Monday, February 13, 2017

Fishing with Curt Whiticar by Ernest Lyons


Early Labor Day morning I went out commercial fishing with Curtis Whiticar on the “Howdee”, a small charter craft which used to belong to DeWitt Upthegrove in West Palm Beach.

The “Howdee”  has caught her share of sailfish, but when sport fishing went the way of many other non-war essentials a couple of years ago, Capt. A. A. Whiticar, Curtis father, bought her and refitted the craft for the more serious business of hauling in mackerel and bluefish. She furnished a great many thousand pounds of seafood by the hook and line method during the emergency-and is still doing it.

The trip started out right with a rare human   element-consideration   for   the other fellow. As we eased down a narrow channel past a moored houseboat, Capt. Curtis slowed her down to a crawl. “Has it   shoale here?”   I   asked “No,”   he replied. Im just keeping our wake from rocking  that  houseboat. You  can  put that down in my book as one of the top reasons why Curtis Whiticar is one of the ace charter captains of the Martin County fleet

Easing out the inlet in a grey dawn, we saw ugly rain squalls north and south, but edged between them to the northeast-and soon  had  four stout  hanlines trailing, with two 3 ½ Drones on outriggers and a couple of feathers astern

Before  had  time  to  get  my  gloves  on those  hand  lines  went  into  action,  and soon there were three big king mackerel, four blue runners, a jack, a small Spanish mackerel and about a 15 pound barracudthreshing  and  flailing  in  the fish box. Although the clouds grew more menacing,  we  continued  on  oucourse, and about six miles offshore Curtis unerringly   located   a   small   red   buoy which he had placetmark hidden reef

“Here it is, he said. Ill get the grouper lines ready while you stow the trolling gear.” 

He idled the “Howdee down and a small dolphin  struck  as  I  brought  in  a  stern line. While it was still threshing in the box one of the outriggers bowed-and  Curtis said “Get your gloves on for this fellow.” 

I really needed him them. What a fish! If you don’t believe it, try hauling in a 30- pound amberjack man to man. While I was still breathing harfrom this exertion; he said-“and heres another. I am now thoroughly convinced that the only thing harder to haul in than a 30- pound amberjack is a 35-pounder which was next on the bill of fare

Meanwhile it was getting rougher. The squall hit and we  were  enveloped  in cloudof rain.  That is-we thought we were. Before we came in we were to know what real rain could look like

Finally the sea flattened, and over went the grouper lines, baited with chunks of blue runner. “I find, said Capt. Curtis delicately, that the novice sometimes has difficulty in this deep water reef fishing. He fails to pull fast and hard enough to take the belly out of the line and set the hook.” 

“Yeah, thats so, I agreed, feeling sorrfor the poor novices

There must be some other reason. Curtis haule in   fou big   grouper   an a beautiful 13-pound red snapper while all I did was feed em bait with my feeble jerks  at  thhand  line.  What  a  fellow needs in that sort of fishing is six-foot arms

All this time it had been raining intermittently, and the sea got to kicking up more and more, so we called it a day and  started  in.  Myself,  Ill  bhonest about it, if Id been at the helm I wouldn’t have known which way to go. Six miles offshor in    rain   squall I   would probably have headed for the Bahamas

We  saw  some  beautiful sights  going  in. Veering winds created a hillocky cross- chop with considerable ground swell-and the flying fishes showered like little silver birds ahead of us. Once we saw a great hammerhead shark lolling on his side just ahead of our bow and it rained. A 10- pound king mackerel whanged onto an outrigger-and I insisted on dangling him overside two or three times   until Capt. Curtis kindly took him away from me

And  it  rained.  It  rained  like  it  used  to rain.  It  rained  in  solid  wall,  anthe little “Howdee rode through the squalls without a sight of land unerringly to the inlet mouth. Going in over the bar an 8- pound cobia latched on a Drone, and he was still kicking when we got inside the river

I had a wonderful time. Just the memory of  hauling  in  that  last  35-pound amberjack was something. Of course, Capt. Whiticar, all alone one time, using an   ordinary   han linebrough to boatside from the reef bottom and landed a jew fish which weighed 265 pounds, dressed with head and tail cut off. Hes modest about it, not with a rope or shark hook-but with an ordinary tarred hand line

Back at Salerno, we unloaded our edible catch at Banks Shelton’s fish house, and the   barracud an amberjack  at   the shark house, and were soon under cover again in the Whiticar boathouse at Port Sewall, where Capt. Curtis showed me the initial work on a 34-footer charter craft he is building  with his own hands for use in sailfishing. I hope sometime to have the pleasure of going out in it with  him-and know that I will enjoy myself just as thoroughly as I did Monday on that trim little sea boat, the “Howdee.

Stuart News ~ 1945 - E.L.



Is Pod Propulsion the future for boats?

At the 2005 Miami Boat Show Volvo Penta introduced its Inboard Performance System (IPS) and changed forever not only the way we run our boats but the way we think about running them.
Before, guiding required planning, logic, coordination, and strategizing; after, it became simple intuition: Look where you want to go and point the direction control that way. They said it was so easy a child could do it, and sure enough, it wasn’t long before a man just out of kindergarten skillfully manipulated a 40-footer into a slip all by himself.


IPS also claimed more speed and better fuel efficiency (the precise amount of each is still up for discussion), and thanks to its behind engine placement, more interior space, and lower interior sound levels. Still, many boaters weren’t convinced. One described his skepticism stating the following: “It’s just too good to be true...!- There’s must be a hidden cost that no one has factored in.”

The Unidentified


Over the years, I’ve found online forums to be some of the most common places for first-hand accounts of engine-related problems. Certain, the stories are one-sided, but as an total source of information, can be concluded that pods are no more disposed to letdown than inboards but that when a pod breaks, the repair bill’s going to be higher.

Everyone fears the unknown, especially boaters, many of whom still consider pod drives something strange. Hang around a boatyard, and you’ll hear at least one horror story about some unfortunate soul who was stuck, because his pods failed. These are often second- or third-told tales with a questionable attribution and few verifiable facts.

Pods are comprised of some very costly components, but theoretically, their modular design should yield some countervailing savings in labor costs. 

Difficulty


Conventional wisdom seems no longer applies. Today electronics are intimately entwined with every aspect of our lives, and whether it’s commercial jet engines, cars, home appliances, or chart plotters, we expect and receive virtually bulletproof reliability.

So, the fact that pod systems are full with electronics actually makes them less likely to failure—and unfortunately a deep mystery to most mechanics. Unhappily, the fact that electronics don’t respond well to basic force may mean some service challenges, at least in the short term, which is why long-distance cruisers have, as a group, been cautious of pods.

Pods have more parts, both mechanical and electronic, and conventional wisdom says that means more problems. The inboard has simplicity and ubiquity. Pull into any port in the world, and there’s probably a guy there who can fix it. 

Upkeep


To keep Inboards, require sacrificial-anode replacement, prop adjustment, cutless bearing repair, shaft alignment, and a method of controlling marine growth. Pods require drive-oil changes every 250 hours or annually. Also, demanding periodic attention are hydraulic steering, transmission, and lower-unit oils. Everything told, figure $500 per engine annually, plus haul-out fees.

Most pods also require periodic removal and inspection of prop sets and seals, and re-greasing of the prop-shafts - figure $250 per pod.

All up, pod owners can expect to pony up something like an additional $2,500 for scheduled maintenance. That’s not mark change! and while it’s hard to nail down the amount of that fuel-efficiency edge, everyone agrees it does exist and can compensate you for at least some of the additional maintenance costs. Either if you’re a do-it-yourself, you’ll discover that a lot of pod maintenance requires specialized tools and training. 

Inertia


Like long-distance cruisers, sport fisher-men have been slow to accept pods, in this case not because of supposed deficiencies but rather an unwillingness to try anything that might reduce chances of success. Better fuel efficiency? More interior room? If they don’t increase the odds of hooking up, who cares? And maneuverability—well, any good sport-fishing captain can put his ride wherever he wants—without a control.

Initial Fee


The true of all is that Pods cost more, But how do you compare boats? Imagine a 44-footer with three cabins, two heads, and inboards priced $20,000 less than an identical 44-footer with pods that, thanks to its aft-engine placement, has one more cabin or head. Wouldn’t accommodations be the more relevant measure? And what of resale? How much of the additional initial cost will you get back at trade-in time? We’re still trying to sort through the answer to that one.

There are many reasons why everyone’s not on the pod movement. But tick them off and it’s hard not to conclude that the trend is undeniable: More boaters prefer them every year, and while they’ll never completely replace inboards, they are the future of boating. As one broker comments, “It’s like automatic transmissions. At first no one trusted them; now you can hardly sell a car without one.”

*While traditional shaft drives are oriented out Ans away from the vessel, IPS drives feature forward facing props.


If you have any questions regarding your boat or need maintenance or repairs, we recommend Whiticar Boat Works! leader and premier service provider in the marine industry. It is a well-known and reputable company located in South Florida. It was founded in 1949 by Curtis ´Curt´ Whiticar. Whiticar Boat Works is a family owned & operated company. They have multiple locations in South Florida. For more information about us check out the website  http://www.whiticar.com/wp/   or call us (772) 287-2883
References:

Thiel, R. (2016, 02 13). The Truth About Shafts and Pods. Retrieved from Power and Motor Yacht: http://www.powerandmotoryacht.com/boats/truth-about-shafts-and-pods