Ken Reeves

As of February 28, 2002 our membership is as follows:

One little engine leak can quickly become one big engine leak. Stopping an engine leak when it's small is crucial. This is especially true in warm salt-water environments. Hot salt water is very corrosive and causes rust quickly.

Poke around the engine and look for drips of salt water, antifreeze, oil or transmission fluid. With a clean white rag, wipe the underside of the oil pan. This will tell you if you have some leakage. Common area of minor oil leaks are at the pan gasket, the valve cover gasket and the oil filter.

Now, wiggle the hoses. Look for water or coolant spurting through hose cracks or at soft spots, and look for loose connections. Areas most prone to coolant leaks are the salt-water pump, coolant re-circulating pump at the front of the engine, connections to the hot water heater, and engine or transmission heat exchangers.

Engine rust is insidious and makes future maintenance more difficult. It can spread rapidly. Clean rusty areas with a de-greaser such as Gunk. Chip off large flakes or scale with a scraper or sharp tool. Then follow by sanding with sandpaper till you have bare metal-an interesting fingertip exercise in tight places. Naval Jelly or a de-rusting spray such as Ospho will help to remove and neutralize remaining surface rust. When you have finished this preparation, spray paint with a high-temperature engine paint. Match the engine color as closely as possible.

If the rusted part is impossible to access or if the corrosion is severe, you might consider removing it from the engine and having it professionally sanded. Many metal and engine shops can sandblast parts down to bare metal.

Replace any engine zincs now.

Clean the air filter at least once each season. If it's an old-fashioned oil-bath type, dump the old oil, wipe down completely and replace the oil.

Many yards cover or plug the exhaust outlet to prevent insects, moisture and blowing dirt from entering, so check this and remove any blockage.

Squealing, especially on cold engine start-up, usually indicates loose belts. When pushing with your hand, the belt should deflect no more than 1/4 to 3/8 inch. Overly tightened belts, however, will result in rapid bearing-wear in the water-distribution pump and alternator.

Turn the key switch to ON without starting the engine. Alarms should sound and the gauges should register off their pegs. Go over the wiring, looking for corroded terminals or chafe on insulation. Wires lying against the alternator case or exhaust manifold are a potential fire hazard.

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The District Nominating Committee nominates the following Members for election as District Officers for 2002/2003:

The District Nominating Committee also nominates the following Members for election as District Officers, with the rank of District Lieutenant, who, if elected, will have the duties indicated next to their names assigned to them by the District Executive Committee pursuant to District Regulation 6.2.1(a):

The District Nominating Committee also nominates the following Member for appointment by the Members as Auditor of the District:

Howard Platt (Juan de Fuca)

The District Nominating Committee advises that, if elected, the Nominee for Commander intends to appoint the following Members as staff officers with the rank of Staff Lieutenant:

The District Nominating Committee advises that, if elected, the Nominee for Commander intends to appoint the following District Executive Members to secondary duties:

The District Nominating Committee also advises that:

(a) the following Member will serve on the District Executive Committee and the District Council by virtue of his position as immediate Past District Commander, and does not require election or appointment:

                                                                P/D/C Ken Clarke (Saanich Peninsula)

(b) pursuant to District Regulation 9.15.1, the following Members will serve on the District Nominating Committee for 2002/2003 by virtue of their position, and do not require election or appointment:

                                                                P/D/C Ken Clarke (Saanich Peninsula) Chairman

                                                                P/D/C John Bishop (Juan de Fuca)

                                                                D/C Peter Jennings (Victoria)

Respectfully submitted

P/D/C Ken Clarke, Chairman         P/D/C John Bishop          D/C Peter Jennings

The last quiz I prepared was aimed at encouraging members to register for the Piloting Course. Whether the excellent registration was due to the quiz or not is immaterial, what does matter is that 10 did register. This quiz is aimed at members who have family and friends who have not taken the Boating Course. Please try the quiz on them and encourage them to sign up for the September course.

1) What is the most frequent cause of engine failure?

2) Name other causes of engine failure?

3) How much fuel should you allow for a journey?

4) However short a journey is, what should a responsible skipper do before leaving the dock?

5) A yacht with sail hosted bears relative bearing of 315º to your power boat and appears on a collision course. Under what conditions is your boat the stand on (has right of way) vessel?

6) Accepting the given answer to question 5, assume the yacht keeps on the same collision course, what are your options?

7)What do three short blasts by a horn mean?

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Training Quiz Answers

1) Lack of fuel (sections 11.3 and 15.3.1)

2) Other reasons include: fuel filter clogged, particularly after going through rough water; tank vent clogged; ignition system failure due to dirty plugs, worn points or the system got wet; water pump or impeller failure causing engine overheating. (section 15.3.1)

3) The first rule is to know the fuel consumption of your vessel’s engine(s). The second rule if to allow a third of the fuel for the outward journey, a third for the return and a third of the fuel in reserve for head winds, inclement weather, etc. (section 11.3)

4) Check the weather forecast; tides/current; safety equipment is where it should be and in good order; bilge for water; enough fuel; engine lubricant/drive belts etc; charts are onboard; radio working plus crew comfort items, depending on the weather. For longer trips this list will grow. One or several written check lists help (Professional airline pilots use check lists). (section 11.1)

5) If the yacht is clearly under power. Indications of this are sails not filled and flapping, and a clear wake from its propeller. If one is not sure, assume the yacht is under sail and give way. In this case, early and substantial action is required by you as the power boat skipper to clearly indicate your intensions. (sections 13.6.2 & 13.7.2)

6) The first option if there is time is to give a sound signal, 5 short blasts meaning, “Your message is not understood”, or “You are standing into danger” (section 13.11 & 13.11.1). If the yacht does not respond to you sound signal, the next safest course of action would be to cut speed and let the yacht pass. If a turn is also necessary, turn to starboard and never to port. The most important overriding rule regardless of who is right is that both vessels are required to do everything possible to avoid collision (section 13.10).

This signal is often though to be the correct signal for going astern (backing up). This is a misinterpretation. The actual definition is, “I am operating reverse propulsion”. It would be correct to use this signal when going forwards when starting to use the propeller in reverse to slow one’s speed such as if one was approaching a dock too fast. (section 13.11.1)

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For Sale: Mustang "Cruiser class" suit (L) as new. "Scotty" downrigger, salmon rods, rod holders, net, tackle box with lures. "Sealand Sanipottie", braided nylon 1/2" anchor rode.

Call Bill Morrow, 656-7826

                                                                    Future of Our Squadron

Last month I asked: What would you like to see the Squadron doing differently — either in an educational context or in a social context — in the future? What would it take to get YOU interested in helping with the work of the Squadron?

There were no responses; so, I guess I won’t ask any more questions!

Diana McBratney,

Commander