In one case we reviewed, a large sportfishing boat sank due to a failed clamp on a cockpit scupper drain hose. Usually any water finding its way into the cockpit would run down a hose and out a thru-hull on the transom. On this particular boat, the transom outlet was just a few inches above the waterline. But a corroded hose clamp on the inside of the boat allowed the hose to become detached. When the boat backed down on a fish, water entered through the fitting and into the bilge. Over time the boat took on more and more water, sinking lower until water reached the transom fitting. Water flooded into the boat, causing it to sink. The boat was declared a total loss.
Hose clamps have been around for more than a century. The first patent for a screw-type band clamp was issued in . Still, it was not until , when a retired British naval commander started commercially manufacturing them under the Jubilee name, that they came into everyday use.
Any hose clamp used on a boat should be made from high-grade stainless steel to resist corrosion; zinc-plated clamps or those made from plain steel will rust and fail. Keep in mind, though, that not all stainless steel is the same. Clamp components should be manufactured from 316 stainless steel as a minimum. Cheaper clamps are made using 304 stainless, a lesser grade that doesn't contain molybdenum and is more prone to corrosion. Also note that sometimes the band may be stainless, but the screw or gear housing isn't; these, too, should be rejected. Avoid buying hose clamps from the local hardware store unless you can verify the brand and type.
Hose clamps may either have a perforated band, where the thread is stamped out, or embossed. The latter is better; the thread is formed on the clamp band without making holes. Avoid using hose clamps with perforated bands because the holes reduce the strength of the clamp and offer a place for corrosion to start, issues that can be avoided by using embossed bands.
There's a lot of misinformation on the web and internet forums. One myth is that all thru-hulls should have two clamps. This is untrue. American Boat & Yacht Council (ABYC) standards only recommend two clamps for exhausts and fuel fill systems. That said, you can use two clamps to secure any hose if there is enough space on the fitting so the second clamp won't crush or cut it. (The edges of some hose clamps are sharp.) This can be especially true of T-bar clamps used on exhaust systems that are tightened with a socket wrench. Many of the better clamps have a slightly rounded edge, often referred to as "relieved," to avoid this issue.
In all applications, it's essential to use the right size clamp. One that's too small may barely fit around the hose, or not at all, and won't secure the hose in place. A clamp that's too large, once tightened, will often leave a long tail sticking out that can slice skin or nearby components. Further, a too-large clamp may form a malformed circle, damaging the underlying hose while providing less-than-perfect grip.
To work properly, install hose clamps correctly and carefully. Slide the clamp onto the hose before the hose is pushed onto the barbed fitting. Once the hose is correctly seated, slide the clamp into place over the fitting and tighten. There should be between one-quarter to three-eighths of an inch of hose showing between the clamp and the end of the hose.
In many cases, clamps can be tightened sufficiently using a screwdriver, but many installers prefer using a nut driver as it is less likely to slip. It can be tempting to use a small ratchet, but doing so can easily lead to overtightening, which can damage the hose.
Some larger and more robust hose clamps, like those used on many exhaust systems, must be tightened with a suitable socket and ratchet. These are often T-bar clamps, which, instead of having a worm-type screw and thread, have a threaded stud and cross piece on one end attached via a swivel to the band. The other end passes through another separate bar attached to the other end of the clamp. Tightening the nut on the end of the threaded stud forces the two T pieces toward each other, thus tightening the clamp.
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No matter how good quality a hose clamp is, it can't be expected to work wonders. A common error is where a hose is clamped around a threaded fitting. The clamp may feel like it is holding the hose in place, and may well be, but liquid or, worse still, exhaust gasses can travel down the threads and leak into the boat. Similarly, it's bad practice to connect a hose to a plain pipe, for no matter how much you tighten the hose clamps, there's a good chance that a hose may, over time, work its way off the pipe. Hoses should, in almost every situation, be connected to a barbed fitting that, in concert with properly tightened hose clamp, makes a near-perfect joint.
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Normally 30% deposit in advance. It can be discussed when we have friendly relationship.
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We can produce 200,000 pcs per month, large capacity. Normally, 15 days.
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