Winter in Florida is not what our northern neighbor’s experience, but when the temperatures drop it does keep a few crackers off the water. This is a great time to get catch up with those trailer issues you’ve been avoiding.

If you are loafing around this winter, staying warm, at least try to look busy. If not your significant other might spot you doing nothing. This trigger’s an instinct known only to them; and they immediately realize this cannot be right; there is definitely something is wrong with the picture. Then from nowhere they appear with a sheet of paper. Cringing, we try to avoid eye contact and finally realize we’re busted. She’s right in front with the dreaded “List.” That’s right, it’s the honey-do or marriage maintenance list that seems impossible to accomplish in a lifetime and certainly not before spring.

However, as members of the “APHC” or “Anglers for Peace at Home Club” we know we can do it, we’ve done it before. After all, winters a good time to get a few things done around the house and tune up your boat, fishing tackle, and other equipment. Springs just around the corner and we need to be ready.

The woes of the unprepared are evident along any highway as spring arrives. They’re sitting on the side of the road with flat tires, burnt wheel bearings, broken springs and axles. Then again, those fortunate enough to make it to the ramp are sitting in a boat that won’t start or run. These problems can really but a damper on things; however, with minimal effort and planning they can be avoided.

Pro-active Preventative Maintenance is the key to preventing avoidable problems. Simply it means “fixing what needs fixing, before it needs fixing.” Preventative maintenance goes along way toward avoiding future repair cost, while curtailing reciprocal damage to other parts. It certainly makes your life easier.

Two categories of outdoor people exist today, the ones that have it done and the ones that do-it themselves. Regardless of which group you’re in, waiting until the last minute to get something repaired is asking for trouble. Appreciably, things happen at the last minute, but others we’ve known about well in advance.

The most neglected, but essential piece of equipment used in getting a boat to the water is the trailer. If for no other reason than the application they require constant attention.

For trouble free trips, here are some easily preformed inspections you can do at home. Another excellent time to inspect is at the ramp after you launch or before load.

Preventative Maintenance for Trailers includes bearings, brakes, tires, lights, wiring, winches, straps, hardware and frames. Remember, boat trailers take a beating, so keeping it clean and repaired prolongs the inevitable.

A Tip for “Do It Yourself Types” Digital Cameras offer tremendous advantages. When you get into new territory like cleaning and repacking a wheel bearing, cleaning a reel, shotgun or anything for the first time, take plenty of in-focus photos along the way. Now when it comes to putting it back together and you are not sure where something goes, just print the photos and there you are.

Wash it after each use, particularly when used in saltwater. Rinse everything thoroughly; the suspension, frame, wheels, crossbar tubes, spare, hitch, inside of the wheels and flush the brake assemblies thoroughly.

Bearings keep things rolling. During inspections look for an accumulation of grease on the inside of the wheel; this means the rear seal may be damaged and should be replaced. Bearings should be checked and lubricated every month or sooner depending on usage. When lubricating wheel bearings use a hand grease gun (not a power one) applying grease until you see it begin to ooze out; over filling may damage the rear seal. If the grease is milky it means water is present and the bearings should be repacked.  It’s a good idea to clean and repack wheel bearings every six months to one year depending on the amount of use.

Brakes stop your rig. If your trailer is equipped with brakes; check them for leaks, worn rotors, disk or shoes and proper operation. Brake on boat trailers wear quickly, so keep and eye on them. Brake fluid will evaporate over time so keep the reservoir full. If the fluid gets too low you’ll need to bleed the system. You’ll notice this during stops and starts, because the trailer will clunk back and forth.

Tire Pressures & Treads are different on trailers, so maintain the correct pressure. Tire pressures are usually found on the sidewall in small letters. Check tread and wear patterns occasionally; rotating and balancing the tires. When replacing a tire especially on aluminum rims, make certain all corrosion is removed from the bead contact area and always replace valve stems. If you don’t carry a spare you should and remember to change a flat also requires a a suitable trailer jack and lug wrench.

Lug Nuts become especially important when you have a flat. Inevitably they will rust and trying to remove them is next to impossible. However there is a remedy for this called “Never Seize” This anti-seize compound is formulated with copper graphite, aluminum and other ingredients to protect metal parts from rust, corrosion and seizure. It’s found at most auto parts stores and when applied to your lugs and wheel nuts can be a life saver, when changing flat tires.

Lights & Wiring are always trouble on trailers. Make sure the wires are not cut from rubbing on the frame. Have someone assist in checking the proper operation of brake lights, turn signals, and running light. Although subject to interpretation mounting your lights on the guide poles is an easy solution to water problems. For greater day and night visibilities install the newest “LED” style lights.

Highway Emergency Kit: Put together an emergency kit that includes:
•  Spare tire and wheel, a can of inflate-a-tire, flashlight w/extra batteries
•  Lug wrench w/ extension handle, hydraulic jack, wheel chocks
•  Extra wheel hub assembly w/ bearings, seals and lug nuts
•  Marine wheel-bearing grease, spare tie down straps, spare winch strap,
•  Replacement light bulbs, replacement fuses, and safety markers and flares.

Do this before the major fishing season gets underway and you’ll be well ahead of the game. Then if you experience an issue with our trailer, you’ll be prepared to handle it. Overall, it just makes our life simpler.

Located at the mouth of Tampa Bay, Egmont Key is now primarily a wildlife refuge. Accessible only by private boat, it has a unique natural and cultural history, including a lighthouse that’s stood since 1858. On any given day you’ll find boating, swimming and fishing activities going on around this small island; often oblivious to the decades of history. Although its outward appearance deceives the average observer, take a moment and travel back to the beginning.

This modest island located at the entrance to Tampa Bay played a dynamic part in the area’s history. Named in honor of John Perceval, the second Earl of Egmont, it witnessed the passing of Spanish Conquistadors, English, and Spanish Privateers, the violent struggle between brothers in blue and grey and later ships of steam and iron. Today hundreds of steel hulled, oil driven, satellite guided ships pass this small island, on course to Tampa.

Throughout the early 1830′s as Tampa developed into an active seaport, so did the number of shallow water groundings near Egmont Key. To remedy the situation local citizens petitioned the Government to construct a lighthouse at the entrance to the bay. In March 1848 Congress authorized $7,050.00 to erect the only lighthouse between St. Marks and Key West. Living on the island with his family, the first lighthouse tender, Sherrod Edwards operated the new beacon.

Shortly after completion, the great hurricane of 1848 struck Florida’s gulf coast. As a result, enormous tidal surges completely covered the island. Before the storm; Edwards placed his family in a small boat and tied it to cabbage palms at the highest point on the island. There they rode out the violent storm. By morning the exhausted family returned to the lighthouse finding it severely damaged and their possessions gone or destroyed. As the powerful storm passed and the winds and seas subsided; Edwards again loaded his family into the boat, rowed to shore and resigned his post as lighthouse tender.

In what is generally called today’s hurricane season; subsequent storms followed and also, wreaked destruction on the island and lighthouse. Once again, Congress came to the rescue and appropriated monies to redesign and rebuild the lighthouse to withstand future storms. The new 120 foot lighthouse was fitted with a “Fresnel Lens” and “Argard Lamp,” the most modern and newest equipment of its time. As a tribute to the builders this structure still stands today.

This small island added a dreadful footnote to the Seminole Indian Wars. Egmont served as a holding area, and point of departure, for hundreds of Seminoles awaiting transportation to a reservation in Arkansas. As the final Indian War came to a close in 1858, a tragic event took place on tiny island. The last remaining chief in South Florida; Billy Bowlegs surrendered in Fort Myers with his remaining followers.
For their final rendezvous before crossing the Gulf of Mexico they were transported to the holding facility at Egmont Key. Shortly, before boarding a transport ship and unable endure the humility of being taken from his native Florida. A proud warrior named Tiger Tail committed suicide by grinding up pieces of glass and swallowing it with a glass of water. His suicide tragically ended an era of Indian Wars in Florida.

In 1861, the deadliest Civil War in U.S. history commenced. Confederate troops decided to occupy this strategic location, but quickly realized they were unable to defend its location. Making preparations to leave, they decided to render the lighthouse useless, and took the Fresnel lens during the evacuation.

Despite the inoperable light beacon, Union Forces captured the island in November 1861 and established a Union gunboat base. These boats successfully blockaded the entrance to Tampa Bay and shelled buildings of military importance, around the bay. At one point they even invaded and briefly occupied the Tampa. Before the war ended, with the surrender of General Robert E. Lee in 1865, thousands of run-away slaves, Union sympathizers, and Confederate prisoners were held captive on the small isolated island.

As the war subsided, new lighthouse keepers were hired to live on the island. They were responsible for day to day operations involving general house keeping, lens cleaning, and wick trimming.

When the U.S. Lighthouse Service established a sea buoy depot and coal shed in 1872; the small history filled island finally seemed destined to some normality, but not for long.

In 1898, irresolvable differences over the liberation of Cuba loomed on the horizon, between the United States and Spain. The Spanish-American War seemed inevitable and apprehension ran high for the citizens of Tampa. Concerned over a Spanish fleet invasion, they demanded the government intervene and establish some kind of security guarding the entrance to Tampa Bay. In 1906 an Army Fort was completed for an invasion that never came to pass. Never the less, the mighty fort, named in honor of Army Major Francis Dade stood ready to guard Tampa Bay.

Fort Dade soon became a sprawling island town. Complete with post office, Movie Theater, electric lights, telephone service, sewers, icehouse, and hospital; it even had an elementary school. Nearing the 20th century, a fort that proudly served even during the World Wars was finally decommissioned in 1923. Now the once proud fortress succumbs to years of abandonment and pounding surf. Much of the original fort and buildings located 250 yards inland are literally crumbling into the sea.

In 1939 lighthouse operations was transferred to and are now maintained by the U.S. Coast Guard. In the 1940′s the lighthouse was modernized by adding two 200,000 candle power airport beacons visible to 28 miles offshore. When the original beacon was removed; to accommodate the modern lights the tower was shortened to 85 feet.

The Tampa Bay Pilots Association was founded in 1886, to help guide merchant ships into Tampa. Today, their presence on Egmont Key is a living statement to Tampa’s maritime history.

Egmont Key State Park and National Wildlife Refuge – was established in 1974 and protects a diverse community of animals and plants, many of which are either threatened or endangered. This island refuge was once the site of the former United States Army Fort Dade Military Reservation, and abundant reminders of this unique military past can be found scattered throughout the island today. Silent gun batteries testify to a time when mighty battleships reigned supreme on the world’s oceans. Anyone with interest in Tampa history or ghost towns should visit Egmont Key State Park that’s open 365 days from 8 AM until sundown.

Captain Woody Gore is an outdoor writer, photojournalist, and speaker. He also guides fishing charters in the Tampa, Clearwater, St. Petersburg, Tarpon Springs, Bradenton, and Sarasota areas. Fishing these areas for over fifty years he offers memorable fishing adventures. Capt Woody’s website is located at: WWW.CAPTAINWOODYGORE.COM or give him a call at 813-477-3814

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

The most neglected, but essential piece of equipment used to get a boat to the water is the trailer. If for no other reason than their application, trailers require constant attention.

Winter in Florida is not what our northern neighbor’s experience, but when the temperatures drop below freezing it does keep a few crackers off the water. And this is  a great time toget catch up with those trailer issues you’ve been avoiding.

If you are loafing around this winter, staying warm, at least try to look busy. If not your significant other might spots you it trigger’s an instinct known only to them. They instantaneously realize this cannot be right; there is something definitely is wrong with the picture. Like magic she appears from nowhere with a sheet of paper in her hand. Cringing and trying to avoid eye contact; we finally realize we’re busted. She’s right in front of us with the “The List.” That’s right, it’s the honey-do or marriage maintenance list that seems impossible to accomplish in a lifetime and certainly not before spring.

However, as members of the”Anglers for Peace at Home Club” we know we can do it, we’ve done it before. After all winters a good time to get a few things done around the house and tune up your boat, fishing tackle, and other equipment hunting also needs tuned up, because springs just around the corner.

As we near the spring months, the woes of the ill prepared are evident along any highway. They’re sitting on the side  with flat tires, burnt wheel bearings, broken springs or axles. Then again, those that did reach the ramp are sitting in a boat that won’t start or run. These problems really but a damper on an outing, but with minimal effort and planning, can be avoided.

Pro-active Preventative Maintenance is the key to preventing avoidable problems. It’s simply means fixing what needs fixing before it needs fixing. Proactive and preventative maintenance goes along way to preventing future repair cost while curtailing reciprocal damage to other parts. It will certainly make your life easier.

Two categories of outdoor persons exist today, the ones that have it done and the “do-it yourselfers”. Regardless of which group you’re in, waiting until the last minute to get something repaired is asking for trouble. Appreciably, some things happen at the last minute, but many others we know about well in advance.

For trouble free trips to the ramp, here are some easily preformed inspections you can do at home. It’s easier to inspect the trailer after you launch or before load, because the boats not in the way. Make notes for later repairs. Clean it after each use, particularly when used in saltwater. Rinse everything thoroughly; the suspension, frame, wheels, crossbar tubes, spare, hitch, inside of the wheels and flush brake assemblies thoroughly. Remember, boat trailers take a beating, so keeping it clean and repaired prolongs the inevitable.

Preventative Maintenance includes bearings, brakes, tires, lights, wiring, and hardware.

Here is a good tip for “Do It Yourself Types” The Digital Camera offers tremendous advantages to us do it yourself types. When you get into some new territory like cleaning and repacking a wheel bearing, cleaning a reel, shotgun or anything for the first time, take plenty of in-focus photos along the way. Now when it comes to putting it back together and you are not sure where something go just print the photos and there you are. (It also works great in identifying where all those wires go on televisions, disk players, VCR’s, and surround sound systems)

Bearings keep things rolling smoothly. They should be checked and lubricated every couple of weeks depending on usage. Use a hand grease gun (never a power gun) and apply grease until you see grease oozing out. Over filling may damage the rear seal. Milky colored grease means water is present and the bearings should be repacked. During your inspections look for an accumulation of grease on the inside of the wheel, if you find grease the rear seal may be damaged and should be replaced immediately.  Preventative maintenance means cleaning and repacking wheel bearings every six months to one year depending on amount of use.

Brakes if your trailer has them should help stop your rig. Check the brake system for leaks, worn disk or pads and proper operation. Brake pads on boat trailers wear quickly, so keep and eye on them.

Tire Pressures & Treads on trailer tires are different, so make sure you maintain the correct pressure. It’s usually found on the sidewall in small letters. Check tread and wear patterns occasionally; rotating and balancing the tires periodically. When replacing a tire especially on an aluminum rim, make sure all the corrosion is removed from the bead contact area and always replaced valve stems. If you don’t carry a spare tire you should and remember to change a flat also requires a suitable trailer jack and lug wrench.

Lug Nuts become especially important when you have a flat. Inevitably they will rust and trying to remove them, without an impact wrench is next to impossible. However there is a remedy and it’s called “Never Seize” This anti-seize compound and extreme pressure lubricant is formulated with copper graphite, aluminum and other ingredients to protect metal parts against rust, corrosion and seizure. It’s found at most auto parts stores and when applied to your lugs and nuts can be a life saver, when changing flat tires.

Lights & Wiring take a pounding on trailers, so keep your eye on the wiring. Make sure it’s not cut or rubbing on the frame or hanging down. Have someone assist in checking the proper operation of brake lights, turn signals, and running light. Although subject to interpretation mounting your lights on the guide poles is an easy solution to water problems.

Highway Emergency Kit: Put together an emergency kit that includes a spare tire and wheel, lug wrench w/ extension handle, wheel chocks, flashlight w/extra batteries, extra wheel hub assembly w/ bearings, seals and lug nuts, marine wheel-bearing grease, spare winch strap, spare tie down straps, replacement light bulbs, replacement fuses, hydraulic jack to fit your trailer, and safety markers and flares.

If we do this before our major fishing season gets underway we’ll be well ahead of the game. Then should be experience an issue with our trailer, we’ll be prepared to handle it. Overall, it just makes our life simpler.

Captain Woody Gore is an outdoor writer, photojournalist, and speaker. He also guides fishing charters in the Tampa, Clearwater, St. Petersburg, Tarpon Springs, Bradenton, and Sarasota areas. Fishing these areas for over fifty years he offers memorable fishing adventures. Capt Woody’s website is located at: WWW.CAPTAINWOODYGORE.COM or give him a call at 813-477-3814

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

Article By: Capt. Woody Gore

Check the tires on your car or trailer, do they look good, have plenty of tread, no bald spots or wear and tear? If that’s the case; you’ve probably got a great set of tires with years of life?  However, those tires could actually be ready to break apart at any moment.

Although they might look new never take them at face value.  We all shop price when making a purchase especially for new tires; we want the best deal and often rely solely on price.  Unfortunately, we live in a “buyers beware” world, so, always be wary of “great tire deals,” because they actually have a “use-by date.”  Most people don’t know this because it’s not advertised and there’s no law protecting us.  And worse still, the consequences of driving on old tires can be deadly.  This is not just about getting the best tires for your money…it’s about getting the best safe tires.

European and Asian tire manufacturers elect to warn of the dangers associated with driving on ‘new’ tires that are actually six years old, or even older.  For example; the Volkswagen manual states “WARNING” old tires can fail causing loss of vehicle control and personal injury.  Replace tires after 6 years, regardless of tread wear.

Tires are a billion dollar business and it’s hardly surprising that here in the good old United States we’re literally kept in the dark; because no company wants to destroy tires and see profits decline.  If they look new, and smell new, they are new…wrong!

So, how old is old?  In 2008, the ABC news show 20/20 ran a special report on the dangers of old tires.  The show used undercover reporters to purchase “new” tires from various retailers and tire stores.  Some shocking facts came out about so called “new tires,” on sale at well-known reputable outlets.  Many tires were actually up to 12 years old, so it makes you wander what stores without the big name and reputation might sell us.  Although they are often  represented as new may have sat in a warehouse or retailers rack for many years.

The report revealed that old tires are “ticking time bombs.”  As rubber ages, it dries out; which leads to increased stress on the infrastructure resulting in tread separation, blowout and loss of control.  When that happens, a tire can literally disintegrate while driving.  The 20/20 report said some experts are now recommending an expiration dates of only 6 years from the date of manufacture.

Most failures result in serious property damage.  However, for the more serious crashes the National Highway Traffic Safety Administration estimates about 400 fatalities annually are attributable directly to tire failure. Despite all the evidence, the NHTSA has failed to impose a shelf life on tires.  All they’ve done is issue a warning to check your tires.

Why?  Because the tire industry is a billion dollar market and no manufacturer wants to destroy tires and watch profits decline.  Tire manufacturers and retailers are not ready to junk thousands of tires every month; that could easily be sold as new?

How Do We Protect Ourselves: As average consumers, how can we tell old tires from new ones?  We take for granted when buying tires; they’re new not old unsold tires sitting on a retail outlet rack or in a warehouse for years.

Determining the age of a tire is as easy as reading its Tire Identification Number often referred to as the tire’s serial number. Tire Identification Numbers is actually a batch code the U.S. Department of Transportation (DOT) and National Highway Traffic Safety Administration (NHTSA) requires. The  identification number has the letter DOT, followed by ten, eleven or twelve letters and/or numbers that identify the manufacturing location, tire size and manufacturer’s code, along with the week and year the tire was manufactured.

However, with dwindling profit margins, many times we’re kept in the dark about things that endanger our lives. To the uninformed consumer it’s just a meaningless series of numbers on the side of the tire. However, now an informed consumer you knows the manufacturing date stamps are important and where they are located. All we have to do is look on either of the sidewalls and find the last 4 numbers at the end of the DOT serial number.

Reading the code: In the illustration the manufacturer DOT number is; DOT U2LL L*LR 5107. The first 2 numbers at the end (51) are the week of manufacture and the last 2 numbers are the year (07) of manufacture.  For example: 5107 means the tire was completed the 51st week of 2007, or mid December of that year.  If the last group of digits has only 3 numbers the tire was made before 2000.  For example: “219″ means the tire was made the 21st week of 1999. Before you buy that next set of tires, be in informed buyer.  Tell the retailer you want to know when the tire was manufactured and be certain to check the last 4 digits of the DOT serial number yourself.

Make certain to keep your sales receipt.  Most manufacturers warranty their tires for four years from the date of purchase or five years from the week it was manufactured.  So, if you purchased new tires manufactured exactly two years ago, they will be covered for a total of six years, four years from the date of purchase, as long as you have your receipt.  If you lose your receipt, in this example, the warranty coverage will end five years from the week of manufacture, resulting in the tire manufacturer’s warranty coverage, ending only three years from the date of purchase.

Whether you’re shopping for new tires, riding on new tires, or have tires that are several years’ old, check the actual age as soon as possible.  Now we know where to look and how to interpret the manufacturing code we can determine if the store we’re buying from is forthcoming about tire age, warranty and longevity.

Captain Woody Gore is an outdoor writer, photojournalist, and speaker.  He also guides fishing charters in the Tampa, Clearwater, St. Petersburg, Tarpon Springs, Bradenton, and Sarasota areas. Fishing these areas for over fifty years he offers memorable fishing adventures.  To contact Capt Woody please visit his website at WWW.CAPTAINWOODYGORE.COM or give him a call at 813-477-3814

They’re out there and hauling everything imaginable! Most are not safely attached to the tow vehicle or improperly maintained; they are endangering you, me and our families.

When it’s time to hitch up the trailer and go… you hitch up and go. But do you really know what you’re doing dragging all that weight around behind you?

According to recent studies, many drivers use their vehicles to tow, but have limited knowledge about what’s going on behind their vehicle. This often puts themselves and others at risk while traveling our highways. Regardless if you’re hauling yard trash to the dump or heading to the boat ramp for a day on the water; this kind of responsibility can add up to serious accountability issues, legal liabilities, and higher costs for insurance. Even more important is the overall inconsistency in towing safety, rules and regulations. The lack of towing knowledge; often result in serious injury or death.

Trailers towed in Florida need safety chains, lights, proper hitches, hitch locks and if it weighs over a certain amount; must have brakes on one or more axles. Here’s something that baffles me about towing a trailer. In Florida a certain size trailer is required to have brakes, however the same trailer in another state does not. Hardly makes sense does it. Why do we need 50 different sets of guidelines and laws regulating towing and the safe operation of trailers? While I’m not a fan of the federal government regulations, when it comes to trailers and towing laws; I certainly believe the laws should be consistent nationwide.

According to five years of data collected through the National Highway Traffic Safety Administration, on average, there are over 68,000 accidents each year involving passenger vehicles towing trailers. The average fatalities from these accidents surpass 440 persons per year. The average numbers of injuries from these accidents exceed 24,000 per year, and the average instances resulting in property damage goes over 43,000 per year. Overall, the bottom line; there is no excuse for these kinds of statistics.
There are unsafe trailers on the road everyday and regardless of the size or type it’s a lack of education or understanding of what’s involved to safely and properly tow a trailer. One finding of trailer and towing studies revealed that drivers towing; admitted they had no indication as to weight limits, braking, backing, passing, proper set up, and handling a trailer in tow. More surprising was most felt they didn’t need to learn.

A good starting point to help educate the consumer regarding the operation and towing of trailers, would be to standardize the laws and regulations nationwide. It would simplify the process, while answering the questions: What’s required on the trailer, safety chains, lights, hitch locking devices, break-away switch? How much can a trailer/vehicle weigh before it needs brakes? What type and size hitch is required?

Half of the battle is using the proper equipment. The other half is law enforcement. Law enforcement officers need to be trained on what the laws and requirements are for safe trailer towing so they can enforce them. Seat belts for example are designed to save lives and tickets are issued when they are not worn. So why isn’t at least a measure of attention paid to those who tow trailers with unsafe hitches, no safety chains, lights, brakes, or faulty tires? These are even more dangerous then not wearing a seat belt and are endangering everyone on and off the road. Isn’t prevention of accidents a part of traffic enforcement?

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

As a long time proponent of artificial lures I thoroughly enjoy a fishing trip with some of my favorite lures. As waters begin cooling usually in early fall you’ll often find me tossing an early morning topwater and as the sun climbs I’ll switch to a large artificial swim or jerkbait.  Depending on the feeding cycle you might not get as many strikes with larger lures but usually they attract larger fish. Like any other artificial’s the biggest factor is proper presentation and the confidence it’ll catch fish.

As a youngster and with a desire to learn how to fish with artificial lures I would take two rods with me. One rigged with a topwater Dalton Special or MirrOlure and the other with a soft plastic worm, jerk or swim bait. Making the decision at an early age; I decided to become proficient at artificial, thereby gaining the confidence needed to catch fish and I’d throw them all day. It must have worked because today I thoroughly enjoy fishing wood and plastic lures and confident in my ability to catch fish using them.

Artificial lures require continuous casting so, your choice of tackle should include a light tackle, 7 to 7½ foot spinning rod and reel spooled with your choice of monofilament or braid. I prefer 8-15 pound braid for its casting distance. Normally you’ll also need a piece of Seaguar Fluorocarbon leader 12 to 18 inches long tied to the braid using a double Uni-knot. It’s now time to tie on your favorite confidence lure using a loop knot.

If you prefer a bait caster to spinning again, you might choose a 7 to 7½ medium to medium heavy rod and reel. If you use braid on your baitcaster I’d suggest spooling nothing lighter than 50 to 60 pound braid. This size is still the equivalent of 10 to 12 pound monofilament and does not embed into the spooled line.

Through the years, it’s my preference to use a good topwater early or late in the day. This does not mean you cannot experience topwater action during other parts of the day. It mostly depends on feeding patterns and presentation. The foremost questions asked is what the best lure is and what color? The lure doesn’t make much difference provided you become adapt at presentation. It ought to emulate a swimming or wounded baitfish and that’s on you. Learning to work a lure regardless of manufacture is to your advantage.

What color baits do I choose? If it’s soft plastics everyone has his or her own favorites.  Anglers are bombarded with elaborate varieties of colors and if were to bring all these color patterns, they’d probably sink their boat.

So are there any rules for what color pattern to fish?  None, but most anglers’ select transparent or subtle colors in clear water or on sunny days. On cloudy days or stained water, a more solid color pattern is preferred.

So what colors should you carry?  This decision is hard to make.  I usually carry a small variety of color patterns so I can fish in any water clarity or sunny or cloudy day.  However, if I had to decide on only a few colors it would be root beer or new penny for stained water and white or white/light green for clear water.  Now all you have to do is decide what style lure to use and how to work it.
What about topwater and diving lures? Years ago, anglers would pop or chug lures across the surface. Today, one of the best action retrieves is called “walking the dog” or retrieving the lure with a short jerky action. This reel and jerk action makes the lure dart back and forth from side to side. Diving lures are basically swim baits and when reeled have their own action derived from the shape or lip configuration. Basically, color plays a more prominent role in diving lures and the same guides apply as for soft plastics. However, in topwater’s the primary color seen by a fish is the lures belly which plays only a small part in feeding fish. The fish is striking largely on the action of the lure as it’s worked across the surface.

Jerkbaits and artificial shrimp are excellent fish catchers. Jerkbaits rigged weedless or on jigheads seem to attract more attention when using the twitch and reel retrieve. However, when this is not producing significant action slow it down or stop it occasionally. With the new stinky baits tossing one into a likely area and letting it sit produces exceptional action.

Realism is the key in soft plastics. Frequently soft baits stiffen up or become hardened, so if you have one of those expensive swim types that’s rolling or running on its side or do not have the same action as new, you need to soften the plastic. Try suspending it in hot water for a few seconds.  When using a pot over heat never let it sink or touch the bottom. If you do you’ll have a melted lure.

Fishing artificial is both exciting and exhilarating. The idea of consistently coaching a fish into striking a non-natural lure is the true measure of an artificial lure angler. Once proficiency and personal confidence are gained; you’ll find yourself relaxing with a nice artificial lure; anxiously anticipating the thunderous strike of that next trophy that bit on your presentation.

Fishing Florida for over 50 years I offer professionally guided fishing and teaching charters around Tampa Bay, St. Petersburg, Clearwater, Bradenton, Sarasota, and Tarpon Springs. So, if you want to catch fish, have a memorable adventure or perhaps learn some new fishing tips give me a call. I also specialize in group or multi-boat charters. Tell me what you need and leave the rest to me.

To Book Fishing Charters please visit my website “www.captainwoodygore.com” or call me at: 813-477-3814.

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

Boat ownership is much like owning other vehicles; most require insurance especially when financed. To protect their investment lien holders require insurance on the vessel or vehicle. Even if it’s owned outright you should still consider getting it insured. There are lots of situations that could go wrong when you own a boat including sever liability issues. So, good but affordable insurance will go a long way towards protecting you and that investment.
Insurance is like insurance companies are not all the same. When buying boat insurance do your homework; make sure you’re not buying a pig in a poke.

Here are some thoughts on acquiring affordable and solid insurance.

Shop Around: Make a cost and coverage comparison of at least 3-4 insurance policies from different companies. This helps you locate a policy that offers maximum coverage for an affordable price. Purchase boat insurance from a company that has a good rating.

What’s It Actually Worth: Know what your boat is worth. Today’s market has likely reduced the value of your boat. This might allow you to reduce your premium.

Agreed Value or Actual Cash Value: What’s the difference?

Agreed Value normally costs more however it does provide higher compensation levels. In the event of limited loss it pays the replacement cost of items and will pay the stated policy value if the boat is a total loss.

Actual Cash Value is less expensive because it depreciates all losses and pays you less in nearly every claim. Mutually these policies have benefits but only you can decide which best for you.

What It Covers – What It Doesn’t: Essential coverage usually includes salvage recovery, accidental damage, fire, flood, and storm damage, theft, vandalism or malicious acts, and liability coverage. Make sure you understand exactly what coverage you’re getting as well as what’s not covered.  You need to identify its coverage and the amounts it pays. What about environmental issues, i.e. fuel spills, clean-up and property damage? Does your insurance pay to remove the sunken boat? Not necessarily; it often depends on your coverage and insurance company. If the policy doesn’t make sense ask them to explain in a language you understand. Plenty of policies exclude these type coverage’s.

• Your boat sinks and is covered by insurance, but what about salvage cost, clean up and removal charges.

• Are you protected against hurricane damage? Usually at additional cost with higher deductibles.

• You’ve decided to stay out overnight but weather forces you into a neighboring marina. While there your boat catches fire. Does your policy cover the damage to the marina and other boats, and to what extent?

• While docked or anchored your boat sinks because your automatic bilge switch failed, is the consequential water damage covered? Your policy might exclude losses caused from a failed part.

• Storing your boat at home would not require contractual liability.
However, most rental storage or marinas have, hold harmless provisions in their contracts. Does your policy satisfy this hold harmless agreement?

Drop the Comprehensive: Consider a liability policy that still protects you from lawsuits if you damage someone else’s property or someone gets injured. Do this only if your boat is paid for and you can financially suck up repairs, damages or the loss of your boat. When considering liability only coverage makes certain they include medical coverage for passengers, salvage removal, fuel spills and uninsured boater coverage.

Pay the Small Things: Try to handle the smaller claims yourself, don’t submit claims for minor problems save it for the larger ones. Ask about a larger deductible and always asks your insurance company for a discount.

Safe Boater Course Discounts: Boating safety courses are offered throughout the country, covering all types of recreational vessels. Qualified volunteer organizations, such as the U.S. Coast Guard Auxiliary, U.S. Power Squadron, and others sponsor boating safety courses. Many times insurance companies will offer discounts if you take and pass an approved safe boating class.

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

Looking for something different this summer? Try one of these fast action fighters… on for size!

One saltwater fish found throughout Florida and providing some awesome light tackle angling thrills is none other than the unwavering bluefish. Most fish around the Florida area weigh somewhere around 2 to 6 pounds and any over that are a real treat. In 1972 off the coast of North Carolina, the recognized IGFA record was caught weighing in at 31 pounds, 12 ounces.

Blues are a schooling fish with relatively large heads, powerful jaws and a mouth full of incredibly sharp teeth. Their tapered bodies end in deeply forked tails making them powerful swimmers and fighters. They’re decorated with blue/green backs, silvery sides, and white/silver bellies, but don’t sell them short these beautiful fish have plenty of muscle and speed.

Rigging for Blues is much like rigging for any toothy fish. Wire leaders are a must or at least 60# or better fluorocarbon with long shank hooks. When fishing live baits I use a short piece of 60# Seaguar fluorocarbon tied to my braid then attach a 12” piece of 30# Tyger Leader (black or bronze) and a bright long-shank 1/0 Daiichi hook. I belly hook the greenback at the pectoral fin, cast it out and the bluefish take care of the rest.

Fish can often be caught on any type of fast-moving lure that resembles a baitfish, including metal spoons, jigs, and tube baits. If you like artificial’s try a shinny spoon or old topwater lure tied to your braid with a dark leader wire leader. Make sure it’s an old lure because you might not get it back.

You might also try trolling on the hot, humid, no wind days. Once you hook-up stop and start fan casting around the area. The fish are there you just need to find them.

It’s not uncommon to find schooling bluefish sharing the same bait schools as mackerel, ladyfish and jacks. If you’re using whitebait/greenbacks start by tossing a few around the area you are fishing. If bluefish are present it won’t take long to get them going. Keep the live chums going and the fish will usually stay within casting distance.

If like using a fly rod here’s your chance to tangle with a fish that give no quarter. Extra strong leaders and larger flies that resemble the most popular regional baitfish will do the trick.

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

Why should anglers target them? Although smaller than offshore cousins, inshore gray/mangrove snapper are loads of fun and fairly easy to catch, especially for kids. These terrific little fighters can often save the day when other fish fail to cooperate.

What are the best times of year to fish for them? Where is the best place to catch them? The bite usually kicks off around April and goes right through the summer. You’ll see anglers fishing around docks, rock piles, artificial reefs, fish attractor’s piers and under bridges. It’s a nice relief to pull up under a bridge, set the anchor, and grab a little piece of shade. Now pop the top on a nice cool beverage and prepare for some marvelous light-tackle action.

What tackle and rigs do you prefer to use to catch them? Light tackle means the same rods and reels you use for everyday snook, trout and redfish. Nothing too heavy as it virtually eliminates the awesome rod bending pull of a 14 to 18 inch snapper. I use a medium-light spinning outfit rigged with braided line and 20 inches of Seaguar fluorocarbon leader. Here’s a method I use when fishing snapper inshore using a knocker-rig. First slide a small soft rubber glow bead onto the leader (small enough that it won’t slide over the leader knot), now slide a quarter or three eights ounce oval slip sinker (depending on current and depth), then another glow bead the same size as before and finish it off with a number one Daiichi circle hook, tied to the leader using a loop knot.

How do you prefer them to be prepared? If you’ve ever cleaned a mess of snapper you know there is plenty of fat which sticks to your knife. To prevent constantly cleaning your knife; as you catch them put them into a cooler with slushy ice. This gels the fat in the body cavity and is easily discarded, after the initial cut. Even though a 12 to 18 inch snapper is small by comparison, fillet them anyway, remove the skin and cut out the rib bones. Now you’re left with a single piece of fish about the size of your hand. Perfect!

Gray/Mangrove Snapper are possibly one of the great delicacies when it comes to inshore fish. And of course fried is the only way to go. Certainly other recipes are good but without a doubt fried snapper is awesome especially when served with a pot of grits, tomato gravy and jalapeno hush puppies… could it possibly get any better.

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com

Fishing is going strong throughout the southeast with people fishing and catching everywhere. That’s a good thing. Enjoying the outdoors and especially a little fishing is fun anytime, but especially now when most of us would like a distraction from things going on in the world. Fishing is an outstanding way to break away from things that concern you. When you’re near the water waiting for a fish to bite, it’s easier to feel better and it usually takes your mind off your problems at least for awhile.

Fishing is a great way to put some of life’s tribulations on hold and a good way to put a tasty meal on the table. People fish for different reasons some for the fun of catching, a few others for dinner, and many for both.

In the past few years the concept of catch and release has become very prominent throughout the fishing world. Catch and release is a great idea because you’re actually recycling fish and people seem to relish the thought of putting them back alive. You catch a fish, then you give someone else a chance to catch that fish. That’s a pretty good deal, and it’s evident that catch and release has improved our fisheries.

However, there are always those who take everything to the extreme. Certain groups and anglers feel that every fish caught should be released. It’s important to remember that catch and release is an option. If you want to put em’ back, that’s great, if you want to keep a few for dinner that’s also ok. There’s nothing wrong with keeping a few fish for the table but there’s no advantage to loading the freezer. Fish always taste better when their fresh, but once they become freezer burned they ruined. When fish are kept in the freezer they loose that wonderful fresh fish taste and wind up in the garbage.

Progressive fish management regulations, mostly slot limits and closed seasons, have created outstanding fisheries throughout the country. Slot limits are simply limits where fish within a certain size “slot” must be released.

The fish are biting. So, if you want to put your catch back, good for you. But if you want to keep a few, don’t hesitate to enjoy a fresh fish dinner.

This article is owned by Capt. Woody Gore and is copyright protected. Permission to republish this article in print or online must be granted by Capt. Gore. wgore@ix.netcom.com