Day 9 - Maine Passage

Hello from an anchorage (more below on the subject) off Little Diamond
Island in Portland Harbor, 43*40'N, 70*12'W , later to go to the
mooring offered us by our friend - another angel - Roger Long, at 43*
38.457'N 70* 13.307', near Simonton Bay in South Portland, ME. We may
move, but for the next couple of days, that's where we are.

Roger's legitimately famous, in addition to being a good buddy we
met on the internet, and then, in person, a year ago. He's a marine
architect who designs workboats. He's been several times to the wreck
of the Titanic, and has proposed a widely accepted new theory of why
the boat went down as she did. He also writes for various seafaring
publications, usually about sailing. If you watch History or Discover
(I forget which) you've seen him a few times in the series on the
Titanic.

We left you after a surprising only-a-week at sea, slowly moving
our way toward our destination under lumpy but not choppy seas,
with, of all things, a slight West wind (NOAA??? Is this the
West wind you'd been claiming for the last couple of days???),
which actually helped us along in the direction we wanted to go
instead of the in-your-face blasts we've had for the last
longer-than-we'd-have-liked. That slight (2-5 knots) wind
persisted all night, and the passage was uneventful.

After all the tacking we did, with the wind forecast to die, and rain
incipient, and all the other things which we'd just as soon not just
sit through for the next several days, we made the difficult decision
to motorsail the remainder of our trip. I set the throttle to a
setting which would put us into the Portland Access Control/separation
scheme channels area about dawn, and settled down to another night.

I've somehow induced a pain related to my left shoulder, mostly
in my back and top of my shoulder between it and my neck, which
makes lying down uncomfortable at best. I can't find a
comfortable position to put my arm to avoid shooting pains in that
area, so I didn't sleep much yesterday afternoon despite my best
efforts. Fortunately, however, I wasn't sleepy after dinner, so
stood the first watch while Lydia slept.

On the subject of sleep, those of you who are still with us will
recall our regime out here. Those coming off watch go immediately to
bed; those fetching someone, if that's how it worked/works out makes a
pot of coffee for the previously sleeping oncoming watch.

We have no watch schedule, per se. We sleep until we're either
wakened by the other who needs relief, or until we wake up out of
"exhaustion" from sleeping (can't sleep any more). That has meant
that we've nearly always been very fresh. The couple of times I've
had to bolt from bed have always found me very quickly functional, and
neither tired nor, as has been the case sometimes in the past on our
cruising history, even exhausted. That makes for a much more pleasant
voyage, not to mention an improvement in judgment. Back to the watch
change...

Now that we're in Maine waters, it's officially colder, and Lydia
was feeling the cold, so the warm bunk was very welcoming to her.
My first - and only, as it turned out - "close encounter" was a
fishing boat which I saw very plainly, but for some reason didn't
come up on the radar. He was on a closing course, and ignoring
my hails. I let out the sheets to slow the boat down, and he
passed within a few hundred feet in front of me. Apparently a
lobsterman heading somewhere, rather than fishing, I didn't find
any lines to trip over.

The moon rose and fell in quick succession, and as has become the
norm, the sunset was not only lengthy but spectacular. The
clouds here are very close to the ground. It's sort of like
we've reached the top of the world, and nothing's very high,
because it's already at the top :{))

Like the kids' song, Merrily we rolled along, rolled along, O'er
the deep blue sea, toward Portland. The seas were now
long-period waves, and not really that much of them, either, so
aside from the flopping of the sail in its prevented position
just barely out to starboard, which, of course, jerked the boat
every time (but was much better than a long-period roll, allowing
lots of momentum for both sail and boom before being abruptly
brought to a halt by the sheet!), all was tranquil. Only a few
targets presented themselves to radar, and no sightings were
within miles of us.

I made a pot of coffee about 1:30 AM - but not for me. Lydia
would need it... Not because I was sleepy, but because I'd need
to be sharp to help with the "eyes" part when we got in, I woke
Lydia so I could get a few hours of sleep. I took the first full
shower in a few days and despite my having successfully fended
off Morpheus to that time, fell asleep quickly and deeply at 2
AM. The pain meds I took as I made the pot of coffee may have
helped... :{))

Thus, it was with not only some difficulty, but despair (I was
enjoying being asleep, soundly, for the first time in quite a
while), that I pried myself out of bed when Lydia came to fetch.
She'd gotten both cold and tired, and wanted a quick nap before
she helped out with the spare-set-of-eyes bit, so came to wake me
at 6. I made a pot of coffee and got acclimated to our
situation, which was that we'd passed the entry to the traffic
separation scheme (in high traffic areas, there's a separation
zone, and one-way traffic on either side of it) on the way into
Portland.

I'd plotted a course which would take us slightly to the West of
the zone, hoping to make it easier on ourselves and the presumed
traffic, to be out of the channel. However, there's no traffic
to be seen, coming OR going, and I could have just as well done a
rhumb line to the first turning point inside. Far off to my port
side, I can see a fishing boat in the distance, confirmed to be
that by the huge cloud of seagulls off the aft :{)) Otherwise,
there's no traffic to be seen, or heard, either, as we monitor the
VHF radio for any clue to traffic with which we'd have a concern.

However, at 7:51 AM, I had my first-ever engine shutdown.
Symptoms were that no fuel was getting to the engine, as the fuel
polisher, to date this trip never engaged, never managed to stop
its "chatter" as it tried to fill the pump with fuel. However,
the vacuum level on the Racor system didn't look to be out of
order consistent with all-is-well.

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.

No big deal - we're a sailboat, right? We'll just sail in.
Meanwhile, Roger had said in prior sailmail conversations that
he'd been watching our progress closely, and that most likely,
he'd meet us. I figured he meant at the mooring, once we'd
gotten there.

Nope, he meant that - as always, he needs only the slightest
provocation to take out Strider, his massively refit Endeavour
32 - he'd sail out and meet us, escorting us in. So, about an
hour after we'd run dry, the hail comes from Roger, about 15
minutes away. He'd been motoring, as the wind was directly on
his nose, and after some pleasantries, he led us to an anchorage,
saw us safely on the hook, and departed to find fuel for us.
Like I said above - one of our many angels...

So, we threw out the hook, stowed the main, and went back to bed
at his suggestion. We weren't exhausted, but we can certainly
use the rest. However, he's speedy Gonzalez reincarnated, as he
was in his sailboat, yet returned with two jugs of fuel in jig
time. Once it lets up raining long enough to put in without
worrying about water in the fuel, we'll put those in and bleed
the engine.

Fortunately, that occurred pretty quickly (rain stopping) and bleeding
was uneventful - my remote starter button that I'd stashed 3+years ago
but never used yet paid for itself today, and the nutcracking was
straightforward - it runs like a top. Bonus is that we now have our
dipstick marked with 5 and 10 gallons; it came with the boat and
didn't start before about 25. If things ever get desperate, we'll know
for sure how much fuel we have when we approach the bottom.

So, despite the original plan, as it's so much better here than on the
mooring -Roger checked on the way back, we're here for now. We're
just chilling (Hm. Poor choice of words?),and planning a hot black
bean soup with kielbasa to help keep us warm.

This will be the last of this series both for The Flying Pig Log and
family direct mails. We'll pick it up again as we move on, but local
events will be covered in Lydia's logs in the googlegroup...

L8R

Love from Skip, Lydia and Portia

PS I discovered that there are 12 pages of stored SPOT locations. Our
anchorage looks particularly interesting on the satellite view at the
closest resolution. See the bottom of the left hand side to see more
than just today's...

Morgan 461 #2
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery !
Follow us at http://groups.yahoo.com/group/TheFlyingPigLog
and/or http://groups.google.com/group/flyingpiglog

"You are never given a wish without also being given the power
to make it come true. You may have to work for it however."
(and)
"There is no such thing as a problem without a gift for you in
its hands. You seek problems because you need their gifts."
(Richard Bach, in The Reluctant Messiah)

"Skip Gundlach" wrote in message
...
Day 9 - Maine Passage

Hello from an anchorage (more below on the subject) off Little Diamond
Island in Portland Harbor, 43*40'N, 70*12'W , later to go to the
mooring offered us by our friend - another angel - Roger Long, at 43*
38.457'N 70* 13.307', near Simonton Bay in South Portland, ME. We may
move, but for the next couple of days, that's where we are.

Roger's legitimately famous, in addition to being a good buddy we
met on the internet, and then, in person, a year ago. He's a marine
architect who designs workboats. He's been several times to the wreck
of the Titanic, and has proposed a widely accepted new theory of why
the boat went down as she did. He also writes for various seafaring
publications, usually about sailing. If you watch History or Discover
(I forget which) you've seen him a few times in the series on the
Titanic.

We left you after a surprising only-a-week at sea, slowly moving
our way toward our destination under lumpy but not choppy seas,
with, of all things, a slight West wind (NOAA??? Is this the
West wind you'd been claiming for the last couple of days???),
which actually helped us along in the direction we wanted to go
instead of the in-your-face blasts we've had for the last
longer-than-we'd-have-liked. That slight (2-5 knots) wind
persisted all night, and the passage was uneventful.

After all the tacking we did, with the wind forecast to die, and rain
incipient, and all the other things which we'd just as soon not just
sit through for the next several days, we made the difficult decision
to motorsail the remainder of our trip. I set the throttle to a
setting which would put us into the Portland Access Control/separation
scheme channels area about dawn, and settled down to another night.

I've somehow induced a pain related to my left shoulder, mostly
in my back and top of my shoulder between it and my neck, which
makes lying down uncomfortable at best. I can't find a
comfortable position to put my arm to avoid shooting pains in that
area, so I didn't sleep much yesterday afternoon despite my best
efforts. Fortunately, however, I wasn't sleepy after dinner, so
stood the first watch while Lydia slept.

On the subject of sleep, those of you who are still with us will
recall our regime out here. Those coming off watch go immediately to
bed; those fetching someone, if that's how it worked/works out makes a
pot of coffee for the previously sleeping oncoming watch.

We have no watch schedule, per se. We sleep until we're either
wakened by the other who needs relief, or until we wake up out of
"exhaustion" from sleeping (can't sleep any more). That has meant
that we've nearly always been very fresh. The couple of times I've
had to bolt from bed have always found me very quickly functional, and
neither tired nor, as has been the case sometimes in the past on our
cruising history, even exhausted. That makes for a much more pleasant
voyage, not to mention an improvement in judgment. Back to the watch
change...

Now that we're in Maine waters, it's officially colder, and Lydia
was feeling the cold, so the warm bunk was very welcoming to her.
My first - and only, as it turned out - "close encounter" was a
fishing boat which I saw very plainly, but for some reason didn't
come up on the radar. He was on a closing course, and ignoring
my hails. I let out the sheets to slow the boat down, and he
passed within a few hundred feet in front of me. Apparently a
lobsterman heading somewhere, rather than fishing, I didn't find
any lines to trip over.

The moon rose and fell in quick succession, and as has become the
norm, the sunset was not only lengthy but spectacular. The
clouds here are very close to the ground. It's sort of like
we've reached the top of the world, and nothing's very high,
because it's already at the top :{))

Like the kids' song, Merrily we rolled along, rolled along, O'er
the deep blue sea, toward Portland. The seas were now
long-period waves, and not really that much of them, either, so
aside from the flopping of the sail in its prevented position
just barely out to starboard, which, of course, jerked the boat
every time (but was much better than a long-period roll, allowing
lots of momentum for both sail and boom before being abruptly
brought to a halt by the sheet!), all was tranquil. Only a few
targets presented themselves to radar, and no sightings were
within miles of us.

I made a pot of coffee about 1:30 AM - but not for me. Lydia
would need it... Not because I was sleepy, but because I'd need
to be sharp to help with the "eyes" part when we got in, I woke
Lydia so I could get a few hours of sleep. I took the first full
shower in a few days and despite my having successfully fended
off Morpheus to that time, fell asleep quickly and deeply at 2
AM. The pain meds I took as I made the pot of coffee may have
helped... :{))

Thus, it was with not only some difficulty, but despair (I was
enjoying being asleep, soundly, for the first time in quite a
while), that I pried myself out of bed when Lydia came to fetch.
She'd gotten both cold and tired, and wanted a quick nap before
she helped out with the spare-set-of-eyes bit, so came to wake me
at 6. I made a pot of coffee and got acclimated to our
situation, which was that we'd passed the entry to the traffic
separation scheme (in high traffic areas, there's a separation
zone, and one-way traffic on either side of it) on the way into
Portland.

I'd plotted a course which would take us slightly to the West of
the zone, hoping to make it easier on ourselves and the presumed
traffic, to be out of the channel. However, there's no traffic
to be seen, coming OR going, and I could have just as well done a
rhumb line to the first turning point inside. Far off to my port
side, I can see a fishing boat in the distance, confirmed to be
that by the huge cloud of seagulls off the aft :{)) Otherwise,
there's no traffic to be seen, or heard, either, as we monitor the
VHF radio for any clue to traffic with which we'd have a concern.

However, at 7:51 AM, I had my first-ever engine shutdown.
Symptoms were that no fuel was getting to the engine, as the fuel
polisher, to date this trip never engaged, never managed to stop
its "chatter" as it tried to fill the pump with fuel. However,
the vacuum level on the Racor system didn't look to be out of
order consistent with all-is-well.

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.

No big deal - we're a sailboat, right? We'll just sail in.
Meanwhile, Roger had said in prior sailmail conversations that
he'd been watching our progress closely, and that most likely,
he'd meet us. I figured he meant at the mooring, once we'd
gotten there.

Nope, he meant that - as always, he needs only the slightest
provocation to take out Strider, his massively refit Endeavour
32 - he'd sail out and meet us, escorting us in. So, about an
hour after we'd run dry, the hail comes from Roger, about 15
minutes away. He'd been motoring, as the wind was directly on
his nose, and after some pleasantries, he led us to an anchorage,
saw us safely on the hook, and departed to find fuel for us.
Like I said above - one of our many angels...

So, we threw out the hook, stowed the main, and went back to bed
at his suggestion. We weren't exhausted, but we can certainly
use the rest. However, he's speedy Gonzalez reincarnated, as he
was in his sailboat, yet returned with two jugs of fuel in jig
time. Once it lets up raining long enough to put in without
worrying about water in the fuel, we'll put those in and bleed
the engine.

Fortunately, that occurred pretty quickly (rain stopping) and bleeding
was uneventful - my remote starter button that I'd stashed 3+years ago
but never used yet paid for itself today, and the nutcracking was
straightforward - it runs like a top. Bonus is that we now have our
dipstick marked with 5 and 10 gallons; it came with the boat and
didn't start before about 25. If things ever get desperate, we'll know
for sure how much fuel we have when we approach the bottom.

So, despite the original plan, as it's so much better here than on the
mooring -Roger checked on the way back, we're here for now. We're
just chilling (Hm. Poor choice of words?),and planning a hot black
bean soup with kielbasa to help keep us warm.

This will be the last of this series both for The Flying Pig Log and
family direct mails. We'll pick it up again as we move on, but local
events will be covered in Lydia's logs in the googlegroup...

L8R

Love from Skip, Lydia and Portia

PS I discovered that there are 12 pages of stored SPOT locations. Our
anchorage looks particularly interesting on the satellite view at the
closest resolution. See the bottom of the left hand side to see more
than just today's...

Morgan 461 #2
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery !
Follow us at http://groups.yahoo.com/group/TheFlyingPigLog
and/or http://groups.google.com/group/flyingpiglog

"You are never given a wish without also being given the power
to make it come true. You may have to work for it however."
(and)
"There is no such thing as a problem without a gift for you in
its hands. You seek problems because you need their gifts."
(Richard Bach, in The Reluctant Messiah)




=============

Skip,, you do not want to move to Simonton Cove..

At least if you plan on sleeping on board. I moor there, and sleep on
board,, or should I say
get tossed around on board. The ships, lobster boats, fishing trawlers..

Do some searching about .. you will find a better deal . there is lots of
empty space in the Portland
harbor. mostly due to the cost of fuel. The motor boats are parked in
driveways.

Check out Peaks, might find a quiet spot .. and the ferry back and forth to
Portland is frequent.

Tell Roger to run a Mooring Wanted for a Little While spot on the C's list..
someone will get you
fixed up.

On 2008-08-06 18:25:43 -0400, "Skip Gundlach" said:

However, at 7:51 AM, I had my first-ever engine shutdown.
snip

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.

Oops!

Been there. Why don't fuel gauges work very long on boats? I don't
think I've had one work for more than a season.

We mostly use the hour meter to manage ours. 40 hours at normal cruise
takes us to about half-full.

--
Jere Lull
Xan-à-Deux -- Tanzer 28 #4 out of Tolchester, MD
Xan's pages: http://web.mac.com/jerelull/iWeb/Xan/
Our BVI trips & tips: http://homepage.mac.com/jerelull/BVI/

Jere Lull wrote:
On 2008-08-06 18:25:43 -0400, "Skip Gundlach"
said:

However, at 7:51 AM, I had my first-ever engine shutdown.
snip

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.


Oops!

Been there. Why don't fuel gauges work very long on boats? I don't think
I've had one work for more than a season.

We mostly use the hour meter to manage ours. 40 hours at normal cruise
takes us to about half-full.

If its got a swinging float arm variable resistance sender, I reckon
they must just wear out from the continual movement of the wiper on the
track. In a car or truck, you dont get any slosh going streight at
constant speed on a smooth road and thats the bulk of most peoples
driving on a minute to minute basis.

My sender is well into its second season with no signs of trouble. I
wont be much surprised if it needs changing in a few years.

If I *didn't* have a working gauge, I'd either fit a level switch near
the bottom of the tank to give warning I was going into my reserve or a
reserve tank to switch to if the engine falters. Due to the layout of
my filler pipe, its impossible to dip my tank and I got fed up with
running out at awkward moments.

Jere Lull wrote:

On 2008-08-06 18:25:43 -0400, "Skip Gundlach" said:

However, at 7:51 AM, I had my first-ever engine shutdown.
snip

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.

Oops!

Been there. Why don't fuel gauges work very long on boats? I don't
think I've had one work for more than a season.

We mostly use the hour meter to manage ours. 40 hours at normal cruise
takes us to about half-full.

We've never had any trouble with ours (knock wood). It's one of those
tank tender things. We use the hour meter, the tank tender, and also
have a stick marked with the amounts that are in the tank. We have
two 50 gallon tanks. He also keeps track so that he can switch tanks
appropriately because it isn't automatic.

Bob keeps track of the hour meter and checks the fuel on the tank
tender each morning before we start off, and then when we get fuel he
sticks the tank and tells me how much he wants in each tank. Usually
he can't see the pump gauge from where he is at the fill, so I watch
the pump gauge and count down so he can shut it off at the appropriate
time.

Rosalie B. wrote in
:

We've never had any trouble with ours (knock wood).

The one on the Amel is virtually foolproof. You remove the filler cap
in the center cockpit's starboard seat and try to guess where the level
is on the fuel slopping about under the cap. There is no filler hose or
vent hose as the starboard seating IS the fuel tank on the sharki, which
is located in the starboard aft passageway back to the aft berthing
compartment. Open the cap and see if fuel sloshes out. If it does, we
got plenty of fuel at the moment. The tank is narrow and quite deep
into the bilge so its level changes a LOT with the litres in the tank.

What I've never figured out is why on such an expensive boat there isn't
a SIGHT GLASS on the aft end of the tank right over the main battery
switch. There's plenty of room. Amel's cost more than Catalinas and I
think they can afford it....

The cheap crap float guages fail on boats because they are too cheap to
withstand the constant sloshing about and soon simply wear out the
resistive element the little slider rubs against for a contact. This is
the stupidest kind of guage sender, of course, they could put in a boat.

Boats should have the senders that are in my old Mercedes cars. There
is a tube with a tiny hole in the bottom and a vent hold in the top
inside the tank that is as tall as the tank. Inside the tube is a float
with a hole in it that rides up and down on a rod through the hole. A
slide contact on the side of the tank makes the electrical contact as
the float rides up and down to give you an accurate level, poorly
calibrated on the guage, though. The tiny hole and tube is the key to
it all. The tube is located in the exact center of the tank so no
matter which direction the tank tilts, the liquid level remains the same
until the car falls over, of course. Heeling won't make it read wrong.
The tiny hole in the bottom is the only way for fuel to go in and out.
This creates a long hysteresis for changing the level in the
tube....eliminating, completely, the effects of the float in your boat
tank riding the waves inside the tank. The level in the tube remains
constant no matter how many waves you're jumping.

Of course, this would raise Brunswick's cost-per-unit by $2 in a
$180,000 yacht so don't hold your breath....

Larry wrote:

Rosalie B. wrote in
:

We've never had any trouble with ours (knock wood).

The one on the Amel is virtually foolproof. You remove the filler cap
in the center cockpit's starboard seat and try to guess where the level
is on the fuel slopping about under the cap. There is no filler hose or
vent hose as the starboard seating IS the fuel tank on the sharki, which
is located in the starboard aft passageway back to the aft berthing
compartment. Open the cap and see if fuel sloshes out. If it does, we
got plenty of fuel at the moment. The tank is narrow and quite deep
into the bilge so its level changes a LOT with the litres in the tank.

What I've never figured out is why on such an expensive boat there isn't
a SIGHT GLASS on the aft end of the tank right over the main battery
switch. There's plenty of room. Amel's cost more than Catalinas and I
think they can afford it....

We have sight gauges for the water tanks but with the tank tender we
don't use them much. They are there though.

Bob tried to figure out what would be a better float that could be
more easily seen, and he found that a little plastic cowboy figure's
hat was the perfect diameter. So he cut off the cowboy's arms (which
had drawn guns that stuck out beyond the hat), and the legs (bowlegged
- also stuck out to far) and now we have just a cowboy's torso and hat
riding up and down in the sight gauge.


The cheap crap float guages fail on boats because they are too cheap to
withstand the constant sloshing about and soon simply wear out the
resistive element the little slider rubs against for a contact. This is
the stupidest kind of guage sender, of course, they could put in a boat.

Boats should have the senders that are in my old Mercedes cars. There
is a tube with a tiny hole in the bottom and a vent hold in the top
inside the tank that is as tall as the tank. Inside the tube is a float
with a hole in it that rides up and down on a rod through the hole. A
slide contact on the side of the tank makes the electrical contact as
the float rides up and down to give you an accurate level, poorly
calibrated on the guage, though. The tiny hole and tube is the key to
it all. The tube is located in the exact center of the tank so no
matter which direction the tank tilts, the liquid level remains the same
until the car falls over, of course. Heeling won't make it read wrong.
The tiny hole in the bottom is the only way for fuel to go in and out.
This creates a long hysteresis for changing the level in the
tube....eliminating, completely, the effects of the float in your boat
tank riding the waves inside the tank. The level in the tube remains
constant no matter how many waves you're jumping.

Of course, this would raise Brunswick's cost-per-unit by $2 in a
$180,000 yacht so don't hold your breath....

On Fri, 08 Aug 2008 09:04:03 -0400, Rosalie B.
wrote:

Jere Lull wrote:

On 2008-08-06 18:25:43 -0400, "Skip Gundlach" said:

However, at 7:51 AM, I had my first-ever engine shutdown.
snip

Much to my surprise, however, pulling the plug on the fuel tank
revealed that we were, in fact, out of fuel. Obviously our
memory of having fueled just before we put the boat on the ground
was faulty, because there certainly wasn't 100 gallons (nor any,
for that matter!) of fuel in the bilge.

Oops!

Been there. Why don't fuel gauges work very long on boats? I don't
think I've had one work for more than a season.

We mostly use the hour meter to manage ours. 40 hours at normal cruise
takes us to about half-full.

We've never had any trouble with ours (knock wood). It's one of those
tank tender things. We use the hour meter, the tank tender, and also
have a stick marked with the amounts that are in the tank. We have
two 50 gallon tanks. He also keeps track so that he can switch tanks
appropriately because it isn't automatic.

Bob keeps track of the hour meter and checks the fuel on the tank
tender each morning before we start off,

Skip sniffs the tank for some fumes once a year.

and then when we get fuel he
sticks the tank and tells me how much he wants in each tank. Usually
he can't see the pump gauge from where he is at the fill, so I watch
the pump gauge and count down so he can shut it off at the appropriate
time.