Hauling an anchor has been enjoyed by no one, anywhere, ever. It’s a back-breaking chore that can only be resolved with one thing: an anchor windlass. But, blessing though they may be, anchor windlasses are known for having numerous issues that can stop them cold. The good news is that it’s usually easy to troubleshoot and resolve the problem in short order. Here’s how to figure out what the windlass issue is, and hopefully, get it running again.

Slip Sliding Away

When the windlass appears to be operating properly, but the rode isn’t moving, the most likely issue is a simple clutch adjustment. Check your owner’s manual for how to adjust the clutch (some windlasses have a knob you can turn by hand and others require a winch handle), tighten it up, and give it another try. If the clutch is sufficiently tight, but the windlass still isn’t taking up line, there’s a possibility that the gears are stripped, and the problem will have to be addressed back at the marina.

No Signs of Life

If you flip the switch and nothing happens at all, it’s likely an electrical issue. Step number one is to check the circuit breaker. If the breaker is popped ,reset the breaker and try again. If not, you need to ascertain why and where there is a lack of power. Use a voltmeter to check both sides of the breaker and switch to make sure they’re working properly, then check the motor itself. If there’s no power, check the cables running to the motor. If it shows power, but voltage drops way off when you hit the switch, you have a battery problem and the motor isn’t getting sufficient juice. If there’s plenty of power, the next suspect is the solenoid switch. A clicking noise is a sign that the contacts are corroded or it’s given up the ghost and needs to be replaced. The solenoid is good, but still no luck? In that case, the problem may be more significant, likely in the motor itself, and you’ll need to get that anchor up manually and call in a pro who can disassemble it and diagnose the motor problem.

Deployment Denied

When you’re trying to let out the rode and the windlass keeps clunking, but nothing else seems to be happening, there’s a good chance you have a tangle below decks. You’ll have to access the rope locker from below and straighten out the rode. If you don’t see an obvious tangle, also look for snags, as the rode can become snarled around a bolt-end or a hatch frame in the anchor locker.

Starts and Fits

Does your windlass work fine for a bit, shut off, then work again a few minutes later? If so, chances are the problem is with the operator, not the windlass. This is a sign of overloading the unit and an automatic shut-down taking place to prevent overheating and further damage. Most of the time this is caused by people using the windlass to pull the boat forward to the anchor. Remember, these units are designed to lift the anchor up, not pull your boat along and wrench the anchor out of the bottom. Next time, use the boat’s engines to pull forward while the windlass takes up slack. When the rode is vertical, cleat the line then shift the boat’s engines in reverse to pull the anchor free. Then and only then, resume operating the windlass to haul up the anchor.

What Goes Up Must Go Down

Except for when it doesn’t. When a windlass operates in one direction only, it’s usually another solenoid issue and this time the switch is stuck. It may start working again if you rap the exterior of the switch, as sometimes that will jiggle it free. This is a temporary fix at best, however, and you should replace the switch before your next cruise.

Naturally, there are other problems that can arise with a windless. Stripped gears, broken teeth and worn brushes are all issues that you might encounter. Troubleshooting and fixing these problems, however, generally require the services of a boatyard and/or replacing the unit. Which, of course, you’ll want to have happen asap—unless you’re the one person who finds hauling the anchor manually fun exercise.

The post Troubleshooting Common Anchor Windlass Issues appeared first on Yachting.

Massachusetts-based Imtra has introduced Sleipner Electric Vector Fins, an any-speed stabilization system that’s intended for use aboard yachts from 45 to 150 feet length overall.

According to Imtra, the system combines new electric actuators with a “revolutionary” fin design called Vector3 fins. They’re the second generation of the VFS Vector Fin design that’s currently used with hydraulic actuators, and, Imtra says, offer a level of reliability that no other electric actuators can match.

These fins also reportedly solve what Imtra says is the most common problem with electric actuators: structure-borne noise that can bother owners, guests and crew.

Sleipner’s electric actuators are based on a frameless, brushless, torque motor that’s built directly into the actuator base, allowing it to maintain high torque for an extended period of time. The system uses a Harmonic Drive strain wave gear system for reliability, as well as a system that Imtra says reduces about 92 percent of structure-borne noise. The same strain wave gear was used on the Mars Rovers and aircraft landing gear, giving an indication of its reliability in challenging environments.

The Vector3 Fins can also be 110 percent more energy efficient than conventional flat fins, and can provide a 90 percent increase in stabilizing force while reducing sway and yaw up to 60 percent compared with conventional flat fins, Imtra says.

Additional advancements that Imtra is touting include the Vector3 Fins having a 50 percent better lift-to-drag ratio compared to original Vector Fins, and virtually eliminating “anchor walk,” as the actuators allow the fins to rotate 180 degrees.

Imtra has introduced numerous products with substantial technological advancements during its more than 70 years in business, providing lighting, thrusters, stabilizers, anchoring systems, wipers, seating, controls, doors, hatches and other specialty products for use in the marine industry.

“The Sleipner VectorFins changed the game with a level of performance not previously seen in fin stabilization,” Prentice Weathers, stabilization product manager at Imtra, stated in a press release. “Now, the new electric actuators and Vector3 Fins take stabilization to a whole new level with a vastly superior stabilizer system compared to all others, and allows us to offer any-speed stabilization to smaller vessels than was previously possible.”

Can a skipper control these Sleipner stabilizers via a multifunction display? Yes, when using certain newer models of multifunction displays. Control of the system is also possible through an SDI-1 interface.

Take the next step: click over to imtra.com

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Engineering efforts to electrify boat-propulsion systems took a sizable step in late November when ePropulsion announced an X Series of outboard engines.

The X Series includes the X12, X20 and X40, all of which are part of what company CEO Danny Tao calls “an intelligent and integrated platform” that boaters and boatbuilders can use to achieve a quieter, cleaner boating experience.

This series of engines is far from the first one that ePropulsion has produced since the company was founded in 2012. Its product range includes inboard and outboard electric motors, along with a pod-drive motor and a motor for standup paddleboards.

But the X Series is the most powerful version of an electric outboard that ePropulsion has produced to date, with its Spirit and Navy Evo models maxing out at 6 kW (equivalent to about 8 horsepower). Tom Watson, president of ePropulsion USA, said the X Series provides “incredible power.” The motors have a reported total powertrain efficiency of 88.2%. The X12 has 12-kW power, while the X20 generates 20 kW of power and the X40 delivers 40 kW of power (equivalent to almost 54 horsepower).

The research and development team at ePropulsion created an algorithm for X Series propellers, using more than 20 metrics to optimize hydrodynamic performance. The X Series also has frequency resonance isolation and vibration dampening technology, which should mean less vibration than aboard boats with comparable, traditional outboard engines.

According to ePropulsion, the X Series models also can weigh 36 percent less than traditional motors. The design places electric steering, power trim/tilt, an electric control unit and the controller within a single assembly, simplifying installation and minimizing intrusions into onboard space.

Also part of the X Series is ePropulsion’s Smart System Architecture, or eSSA. It is designed to allow for simple system configuration while supporting the integration of renewable energy systems.

And, speaking of evolving technology, the X Series has a digital helm and smart throttles that provide instantaneous feedback. The team at ePropulsion says this setup “opens the door to advanced driving assistance systems that improve safety and redefine aquatic navigation.” Features include position hold, heading hold and 360 motions to make maneuvering easier for skippers at the helm.

The ePropulsion Connectivity Service lets boaters access real-time boat and system status with monitoring, reporting and tracking.

How long will the X40 hold up? It’s built to the IP67 waterproof standard with projections of a 5,000-hour minimum service life, according to ePropulsion.

Take the next step: head over to epropulsion.com

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If you live in a climate where the temperature drops below freezing, winterizing your outboard engine is critical. In fact, a failure to winterize followed by a blast of frosty weather can cause significant damage, leaving you with a fat repair bill come spring. Fortunately, winterizing an outboard isn’t very complex and most do-it-yourselfers can get the job done in an afternoon. In fact, we can break it down into a series of four easy steps:

1. Flush the motor
2. Change the oil
3. Fog the motor
4. Stabilize the fuel

Flushing an Outboard Motor

We certainly hope you’re familiar with this process, because flushing with clean fresh water after each and every trip is one of the best ways to extend your outboard engine’s lifespan. All modern outboards have a flushing port threaded to fit a common garden hose, which allows you to flush the engine without starting it up. Find the port (look in your owner’s manual if it isn’t obvious), spin on the hose, turn on the water, and let it flow for at least five minutes. If you have an old model engine without a flushing port, you can place a set of earmuffs over the water intakes, turn on the water, then start the engine and run it until it’s thoroughly flushed out.

Changing the Oil

In a modern four-stroke outboard, you’ll have two oil changes to perform: the powerhead oil and the lower unit oil. Two-strokes don’t have powerhead oil, but will still need a lower unit oil change. To change the lower unit oil, you need to remove the top and bottom drain screws and catch all the old oil in a pan, for recycling later. Be sure the engine is tilted slightly up to angle the lower unit downwards, so all the oil drains out. After it is fully drained, use a lower-unit oil pump to pump fresh oil into the lower unit. When oil begins seeping out of the top hole, it’s full. Replace the top screw first, then remove the oil-pump fitting and quickly replace the lower screw before oil has a chance to seep out.

Changing the powerhead oil is very similar to changing the oil in an automobile; there will be a dipstick for measuring oil level, a drain for catching the old oil in a pan, an upper port for adding new oil with a funnel, and of course, a filter that needs to be replaced. If the locations for these aren’t obvious when you remove the cowl, refer to your engine’s owner’s manual. It’s also a good idea to check that manual ahead of time so you know what type of oil to use and how much you’ll need to replace.

Why change the oil now, as part of the winterization process? Oils have acid buildups that are created as the engine is run, and when that outboard is going to sit for an extended time it’s best to make sure the oil is fresh. Changing the oil now also offers a chance to be sure that there’s no water contamination (it will look milky), which could lead to freeze-damage when the temperatures drop.

Fogging an Outboard Motor

With older outboards, fogging was a rather painstaking process where you had to spray fluid into the carburetor and cylinders. Good news, folks: most of the outboards out there today have EFI fuel-delivery systems rather than those old carburetors. And in most cases, you can fog the motor by adding fogging fluid to a portable fuel tank, removing the fuel line at the filter and placing it in the portable tank, then running the fuel/fogging oil mix through the engine. Be sure to follow your owner’s manual recommendations and the instructions on the fogging oil to get the right ratio for the fuel and oil mix.

Note that if you use your outboard throughout the winter at least once a month, there’s no need for fogging it. In fact, many boaters skip fogging altogether and simply make sure they run the outboard up to operating temperature at least once every three to four weeks.

Stabilizing the Fuel

With today’s ethanol fuel, it’s very important to add a fuel stabilizer when your boat will sit for extended periods of time. First, fill the tank so there isn’t a lot of open space where condensation might form, then add the stabilizer directly into the fuel tank in the amount as per the manufacturer’s instructions.

What about antifreeze? With an outboard, it’s completely unnecessary just as long as you remember to store the engine in the tilted-down position. Outboards are designed to drain completely when tilted down, so water damage won’t be any issue. That said, it’s a good idea to tilt the engine up and down a couple of times and watch for any water coming out to make sure it’s completely drained. Then you can disconnect the battery and put it on a trickle-charger for the winter, address winterizing the boat itself, securely cover the boat , and then kick back and wait for the return of warmer weather and another boating season.

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For more than 25 years, Italy’s Videoworks has been a go-to company for yacht owners worldwide who want the latest onboard technology. The firm is known for installing audiovisual setups that rival those inside mansions ashore, as well as satellite communications, cybersecurity systems and, most recently, home automation packages that incorporate artificial intelligence. The custom interfaces that Videoworks offers let yacht guests control everything from streaming movies to lights and air conditioning aboard yachts, while the company’s Active Noise Control Systems help keep the din down wherever yacht owners want peace and quiet.

Now, the company is offering Health Remote Monitoring, an area of medicine that’s been around for decades but that really started to accelerate along with the internet’s evolution in the 1990s. During the pandemic the past few years, telemedicine systems got another technological boost, when all kinds of medical experts, including doctors and veterinarians, began offering patient consultations via video calls and online data transfers.

Today, numerous types of telemedicine systems are available, many of them in collaboration with service centers where on-call medical professionals are at the ready for incoming information and requests for help. Videoworks says it’s taking a slightly different approach, though, with more of a focus on patient privacy—what with overall privacy being a key concern aboard most superyachts worldwide.

“What makes this service truly original is the direct connection with the patient’s personal physician, rather than with a service center, as is commonly the case with telemedicine, in which the patient’s data is analyzed by whichever doctor is on duty,” the company said when announcing the service. “This preserves the patient’s privacy and, above all, ensures direct communication with his or her own doctor, who is familiar with the patient’s pathologies and state of health.”

Experts in the telemedicine field say one of the top trends to watch is the increasing use of AI in remote-monitoring systems, for everything from diagnosis and diagnostics to patient follow-up. Expectations also include an increased use of wearables in these systems, with watches and other technology now able to track people’s heart rates, blood pressure and other important vital signs.

All of these system integrations happening aboard a yacht, while still maintaining personal privacy for owners and guests, will require expertise in cybersecurity protocols, satellite communications and more. That’s what makes Videoworks so well positioned to become a major player in the telemedicine marketplace on the world’s oceans.

In September at the Monaco Yacht Show, Videoworks gave showgoers a glimpse of the future, allowing them to test the Health Remote Monitoring system. Visitors to the company’s booth could measure their blood oxygen level and heart rate using a classic pulse oximeter, reproducing what the system does on board a yacht.  

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Michael Noah was on vacation in Greece, trying to relax, when he realized the thermometer had hit 114 degrees Fahrenheit. The heat wave was part of the hottest month ever recorded on Earth.

“My children are now 13 and 15, and I want there to be a world for them,” he says. “Something has to give.”

As the project lead for furniture and product design at Winch Design, he’s in a position to help be the kind of change he wants to see. The company has been working with Summit Furniture on an updated line of furniture called Arc in Colour that’s built of sustainable, plantation-grown teak, along with fabrics made from recycled fishing nets and textile waste.

“We want to make a market for this,” he says. “People are a bit more conscious about sustainability.”

The idea is not so much to make furniture that looks like it came from recycled and sustainable materials, but instead to make furniture that looks luxurious while being crafted in a way that’s better for the planet. As of early August, Noah and his team were working with Summit to perfect the materials used to make the lounge chair, with plans to expand the Arc in Colour line into bar chairs, dining chairs and the modular-type sofas seen above. They’re still working on pricing, but Noah says it will not be a custom line. Instead, the idea is to make it accessible for lots of clients—since more and more yacht owners are making verified sustainable materials part of their project briefs.

“Before, it wasn’t in the forefront of their mind, but now it is,” he says. “We have a boat in London we’re delivering fairly soon, and the client is super involved. He wants to make sure everything is checked.”

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At the Fort Lauderdale International Boat Show in October, ePropulsion premiered its X40 Electric Outboard.

ePropulsion says the X40 weighs 20 percent less than traditional motors while generating 40 kW of power, with 88.2 percent total powertrain efficiency. The design integrates electric steering, power trim and tilt, an electric control unit and a motor controller into a single unit.

The X40’s electric steering system eliminates the need for hydraulic components, and its built-in Connectivity Service offers real-time status, advanced monitoring, and reporting- and trip-tracking. Frequency resonance isolation and vibration-dampening technology are also part of the X40, for what ePropulsion says is less vibration than comparable outboards.

“We are always looking to innovate, not just to match what is available for standard internal combustion outboards but to move beyond their capabilities and provide real, enhanced performance while also providing a quiet, clean and powerful alternative for propulsion,” Danny Tao, CEO and co-founder of ePropulsion, stated in a press release.

How is the X40 built for the marine environment? It is reportedly IP67 waterproof with a minimum service life of 5,000 hours.

Take the next step: Go to epropulsion.com

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Sebastjan Sitar had been thinking a lot about electric bicycles by the time his wife and daughters ran into trouble on the water. They were in a calm lagoon aboard stand-up paddleboards, having a great time, but they got tired and struggled to get back to shore. “If you are going uphill with a bike, you can say, ‘Enough! I don’t want to do this anymore,’ and you can get back,” Sitar says. “I thought there should be the same thing for the water, a safety motor assist.”

He created the company SipaBoards, which he launched with a Kickstarter campaign in 2015. Since then, more than 5,000 SipaBoards have been sold in 26 countries. A few months ago, the SipaBoards Drive Collection was unveiled with three updated board-and-power combos: the Neo ($3,255), Tourer ($3,900) and Allrounder ($3,900). Each has a new modular power-pack system that allows for quicker charging, in addition to a self-inflate system to ease the task of getting the boards ready to use.

“It’s so difficult to inflate the board if you are not super strong,” he says. “With this, you press two or three buttons, and the board is ready. It assists you.”

The whole system is controlled through a smartphone app or a Bluetooth-enabled remote. The newest boards, Sitar says, are 48 percent lighter than the original ones. And, he adds, the newest motor is a lot quieter.

“We work a lot on being as quiet as possible,” he says. “If you want to go on an early-morning paddle, you don’t want to hear the noise of starting up an engine.”

The most common question he receives from yacht owners is whether the battery technology is safe. SipaBoards locate the battery in a fire-resistant housing to prevent problems, he says, adding that other safety considerations have also been top of mind during the product development: “We did a lot to be as harmless as possible for water life, nature,” Sitar says. “We have a small jet that cannot hurt you, that doesn’t damage the environment.”

It all gives yacht owners and guests the option of adding a power-assist to their daily paddle. “You can still do a good workout if you want to,” he says, “but you also have this.”

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Feature-packed e-bikes have been around for several decades. The designs keep evolving, along with battery technology, control algorithms and construction materials, all of which help the e-bikes go faster, better, longer. Today, boaters who want to carry e-bikes on board are benefiting from advancements intended to make the cycles powerful enough to replace cars in urban areas.

That’s the goal of the company Fuell, which says it has developed the longest-range e-bike in the world. The aluminum alloy Fuell models called Flluid 2 ($5,995) and Flluid 3 ($5,495) have reported ranges from 110 to 225 miles at speeds as fast as 28 mph.

“We used the knowledge gained from our initial foray into the electric bike market with Flluid 1 to develop a superior urban-transportation solution, making sure that Flluid 2 and 3 are true and viable alternatives to cars,” said Erik Buell, Fuell’s chief technology officer.

Buell is best known as a motorbike racer who founded Buell Motorcycle Co., which later merged with Harley-Davidson. In 2019, Buell partnered with French financiers to create Fuell, focusing on e-bikes. The pandemic slowed production, but more models are now rolling out, following a crowdfunding campaign on Indiegogo. As of early June, it had raised more than $1.1 million.

What sets these new models apart from the initial Flluid e-bike design, according to the company, is not just range (which is achieved with two removable battery packs) but also a Valeo Cyclee Mid-Drive Unit with automatic and predictive gear shifting. This system adjusts the flow of power to the bike, including on uphill climbs where other e-bikes can have trouble with the incline. Riders on Fuell e-bikes can still shift gears manually, but the technology is designed to smooth out the power use.

The tech on the new Fuell models also includes features that boaters use regularly to prevent onboard theft, such as geolocating, remote locking and an alarm. All of those features can be accessed through the e-bike’s app, which also keeps track of usage statistics and other rider information.

The post Fuell’s E-Bike Goes the Distance appeared first on Yachting.

Mercury Marine, a division of Brunswick, has introduced the Avator 20e and 35e electric propulsion systems. The new models join the lineup next to the Avator 7.5e outboard, which was unveiled in January.

The company says it expects to debut two more electric-outboard products in the coming months, as well.

Mercury Marine says the Avator 20e and 35e have many of the same features as the 7.5e, including transverse flux motor technology, a full-color intuitive display and an ambidextrous tiller handle. The new models offer more power and the ability to connect multiple Avator batteries to extend range and run time, plus full access to the Mercury Marine app with the integrated SmartCraft Connect module.

The Avator 20e and 35e outboards generate 2200W and 3700W of power, respectively, at the propeller shaft. The 20e can produce acceleration that’s similar to a 5 hp FourStroke outboard, while the 35e generates acceleration that is comparable to a Mercury 9.9 hp FourStroke outboard.

These engines are intended for small vessels such as tenders, and are offered with tiller or remote steering.

Are the Avator 20e and 35e outboards available for purchase now? Yes, they went on the market in late August.

Take the next step: Go to mercurymarine.com/avator

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