Tips on Choosing and Using a Kayak Paddle
By Bill Bragman
President, YakGear
from The Fishing Wire

How to Decide What Length and Size of Kayak Paddle to Use

Over the last ten years, kayak paddles have become less and less important in the world of kayaking – but should it really be that way? Over 80% of kayaks sold are paddling kayaks, and approximately 20% are pedal drive kayaks. Safety is an important consideration. The Coast Guard recommends you always have a paddle with you out on the water, so if you own a pedal kayak and think you don’t need a paddle, you are mistaken. It’s generally a good idea to have an inexpensive paddle stored somewhere in your kayak, just in case – no matter what type of kayak you use.

How to Determine the Correct Kayak Paddle Length

In the past, determining the correct kayak paddle length consisted of standing up next to your paddle with your arm in the air, and making sure the tops of your fingers were even with the top of the paddle. This was true when most kayaks were 24 inches wide, and anglers were seated on the deck of the kayak. Now, paddling kayaks are 34-36 inches wide, and anglers are sitting anywhere from two to six inches or more off the deck. This means the old method of kayak paddle sizing can be done away with.

This graphic from NRS illustrates how a high-angle paddler typically keeps the blade of the paddle very close to the side of the kayak, whereas a low-angle paddler has a more outside paddle stroke. In terms of kayak paddle sizing, this means a high-angle paddler will typically choose a shorter paddle, while a low-angle paddler will choose a longer paddle.

For example, if you have a 36-inch-wide kayak, you would’ve picked a 230 cm. paddle using the old method of paddle sizing. However, your seat is four inches off the deck, and you are a low-angle paddler. A better kayak paddle length would be a 250 cm. paddle.

In the same scenario, if you are a high-angle paddler, a better kayak paddle length would be a 240 cm. paddle.

Stand-Up Fishing

If you’re an angler who prefers to stand up while fishing, any paddle length will work if you are anchored. But if you plan to stand and move your kayak, a longer paddle will be needed to avoid bending over to get the paddle blade into the water. To avoid leaning down to grab your paddle off the deck, YakGear offers a kayak paddle hip clip so your paddle is always by your side – literally.

Kayak Paddles for Pedal Kayaks

Very few anglers pedal 100% of the time – there are always situations in which you’ll need a paddle. No product is perfect either, and if your pedal drive has issues, you’ll want to make sure your paddle makes it easier to maneuver the kayak. Most pedal drive kayaks are wider, have higher seating and are quite a bit heavier than a kayak that is designed for paddling alone. Picking out the right kayak paddle for a pedal kayak is therefore more important than choosing one for a paddle kayak. If your kayak manufacturer included a paddle with your kayak, it isn’t necessarily right for your height and the kayak itself. Your kayak paddle needs to be the right paddle for your needs.

The Blade and the Shaft

The more rigid the blade and shaft of your kayak paddle is, the more water it will push. In a 32-inch-wide kayak, with you and all your gear, you’re pushing quite a bit of weight through the water. Having a soft-bladed, bending paddle is like swimming with your fingers open – not a good idea.

Kayak paddle shafts typically come in four different materials. In order of least expensive to most expensive, these materials are aluminum, fiberglass, carbon hybrid (half fiberglass/half carbon fiber) and solid carbon. Kayak paddles can cost anywhere from $40 to $400, but finding the best kayak paddle length for you – and the best combination to fit your budget – is the most important aspect of paddle shopping.

Carbon fiber blades are the most rigid, but paddle companies are producing equally strong paddle blades using nylon composites. If you plan on using your kayak paddle as a tool to push off or pull yourself to shore, look for a rigid paddle blade that is designed to for this purpose. The Backwater Company Assassin Paddle offers great features and is a moderately-priced paddle with a carbon hybrid shaft and a stiff blade.

The Bottom Line

Take the time to go to a “demo day” at a local kayak shop and try out different kayak paddles to find the one that is best for you. Ask someone to watch you paddle to see if you are a high-angle or a low-angle paddler. When you’re out on the water, it’s important to consider where you’ll be using your kayak and what type of fishing you are doing to choose a paddle that is just right for you.

About the Author

Bill Bragman is the President of YakGear, a kayak and boat accessory company located in Houston, Texas. Paddling for over 20 years has given him just enough knowledge to help other kayakers get out on the water safely and comfortably, while enjoying the amazing sport of kayaking that we all share.

Cold Water Paddling & Fishing Safety Tips from Virginia DGIF

Always wear a life jacket when afloat.
By Bruce Ingram
from The Fishing Wire
Photos by Bruce Ingram

The most dangerous incident of my paddling career occurred on the James River when a friend and I overturned in his canoe. Earlier, my water temperature gauge had registered 54 degrees and the air temperature 65 degrees. When I fell in, I felt as if a sledge hammer had struck my chest, and my buddy and I struggled to swim to shore – losing most of our gear.

That day, the air and water temperature combined measured 119 degrees – within the danger zone says Stacey Brown, boating safety program manager for the DGIF. She adds that although many variables exist concerning when the risk of hypothermia becomes more acute, generally if the air and water temperatures together are 120 degrees or below, wet suits are recommended for paddlers. Another major factor, continues Brown, has to do with the amount of time someone is subject to the cold water and air temperatures.

Especially in cold water conditions, like these two anglers on the New River, please consider going floating and/or fishing with a buddy.

Obviously, one of the most basic acts any paddler can accomplish is to always wear a life jacket. But in my many decades of floating and wade fishing Virginia’s rivers and streams, I would wager that most paddlers I have observed – whatever the season from the dog days of summer to the frigid waters of winter – were not wearing life jackets. Many, in fact, did not even have them in their craft or were just using them as seat cushions.

“Wearing a life jacket is the best way to ensure your trip doesn’t end in tragedy,” emphasizes Brown. “It would be nice that people think of their life jackets as gear, just like with other sports, rather than required equipment.”

Brown offers the following additional recommendations.

*Carry your whistle or other sound producing device in case you do need to summon help.

*Be proficient in re-boarding your canoe, kayak, raft or other craft – especially if you are in a lake or larger river where getting to the shore to re-board would be difficult. If you end up in the cold water – you start to loss dexterity of movement fairly quickly.

*Paddle with a buddy – not only for more fun – but just in case of emergency.

*Evenly pack your boat to have an even keel (so to speak) – and help mitigate the chances of overturning.

*Let someone on dry land know where you are going and when you plan to return – in other words, share your float plan.

*Check the weather before and during the trip. During the excursion, be aware of changing or increasing winds and/or cloud build up.

*Be honest about your skills – know your limitations. For example, planning a long trip of many miles or hours during unfavorable water temperatures or forecasts could be risky for many floaters.

In the angling realm, there’s nothing I would rather do than float and fish the Old Dominion’s many outstanding rivers, but I know that my continuing to enjoy this pastime involves making wise decisions. Please consider making these safety tips part of your game plan.

Boating Michigan’s ‘Water Wonderland’
By CASEY WARNER
Michigan Department of Natural Resources
from The Fishing Wire

In Michigan – a state with more than 3,000 miles of Great Lakes shoreline, more than 11,000 inland lakes and more than 36,000 miles of rivers and streams – you are never farther than 6 miles from a body of water or 85 miles from a Great Lake.

With such an abundance of water to enjoy, it’s no wonder Michigan is home to 4 million boaters. The state ranks third in the nation for both watercraft registrations and total expenditures for sale of new powerboats, trailers and accessories.

“Water is one of Michigan’s greatest natural resources,” said Ron Olson, chief of the Michigan Department of Natural Resources Parks and Recreation Division. “We encourage residents and visitors to get out and explore all of the on-the-water opportunities the Great Lakes State affords. Michigan is truly a boater’s paradise.”

Making sure the state’s millions of boaters have ample opportunity to get their boats out on the water is the focus of the DNR’s Waterways Program.

“There are over 1,300 state-sponsored boating access sites throughout Michigan and 82 state-sponsored harbors along the Great Lakes – at a total value of over $1 billion,” said Jordan Byelich, DNR waterways development program manager.

Byelich explained that funding for public recreational boating facilities – land acquisition, design, construction, operation and maintenance – comes from boat registrations, the Michigan marine fuel tax and user fees. Projects also may be funded, on occasion, with federal dollars through the U.S. Fish and Wildlife Service and U.S. Coast Guard.

“We have a boating team made up of planning/development, grant management, operations and regulatory experts,” Byelich said. “Our 11 major maintenance crews and two construction crews perform various forms of specialized boating facility construction, including launch ramps, skid piers, vault toilets, parking lots, sidewalks and channel dredging.”

The DNR has renovated several boating access sites and harbors around the state.

One example is the recently constructed and expanded piers for mooring along Snail Shell Harbor at Fayette Historic State Park in Delta County, which offers a floating dock system with seven finger piers – one that is 38 feet long, two that are 45 feet long and four that are 60 feet long.

“This was a great improvement for visitors to Fayette Historic State Park,” said Olson. “The old dock was removed during the fall of 2015. The new pier system is quite beautiful.”

As part of a major reconstruction project at East Tawas State Harbor in Iosco County, boaters now can access modern amenities, improved safety features and a better connection to the local community.

The project helps the harbor respond to current trends in Great Lakes boating. The facility now features many enhancements, including new piers, a greater variety of slip sizes, compliance with the latest Americans with Disabilities Act standards, new electrical pedestals, as well as a new pump-out system.

“The harbor currently has 160 slips, with all brand-new floating docks,” said Micah Jordan, lead ranger/supervisor at Tawas Point State Park and East Tawas State Harbor. “It is maintained by an all-new electrical system that detects and reports electrical current in the water, meeting the new federal codes for harbors and marinas.”

Connection to the downtown area, which is popular with boaters, also has been improved.

“East Tawas Harbor is unique due to its location in Tawas and location in the state. It’s perfectly located on the beautiful shore of Tawas Bay, only a few hours from many major towns, and therefore it draws large numbers of visitors each year looking to enjoy recreation on the water or as a transient stop on their way north or south,” Jordan said. “The harbor itself is located in the middle of town and provides amazing access to downtown East Tawas within walking distance to major shopping and dining. It creates a perfect spot for tourism and is a major boost to the local businesses.”

Another DNR facility improved recently is the boating access site at Silver Lake State Park in Oceana County. The work was part of a redevelopment project that relocated the launching area, dredged a new channel, added parking for vehicles with trailers, improved circulation, and created separation of the day-use area from the launching area supporting improved safety and functionality within the park.

Boating access site improvements included adding a two-lane concrete launch ramp, dredging a 300-foot channel to deeper water, a vault toilet, and a maneuvering area for launching and retrieving boats.

A recent renovation project at the Jewell Road boating access site in Cheboygan County, which accesses Mullett Lake, addressed erosion issues at the site and included removal of an old concrete ramp, which was replaced with a new double-lane ramp. The site’s parking lot was also paved as part of the project.

State-funded boating facilities are quite popular with Michigan boaters.

And while many harbors see heavy use, others don’t get used as much as they could.

Straits State Harbor in Cheboygan County is among them.

“Straits State Harbor’s boat launch is still fairly quiet overall for the summer,” said Megan Izzard, assistant harbor master there. “This is partly due to how new our facility is – we’re entering our ninth season – and people still not knowing that we are here.”

Straits State Harbor’s state-of-the-art, sustainable design has earned it certification as a Michigan Clean Marina, a designation given to sites that adopt marina and boating practices that reduce pollution and enhance fish and wildlife habitat.

The state harbor facility – the only one in Michigan using wind turbines for electrical generation – also gives boaters who want to go to Mackinac Island another option, as the very popular Mackinac Island State Harbor is often crowded.

“Straits State Harbor has capacity and is a great way to access Mackinac Island – it’s a good option by taking a ferry,” Olson said.

The location of the harbor’s boat launch also offers some unique benefits.

In the DNR’s 2017 harbor survey, 93 percent of respondents said they would visit the harbor/marina again, and 90 percent said they would recommend the facility to a friend.

This support of public waterways facilities is evident. For example, just nine of the state harbors pump a total of more than 300,000 gallons of fuel to boats each year.

“Michigan offers countless boating opportunities,” said Lt. Tom Wanless, boating law administrator for the state of Michigan. “But having fun on the water also means being safe. Taking simple precautions, always staying in control of the vessel and following the law will help ensure an enjoyable outing.”

“You can launch here and be under the Mackinac Bridge in five to 10 minutes, and we are the closest state boat launch that someone can use to get to Mackinac Island,” Izzard said. “This boat launch is attached to a full-facility marina, so you can launch just for the day or you can launch and stay overnight while enjoying our wonderful facility.”

Cedar River State Harbor in Menominee County is what Ian Diffenderfer, unit supervisor at the harbor and at Wells State Park, calls a “very quiet and secluded harbor and boat launch.”

“It’s centered 30 miles between Menominee and Escanaba and is a quiet refuge for a trip to these locations or a stop over from Wisconsin’s Door Peninsula and Washington Island,” Diffenderfer said. “Amenities include pump-out services, gasoline/diesel, bicycles, boat launch, fire pit, restroom and shower facilities, horseshoe court, and local delivery for food.”

Boaters can find location and amenity information about boating access sites and harbors within the Michigan Recreational Boating Information System. Information on harbors also can be found in the Michigan Harbors Guide.

Many harbors accept reservations, which can be made at midnrreservations.com or by calling 800-44-PARKS.

June 9-16 marks Michigan Boating Week, when the DNR invites residents and visitors to celebrate the state’s unparalleled freshwater resources and boating opportunities.

While enjoying Michigan’s waters, it’s important that boaters protect themselves and others by following important safety tips.

Boaters born after June 30, 1996, and most personal watercraft operators must have a boater education safety certificate. The DNR also recommends a boating safety course for anyone who plans to use a boat or personal watercraft. Classes are offered at locations around the state and online, making it convenient and affordable.

Wanless encourages boaters to:

Wear a life jacket.
Avoid drinking alcohol.
Make sure the boat is properly equipped and equipment is in good working order.
File a float plan.
Stay alert.
Carry a cell phone or marine radio.
Watch a video on how boaters can help stop the spread of invasive species.

Find more information about Michigan boating – maps, safety, closures, rules and regulations, and more – at www.michigan.gov/boating.

Water is Michigan’s largest natural resource, and with so many opportunities to access our state’s freshwater paradise, it’s easy to find a facility that will float your boat.

Why Are Pontoon Boats Not Suited for Offshore Angling?
By Frank Sargeant
from The Fishing Wire

I love pontoon boats. In fact, I’d have to say of all the boats I’ve owned (20-something at last count), the 22-foot pontoon was my favorite–just a truly comfortable multi-purpose rig that worked fine as a one-man (plus dog) fishboat on many foggy dawns, but could then be loaded up with a dozen family members on the weekends and function as a towboat, picnic barge and general muck-about.

And there are now larger pontoons, up to 12 feet wide and 30 feet long, that can handle some serious water. And there are lots of pontoons that, buckled up to a 300-hp outboard, can take you down the lake at 50 mph. There are even a few that accept twin V6 outboards for even higher speeds.

That said, one of the places that pontoons do not belong is 6 miles offshore in the Gulf of Mexico, which is where the Coast Guard found a 24-footer half sunk with six anglers aboard this past week, west of Sarasota, Florida. Everyone got home safe thanks to the rescue team, but the outing could easily have had a much more unhappy ending.

Because of their design–two or three aluminum pontoons supporting a completely flat deck extending from bow to stern–pontoons can get in serious trouble in rough water. The air-filled pontoons give the boats buoyancy, and they can ride up and over waves up to maybe 3 feet tall, depending on their frequency–lots of sharp, steep 3-footers are not survivable in most pontoons, while long rollers can be ridden out.

But even the biggest pontoons have very little “freeboard” compared to the typical vee-hull boat or offshore catamaran. Many vee-hulls designed for regular offshore use have a forward depth over 40 inches, while the largest pontoons are usually under 24 inches from the deck to the waterline.

What’s more, pontoons do not have bilge pumps–if they get a hole in the compartments of the aluminum sponsons, that compartment can fill with water. The several sealed compartments in each pontoon will keep the boat afloat, but particularly if the hole is in a bow compartment–which is most likely because that’s the section of the boat that takes the brunt of the wave action as well as experiencing lots of wear and tear from grinding up on a gravel beach or bumping a dock–the boat may start to go “head down”, making her even less sea-worthy in rough water.

Pontoons seem impossibly stable in most conditions because of their widely-spread sponson design–they hardly lean to port and starboard at all, as do conventional vee-hulls. This tends to give users a sense of security that’s not really there when the boat gets in truly rough seas.

And when green water starts coming over the front deck, things can go south immediately; the boat becomes impossible to steer, drops off plane, and is likely to tilt to one side or the other as the water tries to get out.

I speak not from offshore experience in pontoons–I never took mine outside the inlet–but from wake-eating experience; on a couple of occasions I was careless enough to run head on into a steep, rolling wake of a big ICW-cruising yacht. In one case, the wave actually broke the windshield off the console and sent it into my lap. You’d think that would have been an adequate warning, but a couple years later I again stuck the nose and soaked everybody up front, though with no boat damage.

This same sort of steep roller is common in inlets everywhere, particularly where wind and tide oppose. And an inlet that’s a pussy cat on the way out, with wind and tide both heading seaward, can be a snarling monster on the way back when the tide is coming in and the wind is blowing hard against it, or vice versa. It’s no place for even experienced skippers in small boats–a weekend captain in a pontoon can get in deep trouble quickly.

In short, pontoons are lovely family boats on the lakes and rivers and most of the bays of America, but they clearly don’t belong offshore, even in temptingly calm weather.

Be Safe, Be Seen
Editor’s Note: Here’s an article from the Virginia Conservation Police that’s important reading for any recreational boater who operates after sundown, anywhere on U.S. waters.
from The Fishing Wire

DGIF Conservation Police Officers on the water often see some strange lights at night, and they are not from UFOs. Despite the trend to light your boat, your lighting configuration may not only be creating a navigation hazard for your fellow night-time boaters, but they may also be illegal.

Most everyone knows the proper lighting configuration for motorboats. When a motorboat is operated at night, sidelights are required on the bow (front) and an all-around white light at the stern (back) of all motorboats. The required colors of the sidelights are red and green – red lights belong on the port side of the vessel and green lights belong on the starboard side of the vessel. The port side is the left side of the boat when facing the bow (front) of the boat when standing inside the boat. These lights are required to shine from dead ahead to 112.5° on their respective sides. Most recreational motorboats can utilize an all-around white light on the stern (back) of the motorboat (if your boat is greater than 39′ check this site). A full circle of white light is created by an all-around light – the light must be visible 360°. This light needs to be 1 meter (3.3 feet) above the sidelights and not blocked by any portion of the vessel. When a boat is anchored at night, the side navigation lights are extinguished, but the all-around white light must be on. The proper placement of a boat’s navigation lights allows other boaters to determine what type of boat you are (manual vs power vs sail) and which direction you are heading so that right-of-way can be determined.

These rules on lighting configuration have not changed in years, but more and more, our officers are seeing lighting violations and motorboats operating at night that are a hazard to others. Officer Michael Morris of Smith Mountain Lake reports several “strange” things he has seen while boating at night. All-around light (stern light) issues include: placing black tape over part of the part of the stern light that shines down inside the boat; placing a hat, sock, bag, etc. over the stern light when trolling; positioning the stern light too low so that it cannot be seen because it is blocked by the operator or motor while underway; pontoon boats with vinyl tops that fold up and block the visibility of the stern light or the stern lights will be folded down which causes them to not be visible when approaching head on.

Another issue often seen at night is boats operating with their docking lights on. Stacey Brown recalls a time when a boater mistakenly called these lights the “head lights” for the boat. Boats do not have head lights; the docking lights should only be used close to where the boat is being moored to ensure safe docking at night. Boats using docking lights while away from the dock are a hazard to other boaters. It interferes with the night-time vision required to safely operate at night. Docking lights may also cause the red and green navigation lights to become washed out so other boaters are unable to determine navigational right of way.

There are often violations with the red and green navigation sidelights as well. Some bass boats have trolling motors that block the red and green navigation lights. We are seeing after-market strip style LED lights being installed on boats. All lights still need to meet the Coast Guard requirement for visibility and the 112.5 arc of visibility as mentioned above. Unless your boat was manufactured with these lights (manufacturers follow the USCG boat building guidelines) – we do not recommend replacing your existing lights with any after-market lighting configuration. We have been receiving complaints that those lights are too bright and interfere with the ability of other boaters to safely navigate the waterways by impeding their night vision and making it difficult to see your navigation lights.

Recently, the most frequent request for information regards the placement of other LED strip lights that might be placed along the sides or stern of a motorboat. As is true with other lighting issues, the installation of these lights may impact the ability of other boaters to safely navigate the waterways by impeding their night vision and making it difficult to see your navigation lights. In addition, boaters are prohibited from using lights that might be confused for navigation lights (white, green, red), or light colors reserved for law enforcement (blue), or any other color used in the navigation rules (yellow is reserved for towing/tugs).

Night navigation brings many challenges to boaters on Virginia’s waters and the importance of knowing the navigation rules. New LED options may make your boat look “cool”, but may be a hazard to other boaters when you are underway. Be responsible, be safe, have fun!

Learn More:

– Virginia Watercraft Owner’s Guide

There was another boating accident in early Februry, this one on Allatoona a little over a week ago. From the information I can get two boats were going in opposite directions through a big “S” bend and almost hit. When one of the boats made a sharp turn to avoid the other, the three men in the boat were thrown out. None of them were wearing life jackets and two of them drowned, if the information I read is correct.

This is a terrible example of what can happen if folks do not know the “rules of the road” for driving a boat. For some reason boat drivers do not think it is important to keep right. If they drove a car like they drive a boat they would be running up I-75 driving north in the south bound lanes.

Going around a bend in the lake or river, where you cannot see very far, it is critical to stay right. Many boat drivers make the stupid mistake of cutting around a point close to the bank on their left to save time or distance. This is the correct thing if the point is on your right. It is the opposite of what you should do if the point is on your left.

Stay way off the bank when going around a blind point to your left. Stay out where you can see oncoming boats. It can save your life.

I do not know if that is what happened at Allatoona, but that kind of accident or close call happens almost every day in warm weather when people are stupid and don’t drive a boat correctly.

I have even had people driving a boat I was meeting in wide open water go to the wrong side, meeting on the left rather than the right, and look at me like I am wrong. That kind of dumb or uninformed driving can kill.

Offshore is No Where for Pontoon Boats
By Frank Sargeant, Editor
from The Fishing Wire

The Coast Guard assisted a sinking pontoon boat off Holmes Beach, Florida, this past weekend, bringing to the fore the boom in these popular and very family-friendly watercraft, but also their limitations. The boat was 12 miles offshore and taking on water. Twelve miles offshore, in a pontoon boat!

Because pontoons are no longer necessarily sub-20-mph vessels thanks to triple pontoon designs, larger tubes, planing strakes and beefed up transoms that can handle 300 horses and more, a portion of the thousands who are buying them these days come to think of them as potential open water and even offshore fishing machines/cruisers.

And while the larger models–some are 30 feet long and 12 feet wide these days–are definitely far more seaworthy than the classic 22-footer with an 8-foot beam and two small pontoons, they are definitely not capable of dealing with rough inlets, nor with the big rollers that sometimes build rapidly offshore in storm conditions.

And they can’t run home rapidly when things start to go south–most of the time, before a pontoon can get back, seas will have built to the point that running at speed is impossible. This is true even in deep-vee monohulls designed for offshore travel–in a pontoon boat–even one capable of 50 mph in flat water–it happens very fast.

Pontoons are incredibly stable in flat water, which tends to give us (I’m a long time ‘tooner) a sense that they will be that way in rough water. But, while pontoons do great in little 1 to 2 footers, when the seas get tall enough and steep enough to start slopping over the bow and up on the deck, you’re already in trouble.

The front of a pontoon boat is vertical and flat, just exactly what you don’t want to have to stick into an on-coming roller–that’s why real offshore boats have a “pointy end”, a bow with what designers call a sharp “entry” designed to split the waves and lift the bow over them.

While the pontoons provide lots of lift and will ride over some considerable seas at low speeds, they will simply stuff the nose of the boat into a wall of water at some point where seas too tall and speed too great converge. The front “fence” or railing likely will be swept back into the boat, and several tons of water will come surging in on the deck. Fortunately, it will run back out pretty rapidly on most designs, but if a second wave hits before the deck has cleared, the boat may very well decide to roll, or may at least squat so far aft as the weight shifts that the motor sucks in water. Without power in rough seas, most boats don’t last long.

Even big inland lakes can overcome a pontoon in some conditions, though ‘toons are pretty much as seaworthy as most boats designed for inland use. The idea there is just to be aware that some weather is simply too much for most recreational boats, and that if you have any doubt whatsoever about how safe your boat will be in the conditions you’re likely to face, you don’t venture into open water.

To be sure, I’m not saying that larger pontoons should never venture outside an inlet–those riding on large triple pontoons can handle riding through passes and down the beach or crossing big open bays without problem in good weather. (Be aware, though, that wakes from large yachts and commercial boats can give everybody aboard wet feet or worse if you hit their wake wrong.) But heading 10 miles or more offshore in a recreational pontoon of any design is never a good idea.

Fortunately, these days in most areas, there’s no reason to let the weather catch you by surprise–just ask Siri or Cortana anytime you have doubts, and check the weather radar on your phone or your GPS, if properly equipped, regularly, particularly if you see clouds approaching.

Pontoons are wonderful family fishing and boating platforms, probably safer than most other types of boats, and certainly more comfortable–they have converted tens of thousands of non-boating families to boat lovers in recent years. But knowing their limitations before you leave the dock for the first time, or the hundredth, is a must.