U.S. Department of

Homeland Security

United States

Coast Guard

Boating Safety Circular 85

March 2007

More than three years after the effective date of

updated Coast Guard regulations requiring

manufacturers of recreational boats who install

navigation lights to install lights with third party

certification, confusion continues. Although

navigation lights were the topic of recent writings in

the American Boat and Yacht Council (ABYC)

Newsletter, and the subject of briefings at industry

gatherings, Coast Guard and NMMA factory visits

continue to identify numerous issues of navigation

light fixtures and installations that do not comply with

Federal regulations.

As of November 1, 2003, 33 CFR 183.810 requires

recreational vessel manufacturers, distributors, and

dealers installing navigation lights in new recreational

vessels to meet the requirements for certification and

markings. Coast Guard regulations require navigation

lights to be certified to the applicable requirements

of ABYC A-16 (or equivalent standard) by an

independent laboratory listed by the Coast Guard.

Lights meeting this requirement must carry labels

indicating compliance. Specifically, the light must

have a permanent and indelible label, that is visible

without removing or disassembling the light

containing the following information:

a. “USCG Approval 33 CFR 183.810;”

b. “Meets (insert standard – ABYC A-16, or

equivalent)...;”

c. “Tested by (insert CG listed lab performing

test)...;”

d. Name of manufacturer;

e. Model number;

f. Visibility of light in nautical miles;

g. Date on which light was type-tested; and

h. Identification and specification of bulb used in

compliance test.

Many light fixtures used on recreational boats are

not large enough to permit legible display of all of

the above information. In that case, the required

information may be placed in, or on the package

containing the individual light, AND each light must

be marked with “USCG” followed by the range of

visibility; e.g. “USCG 2nm”. This marking must be

visible without removing the light, and must be

permanent and indelible.

The Coast Guard Recreational Boating Product

Assurance Division has received a variety of questions

regarding the ABYC requirement that fixtures be

marked with “A-16.” According to ABYC A-16.8.9.3:

“the mark ‘A-16’...shall indicate design

conformance with this standard.”

This is followed by an exception to A-16.8.9.3:

“Navigation lights that comply with the marking

requirements of 33 CFR 183.810.”

In other words, Coast Guard regulations require a

compliant fixture to be marked with a minimum of

“USCG Xnm” and ABYC A-16.8.9.3 allows a fixture

to be marked with the same minimum information

(provided the other information is placed in or on the

package containing the individual light fixture).

Another issue that causes many noncompliance

citations is the “Manufacturer Certification of

Compliance” label. Section 181.9 of 33 CFR 181,

Subpart B, requires that:

“Each manufacturer of a boat ... to which Part 183

of this regulation applies shall affix a certification

label ...”

RECREATIONAL BOAT MANUFACTURERS

SUBPART M - NAVIGATION LIGHTS

Inside:

Manufacturer ID Codes ........................................2

Boats vs. Bare Hulls .............................................3

Kit Boat Manufacturers and CG Standards...........4

Openings in Ventilation Systems ..........................4

121.5/243 MHZ EPIRB prohibition........................5

Pain in the Gas .....................................................6

Recall campaigns ............................................... 11
2 Boating Safety Circular

Since boat manufacturers who install navigation

lights are now subject to Subpart M of 33 CFR 183,

some boat manufacturers who previously were not

required to affix a certification label to their boats now

must do so as required by 33 CFR 181.9.

Aftermarket light fixture installations (those done

by owners) are not affected by the above requirements.

Some light fixture manufacturers have elected to

market their navigation lights only for the aftermarket.

Others manufacture some models that comply with

the regulations for new boat installations, and others

that do not. Some navigation light fixtures available

in the marketplace are not suitable for installation on

new boats by OEM boat manufacturers. Therefore

boat manufacturers need to be sure to verify when

sourcing lights for new installations that they comply

with the navigation light regulations.

Another area that often causes problems is the

installation of navigation light fixtures on boats. Both

the Navigation Rules and ABYC A-16 state that

navigation lights must be installed such that the light

is visible within certain horizontal and vertical sectors.

In many instances, especially when small light fixtures

are mounted below the vessel’s sheer, lights are not

visible over the required horizontal and vertical sectors

of visibility.

See Annex 1 of COLREGS, and Inland Rules for

further technical information on sectors of visibility.

Navigation rules 20 through 23 and rule 25 provide

basic recreational boat navigation light requirements.

Practically speaking, the major installation issue

causing non-compliant installations is failure to

position lights in accordance with the fixture

manufacturer’s requirements with regard to the boats’

centerline, and the vertical orientation of the fixture.

In addition, in many other non-compliant installations,

there is insufficient vertical separation between the

sidelights, and the masthead or all-round light. A

minimum of one meter is required.

Contact the Coast Guard Recreational Boating

Product Assurance Division (202) 372-1077, or

ABYC Technical Department (410) 990-4460 with

questions regarding navigation light installations.

MANUFACTURER IDENTIFICATION CODES

ABC00001C607

The serial number above is a hull identification

number (HIN). The first three characters in the HIN

above are a Manufacturer Identification Code (MIC).

The Coast Guard Recreational Boating Product

Assurance Division will assign a MIC only to U.S.

manufacturers and U.S. importers who are in the

business of building or importing recreational boats

for the purposes of sale to the public. Manufacturer

Identification Codes and information about the

companies to which they were assigned are entered

into a computerized database at Coast Guard

Headquarters.

See: http://www.uscgboating.org/recalls/

mic_database.html

One part of the Recreational Boating Standards

program consists of visits to recreational boat

manufacturers and importers by Compliance

Associates who are under contract with the Coast

Guard. The purposes of the visits are: (1) to find boat

builders who may be unaware about Coast Guard

boating safety standards and regulations; (2) to

educate manufacturers and importers about the

various features of the Coast Guard Recreational

Boating Product Assurance Division program; and (3)

to ensure that boats under construction on the factory

floor comply with applicable Coast Guard safety

standards and regulations. The Compliance

Associates plan their visits based upon manufacturer/

importer name and address information in the Coast

Guard Manufacturer Identification Code database.

According to Section 181.33(b) of the Hull

Identification Number regulations:

 “a manufacturer or importer who changes the

business name or address must advise the

Recreational Boating Product Assurance Division,

2100 Second Street SW, Washington, DC 20593-

0001 of the change in writing.”

This means if you are a boat manufacturer or

importer with a Manufacturer Identification Code, you

have a legal obligation to inform the Coast Guard if

you change your business name or move your factory

or place of business to another location. As a result,

time and money aren’t spent unnecessarily trying to

determine whether you are still building boats for the

purposes of sale to the public.

Incidentally, the Coast Guard has been assigning

Manufacturer Identification Codes to boat

manufacturers and importers since 1972. Typically

there are about 3,500 active manufacturers and

importers annually. This means there are limited

numbers of three letter codes which can be assigned

annually. Codes issued to companies which are out

of business 10 or more years may be reassigned to

new builders. If you are assigned a Manufacturer
Boating Safety Circular 3

Identification Code and suspend your boatbuilding

operations, but intend to resume building boats in the

future, you need to keep us informed concerning your

business status, so your Manufacturer Identification

Code isn’t assigned to another company.

BOATS VS. BARE HULLS

When a boat leaves the place of manufacture or

assembly for the purposes of sale, it must comply with

applicable Coast Guard safety standards and

regulations:

- All boats must bear two identical Hull

Identification Numbers (HINs): (1) a primary HIN

(usually affixed to the transom); and (2) a duplicate

HIN (affixed to an unexposed location on the interior

surface of the boat or beneath a fitting or item of

hardware).

- If the boat is a monohull that is less than 20 feet in

length, and is not a sailboat, canoe, kayak or inflatable,

it must bear a U.S. Coast Guard Maximum Capacities

label and contain flotation.

- If a boat is inboard powered and uses gasoline as

fuel, it must comply with the Electrical, Fuel and

Ventilation Standards.

- If a boat will be outboard powered with remote

steering, shift controls must be designed for start-ingear protection.

- If a boat is equipped with navigation lights, the

lights must be certified.

- Finally, if the boat is subject to a Coast Guard

safety standard, it must bear a certification label.

A bare hull is not a boat:

- A bare hull manufacturer has no way of knowing

the eventual weight of the finished boat (necessary

for determining safe loading information and any

required volume of flotation material).

- A bare hull manufacturer has no way of knowing

whether the finished boat will be powered by an

outboard or an inboard and whether the fuel used will

be gasoline or diesel.

- The bare hull manufacturer does not install

navigation lights.

- If the finished boat is later recalled for failure to

comply with an applicable Coast Guard safety

standard or for a defect which creates a substantial

risk of personal injury to the public, the bare hull

manufacturer should not be legally responsible for

defect notification and correction (unless, of course,

such a defect involved complete hull failure).

Bare hull manufacturers are not boat manufacturers.

There are no Coast Guard safety standards or

regulations which apply to a bare hull. Therefore, a

bare hull manufacturer should not:

(1) affix a HIN, because the Manufacturer

Identification Code in an HIN affixed to a boat

identifies the entity that is legally responsible for

construction of the entire boat -- not just the hull;

(2) affix a certification label;

(3) affix a U.S. Coast Guard Maximum Capacities

label; or

(4) install flotation.

The Flotation Standard is predicated on the

assumption that a manufacturer has performed certain

tests in accordance with the Safe Loading Standard.

Since these tests are not performed on bare hulls, then

logically, there is no regulation requiring a bare hull

manufacturer to install flotation material.

Instead, the individual or company that buys a bare

hull is subject to the regulations. The individual who

buys a bare hull to complete for his or her own use

would obtain a Hull Identification Number from the

State where he or she resides.

A company engaged in the business of assembling

a bare hull and an engine package would be the one

that should apply for a MIC, assign the Hull

Identification Number and, if necessary, build the boat

to comply with applicable Coast Guard safety

standards and regulations.

The Recreational Boating Product Assurance

Division recognizes that there are boat manufacturers

with Manufacturer Identification Codes who

manufacture both finished boats and bare hulls. The

finished boats must be built to comply with the

regulations; however, the bare hulls they sell for

completion by individuals or other companies should

be free of HINs or other compliance labels.

KIT BOAT MANUFACTURERS AND COAST

GUARD SAFETY STANDARDS AND

REGULATIONS

At the end of Session 403 - Wooden Kit Boats -

during the International Boat Builders’ Exhibition and

Conference (IBEX) in Miami Beach, Florida on

November 2, 2006, many attendees were surprised to

learn that kit boat manufacturers are subject to U.S.

Coast Guard safety standards and regulations.

The term, “recreational vessel manufacturer” in

section 2101 of Title 46, United States Code means:

“a person engaged in the manufacturing,

construction, assembly or importation of recreational

vessels, components [emphasis supplied], or

associated equipment.”
4 Boating Safety Circular

Further, §181.7 of Title 33, Code of Federal

Regulations states, in part:

“Unless there is affixed to it a certification label

that contains the information required by §181.15:

(a) No person who manufactures, constructs, or

assembles a boat ... may deliver that boat ... for the

purposes of sale.”

Coast Guard safety standards and regulations in 33

CFR Parts 181 and 183 apply to manufacturers of

recreational boats for the purposes of sale to the

public. Just because a kit boat builder manufactures

a set of components for eventual assembly by an

individual for his or her personal use does not relieve

the kit boat builder from the legal obligation to provide

the purchaser with all components and instructions

necessary to build the boat in compliance with the

regulations.

All recreational boats manufactured for the purposes

of sale to the public must have a primary and a

duplicate hull identification number (HIN) affixed.

Therefore, all kit boat manufacturers must obtain a

Manufacturer Identification Code (MIC) and assign

Hull Identification Numbers. If, due to the nature of

the kit, a HIN cannot be affixed to a kit part, the kit

boat manufacturer needs to provide purchasers with

instructions which will result in the proper placement

and attachment of the Hull Identification Numbers.

If the completed boat is a monohull boat less than

20 feet in length, that is not a sailboat, canoe, kayak,

or inflatable, the kit boat manufacturer is subject to

applicable Coast Guard safety standards in 33 CFR

Part 183 (Display of Capacity Information, Safe

Loading, Safe Powering and Flotation). If a U.S. Coast

Guard Maximum Capacities label displaying

maximum horsepower, maximum persons and

maximum weight capacities cannot be pre-placed on

a part, the kit manufacturer should provide instructions

to explain the proper placement of the capacity label.

GRATINGS AND DECORATIVE COVERS ON

VENTILATION SYSTEM OPENINGS

The design and installation of natural and powered

ventilation systems on boats is a critical safety issue

in the prevention of boat fires and explosions. Some

builders are installing gratings and decorative covers

on natural and powered ventilation system openings

which reduce the effectiveness of their boats’

ventilation systems.

Unless the compartment is open to the atmosphere,

a powered ventilation system (exhaust blower) is

required in each compartment in a boat that has a

permanently installed gasoline engine with a cranking

motor. The powered ventilation system must provide

an air flow capacity (both for rated blower capacity

and for system output) determined as a function of

the net compartment volume.

Unless the compartment is open to the atmosphere,

a natural ventilation system consisting of supply and

exhaust openings is required in each compartment in

a boat that:

(1) contains a permanently installed gasoline engine;

(2) has openings between it and a compartment that

requires ventilation;

(3) contains a permanently installed fuel tank and

an electrical component that is not ignition-protected

in accordance with §183.410(a);

(4) contains a fuel tank that vents into that

compartment; or

(5) contains a nonmetallic fuel tank with a

permeability rate in excess of standards.

The cross-sectional area of the supply and exhaust

openings in the natural ventilation system is based

upon the net compartment volume.

The exhaust duct connected to an engine

compartment blower is considered to be a part of the

natural ventilation system, because the blower does

not restrict the flow of air. The installation of gratings

and decorative covers over ventilation system

openings, however, does restrict air flow. Such

gratings and decorative covers reduce the aggregate

cross-sectional area for ventilation system openings

and reduce the effectiveness of natural and powered

ventilation systems.

For example, an engine compartment with a net

compartment volume of 80 cubic feet would require a

powered ventilation system with a blower capacity of

120 cubic feet per minute (and system output of 48

cubic feet per minute) and a natural ventilation system

with supply and exhaust openings of 13.85 sq in each.

A natural ventilation system consisting of two 3-inch

diameter openings for both supply and exhaust would

be acceptable (7.1 sq in x 2 = 14.2 sq in total). If,

however, opening gratings/covers drop the open area

to 10 sq in, the natural ventilation system would not

be in compliance with the regulations. The output of

the powered blower system would likewise be

unacceptable if the tested output, due to the placement

of the gratings/covers, dropped below 48 cfm.

Over-sizing of the ventilation system hull/deck

openings to allow for the net decrease due to any

gratings/covers – to still meet the aggregate natural
Boating Safety Circular 5

ventilation system opening size requirement (and

powered system output) would result in an acceptable

ventilation system design, with proper consideration

for all design factors.

AFTER 31 DECEMBER 2006 BOATERS MUST

NOT OPERATE 121.5/243 MHZ EPIRBs

WASHINGTON, DC - The Coast Guard reminds

all boaters that beginning January 1, 2007, both 121.5

and 243 MHz Emergency Position Indicating Radio

Beacons (EPIRBs) are prohibited from use in both

commercial and recreational watercraft. Boaters

wishing to have an emergency rescue beacon aboard

their vessel must have a digital 406 MHz model.

The January 1, 2007, date to stop using 121.5 MHz

EPIRBs is in preparation for February 1, 2009, when

satellite processing of distress signals from all 121.5/

243 MHz beacons will terminate. Following this

termination date, only the 406 MHz beacons will be

detected by the International Cospas-Sarsat Satellite

System which provides distress alert and location data

for search and rescue operations around the world.

The regulation applies to all Class A, B, and S 121.5/

243 MHz EPIRBs. It does not affect 121.5/243 MHz

man overboard devices which are designed to work

directly with a base alerting unit only and not with the

satellite system.

This change, in large part, was brought about by the

unreliability of the 121.5/243 MHz beacons in an

emergency situation. Data reveals that with a 121.5

MHz beacon, only one alert out of every 50 is a

genuine distress situation. This has a significant effect

on expending the limited resources of search and

rescue personnel and platforms. With 406 MHz

beacons, false alerts have been reduced significantly,

and, when properly registered, can usually be resolved

with a telephone call to the beacon owner.

Consequently, real alerts can receive the attention they

deserve.

When a 406 MHz beacon signal is received, search

and rescue personnel can retrieve information from a

registration database. This includes the beacon

owner’s contact information, emergency contact

information, and vessel/aircraft identifying

characteristics. Having this information allows the

Coast Guard, or other rescue personnel, to respond

appropriately.

In the U.S., users are required by law to directly

register their beacon in the U.S. 406 MHz Beacon

Registration Database at:

 http://www.beaconregistration.noaa.gov/

or by calling 1-888-212-SAVE. Other users can

register their beacon in their country’s national beacon

registration database or, if no national database is

available, in the International Beacon Registration

Database at:

https://www.406registration.com/

The United States Coast Guard is the lead agency

for coordinating national maritime search and rescue

policy and is responsible for providing search and

rescue services on, under and over assigned

international waters and waters subject to United

States jurisdiction.

COMMERCIAL VS. RECREATIONAL

Sales of “commercial boats” to members of the

public who will use them as recreational boats are

prohibited by law. According to subparagraph

4307(a)(1)(A)(1) of Title 46 of the United States Code

-- Prohibited Acts: “A person may not -- manufacture,

construct, assemble, sell or offer for sale, introduce

or deliver for introduction into interstate commerce,

or import into the United States, a recreational vessel,

unless -- it conforms with this chapter or a regulation

prescribed under this chapter.” The regulations and

safety standards applicable to manufacturers of

recreational boats in 33 CFR Parts 179, 181 and 183

were written under the authority of 46 U.S.C. Chapter

43.

A significant number of small boat manufacturers

are designating their boats “For Commercial Use,” and

several State boating officials have observed these

boats being used for general recreational purposes.

These boats usually are not equipped or built to meet

Federal safety standards and regulations, even though

their manufacturers have produced recreational boats

from the same molds. They may cost less than the

same boat certified to meet Federal standards.

Therefore, there is an incentive to sell the less

expensive boat, the “For Commercial Use” boat, for

recreational purposes. While the Coast Guard is

concerned about the commercial fisherman who may

occasionally use the boat for a family outing, of equal

concern is the individual who buys a commercial boat

for recreational purposes. Some purchasers

mistakenly believe that a boat built “For Commercial

Use” is more rugged and is therefore safer than the

typical recreational boat.
6 Boating Safety Circular

An Introduction to the Problem

by Aaron Porter

Tough to keep pace with today’s volatile petroleum

market in the United States—and all the attendant

regulations. Ordinarily, it’s safe to leave the sweating

over details of energy and environmental policy to

commodities traders, petroleum distributors, and the

U.S. Environmental Protection Agency. But not this

year. The widespread adoption of ethanol—an alcohol

derived from fermented carbohydrates—as a gasoline

additive may be good news for Midwestern farmers

and fuel-filter manufacturers, but it’s an expensive

nuisance and even a danger to boat owners, builders,

and repairers.

Ethanol’s properties as a fuel additive are wellsuited to North America’s automotive fuel needs: it

can be produced domestically; it performs as an

effective oxygenate, reducing harmful emissions such

as benzene; and, it doesn’t contaminate groundwater

the way methyl tertiary butyl ether (the ether-based

oxygenate it is supplanting) can.

For the marine industry, though, the fit isn’t so good.

Ethanol is a solvent that doesn’t mix well with the

MTBE fuel lingering in some tanks; it scours fuel

systems, overburdening filters; it breaks down

fiberglass fuel tanks; and it rapidly absorbs water from

atmospheric humidity, giving the fuel only a brief

useful shelf life. Ethanol’s adoption is changing the

way gasoline-powered boats are maintained, serviced,

used, and with regard to some components,

constructed.

So why are petroleum refiners switching from

MTBE to ethanol? Contrary to many reports, there is

no federal ban on MTBE—although numerous states

have enacted their own legislated prohibitions on the

additive. Nor is the switch driven by the EPA

requirement that gasoline be sold with 2.08%

oxygenate content. (That rule, cited by the petroleum

industry as a factor steering it to ethanol, was

withdrawn by the EPA on May 5, 2006 in order to

square with the provisions on reformulated fuels in

the 2005 Federal Energy Policy Act.) The remaining

federal regulation, which promotes the use of

oxygenates without explicitly requiring them, is a limit

on the harmful emissions that may come from gasoline

when it’s combusted. That means, while refiners are

no longer required to blend an oxygenate with

gasoline, incorporating one remains the most

expedient way to meet emissions standards. Since

PAIN IN THE GAS

The following article was originally published in

the August/September 2006 issue of Professional

BoatBuilder magazine and is reprinted here with

the permission of the authors and the editors of

Professional BoatBuilder.

So a mechanic, a designer, and an insurance agent

walk into a bar....No, seriously: A mechanic, a

designer, and an insurance agent did in fact write in

to Professional BoatBuilder, each concerned about

the effects of recently reformulated gasoline on marine

engines and fuel systems. Their views are presented

here.

The Coast Guard distinguishes between commercial

boats and recreational boats by the manner in which

they are advertised and labeled. If they are not

equipped with the proper certification labels and there

is further evidence, such as the absence of labels saying

“For Commercial Use,” indicating that the

manufacturer did not intend to build them to meet the

standards, the Coast Guard has the authority to initiate

Civil Administrative Penalty procedures against the

seller and the builder of the boat. The basis is a

violation of 46 U.S.C. 4311(b)(1):

“A person violating section 4307(a) of this title is

liable to the United States Government for a civil

penalty of not more than $5,000, except that the

maximum civil penalty may not be more than $250,000

for a related series of violations.”

Finally, a manufacturer or dealer who knowingly

sells a boat that does not comply with applicable safety

standards and regulations for use as a recreational boat

may suffer other serious financial penalties if the

purchaser has an accident. Both the courts and juries

are showing an increasing inclination to assess

substantial penalties in product liability suits.

While the Coast Guard recognizes that operators

such as commercial fishermen may legally use

“commercial boats,” the Coast Guard recommends that

as a minimum they use boats that meet the Federal

safety standards and regulations in 33 CFR Parts 181

and 183.
Boating Safety Circular 7

ALCOHOL CONTENT

Max. % by Volume

Ethanol 10%

Methanol 0%

Alcohol Cosolvent 0%

MTBE—ethanol’s only presently viable alternative—

has been banned in so many states, and since the threat

of litigation for environmental damage from it looms,

refiners are really left with ethanol as their lone

workable oxygenate. Like it or not, ethanol-blended

gasoline is what’s coming down the pipeline.

Professional BoatBuilder has received a stream of

warnings and concerns from the marine industry about

the likely effects of this fuel reformulation. While

some specific impacts of the change remain the subject

of debate, there are precautions that can be taken now

to protect boats as well as their owners, builders, and

repairers from the potential hazards of the switch to

ethanol. In this initial cautionary look at the problem,

we include the most immediately relevant experiences

and perspectives of a marine mechanic, a yacht

designer, and a marine insurance provider. If their

accounts of the pending risks and complications are

any indicator, there’ll be plenty more to read on this

subject in coming issues of the magazine.

About the Author: Aaron Porter, who assembled

this article, is associate editor of Professional

BoatBuilder.

I. A Mechanic’s Warnings

by Dan Crete

Due to federal laws requiring the use of oxygenates

in densely populated, polluted “non-attainment areas,”

and state laws that forbid MTBE, the New York and

Connecticut boating region got an early taste of the

switch to 10% ethanol blend—also known as E10

gasoline—during the 2005 boating season. The area

had previously been receiving MTBE gasoline. There

was little warning about this changeover. As the 2005

season unfolded, reports of fuel-system problems

began to surface. Complaints ranging from clogged

fuel filters to engine failures became more common

as the 2005 season progressed. Fortunately, we can

draw on the experiences of boaters and boatyards in

New York and Connecticut as we plan for the more

widespread switch to ethanol.

One of the first things learned about this new

gasoline is that it does not mix well with MTBE

gasoline. When these two fuels are combined there

are several complications: most prevalent is a

tendency for the E10 to severely clog and even

deteriorate in-line fuel filters. There were also reports

of volatility problems, with varying mixtures of the

two products in boat fuel tanks throwing off the vapor

pressure of the fuel. That led to cold-start and even

vapor-lock problems. In addition, isolated cases of

severe corrosion of aluminum fuel-system parts have

been documented and attributed to mixing of the two

reformulated fuels.

To avoid blending the two fuels during the transition

from MTBE to E10 it is recommended that fuel levels

in tanks be run down to the lowest level safely possible

before taking on any of the ethanol fuel. Remember,

any fuel taken on last season outside of states with

MTBE bans could be MTBE based. So far, this

approach has allowed a seamless transition for people

trying to avoid the problems resulting from the mixing

of the two fuels.

Fuel suppliers are in transition, too. Boat owners

who successfully navigate the initial switch need to

be wary of where they take on fuel during the season

as well. The key is to be sure to know which fuel each

marina is dispensing. The determining factor will be

just how much of last season’s fuel a given retailer

has left. The MTBE mix must be completely sold off

before any E10 can be put into the storage tanks. Some

fuel sellers who have just a few hundred gallons on

site will make the transition almost immediately. But

I’m aware of several yards and marinas that have

thousands of gallons of MTBE fuel in their tanks. For

them, the transition could take several weeks or even

months as the season gets going.

Retail customers must avoid making the initial

transition to E10 with their normal retailer, then going

elsewhere and unknowingly taking on MTBE on top

of the E10 already in their tank. This was a big problem

last season for boaters taking on fuel in Connecticut,

and then making a trip to Rhode Island and unwittingly

filling up with MTBE again.

Boat owners who trailer their boats and fill up at

roadside stations (which have been dispensing E10

since mid March 2006) must also be made aware of

this situation, as they’re likely to have MTBE in their

boat tanks from last season.
8 Boating Safety Circular

Faith in Filters

Boatyards and marinas that retail fuel should take

their own precautions with suppliers, and their own

storage and dispensing equipment. Reputable fuel

distributors in our region have given their customers

ample warning about the steps to take with fuel storage

tanks and dispensing equipment. Those include:

cleaning gasoline storage tanks, being certain there is

no water in the system; and upgrading fuel filters to

10-micron, ethanol-compatible, water-separating

filters. Because ethanol is a solvent it is going to clean

any dirt or contaminants both from dispensing and

boat fuel systems. Ideally, these contaminants will be

washed into solution in the gasoline and scrubbed out

by the system’s fuel filters. Yes, we are going to be

changing a lot of fuel filters this summer. The reports

from yards and boat owners are that filters clog often

with the first loads of E10, but after burning through

two or three tanks of fuel, the filters do take care of

the dirt.

Carrying spare filters is going to be a must for

boaters and retailers. Most filter manufactures are

ramping up production of ethanol-compatible filters.

If they’re not already doing so, boatyards will need

to stock a lot more filters than they have in the past.

Boaters will need to have spares on board and the

means to change them, including a way to safely store

the old filter and the gasoline it contained while

onboard. I would suggest an onboard kit with the

proper tool and some sort of sealable container for

storing old filters and gas. The industry standard seems

to be 10-micron, water-separating filters. By all

accounts they’re doing a good job. Note: the 10-

micron filters may pose a problem for some engine

warranties. Consult the engine operator’s manual, and

talk to the dealer about what is best for that boat’s

application.

Water Hazards

Ethanol, being alcohol based, absorbs water very

well. This is a bit of a double-edged sword for the

marine industry. Marine fuel systems are very

susceptible to water intrusion. E10 has the ability to

absorb a certain amount of water into solution and

simply allow it to be burned by the engine. As an

improvement over MTBE gasoline, which can hold

about 600 ppm in solution, E10 can hold 6,000 to

7,000 ppm in solution. Meaning, if you have a 100-

gallon (378.5 l) tank it could hold up to .6 – .7 gallons

(2.3–2.6 l) of water in solution. The problem for the

ethanol alternative comes with “phase separation.”

That’s what happens when the fuel is saturated beyond

its capacity to hold water in solution. The water and

gasoline actually separate, and the gasoline floats on

top of the water. With MTBE you could simply pump

the water out from under the gasoline, or let your

filters remove the water, and burn any gasoline that

remained. With E10, ethanol blends more easily with

water than it does with gasoline. When phase

separation occurs in E10, the ethanol is pulled out of

the gas and stays with the water. This result is two

solutions, neither of which is good for engine or fuel

system. The gasoline left behind now has no

oxygenate; it shouldn’t be burned in the engine and

must be disposed of. The water left behind now

contains a high concentration of ethanol; this solution

is highly corrosive and damaging to any materials it

may be in contact with in the fuel system. The only

solution to dealing with E10 that has phase separated

is to dispose of the whole load of fuel, clean the tank,

and start fresh with a new load of E10.

Every precaution must be taken to keep water out

of fuel in storage tanks and on board. Checking fill

caps and fittings for proper gaskets, and insuring that

vent systems are up to spec, are two ways of being

certain your fuel system is sound. In addition, retailers

should stick their tanks with alcohol-compatible,

water-finding paste daily and after each load of fuel

is brought in by distributors. Check their tanks during

delivery; if the fuel has water in it, refuse the load.

Make it the distributor’s problem if that company

delivers bad fuel. As a retailer, you’ll need to be able

to ensure that your customers are getting a product of

the highest quality. The damage that corrosion from

phase separation can do to your own storage tanks is

expensive if left unchecked.

E10’s ability to absorb water has yet another

drawback: it can absorb water directly from the

atmosphere through the vent while simply sitting in

the tank. In just 100 days at 70% humidity, E10 can

absorb enough water to phase separate. The shelf life

of E10 is only 60–90 days if left without treatment.

Gasoline “oxidizes” when exposed to air. That is, it

loses its volatility over time. A good nonalcohol fuel

stabilizer (we don’t want to add even more alcohol to

the mix) is highly recommended at all times in your

fuel. There are several products on the market that

will do a great job. But the key for any boatyard or

boater is to not leave a boat for long periods of time

with a large load of fuel aboard. If the yard or owner
Boating Safety Circular 9

Precautions for the Switch to Ethanol

* Do not mix MTBE with E10 gasoline.

* Avoid water intrusion into your fuel system.

* Run a nonalcohol fuel stabilizer in your boat’s

fuel system at all times. Recommended for

equipment that sits for a lengthy period.

* The more use the boat gets, the less likely it

is to have problems. Don’t leave large loads of

fuel aboard an idle boat.

* Install a good, water-separating fuel filter.

* Keep a stock of spare fuel filters handy, and

the means for safely changing them.

* Replace older weather-faded plastic portable

tanks with new tanks.

* Retailers should inform their customers about

which fuel is being dispensed; customers need

to ask which fuel they’re purchasing during the

transition to E10.

* Rubber fuel lines older than the mid-to late1980s should be inspected and may need

replacing.

* Some older carbureted engines may require

special tuning. Consult the engine manufacturer

for details.

The formulation changes and the new risks they

bring are not as bad as they sound at first. For

retailers, if your fuel dispensing system has been well

cared for, and is clean and free of water, then you

shouldn’t have any trouble. As for boaters—who are,

let us never forget, our customers one and all—if

they’ve had problems with water in their fuel systems

in the past, then those problems will only worsen with

the introduction of E10. Correct the water situation,

and start fresh with E10 gasoline. —Dan Crete

knows there will be an extended delay between trips

out, then leave the tank low and refill just before the

next trip out. In general, the more the boat is used,

the better off it will be.

When it comes to winter storage, a boatyard should

run the tank down as low as possible at the end of the

season and treat what is left for the winter. That of

course goes against traditional thinking in terms of

condensation, but: better a small amount of water from

condensation than a tank full of bad gas.

About the Author: Dan Crete is a mechanic and

foreman at Burr Brothers Boatyard in Marion,

Massachusetts, and an instructor at Massachusetts

Maritime Academy.

II. A Designer’s Perspective

by Dave Gerr

In Professional BoatBuilder No. 84 (August/

September 2003), in the second of two articles I wrote

on fuel systems, I explained the advantages of

fiberglass fuel tanks for both gasoline and diesel. The

recent introduction of ethanol gasoline dramatically

alters those recommendations.

State and federal regulatory changes that led to the

replacement of MTBE with ethanol have revealed a

largely unforeseen problem with fiberglass gasoline

fuel tanks. Since the switch to E10 began, there’s been

a sudden rash of tank and fuel problems. After research

and testing arranged by Boat/US and several marine

surveyors dealing with odd fuel-system failures, these

problems have been traced back to the alcohol in

ethanol gasoline reacting with and dissolving the resin

in the walls of fiberglass fuel tanks. The process is

chemically similar to fiberglass osmotic blistering—

but much more aggressive and more pervasive. In fact,

it’s been found that all standard fiberglass resins are

attacked by ethanol. Tank walls have been seriously

weakened, causing leaks, and styrene and related

chemical by-products dissolved in or reacted with the

ethanol have worked their way into the engine where

they’ve created serious fouling problems.

The least-resistant resin has been found to be

orthophthalic (orthopolyester), followed by

isophthalic (isopolyester), which holds up somewhat

better. Epoxy resins are better still. I know of no tests

to date on vinylester. Regardless, every one of these

resins suffered noticeable degradation in contact with

ethanol.

Until the advent of ethanol, fiberglass fuel tanks

for gasoline were one of the best options possible.

There are many thousands of gasoline-powered boats

in service with fiberglass fuel tanks. This includes

vessels from top builders such as Bertram and

Hatteras. Newly adopted ethanol changes that. All

these tanks are now suspect, and you should not design

or build gasoline tanks of fiberglass.

Resin vendors say there are resin formulations that

can be used safely with ethanol. However, these are

not widely known in the boating industry and currently

are not readily available. Before you could design and

build a fiberglass tank for gasoline also safe for

ethanol, you would need to consult the resin vendor,
10 Boating Safety Circular

select a suitable resin, make a sample test panel,

expose it for a long period of time to ethanol (months

at least), and then test the sample to ensure it suffered

no degradation of any kind.

The process of developing fiberglass tanks safe for

ethanol will probably be worked out over the next

several years. Until then, avoid fiberglass gasoline

tanks in new construction. You must also be aware of

this potential problem in existing vessels. When

surveying, retrofitting, repairing, or simply owning

or operating an older gasoline-powered boat, be sure

to determine its fuel tank material. If fiberglass, then

the tank needs special attention to ensure there’s been

no degradation due to ethanol.

The Diesel Exception

Note that diesel tanks are unaffected by this new

development. There’s no alcohol equivalent of any

type for diesel. Biodiesel—the vegetable-based

renewable energy source that can be blended with,

or even wholly replace, petroleum diesel—is an oil,

not an alcohol. Biodiesel does not degrade

fiberglass resins. Fiberglass diesel fuel tanks are

still an excellent choice, with all the advantages of

fiberglass tanks described in the original PBB

article.

About the Author: Dave Gerr is the director of

Westlawn Institute of Marine Technology and

maintains his longstanding design practice, Gerr

Marine, based in New York City. He is the author of

Propeller Handbook, The Elements of Boat Strength,

and The Nature of Boats.

III. Insuring the Ethanol Transition

by Jim Cassidy

Much has already been written about the problems

that are arising (and will continue to escalate) due to

the addition of ethanol to gasoline. Almost all such

problems and potential problems occur in boats that

have fiberglass or plastic-based fuel tanks and fuel

system components that are not “ethanol-proof.” The

results range from minor to potentially catastrophic.

Any of them can generate insurance claims, which

will run the gamut from needing a tow, or stalling and

foundering, to fire or explosion and property loss—

or worse, personal injury or death. Given the facts as

they are now known, the potential for

disproportionately high loss-and-claim levels caused

by ethanol-related problems is predictable.

Insurance is not intended to cover the predictable

or the inevitable; rather, it exists to cover the

unexpected. Therefore, the marine insurance industry

must address the inevitable nature of ethanol-related

losses. If marine insurers were to simply exclude

coverage for any loss resulting from leaking or failed

onboard fuel tanks or fuel-system components, then

far too many boat owners who do not possess ethanolvulnerable fuel tanks and systems would also be

lacking coverage they should be able to have. Any

fair and viable solution must be specific to those boats

with ethanol-vulnerable systems.

Because my insurance company specializes in

classic boats, which in most cases are older boats, we

know we’ll have a higher percentage than most

insurance providers of clients whose fuel-system

components are vulnerable to ethanol. This is a

problem we’ve had to find a solution for. To provide

the most comprehensive coverage without providing

coverage for inevitable losses, we will add to all

policies an endorsement that excludes coverage for

ethanol-caused losses if the boat has vulnerable fuel

tanks or system components. The precise wording of

the endorsement is now being composed and should

be in effect by the time you read this. By excluding

claims resulting from only the failure of ethanolvulnerable fuel system components we minimize the

number of excluded claims conditions. For instance,

should someone whose boat has a fiberglass fuel tank

change to a new, nonethanol-vulnerable metal tank,

then coverage for leaks from the new tank would

automatically be provided starting from the time of

replacement.

The entire matter of losses and claims resulting from

ethanol-damaged fuel systems is not yet fully

developed. Problems other than those already

encountered may well come to light in the future. In

the meantime, there’s no doubt that, ultimately, all

marine insurance companies will have to address the

issue of ethanol and marine gasoline systems sooner

rather than later.

About the Author: Jim Cassidy is an owner and

principal of Heritage Marine Insurance, based in

Mystic, Connecticut.
Boating Safety Circular 11

RECALL CAMPAIGNS

ALUMACRAFT BOAT COMPANY

(St. Peter, MN)(060008T)

Year: 2001 – 2003

Models: Fisherman 145, Yukon, Lunker, Navigator

and Magnum

Units: 2,129

Problem: Hinge pin on seats produced by Geldert’s

LLC may come loose causing seat back to separate

from seat bottom

AMERICAN SUZUKI MOTOR

CORPORATION

(Brea, CA)(050052T)

Year: 2004

Models: 4-Stroke V6 outboards:

DF200T w/ serial nos.

20001F-421546 – 421911

DF200Z w/ serial nos.

20001Z-421114 – 421149

DF225T w/ serial nos.

22501F-421292 – 421690

DF225Z w/ serial nos.

22501Z-421084 – 421192

DF250T w/ serial nos.

25001F-422026 – 422417

DF250Z w/ serial nos.

25001Z-421296 — 421384

Units: 1,012

Problem: Incorrect flywheel casting composition

could cause flywheels to come apart; possibility of

injury to boat occupants

AMERICAN SUZUKI MOTOR CORP.

(Brea, CA)(060036T)

Year: 2004 – 2006

Models: DF200, DF225 & DF250

outboard engines

Units: 8,335

Problem: Malfunctioning electronic control module

can cause hard starting leading to fuel accumulation

in the intake port; this condition along with a

misfire during starting can result in severe engine

backfire which damages the engine’s collector

assembly (air intake); if the collector assembly

breaks, the engine cover could come off

unexpectedly

BAYLINER MARINE CORP.

(Everett, WA)(060045T)

Year: 2005 – 2006

Models: Bayliner 185 Bowrider with 4.3L Engine

Option

Units: 1,971

Problem: Possible steering binding condition;

possibility of loss of steering control

BAYLINER MARINE CORP.

(Everett, WA)(060088T)

Year: 2007

Models: 195 Discovery

Units: 97

Problem: Improper helm installation results in

steering backwards; danger of collision

BAYLINER MARINE CORP.

MAXUM MARINE DIV.

(Everett, WA)(060050T)

Year: 2005 – 2006

Models: Maxum 1800SR with 4.3L Engine Option

Units: 48

Problem: Possible steering binding condition;

possibility of loss of steering control

BENNINGTON MARINE CORP.

(Elkhart, IN)(050077T)

Year: 2004 – 2005

Models: Pontoons w/ serial nos. ending in 404,

405

& 505 with Mercruiser 4.3L, 5.0L, 5.7L,

350 MAG and 6.2L I/O engines

Units: 230

Problem: Failure in Mercruiser power steering

pump hose may cause loss of steering control;

possibility of collision

BENNINGTON MARINE CORP.

(Elkhart, IN)(060039T)

Year: 2006

Models: “I Series” pontoon boats with black 31

gallon fuel tanks

Units: 900

Problem: Fuel tank leaks; possible fire/explosion if

ignition source present
12 Boating Safety Circular

BOMBARDIER RECREATIONAL PRODUCTS

(Benton, IL)(060093T)

Year: 2003 - 2007

Models: All Sea-Doo Sportster (2003 - 2006)

All Sea-Doo Speedster 200 (2004 - 2006)

All Islandia (2006)

All Utopia (2006)

2007 Speedster 200

2007 Speedster 150

2007 Islandia

2007 Utopia

Units: 4,702

Problem: On Sportboats equipped with Rotax

naturally aspirated 155 horsepower 4-TEC engine

internal airbox parts can detach and be drawn into

throttle body; throttle plate may jam and prevent

return of throttle to idle position; danger of collision

BOMBARDIER RECREATIONAL PRODUCTS

EVINRUDE OUTBOARDS DIV.

(Waukegan, IL)(050039T)

Year: 2001, 2004 & 2005

Models: All 2001 200 – 250 HP DI models

2004 200 – 250 HP DI models w/ serial

nos. 5050319 and later

2005 100 & 115 HP DI models w/ serial

nos. All up to 5111879

2005 135 – 175 HP DI models w/ serial

nos. All up to 5111879

2005 200 – 250 HP DI models w/ serial

nos. All up to 5088447

Units: 5,922

Problem: Under certain operating conditions a fuel

injector fastener could loosen and/or break; possible

fire/explosion if ignition source present

BOMBARDIER RECREATIONAL PRODUCTS

EVINRUDE MOTORS DIV.

(Sturtevant, WI)(060042S)

Year: 2006

Models: 40 horsepower outboards

Units: 204

Problem: Software switch in Engine Management

Module allows engine to be started in gear

BOMBARDIER RECREATIONAL PRODUCTS

EVINRUDE MOTORS DIV.

(Sturtevant, WI)(060052S)

Year: 2004 – 2007

Models: Evinrude E-TEC 40, 50, 60, 75 and 90

horsepower outboard engines

Units: 24,767

Problem: Fuel system pressurization during

assembly may have damaged fuel filter; possible

fire/explosion if ignition source present

BOMBARDIER RECREATIONAL PRODUCTS

JOHNSON MOTORS DIV.

(Sturtevant, WI)(060034T)

Year: 2004 – 2006

Models: Johnson 200 & 255 outboard engines

Units: 746

Problem: Malfunctioning Electronic Control

Module can cause hard starting leading to fuel

accumulation in the intake port; this condition along

with a misfire during starting can result in severe

engine backfire which damages the engine’s

collector assembly (air intake); if the collector

assembly breaks, the engine cover could come off

unexpectedly

BOMBARDIER RECREATIONAL PRODUCTS

JOHNSON OUTBOARDS DIV.

(Sturtevant, WI))(050042T)

Year: 2004

Models: 200 HP 4 Stroke outboards

Units: 237

Problem: Incorrect flywheel casting composition

could cause flywheels to come apart; possibility of

injury to boat occupants

CARAVELLE POWERBOATS, INC.

(Americus, GA)(06R1292S)

Year: 2006

Models: 237 LS Bow Rider

Units: 49

Problem: Insufficiently sized openings in natural

ventilation system

CARVER BOAT CORP.

(Pulaski, WI)(060049S)

Year: 1997 – 2007

Models: Mariner 350 and 360

Units: 914

Problem: Isolation bulkhead forward of engine

compartment not completely sealed; possibility nonignition-protected components could be exposed to

fuel vapors

CORRECT CRAFT, INC.

(Orlando, FL)(050019T)

Year: 2005

Models: SV211 w/ serial nos.: 59109 - 59384 &

59388 - 59395

Units: 285

Problem: Ventilation; inadvertently mixed intake

and exhaust ducts in the same plenum
Boating Safety Circular 13

DORAL INTERNATIONAL

(Grand Mere, QC)(050072T)

Year: 2003 – 2005

Models: Elegante 330SE w/ HINs:

CA-QJAD3182D303 –

CA-QJAD5226C505

Boca Grande 360SE w/ HINs:

CA-QJAE3092K203 –

CA-QJAE5189B505

equipped with Volvo 8.1 or Mercruiser

8.1 inboard engines

Units: 34

Problem: Missing “L” shaped support brackets

could allow metal and semi-rigid rubber exhaust

hoses to disconnect from each other sending raw

cooling water and carbon monoxide into engine

room

FOUNTAIN POWERBOATS

(Washington, NC)(06R1320S)

Year: 1993 – 2007

Models: 42 Lightning and 42 Executioner

Units: 361

Problem: Fuel lines from saddle tanks lack antisiphon protection

FINELINE INDUSTRIES

(Merced, CA)(060058T)

Year: 2006 - 2007

Models: Centurion

Units: 293

Problem: Left and right tower Heim bolt on

Evolution Towers may pull out causing tower to fall

into cockpit; possible injury to operator and/or

passengers

G3 BOATS

(Lebanon, MO)(060035S)

Year: 2006

Models: 1860WOFJ

Units: 29

Problem: Level Flotation

GEM PRODUCTS, INC.

(Orange Park, FL)

The plastic portion of vented fuel fills (99800,

99820, 99840, 99860 series) manufactured by

Gem Products, Inc. may crack during fueling;

possible fuel discharge into bilges; possible fire/

explosion if ignition source present. The letters

“PAT. PEND” are visible on the flange of

recalled products. The following companies are

involved:

CHAPARRAL BOATS, INC.

(Nashville, GA)(060065T)

Year: 2006 - 2007

Models: 190 SSI, 204 SSI, 210 SSI, 215 SSI,

220 SSI, 235 SSI, 236 SSI, 246 SSI,

255 SSI, 256 SSI, 260 SSI, 265 SSI,

275 SSI, 276 SSI, 280 SSI, 285 SSI,

236 SSX, 256 SSX, 276 SSX,

240 Signature, 270 Signature,

276 Signature, 280 Signature,

290 Signature, 310 Signature,

330 Signature, 350 Signature,

214 Sunesta, 216 Sunesta, 232 Sunesta,

234 Sunesta, 236 Sunesta, 252 Sunesta,

254 Sunesta, 274 Sunesta,

Units: 2,869

CHRIS CRAFT BOATS

(Sarasota, FL)(060067T)

Year: 2006 - 2007

Models: Speedster, Launch 22, Launch 25,

Corsair 25, Launch 28, Corsair 28

Units: 189

KENCRAFT MANUFACTURING, INC.

(Wilson, NC)(060070T)

Year: 2006 - 2007

Models: 2060, 2260, 2460

Units: 59

KENNER BOATS

(Knoxville, AR)(060081T)

Year: Mako 2201CC & 2201CCT boats built

Models: between 020306 - 090606;

Mako 1801CC boats built between

020306 - 090606;

Mako 1901CCV2, M1901CCT, &

M1901CC boats built between

020306 - 090606;

Mako 2101CCV2 & 2101CC boats built

between 020306 - 090606;
14 Boating Safety Circular

GEM PRODUCTS, INC. (cont’d)

(Orange Park, FL)

The plastic portion of vented fuel fills (99800,

99820, 99840, 99860 series) manufactured by

Gem Products, Inc. may crack during fueling;

possible fuel discharge into bilges; possible fire/

explosion if ignition source present. The letters

“PAT. PEND” are visible on the flange of

recalled products. The following companies are

involved:

KENNER BOATS (cont’d)

(Knoxville, AR)(060081T)

Tahoe 195O, 196O, 215O & 215OCC

boats built between 020306 - 090606;

Kenner V2102 & V2102T boats built

between 020306 AND 090606;

Kenner 2103 & 2103T boats built

between 020306 & 090606;

Kenner 1800 & 1800T boats built

between 020306 & 090606;

Kenner V1902 & V1902T boats built

between 020306 AND 090606

Units: 654

MAKO MARINE INTERNATIONAL, INC.

(Forest City, NC)(060071T)

Year: 2007

Models: M184CC, M204CC

Units: 21

MONTEREY BOATS

(Williston, FL)(060074T)

Year: 2006 - 2007

Models: 234 FSX

Units: 43

NAUTIC STAR BOATS

(Amory, MS)(060075T)

Year: 2007

Models: 1800 Nautic Bay, 1900 Nautic Bay,

2110 Nautic Bay, 2200 Nautic Bay,

2000 Offshore, 205DC Sportdeck,

206 I/O Sportdeck, 210DC Sportdeck,

200SC Sportdeck, 210 Sportdeck,

230 Sportdeck, 2110 Tunnel,

2000 OS DC, 206 I/O Sportdeck,

210 I/O Sport, 210DC I/O Sportr,

230SL I/O Sport

Units: 202

OCEAN MASTER MARINE

(West Palm Beach, FL)(060076T)

Year: 2006 - 2007

Models: Ocean Skiff & Center Console

Units: 34

PARKS MANUFACTURING, INC.

(Seminole, OK)(060063T)

Year: 2007

Models: 2200 Pure Bay & 220 V-BAY LC

Units: 84

ROBALO BOATS LLC

(Nashville, GA)(060066T)

Year: 2006 - 2007

Models: R200, R220, R227, R240, R245, R260,

R265, R295, R300, R305

Units: 225

SEA HUNT BOAT MANUFACTURING

(Lexington, SC)(060077T)

Year: 2007

Models: 240 CC

Units: 12

SUNDANCE BOATS, INC.

(Blackshear, GA)(060079T)

Year: 2005 - 2007

Models: Skiff

Units: 147

TIDEWATER BOATS

(Irmo, SC)(060080T)

Year: 2006 - 2007

Models: 18, 19 & 21 Bay; 216 CC

Units: 153

GLASTRON BOATS

(Little Falls, MN)(050027T)

Year: 2005

Models: DS 215

Units: 72

Problem: Possible puncture in fuel tank during

installation of changing room drain; possible fire/

explosion if ignition source present
Boating Safety Circular 15

HUNTER MARINE

(Alachua, FL)(060053T)

Models: H240 w/ HINs:

HUN24462F203 – HUN24516C404

H260 w/ HINs:

HUNF0027A202 – HUNF0140B404

H270 w/ HINs:

HUNK0162F102 – HUNK0173D304

H27 w/ HINs:

HUN27101G405 – HUN27105J405

H306 w/ HINs:

HUN30465F102 – HUN30568C404

H326 w/ HINs:

HUN32255F102 – HUN32362I304

H33 w/ HINs:

HUN33101I304 – HUN33258J405

H356 w/ HINs:

HUN35101F102 – HUN35421F304

H36 w/ HINs:

HUN36101F304 – HUN36231J405

H38 w/ HINs:

HUN38101C405 – HUN38145J405

H386 w/ HINs:

HUN38718E102 – HUN38836C405

H410 w/ HINs:

HUN41332K102 – HUN41357H203

H41 w/ HINs:

HUN41101J102 – HUN41218J405

P420 w/ HINs:

HUN42189J102 – HUN42230J304

H426/44 aft cockpit w/ HINs:

HUN4A101G203 – HUN4A155J405

H426/44 deck salon w/ HINs:

HUN40101D203 – HUN4D196J405

P450/456 w/ HINs:

HUN45272J102 – HUN45315I405

P460/466/46 w/ HINs:

HUN46270G203 – HUN46337J405

Units: 1,650

Problem: On ball valves manufactured by Marine

Hardware (with blue handles), ball valve stem

corrodes prematurely making it impossible to close

the valve; possible water leakage

INDMAR PRODUCTS COMPANY, INC.

(Millington, TN)(060086T)

Year: 2005 - 2006

Models: GM 8.1L engine

Units: 998

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion if ignition

source present

IMAR GROUP

(Fargo, ND)(06R1393S)

Year: 2006

Models: Gekko Revo 6.7

Units: 24

Problem: Display of capacity information; various

electrical, fuel and ventilation system

noncompliances

KAWASAKI MOTORS CORPORATION

(Santa Ana, CA)(050045T)

Year: 2004 – 2005

Models: JT900, JT1200 & JT1500

Units: 13,493

Problem: Hose from freshwater flush fitting to the

engine may have a loose connection filling engine

compartment with water

KAWASAKI MOTORS CORPORATION

(Santa Ana, CA)(050046T)

Year: 2005

Models: JT900-E2 w/ HINs:

US-KAW60001I405 - KAW61899E505

JT1200-C2 w/ HINs:

US-KAW30001I405 - KAW30253B505

JT1200-D1 w/HINs:

US-KAW40001J405 - KAW43217E505

JT1500-A2 w/HINs:

US-KAW50001E505 - KAW53531E505

Units: 6,718

Problem: Seat may not latch securely and might

come off unexpectedly

KEVCON CORP.

(Fort Dodge, IA)(050023S)

Year: 1996 – 2004

Models: Stealth 145C, 1237 Jon & 1437 Jon sold

under Brand Name Misty Harbor

Units: Stealth 145C – 147 boats w/ HINs:

KEIS0118C000 – KEIS0575F405

1237 Jon – 124 boats w/HINs:

KEIE0124K203 – KEIE0628K203

1437 Jon — 141 boats w/HINs:

KEIE0109E697 – KEIE0672G405

Units: 412

Problem: Level Flotation

KODIAK MARINE

(Tualatin, OR)(060085T)

Year: 2005 - 2006

Models: GM 8.1L engine

Units: 57

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion
16 Boating Safety Circular

LARSON BOATS

(Little Falls, MN)(060111T)

Year: 2007

Models: SEi-180 I/O & Escape 204

Units: 115

Problem: Dash fuse panel supply wire is undersized

allowing for greater than three percent minimum

voltage drop to critical components; possible

tripping of the engine circuit breaker leaving

ignition system with no power

LUHRS CORP.

(St. Augustine, FL)(060032T)

Year: 2006

Models: 28 Open

Units: 50

Problem: Bilge pump thru-hull placement lacks

anti-siphon protection

MALIBU BOATS, INC.

(Merced, CA)(060087T)

Year: 2007

Models: Wakesetter 21.5 XTi

Wakesetter 21.5 VLX

 Wakesetter 23 LSV

Wakesetter 247 LSV

Wakesetter VTX

Anniversary Response

Anniversary Wakesetter

Sunscape 21.5 LSV

Sunscape 23 LSV

Sunscape 247 LSV

vRide

Response LXi

Units: 353

Problem: Possible fuel leak around mounting area

of in-tank fuel pump; possible fire/explosion if

ignition source present

MASTERCRAFT BOAT COMPANY

(Vonore, TN)(050037T)

Year: 2005

Models: Maristar & X-30

Units: 84

Problem: Fuel tank may come in contact with

transmission coupler abrading outside of tank;

possibility of fuel leakage and possible fire/explosion if ignition source present

MERCURY MARINE

(Fond du Lac, WI)(050005T)

Year: 2003 – 2005

Models: 225 V-6 EFI 4-Stroke outboards w/ serial

nos: 0T653945 - 1B055871

Units: 3,685

Problem: Throttle may stick preventing operator

from shifting into neutral

MERCURY MARINE

(Fond du Lac, WI)(060090T)

Year: 2005 – 2006

Models: GM 8.1L engine

Units: 11,183

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion if ignition

source present

MERCURY MARINE

(Fond du Lac, WI)(050014T)

Models: Bravo X I/II/III Drives w/ serial nos.

0W250000 thru 0W266345

Bravo XR I/III Drives w/ serial nos.

0W240000 thru 0W240652

Units: 2,655

Problem: Shift link bar may become disengaged

from shift lever resulting in loss of shift control;

possibility of collision

MERCURY MARINE

(Fond du Lac, WI)(060097T)

Year: 2006

Models: 25/30 EFI 4-Stroke outboards

w/ serial nos.:

0R125005 - 0R145228

Units: 2,430

Problem: Throttle may not return to neutral after

running at elevated rpms resulting in loss of shift

control; possibility of collision

MERIDIAN YACHTS

(Everett, WA)(050024T)

Year: 2005

Models: 341, 368, 381, 408, 411, 459, 490

Units: 53

Problem: Stainless rudder bearings seize on rudder

shaft; possibility of collision
Boating Safety Circular 17

MERIDIAN YACHTS

(Everett, WA)(050055T)

Year: 2004 – 2006

Models: 408, 411 & 459

Units: 172

Problem: Shore power plug ends on Glendenning

Cable Master may have been installed incorrectly;

possible fire/explosion if fuel or vapor source

present

PANTHER AIRBOAT CORP.

(Cocoa, FL)(060095T)

Models: Airboats equipped with GM 8.1L engine

Units: 50

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion if ignition

source present

PLEASURECRAFT ENGINE GROUP

(Little Mountain, SC)(060083T)

Year: 2005 - 2006

Models: GM 8.1L engine

Units: 1,005

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion if ignition

source present

RANGER BOATS

(Flippin, AR)(060102T)

Year: 2006 - 2007

Models: 175VS, 178VS, 180 RE, 185 VSI, 188 IN,

188VS, 190 RE , 195’V, 1750R, 1760’,

1850 R, 1860VS, 2000’, 618VS, 619VS,

519VX, Z19’0

Units: 273

Problem: Main battery cable routed incorrectly and

could interfere with outboard engine flywheel on

boats rigged with Bombardier 115, 150, 175 or 200

HP engines; possible short circuit; possible fire/

explosion if fuel or vapor source present

REGAL MARINE INDUSTRIES

(Orlando, FL)(06R1557S)

Year: 2007

Models: Regal 2700

Units: 60

Problem: Continuously energized ungrounded

terminals on battery switch not protected from

accidental short circuiting; all-round navigation

light obstructed by bimini top

S2 YACHTS, INC.

(Holland, MI)(060019S)

Year: 2004 – 2006

Models: 3200 Open

Units: 86

Problem: Engine compartment blowers insufficient

size

SEA BOSS BOATS

(Newberry, SC)(050029T)

Year: 2003 – 2004

Models: 180CC w/ HINs:

GHQCW001A303 - GHQCW298E404

190CC w/ HINs:

GHQJR001A303 - GHQJR210E404

210CC w/ HINs:

GHQTT001L202 - GHQTT174E404

210WA w/ HINs:

GHQKL001L203 - GHQKL121E404

235CCF w/ HINs:

GHQJR001G304 - GHQJD024C404

235WAF w/ HINs:

GHQLF001G304 - GHQLF017C404

19 BAY w/ HINs:

GHQ FC001A303 - GHQFC060H304

19 BAY w/ HINs:

GHQFN001G304 - GHQFN054E404

21 BAY w/ HINs:

GHQKB001G304 - GHQKB085E404

Units: 1,054

Problem: ABS thru-hull fitting manufactured by TH Marine Supplies reacts with PVC hose causing

fitting to fail; possibility of sinking

SEA PRO BOATS

(Newberry, SC)(050067S)

Year: 1999 – 2006

Models: S195FS w/ HINs:

PIOFS101K899 – PIOFS713F506

S195FS w/ HINs:

PIOFS001G506 – PIOFS022J506

Units: 620

Problem: Level Flotation

SEA PRO BOATS

(Newberry, SC)(050068S)

Year: 2002 – 2006

Models: SV1500C w/ HINs:

PIONG001G102 – PIONG180F506

Units: 180

Problem: Level Flotation
18 Boating Safety Circular

SEA RAY BOATS

(Knoxville, TN)(060110T)

Year: 2007

Models: 2150 & 270 SLX

Units: 313

Problem: AC & DC Electrical Systems do not have

common ground as required by ABYC E-11. If a

short occurs in the shore power system, possibility

of stray current into the water around the boat

SMOKER CRAFT

(New Paris, IN)(050007T)

Year: 2000 – 2004

Models: Various

Units: 5,314

Problem: Ignition switch defective and could short;

possible fire/explosion if fuel or vapor source

present

SMOKER CRAFT, INC.

(New Paris, IN)(050016S)

Year: 2004 – 2005

Models: 20-foot Deck Boat

Units: 115

Problem: Decorative grills on natural ventilation

supply and exhaust openings reduce cross-sectional

area below minimum requirements

STARCRAFT MARINE

(Topeka, IN)(05R0466S)

Year: 2005

Models: Aurora 2000 I/O

Units 556

Problem: Decorative grills on natural ventilation

supply and exhaust openings reduce cross-sectional

area below minimum requirements

SUNSATION PERFORMANCE BOATS

(Algonac, MI)(06R1738S)

Year: 2007

Models: 32-foot inboard

Units: 102

Problem: Missing manually reset, trip-free circuit

breaker or fuse on some ungrounded current carrying conductors

TELEFLEX CANADA

(Richmond BC)(050028T)

Year: 2005

Models: Seastar Tubing w/ lot nos.:

71335 to 71336

Baystar Tubing w/ lot nos.:

71335 to 71336

Units: 19,000 Seastar & 1,096 Baystar

Problem: Tubing may burst prematurely; potential

loss of steering control

VOLVO PENTA OF THE AMERICAS, INC.

(Chesapeake, VA)(060084T)

Year: 2005 - 2006

Models: GM 8.1L engine

Units: 1,749

Problem: Retainer clip for fuel rail damper not

properly heat treated and may fracture; possibility

of fuel leakage; possible fire/explosion if ignition

source present

WESTERBEKE CORPORATION

(Taunton, MA)(050026S)

Year: 2003 - 2005

Models: Generators – 5.0 BCG, 5.0 BCGA,

7.0 BCGC, 7.0 BCGD, 8.0 BEG,

10.0 BEG, 12.5 BEG, 15.0 BEG,

20.0 BEG, 20.0 BEGA, 25.0 BEG, &

25.0 BEGA

Units: 2,166

Problem: “On” toggle switch fails ignition protection test; possible fire/explosion if fuel or vapor

source present

YAMAHA MOTOR CORPORATION

(Cypress, CA)(050010T)

Year: 2004 – 2005

Models: FX1100 WaveRunner

Units: 12,000

Problem: Parts of throttle body assembly, including

the link lever may become corroded during storage

if exposed to salt water; corrosion could prevent

throttle return springs from returning linkage to the

idle position; engine may be prevented from starting; or if engine is already running, throttle may

stick open; possibility of collision
Boating Safety Circular 19

YAMAHA MOTOR CORPORATION

(Cypress, CA)(050051T)

Year: 2005

Models: VX1100 & VX1100A

Units: 10,000

Problem: Corrosion on connector terminals of the

rectifier and regulator assembly can cause excessive

electrical resistance which can cause severe overheating of the wire harness coupler that connects to

the rectifier and regulator assembly – risk of fire;

corrosion on certain parts of the accelerator position

sensor assembly might prevent throttle return

springs from returning accelerator cam to idle

position

 a b c d e f g h i j k l m n o p q r s t u v w x y z

A

B 1

C 111

D 1

E 1 111 1 1 1

F

G

H

 DISTRIBUTION - SDL No. 146

YAMAHA MOTOR CORPORATION

(Cypress, CA)(070002T)

Year: 2005

Models: 90TLR Outboard motors

Units: 300

Problem: Possibility of oil pump mounting bolts to

be loose; throttle link rod might catch on loose bolts

causing throttle valve to stick in open position;

possible loss of control and danger of collision

The Boating Safety Circular is published by the U.S. Coast Guard Office of Boating Safety for free distribution to

manufacturers, dealers, distributors, marinas, yacht clubs and other boating safety organizations. Questions or comments

concerning the material found in this circular may be addressed to: Commandant (CG-3PCB-3), U.S. Coast Guard, 2100

Second Street SW, Washington, DC 20593-0001.