Salmon Fishing in Puget Sound

After spending 20+ years sailing and fishing in Puget Sound I can tell you we caught more fish on our sailboat then we ever did on powerboats. Engine noise scares salmon. If you're not in a crowded area, you're going to be better off under sail.

We have all types here: coho, chinook, sockeye. We typically used two main methods - trolling under sail (or sometimes motor) using a planer/diver with a flasher and spoon, or jigging with a lead lure when there is no wind or we want to sit over a good spot. We never tried a downrigger (yet) as the planer seems to work well down to 75 feet (guess) or more. We can also use a casting lure with success in small bays or at anchor (a great way to reach coho or sea-run cutthroat that you can sometimes see jumping).

Key to success is figuring out when and where the fish are. To increase your odds, read books and study charts. Then, adjust your sails (drop the main, reef the genoa perhaps) to fit your fishing technique (trolling, jigging, casting, etc), or adjust your fishing to match the conditions (jig if there is no wind, etc). Be sure to have a game plan for what to do when one is hooked - we immediately heave to or tack if we are headed towards shore so my wife or a buddy can help land it. Remember you cannot muscle a fish aboard, you must tire it first. Be patient!

Equipment

Typically we used a shorter rod (ugly stick), 30lbs test line to a pink lady, diving planer. Then about 3' of 50lbs test to a green or silver flasher. Then about 4' to a artificial squid or hoochie. We have also tried a spoon in place of the herring, but the herring always wins. Make sure you bring a BIG net. There is nothing more tragic than losing a nice fish because you lost him while awkwardly trying to get him into too small of a net. Unless you're using herring, color is the most important. A colored spoon that works one day may not work the next.

Speed

Speed is the most important. Somewhere about 1.5-3 knots, BUT there are currents, sometimes opposing currents at different depths that effect how fast. If you have a furling jib, you can reduce your speed. Keeping the line away from the rudder and propeller, especially when single handed can also be a trick.

We have caught salmon at speeds as low as .5 kt all the way up to 4.5 kts. The "best speed" seems to be about 2.5, but that depends on if you are running with or agaist the tide. Put your flasher and lure in the water down about 1 to 3 feet. Speed up and slow down the boat until the flasher switches from the "role" to the "spiral". If you find your speed is fairly quick and you have trouble keeping in that 2 knot range you can fish using gear that is meant to be used at quicker velocities. Plugs (which naturally dive), certain spoons, x-raps, hoochies on longer leaders, and even anchovies on teaser heads can be fished faster than 3 knots. I once hooked into lots of coho while trolling a buzz bomb at 6 knots.

Depth

Your depth sounder/fishfinder is the key. Trolling can work with a 4oz weight, but the fish are usually deeper during the day. So to be successful you need to get down deeper. A diving device like Pink Ladies and Dipsy Divers will get the lure down deep to where the fish are.

In some places the salmon (especially Chinook) are typically 100-300' deep, sometimes 8nm from shore (in the straits or off the coast), and require downriggers with 18# cannon balls but in other places the salmon are 20' deep, close to shore, and a simple sliding 4-8oz weight or diver device will do the trick.

Timing

The best time to catch salmon is between dark and dawn. A salmon's eyes don't dilate. So at night they're on the surface and as the sky brightens and the sun rises, they go deeper. Fish the changes of light and also tide changes, following the rips just off the tide line.

Rules and Regulations

• Washington Statewide Fishing Regulations
• Specific Marine Area Definitions, Fish identification Guide

We also crab and shrimp from our sailboat. Always a great time.

Sound proofing the engine compartment

One of my winter projects was to see if I could quiet down the engine noise a bit.

The summer months in Seattle are hot and short of wind. We also are destination-focused and run the engine a lot. And since I was spending so much time in my lazarette tidying up my wiring harness and installing a new fuel tank, it seemed prudent to also see what could be done to reduce as much engine noise as possible.

When I installed the Yanmar 3GM30 in 2001, I added Barrier 104 to the to the engine room ceiling, and forward and aft bulkheads. I had left partial gaps aft and on the sides of the companionway. There were also opportunities to double up areas next to the galley.

I had a decibel meter from a previous project so used it to get a baseline reading and measure the improvements.

Roughly stated, a noise source doubles in volume with every 6 - 8 decibel increase, and is halved when reduced by corresponding decibel amount. Given the gaps I had where sound transmission was occurring, I felt there was a pretty good chance for significant improvements.

Common noise sources and their decibel values are listed below:

• 40 dB : quiet residential neighborhood
• 70 dB : normal speech at 12" distance 90 dB - heavy city traffic
• 95 - 100 dB : diesel engine room, not soundproofed
• 120 dB : jet take-off

In general, sounds above 85 are harmful, depending on how long and how often you are exposed to them and whether you wear hearing protection, such as earplugs or earmuffs.

My initial readings were:

	750rpm	2700rpm
Cockpit	61	70
Galley	66	79
Berth	62	80

I first created a PVC scaffolding to block out the areas where I had nowhere to attach the insulation. I used 3-8ft lengths of 1 inch, many elbows and T connections. The idea was simply to:

• Keep the insulation vertical and not allow it to come in contact with any moving parts,
• Ensure there was still plenty of incoming air to allow the engine to breathe
• Save our ears from premature hearing loss

Hamilton Jet supplied the Barrier 104 insulation material. At 2" thick, it is stiff enough not to fold. There is a lead lining, a thick, dense core and a foil backing sheet

Big snow in Kingston!

Our mild February finally gave way to Old Man Winter. A week after the Polar Vortex hit Chicago and the East Coast, those of us out here in Seattle accumulated the most February snow since 1916. It came come one storm cycle after another. We had a whopping 14in of snow between Feb 3-11. With 3.5 more inches Sunday and another 6.1 inches (and counting) on Monday, Sea-Tac airport recorded 20.2 inches of snow this month to set a new 100 year record.

I was afraid my new-ish dodger and bimini would get stretched out by the big snow. I was unable to get away from work for a week and finally sent a panic email to the marina. The Port of Kingston marina crews were busy but they always make the time to look out for our investments while we're away. I sent our awesome harbormaster Ray an email and he somehow found time to clear my dodger and bimini as he was making the rounds. Thanks, Ray!

Ray was a little concerned that my dingy on the bow was not shedding the snow very well. He was right. The next day we had a break in the weather and I finally got off our hill and caught the Edmonds/Kingston ferry. By the time I got there the waterline at the bow was an inch lower than normal and 6in had piled up.

Solar panels don't do well under snow! Lucky to have a harbormaster who we can call while we're away.

VHF and DSC

Digital Selective Calling (DSC) is for distress alerting. With the press of a button, users can send a pre-configured distress message to emergency personnel and other DSC-equipped boats in range. The digital message is sent over channel 70 and contains pertinent information about the boat, its Maritime Mobile Service Identity (MMSI) number, owner details, and emergency contact information. When a DSC radio is connected to a GPS, the Mayday includes the boat’s location. The transmission takes about one-third of a second and is automatically repeated until a rescue authority answers. Because the signal is digital, it has a better chance than a voice call of getting through in rough conditions.

A DSC transmission includes the priority of the call (distress, urgency, safety, routine), who the call is being sent to (all ships or a specific ship/station), and the transmitting boat’s identity, location, and nature of distress. DSC also allows sailors to use their VHF radios like a cell phone for ship-to-ship and ship-to-shore communications, without interfering with VHF hailing traffic and without the limitations and cost of cell coverage.

My DSC system consists of the Garmin 172C Sounder paired with Standard Horizon Intrepid VHF Radio. The VHF manual (now discontinued) couldn't include all the potential connections options but Standard Horizon was good enough to fill in the blanks.

Follow these steps to make the proper connections

• Standard Horizon Intrepid VHF Radio will need to receive GPS data on the Blue wire. This is an input to the radio. Connect the TX(+), Data Out wire of the Garmin. Usually Blue on Garmin.
• The Green and Brown wires should be attached to TX (-), RX (-) and or ground. Connect this to the black ground wire or (-) wires on the Garmin. Usually Black on Garmin
• The output of DSC data will occur on the Gray wire at 4800 speed. Output leaving the radio. Connect this to the RX(+), Data In Garmin wire. Usually Brown on Garmin

The Garmin GPS needs to be setup for NMEA 0183 (4800 baud rate) in this installation.

The INTREPID+ also displays time, date, Latitude/Longitude, Speed Over Ground (SOG), and Course Over Ground (COG). GPS repeatablility insures the accurate and safe transmission of your location in an emergency or when you are attempting to meet a fellow cruiser.

Obtaining a MMSI Number

Boat US has a simple MMSI request if you use them for your insurance needs. In the event of an emergency, Boat US will pass your information along to the Coast Guard, so there may be a slight delay.

I currently have 2 MMSI numbers:

• My US Boat issued MMSI# is 338087886.
• My FCC issued MMSI# is 368076210.

If traveling to Canada, Mexico, Bahama or other non-U.S. country, you are required to obtain a Ship's Station License from the FCC and they will provide an MMSI number that is valid for international cruising. To obtain a Ship’s Station License from the FCC, please visit fcc.gov/ship-radio-stations or call 877-480-3201

FCC Forms to request a MMSI#.

• Form 159
• Form 605

Testing your DSC

Do not test the red button as this will send out an illegal false alarm and cause an unnecessary rescue response! Instead, you may run a test call to the nationwide Coast Guard MMSI number, 003669999. Enter this number into your radio's calling memory and select the "Test Call" option from the radio's list of individual DSC calls. You can then press the "call" or "enter" key. Your radio will silently hail the Coast Guard with a digital signal on channel 70. If everything is working properly, your radio will almost immediately receive the Coast Guard's acknowledgement of your call, providing assurance that both your radio and the Rescue21 system are operating properly. You must be boating in an area served by Rescue21 to use this test.

Once you have an MMSI number programmed into your VHF, the DSC feature has other uses some boaters find convenient. The most common is to hail your friends without announcing on Channel 16. Instead you essential dial their MMSI number and your call is announced only on their radio, along with a notice of which channel on which you wish to communicate. Any voice exchange that follows will still be transmitted to all radios monitoring the designated channel, but at least you have not announced to all listeners on Channel 16 your intention to have that conversation. Using selective calling is easier on some radios than on others.

Practical Sailor Guide to DSC

Emergencies

If you have a life-threatening emergency and you have a DSC radio aboard, activating the Distress button is where to start. However, as there is no requirement for nearby vessels to have DSC capability, your DSC distress may go unanswered, in which case you will need to broadcast your distress on Channel 16. There is a "procedure" for sending out a distress call, but all you really need to know is to turn your VHF to Channel 16 and to high power, key the mike, and say "Mayday, Mayday, Mayday. This is the Tambourine. Our position is 24°33' north and 74°56' west and we are sinking." Try to speak slowly and clearly, and repeat this information three times. The essential information is Mayday, your position, and your emergency. If you have time, describe your boat and how many are aboard: "We are a 23' Mako, green hull, white decks, with two adults and two children aboard." If someone is injured, mention that.

If you don't get an immediate response keep periodically sending out a Mayday broadcast as long as the radio will function, taking care to give your position with every transmission. If time permits, scan through the other channels and interrupt any radio traffic you hear with your Mayday broadcast. If you don't hear traffic, try transmitting on Coast Guard Channel 22A.

If your emergency isn't immediately life threatening, activating the DSC distress button may not be appropriate. Try raising the Coast Guard and/or other vessels in the vicinity on Channel 16, saying Pan-Pan instead of Mayday. This is the urgency call--Pan-Pan, Pan-Pan, Pan-Pan (pronounced pahn-pahn). Make this call just like a distress call, except state exactly what assistance you want. For example, maybe you have a controllable leak, and you just want help standing by in case it gets worse.

Navigation and safety

Channel 13 is for navigational use between vessels. It is on this channel that large vessels in close proximity announce their intentions to one another. This is also the primary channel used at bridges and locks. Use this channel to announce your arrival to a bridge or lock tender or to communicate with a nearby ship or other large vessel. You do not need to call on Channel 16 first; Channel 13 serves both as a calling and a working channel. Transmission power on this channel is restricted to 1 watt, so be sure to switch your radio to low power.

Channels 6 and 22A are also important to pleasure boaters. Channel 6 is reserved for intership safety use, primarily during search and rescue operations. Channel 22A is reserved for communications with the Coast Guard. By the way, it is illegal to contact the Coast Guard for a radio check. Call another boat instead.

New Fuel Tank

It was probably too much to ask for an aluminum fuel tank to last 30+ years.

Pin holes develop in tanks over time. I had one pin hole leak welded a decade ago and had a new one beginning. It was not going to fix itself, and to respect the environment and avoid any unnecessary discharge I decided that while it could be fixed, it was going to be a losing battle. I stretched the life of the old tank about as far as it could go ... so out it came.

The new tank, the boats third (above) replaced the off-the-shelf unit that held gasoline prior to 2001 back when the boat was powered by an old Palmer engine. So this was the second tank that had failed in 46 years, not too bad.

Since I basically replaced the entire fuel delivery system last year; new fuel lift pump, all the gaskets and hoses, etc., it seemed prudent to complete the task with a new tank. New is good!

I wanted someone local to do the work as there was a bit of discussion and on the custom modifications. I also wanted to make sure the tank fit better in it's cradle. This entailed pulling the old tank, taking it in to discuss the options, then creating a cardboard mockup to ensure the new tank would fit.

I had Hatton Marine Fabrication build a custom tank to United States Coast Guard and Environmental Protection Agency - Compliance Guidelines and my requirements for shape and volume. It was made from 3/16" 5052 aluminum alloy and holds roughly 26-27 gallons (182-188lbs). The exterior dimensions are 10"h x 26"l x 22"w. The port side is cut at an angle to add a bit more capacity.

There was no USCG certification stamp or sticker supplied by Hatton, but the Coast Guard inspector says "tank certifications are not necessary unless the tank is going in a COI (certificate of inspection) vessel, like subchapter T passenger ferry."

I also added an 8 1/4" x 8 1/4" inspection plate to assist in the bi-annual clean out. And while the tank was out I took the opportunity to clean up the wiring by adding wire wraps and suspending the wiring well above the tank.

Nothing is ever 100% done, and I am currently consulting with a surveyor and working out the details on the last few things:

• Vented loop on vent line
• Strapping
• Return line bend too tight
• Slightly uneven base

Luckily the port lazaretto is huge with lots of access!

The old tank was good for almost 30 years!

2019 Maintenance

Previous maintenance records »

Pardon me for the administivia. I like to keep this information at my fingertips as I am constantly referring to it and would hate to ruin a good trip with having to work on the boat in some far off port.

Yanmar 3GM30F - 1747 hours - 01/01/2019

• Jan - New Fuel Tank
• Feb - Engine room insulation
• Apr - Haul out
• May - Bottom paint
• May - Fiberglass keel join
• May - 2 new zincs
• Sep - Another coat of bottom paint
• Sep - Bow pulpit
• Sep - Anchor roller and headstay plate
• Sep - Bow light
• Sep - Backstay (oversized)
• Sep - Gelcoat
• Sep - Lifelines

2018 Maintenance

2020 Maintenance

Puke Prevention Plan

The Sail Mentor Puke Prevention Plan © SailMentor.com 2015

Seasickness is one of the great fears of novice sailors. Frankly, there’s good reason for this.

Seasickness Sucks!

You never really know if you or a crew member will be susceptible. Given the right conditions, virtually anyone will succumb to mal de mer (which sounds almost classy in French, but isn’t).

The good news is that most people can manage seasickness if they take some basic steps. Unfortunately, most people don’t know how to prepare and after one brush with seasickness they fear that they can never be a sailor.

Don’t despair! I puke more easily than anyone I know and I’ve sailed through offshore storms and never missed a watch. I’ve spent years puking in various oceans and I’ve learned a lot about which preventative measures work and which don’t.

I still get sick every once in a while, but over the years I’ve worked out a basic plan for me and my guests that minimizes seasickness episodes.

Understanding Seasickness

People don’t get sick because they’re weak or scared. People get seasick because their brain gets conflicting signals from their eyes and inner ears. One says the world is moving and the other says it’s steady. This is why you feel so much worse if you go down below or stare at your feet.

There is a Mental Element

There’s no doubt that obsessing over whether you’re going to puke isn’t going to help matters. There is certainly a mental element.

However, in my experience this is not a deciding factor. I’ve gotten sick when I wasn’t expecting it at all and I didn’t get sick the only time I’ve been truly scared at sea.

The Experience is Very Individual

For some it’s long rolling motion downwind that will set them off, and others react to short choppy motion bashing windward.

You may do just fine offshore in long swells but feel ill when inshore in steep “square” waves. Or maybe just the opposite!

You Can Adapt

The really great news is that most people will feel fine after a few days at sea (though you may lose your adaptation if you’re in port for too long between passages). Many people also gradually get better over years of sailing.

Before You Go

Your Puke Prevention Plan starts before you get on the water:

Check the Forecast: If you have new crew aboard or a known puker, you may want to delay your departure if the winds are really going to be up or choose a more sheltered route.

Limit the Pre-Departure Partying: Starting hung over is not going to help!

Pack Crackers and Drinks: It’s very important to stay hydrated and fed. When I flew small airplanes, my flight bag always had crackers and a water bottle in it for when I started to feel off. Candied ginger also helps.

Hit the Pharmacy: Availability varies by country, but the three basic drugs to try out are:

• Dramamine/Gravol: I always have chew-able Gravol in my pocket so I don’t need to think twice about taking it.

• Stugeron: Not available in Canada or the US but many people’s favourite. Stock up on your next overseas trip.

• Scopolamine Patch: This is the heavy hitter. You put it behind one ear and it is powerful stuff. The astronauts use it. It also gives some people heavy duty side effects, so experiment before you go. It’s magic for me.

Alternative Remedies: You may want to try bands or other options. Studies show them to be little better than placebos, but some people swear by them.

Consider Starting Drugs Early: Unfortunately, all of the drugs work better if you start the before you feel queasy.

 

On the Water

If you start to feel queasy, then take action right away! Don’t be shy, others are probably feeling the same way. If you wait too long it will be very difficult to have any effect and you’re in for a very rough day.

Start at the top and if you don’t feel better, move to the next step down:

Look at the Horizon: Get up on deck and enjoy the view. The most important thing you can do is stare at that horizon! Look for traffic or dolphins, admire the sunset, or ponder distant lands, but don’t look inside the boat. Don’t go hide down below! Stay away from fumes and closed spaces. Up on deck with you!

Eat and drink: Nobody ever believes me on this one, but simple, bland food like crackers will help settle the stomach. Candied ginger and sips of water will also help.

Start Your Drugs: If you haven’t started them preemptively, now’s the time.

Steer the Boat: When was the last time you saw the driver of a car get carsick? Don’t be shy, get in there.

This almost always works if you get on the wheel or tiller early enough.

Puke: Sooner or later it becomes inevitable. Don’t sweat it. You’ll feel better. Just be safe doing it. Hold on tight at the lee rail (away from the wind so you don’t get blow-back!) or if that isn’t safe, puke in a bucket.

Lie Down: If you’re wiped out and must like down, try to lie close to the center of the boat where there’s less motion and cover your eyes so the brain isn’t getting mixed signals.

Final Thoughts on Not Puking

Lots of sailors struggle with seasickness from time to time. It isn’t something to be feared, just something to be managed.

If you have a loved one who gets seasick, please be patient with them as they either learn to manage seasickness or slowly build up a tolerance to sailing. Otherwise, you might just need to learn to sail solo.