Today, new boats are required to meet American Boat and Yacht Council Standard H-41 to provide (and I am paraphrasing here) a means of unassisted reboarding that is accessible to and deployable by a person in the water. 

For safety, this makes a lot of sense, particularly if a boater falls overboard from a vessel with tall gunwales that make it impossible to clamber back over the side. Instead, he or she can deploy a boarding ladder or other reboarding system to climb back in the boat more easily. 

However, a fair number of boats on the water today were built before the establishment of ABYC Standard H-41 in 2014; thus, some older vessels—particularly outboard boats with cutout transoms—might not meet this requirement.

To be clear, this is not a legal requirement on older boats, but it is a good idea. Fortunately, there are ways to add compliant reboarding systems, and one of the most popular for outboard-powered boats is one like the transom platforms with steps sold by Boat Outfitters.

Here’s how to install this boarding system on an outboard-powered boat with an older-style cutout transom.

Skill Level: 2.5 of 5

Finish Time: Approx. 2-3 hours

Tools and Supplies

• Outboard Swim Platform with 2 Step Ladder ($230.49; boatoutfitters.com)
• 1/4-inch aluminum plate or 3/4-inch King Starboard to create a backing plate
• Stainless-steel hardware for through-bolting the platform to the transom
• Power drill and drill-bit set
• Screwdriver and wrench set
• Assembly lube
• Marking pencil or masking tape
• Marine sealant

Assemble the Swim Platform Parts

Determine which side of the transom is most suitable for the platform. Using the supplied stainless-steel hardware, pre-drilled holes and assembly instructions, assemble the platform with the handrail to the outside edge of the platform and the lower support strut to the inside edge of the platform. Tighten the hardware securely and ensure that nothing is loose or wobbly before moving to the next step. To make mounting the platform a bit easier in step three, hold off on installing the boarding ladder assembly until after the boarding platform has been secured to the transom.

Mark the Location of the Swim Platform

To ensure clearance from the outboard, use the steering wheel to swing the motor as far as possible to the side on which you plan to install the platform. Then draw a line indicating the motor’s full extension. Position the platform assembly away from the line, ensuring that the platform itself is parallel to the waterline and about 3 to 4 inches above it. Mark the four mounting holes through the flattened ends (two each for the handrail and strut). Ensure that there are not wires, hoses or objects behind the mounting hole locations that might be damaged from drilling.

Install the Swim Platform

Drill the four marked holes with a bit compatible with the selected stainless-steel fasteners (not provided). Hold the drill perpendicular to the transom when drilling. If the transom is less than 2 inches thick, install a backing plate made of aluminum, marine plywood or King Starboard on the inside of the transom. Bed the mounting holes with marine sealant, then through-bolt each of the mounting points with at least a ¹/₄-inch stainless-steel bolt, washer (on the outside), fender washer (on the inside) and a nylon-locking nut. Tighten each fastener securely.

Add the Ladder

Use the supplied hardware, pre-drilled holes, stainless-steel hardware and instructions to securely mount the boarding ladder under the platform. Afterward, deploy and retract it to make sure it works smoothly and easily.

Read Next: More DIY Projects

Maintain the Swim Platform

Boat Outfitters’ transom platform and boarding ladder are constructed from corrosion-resistant materials, but salt water can lead to minor corrosion of the stainless-steel components. To keep the boarding platform and ladder in the best possible condition and operating smoothly, wash everything with fresh water and soap after each trip, and occasionally apply metal cleaner and polish to help maintain the luster of the stainless rails. Also, periodically check the mounting hardware for looseness and retighten if necessary.

The post Installing a Transom Swim Platform appeared first on Boating Mag.

The seas seemed calm and the forecast looked fine as Capt. Kelly Gordon prepared to take her customer’s private yacht from the Bahamas back to their home in Florida. She had looked at the forecast and made the decision to cross, which is pretty routine in fair conditions. But as she exited the Northwest Providence Channel and started to traverse the notoriously shallow Great Bahama Bank, a serious storm appeared out of nowhere, kicking up confused seas and buffeting the boat with heavy wind and rain. Suddenly, Gordon was faced with a serious situation: running through the narrow channels with little margin for error. She had a decision to make fast, and how she handled it would determine the safety of her passengers and crew. If caught in the same situation, what would you do?

Weather is the one thing beyond any boater’s control. What is in the captain’s control is how to plan for and handle inclement weather when it arrives. Fortunately, Gordon had a plan, relying on her training as a 500 GT Master and 15 years of experience at the helm. “Weather and navigation are my favorite parts of my job,” she says.

We talked to Gordon about boating and weather, and here’s her sage advice.

Check and Recheck

“Checking the weather before a trip should be your highest priority,” Gordon says. “You can have your vessel in tiptop shape and bring aboard all the supplies and spare parts. You can study the best route to your destination and have it all planned out. But if the weather isn’t suitable, the rest is irrelevant.”

When preparing for long cruises, Gordon starts seriously monitoring the weather a week out to look for any systems that might be moving through or developing. She’ll also look at the typical tendencies for the weather at the time of year in the area where she plans to cruise. She will build in departure flexibility based on weather, sometimes delaying the trip for as long as 10 days if needed.

Three days before departure, Gordon focuses on weather forecasts from several sources with near-obsessive regularity. She uses several services available to any boater, such as the National Weather Service Marine Forecast provided by the National Oceanic and Atmospheric Administration’s National Data Buoy Center. She also uses the Windy app, Buoyweather, and other apps and websites such as Windfinder, PocketGrib and Storm Radar. At times, she will even pay for professional weather-routing services such as WRI Weather Routing.

“The day prior to departure, I will confirm that I am, in fact, departing,” she says. “The morning of, I will do one more weather check to see if conditions have changed overnight. It may seem obsessive to check every weather update, but I feel that you can never be too sure of the safety of yourself and crew.”

Getting Caught

Even with the best technology, everyone who’s been boating long enough has gotten caught by unexpected weather. Whether it’s on the local lake or 100 miles from the nearest inlet, it happens. How do you handle it? A lot depends on the conditions, but there are some general things you can do, a few of which might go against your initial instincts.

It’s important and useful to have procedures in place and a general checklist for getting underway, and it will allow you to be ahead of the game if a situation arises. “Planning for the unexpected will go a long way in boating and could be life-saving in some instances,” Gordon says. Here are some of the ways she handled that nasty situation in the Bahamas.

Ease the Throttles

When caught in nasty weather, your instinct might be to hammer the throttles and get out of it. But that’s not always the best way to handle it.

“The first thing you should do is slow down,” Gordon advises.

If you find yourself in the middle of a microburst, for example, the seas will kick up and restrict your visibility. Driving at a slower speed will be more comfortable for your crew, and give you more time to react and make decisions based on the continuously changing conditions.

Trying to run away from the storm can have bad results, particularly if you focus on fleeing ahead of it and not safely navigating through it.

“Just don’t do it,” Gordon says. “Wait. Look at the direction of the storm, and go in the opposite direction or wait for it to pass.”

Keep Watch

The Great Bahamas Bank, where Gordon and her crew got caught, is notoriously shallow and has numerous coral heads, so there is little room for error. Because she is in charge of a charter crew, Gordon already had one crewmember on watch at the bridge. But to help assess the situation, she felt she needed more help.

“I immediately added a third watch stander to the bridge, turned my navigation lights on, and slowed way down,” she explains. “I proceeded to determine just how far I was from the Banks and how much time before I entered the shallows, and looked to see how much error I would have.”

Her concern about being blown into shallower waters and possibly meeting other vessels in a restricted area led her to bring extra eyes to help. If you’re a recreational boater, you likely don’t have a bridge or a professional crew, but you can enlist friends and family to keep an eye out for nav aids, other boats and possible hazards as you make way.

Assess the Threat

At that moment, Gordon had to make a decision. Should she keep going forward in limited visibility into a busy area with limited deep water, or should she alter her plans?

“I elected to turn around and head back toward Nassau,” she says. “What this did was give the storm time to pass, put me back in deeper waters, and had me headed back to port in the event that I needed to.”

Gordon adds that while the vessel and crew could have handled it, “there are no awards for who has been through the biggest storms or who is the bravest crew. There are, however, potentially catastrophic consequences for proceeding when you can just turn around and wait for the storm to pass.”

If you alter course, make sure it’s not in a direction that exacerbates the situation, such as a dangerous following or beam sea that could at best make your passengers really uncomfortable. Make sure you have enough fuel to change direction, and alter your cruising speeds to increase your range if necessary.

The Waiting Game

Sometimes when conditions rapidly deteriorate, our first instinct is to run for the inlet and the safety of the inner harbor. Sometimes, though, it can be safer to endure the rough conditions and wait for a more favorable opportunity. After all, a lot of inlets are tricky to navigate even in fair seas.

“Why risk it?” Gordon asks. “Most storms will pass in a matter of minutes, and then you will regain maximum visibility.”

Certain inlets are difficult to transit through because of an incoming or outgoing tide. Or they have heavy commercial traffic, so it might be best to wait for a clear path. Even if you’re a great captain, all these instances have what-if factors. What if my vessel loses power; what if the other vessel loses power; what if there isn’t much water outside the channel and I need to hug the edge? These are the questions Gordon asks herself before taking on a tough inlet.

Read Next: Watching Weather While Boating

Batten Down

It’s a cliché expression heard in every pirate movie ever made, but the command to batten down the hatches while on the water still rings true. When caught in a storm, Gordon’s crew prepare the vessel by making sure all portholes and doors are secure. Then they place loose items belowdecks on the floor to keep them from falling and breaking. Cabinets are secured. They clear the deck, and secure and cover any furniture. They check the engine room hourly to make sure it’s free of any possible interferences. They instruct guests not to walk the decks, especially toward the bow of the vessel where they can enter a blind spot should they fall overboard.

Get Home Safe

Fortunately for all, Gordon’s preparation and experience helped her make the correct call that day for her passengers and crew. She stayed safe in deeper waters until the storm passed and was able to make the crossing to Florida after a few hours delay. Had she blindly gone forward, she might have made it without incident but could have made the situation much worse. Wherever you boat, you should take the same steps to make sure everyone stays safe.

No matter what, follow Gordon’s best boating advice when dealing with weather: If you’re in port and the weather looks bad, just don’t go.

The post Planning and Preparing for Weather When Boating appeared first on Boating Mag.

Emergency position-indicating radio beacons (EPIRBs) have saved the lives of countless mariners by helping rescuers find vessels and souls in distress. Now a new generation of EPIRBs with integrated AIS allows first responders and others to home in even faster and with greater accuracy.

ACR Electronics has introduced the GlobalFix V5 AIS EPIRB series. This is the first time that EPIRBs have incorporated AIS (automatic identification system) transmitters, and that’s important because AIS adds a precise location means for rescuers approaching the emergency zone. It also alerts other mariners within AIS range, making it possible for them to lend assistance. 

To back up for a minute, here’s how an EPIRB works and why adding AIS makes one even better. Once activated by a boater, an EPIRB uploads a distress signal on a frequency of 406 MHz to a satellite with the beacon’s unique NOAA registration number, a description of the boat and the name of its owner. It also uploads its GPS position. This information is immediately sent to the nearest rescue agency to dispatch assistance, such as the Coast Guard.

To confirm someone received the satellite distress signal, some ACR EPIRBs, including the V5 AIS series, have a Return Link Service feature, which illuminates a blue light on top of the V5 beacon to assure boaters that the distress message was received and the location detected. That can mean a lot to survivors clinging to hope that help is on the way.

A search and rescue team underway uses a second 121.5 MHz homing signal transmitted by the EPIRB that gets them to within 1 mile of the location. The EPIRB also transmits GPS data that gets them even closer, within 110 yards. But in stormy seas streaked with foam and festooned with whitecaps, locating survivors on such a scale can still pose a challenge. 

That’s where AIS comes in. It can locate the beacon to within a 33-foot circle, identifying it as a highlighted man overboard (MOB) on a chart plotter or commercial-grade electronic chart display and information system (ECDIS), allowing rescuers to quickly zero in. It does the same on chart plotters of nearby vessels, enabling them to also lend assistance, perhaps even before a search and rescue agency arrives on the scene.

The new EPIRBs also feature new NFC (near field communication) technology that works with the free ACR mobile app, allowing boaters to monitor their beacons, review self-test results, view GNSS test locations, and monitor beacon performance and maintenance, including the built-in battery. There’s also an infrared strobe and a visible light to facilitate rescue in poor visibility or at night.

The V5 unit is available with a Category I float-free bracket ($929.95), offering full IMO regulatory compliance for SOLAS vessels, or with a Category II manual-release bracket ($799.95). To learn more, visit acrartex.com.

• A. Beacon Activated: A 406 MHz distress message, including GPS coordinates, is sent to a worldwide emergency satellite network. The AIS alert is also transmitted locally to all nearby vessels for immediate rescue.
• B. Distress Message Relayed: A 406 MHz message and GPS coordinates are relayed to the closest local search and rescue organization.
• C. Return Link Service: Unique to ACR, Return Link Service provides confirmation to the boater in distress that the message has been  received and the location detected.
• D. Search and Rescue Dispatched: A 121.5 MHz homing signal and GPS coordinates lead rescuers to the general area, while AIS helps pinpoint the location.

The post ACR GlobalFix V5 AIS EPIRB Series appeared first on Boating Mag.

We are well into spring, and everyone at the Lake View Inn has survived March Madness—and I don’t mean the college basketball tournament. Our local challenge is slogging through the month of March here in the North Woods, a time when we are all finished with winter, but winter is not finished with us. Day after day, we wake to an overcast sky slung low over the landscape like a sodden gray blanket. Dirty snow cakes gutters and ditches. By St. Patrick’s Day, the snowmobile trails are closed and the ice shacks are off the lakes. So, now what do we do? Retire to the Lake View to wait for opening day of fishing season, which is many weeks away.

This year we had a winter that was especially hard on everyone’s outlook. Each snowfall seemed to be followed by a gale that stripped fields and yards to bare dirt and left an enormous drift in the driveway. Then it rained in late February, which made a real mess. It was not long after that disappointment that I found my good friend Chuck Larson sitting alone at the Lake View bar in his unzipped galoshes and red Stormy cap, staring into his iPad. Chuck turned the screen my way. 

“What do you think of this used Whaler Montauk?” Chuck asked. “I’m boat shopping.”

“Always weigh a used Whaler,” chirped Dan the Outboard Man from across the way. “Just sayin’.”

“I have a dream,” Chuck said. “I’m going to buy this boat and take it to Florida, and I’m going to night-fish every full moon for a year. When I was a kid, my uncle had a place on a canal near Stuart, and I’ll never forget the frenzy of swarming snook in the full moonlight.”

“Unless you are planning to move, this sounds like an expensive proposition,” I said. “And Florida is hot. You normally sweat while ice fishing.”

“And the gators,” Wally said from behind the bar, “are like bears in Alaska. One always has its eyes on you. They charge right out of the storm sewers.”

“I think you’ve got a bad case of the mud-season blues,” I said. “Only eight weeks until opening day! Hang in there.”

Then I had an idea. “Let’s plan something special to do around here this season. Your best day ever on the water.”

Chuck stared off into the distance. “What was your best day ever?” he asked us.

Read Next: More Off My Dock Stories

That was easy. A gorgeous sunny day in June when a magazine buddy from California, my daughter and I rode PWC up the Wolf River from Fremont to Shiocton. The river is narrow and twists and bends. It was like riding motorcycles on a mountain road. We saw bald eagles, and funky fishing rafts tied up to the bank. After lunch in a Packer bar, we discovered there is no gas dock in Shiocton, so we had to carry fuel in jugs from a Kwik Trip. On the way back, we zoomed past a DNR warden in a johnboat and thought we’d get a ticket. So many memories from that one day.

“It’s the memories that get us through March,” I said. “That’s why we are on the water in June.”

We clinked glasses to making more memories this season.

The post Looking Forward to Opening Day of Boating Season appeared first on Boating Mag.

One of the US Coast Guard’s most recognizable aircraft must be the Eurocopter MH-65 SRR Dolphin. A gloss-orange streak racing toward danger, rescue or both, one look at an airborne Dolphin shows what the Coasties are all about in a visual and visceral way. This chopper’s been screaming Semper Paratus for decades.

In 1979, it was selected as the new short-range recovery (SRR) air-sea rescue helicopter, replacing the Sikorsky HH-52A Sea Guard. Delivery began in 1984. The MH-65 normally carries a crew of four: pilot, co-pilot, flight mechanic and rescue swimmer.

The Dolphin boasts a Fenestron anti-torque tail rotor. It is certified for operation in all weather and nighttime operations, with the exception of icing conditions. The MH-65 is the primary Coast Guard aircraft used aboard certified cutters during deployments. In 2007, the MH-65 began replacing the old turboshafts with twin 853 hp Arriel 2C/2C2 engines. The MH-65 saves 40 percent in fuel while offering more power. It provides a cruise speed of 148 knots and a range of up to 350 nautical miles. Onboard armament includes a single 7.62 mm machine gun, a 7.62 mm rifle, and a .50-caliber rifle, aka “shoulder-fired precision weapon,” for disabling the engines of smugglers’ or traffickers’ boats.

The latest upgrade underway to the Echo variant bears the name MH-65E and extends the life of the MH-65 into the 2030s while bringing it into compliance with a larger Department of Defense initiative called the Future Vertical Lift Program. The upgrade gives the MH-65E a glass cockpit with touchscreens, allowing pilots to manage the wide inventory of functions and switch between them instantly. According to pilots now flying it, the Echo version offers more precise navigation and increased fuel savings, and allows them call up or manage info and systems while keeping a hand on the aircraft controls. The Echo upgrade also has a digital weather radar installed. The avionics upgrade is called the Common Avionics Architecture System (CAAS).

In February, CGNR 6533 was delivered to Air Station Atlantic City in New Jersey. It was the 58th of 98 MH-65s being upgraded to the Echo variant. For 2022, $17 million is budgeted for these upgrades. 

Last September, when Hurricane Ian struck Florida, these upgrades proved invaluable, according to crews who flew search and rescue missions during the crisis. Pilots cited the value of the multifunction displays in maintaining situational awareness and control of the aircraft when hoisting survivors out of difficult situations. Crews also lauded the new weather radar and the Bingo fuel-system alert system (providing the time to head home based on remaining fuel), allowing them to maximize air time.

So, the next time you hear that distinctive droning blade-slap and look up to see an orange streak en route to hazard or mayhem, be thankful for that crew and appreciate the evolution of the MH-65 Dolphin helicopter.

The post US Coast Guard MH-65 Dolphin Helicopters appeared first on Boating Mag.

Wearing a life jacket is a smart choice for any boater but mandatory for all personal watercraft riders. Coast Guard-approved Type III models work best. The vest-style design is easy to take on and off, comfortable, and available in a wide variety of colors and graphic patterns. But while a basic Type III life jacket will always do the job, the latest crop of PWC-specific models do it better, tailoring design and features to the way individual riders use their craft. Here’s how they compare.

Recreational

The ­average recreational rider will be well-served by the classic ski vest, a sleeveless, front-entry design that closes with buckled straps or a straps-and-zipper combo. A nylon or neoprene exterior typically covers flotation foam for comfort and to protect the foam from wear and sun exposure. Nylon is affordable, dries quickly, and is the cooler of the materials in the hot summer months. Because neoprene is more form-­fitting, it often has a more comfortable fit, but it’s also slightly more expensive and can feel warmer on hotter days. Lighter shades of neoprene are also more prone to staining from sunscreen. Extras? A D-ring sewn into the front bottom of the vest is a great place to attach clip-style engine-cutoff safety lanyards.

Performance

Vests designed for performance-minded riders often trade a front closure for a side-entry design that maintains uninterrupted protection across the front of the vest to protect the torso from impact, whether with the handlebars, other parts of the craft, or even the water in a high-speed fall. Closures are likewise moved to the side of the vest. Armholes are typically cut wider to allow for greater arm and shoulder flexibility. Segmented or hinged flotation blocks, thicker at the vest’s front, enhance the vest’s protection and flexibility. Straps are tucked below a layer of material across the front panel to prevent snagging on the ­handlebars or controls.

Read Next: Personal Watercraft Handling and Control Gets More Responsive

Touring and Fishing

Long-distance touring riders or those taking a PWC into remote locations don’t necessarily require a different style of life jacket as much as one that can hold more stuff. Look for numerous pockets at the front of the vest to keep items like a handheld VHF radio, whistle, your phone and other gear handy. Some models even feature mounts for a GoPro-style action camera to relive your adventures later. Look for segmented foam to conform more to your body and offer greater comfort during extended hours in the saddle. Larger armholes will likewise offer more freedom of movement and less potential for chafing. A simple loop at the back of the neck area will anchor goggles or sunglasses straps to prevent loss while underway.

Size Matters

Avoid a one-size-fits-most solution. Life jackets should be sized to the rider so that they offer the necessary buoyancy and won’t slip over the head. Close all buckles and zippers, making sure the entry point of the vest comes together without significant gaps or overlaps. Before taking to the water, perform a fit check by raising your arms overhead and having another person grasp the jacket at the shoulders and lift upward. A properly sized vest should not rise over the face or slip over your head.

The post PWC-Specific Life Jackets appeared first on Boating Mag.

This is Not a Test

We’ve run all these machines at various times and places, and learned much about their interfaces and features. But the biggest chess game in selecting a sonar brand is knowing what’s behind the screen. This BoatingLAB will do that: Give you a clear look at the innards of the purchase. We analyzed only 7-inch devices, but each of the manufacturers of these MFDs offers multiple screen sizes for an added cost. However, these 7-inchers are bound to give you outstanding navigational capabilities in a device compact enough for most dashboards. Got more space and scratch? Step up to a 9-, 10-, 12-, 15-inch or higher—larger screens sometimes sport additional features.

One more note: All devices use NMEA 2000 (N2K) protocol, some use Ethernet, and most use Wi-Fi and Bluetooth. Wi-Fi and Bluetooth allow interfacing with a number of devices, like trolling motors and shallow-water anchors, and with smartphone apps—which can make you an armchair skipper until you transfer the info to the device on board.

Furuno GP-1871F

Furuno sonars and chart plotting displays have long been the choice of professional mariners thanks to the efficiency of their sonars, accuracy of their displays, and durability of their components. Now Furuno is extending a hand to the recreational boater with the new GP 1871F display with built-in CHIRP sonar. The touch screen has an extremely logical, easy-to-learn interface that brings up key menus with a swipe, and the chart or sonar can be zoomed with a finger pinch or spread. Tether a smartphone or tablet via the Apple or Android app and add a useful display with handy remote controls.

Simrad NSX 

Simrad developed this new MFD series and operating system to give users an experience as familiar as a smartphone. Icons (or tiles) for sonar, autopilot, radar, charting and more are arranged in rows. While a chart is displayed, there is a row of active and frequently used tiles alongside, making it easy to switch functions. Screens are bright and high-resolution, and can be divided into four panes, such as to display charting, sonar, radar and StructureScan sonar all at once. Though designed to be multitouch-operated. It has a broad array of built-in sonars and comes with chirp, StructureScan and a DownScan transducer with a temperature gauge. Simrad expects this new operating system to phase out existing ones over time.

Lowrance Elite FS

It’s hard to say how many dashboards carry the Elite FS, but it’s easy to see why so many do. Lowrance is always targeting the fisherman, but its chart-plotting capabilities are exemplary, and the unit itself is attractive when mounted in a dash or on a bracket. Lowrance was one of the first to begin bundling multiple sophisticated sonars into one multifunction display and bundle them with a 3-in-1 transducer for out-of-the-box StructureScan, DownScan and Active Imaging, which displays a 3D image of the bottom and what’s in the water between you and it. The system is expandable with N2K and Ethernet, and Wi-Fi and Bluetooth connectivity bring in controls for select trolling motors and shallow-water anchors, and using smartphones.

Garmin GPSMap 743XSV

Garmin has always been known for durability and its easy-to-learn and use interface. A pioneer of forward-scanning live sonar with its Panoptix brand, professional fishermen use Garmin sonar to spot fish in cover, cast to them and watch their reaction to the bait, allowing them to change presentations to trigger a strike. You’ll need to select a transducer for the types of sonar you need and a black box for Panoptix, should angling be your most passionate boating endeavor. Garmin’s onboard charts are highly detailed, and upgraded chart brands and plans offer even more clarity and auto-routing.

Raymarine Element HV

The Element HV offers multichannel sonar for chirp, DownVision, SideVision and more. The screen is 20 percent brighter than most competitors, and chart and sonar clarity are noteworthy. The 3D sonar paints the bottom beneath your boat, mapping locations of fish and structure. It also aligns GPS waypoints with each sonar ping, so finding your way back is as easy as touching the structure or fish and tapping the go-to command on the chart plotter. Raymarine’s devices are tough, surviving heavy-duty shock, submersion and fire-hose-like spray tests to prove their durability. Costing less than $500, Raymarine’s Element S offers an even greater value to the vessel operator who only needs chart plotting and standard sonar.

Read Next: View Important Engine Data With an MFD Interface

Humminbird Helix 7 Chirp Mega SI GPS G4N

Humminbird has the reputation for offering the clearest, most detailed sonars available to boaters and fishermen. Originator of side scanning, Humminbird has continued to refine and improve its resolution, sonar detail and clarity in imaging. The company was an early adopter of sonar recording, offering the ability for boaters to create their own bathymetric charts, either to enhance supported charts or create bathymetry where none exists. Humminbird offers the added benefit of controlling Minn Kota Talon and Raptor anchors, and Minn Kota iPilot motors.

The post Five MFDs Compared appeared first on Boating Mag.

If a large or injured member of your crew fell overboard, could you get them back into the boat? Even a modest-size person is slippery when wet and thus hard to grab. It’s a problem for which there are no easy or all-purpose answers. Sadly, in some situations, failure to retrieve a person in the water could result in death or grievous injury. In this month’s Quick Study, we’ll take a look at potential solutions to the challenge of getting a man overboard (MOB) back aboard.

Steppin’ Out

Even easier for a mildly injured victim than climbing a vertical ladder is reboarding the boat using a center-rail dive ladder such as those popularized by Armstrong Nautical Products. This type of ladder mounts and removes quickly onto a bracket installed on the boat’s transom. These ladders protrude at a gentle angle and offer broad, flat rungs. Using one is somewhere between a ladder and a set of steps. A groggy or winded person could more readily use this type of ladder (prices start at $240, armstrongnautical.com).

Lifesling

Developed by the Sailing Foundation (thesailingfoundation.org) some 40 years ago, the Lifesling ($227.99, westmarine.com) is a padded harness attached to 125 feet of floating poly line that can be thrown, towed or handed to a person in the water. With the use of 5-to-1 block and tackle ($379.99, westmarine.com) secured to a cabin top or fishing tower (or in dire straits, a cleat on the opposite side of the boat from the victim), it allows you to haul in the MOB. Swim platforms, boarding doors and vertical attachment points make using this harness easier.

Parbuckle

Sailors can create a parbuckle using spare sails, but powerboaters might use a bed sheet or tarp. Secure two corners of the tarp to your boat’s cleats or rails. Tie long lines on the outboard corners. Maneuver the victim on top of the section of tarp draped in the water. Now haul in on the corner lines and roll the MOB up and in. You may need a helper, or have a come-along tool or lifting tackle available. Maybe run the rode from an anchor windlass aft and turn it around a seat base or stanchion. 

Self-Help

Sometimes a person who has fallen overboard is not hurt. But they may be but too old or too weak to pull themselves up on the unfortunately all-too-common two-step boarding ladder. So, consider adding extra steps so your ladder reaches down deeper in the water. One example of two- and three-step ladder extensions is CLR Marine’s Extend Your Step ($99 and $129 respectively, clrmarine.com). Folding transom steps, as referenced in this month’s Weekend Workbook, are another solution.

Read Next: Electronics for Man Overboard Alert

Get a Grip

As mentioned earlier, a wet and possibly injured mate doesn’t present the best of handholds. If the person in the water is wearing a good-quality life jacket, you might grab its straps or secure a dock line to it to aid in grip. (Bet you never thought we’d advocate wearing a life jacket for getting out of the water.) In true life-and-death situations, such as profuse bleeding, grabbing hair, ears or whatever you can are all fair game. Get ’em in the boat!

The post How to Get a Man Overboard Back Aboard appeared first on Boating Mag.

The driver is the key to a successful, fun and safe tow-sports experience. The pros can tell when the boat’s speed is off by as little as 0.33 mph or it veers from a straight path by even a few inches. 

That is why experienced, rated drivers are used in water-ski, wakeboard, wakesurf and barefoot competitions. But good driving is important for everyone who enjoys having fun behind the boat, even novices and tube riders. Here are a few tips toward becoming a good tow-sports driver.    

Get Focused

The tow-sports driver is more than someone who steers the wheel and moves the throttle. The driver sets the tone for the session on the water. He or she should focus strictly on providing a fun, safe and successful experience for the person behind the boat. Once you have developed this focused mindset, you are on the path toward becoming a good tow-sports driver.

360-Degree Awareness

Effective driving requires 360-degree awareness of your surroundings. A ski mirror is crucial in developing this skill. If your boat did not come with a mirror, get one. Aftermarket mirrors are available for all boats, including center-consoles and pontoons. With the mirror, you can face forward while keeping an eye on what is happening behind the boat. The mirror will keep you more engaged and make you a better tow-sports driver. Your eyes should always be moving, scanning the water in front of the boat and looking at the speedometer and the mirror. Keep the boat’s speed accurate, and look for the calmest water while avoiding other boating traffic.  

Designate a spotter, and inspire her or him to stay engaged. The designated spotter should sit next to you, and instruct them to speak loudly. That way, you can better hear any commands they have even if the stereo is turned up. 

Sensitivity to the Wheel and Throttle

Developing sensitivity to the wheel and throttle is another important skill in effective tow-sports driving. Every boat steers and handles differently, and acceleration will differ depending on engine size and propeller choice. The goal is always to throttle smoothly so that the skier or rider is not even aware of the driver. The driver should always turn off the engine when a skier or rider is on the swim platform, getting ready or getting back in, or in the water near the boat. After a fall, the driver should return quickly to protect the person in the water, then slow down to an idle speed so as not to intimidate the skier or rider in the water.

Read Next: Three Keys to Improve Your Wake-Sports Skills

Skiers and riders come in multiple sizes and possess different skill levels. Therefore, the driver should customize the way he or she drives for each individual. Ask the individual in tow what type of acceleration and top speed he or she wants. If the skier or rider is a novice and does not know, the driver should be aware of the ideal speeds for each tow sport and make a judgment call based on the individual’s weight. After each pass, the driver should ask for input from the skier or rider.

The goal for the tow-sports driver is to always think from the viewpoint of the person in tow and to give the skier or rider the best and safest experience behind the boat. Good driving is satisfying for the person behind the boat and also gratifying for the driver.

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Mercury Marine has been teasing its Avator electric outboard for more than a year, and the Avator 7.5e model made its public debut in January at the 2023 Consumer Electronics Show (CES). However, it will not be available for sale until later this year, likely packaged with the new Veer X13 compact fishing boat.

The first in a series of Avator electric motors Mercury will introduce in 2023, the Avator 7.5e is distinguished by its removable battery pack. Mercury says the Avator 7.5e generates 750 watts of power and offers performance equivalent to a Mercury 3.5 hp gas outboard. The 48-volt, 1 kWh lithium battery, designed with Brunswick partner Mastervolt, uses transverse flux technology. Mercury says the hydrodynamics and propeller design foster efficiency, and the outboard generates high torque with little effort to maximize battery life and range.

“The Avator 7.5e is much more than just an outboard,” says Tim Reid, Mercury Marine vice president of product development and engineering. “We created an entire propulsion system, fully integrated from the advanced controls, props and digital gauges to an all-new mobile app. Every aspect was designed with the same attention to quality, durability and reliability as all Mercury products. We’re confident the Avator 7.5e outboard will deliver a superior boating experience for boaters powering small vessels with electric propulsion.”

The Avator 7.5e comes in 15-, 20- and 25-inch lengths. The 15-inch model weighs 43 pounds without the battery, about 5 pounds more than Merc’s 3.5 hp FourStroke. The battery weighs about 15 pounds. The drive removes from the transom bracket at the steering pivot, so you could leave the bracket and tote away the rest of the motor, which then weighs just 37 pounds. This also makes installation easy; screw on the transom bracket, attach the drive, then drop in the battery.

The 7.5e model can only be powered by its built-in battery. Extending range requires carrying a second battery pack, which is also easy to change. Mercury is not able to estimate range due to all of the obvious factors that impact battery efficiency, including wind, current, load and ambient temperature. The battery must be removed from the outboard for charging. A 110W charger and a 230W charger—both of which plug into standard house current—are available. Charging times for a depleted battery is stated as 10 hours with the 130W charger and 4.5 hours at 230W. The onboard display offers a lot of information, including battery level as a percentage or on a scale, battery estimated time and distance, power output in kilowatts, vessel speed, a moving propeller indicator, and alerts and faults. The display can also be used to change throttle direction for hand preference, since shifting and throttle are controlled in the tiller handle grip. Maintenance is limited to checking a sacrificial anode, greasing the prop shaft, rinsing off salt, and maintaining battery state of charge.

Mercury is not ready to reveal pricing for the Avator 7.5e. At CES, Mercury also displayed Avator 20e and 35e models, which we assume will produce 2.0 kW and 3.5 kW of power if the naming nomenclature is consistent. If thrust stays consistent, that makes the 35e model equivalent to about 14 hp. The Avator 20e and 35e models use remote batteries.

Brunswick will release more information on Avator outboards at mercurymarine.com/avator throughout the coming year. Meanwhile, we’ll be testing the Avator on the water soon and reporting back to you. Stay tuned. 

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