Boat Engines and Fuel

Boats can accomplish their propulsion through the water using sails, propellers (e.g Evinrude outboard engines) or jets of water. Jet boats use the Newtonian concept that for every reaction, there is an equal opposite reaction. They work by pumping a jet of water out the back of the boat to move it through the water. A firefighter holding a hose under pressure is familiar with the force produced by a stream of water.

Boaters are seeing many changes in the marine fuels available for their use. Governmental regulation has slowly changed the composition of boat fuel to better help reduce harmful emissions. Boat operators need to be aware of the possible problems these fuels can pose to their craft. Currently there are three new fuel formulations showing up in the marketplace; they are ethanol blended gasoline, low and ultra-low sulfur diesel, and biodiesel. An understanding of these fuels will help boaters purchase the correct fuel, equip their boats properly, choose the right filters and improve marine propulsion performance.

Components - Jet boats use a gasoline or diesel fueled engine to turn a water pump. The turning pump takes in water channeled through screened water intakes mounted on the bottom of the boat hull, and then discharges it at high velocity through a nozzle centered in the transom. Turning the direction of the nozzle provides steering for the boat. Reversing the boat is accomplished by lowering a deflector or bucket over the nozzle and reversing the water stream thrust.

Marine water jet propulsion offers a number of benefits to boaters that include safety, maneuverability, economy, and environmental impact.

Ethanol-blended gasoline - Ethanol is a blend of gasoline and ethyl alcohol. Ethyl alcohol is an excellent solvent and is hydroscopic, that is it adsorbs water. As a solvent, ethanol will dissolve sealants used in fuel tanks. It has a cleaning effect on tanks and fuel system components that can release fine metallic particles and dissolved sealants into the fuel delivery system. This contamination can plug fuel injectors, filters and carburetors. The greatest problem associated with ethanol fuel is the adsorption of water out of the atmosphere. Fuel stored onboard a boat can degrade in less than a month with a combination of water and ethyl alcohol separating from the gasoline. This is known as phase separation and it can harm marine power plants, produce excessive engine deposits, decrease fuel economy and reduce power generated by an engine.

There are many things boaters can do to prevent problems with use of ethanol-blended gasoline in their vessels. Once it is apparent phase separation has occurred, the only good course of action is to pump out the fuel tank, clean it and replace to the fuel with fresh product. Inspect the condition of onboard fuel and fuel tanks regularly. Control the water that can enter the fuel system. Check the condition of fuel lines, filler hoses and gas caps. Use a quality water separating fuel filter and change the filter element often.

Safety - Jet boats eliminate the injuries caused by spinning propellers. Prop strikes cause severe injury and death each year to skiers, divers and swimmers in the water. Jet boats suffer less damage from striking floating debris or a prop to foul stray lines in the water. The risk of running aground in tidally influenced areas is greatly reduced.

Low and ultra-low sulfur diesel - The Environmental Protection (EPA) is requiring the use of low sulfur diesel by boaters and the marinas that distribute diesel fuel. Two forms of the new low sulfur diesel are available to marinas. They are low sulfur diesel (LSD) that does not exceed 500 parts per million (ppm) of sulfur and ultra-low sulfur diesel (ULSD) that can not exceed 15 ppm of sulfur. Marine fuel previously available at most marinas can run up to 5,000 ppm of sulfur.

Sulfur in diesel fuel acts as a lubricant that extends the life of seals and fuel injectors. Use of these new forms of diesel fuel can reduce protection provided to the engine and reduce performance. Low sulfur diesel is less stable, contains more moisture, is more prone to bacterial growth and causes fuel filters to plug up sooner. Diesel engines designed to ASTM standard D975 can safely use ULSD fuel. Diesel engine operators should consult with their mechanic and engine manufacturer on strategies to better cope with the new fuel. New seals, injectors or other components may be required for good longterm performance.

Maneuverability and Performance - Jet drives offer instant responsiveness and acceleration with no hesitation. Compared to a prop, jets deliver more horsepower from the engine to the water while at a stop or slow speed. Propeller capitation or churning is absent. At planning speeds, there is no torque feedback to the helm as seen in propeller driven craft. Jet boats are especially popular with water skiers. There are no transmission components used on jet boats, no gears or clutches to break. Moving a deflector or bucket over the jet stream changes the boat's direction and it can be done while under full throttle. Your passengers might appreciate a little warning before you try it. Panic stops can often be made within the length of the boat. Jets are maneuverable; their thrust can be vectored or sent in different directions to move the boat. This trait is especially true at low speeds. Control is infinite fore and aft in all conditions.

Biodiesel - This is a class of fuel that is derived from vegetable oils and animal fats. It is relatively clean burning, represents itself well as a renewable resource and is more environmentally friendly than use of diesel fuel. Government research, subsidies and emission regulations are driving the increased use of biodiesel.

Biodiesel displays good lubrication properties, but suffers many of the problems associated with use of low sulfur diesel. It has low storage stability, is prone to supporting bacterial growth and provides less energy for combustion. Standards are not uniform for biodiesel production and quality varies between producers. Most marine manufacturers will only approve the use diesel blend of fuel that contains less than five percent biodiesel. Conversion of the engine is required to use unblended biodiesel fuel. Major diesel engine manufacturers like Detroit Diesel, Cummins and Navistar have tested biodiesel blends of up to thirty percent that have not degraded fuel system performance.

Economy - A jet drive is only a water pump powered by automotive engine modified for marine use. Jets are easy on engines and there isn't the classical form of a transmission to break. Jet systems matched to vessel weight and hull shape can allow engines to operate within their optimum performance power bands. In boat operations that involve frequent starts and stops, the only moving part used to change direction is the deflector plate. The engine and pump are set to run at their most favorable settings. Basic maintenance involves monitoring fluid levels and the owners can service most components. Many repairs can be made without hauling the boat. Pumps running in clean water enjoy exception life spans.

Environment - Compared to propeller driven vessels, jet boats don't produce the same levels of noise or vibration transmitted into the water. Prop boats are linked to damaging sensitive reefs and tidal flats. In Florida, manatees suffer greatly from prop strikes. Striking a manatee with a jet boat isn't going to do them any favors, but they are going to suffer fewer injuries because of missing prop.

How to Properly Break in Your Power Head

Test/replace the thermostat(s). Pressure relief bypass valves should be serviced for correct operation.

• Examine or Replace the water pump.
• Retard the timing 2-4 degrees. This can be done on most engines by turning in the timing screw towards the timer base 2-4 turns.
• Check to be certain you have the correct heat range spark plugs.
• Make sure you have fresh, clear 89 octane premium fuel and TCW-III oil -- I strongly recommend using oil supplied by one of the major engine manufacturers. e Even better are the newly available synthetic blend oils as they will prevent carbon accumulation. Cheap oil and gas are a false economy on modern engines. I recommend extra oil for the first 10 hours -- double oil seems to foul the plugs and 1 ½ oil seems to work.
• Check the high speed jet sizes in the carburetor. Check for the latest factory recommendations and use them or one size larger.

Break-in Procedure

Start your engine at home base using flush muffies to see that it actually does start and doesn't have any obvious problems i.e. - water leaks, etc... Once it is obvious the engine will start and run I suggest the engine be put in the lake and run for 20 minutes at high idle RPM (750 - 850) unloaded or out of gear. Check the plugs and carefully feel the engine to make sure it is not overheating. Restart the engine and then move it up to around 1500 RPM loaded in gear and vary the speed from idle until you have two hours on the engine. All the foregoing may be accomplished on the trailer. It is time consuming and tedious but it is the basis for long and happy engine life. If everything seems to be okay check the timing on #1 & #2 cylinders on a V-4 or V-6. Use the cylinder with the highest reading and set the timing 2-4 degrees less than the factory specs. If the spec is 24 degrees BTDC set the engine at 22 degrees. Leave the engine at this setting for the break-in period. If later you want more power the timing can be advanced to the factory spec but the engine will live longer if you leave the timing retarded. Don't guess. Use a timing light and set the timing UNDER LOAD, at FULL ADVANCE! Don't run it there other than to check the timing.

At this point you can run the boat, cruise at 3000-3500 RPM, periodically giving it short runs up to full throttle. This should continue until there are ten hours on the engine, then your powerhead should be broken in. If you follow the outlined procedures you will get better service from your engine. Be sure that at maximum throttle the engine will turn up to 5500 RPM, the top operating RPM for most 2 strokes. If it doesn't the propeller should be changed until the engine runs at or slightly over the rated operating range with a light load. The wrong prop can cause the motor to lug, overheat or at the other extreme over rev and destroy all your good work. Be sure to check and retorque the cylinder head gaskets.

Rebuilt Motor DO's and Don'ts

You must determine the reason the original powerhead failed. If the problem is not identified and corrected it is almost certain the newly rebuilt powerhead will fail. If a restricted (lean) carburetion problem caused the original powerhead to fail, the new one will also fail unless the problem is corrected. Guaranteed!

The most common causes of engine failure are detonation, pre-ignition, and overheating or any combination thereof. The result of these problems is that the temperature in the combustion chamber gets too high. As soon as the temperature in the chamber gets higher than normal the engine begins to run poorly and the damage to the engine begins. Detonation is usually caused by the air/fuel mixture being lean and the erosion of the piston starts at the edge or outer diameter of the piston. If the erosion starts in the center of the piston it is probably an ignition problem. An engine running hot due to deteriorated water pump or cooling system blockage compounds the problem.

The other common failure mode I see is scuffing and/or cold seizure which occurs mostly in new or rebuilt engines. When the engine is started, the piston heats up and expands quicker than the cylinder walls which are liquid cooled. When the engine is broken in and running at the correct operating temperature it runs with around .002 clearance. Normal human hair is about .003 inches. Once the rings are seated and a glaze forms on the cylinder walls this problem is not likely to occur. This makes the break in period very critical. The proper break in of a new or rebuilt powerhead will help insure that you get good value from your investment.

Admiralty terms are unique. And, while a doctor’s
writing may be difficult to understand, admiralty’s language
can be just as tricky to navigate. Here we are in the
21st century, and the U.S. Supreme Court recently re-visited
the definition of vessel in relation to a maritime dispute.
Just last month, a reader of the “Sea Trials” column
(a licensed captain) sent me an email asking what the
term seaman means in maritime law.
Believe it or not, the issue of seaman status is frequently
litigated. This is because, under maritime law,
the types of remedies available and elements of damages
recoverable may depend upon whether one is or is not a
“seaman.” Plaintiffs with bodily injuries like to be
cloaked with “seaman” status for expanded remedies
against the vessel owner/employer.
A seaman, according to a dictionary definition, is a
person skilled in seamanship or a person whose trade or
occupation is assisting in the handling, sailing, and navigating
of a ship during a voyage, especially one below
the rank of officer. However, it is not so simple in admiralty
parlance. Maritime law relating to liability for
death or injury to seamen has evolved from ancient
maritime codes. Coupled with U.S. legislation and
case law, unique tests of eligibility for seaman status
have developed.
Jones Act Seamen
In admiralty, the “Jones Act” (46 United States
Code § 30104) provides a cause of action in negligence
for any seaman injured or killed in the course of his employment.
The cause of action is against the seaman’s
employer and the remedies include maintenance (daily
food and lodging expense), cure (medical expenses), unearned
wages, and damages resulting from the unseaworthiness
of the vessel. Only a Jones Act seaman and/or
member of the vessel’s crew is entitled to sue for damages
under a warranty of seaworthiness - not a guest or a
passenger.
Although the term seaman is not defined in the
Jones Act statute, a definition has developed over decades
of disputes in the courts. Even the United States Supreme
Court has often weighed-in on the issue. Seaman status
is not dependant upon the activities of the employee at
the moment of an accident. Rather, the total circumstances
of an individual’s employment must be evaluated,
including the duration of the worker’s connection to a
vessel and the nature of the worker’s activities. Another
inquiry is whether or not the worker is a member of the
vessel’s crew.
Seaman Status Test
To assist lower courts in determining seaman status,
the U.S. Supreme Court as recent as 1995 (Chandris,
Inc. v. Latsis) developed a two part test:
1. The worker’s duty must contribute to the
functioning of the vessel or the accomplishment of its
mission; and
2. A seaman must have a connection to a vessel in
navigation (or to an identifiable group of vessels) that is
substantial in terms of both its duration and nature.
A good legal definition is contained in the Marine
Affairs Dictionary: Terms, Concepts, Laws, Court Cases
and International Conventions and Agreements, written
by Research Professor Niels West of the University of
Rhode Island’s Department of Marine Affairs:
“Able-bodied seaman (AB): In legal terms, a ‘seaman’
contributes to the mission of a vessel toward which
s/he has an employment relationship.”
If a worker becomes ill or injured while performing
work aboard a vessel but cannot satisfy the Supreme
Court’s two-pronged test, he or she will not be deemed a
Jones Act seaman and in the alternative, will only be entitled
to general maritime law “tort” or other remedies.
A tort remedy under the general maritime law is not as
liberal as seaman’s remedies. For example, for an injury
to a Jones Act seaman, a vessel owner/employer is liable
even without fault (called “strict liability”) for maintenance,
cure and unearned wages.
Examples
So, to bring the issue closer to home, is anyone
around here a Jones Act seaman? A passenger or guest
aboard your vessel is not, because there is neither an employment
relationship nor a substantial connection to
your vessel. Your guest may be a tanker captain but will be going to Argo Boat

Saving On Fuel Costs

Old money pockets, J.P.Morgan, once
said, “If you have to ask how much - you can’t
afford it!” That is easy for the owner of a succession
of yachts, all named Corsair, which
range up to more than 300 feet in length to say.
We all tend to be a little extravagant when it
comes to our boats, but there is no need to literally
“burn money” when it comes to boat
fuel economy.
You should ask how much fuel you are
burning and make every effort to reduce the
amount of fuel you waste every time you take
out your boat. Here, then, are some things you
can do to maximize your boat’s fuel economyso that you don’t need to become a dock
yachter.
(1) Dirty air intake filters and a
poorly-tuned engine will reduce fuel
economy drastically. Make sure your engine
is tuned properly and all filters are
clean. Take a look at your exhaust once
the engine is warmed up. Any trace of
black smoke may indicate a fuel- consuming
problem in the engine.
(2) The condition of your boat’s
bottom is critical. Crusted barnacles and
marine growth can reduce your boat’s
ability to flow through the water considerably.
It takes a lot more effort and
more fuel to push a boat with a dirty
bottom through the water.
(3) A fuel flow meter tells you instantly
how much fuel you are consuming.
With it, you can determine easily the best
cruising speed related to the weight of your
boat and the sea conditions. A flow meter
makes calculating fuel economy simple. It
is also your early warning sign when something
is wrong that is causing higher fuel
consumption.
(4) Every pound you add to your
boat requires power to move it. Cases of
motor oil, chairs you never use, winterizing
equipment that could be stored easilyin the garage, unneeded clothing, those special
fender boards you only use when you go
through the locks, or any other item you don’t
really need to bring along should be removed
and stored, not transported every time you use
your boat.
(5) You won’t find a tugboat captain
worth his salt going up the Hudson when the
tide is running out if he possibly can avoid
it. The reason is that it costs more fuel to
fight the tide than it does to flow with it. Obtain
a tide table and plan your goings and
comings around the tide.

UNIFORM STATE WATERWAY

UNIFORM STATE WATERWAY
MARKING SYSTEM
In this article we continue
our review of aids to navigation
and waterway marking systems.
The Uniform State Waterway
Marking System is no stranger to
inland and near-coastal boaters.
It utilizes white buoys with very
distinct orange colored bands on
the top and bottom and between
these bands there can be only one
of four symbols, each with a different
meaning. Let’s look at the
different symbols used.
Diamond with a cross in the
middle – A buoy with this symbol
is used to mark areas that
boats should NOT enter. Its most
common use is to mark swimming
areas, however they are
also found before a waterfall or
environmentally sensitive areas
where boat traffic could harm
migrating or nesting animals or
lead to erosion of the shoreline.
Diamond— The letter ‘D’ in
diamond stands for danger and
that’s exactly what this marker
symbolizes. They are usually
found marking rocks, reefs, obstructions
or any possible danger
to boaters.
Circle — This symbol is a
regulatory marker indicating that
some regulation is in effect. Its
most popular use is for speed
limits and no-wake zones, but it
may be used to mark a ski zone
or for any regulation.
Square — The square is
used to deliver information. It
can indicate a distance or tell you
where the nearest on-water pizza
or hot dog stand is located.
Not all Uniform State Waterway
Marking System markers
are buoys, sometimes they are
signs. If they are in the form of a
sign, they will still have the orange
paint around the border as
well as one of the four above
named symbols displayed. The
markers of the Uniform State
Waterway Marking System are
maintained by the State or by
marinas, yacht clubs, harbormasters
or beach associations. The
bottom line is, whoever took out
the permit to display the buoy
has the obligation to maintain it.
INTRACOASTAL WATERWAY
MARKERS
The Intracoastal Waterway
(ICW) begins in Southern New
Jersey, travels down the Atlantic
coast, hooks around Southern
Florida and follows the coast of
the Gulf of Mexico ending in
Brownsville, Texas. It consists
of a chain of local channels and
fairways linked together to provide
a protected inland route for
vessels making coastwise passages.
The channels that make up
the ICW system are marked
with yellow symbols that are
displayed on the channel buoys.
That means these buoys are
serving two purposes. They are
a navigational aid for the lateral
system as well as an ICW
marker. The symbols that mark
the ICW consist of yellow
squares or triangles. Here’s how
it works. Beginning in New Jersey
and traveling in a clockwise
direction South and then on to
Texas, any marker showing a
yellow triangle should be
passed by keeping it on the starboard
side of the boat. If the
marker has a yellow square on
it then it should be passed by
keeping it on the port side. No
matter what its basic shape, any
aid of any shape carrying a yellow
triangle should be passed to
starboard when following the
ICW from north to south and on
the Gulf coast.
In our next article, we’ll
take a look at proper fueling of
your vessel.
Until then....Safe Boating

Boating In Long Island

1. Did you know that the most significant factors to consider as you maneuver
your boat back to the trailer are wind/current strength and your
ability to compensate appropriately?

2. Did you know that when trailering your boat, unplugging the lights before
backing down the ramp could avoid those frequent burn-outs? Cold
water and hot lights don’t mix well.

3. Did you know that for safe waterskiing it is recommended that a 200
foot wide, unobstructed “ski corridor” at least 2,000 to 3,000 feet long be
utilized?

4. Did you know that Carvel construction is a method of boat building
in which the side planks are butted together flush and the seams caulked
to make a smooth finish?

5 . Did you know that the best way to turn a twin-screw vessel is port
engine ahead and starboard engine astern?

6. Did you know that when underway at night, you should avoid using
white lights? They will temporarily impair your night vision. Recovery
from exposure to a bright light may take up to 30 minutes.

7. Did you know that when going downstream or with a strong tidal current,
it sometimes becomes difficult to control a vessel’s speed and direction?
A corrective measure would be to clutch the engines into reverse.

8. Did you know that in different parts of the world tropical storms (winds
64K-plus) are referred to by different names? USA - hurricane, China -typhoon,
India - cyclone, and Australia - willy willy.