By Steve Katz
In spite of all of the information available about the latest marine electronics—new releases, future offerings and the like, many owners are not prepared for a complete electronics makeover. The speed with which new technology is introduced can be overwhelming. Though your boat may have a fully capable electronics package, chances are good that some new features in the most current offerings may peak your interest.
By Captain Scott “Fraz” Murie
Modern sportfish yachts have so many high-tech systems on board that it’s truly mindboggling, and keeping them up and running is imperative. We have systems for everything including ice makers, watermakers, refrigeration, satellite communication, night vision, radar and fuel cleansers. There are advanced electronics with crystal clear multi-touch displays and black box communications that transfer signals and data throughout the entire boat, underwater lights of all colors, along with stabilizers and sonars. Today’s boats literally have every gadget imaginable, from hydraulic outriggers to bidets!
The Viking 80 Convertible (hull #1) was painted with Awlcraft 2000 by Awlgrip. Photo courtesy Awlgrip
By Ric Burnley
As if the blazing sun, blue water and clear sky aren’t shiny enough, today’s sport fishing boats are so bright I gotta wear shades. Custom hull colors, metallic finishes, faux wood and silky smooth surfaces are bringing more bling to the water. There’s a lot of new eye candy; but what’s the latest in paint technology and how are these finishes achieved? We sat down with the pros for the low-down on finishes. Here is what we learned.
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Walk down the dock at any major marlin tournament and you’ll notice that paint fashion has changed. We asked Tripp Nelson at Alexseal to explain the materials and science behind the new look.
“The biggest trend is custom colors,” Nelson starts. While Alexseal makes hundreds of shades of every color, they also offer custom looks. “We can create a color unique to that boat,” he explains. “We even let the owner name the color,” Nelson explains while describing that fighting lady yellow was named after the famous Fighting Lady boat. They make all colors of their standard Premium Topcoat 501 in a brushable or sprayable formula. “You can spray the hull and brush the engine room and have a perfect match.”
Alexseal exclusively offers factory-packaged colors where they mix the paint in a single location and spray out every batch to verify color accuracy. This allows the owner to get accessories painted to match and makes it easier to do repairs anywhere in the world. By producing all batches in their factory, Alexseal can ensure that samples of all colors are kept on file to allow for a better match every time.
Matt Anzardo at Awlgrip and Interlux has seen owners color match fabric swatches, boat hatches even team colors. “We offer the service of color matching so boaters or builders can maintain a consistent look and feel or go for something completely new,” Anzardo explains. They offer the colors across the three different product lines so the owner can choose the best color and finish to meet his needs.
“I can’t believe it’s not wood!” Modern paints and finishes allow marine painters to produce wood-like finishes that are not only realistic, but less expensive, lighter and better for the environment. Photos courtesy of Rick Varey
At Alexseal, Nelson has noticed darker solid colors are becoming more popular. “Pastels and light colors are not as common today,” he says, “we see a lot of dark blue and dark grey.” The biggest increase has been metallic colors. “The boat industry follows the auto industry,” he explains, “and we’re seeing more metallic colors on boats.”
Metallic finishes require a base coat and clear coat. Nelson explains that they use aluminum and pearlescent pigmentation to give a deep brilliance. “A base coat and clear coat process allows for a more consistent metallic finish compared to older single coat applications,” Nelson explains.
Awlgrip offers a two-step base coat and clear coat metallic finish. “We even have a system to repair metallic finishes,” Anzardo says, “Metallic finishes give the boat an extra wow factor, and we see more sportfish owners are opting for.”
At Pettit Paints, Vice President of Sales and Marketing, Don Zabransky is excited about new products and technologies that make top-coat painting easier and safer. “Now DIY jobs can have the professional-finish of two-part linear polyurethane film systems.” Their new EZ-Poxy Performance Enhancer is added to EZ-Poxy to improve gloss retention and scratch resistance. “You get the same great look and performance as a two-part system in an easy one-step process,” Zabransky explains.
Faux wood finishes are another recent trend. New techniques allow an artist to match the patterns and warmth of real wood. “Not only is it easier to maintain than real teak,” Tripp Nelson says, “It is less expensive than teak and better for the environment.” Builders are using the technique on transoms, toe-rails even the mezzanine. “Next time you see a teak toe rail, take a closer look,” Nelson jokes.
Luckily, white topside paint is still vogue. “White is easier to maintain and repair than colors,” explains Nelson at Alexseal. This makes it easy to patch dings in the topside. “Whites and light pastels also do not absorb heat from exposure to the sun. Therefore the boat stays cooler when a lighter color is used.”
Besty, an 87-foot Spencer, illustrates the translucent brilliance available in today’s sportfishing paints. The color used is ALEXSEAL Metallic Base Coat M9389 Anniversary Silver. Photo courtesy Alexseal Yacht Coatings
Recently Alexseal developed a blending agent to make repairs easier. After making a repair and repainting, the painter has to buff out the edges to blend the new paint with the old. Blending agents reduce this step by melting the new paint into the old. “We know repairs are important so we want to make it as easy as possible,” Nelson says. They’ve even developed a quick-dry primer that allows the surface to be primed and painted in one day. Other advances are below the surface. “Improvements in solvents allow more solid content in the paint,” Nelson continues, “this makes it easier to apply the paint especially under less-than-ideal conditions.” It is also easier on the environment and the applicator with fewer emissions during the painting process.
Anzardo adds that Awlgrip has also developed products that make it possible to repair metallic finishes without losing the sparkly and swirly effect. “It’s tough to fix dings and scratches while still matching the metallic look,” he admits, “but these products allow owners to make repairs.”
Another improvement in the painting process is in the fairing stage. Today, builders are fairing the surface of the boat using trowlable epoxy fairing compounds. “They apply the compounds only where they need to be and not over the entire surface,” Nelson explains. That saves time and money. Another big savings is in weight. Alexseal’s new filler formulas weigh a lot less than other formulas. “It may not seem like much, but saving a pound per gallon adds up over the surface of the boat.”
The best news is that this technology and look is available for older boats, too. With proper preparation, most of the products can be painted directly over existing paint. Whatever the age of the vessel, it can look new and unique to the owner while being easier to maintain.
Anzardo at Awlgrip says that each boat is a unique project. “There is also an issue on how secure the old coating is,” he explains, “you do not want to build on something that is not in good shape.” Any defect in a deeper coat will telegraph into the new paint. Another consideration is that new paint can soften the old paint. “New coatings are such high gloss that the boat should be taken down to solid substrate.” New primers and fillers, however, may take a lot less time and effort.
“Beauty is in the eye of the beholder,” laughs Anzardo, “but generally it is time to repaint when the gelcoat is faded, beat up or chalky.” He suggests owners follow every step of the system when repainting. “Sometimes you can get away with primer and spraying paint,” he admits, “but other times the boat requires surfacing primers, fillers, finish primer and then paint.”
At Alexseal, Nelson provides additional insight into how they can match the boat’s existing color or paint a new color or finish. “Most of the time just paint on a primer then a single coat of solid color or even a two-stage metallic finish.” With a little effort, the boat can be brought back to life.
Today’s technology allows the boat owner not only to create new, custom colors specific to their boat, but to name the colors as well. Photo courtesy of Alexseal Yacht Coatings
There are even big changes below the water line. Interlux is introducing new water-based paints that are easier to clean up and easy on the environment. “Water-based paints offer seasonal to multiple seasonal protection and they can be applied over existing antifouling paints, stainless steel and brass,” says Anzardo.
For multi-season protection for those tough fouling conditions, Interlux’s new Micron Optima line can be applied to most substrates and polishes to a smooth finish. A smooth face avoids build-up and improves efficiency. They even offer bottom paint in a variety of colors.
While barnacles, moss and other marine growth is nasty stuff, bottom paint used to be even nastier. Now companies are turning to alternative methods for protecting the boat. Pettit Paint has developed new paint formulas with lower volatile organic components (VOC) for a safer and easier application. “Our water-based paints contain less than 50 percent of the VOCs found in traditional paint, well below even strict environmental regulations,” explains Zabransky. Clean Core Technology contains less than half the VOCs of traditional bottom paint. “By 2020 we hope to convert over half the market to water-based paints.” While these new formulas are safer for the environment and the user, they are even more effective at preventing growth.
These new bottom paints are better looking, too. “Traditional biocide (the active ingredient in bottom paint) is a rust color making it harder to add pigments to the paint,”
Zabransky says. The new formula is white allowing Pettit to expand its color pattern. “We had one customer paint the pontoons on his boat to look like beer bottles,” Zabransky laughs.
New bottom paints also require new application processes. “The old adage was more is better,” says Zabransky. Old paint solutions have high VOCs that will flash off leaving less paint. New formulas have less solvent and should be applied in thinner coats. “Two thin coats are better than one thick coat,” Zabransky explains. He recommends a roller with 3/16-inch nap and applying paint under ideal humidity and temperature for the best results.
Now it is easier to take care of the paint job. Awlgrip and Alexseal offer special waxes and washes formulated for their paints to get the most out of the investment. This is news to the ears of crewmen around the world.
One of the toughest and most demanding jobs is maintaining brightwork. Pettit makes the job easier with their new EZ-Brightwork. “The new formula has the same great look as traditional varnish,” Zabransky admits, “but the waterbased formula has low VOCs and the applicator can apply two or three coats in one day without sanding between applications.” This makes it easier to keep teak, mahogany and other wood looking great.
The paint used in this photo is Awlcraft SE Stone Grey Metallic, a base coat/clear coat system. The boot stripes were done with Awlcraft 2000. Photo courtesy of Interlux Yacht Finishes
The revolution in sportfishing paint formulation, application and technique is beautifying docks and marinas the world over. From bottom paints that are tougher on growth and easier on the environment, to the trends of faux teak and shimmering metallic finishes, the paint jobs of today are something to behold. “Like sitting around watching the paint dry,” has a whole new meaning.
Do you have any comments or questions for us? We’d love to hear from you.
The 61’ Garlington leaves the shed with her brand new paint job. Talk about cutting it close. Nice job by Seminole marine and Eagle Eye Painters. She’ll be headed north soon.
Do you have any comments or questions for us? We’d love to hear from you.
By Captain Scott “Fraz” Murie
I had been managing a refit on a sportfish boat one fall and winter and was able to hire a crew (captain and mate) at the start of this project. As we started at the pointy end and worked our way back to the square end, it became obvious that it was going to be a big job.
There were numerous aspects to the project that I needed to sub out. These included welding, fiberglassing, electronics, engine rebuilds, and enclosures to name a few. I understand we all have our favorite subcontractors that we know do good work, but I was still insistent with my crew in getting two to three bids on the jobs for which we needed the subcontractors. The fact is, there is a lot of competition out there these days.
I was pretty amazed at some of the price differences that were quoted. Everyone has heard the old saying, “You get what you pay for.” While this is a true statement, in some cases, on certain projects, it really doesn’t matter. Consider jobs like sandblasting, powder coating, cut glass and the list goes on—why pay more than you have to?
We were able to save the owner of this boat thousands of dollars by doing what we could ourselves and by wisely choosing which subcontractors to hire. There is another old saying, “If you have to ask how much something costs you can’t afford it.” In my opinion, that statement is a crock of…. well, you know what’s in the crock.
I’m sure there are a few owners out there who don’t care how much money they spend, but it has been my experience that the majority of boat owners want to keep costs down when possible.
As crew, our job is to do just that. I’ve seen owners come and go many times in our business. Many are undone by overspending crews who drain their bank accounts at lightning speed. Believe me, an owner sees the effort you put forth in trying to save them money in an already expensive sport! On the other hand, they also see when their crews just spend and spend with no regard to costs.
Most people that own these multi-million dollar boats are not stupid. For owners who are new to fishing, it might take them a while, but they will catch on to ignorant spending sooner or later. What happens to owners who are bamboozled by overspending? Many get out of the sport altogether. Just remember the crew has a lot to do with whether or not the owner stays in the sport or not. So keep them in the game—your job may depend on it.
—That’s my two-minute warning. Fraz
Do you have any comments or questions for us or Fraz? We’d love to hear from you.
Captain Chase Lake from Destin, Florida discusses ceramic coating the newly painted hull of a 76’ Viking sportfisher.
Do you have any comments or questions for us? We’d love to hear from you.
By Captain Scott “Fraz” Murie
Dry docking your boat is necessary maintenance that we must do. That said, the routine of doing it once a year seems a little too often in my opinion. I believe that the annual dry-docking routine started back in the day when all boats were made of wood.
In those days, you had to keep up with adding cotton to the seams when you needed to keep them tight. Also, it was necessary to keep an eye out for worms eating away at whatever they could, as well as replacing planks where needed. Monitoring the worm shoe on your keel was also important. I highly recommend dry docking a wooden boat and inspecting it annually.
On the other hand, as the majority of boats have transformed from wooden to fiberglass, the haul out routine has never changed. With the products on the market today, if you take some preventive maintenance steps you can extend your haul-outs to every two years – or at the very least eighteen months. This is the routine that I have been doing for some time now.
I currently manage several boats. I have my boats on a plan that includes divers to come and clean the bottom monthly, keeping an eye on all zincs, checking all thru-hulls and sea chests, checking rudders for play, inspecting and cleaning wheels, cutlass bearings, shafts and trim tabs.
Also, you want to make sure your diver pays close attention to electrolysis. (For instance, if one rudder is clean and the other has signs of electrolysis you probably have a broken or corroded bonding wire on that rudder topside. If you keep your bottom clean there should be little effect on your fuel burn). These services cost an average of three dollars per foot. A 60-footer, for example, is $180 or you can do it all yourself if you really want to save some money.
Then there is waxing. Now there is no doubt waxing the hull is easier when the boat is out of the water. But with a little extra work we do it in the water and it’s no big deal. This is one way to save thousands of dollars every other year. Simply get out of the same old routine and do things a little different by getting your money’s worth out of the high-tech products we are all using today.
After all, as crew or owner you know the boat better than anyone: where it’s been, what it has been put through, if you’ve bumped bottom or whether it needs hauled and blocked. Use common sense. How many times have you hauled your boat out of the water and said, “Dang, she looks pretty good.” Probably just about every time because you just hauled her out twelve months ago!
So, go another year, or six months, and save a pile of money. Keep up with your dive maintenance and when you haul your boat out in two years, you’ll probably say, “Dang, she still looks pretty good!”
– That’s my two-minute warning. Fraz
Do you have any comments or questions for the Fraz? We’d love to hear from you.
By Steve Katz
We do good things for ourselves so why not extend the courtesy of a wish list to your nice sportfish boat? After all, this is the same boat that gets you out and back to the fishing grounds and provides comfort while fishing. It also looks great at the dock!
Here are a few great items to consider…
Designed by the industry-leading engineers at Propspeed, Foulfree reduces marine growth on the faces of transducers. Designated by AIRMAR as a certified transducer coating, Foulfree reduces the maintenance needed to keep transducers clean. Not only does the product improve transducer performance, but it improves water flow beneath the hull.
Just why is transducer face fouling such a nasty problem? Fouling can reduce a transducer’s sensitivity and create bottom-echo returns and positive fish targets. Transducers perform best with minimal turbulence over their surface during operation. Foulfree is a specialized foul-release coating that is biocide-free and does not poison marine growth.
Foulfree…it’s like your wife’s fancy facewash, only for your transducers!
Once cured, Foulfree forms a super-slippery surface over the transducer, preventing marine growth from attaching to its surface. The coating boasts a long service life—a minimum of 12 months, even longer life span in cooler climates. Prior to Foulfree, the only solution to keep marine growth from fouling a transducer face was regular cleaning and or the application of a water-based bottom paint. Neither of these solutions were great, but we learned to live with them. If the track record of the popular Propspeed product is any indication, this new Foulfree product, available in spring 2020, should eliminate the need of constant maintenance of transducer faces.
“Foulfree is an exciting new coating specifically made to enhance the performance of transducers,” said Chris Baird, CEO, Propspeed. “Bringing together our revolutionary product design and working with the experts in transducer functionality from AIRMAR, we are able to offer boaters around the world a new solution to an age-old problem and improve sonar performance for anglers and cruisers alike.”
The mapping capabilities of chartplotters have come a long way in the past couple of years.
With the amount of satellite mapping technology available these days, there is a new push to integrate the most high-tech imagery into modern chart plotters. There is indeed a gold rush going in in the race to repurpose highly detailed bathymetric sources into data that is useful in the world of plotting course. Why wouldn’t there be?
CMOR is one of the first companies to have aggerated this data into a user-friendly product for multi-function displays. Simrad was the first brand to incorporate the CMOR charts, but they now work well with many brands of chartplotters. Not to be outdone, other chartplotter manufacturers and cartography companies have been feverishly working to provide similar bathometric data within their cartography offerings.
Much of the coastal bathymetry data is acquired using aerial LIDAR (Light Detection and Ranging). LIDAR bathymetry systems use pulsed blue-green lasers in aircraft to measure ranges to the sea floor below the water’s surface. The range measurements are combined with position and orientation data to obtain accurate, 3D spatial coordinates of points on Earth’s surface.
Most marine charts that incorporate LIDAR data information display the seafloor in “shaded relief” views, often with different colors for varying depths. This makes it easy for the captain to “see” the edges, drop-offs, walls and other distinctive features of the seabed below the boat. This helps to provide the 3D look to these modern charts.
One of these modern chart plotters, equipped with the latest and most detailed bathymetric data, would make any boat that much better. Why not put one on your sportfish wish list?
Keeping your lines clean is important, ElectroSea’s ClearLine makes it easy.
How often do you need to clean the seawater cooling systems on your boat? Seawater is the most popular way to cool refrigeration systems, air condition systems, stabilizing systems and other on-board heat generating equipment. Even the newest cooling systems (that cool with a fresh water loop) have a seawater heat exchanger that needs to be cleaned.
Microorganisms living in saltwater can attach themselves to the seawater plumbing systems. Such growth can create a buildup of marine growth and eventually restrict or even stop the flow of water in your system. While the degree and rate of growth are very dependent on where you keep and how you use your boat, this is an issue faced by nearly all sporfish boats—no matter how meticulously cared for.
Over the years, many ideas and techniques have been tried to reduce or eliminate the growth. The most efficient way to keep the systems operating at their most efficient was to schedule regular cleaning. Not only are such cleanings time consuming and expensive, but there is always a chance of damage when removing and reassembling manifolds, piping, valves, etc.
The CLEARLINE™ System by Electrosea is an “ingenious solution to the barnacle problem.” Their approach is “not to remove them—but to prevent them growing in your raw water lines in the first place.” The system incorporates a specialized sea strainer that uses a small amount of electricity, regulated by a computerized control unit with external sensors to monitor the seawater system.
This control system can even integrate with sophisticated boat systems such as the OctoPlex used on Viking Sportfish boats. The specialized strainer is an electrochlorinator, producing controlled amounts of chlorine from the seawater itself. Not only is this low level of chlorine compatible with copper nickel, titanium and other marine alloys. It also eliminates barnacles, biofilm, and marine scale from growing inside the seawater piping systems. The chlorine level is similar to that found in tap water. Customers starting with a descaled or new seawater system have reported little or no growth during regular scheduled maintenance.
One of the best navigation and safety systems since the invention of maritime radar, AIS (Automatic Identification System) is a widely used maritime identification system. Initially, there was a powerful and expensive Class A AIS system for the largest regulated commercial vessels and a less powerful and less expensive Class B AIS for smaller, less regulated vessels.
It was these Class B AIS systems that were voluntary installations often found on sportfish boats. (Note – both of these systems are transceiver – they transmit and receive information. There are many receive-only systems that are very beneficial – but not discussed here.)
A new regulation a few years ago allowed for a new, third AIS system. This new system, fitting somewhere in-between the two current offerings, is sometimes referred to as Class B+ or Class B SOTDMA or Class B 5W. Why is this new offering important?
The Class B+ has over twice the transmit power and range of the original Class B (it’s 5 watts of power doubles the transmit range to 10-15 miles). Most important for sportfish vessels, the Class B+ uses the same technology of the Class A AIS for sending messages. It has the same top priority when it comes to reserving a transmission time slot in the AIS airwaves, guaranteeing that it will always be able to transmit, even in busy AIS congested waters. For fast moving boats this is important as a missed Class B transmission can result in a vessel moving a long distance before it next manages to send a transmission.
(Note – if you are wondering if your vessel is required by the USCG to have an AIS system, you can review the regulations here: www.navcen.uscg.gov/?pageName=AISRequirementsRev.
It seems that most tournament sportfish are equipped with the latest and greatest satellite communications systems. Satellite communication services such as TV, phone and internet are now commonplace. When traveling outside of the US coastal waters, satellite TV service can become complicated and expensive, not matter what type of antenna your vessel is equipped with. In the past, many sportfish boats have had two sets of satellite TV receivers, one DirecTV set for coastal USA and one set for Latin America DirecTV.
A few years ago, Latin America DirecTV changed its coverage area and decreased its English language programming to only a few channels. The result? Watching English language television in Latin America became more complicated and expensive than it had been in the past.
So why is satellite TV on this wish list? It is now much easier and less expensive to receive American TV service with a standard marine satellite TV antenna that you may already own. You can eliminate the expensive LNB change-out needed when traveling away from the coastal USA. The DISH network offers a month-to-month service for subscribers, making it easy to change service to DISH while out of the USA.
The DISH TV network has some great coverage in the Caribbean and Latin America using a single satellite, while not a duplicate of what’s available on the three DISH satellites in the USA, but a very good offering when away from home. DISH service has traditionally not been very popular with boaters in the USA due to the need to switch between three satellites while changing HDTV channels—as compared to specialized antenna systems from KVH and Intellian that can easily track the three DirecTV HDTV satellites at the same time.
Most marine satellite TV antennas can be easily re-programed to track a single DISH satellite covering the area where you are traveling. While you may need to slightly re-configure the coax cables to the receivers, anything you need to do now pales in comparison to the antics that were necessary in years past to switch to DirecTV Latin America. Before cutting the cord, check with your local marine electronics company to confirm compatibility.
Most 18” and larger satellite TV antennas can receive DISH throughout the Caribbean and Central America. Heading farther east towards the Dominican Republic will require a larger 24” antenna. After switching to DISH, many boaters decide to keep the service, since it has continuous coverage in the coastal USA and therefore does not require changing of service or equipment when traveling. (Recently a boat equipped with a basic KVH TV6 24” satellite antenna was able to travel from the Mid-Atlantic area, to Florida and Dominican Republic, watching DISH along the way, without changing antenna settings, receivers, etc.)
If you are traveling even farther from the USA, check the coverage maps with your antenna manufacturer. These maps will show you what service can be received with your size antenna in a given geographic area. You will likely need specific receivers for the TV providers for that region of the world.
For a single source worldwide solution, KVH has a service exclusively for TracPhone® V7HTS/V11HTS owners. It is the subscription based HTS Entertainment Bundle—which includes hundreds of hours of the most popular TV shows and classic movies. This bundle doesn’t require a satellite TV antenna—it receives entertainment sent by a data feed into a specialized receiver during the “off hours” without a data charge.
The LIDAR process illustrated graphically.
LIDAR has been used for land surveying for years. Why has it taken so long for the bathymetric data end up on marine charts? It’s expensive compared to land LIDAR, the lasers are much more powerful, operate on different wavelengths and the water needs to be clear to get a good bottom reading. Aircraft have to wait for the right conditions, fly low and slow to get the laser beam to penetrate to the sea floor and extract meaningful data.
Bathometric LIDAR has a maximum depth of about 25 fathoms, for deeper water seafloor, data is gathered using Multibeam Bathymetry. Instead of just one transducer pointing down, multibeam bathymetry systems have arrays of transducers, sending out a fan shaped sonar energy to cover a large swath of bottom, usually covering a distance on either side of the ship that is equal to about two times the water depth.
Here in the USA, NOAA’s department of National Center for Environmental information (NCEI) is the national archive for multibeam bathymetric data and holds more than nine million nautical miles of ship track line data recorded from over 2400 cruises and received from sources worldwide. In addition to deep water data, the Multibeam Bathymetry Database (MBBDB) includes hydrographic multibeam survey data from NOAA’s National Ocean Service (NOS). Some of the information has been used in marine cartography for years, but more recently additional more detailed data has been included in marine charts used with popular sportfish marine electronics.
If you are in need of a new satellite TV antenna, KVH recently introduced a new 24” antenna that can do it all—the TracVision® UHD7. This system can simultaneously receive broadcasts from three Ku- and Ka-band DIRECTV® satellites to deliver HD and UHD programming (4K), full DVR support, local channels, and uninterrupted reception, even in the roughest seas. Plus, it features built-in support for DISH Network and Bell so you can get the entertainment you want whenever you want.
Captain Steve Katz is the owner of Steve’s Marine Service Inc in Ocean City, Maryland. He is the Vice Chairman of Board of Directors—National Marine Electronics Association (NMEA) and holds ABYC Master Technician certification, NMEA AMEI, NMEA2000 certificates along with factory training from many manufacturers.
To contact Steve, email info@inthebite.com and we’ll be happy help.
