, care and maintenance to a new generation.
IT IS TIME TO ACCEPT AND EMBRACE THIS CHANGE
As global stewards leading the way in the sportfishing sector, we risk being beaten at our own game. Global brands may already be eating our meals, perhaps already on the second course, but there is still meat on the table. It's time for the U.S. Marine Industry to reclaim its seat at the dinner table. Wake up! Our new client is here! 32
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A Cockpit Refit
T
PHOTOS AND TEXT BY DALE WILLS
here’s no denying a well-maintained and bristol-looking teak cockpit says a lot about a boat. Its overall look is a sense of pride for most captains and crew, especially after it's cleaned and the boss is scheduled to show up. The benefits of teak are many aside from just its looks. It reduces glare, improves sound proofing, adds traction and increases the overall durability to the most frequently used area on a sportfishing boat. Ironically, plenty of synthetic “lookalike” options do exist and the yachting industry is increasingly adopting alternative products. Whether sportfish boats will embrace any new alternatives remains to be seen. Today natural teak remains supreme.
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For those of you considering a cockpit refit and replacing or adding new teak, we reached out to a few trusted teak tradesmen with the goal to help you get the most out of your next teak refit. Beware! Due to increased demand, teak prices have tripled in the last two-and-a-half years. Be prepared for a little sticker shock, especially if you have replaced decks in the past.
COST FACTORS
Teak panels Two-inch gutter around the perimeter of the teak deck, aka Carolina Style.
The cost of replacing or adding a teak deck and covering boards will depend on several factors: 1) The size of your cockpit and the amount of teak needed to complete the job. 2) The amount of cuts or labor needed—obviously more labor is needed for a mezzanine and multiple hatches. 3) Repairs needed. If replacing existing teak decking you always run the risk of finding rot in any portion of the sub-deck, especially in and around hatch areas. Be prepared for the discovery. 4) New hardware to be replaced. Ex: rod holders, deck latches, shocks, hinges.
COVERING BOARDS
When replacing covering boards, keep in mind bolster style options. A flat or crown bolster are your two main options. A crown or radius bolster can provide a little more style and comfort and is the most popular choice today. A flat bolster will provide a nice clean look. The number of visible seams on a bolster can be indicative of the job quality. The less noticeable the seams the better. Also, variances in the teak grain, with regard to the overall look, should be kept to a minimum. Take a look around at other boats and you will notice a variety of quality in teak covering board cuts.
ROD HOLDERS
● Application: Teak panels or teak strips
New rod holders can really freshen up the overall look of the cockpit. Boltless rod holders are the most popular today and you have several manufacturers to choose from. As a precaution make sure you have adequate support and reinforcement on the backing of your rod holders. Especially if using heavy tackle. The placement, degree of rod angle and the amount of “kick out” for each rod holder is also important. It’s a good idea to confirm your options with your installer to avoid any surprises.
● Factor in costs to repair rot
DECK HARDWARE
TEAK DECK REFIT CHECKLIST
● What style covering board? Flat or crown ● How wide is the covering board? ● Confirm new rod holder brand: Boltless, swivel, traditional ● Rod holder positions & angles & reinforcement ● Hatch refit: Watertight with gasket, locking, non-locking ● Latch hardware and shocks ● Hatch hinges: Sizes ● Hatch insulation: Yes or no ● Merritt or Carolina style deck
When replacing your teak deck, it's also a good time to upgrade and replace your latch hardware. Several different options exist. Southco Inc. is the hardware manufacturer of choice for Craig Mitchell of Teak Shiek, who specializes in teak decks at Viking Service Center. “The vast majority of deck latches we replace today are the three-inch flush ‘dog down’ latches. They look nice and work really well,” Mitchell says. Hinges are another item to evaluate on your deck hatches. Make certain you have adequate hinges to support any increased weight of new teak to a hatch lid, especially if adding a new deck to an older boat. You’ll also need to re-evaluate your hatch shocks to make sure they are adequate. If you don't use shocks, be certain your hatch hinges have enough clearance when a hatch lid is fully open and resting on the deck. You can easily bend hinges with inadequate clearance. A semi flush hinge is usually optimal.
● Sand every two years for max longevity INTHEBITE.COM
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Noticeable seam
Boltless rod holders
Clean, seamless looking teak
Southco, Inc deck latch
MERRITT OR CAROLINA STYLE DECK
gaps on uneven decks and moisture intrudes and begins to cause rot,” says Derek Lynds of Derek Lynds Custom Yacht Works. Ask your installer what type of application he is using and understand the tradeoffs.
Most boat builders have adopted the Carolina Deck utilizing a couple inches of “gutter” around the perimeter of the teak deck. The gutter is easy to chamois and actually helps a deck dry quicker (water runs off into gutter versus puddling on deck) and from a maintenance standpoint it's easier to sand because you don’t need to protect the hull side while sanding the teak deck. The “Merritt” deck runs the teak deck flush up against the hull side for a traditional look.
TIME
The good news is your new teak deck and covering board can last up to 12 or 14 years with proper maintenance. A rule of thumb is to professionally sand them every two years. Obviously if you do this more frequently you will decrease its longevity. The biggest no no is cleaning teak with the grain. If you do, you are inadvertently scrubbing out the softer teak and little by little leaving deep grooves in the grain.
PANEL VS. PLANKS
A newer trend with boat builders is applying teak panel decking versus hand-laid individual teak plank strips. The teak panels come in various sheet sizes and can save builders installation time and costs. However, it can be argued that nothing will adhere to a boat's sub-deck like individually hand-laid teak strips. “Most of my repairs to teak decks involve teak panels. Panel sheets can leave 36
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WARRANTY
As Derek says, “God grew the wood and you never know when one will crack.” Most installers stand behind their work but once the job is completed it is difficult for any installer to offer a warranty. Anytime you glue or adhere a board to a sub-surface, the board will expand and contract as a result of the environment. When this occurs over and over you always have the possibility of a board cracking. It's the nature of the wood. It's also a good idea to install your new teak decking as one of the final exterior projects on the refit list. You would hate to hear another vendor accidentally dropped something that damages the new deck. Finally, do your research and find an installer with a good reputation who specializes in teak decking. You can be involved as much or as little in the decision-making process. After all is said and done you will spend countless hours looking over your cockpit deck while fishing, it's a great feeling knowing it's done right. Thanks to Derek Lynds Custom Yacht Works Ph: 772-201-9576 and Craig Mitchell of Teak Shiek Ph: 561-531-0684 as references for this article.
STUART, FL
833-GAME-FISH
GAMEFISHERMAN.COM
1807_SEABROOK_1-2h.indd 1
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SONAR EVOLVING Top Professionals from Around the World Talk Sonar BY STEVE KATZ
I
t was standing room only at a recent National Marine Electronics Association educational session about sonars. Professionals from around the world came to learn about the latest equipment and trends. Presenters included: Furuno, the most popular sonar in sportfishing; Kongsberg Maritime (Simrad Norway—not the same as Navico’s Simrad brand) spoke about their new Simrad SY50 Omni sonar; Koden, a longtime Japanese commercial fishing equipment manufacturer discussed their products; and Atlantic Marine Electronics (AME), a subsidiary of Viking Yachts, shared their experience from installing over 100 sportfish sonars.
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We learned a lot during that round table seminar. Whether a new marine electronics dealer or a seasoned professional, we walked away with information to share with our customers. Here are some of the highlights.
FURUNO
Furuno continues to offer the most popular Omni style sonar installed in sportfishing boats. The term Omni refers to the ability of the sonar to scan the water in a 360-degree circle without moving parts inside the sound dome and essentially producing a live view of the water under the boat. Furuno’s Omni model, the CSH8LMK2, is an eight-inch diameter sonar and comes in two travel lengths: 400mm and 600mm. The 400mm is typically used for installations where the tank (fiberglass tube) is installed in the keel. The 600mm travel is for installation where the tank is located off center of the keel and therefore needs to extend farther into the water so that the sonar signal is not blocked by the keel. How much room do you need for a Furuno CSH8LMK2 Omni? For a 400mm sonar, the tank (fiberglass tube) has a recommended minimum length of 24 inches and the 600mm tank has a minimum recommended length of 32 inches. The hoist is the main component inside the boat and is mounted to the top of the tank flange. It has a minimum recommended height of 30 inches for a 400mm tank and 36 inches for 600mm tanks. Additional clearance is desired, especially to access the manual hoist raising fitting. The CSH8LMK2 is sold as a complete package, including a motion stabilizer with an optional handheld remote. This sonar is available in one frequency, 85 kHz, which works well for sportfishing. While today's CSH8LMK2 is hard to beat, it’s rumored that Furuno is already working on the next generation of Omni sonars.
SIMRAD NORWAY
Kongsberg Maritime (Simrad Norway) has recently introduced the Simrad SY50, an eight-inch adjustable frequency Omni sonar. This new Omni sonar has a few innovations that have not yet been available on other units and is the smallest sonar from Simrad Norway. One innovative design is that the transceiver electronics have been built inside the transducer housing, eliminating the traditional large transceiver box typically installed in or near the engine room. A stabilizing system is included for electronic pitch and roll compensation and is built into the transducer housing. It is expected to provide excellent stabilization in rougher water. The SY50 operates at a lower frequency than the Furuno, with a midpoint of 57 kHz but adjusts lower or higher from 54 to 60 kHz in steps of 0.5 kHz. Besides an
expected longer range due to the lower frequency, the big advantage of the adjustable frequency is that interference from other boats’ sonar systems on the same frequency can be eliminated by adjusting your system away from neighboring boats’ frequency. As many of you with the Furuno CSH8LMK2 have learned, nearby boats with the same model and frequency sonar can create interference in the received sonar images on both boats. The SY50 is a good fit for boats with limited space due to the reduced number of components. The communication between the hull unit and the computer on the bridge is limited to a single Ethernet cable. Both the hull unit and the computer can operate on DC power, whereas most other Omni sonars require AC power. No large computer boxes in the engine room or helm and a compact helm control keypad allows for SY50 installations in boats that can’t fit a traditional Omni sonar.
KODEN
The Koden six-inch KDS-6000BB and eight-inch KDS-8000BB are the world’s first Broadband searchlight sonars. This is a searchlight sonar that incorporates a transducer inside a sound dome that rotates to cover the programmed area, up to a 360-degree circle. Due to the time it takes the moving transducer to scan the water, the picture is not quite live like an Omni. However, it does a good job of presenting a detailed view of the water under the boat. These KDS sonars have an adjustable frequency range—originally 130 to 210 kHz with a recently introduced 80 to 90 kHz frequency—chosen at the time of purchase. As with traditional sounders, the lower frequency units have a longer range than the higher frequency. The KDS sonars operate on 12v or 24v DC, and do not have a large transceiver box, just a compact processor mounted near the helm. The KDS units have an adjustable travel length, allowing for a tank length as short as 26 inches and a hoist height above the tank flange as short as 16 inches for a more compact throw unit. These features, along with the smaller six-inch diameter unit make it a good fit for center consoles and smaller boats that don’t have available height in the machinery spaces.
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JRC (JAPAN RADIO COMPANY)
JRC is a Japanese company founded in 1915 as a communications technology company, specializing in commercial marine equipment and is best known by pleasure boaters in the US for its radar systems. Along with many commercial sounders, JRC manufactures sonars, including an eight-inch Omni sonar that fits into the same eight inch tank (tube) as other popular eight inch sonars. The JFS-280 is a fully stabilized omni style sonar, with a variable beam angle and is made up of similar components—such as hoist, transceiver and processor— as other omni sonars. The JFS-280 is unique with its stainless-steel transducer housing, which reduces maintenance of the underwater components.
MAQ
While MAQ was not in attendance, it was represented by AME. In 1978, MAQ Sonar designed and built the first Omni Sonar for the commercial fishing industry. Their current products for sportfishing are an eight-inch Omni sonar, available in two different frequencies, MAQ 90, MAQ 60. The MAQ requires slightly more room on board than the Furuno while the MAQ tank (fiberglass tube) has a recommended minimum length of 38 inches and the hoist has a minimum
installation is different, most sonar manufactures recommend incorporating bracing for the tank to keep it rigid with the hull structure. Additionally, the fairing or fairwater where the sonar tube exits the hull is extremely important to the performance of the sonar both when running with the unit retracted and when trolling with the sonar deployed.
VENTS
Some boats seem to trap air inside the sonar tank, above the retractable sound dome. This can affect the ability to raise the sonar and can create interference in the sonar image due to air bubbles streaming out from the tank. Boats that operate at high speeds may need to vent the buildup of air and water forced into the sonar tank. In situations like this, the installation of an air vent valve at the top of the sonar tank may be a good idea, the termination of this vent is installed above the waterline and possibly plumbed directly overboard. This system includes a valve at the top of the sonar tank to be opened manually to expel trapped air as needed.
TANKS OR TUBES
Most of the popular sonar manufactures adhere to a standardized diameter and mounting flange bolt pattern. The popular eight-inch sonar offerings from the manufacturers above all use the same tank size allowing a boat owner to install or swap sonar brands without changing the structural sonar tank. Additionally, a sleeve kit is offered to install a six-inch sonar into an eight-inch tank. The sleeve kit could be a good way to prepare for the future. Installation of an eight-inch tank with a six-inch sleeve allows a less expensive searchlight sonar to
recommended height of 40 inches. The rest of the components of the MAQ are similar to the Furuno CSH8LMK2, such as the transceiver, processor and control keypad. AME is currently testing the MAQ sonar on a Viking.
WESTMAR
Not in attendance but worth mentioning, Western Marine Electronics (Westmar) has been around since 1965 and manufactures a wide variety of commercial marine systems, such as thrusters, stabilizers, navigational sonars and fishing sonars. This equipment is made near Seattle, WA. They offer a dozen models of searchlight sonar in six inches, eight inches and 10 inches, all with a variety of frequencies and power sources.
REAL WORLD TAKEAWAY FROM THE PANELISTS AT THE NMEA EVENT
Choose an experienced boat yard and fiberglass company to install the tank (tube) into the hull. Most of these units require an eight-anda-half-inch diameter hole cut into the hull to accommodate the supplied fiberglass tank. The tank needs to be installed in a location that provides for the best performance based on the underwater design of the boat with working access to install and service the mechanical parts of the sonar system mounted on top of the tank. While each 42
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Stainless steel vent system installed on a Furuno retraction tank flange.
● Lower the sound dome and check for damage, marine growth, tightness of fasteners, shaft condition, tank guides and especially check the condition of the Zinc (sacrificial anode) if equipped—replace as needed. ● Inspect for marine growth inside of the sonar tank, excessive growth can cause problems raising or lowering the sonar. ● Inside the boat, check the shaft packing and replace if needed, along with greasing the moving parts and checking the condition of the cabling and associated hardware and connections. These sonars are sold and installed by experienced marine electronics companies who may customize the installation based on their experience for each boat. The same goes for the fiberglass work needed and selecting the proper location to install the tank securely in an area for best sonar performance and ease of service. If you are in the market for a new sonar or an upgrade of your legacy equipment the options are many and the base of skilled marine electronics dealers is expanding. An eight-inch diameter slug skillfully cut from the keel for the sonar retraction tank. be installed while making it possible to install a larger eight-inch sonar in the future without incurring the cost of removing the six-inch tank and installing an eight-inch tank.
SUPPLY CHAIN
SEA TRIAL AFTER INSTALLATION
The marine electronics installer should perform a sea trial with the captain to confirm proper operation of the equipment. The sonar should be interfaced with the boat's GPS to provide speed and heading at a minimum. The speed input is used to automatically retract the sonar after a predetermined speed, such as 12 knots or similar, to avoid hardware damage at higher speeds. This feature should be tested during a sea trial. The sonar directional aiming should be confirmed using a fixed object, such as a buoy, pier or even a deployed target. This assures that the sonar transducer is properly oriented with the bow of the boat.
SETTINGS
Sportfish boats travel to many fishing grounds throughout the year. The settings of your sonar will vary depending on where you are fishing, especially due to the salinity of the water—the lower the salinity the better the performance. The sea water temperature and thermoclines can affect the performance of your sonar. Air temperature and sunlight can heat and cool the surface water to varying depths of the ocean, and as cool water meets warm water a thermocline layer is formed. A thermocline can have the effect of refracting the Sonar beam and reducing the detection distance. Rain can affect the reflected sonar transmission since it causes surface noise much like boat wakes and prop wash. Learning your unit's settings is important to allow you to make adjustments quickly as environmental conditions change.
PREVENTATIVE MAINTENANCE
Now that some boats have had sonars for a few years, preventative maintenance should be performed whenever the boat is hauled out of the water, or sooner if needed. While each manufacturer has specific maintenance guidelines, here are a few generic tips for when the boat is hauled out on land: 44
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Despite back orders and order delays for many products, the marine electronics industry has been getting by with limited supply and creative compromises. Until the late summer of 2021, the availability of the Furuno CHS8LMK2 Omni sonar was on par with other years and shortages were demand-based. At the end of the summer, Furuno announced raw material shortages were delaying the manufacturing of the popular CHS8LMK2 at least until spring 2022. While this delay has forced many boat owners to put their sonar project on hold, you can still make progress in installing an Omni sonar. The industry standard eight-inch fiberglass tube (tank) and watertight sealing cap kit are currently available. If you already have your yard time scheduled, you can continue and install the sonar tube and cap it. Once a sonar is available, you can haul the boat and install the underwater components in short order. Additionally, since the eight-inch tube is universal with popular sonars, you can install another brand on your boat if you can’t wait for the Furuno CHS8LMK2.
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SERVICE AND UPGRADE CENTER • Cockpit mezzanine retrofits • Full paint services • Running gear & engine alignment services • Tuna tube & live well system design & fabrication • Watermaker & Eskimo ice chipper installations • Customized cockpit & flybridge air conditioning systems
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THERE ARE MANY FACTORS TO CONSIDER WHEN REPLACING OR REBUILDING YOUR ENGINES BY CAPT. KEN KREISLER
Photos: Bayliss Boatworks
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C
onsider this: You are an ocean-trotting, horizonchasing, deep-water fishing enthusiast always keeping your lines tight and in search of hooking up with something really challenging. To that end, your pride and joy is a trickedout-to-the-nines, fully-found, big-shouldered, sportfish machine capable of providing you and your crew with extraordinary, exciting and often lucrative adventures.
“A rule of thumb floating around to try and get a handle on costs, give or take a few hundred thousand, is if you want to replace engines take the cost of two of them and throw in the cost of one additional engine.”
“With any repower project, whether aboard a custom or production boat, requires a great deal of research,” says Capt. Rich Barrett, a veteran of similar undertakings who has been on Shark Byte, a 73-foot Bayliss build since the boat was contracted in 2009 and delivered in 2011. “We use the heck out of our boat and with the M94 MTUs at 2,600-hp each getting up there in hours, decided it was time. With those engines, we were on target to reach that hour benchmark where we would have to rebuild.”
THE DECISION
As owner and captain put their collective experience and knowledge together, after extensive research it was agreed upon to replace instead. “To do the teardown on the M94’s would require the engines to be taken out of the boat anyway, do the necessary work, put them on a dyno to check them out, and then back in,” Barrett says. “We would still have the old technology and, in the end, wind up with a limited warranty. With the new, and far superior M96’s possessing the latest and greatest technology, and for a full five-year warranty along with the resultant up-tick in performance, we went with the replacement.” Besides deciding on whether to rebuild or replace, there is a downstream effect to take into account while you are going through the planning stages and is the kind of situation that can lead to a becauseand-affect result: Because I am doing this it will affect how much more this is going to cost. 48
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Firstly, those engines are not going to come out of your engine room willingly. Remember, they were installed when the boat was on the line and wide open. They are instead going to cause much fuss and bother, often resulting in having to cut that beautiful, highly-varnished teak transom along with bulkheads, decking, and perhaps your mezzanine, maybe move a genset, or two, and perhaps that wonderful Seakeeper gyro along with lots of other equipment in order to free them from their comfortable confines. Then, there are the engine mounts and stringers, transmissions, shafts, struts, props, wiring, pump room contents, mufflers, plumbing, electronic controls and gauge clusters. Add installing that extra service hatch in the salon floor you always thought was missing along with some other upgrades, and any other part of the puzzle that will go into making things work smoothly and efficiently. And of course, the engine room will need to be repainted. Just saying. However, on the flip side, researching a top-notch yard, with the ultra-skilled, veteran labor artisans and craftspeople necessary to make it all seem like it never happened should be a top priority before ordering new power or having your old ones rebuilt. Everything should be listed on whatever estimate, wish list, and built-in contingencies and timeline you are working on. And don’t forget geographical location and a suitable indoor, temperature-controlled work building to take bad weather out of the equation.
WARRANTY
If this kind of major project is showing up on your radar screen, the optimum situation would be to have it done by your boat builder. They have the plans, layup schedule, and other background information to all but ensure a positive outcome. But if you are in the position of having to choose a yard, do not be penny-wise and dollar foolish. Leave no stone unturned in selecting only the best and most capable of facilities and the one you are comfortable with. In these cases, reputation goes a long way.
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SPECIFICATIONS COMPLETED: July 2011 LENGTH: 73’ BEAM: 20’ DRAFT: 5’3” ORIGINAL POWER: (2) M94 MTUs with 2600 hp each GENSET: (2) 30 kw Northern Lights DRY WEIGHT: 100,000 lb. FUEL CAPACITY: 2750 gal. WATER CAPACITY: 450 gal. WATER MAKER: FCI 1800 Gpd HOLDING TANK: 200 gal. INTERIOR LAYOUT: 4 staterooms, 3.5 heads COCKPIT LAYOUT: Mezzanine style stainless steel grill/ deck box, transom fishbox/live well, stainless freezer BRIDGE LAYOUT: Custom Bayliss Boatworks Center Console EXTRA: Teak Transom, Teak Toe Rail, Cockpit/ Mezzanine, Tower, Removable Pulpit, Cockpit AC “An important factor, which is usually the primary driving force in doing this, from the consumer standpoint, is of course costs,” says Brett Halavacs Regional Sales Manager for Johnson & Towers and Western Branch Diesel. “Choosing new versus old you will be getting all new warranties and while one could rebuild with limited coverage on some parts, the decision should be looked at with a long-term perspective.” A gauge to measure things by is with your engine manufacturer’s TBO, or Time Before Overhaul. “On given applications based on load profile and other calculations we provide our customers, as well as looking at certain emission certifications and degradation cycles and other factors, guidelines are provided to assist in making the right decision at the right time,” Halavacs says. “And remember, there is no such thing as a drop in. There will always be challenges ahead when replacing machinery.”
COSTS
A rule of thumb floating around to try and get a handle on costs, give or take a few hundred thousand, is if you want to replace engines take the cost of two of them and throw in the cost of one additional engine. With rebuilds, the cost of the parts and other hardware plus that of another engine will get you in the ballpark. Then, depending on the total scope of the project, and as each undertaking will have its own identity and uniqueness, it is unfair to try and gauge what yours will cost as compared to another boat’s. Your fixed costs are always going to remain the same, that being hourly labor and related yard numbers. Purchases from your engine manufacturer and other similar equipment will often turn up some degree of variation. 50
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Another factor to consider is what is found during the work and of course, what will be the additional financial add-on. “Compared to what we estimate at the outset of the project, for example, if a job is $100,000, we might see $10,000 extra. For a million, perhaps $100,000,” says Judd Beatty, the Bayliss Yard Supervisor who was a hands-on participant during the work on Shark Byte. “There is usually about 10 percent in additional expenses an owner might see during a major job. And as far as rebuilds go, you do not want to do it in the boat because once you get through all the work, and fire things up only to find an anomaly, no one, not owner, captain, or involved yard personnel, is going to be comfortable with that. If this is the route, do the work, do it in the shop and run it on a dyno to make sure everything is good.” You might also run into some problems with upping your horsepower and engine manufacturer as this will most likely result in restructuring stringers, footprint of the engine beds, running gear and props along with other components. With heavier power than your boat was originally designed and engineered for, your movement through the water will be affected. Taking on either an engine rebuild or replacement is not for the meek and mild. It can take your boat out of commission for perhaps six months or more and, in the end, cost an astronomical amount of money. Make sure your research is thorough and comprehensive with everyone involved before putting your signature on a contract. Visit several top yards to get the big and complete picture. It’s a good idea to get in touch with others who have been through the same undertaking you are about to get involved with. Choose wisely.
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A REFIT CASE STUDY
ITB STAFF REPORT
2008 61’ Spencer, MJ’s 54
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urchasing a 2008 boat in need of updates has its advantages. During a 10-month search to find such a boat was exactly what Michael Yocco and his father Joe accomplished.
THE FOLLOWING WORK WAS DONE DURING A FOUR-MONTH REFIT • Two Seakeeper 5s (USA Stabilizers) • Furuno Omni Sonar (South Florida Services OEM) • Hardtop removed • Tower and hardtop production (Palm Beach Towers) • The hull prepped for paint (Eagle Eye) • Full engine service • Hull lifting strakes removed • More electronics added (Poseidon Electronics) • One week to paint the hull (Eagle Eye) • Paint finished (Eagle Eye) • Transom Art (Monique) • Trim Tabs (Humphree Trim Tabs) • In the water to Palm Beach Towers • Tower and hardtop installed in a week (Palm Beach Towers) • Electronics finished (Poseidon Electronics) • New teak deck (Carpenter on Board) • New couches installed (C2Shore) • New exterior soft goods (C2Shore) • New fighting chair Four months later MJ’s is ready to go fishing!
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Tip: When painting the hull have your painter spray a small sheet of aluminum to use as a color palette for different color variations. This also works well for selecting your boot stripe color. In conclusion, the MJ’s case is a prime refit example where the purchase price and upgrades are in balance with current market values.
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“Our approach was to find a boat within a certain budget which included the purchase price and any upgrades we wanted. Then ask ourselves if the cost of refitting a boat is worth it based on the value post-refit,” Yocco says. The 2008 61’ Spencer fit that criteria. The boat was purchased in December 2020 following a survey to ensure the engines and the boat were sound. Having owned boats for most of his adult life and with experience on three previous refits—including a 28’ Topaz, 31’ Blackfin and 55’ Blackwell—Michael Yocco knew exactly what he was getting into with the Spencer. “I could have spent the money for a turn-key boat but it still would not have been outfitted the way I wanted. You are always going to redo something when you buy a pre-owned boat, regardless of how nice it is. Buying a pedigree like a Spencer made the expense of ‘making it the way you want’ a lot easier and justifiable. I was prepared for a refit. The biggest challenge was managing all the moving parts of the project and the stress of making on-the-spot decisions,” Yocco explains. A few weeks prior to the boat's arrival in Palm Beach, Florida from Costa Rica, Yocco scheduled everything for the boat's refit. Electronics were purchased, subcontractors were all given deposits and vendors and contractors were scheduled weeks in advance. Most of the work was performed at Seminole Boat Yard, a marketplace model yard in Palm Beach Gardens, Florida. Michael admits strict coordination of the contractors during the refit was key. His experience with project planning and being in the yard every day was instrumental in the project's success. Providing guidance for the little nuances that arose also helped keep the project moving, despite using experienced vendors. Michael’s overall approach to the refit was simple—upgrade the 61’ Spencer with the latest equipment and technology for travel and fishing. Mission accomplished.
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SOFT GOODS UPDATE SIMPLE ADVICE ITB STAFF REPORT
C-Worthy Custom Yacht Canvas 60
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“
H
usbands are not allowed to pick out colors without a note from the wife,” reads a sign in the office of Mike Erricson, president of Canvas Designers Incorporated in Riviera Beach, Florida. And when refitting a boat interior, it’s probably in the best interest of most husbands to bring along the wife. The old saying “a happy wife, a happy life” or in this case, a happy boater, certainly applies.
Simple interior updates, such as replacing blinds, adding accent pillows or updating the carpet, can be completed tastefully with a DIY project. However, to completely renovate and modernize any boat interior we highly recommend seeking expert advice. The nuances of how a boat is used, the environment it operates in and structural characteristics are a few dynamics that come into play. Consulting with a reputable interior design professional will save time and frustration in the long run. For the sake of this article we reached out to a couple industry experts seeking fundamental advice to update a boat's soft goods.
PLAY IT SAFE WITH COLORS
The number one piece of advice is to play it safe with neutral colors. You can’t go wrong if you do, especially down the road when the boat sells. Whites and greys have certainly become popular over the last four to five years and it's only a matter of time before a new trend will emerge. Utilize neutral colors in your furniture and “get your personalization or ‘pops’ in the pillows and accessories,” Ericsson says. Unlike a home where you have more space to get creative, everything on a boat is smaller and scale is critical. You may be tempted to use extravagant patterns and fabrics throughout the interior design but as Ericsson advises his clients, when the boat goes up for sale that may not be in the best interest to a buyer.
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Canvas Designers
Canvas Designers
REPLACING BEDDING
Several companies specialize in marine bedding and offer excellent product knowledge and selection. With regard to bedding, most everything needs to be custom made including the sheets, bedspreads and mattress. As you know, “custom” can get expensive. Ericsson shares another alternative which could save a little time and money: purchase bedding, including the mattress, from your local department store then have a reputable tailor custom fit it to your boat.
SOFT GOODS DO’S & DON'TS ● Do provide ample time for your soft goods to be ready. Six to 12 weeks is average. ● Do keep interior/exterior color choices light or neutral in color. ● Do personalize with pillows for a custom element.
WALLPAPER
Wallpaper can be used to refresh a boat's interior look. Generally, the goal with wallpaper is to lighten the interior, especially on older boats with darker teak interiors. Selectively using wallpaper to cover and expose teak accents can update and refresh a dated interior. Today’s commercial wallpaper can look like most anything and will hold up well in the marine environment. Use a clay-based glue and caulk the edges to eliminate any curling.
● Don’t wait until the end of a refit for interior updates. ● Don’t take delivery of your boat the week of a holiday—things don’t always go as planned.
CARPETS
Carpet choices are vast and can be replaced fairly easily on a boat. Select something you like but be certain it has top-of-the-line stain resistance. Things will spill and foot traffic will make the carpet dirty. Add a runner to protect it. Also, if your boat doesn't have it, invest in Soundown Carpet Underlayment. The product significantly reduces engine room noise and will add a softer feel to the carpet.
● Diamond quilt stitching ● Lumbar support ● Knee roll ● Portable arm rest and drink holder
“If your boat doesn't have it, invest in Soundown Carpet Underlayment. The product significantly reduces engine room noise and will add a softer feel to the carpet.” EXTERIOR CUSHIONS
Carol Dykes of C-Worthy Custom Yacht Canvas Inc. in Pompano Beach, Florida has been in business for over 30 years and shares some valuable tips on exterior cushions. One of the first things Carol evaluates with her clients is the different amount of cushion to use. “I like to let the customer sample the different density and thickness of the cushion. Depending on the owner's physique we’ll let them try out 62
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C-Worthy Custom Yacht Canvas
The World’s Most Powerful and Advanced, Low Profile Electric TEEZER - DREDGE Reels
ALL AMERICAN MADE Features Include:
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The TD-2000 is designed for recessed installation within the hardtop of a sporfish flybridge and is the ideal size for existing overhead teaser reel compartments. It’s also ideal for mounting within hardtop of outboard powered center console boats. Pull multiple heavy dredges or teasers with ease. Prospect memory feature allows you to toggle back and forth between two locations to locate fish. Compact dimensions: 20” Wide X 16” Long X 7 1/2” High
• Each spool driven by its own motor for precise control • Two TEEZER spools each hold 300 feet of 300 lb. mono. Max speed 464 fpm (TD-4000 only) • Two DREDGE spools each hold 679 feet of 400 lb. Mono. Max speed 419 fpm • Optional remote keypads (TD-4000) • Ability to program each spool separately • Spool guards and line guides • Variable speed control enables you to adjust speed for sea conditions • Alarm alerts you anytime spool moves • Digital readout for each spool • Remembers all settings when turned off • 12 or 24 Volt DC (TD-2000) • 24 Volt DC (TD-4000)
The TD-4000 is the answer to large bulky reels in the cockpit which take up valuable fishing space plus it eliminates the problem of where to store them at the end of the day. The evolution of sportfishing! A way to intelligently fish heavy dredges and teasers at the same time and control all four reels with one simple keypad. Reduces your workload and lets you concentrate on catching fish! Can be controlled from bridge, tower or cockpit. Dimensions: 20” X 24” X 7 1/2”
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Canvas Designers
C2Shore
BRIDGE CURTAIN TRENDS Bridge curtains are getting larger and larger with less seams. The aesthetic trend is aligning the zippers with the tower legs. When deciding what type of curtain material to use, understand how you are going to use them. For example, if you open the enclosure frequently, go with a soft glass enclosure versus hard and vice versa. If you were happy with material on a previous boat, go with that. different levels and basically fit to size. It’s important to tailor the seating to the owner and how they are going to use the boat, Dykes says. “We try to make sure what the customer selects will work best for their usage. We will often deliver a large sample of fabric to the customer so they can see exactly what they are getting and make sure they like it. If they choose a dark color fabric, we encourage them to put the material out in the sun and then sit on it to see how hot it might be,” says Dykes. Lumbar support, knee roll, fabric and stitching are also other options to consider. Diamond quilting is popular right now. Fabric selection should reflect how the boat is going to be used. Generally speaking, the more plush the fabric the less durable. Many boats opt for ultra plush fabric in the mezzanine and then furnish the bridge with a more durable vinyl. Again, it is personal preference. Consider how comfort and durability will apply to each. 64
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FINAL THOUGHTS
As with any refit, the most common denominator is knowing what you want. It's your boat and putting your own personal touches on it is fun and exciting. Our best advice is to keep it simple. Don’t wait until all other refit projects are almost complete and then think about the interior. Your budget may be tapped and you’ll only delay the project further. Have a plan from day one. Most importantly, enjoy the boat and don't get caught up in trying to make it too perfect. Your boating experiences will far outweigh any lost time due to an elaborate makeover.
REFERENCES
Canvas Designers, Ph: 561-848-2111 C-Worthy Custom Yacht Canvas, Ph: 954-784-7370 Soundown Carpet Underlayment, Ph: 978-745-0900
INTUITIVE CONTROL
Seastar Optimus Adaptive Trim Tab System Sophisticated design provides position feedback and complete integration with the Optimus Joystick and Electronic Power Steering systems.
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REFIT UPGRADES MARINE POWER DOOR
FOR MORE INFORMATION, VISIT MARINEPOWERDOOR.COM OR CONTACT JAY BEERS: 302-922-0539, JAY@MARINEPOWERDOOR.COM, BRAD BEERS: 717-574-5336, BRAD@MARINEPOWERDOOR.COM.
When it comes to new equipment and upgrades for a refit, there is a plethora of things that come to mind—engines, icemakers, refrigeration, the list goes on. But the one thing every owner, captain and crew member uses every day that is often overlooked is the salon door. Gone are the days of hinged or manual sliding doors. The electric Marine Power Door system has become the industry standard for automated marine door systems. With the push of a button, the door opens and closes with complete control, even in the roughest sea conditions, and will never drift or slam thanks to the innovative braking system. And the best part is, the drive system is completely customizable and adaptable to most existing sliding doors. Whether your boat has an existing electric door system, pneumatic door system, or nothing at all, there’s a good chance the Marine Power Door system could be a great option for your retrofit.
T ROGERS DESIGN: CUSTOM METAL FABRICATION When repowering your vessel, it is important to have a precise exhaust system that meets your engine specifications/requirements to eliminate noise, vibration and back-pressure problems. With engineering, precision and 3D CAD/CAM procedures, T Rogers Design will help you design the perfect system for your custom project. The company uses corrosionresistant alloys such as 316L or Inconel 625l while the spray cans and flanges have a beautiful polish and yacht-quality mirror finish black hard coat insulation. They are exceptional in both form and function.
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Our Services Acquisition
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• Pre-purchase assessment • New build management • Refit and rebuild management
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Vessel Ownership We advise and represent owners on a range of topics related to buying, maintaining, and using boats.
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Quality Work On Time, On Budget Maintenance, Repair, Refinishing
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THE WINNER’S CIRCLE
CAPTAIN OF THE YEAR STANDINGS FLORIDA
DIVISION Capt. Nick Carullo // Showtime/Remix // 1,350 pts. Capt. Ryan Alexander // Hell Reyzer // 900 pts. Capt. Art Sapp // Native Son/Island Rover // 800 pts. Capt. Charlie Scoble // Tackle Center // 750 pts. Capt. Matt Bierley // Miss Texas // 600 pts. Capt. Kevin Paul // Waterman // 500 pts. Capt. Bill Davis // Canyon Lady // 500 pts.
Capt. Stetson Turney // Catch 23 // 500 pts. Capt. Luis Isaias // Jichi // 500 pts. Capt. Jorge Sanchez // Priceless 500 pts. Capt. Christian Springsteen // Dakeri // 300 pts. Capt. Jon Brooks // Ditch Digger // 300 pts. Capt. Trey Claus // HMY // 300 pts. Capt. K.J. Zeher // De-Bait-Able // 300 pts.
EAST COAST
FLORIDA
DIVISION
Capt. Miles Herring // Glazed // 1,000 pts. Capt. John Bayliss // Tarheel // 1,000 pts. Capt. Russell Sinclair // Wave Paver // 1,000 pts. Capt. Andy Crews // Inappropiate // 850 pts. Capt. Mike Glaesner // Sportin Life // 800 pts. Capt. Lee Smith // Carterican // 750 pts. Capt. Rob Mahoney // Mama C // 700 pts.
Capt. Ryan Knapp // Top Dog // 500 pts. Capt. Rom Whitaker // Release // 500 pts. Capt. Alan Murray // J&B // 500 pts. Capt. Grant Bentley // Home Run // 500 pts. Capt. Howard Lynch // Kilo Charlie // 500 pts. Capt. Ryan Riggs // Outlier // 500 pts. Capt. Adam Youschak // Reelin Feelin // 500 pts.
Capt. Patrick Ivie // Breathe Easy // 1,500 pts. Capt. Landon Bell // Southern Charm // 1,300 pts. Capt. Justin Drummond // Quantified // 1,250 pts. Capt. Blake Bridges // All In // 1,200 pts. Capt. Clinton Clark // Rebecca // 1,200 pts. Capt. Chase Lake // Reel Fire // 1,000 pts. Capt. Mark Raffield // Sunrise // 1,000 pts.
Capt. Nick Millsap // Rascal // 1,000 pts. Capt. Marlin Brown // Second Wind // 900 pts. Capt. Vince Campia // Tenacious // 800 pts. Capt. Scooter Porto // Fleur de Lis // 700 pts. Capt. Jason Hallmark // Devotion // 550 pts. Capt. Chris Hood // It Just Takes Time // 500 pts. Capt. TBA // Bandito // 500 pts.
DIVISION
Capt. Brooks Smith // Uno Mas // 500 pts. Capt. Cory Gillespie // Lunatico/Effie Mae // 500 pts. Capt. Brian Speedy // Miss Victoria // 500 pts. Capt. Erik Lorentzen // Sonny Boy // 500 pts. Capt. Danny Hearn // Blank Check // 500 pts. Capt. TBA // Laguna Madre // 500 pts.
HAWAII
DIVISION Capt. Shane O’Brien // Wild Hooker // 3,500 pts. Capt. Matt Bowman // Sweet Sadie // 1,100 pts. Capt. Rob McGuckin // Pair-O-Dice // 1,000 pts. Capt. David Borges // Kona Dream // 900 pts. Capt. Teddy Hoogs // Bwana // 600 pts. Capt. Jim Wigzell // Go Get Em // 500 pts.
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EAST COAST
Capt. Russell Sinclair
GULF COAST
Capt. Jeff Shoults
INTERNATIONAL HAWAII
INTERNATIONAL Capt. Tony Carrizosa // Galati // 750 pts. Capt. Jimmy Werling // Triple Sea // 600 pts. Capt. Chris Kaulen // Marlin Darlin // 600 pts. Capt. Greg DiStefano // El Suertudo // 600 pts. Capt. Eddie Wheeler // Cabana // 500 pts. Capt. David Grubbs // Grand Slam // 500 pts.
Capt. John Dudas
Capt. Edward Murray
GULF COAST
DIVISION
2020
WINNERS
Capt. Carlton Taniyama // Five Star // 500 pts. Capt. David Crawford // Kona Blue // 500 pts. Capt. Tony Clark // Mauna Kea // 500 pts. Capt. Tracy Epstien // Last Chance // 500 pts. Capt. Keith Robinson // Sea Genie II // 500 pts. Capt. Jason Holtz // Pursuit // 500 pts.
Capt. Shane O’Brien FLORIDA 2019 Nick Carullo 2018 John Dudas 2017 Glenn Cameron 2016 Scott Fawcett 2015 Jim Mulcahy 2014 Wink Doerzbacher
INTERNATIONAL 2019 Jason Parker 2018 Greg DiStefano 2017 Russell Sinclair 2016 Victor Pizarro 2015 Russell Sinclair 2014 Rob Moore
EAST COAST 2019 Ryan Knapp 2018 Alan Neiford 2017 Chucky Moore 2016 Harvey Shiflet 2015 Gary Richardson 2014 Mike King
HAWAII 2019 Teddy Hoogs 2018 Rob Ellyn 2017 Stymie Epstein 2016 Kerwin Masunaga 2015 Kerwin Masunaga 2014 Rob Ellyn
GULF COAST 2019 Jason Buck 2018 Jason Buck 2017 Jason Buck 2016 Devin Potts 2015 Robbie Doggett 2014 Jason Buck
PREVIOUS WINNERS 2013 Wink Doerzbacher 2012 Rob Moore 2011 Glenn Cameron 2010 Ronnie Fields 2009 John Dudas 2008 Travis Butters 2007 John Dudas 2006 Ronnie Woodruff 2005 Mike Brady 2004 Eddie Wheeler 2003 VJ Bell
For updates, inquiries and a complete list of Captain of the Year standings, point your browser to:
InTheBite.com
NEW
CHAMPION’S CUP STANDINGS LARGEST BLUE FLORIDA
DIVISION
EAST COAST DIVISION
GULF COAST DIVISION
HAWAII DIVISION
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MARLIN Current Jackpot: $25,200 Wild Hooker
600.5 lb.
Most Points // Current Jackpot: $5,312.50 Native Son/Island Rover 300 pts. Dead Bait Single Day Releases // Current Jackpot: $3,375 Lo Que Sea 4 Floridian 2 Live Bait Single Day Releases // Current Jackpot: $2,250 Bar South 11 Lunatico 7
2021
MEET THE FLEET A Work of Art // 92’ Viking Bar South // 60’ Spencer
Most Points // Current Jackpot: $7,437.50 Wave Paver 1,000 pts. Point Runner 100 pts. Largest Blue Marlin // Current Jackpot: $12,375 (Rollover 2022) Vacant Largest White Marlin // Current Jackpot: $9,000 Lunatico/Effie Mae 68 lb.
Breathe Easy // 72’ Viking Eight Eights // 72’ Viking Fins Up // 54’ Bertram Fish Tank // 65’ Hatteras Floridian // 60’ Sportsman Grander // 54’ Bertram Gulf Bender // 61’ Bertram Krazy Salts // 80’ Viking
Most Points // Current Jackpot: $6,375 Breathe Easy 1,500 pts. A Work of Art 300 pts. Relentless Pursuit 100 pts. Largest Blue Marlin // Current Jackpot: $7,875 Breathe Easy 584.2 lb.
Lo Que Sea // 58’ Paul Man Lucky Dog // 57’ Bayliss Lunatico/Effie Mae // 63’ Titan MJ’s // 61’ Spencer Mon Chari // 68’ ACY
INTERNATIONAL DIVISION
FOR
Most Points // Current Jackpot: $5,312.50 Uno Mas 500 pts. Lunatico/Effie Mae 500 pts. Fish Tank 400 pts. Largest Blue Marlin // Current Jackpot: $7,875 Vacant
Native Son/Island Rover // 58’ Merritt Point Runner // 60’ Guthrie Reel Steel // 66’ Hines Farley (Rollover 2022)
Relentless Pursuit // 95’ Jim Smith Turn it Blue // 61’ B&D Uno Mas // 77’ Mark Willis
Most Points // Current Jackpot: $2,125 Wild Hooker 3,500 pts. Kona Dream 900 pts. Largest Blue Marlin // Current Jackpot: $2,250 Wild Hooker 600.5 lb. Kona Dream 408 lb.
Viking 80 // 80’ Viking Waste Knot // 67’ Jarrett Bay Wave Paver // 77’ Bayliss Wild Hooker // 68’ Blackwell You Never Know! // 72’ F&S
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InTheBite Classifieds
2012 46’ Release Boatworks Release Boatworks walkaround hull #1. Powered with Cummins engines, Zeus pod drives. Simrad electronics. Captain maintained, easy to manage and a pleasure to fish. $649,000. Contact Tom Downey, 561-842-3225, tom@ downeyyachts.com.
2018 53’ HCB No expense spared in this highly customized 53-foot HCB Suenos. Captain maintained and fully serviced. Powered by Quad Yamaha 350 HP with low hours and extended warranty. Garmin electronics. Custom stereo package and full wrap. Excellent service records. $1,399,000. Contact Tom Downey, 561-842-3225, tom@ downeyyachts.com.
(5) Used ATL Marine Fuel Bladders One Petroflex 500 gallon pillow style, $1,000 (new $1,825). Four Fuelocker 500 gallon space savers, $1,800 each (new $2,815). See ATL website for exact dimensions. Located in Fort Lauderdale, FL. Shipping not included. Email greenmonsteryacht@yahoo.com.
CAT Repower Special Marine Pleasure Craft Package. Cat C-32 Acert 1,800 HP 2009-year model, 350 hours SMOH. Fresh Saunders Yachtworks overhauls, all records available. Pair of engines #RNC03043/#RNC03099, pair of marine gears ZF 3350 4:1, exhaust risers. $245,000. Contact Tim Jones at 251-980-2220.
CAT C-32 Acerts 1,925HP (pair) ZF 3155A gears. 1.75/1 ratio. Port engine (#RNZ00172) has 4,528 hours. Starboard engine (#RNZ00170) has 4,523 hours. Running take outs. Controls not included. Asking $90,000 each, OBO. Call Bob, 617-418-0550.
Scopinich Fighting Chair Includes 4-rod rocket launcher, pedestal and cushion. All original, great condition. Chair is located in Palm City, FL. (Tackle not included). Asking $9,500. Contact 516-8058893.
Fiberglass Bridge Platform Salvaged from 82’ Viking. Includes control box and standing platform. Both are in good shape, just need a little cleaning up. Asking $1,500 for both. Contact 8knotsllc@ gmail.com or 561-301-3841.
Vintage Fin-Nor 12/O Reels Attention collectors! We have six vintage Fin-Nor 12/0 offshore trolling reels with rods. The tackle is in excellent condition. $7,000 for the entire set. Contact 8knotsllc@gmail. com or 561-301-3841.
Don’t Miss This Point! “I've been using the PointMaker electric hook sharpener for 35 years," says Capt. Steve Lassley. For the ultimate sharp hooks, NOTHING else comes close. $149, TexasTackle.com. Made in the USA. See your dealer or call 972-690-6605.
Michigan CX Series Propellers 33” x 47”. Five-blade props with 3" bore. $5,000. Email marineraf@aol.com for more info. Every new CX series propeller is given a 5-digit serial number which gives customer service and repair agents a detailed history for a particular propeller.
Stearns I590 Immersion Suit Two like-new Stearns Type-S immersion suits. Adult universal size. USGC/MED/SOLASapproved. Generous fit for easy donning in emergency situations. Asking $400 for the pair. Contact 8knotsllc@ gmail.com or 561-301-3841.
Complete Tackle Setup Includes bait tanks, dock box, anchor, Poon harpoon, Daiwa TB1000 electric reels, Shimano Tyrnos 30s, Tiagra 80s, TLD 50s, AFTCO rod butts, custom rods plus much more, $15,000 for the kit. Contact 8knotsllc@ gmail.com or 561-301-3841.
Rupp Tournament Outriggers Excellent condition. Lift-out bases with 21’ single spreader outriggers. 2” O.D., includes collapsible back bars. Asking $2,000 for the pair, OBO. Contact 8knotsllc@gmail.com or 561-301-3841
Dometic 600 Ice Machine Rebuilt with new seals, bearing and electronics. $5,500. Email marineraf@aol.com.
DC 400 Propellers Spares off a 55’ Viking. Top of the line Nibral four-blade props. 32” x 48.5” and fit onto a 2-3/4” inch shaft. New set would cost about $17,000. Located in Palm Beach. Can deliver in Florida for $6,000. Call Jerry at 732-741-7177.
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2010 38 Caison, Bam Bam Great opportunity to own a oneowner, low time Carolina Custom. Fresh hull and house paint, lower helm AC. CAT C9 with 375 Hours. Double berth, head and galley layout. $725,000. Contact 910-2625566, riggs@riggsyachtsales.com for more info.
2009 64’ Viking, Lavish Pleasure C-32 Acerts, twin Onan Cummins gensets, four stateroom/ three head, interior satin finish. Recent hull and engine room paint. Flawlessly kept. $2,199,000. Contact John Blumenthal, 772-215-2571. john@ unitedyacht.com.
2002 41’ Rebel Express Efficient 28-knot cruise. Series 60 Detroit Diesels 700 HP, fully serviced, updated electronics, raised helm deck, recent paint, tower with controls, huge cockpit, nicely appointed interior with large V berth forward and one head. Turnkey, ready to roll and priced to sell. Contact Tom Downey, 561-842-3225, tom@downeyyachts.com.
Repair and Rebuild Dometic 540 and I600 Ice Machines Call 561-722-2628 or email: marineraf@aol.com.
1999 73 Donzi, Constant Upgrades
Golo has an incredible history of one of the top sportfishing boats in the circuit. 4 stateroom, 4 head layout with crew quarters and constant upgrades throughout the years. Many recent upgrades including 2 new AC chiller units, 2 Electrosea systems for AC and refrigeration plus much more! $1,795,000. Contact 910262-5566, riggs@riggsyachtsales.com for more info.
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BITTER END
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Last Issue’s Monkey Winner
October/November’s Winner
Get back to the helm, Bill. You are not certified on that equipment.—@captcooke
Congratulations to George Buonocore for recognizing our plush primate in Cape Romano Island, south of Marco Island, Florida.
Runners-Up Poop deck has been de-poop'd ma'lord. – @willzbarbour Ernest Hemingway never died, he just kept marlin fishing! – @jeff_davis8 Is it the man who makes the shammy or does the shammy make the man? – @blackfin333 Missed too many…on chamois duty. – @andrew_cox11 Better get a picture 'cause you ain't never gonna see this again! – @bigkahunaiicabo I think that Pilar Sherry Cask is sweating through. – @captainstrikeaway Off season Saint Nick getting it done. – @aj_allessio Taming Wild Bill. – @lilman748 And to think he started tournament season without a gray hair to be seen! – @sam_alsop Started from the top, now I’m here. – @gordovb757 I don’t know what the hell this thing is, I’m a crab fisherman. – @clednum Swab, James Swab. – Jeff Kauzlaric On the F/V Big Pumpkin, we make our charter customers clean their own puke! – Kevin Fahey Oompa, Loompa, doom-pa-dee-do, I’ve got a very clean sportfish for you. – Kathleen Boyle Petrera Should I shammy the teak? – Matt Burns 82
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GR AN D CH A MP ION S
Team Galati wins the Los Sueños Triple Crown back to back.
Made in America with Experience & Pride
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