Salty Sailors Academy

Why now is the right time to buy your next boat?

Is now the right time to make the leap? If the arguments for and against your next boat are equal, just do it says Rupert Holmes

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Upgrading to a newer or larger yacht is always an exciting prospect. It’s a gateway to new adventures and the start of a new chapter in life, with the boat invariably becoming a defining factor in family life and how you spend much of your leisure time. Yet so many owners delay unnecessarily, while others suffer buyer’s remorse after the purchase, losing faith in their pre-purchase reasoning and regretting the decisions they made.
ARC weather man Chris Tibbs prepares his boat for ocean cruising

Identifying the right boat
For many, a change in employment, family or financial circumstances is the trigger to upgrade or change boat, but there is nothing wrong with change for its own sake. While it’s possible to modernise an existing boat, it can be an expensive and arduous process with no guarantee that the boat will end up easier or more fun to sail. Also, moving to a different brand of boat can open up new social opportunities, such as organised regattas or long-distance rallies.

While owners will obviously start with a wish list for their new boat, being too prescriptive can be counter-productive. “A common mistake is to come with preconceived ideas – for example that the boat must have three cabins, a watermaker, or a freezer,” says Sue Grant, managing director of Berthon International. “It’s better to have an open mind. Look more at where the boat will take you and what you can do with it. Start by looking at lots of boats and don’t bid on a boat you haven’t actually seen.”

Used boat shows can be a great way to compare features across a number of different vessels. “Before you start looking you need to identify what you want the boat for,” advises Tim Griffin, who bought an Elan 434 earlier this year (see his full story on page 45). “If it’s long distance sailing you’ll need lots of storage and seaworthy accommodation, but for local sailing a smaller boat is a lot more fun.”

Budgeting for new or used boats
Buying a brand new boat means you can nail down the up-front cost before you buy. For an older boat, upfront costs can be more difficult to quantify, particularly if the boat needs refitting. The best advice is to allow a contingency fund of about 20 per cent of the boat’s price.

Depreciation also needs to be taken into account. Some can afford to take out finance and will therefore focus more on monthly costs than longer-term depreciation. However, for others, resale values are a fact of life. “Yachts of any age are a depreciating asset,” says Grant. “We saw big falls in value after 2008 and boats are still depreciating annually. But buyers understand that and see it as an inevitable cost of the enjoyment they will get from the boat.”

In the longer term, maintenance costs are harder to forecast. Scrimping on expenditure is a stressful experience, so if owning a slightly smaller yacht means you never need to worry about the repair and maintenance bills, it will be a lot more fun than owning a larger vessel where every major bill makes you wince.

The value of your existing boat is also a key part of budgeting for its replacement. But how do you figure out how much it might fetch? Yacht brokers will typically have access to databases that reveal the actual selling price of numerous boats and the length of time each one took to achieve a sale. This is exactly the data you need to make an informed decision.

Buying new
“A brokerage yacht is someone else’s project,” says Kate Porteous of Oyster Yachts. “If you want a yacht to your own specification, the only option is a new boat.”

One of the strongest parts of the market, even for mainstream production builders, is in the 45-55ft sector and upwards. Peter Thomas of Hanse dealer Inspiration Marine says he has seen a significant change in the past five years. “Younger owners, typically in the 40-55 age bracket, with substantial incomes, are buying a brand new boats because they can choose exactly what they want.

“When we sell a new boat, the extras specified often add 20 per cent or more to the price. From the Hanse 455 upwards buyers also increasingly want customisation beyond factory options. Recently one wanted seven networked TV screens, while another specified the exact varnish for the teak cockpit table.

“A new boat can also provide more modern features. It might be as simple as MFDs on pods at each wheel, or something that can only be incorporated at the design stage. The Hanse 575, for example, has space for a Williams Jet Tender in the stern garage, which has proved incredibly popular.”

Much of the customer base for boats of 45ft and above is people who have chartered extensively but have not owned a yacht before. Thomas says more than half the boats he sells in this range end up in the Mediterranean within a year or two. Buying in the UK means owners can get used to sailing the boat, while attending to any snag list items.

It’s increasingly common to sell tuition packages with boats of this size, which often turns into a longer-term relationship with a skipper. In some ways this blurs the distinction between smaller vessels that are owner operated and those, typically over 60ft, that have a full-time skipper and crew.

Buying used
If you’re buying a used boat, some degree of wear and tear is inevitable. Once a vessel reaches 10-12 years of age there may be a number of items that are close to the end of their life. Standing rigging, sails, spar paint and dated electronics are probably the most important elements, but teak decks, sanitary plumbing, hull paint and generators may all need attention.

Paradoxically, Sue Grant of Berthon says boats that have been well used – and therefore continuously maintained – are often in better shape than those that spend long periods neglected on their moorings or ashore.

“If buying a used boat, find a quality yacht and get a good survey. The price then comes down to value,” says Oyster’s Kate Porteous. “Make sure you find out how the yacht has been used, owned, where it’s been, how many offshore miles it has sailed and look at the service record.”

When it comes to the survey, it’s wise for the vendor to avoid unnecessary surprises and declare any known problems and repair history. As a buyer it’s important to get along with your surveyor. “To choose a surveyor, call several and chat about the boat and about your plans, then go the one you get on with best,” says Grant.

Above all, don’t become obsessed with a defect list. While there are likely to be items that need attention, it’s unlikely the boat is intrinsically defective. “Don’t just read the report,” advises Grant. “Go and see the boat with the surveyor and talk through what needs doing. Work out the ‘must-haves’, the ‘nice-to-haves’, and the items that can be left for a few years.”

At first glance, used yacht sales may look like a buyers’ market, with declining prices and some boats sticking for years before being sold at deeply discounted prices. In reality, there’s a shortage of good second-hand craft under ten years old, and there’s still healthy demand for older, high quality yachts that have been well looked after.

Negotiating a deal
“We’re very busy and there’s good confidence both in the UK market and elsewhere, but it’s price sensitive,” says Grant. Her latter point is an important one. Owners have to price realistically or be happy to negotiate a worthwhile discount. Nevertheless, the best deal is one that works for both sides. “You’re better off maintaining a good relationship with the vendor,” Grant says. “It can help enormously if they spend time with you at handover to go through the systems.”

There’s no magic formula for how much less than the asking price you should offer. A well-presented boat that’s sensibly priced may sell quickly at, or very close to, the asking price. A boat that’s clearly not being used and has been on the market for a long time will invite lower offers.

Peter Thomas cautions buyers not to get carried away with how many thousands they can get knocked off the asking price, saying this can lead to buying the wrong boat. “There’s no advantage in being tempted to buy a boat that’s not right for you, just because it’s offered with a better percentage discount.”

The 45-55ft sector and above is one of the strongest

Tim and Jane Griffin, Elan 434
Tim’s previous boat was a Princess V40 powerboat, which he replaced with Instinct earlier this summer. Longer-term plans are to sail to the Med and cruise there, maybe also with visits to the Canary islands.

Instinct appealed as it has the owner’s layout, but still with room for a multigenerational family. It has a safe cockpit, with sail controls that are easily reached from the helm, plus a lot of neat touches. Although it’s a cruising design it’s quick and sails well, which were also important factors.

“We first saw this boat a few years ago,” says Tim, “but the owner decided to keep her. In any case we had not sold our previous boat.” Instinct had one owner from new and had been little used, especially in the last couple of years. “She had been very well looked after, with a really good service history from new,” he adds. “That was a deciding factor in the end.”

“She came out of the survey really well, needing new skin fittings, a new saildrive gaiter and some work on the standing rigging and sanitation pipes. Beyond that, the couple have added radar and a 32in flatscreen TV in the saloon, which they plan to interface with the navigation system.

Tim Hammick, Amel Maramu 46
Hammick, who has a long-standing background in performance sailing, bought Marindina in July 2012 and has since sailed around 25,000 miles, including four Atlantic crossings.

He drew up a shortlist of four or five Maramus across Europe, then, to save potentially wasted travel before viewing, he asked the owners detailed questions about each boat, including the condition of equipment on board, age of standing rigging and so on. He then took a risky approach, making a low offer on a boat in Lanzarote that had been on the market for several years, only commissioning a survey once he had completed the deal.

“I wouldn’t have done that with most boats,” he says. “The Maramu’s heavy scantlings and thick single-skin construction gave me the confidence.

“Having that offer accepted meant I had a better budget to refit the boat with everything overseen by a surveyor. That gave me tremendous confidence in the boat. Marindina got a mostly clean bill of health in the survey, with the only real unexpected thing being scattered blisters in the forward part of the hull that the local yard dealt with. They also replaced the standing rigging and installed a satellite phone.”

Mark and Jo Downer, Grand Soleil 46.3
Mark and Jo bought a little used but well maintained GS 46.3, in Holland early last year, having thoroughly researched the market over a two-year period and cast a wide net. They wanted comfortable accommodation and a boat that would sail well and easily with just the two of them on board.

“It was important for the boat to look lovely and be well built,” Mark says. “But it also had to be new enough for decent kit, which pointed to a model of around 10-12 years old.” They have made few changes, replacing the 140 per cent genoa with a 100 per cent furling jib and Coppercoating the bottom.

“It’s worth working out exactly what you want from the boat and being choosy about it at an early stage,” he adds. “It’s a very expensive mistake to buy the wrong boat, and you won’t enjoy it as much.” He also recommends having a test sail if possible. “Even if you’ve already sailed a lot of different boats, you’ll learn from it.”

He says it’s important to check the sails carefully, and ask whether the equipment that’s on board when you view is included in the sale. Boats with minimal gear often sell for nearly as much as well-equipped boats, so you get that gear for less than it would cost new.

The true cost of external woodwork
Large amounts of external timber have a big effect on running costs and depreciation. Teak looks great at boat shows, but what happens as the boat ages? Modern glued decks last longer than their screwed-down forebears, but replacing them is expensive. There are plenty of performance cruisers that look great without external woodwork, including the Amel range, mentioned on p45.

Personally, I have a foot in each camp. Over 15 years of ownership I’ve removed almost every item of external woodwork from my cruising boat in the Mediterranean, yet in the UK I have a boat with a full teak deck. It’s indicative of the compromises inherent in choosing a boat: everything else about the UK boat was right, so the wooden deck was the one compromise we had to make.

Size and complexity
The larger and more complex the boat, the more time, money and hassle it will take to maintain. My boats are simple to fix, which allows more time for exploring, or relaxing in the shade with a refreshing drink. But for others the main point is to entertain family and friends in a high level of comfort. If you fall into the latter camp, stick with brands that offer support for owners wherever they are in the world. Many builders retain full documentation of the systems and equipment for each boat they make, enabling them to assist with solving problems in remote locations.

The arguments for buying new
Benefit from the latest design thinking
Can choose exactly the boat and specification you want
Cosmetic appearance
Total price can be quantified in advance
Systems will not need replacing or updating for many years
The arguments against buying new
Higher price
Possibly longer lead time
Greater depreciation
A snag list of problems is almost inevitable
The arguments for buying used
More boat for your money, particularly if there’s recent new gear on board
Previous owners may have tried, tested and improved systems
Can make a top-quality yacht affordable
The arguments against buying used
Older systems may be in need of replacement
When will an expensive refit be needed?
Missing out on recent design and construction developments

Best Sailing Destinations in the Mediterranean

Are you an unpretentious sea lover? Do you seek for unforgettable holiday afloat in calm and placid or rough, wavy waters? Then you are lucky enough to know that you are reading the most useful advisor about the best destinations to charter a yacht while sailing in the Mediterranean. The picturesque and idyllic landscape of the Mediterranean hub attracts numerous of yachters throughout the whole year and promises them unique experiences of the nature’s splendor.

Below, we have listed the 10 best yachting destinations in the Mediterranean Sea:

Croatia Islands and Montenegro

Listing numerous of islands in its region, Croatia has great sailing charters and places to highlight inshore and offshore. The three biggest island complexes of Croatia are found at Northern Seacoast, Northern Dalmatia and Central and Southern Dalmatia. All promise a great nature’s splendor to the sailors, who have the opportunity to cherish precious moments of relaxation and privacy in the calm waters of the hub. Simultaneously, Croatian island complexes seem ideal also for those who seek for adventures, since the continuous differentiation of the landscape triggers exploring activities for hidden gems or historical remnants. A cruise at the Croatian islands can be perfectly combined with a cruise at the Bay of Kotor, a famous worth-visiting spot of Montenegro that attracts numerous of visitors annually.

2. Balearic Islands

A complex of eleven islands in Spain constitutes the Balearic Islands, a famous hub in the Mediterranean that is mostly known to yachters and visitors for the four biggest islands: Ibiza, Formentera, Mallorca and Menorca. The ultimate nightlife, the nature’s beauty inshore and offshore and the various holiday choices, all promise an unforgettable sailing experience at some of the most talked about places in the world!

3. Amalfi coast

Italy’s popular summer destination, Amalfi Coast, seems to be an attractive option for sailors, who can cherish the amenities of the Italian charter, as well as all the nearby destinations, such us the Bay of Naples, Pompeii, Capri, Cetara, Sorrento, etc. The picturesque rocky green landscape, in combination with the historic ruins, the cosmopolitan lifestyle and the tasty cuisine constitute an ideal holiday environment that becomes super-crowded in the high season of summer.

4. Ionian Islands

We have to admit that the majestic, picturesque landscape of the Ionian Islands may be the reason why this complex is considered to be the most worth-visiting vacation hub in the Mediterranean Sea. The idyllic landscape in combination with the contradictory, though complementary, elements of nature promise a thoroughly sailing experience: exploring nature and hidden gems, like bays and marinas, unforgettable cosmopolitan nightlife, breath-taking sunset views, relaxing vibes, delicious food and numerous other aspects of a Greek island life.

5. Malta

One of the hottest summer holiday destinations in the Mediterranean, Malta seems to be one more choice recommended for yachters, who seek for beautiful places exploration and adventurous experiences. Malta is a less-crowded destination, though offers a variety of activities, such us scuba-diving or exploration of its rich and long history, while at the same time promises beautiful sandy and rocky beaches with crystal-clear waters in the islands of Gozo and Comino, as well as alongside the coastline.

TIP: Better visit Malta in the spring months or in the first period of autumn, since summer months are always too hot to handle, mainly due to the geographical location of the island that is close enough to Africa.

6. Sicily and the Aeolian Islands

In the southern part of Italy, right above Palermo and Catania, the two biggest cities of Sicily, and into the Tyrrhenian Sea, Aeolian Islands are located and host every single yachter, who looks for windy holiday afloat, as shown by the name given to these islands. A tour to the Aeolian Islands (Lipari, Vulcano, Salina, Stromboli, etc) can be easily combined with a tour to the Sicilian beauties, that are mainly found in the historical Palermo and in the breath-taking Catania that provides a spectacular view of the snow-capped Mount Etna.

7. Sardinia

While being the second largest island in the western Mediterranean, Sardinia has great natural splendor and well-organized yachting charters to host sailors, so as to provide them with all the required amenities. A windy, picturesque landscape that can satisfy the most demanding visitor constitutes one of the greatest and most historical tourist resorts in the Mediterranean hub. Porto Cervo and Costa Smeralda are suggested as the two most attractive destinations in Sardinia, especially during the summer months, when berth reservations become more difficult and expensive.

8. Corsica

Corsica, located at the southeast of France and being one of the 18 regions of the country, constitutes one more holiday option for sailors in the Mediterranean. A paradise for active types and for social life with rich history and culture and a very well-preserved natural landscape promises precious moments of joy, relaxation and entertainment in an idyllic environment for all. The ports of Calvi and Bonifacio are combined with a romantic atmosphere that comes from the old town of Corsica.

9. The French Riviera, Cote d’Azur

A much talked about destination, French Riviera, is the Mediterranean coastline of the southeast corner of France and attracts premium visitors worldwide in the hubs of St Tropez, Cannes, Nice, Monaco and Antibes, where the best parties and events are organized with food and services of excellent quality.

10. Turkey’s Turquoise Coast

At the meeting point of West and East, the Turkish coastline offers a spectacular natural splendor, combining rocky green and blue landscapes. The resort Turquoise Coast that is also known as Turkish Riviera seems ideal for summer months, although it is always too busy during the high season. Nevertheless, this 1,000-mile stretch of coast constitutes a dream for every sailor, who has there the opportunity to cherish unforgettable holiday afloat.

Without a shadow of a doubt, the Mediterranean is one of the best sailing hubs, offering numerous yachting destination charters that satisfy every taste through the variety of the available choices. The only thing you have to do is to reserve your berth now on www.sammyacht.com and get ready for an amazing journey in the most clear blue waters of the world.

10 top causes of engine breakdown – and how to avoid them

During his 15 years as a marine engineer with the breakdown service Sea Start, Nick Eales has seen it all. He talks to Jake Kavanagh and offers PBO readers tips to avoid the 10 major causes of breakdown at sea

When you want to know what goes wrong on yachts and powerboats on a regular basis, who better to ask than the marine equivalent of the AA recovery service?

‘Boats are becoming bigger and better than ever before,’ explained Nick Eales, the managing director of Sea Start. ‘But they’re also becoming far more complex, so the majority of our call outs are for electrical failures. This year we’ve also seen a huge increase in the diesel bug, which can stop even the biggest motorboats dead.’

Some breakdowns are unavoidable, and can happen to the best of us. ‘We’ve had at least eight boats disabled in the same area within three days – and all with fishing net around their props. It all looked the same type, too. Trawlers are venturing into much rougher ground to make their catches, which rips their nets to shreds.’

The good news is that if you call Sea Start, they claim to be able to fix 92% of their customers’ breakdowns. The company covers the most popular areas of the South Coast and is expanding, with more staff and agents in north Brittany and the Channel Islands. They attend an average of 1,600 breakdowns a year, and can provide anything from an on-the-spot repair, to a long tow back to the nearest safe haven.

On the mend
But, we asked, aren’t things improving on the breakdown front? Surely the RYA’s diesel engine course for leisure boaters is reducing Sea Start’s workload? In fact, Sea Start even offer the one-day course themselves at their Hampshire headquarters, and have plenty of teaching aids from real-life breakdowns.

‘Boat owners are certainly becoming more mechanically aware, and they’re learning to make the proper checks before they sail,’ Nick said. ‘We often troubleshoot over the phone, allowing owners to fix a fault themselves. But saltwater is hard on machinery, and sometimes a crew is just too tired, or too seasick, to fix a breakdown, even if they have the spares and know-how. Some faults are simply too complex to repair at sea anyway.’

So what are the repeat offenders, and how can they be prevented?
Nick and his team of engineers religiously keep records from which they compile a set of figures at the end of each season. The split is about 50/50 between power and sail. In descending order, these are the most common breakdowns based on nearly 1,700 call-outs in 2004.

1. Engine electrics
23% of call outs

By far the biggest stopper (or non-starter) of all engines is an electrical system failure.
‘A real killer in fast sportsboats is water in the bilge,’ Nick suggests. ‘And it only takes an inch or two. When the bows lift, the water rushes aft and sloshes into the back of the engine, where the flywheel sprays it onto the starter motor. Owners must keep the bilge dry at all times, and that means sponging it out. It’s worth the effort, as replacing the starter motor is a major job.’
‘If you do have a starting problem, our advice is to check for the obvious first. On flybridge motorboats, for example, the fail-safes will lock out the controls at the lower helm position if the upper helm controls are even slightly engaged. That’s definitely a problem we can fix over the phone’.

2. Fuel systems
16% of call outs

A clogged up oil filter (left) and its new replacement
A clogged up oil filter (left) and its new replacement

‘Running out of fuel is on the increase,’ Nick says. ‘We’ve found that boat fuel gauges are notoriously inaccurate, and are often reading a quarter full when the engine is sucking fumes. Owners expect them to be as accurate as the ones in their car, so trust them implicitly.
Running out of fuel at sea in a big motorboat can be a real pain, as it can take up to 180lt (40gal) simply to bleed the system and then get you home. Very few boats will carry enough spare fuel for this, so make sure you dip your tanks, and try and keep them over half full. Know the boat’s range. Many owners base their calculations on fair weather motoring, and wonder why they run out when bashing into a headwind.
‘The bug that grows in the diesel/water interface in fuel tanks is more prevalent than ever. Many of the treatments that kill it off are counter-productive, as the dead bugs sink to the bottom of the tank and clog the filters. Choose a treatment that turns the bug into a combustible product instead, so no sediment is left behind.
‘Another regular problem is owners filling their water tanks with diesel, or their diesel tanks with water – easily done by a tired crew after a long passage! ‘Although all Sea Start boats carry a raft
of spares, it’s a real bonus when the owners can provide the right filters for their particular engine, especially if it’s a rare one. ‘The primary filters are the ones that get blocked. Keep at least two sets per engine on board, plus a spare set of fine filters.’

3. Overheating
14% of call outs

A typical broken impeller – but where have the blades gone?
A typical broken impeller – but where have the blades gone?

‘Rubbish in the water – especially plastic bags – cause a lot of blockages with intakes,’ Nick says. ‘Another regular customer is the failed water-pump impeller.
‘It’s important to remember that the broken blades of the impeller may well have been sucked into the cooling system, and need to be removed before a new one goes in.
‘We often get problems with the strainers on the saildrive engines, as well as on bigger engines such as the Volvo KAD series. The strainer is designed to be removed for checking and cleaning, but some owners fail to replace the seal properly. This causes the engine to lose suction and overheat.

Forceps are being used here to retrieve broken impeller blades
Forceps are being used here to retrieve broken impeller blades

‘A good tip is to smear Vaseline on the rubber seal and check it carefully before reassembly. A further check is to run the engine at two thirds throttle with a sq**rt of detergent in the strainer. This should produce tell-tale bubbles at the exhaust end.’

4. Batteries and isolators
13% of all call outs
‘A failure in a battery isolator switch is simple to repair, but in the meantime will shut down the whole boat. RIBs and small sportsboats are very prone to this, as the switches are often partly exposed to spray.

‘The poles often support a lot of wiring, and the switch tends to fail internally. Unfortunately, a multimeter still records continuity across the terminals, so it seems fine, but it just can’t take any load. Battery isolator switches are simple and inexpensive, so if you have any suspicions, just swap it for a new one.

‘Batteries also top the list – usually due simply to a lack of fluid, or from cells dropping out. Faulty terminals, where clamps have been banged on with a hammer, also feature highly.’
Nick’s engineers carry emergency portable power packs to jump-start engines, especially as many incidents are on boats at anchor with no access to shore power. Keeping a power-pack aboard, or even a spare battery, will at least allow you to get home again’

5. Fouled propellers and drives
12% of all call outs

Another breakdown that’s on the increase is the fouled propeller – tangled in fishing net, pot markers or stray rope – which can be either an inconvenience, or a catastrophe.
‘Outdrives are the easiest to get to, as the drive leg can usually be lifted, and we can get at the prop from the RIB. Saildrives are the worst, because the propeller is deep under the hull and virtually inaccessible. Then all we can do is tow the boat in. Remember to check the drive carefully after you have cleared a foul, as the shaft may have been bent, or the propeller damaged – especially if it’s a duo-prop.’

6. Gearboxes, saildrives and steering gear
6% of all call outs

Cone clutch failure in saildrive or outdrive legs is usually caused by the clutch being ridden or slipped during manoeuvres, and it’s a boat-out-and-strip-down repair. The only prevention is by using positive action with the gear lever.
‘We’ve also had a number of saildrive propellers fall off,’ Nick says. ‘This is because they aren’t replaced properly when the ring anodes have been renewed at the start of the season. All types of steering – even tiller steering – have the potential to fail. We’ve had several problems with hydraulic steering rams failing, or the ends of cables giving way. Again, a close visual inspection for signs of corrosion, or hydraulic leaks, will detect any problems before they get too serious.
‘Rudders (or outdrives) can usually be centred and the boat brought most of the way home under a jury rudder.’

7. Major mechanical failure
5% of all call outs

Full mechanical breakdowns account for a relatively small proportion of call outs. Typical scenarios have been broken camshafts, dropped valves or cracked cylinder heads.
‘Yachtsmen often think that because they can sail, they’ll be fine if their engine folds. But a yacht with no wind is in just as much of a pickle as a powerboat with no power. Even if they have a stiff breeze, they can’t always sail right into a safe haven; especially if it’s directly upwind or extremely busy, so will still need a tow at some stage. When broken down yachts call us up, we usually ask if they can sail themselves into a sheltered anchorage where we can assess the damage in relatively calm conditions.’

8. Drive belts
4% of all call outs

Nearly all marine engines use external belts and some engines, such as the Volvo KAD series, can have up to four of them. ‘Belt slippage often goes undetected, but can give some real problems,’ Nick said. ‘The belts seem fine with a casual glance at tick-over, but start to slip when under load, especially when a lot of draw is on the alternator. Look for black belt dust on or around the engine pulleys, and test them for tension by pushing them in. Keep new spare belts aboard, and use them to gauge the thickness of the ones already on the engine.’

9. Ancillaries
4% of all call outs

A badly corroded hydraulic ram caused the oil to leak out through this fitting. The ram was relatively new, but the boat had been moored alongside a steel mooring post which set up some powerful electrolysis
A badly corroded hydraulic ram caused the oil to leak out through this fitting. The ram was relatively new, but the boat had been moored alongside a steel mooring post which set up some powerful electrolysis

Trim tabs, power trim and tilt, and gear and throttle cables have a habit of parting company when needed the most. This is especially true of gear cables, which are usually protected in a sealed unit. They aren’t a serviceable item, and the gear selectors on a binnacle are the worst offenders. The cable will often fail when you need reverse, giving you acceleration ahead instead of slowing you up.

‘The gear cable s aren’t expensive, averaging around £20-£30 per unit, and I would suggest replacing exposed ones every five years or so to avoid an embarrassing shunt in a marina.
‘We also get a lot of outdrives jamming after being raised, often when small sportsboats have deliberately run up a beach. Volvo ones can be pushed back down by depressurising the hydraulic system, but Mercruiser drives are a bit more stubborn.’

Gear cables can fail within the sealed unit, but it’s often possible to disengage the drive by knocking the actuator up manually to the neutral position
Gear cables can fail within the sealed unit, but it’s often possible to disengage the drive by knocking the actuator up manually to the neutral position

10. Leaks – water and fuel
3% of all call outs

‘These are relatively rare, but can be alarming. A common cause is corrosion in exhaust water jackets, or people standing on the high-pressure fuel lines of an engine during maintenance jobs.
‘Hoses also perish, or clips become loose from engine vibration. A regular visual check of your engine, especially after it has been laid up for a while, will detect early problems.
‘Carry spare hoses and clips, and make sure new hoses are double clipped for extra security. Keep the coolant topped up with anti-freeze on engines with a closed cooling system, as it also contains important corrosion inhibitors.’

Nick’s top tips to avoid his assistance

Carry all the consumable spares for your engine, advises Nick Eales
Carry all the consumable spares for your engine, advises Nick Eales

Attend a diesel engine course. You’ll learn how to spot potential problems, bleed a fuel system, and be taught to carry out preventative maintenance
Keep a full set of consumable spares aboard, such as filters, belts, hoses and impellers. Have all the tools necessary to fit them. Sail into sheltered waters if you can before effecting a repair. It will make life much easier
Don’t trust your fuel gauge – they are notoriously unreliable. Carry spare fuel, and regularly dip your tanks
Tackle the diesel bug with a formulation that doesn’t just kill the bug, but eats it and turns it into fuel. Look at brands like Fortron, Marine 16 or Fuelset
Sportsboaters should always run a dry bilge. Don’t just pump it, sponge it! Replacing a starter motor often means lifting the engine, so it pays to keep the water where it belongs – in the sea.