Catalina C30 Manual 1989
79
Transcript of Catalina C30 Manual 1989
1.0 INTRODUCTION
1.1 RF.FERENCE DATA SHFFT
2.0 COMlUSSIONING CHF.Cl< LIST
PRE-LAUNCH PROCEDUPE . 2.1 IN THE WATER C}-~F.Cl< LIST· 2.2 2.2.1 ELECTRICAL
2 2 2 PLU~ING
2: :2 : 3 RIGGING AND P-ARDNARF 2.2.4 ENGINF '
2.3 ~AILING CHECl< LIST 2.3.1 FINAL CRECl<
3.0 MAINTF.NANCF GUIDE
PRE-USE MAINTF.NANCE 3.1 MONTHLY MAINTENANCE ~.~ SFASONAL ~I~TFNANCF AND RFPAIR
. FIBERGLASS MAINTEN~lCF AND ~PAIR3.4 3 4 1 FIBERGLASS TOUCH UP •
BOTTOM PAINTING AND PREPARATION3.5 C~3 6 T~Al< MAINTEMAN ~
. SPAR AND ,RIGGING MAINTENANCE 3. 7 SAlt. MAINTENAt-1CE, "'~lING 3.83.9 INfE~IOR CUSHION FABRIC COVER CLEr~'
4.0 YACHT SYSTEMS, D~$CRIPTIONS AND ILLUSTRATIONS
4.1 RIGGING
4';.1.1 STEPPING THE MAST4.1. 2 TUNING THE MAST
.' . 4.1. 3 RIGGING WIRE CHECK LISt:~.~. ".1. 4 SAIL PLAN4.1. 5
SPREADER ASSEMBLY, ALUMINUM4.1.6 INT~RNAL HALYARD MAST HEAD ASSEMBLY4.1. 7 MAIN SAIL REEFING4.1. 8 MAIN SAIL REEFING ASSEM~LY4.1. ·9 INTERNAL OUT HAUL ASS1.MBLY4.1.10 MAINSHEET/TRAVELER AIStMBLY4.1.11 FALYARD ARPANGE~~NT4.1.12
4.1.13 :BOOM VANG AND GOOSENr.CK,ARRANGF.MENTBACK STAY ADJUSTER SYSTZM4.1.1.4' TOPPING LIFT ASSF.~BLY
4.2 ELECTRICAL 4.2.1 BATTERIES 4.2.2 MAIN BATTERY SWITCH 4.2.3 MAIN 'BATTERY SWITCH SCHEMATIC 4.2.4 110 VOLT SYSTEM
4.2.5 110 VOLT SCHEMATIC / 12 VOLT SCHEMATIC
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7
7 7-8
8 8
9
10 10 11
" 12 13-14
15 15
'15-17 17-18
J 8
19 19 21 22 23 24 25 26 27 28 29 30 31 32
33 34 34 34 35
4.3 PLUMBING 4.3.1
4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.3.7
HOT AND COLD PRESSURE SYSTEM PLUMBING SCHEMATIC MANUAL BILGE PUMP SEACOCKS THROUGH HULL LOCATIONS MARINE TOILET OPERATIONS MACERATOR PUMP AND TROUBLE SHOOTING HOLDING TANK AND MACERATOR SCHEMATIC
4.4 AUXILIARY POWER 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.4.8 4.4.9
GENERAL ENGINE INFORMATION SHAFT PACKING GLAND (STUFFING" BOX) SHAFT ALIGNMENT SHAFT ALIGNMENT ILLUSTRATION FUELING FUEL SANITATION FUEL SYSTEM ILLUSTRATION EXHAUST SYSTEM MAINTENANCE ENGINE EXHAUST SYSTEM ILLUSTRATION
4.5 STEERING 4.5.1 EMERGENCY TILLER 4.5.2 EMERGENCY TILLER ILLUSTRATION
4.6 DECK HARDWARE 4.6.1 DECK HARDWARE ARRANGEMENT PLAN
4.7 ACCOMODATION 4.7.1 CABIN ARRANGEMENT 4.7.2 GALLEY STOVE
5.0 DECOMMISSIONING
5.1 RECOMMENDED LIFTING PROCEDURE 5.2 WINTERIZING YOUR ENGINE
6.0 OWNER-USER RESPONSIBILITY
6.1 GENERAL SAFETY TIPS 6.2 REQUIRED SAFETY EQUIPMENT 6.3 SUGGESTED SAFETY EQUIPMENT 6.4 SAFETY PACKAGE, FACTORY OPTION 6.5 ANCHORS, ANCHORING AND MOORING 6.6 LIGHTNING PRECAUTIONS 6.7 FEDERAL REQUIREMENTS FOR RECREATIONAL
USCG BOOKLET (GPO: 19840-418-177) BOATS
36 37 37 38
39-40 40 41
42 43
43-44 45
46-47 47 48
49-50 51
52 53
54
55 S6
57 58-60
61 61-62
62 62-63
63 ~3-6~
EQUIPMENT MANUFACTURER'S ENCLOSURES
1. PEDESTAL STEERING 2. HEADSAIL REEFING 3. PRESSURE WATER PUMP 4. MARINE TOILET 5. COMPASS 6. BATTERIES 7. WINCH MANUALS 8. ENGINE MANUALS 9. KNOT METER
10. GALLEY STOVE 11. FUEL FILTERS 12. BILGE PUMP 13 . GALLEY FOOT PUMP 14. RUNNING LIGHTS
NOTE: SOME MANUFACTURERS ENCLOSURES MAY NOT BE INCLUDED WITH ALL MANUALS, DEPENDING UPON OPTIONAL EQUIPMENT SELECTION.
YACHT NAME
REGISTRATION OR DOCUMENTATION NO.
DATE OF COMMISSIONING
OWNER'S NAME
PORT OF CALL
HULL NUMBER
OWNER'S ADDRESS
,5-3 " DRAFT
STANDARD ._.'.M..•••_.M.._M._ .., " 28-11
LENGTH, OVER ALL
STANDARD RIG
3'·10"..._..•.•...•.......................•...._ .WINGT.o\LL RIG WITH BOW SPRIT _.M .MM__.• 31- 7"
MAST HEIGHT ABOVE OWL DISPLACEMENT
STANDARD RIG _ .._ _ M .._ •• 45.5 FT STANDARD M __ M 102100 Ibs
W tNG .••_ 10300 IbsTALL RIG ~..__ _M _.__..M_M 47.4 FT
BALLAST
STANDARD M._ _M.._ 4200 Ibs
WING _.__••__ M._ __ _ _.._ 4300Ibs
FRESH WATER CAPACITY
PORT TANK M._ M_ M M_._. .M 18 GAL
FORWARD TANK M.•M __..M. 25 GAL HOT WATER HEATER __M __MM 8 GAL
TOTAL __.._M_._M _ 48 GAL
WASTE TANK CAPACITY 17 GAL HEIGHT ON CRADLE 11'- eAl
BEAM _ _.................... 10'-10"
ENGINE SERIAL NUMBER
FUEL CAPACITY 21 GAL
SAIL NUMBER
LENGTH. WATERLINE 25'·0" RADIO TELEPHONE CALL NUMBER
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2.0 COM MIS S ION I N G C H E C K LIS T
2.1 PRE-LAUNCH CHECK:
1. SHAFT TURNS FREELY BY HAND, ZINC COLLAR INSTALLED IF REQUIRED 2. CHECK INTAKE HOSES AND CLAMPS 3. CHECK ALL THROUGH HULL FITTINGS 4. DRAIN PLUGS TIGHT, ENGINE, MUFFLER, AND EXHAUST LINE 5. BOTTOM CLEAN, PAINT OK 6. HULL SIDES CLEAN, GEL COAT OK 7. DECKS CLEAN B. TEAK CLEANED AND OILED 9. INTERIOR FINISHED, OILED, CLEAN
10. CUSHIONS, CARPETING, CURTAINS, CLEAN AND IN PLACE 11. TABLE CONVERTS TO BERTH OK, DINETTE, TRADITIONAL TABLE STOWS 12. HATCH LIDS PRESENT AND FIT OK OK 13. LIFEL~NES AND PULPITS RIGGED AND OK 14. SPREADERS TAPED AND DRILLED AT BASE END,UPPER SHROUD WIRED TO
TIP END ANn TAPED 15. STANDING RIGGING PINNED TO MAST 16. RIGGING LENGTHS VERIFIED WITH CHECK LIST IN KIT 17. MAST AND BOOM INSPECTED: COTTER PINS, SHEAVES, TANGS,
SPREADERS OK lB. MAST LIGHTS CHECKED BEFORE MAST STEPPED 19. CHECK OVER HEAD FOR ELECTRICAL WIRES WHIVH MAY INTERFERE WITH
THE SPACE REQUIRED TO RAISE THE MAST TO ITS FULL UPRIGHT POSITION. IF THERE ARE WtRES OF ANY KIND ANY WHERE NEAR THE BOAT, DO NOT RAISE THE MAST. MOVE BOAT TO ANOTHFR LOCATION AWAY FROM ANY WIRES. CONTACT WITH WIRES CAN BE FATA
2.1 IN WATER CHECK:
2.2.1 ELECTRICAL: 1. ELECTRICAL EQUIPMENT OPERATIONAL:
RUNNING CABIN BOW ANCHOR SPREADFRS -PRESSURE- WATER MACERATOR PUMP MASTFR
2 . SHORE POWER OUTLET OK 3. CHECK BATTERY SWITCH #1 '2 OK 4. CHECK BATTERY FLUID LEVF-r- -- 5. CHECK BATTERY TERMINAL FOR TIGHTNESS
2.2.2 PLUMBING:
1. NO LEAKS AT THRU HULL FITTINGS WITH SEACOCKS OPEN 2. FILL ALL WATER TANKS ~. CHECK ALL WATER TANKS
. TEST ALL FAUCETS AND FOOT PUMPS FOR LEAKS ~. CHECK FOR LEAKS AT SINK DRAIN, SINK DRAINS OK 7· PUT WATER IN ICE BOX AND CHECK FOR PROPER DRAINAGE B· CHECK BILGE PUMP OPERATION, f~NDLE PRESENT
. CHECK HEAD BY FLUSHING AND PUMPING l~· CRECK SHOWER SUMP DRAIN LINE
. CHECK HOLDING TANK, PUMP VENT AND FITTING
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2.0 COMMISSIONING CHECK LIST (CONTD):
11. CHECK HEAD AND PUMP HANDLE FOR LEAKS 12 . MAIN HATCH NO LEAKS, SLIDES FREELY, HATCH BOARD FITS OK 13.--- CABIN WINDOWS HOSE TESTED FOR LEAKS 14. ANCHOR LOCKER DRAIN OK, NO LEAKS AT BOW LIGHTS 15. STOVE OPERATES OK: CHECKS, TANK, FUEL LINE, BURNER, AND OVEN
2.2.3 RIGGING AND HARDWARE: 1. MAST STEPPED 2. PIN, TAPE, AND TUNE STANDING RIGGING 3. - BACKSTAY ADJUSTER, WHISKER POLE, SPINNAKER GEAR, BOOM VANG 4. ---BLOCKS, CARS, CLEATS RIGGED OK 5. === TEST ALL WINCHES, WINCH HANDLES PRESENT
2.2.4 ENGINE: 1. NO LEAKS: SHAFT, RUDDER, STUFFING BOX, OR SHAFT LOG 2. SHAFT, DIMPLED FOR SET BOLTS AT COUPLING; BOLTS WIRED AND
COUPLING SECURED 3. WITH FUEL TANKS FULL, NO LEAKS AT FILL PIPES, OVERFLOW VENT,
OR ANY FUEL ~INE CONNECTIONS 4. WITH COUPLING DISCONNECTED, ENGINE AND SHAFT ALIGNMENT OK
RECHECK ALIGNMENT AFTER RIGGING TUNED 5. TRANSMISSION OIL LEVEL OK 6. CRANK CASE OIL LEVEL OK 7. FUEL VALVES OPEN, BLEED AND PRIME LINES IF DIESEL ENGINE 8. CHECK THAT SHAFT IS COUPLED AND ALIGNED TO .003 MAXIMUM
TOLERANCE 9. ENGINE WIRE OK, CONNECTIONS TIGHT 10. THROTTLE CONTROL CABLE TRAVEL AND BRACKETS OK 11. CLUTCH CONTROL CABLE TRAVEL AND BRACKETS OK 12.--- START ENGINE 13.--- EXHAUST WATER FLOW OK 14. NO LEAKS IN FUEL LINES AT FITTING, FUEL FILTER, FUEL PUMP,
OR CARBURETOR 15. NO ENGINE OR OIL LEAKS 16.--- IDLING SPEED SET R.P.M. 's 17.--- CHECK CHOKE OPERATION, CHECK SHUTOFF CABLE FOR DEISEL ENGINE 18. CHECK FOREWARD AND REVERSE SHIFTING 19. CHECK ENGINE INSTRUMENTS FOR OPERATION, TACHOMETER FOR
CALIBRATION 20. RUN IN GEAR FOR TEN (10) MINUTES 21.--- RECHECK PACKING GLAND AFTER ENGINE ST0PS 22.- BILGE BLOWER AND VENT SYSTEM OK
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2.0 COMMISSIONING CHECK LIST (CONTD):
2.3 SAILING CHECK LIST:
1. TILLER MOVES FREELY, 45 DEGREES EACH SIDE OF CENTER LINE, MIN. 2. PEDESTAL STEERING OPERATION OK, COMPASS OK 3. SAILS AND HALYARDS OK 4. BOAT PERFORMANCE UNDER POWER AND SAIL OK
2.3.1 FINAL CHECK: 1. ALL ACCESSORY EQUIPMENT OPERATES OK 2. ALL BOAT, ENGINE, AND ACCESSORY LITERATURE, AND/OR MANUALS
ABOARD 3. WARRANTY CARDS COMPLETED AND MAILED, OWNER REGISTRATION CARD
--- ATTACHED, OWNER INFORMED OF WARRANTY RESPONSIBILITIES 4. ENGINE WARRANTY CARD COMPLETED AND MAILED
3.0 MA I N TEN A N C E G U IDE
3.1 PRE-USE MAINTENANCE:
RIGGING: 1. INSPECT TURNBUCKLE- TIGHTEN IF NECESSARY. 2. INSPECT CLEVIS PINS AND COTTER PINS. 3. VISUALLY INSPECT SPREADER TIPS AND OTHER AREAS WHERE SAILS MAY
CHAFE DURING SAILING, REPLACE TAPE AS NECESSARY. 4. HALYARDS FREE AND NOT TANGLED. 5. INSPECT MAST HARDWARE ATTACHMENT BOLTS, TIGHTEN AS REQUIRED.
HULL AND DECK INSPECTION: 1. TILLER MOVE FREELY, PEDESTAL STEERING OK, RUDDER POST PACKING GLAND. 2. BILGES AND COMPARTMENTS ARE DRY. 3. THRU HULL VALVES, HOSES, AND CLAl1PS, OK. 4. CHECK RUNNING LIGHTS.
ENGINE: 1. CHECK ENGINE OIL AND FUEL LEVELS. 2. PACKING GLAND OK, COOLING WATER INTAKE VALVE OPENS AND CLOSES OK. 3. THROTTLE SHIFT OK. 4. BLOWER SYSTEM. 5. CHECK BILGE AREAS FOR FUEL BEFORE STARTING ENGINE.
3.2 MONTHLY MAINTENANCE:
RIGGING: 1. INSPECT CHAIN PLATES, FASTENINGS, AND BOLTS, TIGHTEN AS NECESSARY. 2. INSPECT BLOCKS, SHACKLES, COTTER PINS. 3. CHECK RIGGING TUNE, TIGGING WIRE CONDITION. 4. CHECK TURNBUCKLES AND LOCKING PINS.
HULL AND DECK: 1. CHECK COCKPIT DRAINS, CLEAR DEBRIS. 2. INSPECT HULL VALVES, OPEN AND CLOSE FREELY. 3. WINCHES TURN FREELY, LUBRICATE AS PER MANUFACTURE'S RECOMMENDATIONS. 4. CLEAN AND OIL EXTERIOR TEAK AS NECESSARY. 5. CLEAN AND WAX GEL COAT SURFACES AS NECESSARY.
ENGINE: 1. CHECK OIL AND FLUID LEVELS. 2. BATTERY: CHECK FLUID LEVELS AND TIE DOWNS. 3. TIGHTEN ALL BOLTS AND NUTS TO PROPER TORQUE. 4. CHECK FUEL TANK FITTINGS, AND HOSE CLAMPS. 5. DISASSEMBLE AND INSPECT COOLING SYSTEM ANTI-SYPHON (LOCATED UNDER
GALLEY COUNTER NEAR SINK).
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3.0 MAINTENANCE GUIDE (CONTD)
3.3 SEASONAL MAINTENANCE:
RIGGING: 1. MAST HEAD PINS AND SHEAVES TURN FREELY. 2. HALYARDS AND NICROPRESS FITTINGS ARE IN GOOD CONDITION AND ARE
TAPED. 3. SPREDERS TIPS AND BASES, AND MAST FITTINGS. 4. ALL SHROUD TERMINATIONS AND SWEDGED FITTINGS. 5. GOOSENECK ASSEMBLY AND BOOM ASSEMBLY. 6. MAST, BOOM, AND SPREADERS CLEANED AND WAXED.
HULL, DECK, AND CABIN: 1. ALL CHAINPLATES AND THRU BOLTS TIGHT. 2. DISASSEMBLE WINCHES AND LUBRICATE BEARINGS AND PAWLS. 3. ELECTRICAL SYSTEM AND BATTERY TIE DOWNS, COAT TO PREVENT CORROSION,
AND TERMINAL CONNECTORS. 4. DRAIN AND FLUSH FRESH WATER SYSTEM. S. CHECK HEAD AND ANTI-SIPHON VALVE IN TOILET. 6. HATCH GASKETS, AND HOLD DOWN DOGS. 7. BOTTON, KEEL, AND RUDDER CONDITION. 8. LIFELINES, STANCHIONS, AND PELICAN HOOKS.
ENGINE: 1. CHECK SHAFT ALIGNMENT, REPACK STUFFING BOX IF NECESSARY. 2. CLEAN MOTOR THOROUGHLY. 3. INSPECT FUEL SYSTEM. 4. TUNE ENGINE AS PER MANUFACTURERS RECOMMENDATIONS.
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3.0 MAINTENANCE GUIDE (CONTD)
3.4 FIBERGLASS MAINTENANCE AND REPAIR:
ONE OF THE MAJOR BENEFITS OF A FIBERGLASS BOAT IS THE ELIMINATION OF MAINTENANCE CHORES REQUIRED BY OTHER MATERIALS. YOU HAVE ONLY THREE RELATIVELY EASY MAINTENANCE RULES TO FOLLOW TO KEEP YOUR BOAT LOOKING LIKE NEW.
1. EACH YEAR CLEAN, BUFF, AND WAX THE EXTERIOR OF THE BOAT.
2. TOUCH UP AND PATCH SCRATCHES, SCARS, AND SMALL BREAKS.
3. REPAIR ANY MAJOR BREAKS AS SOON AS POSSIBLE TO AVOID ADDITIONAL DAMAGE TO THE HULL OR DECKS.
MOST FIBERGLASS BOATS ARE MANUFACTURED OF TWO "LAYERS" OF MATERIAL, PERMANENTLY BONDED TOGETHER BY A CHEMICAL REACTION. THE OUTSIDE SURFACE IS FORMED BY A COLORED GEL COAT. THIS IS A SPECIAL RESIN MATERIAL CONTAINING CONCENTRATED COLOR. IT PROVIDES A SMOOTH, FINISHED SURFACE.
THE SECOND "LAYER" IS MADE UP OF POLYESTER RESIN REINFORCED WTTH LAMINATIONS OF FIBER GLASS MAT, CLOTH, OR WOVEN ROVING. _BOTR_ THE' GEL COAT AND POLYESTER RESIN ARE "CURED" BY A CHEMICAL CATALYST WHICH CAUSES THEM TO FORM A HARD, STRONG MASS THAT IS HIGHLY RESISTANT TO IMPACT AND DAMAGE.
AFTER SAILING, A GOOD HOSING DOWN WITH FRESH WATER AND A MILD DETERGENT WILL KEEP YOUR BOAT SPARKlING FRESH AND CLEAN. THE NON-SKID SURFACES MAY NEED TO BE SCRUBBED WITH DETERGENT. SMOOTH GLASS AREAS MAY BE POLISHED WITH LIQUID WAX OR ANY GOOD FIBERGLASS WAX TO ADD EXTRA LUSTRE. IN THE CASE OF OLDER BOATS, WHERE SOME FADING OF THE GEL COAT HAS OCCURRED, THE SURFACE SHOULD BE BUFFED WITH POLISHING COMPOUND AND THEN WAX FINISHED.
WHEN BUFFING THE BOAT TO RESTORE ITS FINISH, CARE SHOULD BE TAKEN NOT TO CUT THROUGH THE GEL COAT SURFACE. THIS IS ESPECIALLY TRUE ON CORNERS AND EDGES OF THE HULL. A POWER BUFFER MAY BE USED OR THE WORK DONE BY HAND, USING A LIGHTLY ABRASIVE RUBBING COMPOUND SUCH AS MIRRO GLAZE NO. 1 FOR POWER BUFFERS, OR DUPONT NO. 7 FOR HAND BUFFING. ANY HIGH OUALITY PASTE WAX MAY BE USED AFTER BUFFING.
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3.4.1 FIBERGLASS TOUCH UP AND REPAIR
-atches. ShIlllow Nicki. Gouges. Small Holes t do not penetrate through the hull)
These repairs are easy because only the surface of the boat is da· maged. They fall into two categories: (1) damage to the gel coat colored outer surface. and (2) holes or gouges that are deep enough to penetrate the fiber glass reinforced area of the boat. The repair opera· tions are similar.
For damage to the gel coat surface, you will need a small can of gel coat, of the same color as your boat, and a small amount of catalyst. For deeper holes or gouges (1/S" or more) you will also need some short strands of fiber glass which can be trimmed from fiber glass mat or purchased in the form of "milled fibers." These materials can be purchased from your dealer.
(1) Be sure the area around the damage is wiped clean and dry. Remove any wax or oil from the inside of the hole or scratch.
(2) Using a power drill with a burr attachment. roughen the bottom and sides of the damaged area and feather the edge surrounding the scratch or gouge. Do not "undercut" this edge. (If the saatch or hole is shallow and penetrates only the color gel coat. skip to step No. S.)
(3) Into a jar lid or on a piece of cardboard. pour a small amount of gel coat ... just enough to fill the area being worked on. Mix In equal amount of milled fibers with this gel coat. using I putty knife or small flat stiCk. Then add two drops of catalyst. using an eyedropper for accurate measurement. For a half-dollar-size pile of gel COlt. this amount of catalyst will give you 15 to 20 minutes working time before it begins to "gel". Carefully cut the catalyst into the gel coat and mix thoroughly.
(4) Work this mixture of gel coat. fibers and catalyst into the damaged area, using the sharp point of a putty knife or knife blade to press it into the bottom of the hole and to puncture any air bubble which may occur. Fill the scratch or hole above the surrounding undamaged area about 1/16".
(5) Lay a piece of cellophane or waxed paper over the repair to cut off the air and start the "cure."
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(6) After 10 or 15 minutes the patch will be partially cured. When it feels rubbery to the touch, remove the cellophane and trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow to cure completely (30 minutes to an hour). The patch will shrink slightly below the surface as it cures.
(7) Again use the electric drill with burr attachment to rough up the bottom and edges of the hole. Feather hole into surrounding gel coat. do not undercut.
(8) Pour out a small amount of gel coat into a jar lid or on cardboard. Add a drop or two of catalyst and mix thoroughtly. using a cutting motion rather than stirring. Use no fibers.
(9) USing your finger tip or the tip of a putty knife. fill the hole about 1/16" above the surrounding surface with the gel coat mixture.
11. Immediately after trimming. place another small amount ot gel coat on one edge of the patch and cover with cellophane. Then, using a rubber squeegee or back of the razor blade, squeegee level with area surrounding the patch. Leave cellophane on patch for 1 to 2 hours, or overnight, for a complete cure.
12. USING A SANDING BLOCK, sand the patched area with 600 grit WET sandpaper. Finish by rUbbing or buffing with a fi!1~
rUbbing compound. Some slight color difference may be observed. Weathering will blend touch-up. if properly applied.
1O. Lay a piece of cellophane over the patch to start the curing process. Repeat step 6, trimming patch when partially cured.
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3.0
3.5
3.6
3.7
MAINTENANCE GUIDE (CONTD)
BOTTOM BARRIER COATING AND PAINT PREPARATION:
IT IS RECOMMENDED THE UNDERWATER SURFACES BE COVERED WI AN EPOXY BARRIER COAT TO PREVENT WATER PE~ETRATION INTO THE GEL COAT. BARRIER COATINGS ARE AVAILABLE FROM SEVERAL PAINT MANUFACTURERS, AND THEIR RECO~1ENDATIONS SHOULD BE CAREFULLY FOLLOWED FOR A SUCCESSFUL APPLICATION.
FOR THOSE OliNERS WHO APPLY A~~I-FOULING PAINT THEMSELVES, IT SHOULD BE NOTED THAT MOST BRANDS REQUIRE A: UNDERWATER FIBERGLASS SURFACES TO BE VERY CAREFULLY SANDED AND PRIMED I~~DIETLY
PRIOR TO THE FIRST APPLICATION ON A NEW BOAT. IN ANY EVENT, THE INSTRUCTIONS OF THE MANUFACTURER OF THE PAINT USED ~HOULD
BE FOLLOWED.
ANTI-~OULING PAINT SHOULD BE APPLIED TO THE ROTTO~ OF YOU~
CATALINA 30, IF IT IS TO BF MOORED IN EITRER ~RE~P OR SALT WATER FOR ANY LE~~TH OF TIME. THEP~ ARE ~~TY RRANDS AVAILABLE. ANTI-FOULING PAINT PREVENTS THE GRm~H O~ ALGAE, BARNACLFS, AND OTP.ER FOULING ORGANIS~S ON UNDERWATER SURFACFS. BEFORE APPLYING BOTTOM PAINT, THE BOTTOM SHOULD BE THOROU~HLY CLFANED WITP A SOLVENT TO REMOVE ANY WAX.
TEAK MAINTENANCE:
WOOD TRIM AND PARTS-MOST EXTERIOR WOOD IS TEAK AND CAN BE KEPT LOOKING GOOD BY OCCASIONAL OILING WITH TEAK OIL.
SHOULD THE TEAK BECOME WEATHERED, CLEANING AND BLEACHING WITH A CO~~RCIALLY AVAILABLE TEAK CLEANER AND BLEACH WILL RESTORE THE COLOR OF THE WOOD. THEN OIL THE WOOD WITH A GOOD GRADE TEAK OIL TO RESTORE THE GOLDEN COLOR OF THE TEAK. DO NOT USE WIRE OR HARD BRISTLE BRUSHES ON THE WOOD, AS THIS WILL REMOVE THE SOFTER WOOD BETWEEN THE ANNUAL RINGS AND LEAVE A ROUGH SURFACF.
SPAR AND RIGGING MAINTENANCE:
STANDING RIGGING: YOUR BOAT IS EQUIPPED WITH STAINLESS STEEL STANDING RIGGING, DACRON RUNNING RIGGING, TO GIVE YOU YEARS OF TROUBLE FREE SERVICE. HOWEVER, -DO TO NORMAL WEAR AND TEAR, IT IS RECOMMENDED THAT A PERIODIC INSPECTION BE MADE ON ALL FITTINGS AND WIRE. TURNBUCKLES SHOULD NEVER BE NEGLECTED AND SHOULD BE UNSCREWED FROM TIME TO Tltm IN ORDER THAT THEY DON'T SIEZE. EVERY THREE MONTHS SHOULD BE ABOUT RIGHT FOR THE AVERAGE SAILOR. A SLIGHTLY BENT TURNBUCKLE SHAFT OR BROKEN WIRE IN ~OUR SHROUDS SHOULD BE REPLACED IMMEDIATELY.
UNDER MOST CONDITIONS, 1 X 19 STANDING RIGGING FAS A SAFE t1~'?ORKING"
LIFE SPAN OF APPROXI.MATELY FIVE YEARS: SEVEN YEARS UNDER IDEAL CONDITIONS. FACTORS WHICH REDUCE THE LIFE OF THE WIRE ARE ENVIROMENTAL FACTORS SUCH AS HIGH HUMIDITY (FLORIDA, THE CARIBBEAN, AND GULF STATES): HIGH SALINITY (GREAT LAKE, GULF STATES, OR MOORING NEAR A SEA WALL WITH CONSTANT SALT SPRAY); EXTREMES IN TEMPERATURE: AND INDUSTRIAL POLLUSTION (PULP MILLS, GENERATING PLANTS, ACtD RAIN, AND SMOG). HIGH LOADING OF THE RIGGING AS
3.0 MAINTENANCE GUIDE (CONTD)
REQUIRED IN MOST RACING BOATS ALSO INDUCES STRESS IN THE RIGGING SYSTEM. MANY OF US HAVE TO DEAL WITH AT LEAST ONE OF THESE CONDITIONS AND SHOULD CONSIDER REPLACING STANDING RIGGING AT THE FIVE YEAR LIMIT.
UNLIKE RUNNING RIGGING WIRE ROPE, WHICH GIVES US CLEAR SIGNS THAT IT IS DETERIORATING BY BROKEN STRANDS AND "MEAT HOOKS", STANDING RIGGING MAY GIVE NO SIGN THAT FAILURE IS IMMINENT. THE USUAL POINT OF FAILURE OF STAY OR SHROUD IS APPROXI~ATELY
1/4" INSIDE THE BOTTOM SWEDGED THREADED STUD FITTING WHICH THREADS INTO THF. TURNBUCKLE BARREL.
ALTHOUGH THE STUD IS COMPRESSED AROUND THE WIRE DURING THE SWEDGING PROCESS, SALT WATER AND POLLUTANTS WORX DONN INTO THE TINE CAVITIES BETWEEN THE WIRE STRANDS AND THE INEVITABLE CORROSIVE PROCESS STARTS IN THE CREVICE THE FIRST TIME THF RIGGING BECOMES WET WITH SALT WATER.
A COMMON METHOD OF VISUALLY MONITORING SWEDGE FITTING CONDITIONS EMPLOYED BY DISTANT RACERS AND CRUISERS IS TO DAB A SMALL RING OF ENAMEL PAINT AROUND THE JOINT BETWEEN THE WIRE AND THE SWEDGE FITTING. THIS WILL HELP PROVIDE A MEANS TO SEE IF THE WIRE IS PULLING OUT OF THE FITTING.
ANOTHER TECHNIQUE USED TO CHECX THE CONDITION OF SWEDGE FITTINGS IS A "DIE PENETRANT" TEST. THIS SIMPLE TEST WILL DETECT ANY CRACKS WHICH MAY DEVELOP IN THE FITTINGS DUE TO INTERNAL PRESSURE FROM THE CORROSIVE PROCESS. INEXPENSIVE DIE TEST XITS USUALLY ARE AVAILABLE AT MOST WELDING SUPPLY STORES. DIE TESTS USUALLY ARE NOT REQUIRED BY WEEXEND SAILORS, BUT MAY BE DO~E BEFORF. AN EXTENDED CRUISE OR OCEAN PASSAGE IF ANY DOUBT ABOUT TFE INTEGRITY OF THE RIGGING EXISTS.
ALL STAINLESS STEEL WIRE ROPE RIGGING WILL DEVELOP SOME RUST FILM WHEN NEW.THIS IS NORMAL.
THE RUST IS CAUSED BY TWO FACTORS. WHF.N WIRE ROPE IS MANUFACTURED, THE WIRE STRANDS ARE FED OVER STEEL ROLLERS DURING THE PROCFSS OF TWISTING OF LAYING THE WIRE. TRACE AMOUNTS OF THE~FERnOUS STEEL FROM THE ROLLERS AND DIES ARE TRANSFERRED TO THE WIRE STRANDS. AS THIS SMALL AMOVNT OF STEEL RUSTS IT CAUSES A FILM ON THE NEW WIRE.
THE SECOND CAUSE OF THE RUST FILM ON N~4 WIRE ROPE IS TEE MICROSCOPIC VEINS OF FERROUS MATERIAL WHICH EXIST IN ALL STAINLESS STEEL. AFT~R A PERIOD OF TUn:, AS TP.E SURFACE MATF.RIAL VEINS ARE DEPLETED, AND THE STAINLESS STEEL P~S BEEN CLEANED SEVERAL TIMES, NEW RUST FILM DEVELOptmNT WILL SLOW TO A MINIMUM.
FOR THE AVERAGE SAILOR, THE BEST INSURANCE AGAINST A RIGGING FAILURE IS A PERIODIC (EVERY SIX MONTHS IS RECOMMENDED) INSPECTION OF ALL RIGGING PARTS, INCLUDING TURNBUCXLES, AND REPLACEMENT OF STANDING RIGGING AS REQUIRED.
16
3.0 MAINTENANCE GUIDE (CONTD)
FITTINGS:
MARINE FITTINGS TODAY NEED LITTLE MAINTENANCE. DECK HARDWARE SHOULD BE HOSED DOWN WITH FRESH WATER AFTER EACH SAIL IN SALT WATER. STAINLESS STEEL FITTINGS SUCH AS PULPITS AND LIFELINE STANCHIONS SHOULD BE CLEANED AND WAXED PERIODICALLY TO MAINTAIN THEIR APPEARANCE. WINCHES REQUIRE OCCASSIONAL CLEANING AND LUBRICATION; liHERE POSSIBLE, A MAINTFNANCE BROCHURE FOR YOUR WINCHES HAS BEEN INCLUDED IN THIS MANUAL. MASTHEAD FITTINGS, HALYARD SHEAVES, ETC., SHOULD BE INSPECTED, CLEANED, AND LUBRICATED PERIODICALLY. KEEP YOUR EQUIPMENT CLEAN OF DIRT AND SALT.
SPARS:
LI~E ALL OTHER FITTINGS, MAST AND BOOMS SUFFER FROM SALT WATER, AIR AND SPRAY. THESE SHOULD BE KEPT WAXED WHERE POSSIBLE, AND AT LEAST ALWAYS HOSED DOWN WITH FRESH WATER. ALWAYS SEE THAT THE HALYARDS ARE TIED OFF AWAY FROM THE MAST. THIS WILL ELIMINATE SLAPPING IN THE WIND, AND SUBSEQUENT MARY.ING OF THE ~~ST.
FIND A HIGH PRESSURE NOZZLE AND SHOOT FRESH WATER TO THE TOP OF THE MAST AND SPREADERS. THIS WILL HELP KEEP YOUR SAILS CLEAN TOO, AS THEY RUB ON THE HAST AND SPREADERS.
INSPECT SPREADERS AND SPREADER BRACKETS FOR SIGNS OF FATIGUE. SEE THAT ENDS OF SPREADERS ARE WIRED AND WELL COVERED WITH TAPE TO PREVENT WEAR ON THE SAILS.
3.8 SAIL MAINTENANCE:
SAILS ~HOULD NEVER BE PUT AWAY ~~T. I~ ~HEY ARE WFT AFTF.R SAILING, LEAVE THEM LOOSE IN BUNDLES AND nRY THEM AT YOUR FIRST OPPORTUNITY.
FOR MO~T PROBLEMS SUCH A~ COK~ON DIRT, DPIED OR CAKED ~'L~,
ETC., TRY SCRUBBING THE SURFACF ~ITR A SOFT BRI~TLF.n BRUSH AND LlnUID DFTERGENT. AVOID FARS~ Po~mER DFTFRGFNTS AND S71FF BRU~HES, AS TFFY MAY DAMAr,F TRF FINI~F OR ~TI~C~IN~.
THIS APPROACH SHOULD WORK NICFLY FOR MOST A~~LICATIONS.
MORE SFVERE STAINS CA~ BF TACKEN CARF OF ~Y THP. FOLLOWINr,: * IMPORTANT: FOR'WHiTE SAILS ONLY!
BLOOD: SOAK THE STAINED PORTION FOR 10-20 ~INUTES IN A SOLUTION OF BLEACF (CLOROX) AND WA~~ WATF.R. GENFRALLV 10 PARTS WATER TO 1 PA-~T BLEACH. SCRUB AND REPFAT I~ NECESSAY. RINSE THOROUGHLY, PARTICULARLY NYLON, ANn DRY COMPLF.TEI.Y.
OIL, GREASE, TAR A~D 'iAX: WARM WATFoR, SOAP AND EL~O~ GRFASF. SEEM TO BE EFFECTIVE. ON HARD STAINS, PROPRIETY STAIN REMOVFR AND DRY CLEANING FLUID~ SHOULD DO THE TRICK. ~F. CAREFUL TO RE~OVE ALL FLUIDS. AS THEY CAN SOFTEN THE VARIOUS RESINATED COATINGS ON SAILCLOTH.
17
l.O ~~INTENANCE GUIDE (CONTD)
RUST AND METALLIC STAINS: THESE TYPES OF STAINS ARE VERY OFTEN THE MOST FRUSTRATING AND DIFFICULT TO REMOVE. FIRST SCRUB WITH SOAP AND WATER, AND APPLY ACETONE, M.F.K., OR ALCOHOL. AS A LAST RESO~T, YOU MIGHT TRY A DILUTED MIXTURE (S\) OF OXALIC SOAKED FOR lS-20 minutes. hydrochloric acid, 2 PARTS TO 100 IN WARM WATER, WILL ALSO WORK.
MILDEW: HOT SOAPY WATER WITH A LITTLE BLEACH WILL GENERALLY PREVAIL. AFTER SCRUBBING, LEAVE THE SOLUTION ON THF FABRIC FOR A FEW MINUTES AND RINSE THOROUGHLY. WHEN USING A BLEACH, A RESIDUAL CHLORINE SMELL MAY BE PRFSENT AFTER RINSING. A 1\ SOLUTION OF THIOSULPHATF. (PHOTOGRAPHER'S P.YPO) SHOULD REMOVE ALL CHLORINE TRACES. HERE AGAIN, RINSE AND DRY WELL.
PAINT AND VARNISH: ACETONE AND M.E.K. SHOULD REMOVE MOST COMMON PAINT AND STAINS. VARNISH CAN BE EASILY RFMOVED WITH ALCOHOL.
TEMPERKOTE OR MYLAR SAILS ARE STILL NEW AND EXPERIMENTAL. AT THIS POINT IN TIME, AVOID MOST SOLVENTS, AS THEY CAN DAMAGE THF FABRIC OVER A PERIOD OF TIME. SOAP AND DILUTED BLEACHES SHOULD TAKE CARE OF MOST STAINS.
GENERALLY SPEAKING, USE ALL SOLVENTS WITH CARE. ALWAYS RINSE AND DRY THOROUGHLY. IT SHOULD BE EMPHASIZED THAT NYLON RIPSTOP SPINNAKER FABRICS ARE LESS DURABLE AND MORE SENSITIVE THAN THFIR POLYESTER COUNTERPARTS. BLEACHES AND SOLVENTS CAN RUIN NYLON IF NOT USED PROPERLY.
FOLLOW THE ABOVE GUIDELINES, TAKE YOUR SAILS INTO YOUR SAILMAKER FOR PERIODICAL INSPECTION, AND I'M SURE YOU WILL HAVE MANY EFFECTIVE SEASONS OF RACING AND CRUISING PLEASURE .
. 9 INTERIOR CUSHION, FABRIC COVER:
CLEANING:
1. REGULAR VACUM CLEANING OR BRUSHING IN THE DIRECTION OF THE PILE WITH A SOFT BRUSH.
2. STAINS SHOULD, IF POSSIBLE, BE REMOVED AT ONCE WITH A DAMP CLOTH. DO NOT ALLOW STAINS TO HARDEN AND AGF..
3. GREASY STAINS CAN BE REMOVED WITH ORDINARY CLEANING FLUID.
4. FOR OVERALL CLF.ANING, USE COMMERCIAL TYPES OF UPHOLSTERY SHAMPOO USING ONLY THE FOAM TO PROTECT THE BACK PADDING FROM MOISTURE. AFTER A MINUTE OR SO, REMOVE FOAM, AND WHEN DRY, VACUM OR BRUSH IN THE DIRECTION OF THE PILE.
S. DO NOT USE HEAT SUCH AS AN IRON OR STEAM.
18
3.9.1 CURTAINS:
W-dEN CURTAINS BECOME SOILED, DO NOT HAND OR MACHINE WASH, FOR IT WILL WEAKEN THE MATERIAL. DRY CLEANING IS THE RECOMMENDED PROCEDURE FOR THE REMOVAL OF ANY DIRT OR STAINS.
4.0 Y A C H T S Y S T EMS
4.1 RIGGING:
4.1.1 STEPPING THE MAST:
1. BEFORE STEPPING THE ~~ST CHECK ALL STANDING RIGGING LENGTHS ~qAINST TH~ CHEr.KLIST O~ ~A9E 21.
2. CHECK ALL MAST LIGHT WIRING, BE SURE THE MASTHEAD ANCHOR LIGHT, STEAMING LIGHT AND DECK LIGHT FUNCTION, THE WIRES EXITING AT THE BASE OF THE SPAR SHOULD BE TAPED UP TO PREVENT DAMAGE WHEN THE SPAR IS SET ON THE STEP.
3. PREPARE TO STEP THE MAST IN THE FOLLOWING SEQUENCE: a) CHECK ALL RIGGING LENGTHS & INSPECT ALL END FITTINGS b) ATTACH ALL SHROUDS, FORESTAY & BACKSTAY. TAPE CLEVIS
PINS & SPREADER TIPS, CHECK ALL HALYARDS & TAPE TO MAST. e) CHECK MAST WIRING' MAST LIGHT WIRING AT MAST STEP. d) SLIDE MAST COLLAR BOOT OVER BOTTOM END OF MAST & TAPE TO
MAST NEAR GOOSENECK. e) RAISE MAST & GUIDE THROUGH DECK. f) BEFORE MAST CONTACTS MASTSTEP CASTING, SLIDE TIE DOWN
PADEYE INTO SAIL TRACK ON THE AFT SIDE OF THE MAST. g) ATTACH SHROUDS, FORESTAY AND BACKSTAY. h) INSERT MAST WEDGES BETWEEN COLLAR & MAST, TO CENTER MAST
IN COLLAR. (4) WEDGES PROVIDED i) INSTALL MAST BOOT OVER DECK COLLAR & CAULK WITH SEALANT. j) MAKE ELECTRICAL CONNECTIONS AT BASE OF MAST FOR MAST
LIGHTS & CHECK CIRCITS. k) RUN HALYARDS THROUGH TURNING BLOCKS AT DECK COLLAR. ~) TUNE RIGGING AT DOCK & WHEN UNDER SAIL.
4 • 1 • 2 TUJU~~C 'J'HE MAST:
YOUR MAST IS HELD ALOFT BY THE STANDING RIGGING ( FORESTAY, BACKSTAY, UPPER SHROUDS, FORE AND AFT, LOWER SHROUDS). THB TER!-1 "TUNING" REFERS TO ADJUSTMENT OF THR STANDING RIGGING SO THAT THE f-iAST REM.AINS "IN COLUMN" (NOT BENT) WHEN UNDER LOAD, THIS IS ACCOMPLISHED BY FOLLOWING THE PROCEDURE OUTLINED BELOt-1:
AT THE DOCK
1. AD:UST FORE STAY AND BACKSTAY SO T~AT THE MAST IS STRAIGRT UP AND DOvm. TIE A BOLT TO 6 TO 7 FOOT LONG PIECF OF LIGHT LINE TO MAKE A QUICK PLUMB ROB, AND TAPE TFF FRFF. END OF THE LINF. TO THE FRONT OF THF. MAST AS HIGH TJP AS YOU CAN REACH. THIS D~.TISE WILL HELP YOUR TO DETERMINF IF THE MAST IS PERPENDICULAR OR NOT. OTHERt~ISF, 5IGRT YOUR ~AST WITH TFF CORNER OF A BUILDING.
19
2. ADJUST THE UPPER SRROUDS SO THAT THE MAST IS STRAIGHT UP AND DOWN A~~ARTHSHIPS. THAT IS, FROM SIDE TO SInF AS OPPOSED TO BOW AND STERN.
3. THE UPPER SHROUDS SHOULD BE FIRM BUT NOT BAR TIGHT. A SO POUND PUSH SHOULD DEFLECT THF. UPPER SHROUD ABOUT 1" AT SHOLDER HEIGHT.
4 • THE LOWER SHROUDS (4 OF THEM) SHOULD BE ADJUSTED SO TF~T THEY ARE LOOSER THAN THE UPPER SP.ROUD~. WHILE AT DOCK, THEY SHOULD HAVE NO SLACK, BUT NO TENSION EITHER. NO LOt'7ER SHROUD , WHFN PUSHED, SHOULD DEFLECT THE MJl.ST MORE THAN ANY OTHER SHROUD WHF:N PUSHED EOUALLY HARn. IF THIS CAN'T BE ACHIEVED, TFE UP~ER SHROUDS ARE TOO TIGHT. BACK OFF ONE PALF TURN AT A TIMF. OF THE UPPER SHROUD TURNBUCKLES UNTIL THE TENSION ON THE LONEP. SHROUDS IS BROUGHT INTO RALANCE.
UNDER SAIL
THE OBJECT OF FINE TUNING IS TO HAVE THE HAST "IN COLm~N" (NOT BENT FORE OR AFT OR ATHWARTSHIPS) WHENSAILIN~ IN CONDITIONS TYPICAL FOR YOUR AREA. THIS IS ACCOMPLISHED THROUr,H ADJUSTMENTS TO THE LOWER SHROUD TURNBUCKLES. HERE ARE SOME POINT~ TO LOOK FOR: 1. WHEN SAILING ON PORT TACY., SIGHT UP THE t~ST FROM THE BASE. IF THE HIDDLE( WHERE THE SPREADERS ARE) IS SA~~ING TO LEEWARD, TAKE UP EQUALLY ON BOTH PORT LOWER SHROUDS UNTIL THE l1AST IS IN "COLUl1N". REPEAT THIS PROCEDURE ON STARBOARD TACK.
2. IF, WHEN SIGHTING UP THE !~ST l~ILE ON PORT TACK, THE MIDDLE IS BENT FORWARD (BUT NOT TO LEEWARD) TAKE UP A TURN ON THE PORT AFT LOWER SHROUD AND LET OUT A TURN ON THE PORT FORWARD LOWER SHROUD TURNBUCKLE. REVERSE THESE ADJUSTtmNTS IF THE HIDDLE OF THE MAST IS AFT OF THE "IN COLUMN POSITION".
3. IF A PERFECTLY STRAIGHT MAST IS NOT OBTAINED, THE MAST HEAD (TOP) ~~Y BE CURVED AFT AND TO LEEWARD. THE MAST HEAD SHOULD NEVER BE "HOOKED" FORWARD NOR '1'0 WEATHER.
ALL RIGGING WIRE USED ON YACHTS HAS A TENDENCY TO STRETCH, ESPECIALLY ON A NEW YACHT, AND AFTER YOU HAVE SAILED IN HEAVIER \~IND THAN YOU ARE NORMALLY EXPERIENCED TO. THEREFORE, YOU SHOULD PERIODCALLY CHECK THE TENSION ON THE SHROUDS AND STAYS, TIGHTENING THEM UP IF IT IS REQUIRED. RIGr,ING, AS WELL AS TUNING, BECOMES ALL TO IMPORTANT WHEN SETTING UP THE MAST. A KNOWLEDr,EABLE PERSON SHOULD OVERSEE THE RIGGING AND TUNING SO AS'TO ELIMINATE THE POSSIBILITY OF AN ECCENTRIC LOAD WHICH MIGHT OCCUR WITH AN IMPROPERLY LOADED SHROUD. S~ECIAL ATTENTION SHOULD BE GIVEN TO THE INTIAL STRETCH OF THE SHROUDS AND A FURTHER r,RADUAL STRETCH OF THE WIRE OVER THE FIRST FEW HARD OUTINGS.
20
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• SPINMAKER LUFF 42.70 MAX GIRTH 23.66
• DIMENSIONS J 13.16 I 43.00 P 37.00 E 12.00
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• 110'lbJIB • 110'll1 JIBLUFF 37.25 LUFF 38.50FOOT 14.33 FOOT 16.25LEACH 33.25 LEACH 33.25
• 150'll1GENOA • 15O'lb GENOALUFF 41.25 LUFF 43.50 FOOT 18.41 FOOT 21.16 LEACH 39.00 LEACH 41.08
22
CATALINA YACHTS INC. 21200 VICTORY BLVD. WOODLAND HILLS, CA
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4.0 YACHT SYSTEMS (CONTD)
4.1.7 MAIN SAIL REEFING:
REEFING SHOULD ALWAYS BE DONE BEFORE IT BECOMES NECESSARY. SOME SAILORS USE THE RULE OF THUMB THAT IF THE THOUGHT OF REEFING OCCURS TO YOU. IT IS TIME TO REEF. SAILING AT EXTREME ANGLES OF HEEL. 25 DEGREES OR MORE. IS NOT EFFICIENT. FAST, OR COMFORTABLE.
THE CATALINA 30 IS EQUIPPED WITH JIFFY REEFING, ALSO CALLED SLAB REEFING. FOR REEFING THE MAIN SAIL. THE SYSTEM CONSISTS OF A TRACK AND TWO REEFING CARS MOUNTED ON THE STARBOURD, OUTBOARD END OF THE BOOM. TWO CARS ARE PROVIDED SO THAT TWO SETS OF REEF POINTS CAN BE PUT IN THE MAINSAIL. TWO CLEATS ARE LOCATED ON THE MAST BELOW THE GOOSENECK, FOR REEFING THE LUFF OF THE MAIN.
RUN THE REEFING LINES PROVIDED THROUGH THE CRINGLES (GROMMETS) IN THE LUFF AND LEECH OF THE MAIN SAIL IN PREPARATION FOR REEFING. PER ILLUSTRATION, ONE CREW STATIONED IN THE COCKPIT AND ONE CREW AT THE MAST ARE RECOMMENDED FOR FAST, SAFE REEFING.
REEFING PROCEDURE:
1. TAKE UP SLACK IN MAIN BooMTOPPING.LIFT~ CLEATED_TO'.P9RT_SIDE OF_ BOOM.
2. RELEASE THE MAIN HALYARDS TO A PREDETERMINED POINT. MARKING THE HALYARD WITH INK OR A COLORED THREAD WOVEN INTO THE LINE IS HELPFUL. RECLEAT THE HALYARD AFTER LOWERING.
3. PULL THE LUFF CRINGLE DOWN TO THE GOOSENECK BY PULLING THE LUFF REEFING LINE THROUGH THE CLEAT ON EITHER SIDE OF THE MAST. BY PULLING THE LINE UP THROUGH THE CLEAT, A 2: 1 PURCHASE IS CREATED ON THE LUFF. TIE OFF THE LUFF REEFING LINE WHEN THE CRINGLE MEETS THE GOOSENECK.
4. EASE THE MAINSHEET.
5. PULL THE LEECH CRINGLE DOWN TO THE BOOM, BY PULLING THE LEECH REEFING LINE ON THE STARBOURD SIDE OF THE BOOM AND MAKE THE LINE FAST.
6. TRIM IN THE MAINSHEET •
7. SNUG UP THE MAIN HALYARD AS REQUIRED TO FLATTEN OUT THE MAINSAIL.
25
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4.0
4.2
4.2.1
YACHT SYSTEMS (CONTD)
ELECTRICAL:
BATTERIES:
YOUR ELECTRICAL SYSTEM IS POWERED BY A MARINE GRADE 12 VOLT, DEEP CYCLE 90 AMP HOUR BATTERY. ATTENTION SHOUD BE GIVEN TO MAINTAINING THE PROPER LEVEL OF DISTILLED WATER. DO NOT OVERFILL.
THE BATTERIES ARE PROVIDED WITH A TIE DOWN TO PREVF.NT ITS TIPPING OVER AT EXTREME ANGLES OF HEEL. BE SURE THFSF. TIE DOWNS ARE FASTENED SECURELY.
WITH PROPER CARE, THE BATTERY INSTALLED IN YOUR CATALINA 30 WILL PROVIDE LONG AND SATISFACTORY SERVICE. PROPER CARF. IS NOT DIFFICULT IF A FEW BASIC POINTS ARE KEPT IN MIND.
WARNING! THE ELECTROLYTE IN A BATTERY IS A SOLUTION OF SULPHURIS ACID. IF ANY SHOULD ENTER THE EYES, RINSE IMMEDIATELY WITH LARGE AMOUNTS OF FRF.SH WATER, AND SEEK MEDICAL ATTENTION. ELECTROLYTE SPILLED ON SKIN SHOULD BE RINSED WELL WITH FRESH WATER ALSO. EVEN A SMALL AMOUNT OF ELECTROLYTE SPILLED ON CLOTHING WILL DESTROY THE CLOTHING.
ELECTROLYTE LEVEL:
THE ELECTROLYTE LEVEL IN A BATTERY SHOULD NEVER BE ALLOWED TO FALL LOW ENOUGH TO EXPOSE THE PLATES. THIS NOT ONLY RESULTS IN A LOSS OF BATTERY CAPACITY WHILE THE BATTERY IS LOW, BUT WILL CAUSE HARDENING OF THE ACTIVE MATERIAL ON THE BATTERY PLATES. THIS WILL RESULT IN A PERMANENT LOSS OF BATTERY CAPACITY.
CAUTION! USE ONLY PURE DISTILLED WATER TO REPLENISH ELECTROLYTE LEVELS. THE WATER FROM MANY CITY WATER SUPPLY SYSTEMS IS UNSATISFACTORY FOR BATTERY USE.
DISCHARGED STATE:
LEAVING A BATTERY IN A DISCHARGED STATE FOR ANY LENGTH OF TIME CAN ALSO RESULT IN A PE~.ANENT LOSS OF CAPACITY FOR THE BATTERY. DOING SO IN COLD WEATHER CAN DESTROY THE BATTERY SINCE IT WILL FREEZE AT RELATIVELY LOW TEMPERATURES.
CLEAN CONNECTIONS:
KEEP BATTERY CONNECTIONS CLEAN AND TIGHT. A CUP FULL OF STRONG BAKING SODA SOLUTION AND A TOOTHBRUSH WILL CLEAN CORROSION FROM THE TERMINALS AND NEUTRALIZE ANY SPILLED ACID (DO NOT ALLOW ANY OF THE SOLUTION TO ENTER THE BATTERY CELLS). A COATING OF PETROLEUM JELLY ON THE BATTERY TERMINALS WILL INHIBIT CORROSION.
33
--
4.2.4
4.0 YACHT SYSTEMS (CONTD)
4.2.2 MAIN BATTERY SWITCH:
EACH ELECTRICAL CIRCIT IS FUSED UNDER A SCREW COVER AND SPARES SHOULD BE OBTAINED BEFORE LONG CRUISES. THE SYSTEM IS ALSO CONTROLLED BY A MASTER SWITCH. YOU SHOULD BE SURE THAT YOUR BOAT IS FREE OF GASOLINE FUMES BEFORE USING THF ELECTRICAL SYSTEM. ALWAYS RUN THE BLOWER FOR AT LEAST FIVE MINUTES BEFORE STARTING THE ENGINE.
THE CIRCULAR BATTERY SWITCH (SEE ILLUSTRATION 4.2.3) HAS THF. MARKINGS 1,2, AND "ALL" AS WELL AS "OFF". IF YOU HAVE ORDERED THE EXTRA BATTERY OPTION, YOU CAN SELECTIVELY CHARGE THE BATTERY WITH THE ENGINE ALTERNATOR. MANY EXPERIENCED SAILORS USE BATTERY #1 FOR ELECTRICAL LIGHTING NEEDS AND KEEP #2 IN RESERVE FOR STARTING THE ENGINE.
NDWlIIE.10Cle.1LACKWHEN THE ENGINE IS RUNNING, NEVER PASS THROUGH THE "OFF" POSITION TO CHARGE FROM ONE BATTERY TO THE OTHER OR THE ALTERNATOR DIODES WILL BE BURNED OUT. SWITCHING FROM ONE BATTERY TO ANOTHER SHOULD ONLY BE DONE WHEN THE ENGINE IS STOPPED. IF BOTH BATTERIES ARE OF EQUAL CHARGE, KEEP THE SELECTOR SWITCH ON "ALL" POSITION, AND USE "ALL" TO START THE ENGINE IF BOTH BATTERIES ARE LOW.
lIIlOUND ENGINe BLOCK
NOn: DO NOT _ 8W1TCH THAOUGH "Ol'r "Cl8ITlOH _'LE THE ENGINE IS AUNNING
110 VOLT SYSTEM:
THE OPTIONAL 110 VOLT AC SYSTEM IS CONNECTED TO SHORE POWER BY A GROUNDED TWIST-LOCK CONNECTOR MOUNTED ON THE OUTSIDE OF THE PORT COCKPIT COAMING.
A THIRTY (30) AMP TWO POLE CIRCUIT BREAKER IS LOCATED ON THE MAIN PANEL. FIVE (5) DUPLEX OUTLETS FOR THE 110 VOLT SYSTEM ARE LOCATED IN THE CABIN. BE CERTAIN THAT ALL 110 VOLT APPLIANCES, OTHER THAN LAMPS, HAVE AN ADEQUATE GROUNDING CONNECTOR. WET FEET OR MOIST ATMOSPHERE INCREASES THE POTENTIAL SHOCK HAZARD.
IMPORTANT! DO NOT OPEN THE ELECTRICAL PANEL FOR ANY PURPOSE WITH THE 110 V. SHORE POWER CONNECTED TO THF DOCK. 110 V. WIRING IS EXPOSED WHEN THE PANEL IS OPEN. CONTACT WITH 110 VOLT WIRING CAN CAUSE ELECTROCUTION! .
'MAIN BATTERY SWITCH SCHEMATIC 4.2.3
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CATALINA 30 OWNERS MANUAL 4.2.5
35
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4.0 YACHT SYSTEMS (CONTD)
4.3.2 MANUAL BILGE PUMP:
THE MANUAL BILGE PUMP IS LOCATED IN THE PORT COCKPIT LOCKER. THE HANDLE IS STORED IN A CLIP FITTING JUST ABOVE THE PUMP INSIDE THE LOCKER. INSERT THE HANDLE THROUGH THE WATER TIGHT FITTING IN THE COCKPIT TO OPERATE THE PUMP.
THE PUMP INTAKE HOSE IS IN THE KEEL STUB UNDER THE MAIN CABIN SOLE. THE BILGE PUMP SHOULD BE OPERATED AFTER EACH TIME THE SHOWER IS USED. THE BILGE PUMP SHOWN IS HOT AND COLD PRESSURE SYSTEM PLUMBING SCHEMATIC 4.3.1.
4.3.3 SEACOCKS:
ALL UNDERWATER THRU HULL FITTINGS ARE EQUIPPED WITH GATE VALVES. IT IS GOOD PRACTICE TO CLOSE ALL GATE VALVES WHEN LEAVING THE BOAT, ESPECIALLY FOR LONG PERIODS OF TIME.
TO CLOSE SEACOCKS, TURN CLOCKWISE; TO OPEN, TURN COUNTER-CLOCKWISE.
IT IS GOOD PRACTICE TO OPERATE THE GATE VALVES AT LEAST ONCE A MONTH TO KEEP THEM IN GOOD WORKING ORDER. CHECK THE PACKING GLANDS ON ALL GATE VALVES TO AVOID WATER SEEPAGE.
37
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4.0 YACHT SYSTEMS (CONTD)
4.3.5 MARINE TOILET OPERATION:
USING THE HEAD:
1. READ THE INSTRUCTIONS FOR OPERATION OF THE TOILET SUPPLIED WITH THE MARINE HEAD. THESE INSTRUCTIONS ARE ALSO PRINTED ON THE TOILET PUMP HOUSING. BE SURE EVERYONE WHO WILL BE USING THE HEAD IS FAMILIAR WITH THESE INSTRUCTIONS.
2. IMMEDIATELY BEFORE USING THE HEAD, THE INLET VALVE "A" MUST BE OPENED. THIS PROVIDES FLUSHING WATER TO THE TOILET. THE VALVE SHOULD BE KEPT CLOSED WHEN THE HEAD IS NOT IN USE. THIS WILL PREVENT WATER FROM FLOODING THE BOAT IF THE VALVE IN THE TOILET PUMP SHOULD FAIL.
3. WASTE WILL BE PUMPED DIRECTLY INTO THE HOLDING TANK WHEN THE BOWL IS EMPTIED. A MINIMUM AMOUNT OF l-7ATER FOR EVERY FLUSH SHOULD BE USED IN ORDER TO TAKE BEST ADVANTAGE OF THE TANKS CAPACITY BETWEEN PUMP-OUTS.
EMPTYING THE TANK THRU THE DECK DISCHARGE PLATE:
1. THE HOLDING TANK SHOULD BE EMPTIED VIA THE DECK DISCP~RGE
PLATE ONLY AT APPROVED SHORE BASED PUMP-OUT STATIONS.
2. REMOVE THE CAP FROM THE DECK DISCHARGE PLATE. THE TPREADS ON THE PLATE CAP SHOULD BE PERIODICALLY COATED WITE SILICONE SPRAY OR PETROLIEUM JELLY TO INSURE A GOOD SEAL.
3. THE PUMP-OUT STATION SUCTION HOSE SHOULD FORM A SEAL AT THE DECK PLATE.
4. BE SURE INLET VALVE "A" IS CLOSED WHEN THE TANK IS BFING EMPTIED.
5. AFTER THE TANK IS EMPTY, YOU MAY ,"7ISH TO OPEN VALVE IIA" AND PUMP SOME WATER TI-!RU THE TOILET AND INTO THE T~.NK TO DILUTE RESIDUAL SLUDGE AND RINSE THE TANK AND LINES.
6. CLOSE ALL VALVES AFTER THE TANK IS EMPTIED AND RECAP THE DECK PLATE.
EMPTYING THE TANK USING THE MACERATOR PUMP:
1. READ THE MACERATOR PUMP OPERATING INSTRUCTIONS SUPPLIED BY THE PUMP MANUFACTURER.
2. CLOSE THE INLET VALVE "A".
3. OPEN THE THRU HULL VALVE "B".
4. TURN ON THE PUMP WITH THE SWITCH ON THE 12 VOLT PANEL.
5. THE PUMP WILL CHANGE TONE AFTER IT BECOMES PRIMED. IT WILL RESUME THE HIGHER PITCHED TONE AFTF.R THE TANK IS Er1PTIFD.
39
4.0 YACHT SYSTEMS (CONTD)
6. YOU MAY WISH TO RINSE THE TANK, HOSE LINES, AND MACERATOR PUMP BY PUMPING CLEAR WATER THROUGH THE HEAD, THEN REPEATING THE PROCEDURE FOR EMPTYING THE TANK.
7. CLOSE VALVE "B" IMMEDIATELY AFTER EMPTYING THE HOLDING TANK.
4.3.6 MACERATOR PUMP AND TROUBLESHOOTING:
PROBLEM 1: THE MACERATOR PUMP MOTOR STARTS THEN STARTS.
A. CHECK THE FUSES; IT SHOULD BE 20 AMP.
B. CHECK THE VALVES; "B" VALVE MUST BE OPEN.
C. CHECK THE VENT LINE. IF THE BOAT HAS BEEN SAILED AT EXTREME ANGLES OF HEEL, FLUID MAY BE CLOGGING THE VENT LINE. DISCONNECT THE VENT AT THE TANK AND EMPTY THE HOSE INTO A DISPOSABLE CONTAINER.
D. SLUDGE MAY HAVE FORMED IN THE BOTTOM OF THE TANK. THIS SHOULD BE DILUTED AS MUCH AS POSSIBLE. THE TANK SHOULD BE EMPTIED REGULARLY TO PREVENT SLUDGE BUILD UP.
PROBLEM 2: THE HEAD TOILET PUMP HAS EXCESSIVE BACK PRESSURE AND WILL NOT EVACUATE THE BOWL.
A. REFER TO THE TOILET MANUFACTURERS SPECIFICATIONS AND OPERATION INSTRUCTIONS.
PROBLEM 3: THE MACERATOR PUMP, WHEN ON, MAKES A HIGH PITCHED SOUND BUT DOES NOT EMPTY THE TANK.
A. IMPELLER IN MACERATOR PUMP IS FAULTY AND MUST BE REPLACED.
B. THE VENT IS CLO~GED AND THE PUMP CANNOT PULL A PRIME AGAINST THE VACUUM IN THE TANK.
C. THE HOSE INTO THE PUMP MAY BE CLOGGED.
D. THE PUMP MAY BE DRAWING AIR THRU THE DECK PLATE PREVENTING A PRIME. CHECK SEAL AT DECK PLATE MARKED "WASTE", AND LUBRICATE THREADS.
40
--
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3.7
4.0 YACHT SYSTEMS (CONTD)
4.4.1 GENERAL ENGINE INFORMATION:
FOR A COMPLETE DESCRIPTION OF YOUR ENGINE, PLEASE CONSULT THE GUIDE SUPPLIED BY THE ENGINE MANUFACTURER. THIS CAN BE FOUND IN YOUR OWNER'S PACKET.
TWO POINTS ARE WORTH SPECIAL ATTENTION. FIRSTLY, MARINE ENGINES WORK UNDER CONDITIONS TOUGHER THAN THOSE CONTITIONS OF AUTOMOTIVE ENGINES. YOUR MARINE ENGINE FACES CONSTANT TORQUING NOT ENCOUNTERED ON THE HIGHWAY. FOR THIS REASON, YOU MUST CHANGE YOUR ENGINE'S CRANK OIL AS RECOMMENDED IN THE ENGINE MANUFACTURER'S GUIDE. SECONDLY, BEFORE USENG YOUR ENGINE, THE SHAFT COUPLING MUST BE ADJUSTED WITHIN A TOLERANCE OF .003 T.I.R. THOUSANDTHS AFTER LAUNCHING. THIS IS DONE DURING COMMISSIONING OF THE YACHT. BE SURE THAT YOUR DEALER HAS MADE THIS ADJUSTMENT BEFORE USING YOUR ENGINE.
CHANGE THE OIL REGULARLY. KEEP SPARE SPARK PLUGS AND ALTERNATOR BELTS ON HAND AND USE ONLY 2/3 TO 3/4 THROTTLE ON LONG PASSAGES. KEEP YOUR FUEL TANK FULL WHENEVER POSSIBLE TO PREVENT WATER CONDENSATION IN YOUR FUEL TANK.
TO RETARD ELECTROLYSIS, WE RECOMMEND INSTALLING A ZINC COLLAR IMMEDIATELY ON THE PROPELLER SHAFT.
42
4.0 YACHT SYSTEMS (CONTD)
4.4.2 SHAFT PACKING GLAND (STUFFING BOX):
THE PACKING GLAND IS LOCATED UNDER THE CABIN SOLE AT THE BASE OF THE COMPANION WAY LADDER.
A PROPERLY ADJUSTED SHAFT PACKING GLAND SHOULD DRIP SLIGHTLY (FROM 4 TO 10 PER MINUTE) WITH THE ENGINE OFF. TOO LOOSE AN ADJUSTMENT WILL ALLOW TOO MUCH WATER IN THE BILGE AND ENGINE OPERATION WILL SPRAY WATER FROM THE SHAFT. TOO TIGHT AN ADJUSTMENT WILL ROB THE ENGINE OF POWER, AND THE LACK OF WATER LUBRICATION IN THE PACKING GLAND CAN GENERATE ENOUGH HEAT TO DAMAGE THE GLAND AND/OR SCORE THE PROPELLER SHAFT.
ADJUSTMENT:
1. HOLDING THE PACKING NUT WITH ONE WRENCH, USE A SECOND WRENCH TO LOOSEN THE LOCK NUT. TURN THE LOCK NUT FAR ENOUGH TO KEEP IT FROM INTERFERRING WITH THE NEXT ADJUSTMENT (2 OR 3 TURNS).
2. TIGHTEN THE PACKING NUT TO OBTAIN 4 TO 15 DROPS PER MINUTE. HAND TIGHTENING OF THE PACKING NUT IS OFTEN SUFFICIENT TO OBTAIN THIS ADJUSTMENT. IF THIS IS NOT THE CASE, AN ADDITIONAL 1/4 TO 1/2 TURN WITH THE WRENCH SHOULD PRODUCE THE DESIRED RESULT.
3. HOLD THE PACKING NUT IN PLACE WITH ONE WRENCH, AND USE THE SECOND WRENCH TO BRING THE LOCKING NUT SECURELY AGAINST THE PACKING NUT. MAKE CERTAIN THAT THE LOCKING NUT IS TIGHT. FAILURE TO 00 THIS COULD ALLOW THE PACKING NUT TO BACK OFF WHEN THE ENGINE IS OPERATING.
4. OPERATE THE ENGINE AT SLOW SPEEDS IN FOREWARn AND REVERSE AND USE A LIGHT TO CHECK FOR EXCESSIVE WATER AT THE PACKING NUT. SHUT OFF THE ENGINE AND RECHECK PACKING FOR PROPER DRIP.
4.4.3 SHAFT ALIGNMENT:
FOR PROPER OPERATION OF THE ENGINE, THE PROPELLER SHAFT AND ENGINE MUST BE ALIGNED.
P~IGNMENT IS GAUGED AT THE ENGINE AND SHAFT COUPLING. ALIGNMENT PROCEDURES MUST BE DONE WITH THE BOAT IN THE WATER AFTER THE MAST IS ERECTED, AND THE RIG IS TUNED.
1. THE PROPELLER SHAFT MEST BE DIMPLED (1/8' DEEP) FOR TWO (2) COUPLING SET SCREWS. THE SET SCREWS MUST BE SEFETY WIRED, USING THE STAINLESS STEEL WIRE PROVIDED, AS ILLURSTRATED. CHECK KEY IN KEY WAY, AS IT MUST BE IN PLACE BETWEEN SHAFT AND COUPLER.
2. REMOVE COUPLING FLANGE BOLTS AND CHECK PROPELLER SHAFT FOR CLEARANCE. ADJUST STUFFING BOX TO PREVENT EXCESSIVE SEEPAGE, YET ALLOW SHAFT TO SPIN FREELY.
3. SLIDE SHAFT AWAY FROM ENGINE AND CHECK COUPLING MATING SURFACES. THESE
4.0 YACHT SYSTEMS (CONTD)
MUST BE CLEAN.
4. SLIDE SHAFT FOREWARD TO CONECT COUPLING SURFACES. PILOT ON TRANSMISSION FLANGE MUST ALIGN WITH RECESS IN SHAFT COUPLING FLANGE. THIS IS AN INDICATION OF CORRECT AXIAL ALIGNMENT.
5. WITH COUPLING FLANGES IN CONTACT, MEASURE GAP AROUND EDGE OF COUPLING FLANGES WITH .003 FEELER GAUGE. MAXIMUM ALLOWABLE GAP AT ANY POINT IS THREE THOUSANDTHS OF AN INCH. TAKE THIS MEASUREMENT SEVERAL TIMES.... ROTATING SHAFT 1/4 TURN EACH TIME. ANY GAP IN EXCESS OF .003 MUST BE CORRECTED BY CHANGING ENGINE POSITION, ESPECEALLY FORE/AFT TILT.
FOR EXAMPLE, EXCESSIVE GAP AT THE BOTTOM OF THE COUPLING (SEE DRAWING) INDICATES ENGINE IS TILTED TOO FAR AFT (FRONT TOO HIGH). USING A 15/16 END WRENCH, LOOSEN LOCK NUTS ON FORWARD MOTOR MOUNT(S). LOWER FRONT OF ENGINE BY CLOCKWISE ROTATION OF MOTOR MOUNT NUTS. REMEASURE GAP AT COUPLING. A GAP AT THE TOP OF THE COUPLING WOULD REQUIRE THE EXACT REVERSE PROCEDURE.
6. PULL SHAFT BACKWARDS AS IN STEP 3. AGAIN SLIDE SHAFT FORWARD, RECHECKING AXIAL ALIGNMENT AS IN STEP 4.
7. REPEAT STEPS 5 AND 6 UNTIL ALIGNMENT WITHIN TOLERANCE IS ACHIEVED.
8. TIGHTEN MOTOR MOUNT LOCK NUTS AND INSTALL COUPLING BOLTS.
NOTE: ALIGNMENT SHOULD BE CHECKED YEARLY, OR WHENEVER ANY EXCESS VIBRATION ----IS NOTICED. THE ALIGNMENT CAN ALSO BE AFFECTED BY CHANGES IN RIGGING
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4.4.5 FUELING:
THE FUEL SYSTEM OF THE CATALINA 30 IS ILLUSTATED AND CONSISTS OF A 21 GALLON ALUMINUM FUEL TANK. FUEL SUCTION AND RETURN LINES. A SECOh"DARY FUEL FILTER ON THE ENGINE. AND AN ELECTRIC FUEL PUMP CONTROLLED BY THE ENGINE KEY SWITCH. A DECK FILL PLATE. AND AN OVER BOARD VENT THRU THE TRANSOM.
REFER TO THE UNIVERSAL ENGINE MANUAL PROVIDED FOR RECOMMENDED FUEL TYPE. A DIESEL ENGINE DOES NOT REQUIRE AN IGNITION SYSTEM AND IS SUPERIOR TO A GASOLINE ENGINE IN DEPENDABILITY. THIS DEPENDS ON THE CLEAN FUEL BEING SUPPLIED TO THE ENGINE SINCE THE CLOSE TOLERANCES REQUIRED BY THE ENGINE'S FUEL DELIVERY SYSTEM MAKE IT INTOLERANT OF DIRT OR WATER CONTAMINATION. THE ENGINE IS SUPPLIED WITH PllMARY AND SECONDARY FILTERS THAT PREVENT CONTAMINANTS FROM REACHING THE ENGINE WHERE THEY COULD CAUSE DAMAGE. HOWEVER. A CLOGGED FILTER. ALTHOUGH PROVIDING THIS PROTECTION. CAN ALSO STOP AN ENGINE. KEEPING THE FILTERS FREE OF DIRT AND WATER IS CRITICAL.
BEFORE FUELING:
1. EXTINGUISH ALL SMOKING MATERIALS AND CHECK THE FUELING AROUND THE AREA FOR OTHER SOURCES OF SPARK OR FLAME. REMOVE IF FOUND.
2. SHUT OFF THE ENGINE. AND ANY ELECTRICAL ACCESSORIES OR DEVICES.
3. DE-ENERGIZE ALL ELECTRICAL EQUIPMENT BY TURNING THE SELECTOR SWITCH TO THE OFF POSITION.
4. CLOSE ALL HATCHES AND PORTS.
5. ENSURE THAT A FIRE EXTINGUISHER IS READILY·AVAILABLE.
6. ENSURE THAT THE PROPER (DIESEL, NOT GASOLINE) HOSE IS ABOUT TO BE USED.
WARNING: DO NOT FUEL DURING AN ELECTRICAL STORM. BESIDES THE OBVIOUS HAZARD OF LIGHTNING. THE POSSIBILITY OF STATIC DISCHARGE IS GREATLY INCREASED AT THI S TIME.
FUELING PROCEDURE:
1. REMOVE FILL PIPE COVER USING A PROPER TOOL.
2. PLACE NOZZLE OF FUEL HOSE IN THE FILL PIPE. KEEP THE NOZZLE IN CONTACT WITH THE DECK PLATE RIM DURING FUELING TO AVOID THE POSSIBILITY OF A STATIC SPARK.
3. FILL SLOWLY. DO NOT OVERFILL. IF IT IS NOT POSSIBLE TO SEE THE METER ON THE FUEL PUMP, THE ATTENDANT OR A CREW MEMBER SHOULD CALL OUT THE GALLONAGE FROM THE FUEL DOCK. FILLING THE TANK TO ONLY 95% OF CAPACITY WILL AVOID OVERFLOW PROBLEMS ON A HOT DAY.
4. REPLACE COVER. CLEAN UP ANY SPILLED FUEL. IF ANY RAGS. ETC.. WERE USED FOR
4&
4.0 YACHT SYSTEMS (CONTD)
THIS PURPOSE, DISPOSE OF THEM ASHORE.
5. CHECK BELOW DECKS FOR PRESENCE OF FUMES OR FUEL LEAKAGE. CHECK BILGE, ENGINE SPACE, AND MAIN CABIN. IF FUMES OR EVIDENCE OF LEAKAGE IS FOUND, DETERMINE THE CAUSE, CORRECT IT, AND CLEAN UP ANY SPILLAGE BEFORE PROCEEDING.
6. OPEN ALL HATCHES AND PORTS TO VENILATE THE BOAT.
7. SWITCH ON BATTERY.
8. THE ENGINE SHOULD BE STARTED ONLY WHEN IT IS CERTAIN THAT NO POTENTIALLY HAZARDOUS CONDITIONS EXIST.
4 . 4 • 6 FUEL SANITATION:
BACTERIAL CONTAMINATION:
BACTERIAL CONTAMINATION OF THE DIESEL FUEL CAN CAUSE PROBLEMS. THE BACTERIA NEED BOTH WATER AND FUEL TO EXIST, AND THRIVE AT THE FUEL/WATER INTERFACE IN A FUEL TANK. AS THEY MULTIPLY, THEY FORM MORE WATER AND A FILTER CHOCKING BROWN SLIME. THEIR PRESENCE WILL NOT BE KNOWN UNTIL ROUGH WEATHER CHURNS UP THE FUEL TANK CAUSING CLOGGED FILTERS AT THE WORST POSSIBLE TIME.
KEEPING WATER OUT OF THE FUEL WILL PREVENT THE PROBLEM ENTIRELY. HOWEVER, A CERTAIN AMOUNT OF WATER DUE TO NORMAL CONDENSATION INT THE TANK IS TO BE EXPECTED.
FUEL ADDITIVIES:
FUEL ADDITIVIES OR FUNGICIDES PROVIDE ANOTHER MEANS OF COMBATTING CONTAMINATION. ADDITIVES BREAK THE WATER DOWN TO A MOLECULAR LEVEL, DISPERSING IT THROUGHOUT THE FUEL AND ALLOWING IT TO PASS HARMLESSLY THROUGH THE FUEL SYSTEM. SEVERAL BRANDS OF THIS PRODUCT ARE AVAILABLE AT MARINE STORES.
47
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4.0 YACHT SYSTEMS (CONTD)
4.4.8 EXHAUST SYSTEM MAINTENANCE:
IN-BOARD ENGINE INSTALLATIONS ON SAILBOATS DIFFER FROM ENGINE INSTALLATIONS ON POWER BOATS. THE PRIMARY DIFFERENCE IS THAT THE ENGINE IS USUALLY INSTALLED BELOW THE WATERLINE OF THE VESSEL.
THE BENEFITS OF THESE LOCATIONS ARE THAT THE WEIGHT OF THE ENGINE IS WHERE IT WILL NOT ADVERSELY EFFECT TRIM. AND THAT THE SHAFT IS AT AN EFFICIENT ANGLE FOR POWERING AND MINIMUM DRAG WHEN SAILING.
ENGINE INSTALLATIONS BELOW THE WATERLINE REQUIRE SPECIAL ATTENTION TO THE DESIGN OF THE EXHAUST SYSTEM. THE DISCHARGED COOLING WATER MUST BE EXHAUSTED ABOVE THE WATERLINE TO AVOID EXCESSIVE BACK PRESSURE ON THE ENGINE AND PREVENT SEA WATER FROM TRAVELING UP THE EXHAUST LINE AND ENTERING THE ENGINE.
TO EXHAUST THE ENGINE ABOVE THE WATERLINE. THE DISCHARGED COOLING WATER AND EXHAUST GAS MUST BE "LIFTED" TO A LEVEL ABOVE THE THRU HULL FITTING ON THE TRANSOM.
IN THE CATALINA 30. THE EXHAUST COOLING WATER AND EXHAUST GAS ARE LIFTED ABOVE THE WATERLINE BY AN "AQUA-LIFT" TYPE MUFFLER. THE AQUALIFT MUFFLER PERFORMS THREE JOBS:
1. IT MIXES ENGINE GAS AND WATER TO COOL THE GAS AND LOWER EXHAUST LINE TEMPERATURE.
2. IT BAFFLES AND DEADENS ENGINE EXHAUST NOISE.
3. IT CREATES PRESSURE REQUIRED TO LIFT AND EXPEL COOLING WATER.
AS SHOWN IN ILLUSTRATION 4.4.8. THE INLET TUBE INTO THE AQUALIFT IS SHORT AND THE OUTLET TUBE IS LONG NEAT THE BOTTOM OF THE TANK.
AS WATER ACCUMULATES IN THE BOTTOM OF THE TANK. EXHAUST GAS PRESSURE BUILDS IN THE TOP OF THE TANK. THIS FORCES THE COOLING WATER UP THE EXIT TUBE AND THROUGH EXHAUST LINE OVERBOARD.
THE SYSTEM REQUIRES EXHAUST PRESSURE IN THE TANK TO FUNCTION. WHEN THE STARTER MOTOR IS TURNING OVER. BEFORE THE ENGINE FIRES. WATER IS BEING PUMPED THROUGH THE COOLING SYSTEM BY THE BELT DRIVEM COOLING WATER PUMP. IT IS VERY IMPORTANT NOT TO OPERATE THE STARTER MOTOR FOR MORE THAN 30 SECONDS IF THE ENGINE DOES NOT FIRE. SHOULD IT BE NECESSARY TO OPERATE THE STARTER MOTOR MORE THAN 30 SECONDS. WATER MUST BE DRAINED FROM THE AQUALIFT BY REMOVING THE DRAIN SCREW AT THE BASE OF THE AQ'QALIFT.
THE DRAIN SCREW MAY BE REMOVED UNTIL THE ENGINE FIRES. IF DESIRED. ALL CATALINA 30'S ARE EQUIPPED WITH ANTI-SYPHON VALVES AS AN ADDITIONAL PRECAUTION TO PREVENT COOLING WATER FROM ENTERING THE ENGINE.
REFER TO ITEM "B" OF ILLUSTRATION 4.4.8. THE FUNCTION OF THE ANTI-SYPHON VALVE
4.0 YACHT SYSTEMS (CONTD)
IS TO PREVENT COOLING WATER FROM BEING SYPHONED THROUGH THE THRU HULL VALVE, THROUGH THE ENGINE COOLING SYSTEM AND INTO THE AQUALIFT MUFFLER WHEN THE ENGINE IS NOT OPERATING.
IF THE MUFFLER WERE TO FILL COMPLETELY WITH WATER, WATER WOULD TRAVEL UP THE INLET TUBE AND ENTER THE ENGINE BLOCK.
THE CATALINA 30 EXHAUST SYSTEM IS BASICALLY SIMPLE AND WILL PROVIDE TROUBLE FREE SERVICE IF YOU PERFORM REGULAR MAINTENANCE AND INSPECTION. THE IMPORTANT POINTS TO REMEMBER ARE:
1. CLOSE THE ENGINE COOLING WATER THRU HULL VALVE WHEN YOU ARE NOT OPERATING THE ENGINE.
2. DO NOT OPERATE THE STARTER MOTOR FOR MORE THAN 30 SECONDS WITHOUT DRAINING THE AQUALIFT MUFFLER.
3. PERIODICALLY DISASSEMBLE THE ANTI-SYPHON VALVE. BE SURE THE GASKET IS NOT FOULED WITH SALT DEPOSITS AND THAT IT MOVES FREELY UNDER THE CAP.
4. CHECK THE OPERATION BY REMOVING THE VALVE:
A. PUT A FINGER OVER ONE LARGE HOLE AND BLOW THROUGH THE OTHER. AIR SHOULD NOT ESCAPE THROUGH THE CAP.
B. IF YOU SUCK THROUGH ONE LARGE HOLE WITH A FINGER OVER THE OTHER, AIR SHOULD ENTER THE VALVE THROUGH THE C.AP.
5. CHECK THE FLAPPER VALVE ON THE TRANSOM. THIS PREVENTS WATER FROM SURGING UP THE EXHAUST LINE IN A FOLLOWING SEA. REPLACE THE FLAP AS REQUIRED TO MAINTAIN FUNCTION.
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4.0 YACHT SYSTEMS (CONTD)
4.1 EMERGENCY TILLER:
IT IS RECOMMENDED THE SKIPPER AND CREW BECOME FAMILIAR WITH THE EMERGENCY TILLER AND ITS USE.
THE EMERGENCY TILLER IS STORED IN A RED BAG IN THE AFT LAZARETTE.
A DRY RUN OF THE SYSTEM WILL MINIMIZE CONFUSION IN AN EMERGENCY~
1. LOCATE THE EMERGENCY TILLER.
2. REMOVE INSPECTION PORT COVER.
3. INSERT THE EMERGENCY STEERING TILLER IN THE TOP OF THE RUDDER POST.
NOTE: THE EMERGENCY TILLER MOVES THE WHOLE STEERING, INCLUDING CABLES AND QUADRANT. THESE ELEMENTS MUST BE FREE TO MOVE IN ORDER TO STEER THE BOAT.
52
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4.0 YACHT SYSTEMS (CONTO)
4.7.2 GALLEY STOVE:
THERE IS PROVISION FOR A GIMBALLED STOVE WITH OVEN ON THE PORT SIDE OF THE GALLEY AREA. A TWO BURNER PRESSURE ALCOHOL STOVE IS FACTORY STANDARD INSTALLATION. IT COMES WITH AN OPERATION AND MAINTENANCE BOOKLET PROVIDED BY THE STOVE MANUFACTURER. A C.N.G. STOVE WITH OVEN IS AVAILABLE AS A FACTORY OPTION. FOLLOW THE INSTRUCTIONS FOR OPERATION CAREFULLY WHEN USING THE STOVE. ALTHOUGH COMPRESSED NATURAL GAS IS AMONG THE SAFEST OF COOKING FUELS, EXTREME C~UTION SHOULD BE USED WHEN COOKING ABOARD OR HANDLING C.N.G. FUEL TAN&S. A FEW ADDITIONAL POINTS ON OPERATION OF THE STANDARD ALCOHOL STOVE ARE BELOW.
THE 2 GALLON PRESSURE TANK IS LOCATED IN THE COCKPIT STERN LOCKER. WHEN FILLING THIS TANK, PLEASE OBSERVE THE FOLLOWING BEFORE REMOVING THE STOPPER.
1. ALL BURNERS ARE OFF.
2. MAIN ALCOHOL SHUTOFF VALVE ON TOP OF PRESSURE TANK IS CLOSED.
3. TANK PRESSURE IS ZERO; REMOVE STOPPER.
4. FILL THE TANK 3/4 FULL TO ALLOW FOR AIR PRESSURE.
5. REPLACE STOPPER AND SCREW DOWN TIGHT.
6. EXPERIENCE HAS SHOWN THAT 5 POUNDS OF TANK PRESSURE IS MORE THAN ADEQUATE AND IMPOSES LESS STRAIN ON THE FITTINGS THAN THE RECOMMENDED 10 POUNDS.
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5.1
5.0 DEC 0 M MIS S ION I N G
5.1 WINTERIZING YOUR ENGINE:
LAYING UP:
IN COLD CLIMATES WHERE YACHTS ARE DECOMMISSIONED DURING THE WINTER, YOUR CATALINA 30 MAY BE SAFELY STORED IN THE WATER PROVIDED ADEQUATE MEASURES ARE TAKEN TO PREVENT ICE DAMAGE TO THE HULL. CHECK WITH YOUR YARD TO DETERMINE THE FEASIBILITY OF STORING IN THE WATER.
WHEN THE BOAT IS TO BE STORED ON LAND, THE MAST MAY BE LEFT STEPPED ON THE DECK. HOWEVER, IT IS RECOMMENDED THE MAST BE REMOVED AT THE TIME OF HAULING FOR A THOROUGH INSPECTION AND PREPARATION FOR NEXT SEASON.
THIS ALLOWS PLENTY OF TIME TO ORDER AND REPLACE AND SHROUDS OR RIGGING PARTS NEEDED OVER THE WINTER MONTHS, AVOIDING ANY DELAYS IN THE SPRING COMMISSIONING.
FOLLOWING PROPER LAY-UP PROCEDURES WILL MINIMIZE THE EFFORT NEEDED TO RECOMMISSION IN THE SPRING.
BEFORE HAULING:
1. REFER TO ENGINE MANUAL INSTRUCTIONS FOR WINTERIZING THE ENGINE. PERFORM THE APPROPRIATE IN WATER STEPS.
2. CONSULT THE MANUFACTURER'S INSTRUCTIONS FOR WINTERIZING ANY OPTIONAL OR OWNER INSTALLED EQUIPMENT.
3. INSPECT THE CRADLE ON WHICH THE BOAT WILL BE STORED. CHECK WELDS AND PADDED POPPITS FOR CONDITION AND REPAIR AS REQUIRED.
4. LIFT THE BOAT WITH STRAPS AT THE LOCATIONS ILLUSTRATED.
AFTER HAULING:
1. WASH BOTTOM, REMOVING GROWIH AND LOOSE PAINT.
2. WASH TOPSIDES, DECK, AND ALL OTHER EXTERIOR FIBERGLASS SURFACES. WAX ALL EXCEPT THE NONSKID SURFACES.
3. REMOVE ALL SAILS. FOLLOW SAILMAKER' S INSTRUCTIONS IN REGARD TO CLEANING. SCHEDULE ANY REPAIRS REQUIRED AND STORE IN A DRY PLACE.
4. REMOVE ALL SHEETS AND LINES, CLEAN, STORE IN A DRY PLACE.
5. IF THE MAST HAD BEEN REMOVED FROM THE YACHT, REMOVE ALL STAYS AND SHROUDS FROM THE MAST. WASH THE ENTIRE STAY OR SHROUD ASSEMBLY, USING FRESH WATER AND A STIFF BRUSH. DRY THOROUGHLY, AND COIL INTO LARGE NONKINKING COILS. STORE THE COILS IN A DRY PLACE. WASH AND WAX ALL SPARS. COIL HALYARD INTO NONKINKING COILS, AND PUT IN A DARK COLORED PLASTIC BAG TO PROTECT FROM SUNLIGHT IF STORING OUTDOORS. LASH THEM TO THE MAST. STORE THE MAST EITHER
58
5.0 DECOMMISSIONING (CONTD)
INSIDE OR OUTSIDE WITH ADEQUATE SUPPORT ALONG ITS LENGTH.
6. IF MAST IS TO BE LEFT IN PLACE, REMOVE THE BOOM, CLEAN AND STORE AS DESCRIBED BEFORE. CLEAN SHROUD/STAY END FITTINGS, TOGGLES ETC. USING FRESH WATER AND A STIFF BRUSH. APPLY A LIGHT COAT OF SILICONE GREASE, PAYING PARTICULAR ATTENTION TO THE END FITTINGS WHERE THEY CONNECT TO THE STAYS AND SHROUDS.
7. CLEAN AND LUBRICATE ALL DFCK HARDWARE THAT CONTAIN MOVEABLE PARTS. FOLLOW MANUFACTURER'S INSTRUCTIONS ON WINCHES.
8. REMOVE ALL GEAR SUCH AS BOOKS, DOCUMENTS, BEDDING, PFD'S, ANYTHING MOVEABLE THAT IS SUBJECT TO RUST, CORROSION OR MILDEW.
9. REMOVE ALL FOOD SUPPLIES FROM LOCKERS AND ICE CHEST. WASH OUT ICE CHEST INTERIOR WITH A WEAK SOLUTION OF CLOROX. LEAVE ICE CHEST LID OPEN.
10. STORED BATTERIES SHOULD BE FULLY CHARGED, AND BOTH POSITIVE AND NEGATIVE TERMINALS SHOULD BE DISCONNECTED. THE BATTERIES MAY BE EITHER LEFT ABOARD OR STORED IN A COOL, DRY PLACE. SUB ZERO TEMPERATURES WILL NOT HARM A FULLY CHARGED BATTERY.
11. CLOSE ALL MANUAL SHUTOFFS FOR THE STOVE FUEL SYSTEM.
12. WINTERIZE THE HEAD SYSTEM IN ACCORDANCE WITH .MANUFACTURER'S INSTRUCTIONS.
13. WINTERIZE THE HOT AND COLD WATER SYSTEM IN ACCORDANCE WITH MANUFACTURER'S INSTRUCTIONS.
14. REMOVE ALL ELECTRONIC GEAR THAT MAY REQUIRE SERVICING DURING THE WINTER.
15. REMOVE FIRE EXTINGUISHERS FOR WEIGHING, CHECKING, AND ANY NECESSARY RECHARGING. IF AN AUTOMATIC FIRE EXTINGUISHING SYSTEM IS INSTALLED, RETURN THE CYLINDERS TO THE YACHT AND REINSTALL AS SOON AS POSSIBLE.
16. IF CUSHIONS ARE LEFT ABOARD, BRING COCKPIT CUSHIONS BELOW AND PLACE ALL CUSHIONS ON EDGE TO ENCOURAGE VENTILATION.
17. LEAVE ALL INTERIOR LOCKFoRS OPEN TO ENCOURAGE VENTILATION.
18. ENSURE THAT COCKPIT AND DECK SCUPPERS ARE OPFoN AND FREE.
19. IF THE BOAT IS TO COVERED, ENSURE THAT TEE COVER IS INSTALLED IN SUCH A WAY AS TO PROVIDE ADEQUATE VENTILATION, AND THAT THE COVER IS NOT PERMITTED TO CHAFE AGAINST THE HULL OR DECK.
20. IF THE BOAT IS NOT TO BE COVERFoD, ENSURF. THAT MECHANISMS SUCH AS WINCHES AND STEERING PEDESTALS ARE PROVIDED WITH ADEQUATE COVERS. 59
5.0 DECOMMISSIONING (CONTD)
21. IF THE MAST IS TO REMAIN STEPPED, SNUD ALL SHROUDS AND HALYARDS TO MINIMIZE NOISE AND WEAR.
GENERAL NOTES:
WE RECOMMEND THE FOLLOWING PROCEDURES BE FOLLOWED WHEN STORING THE YACHT FOR PROLONGED WINTER MONTHS. BEGIN BY CONSULTING YOUR AUTHORIZED DEALER ABOUT STORING THE BOAT IN OR OUT OF WATER IN FREEZING CLIMATES. IF AT ALL POSSIBLE, THE MANUFACTURER RECOMMENDS KEEPING THE YACHT IN DRY STORAGE FOR SEVERE WINTERS.
ALL THRU HULL FITTINGS SHOULD BE DRAINED AND CLOSED OFF. WATER IN THE SANITATION SYSTEM AND OTHER TANKS SHOULD BE PUMPED OUT.
FOR DIESEL ENGINES, CONSULT THE MANUFACTURER'S ~ANUAL
FOR SPECIAL INSTRUCTIONS. FOR MOST GASOLINE ENGINES PROCEED AS FOLLOWS:
UNLESS MANUFACTURER'S MANUAL STATES OTHERWISE, DRAIN THE BLOCK, DISCONNECT THE WATER INTAKE HOSE FROM THE THRU HULL FITTINGS, ATTACH AN ADDITIONAL LENGTH OF HOSE AND PLACE THE END OF THIS HOSE IN A BUCKET OF ANTIFREEZE. RUN THE ENGINE UNTIL STRAIGHT ANTIFREEZE COMES OUT THE EXHAUST LINE. STOP THE ENGINE AT THIS POINT, PLUG OR CAP THE EXHAUST LINE, AND REMOVE THE ADDITIONAL HOSE AND BUCKET.
REMOVE THE SPARK PLUGS AND POUR A TABLESPOON OF OIL INTO EACH CYLINDER. TURN OVER THE ENGINE ONE COMPLETE REVOLUTION BY "BUMPING" THE STARTER BRIEFLY. REPLACE THE SPARK PLUGS
60
6.0 0 WN E R - USE R RES P 0 N SIB I LIT Y
6.1 GENERAL SAFETY TIPS:
1. DON'T VENTURE OUT WHEN THE WEATHER CONDITIONS ARE UNFAVORABLE OR ARE PREDICTED TO BECOME SO. LISTEN TO WEATHER FORECASTS, CHECK \JITH YOUR HARBOR PATROL OFFICE, AND LOOK OUT FOR SMALL CRAFT STORM WARNINGS.
2. BE ESPECIALLY CAREFUL IN AREAS WHERE THERE MAY BE COMMERCIAL SHIPPING TRAFFIC. KEEP WILL AWAY FROM SHIPPING CHANNELS.
3. LEARN THE RULES OF THE ROAD. ALL OTHER SAILORS WILL EXPECT YOU TO KNOW THEM AND ABIDE BY THEM. THE U.S. COAST GUARD (BBE-2) 400 S. ELEVENTH ST., S.W., WASHINGTON, D.C. 20590, WILL SUPPLY FREE LITERATURE ON THIS. YOUR LOCAL BRANCH OR HARBOR PATROL OFFICE MAY HAVE IT AVAILABLE.
4. IF YOUR BOAT HAS A GENOA SAIL THAT OBSCURES THE HELSMAN'S VISION, HAVE A DEPENDABLE PERSON IN THE CREW KEEP A SHARP LOOK OUT UNDER THE JIB SAIL FOR ONCOMING TRAFFIC.
5. WHEN SAILING AT NIGHT, PROVIDE SAFETY HARNESSES FOR YOURSELF AND YOpR CRF.\J, AND TIE THESE LINES TO THE BOAT. USE APPROVED HARNESSES.
6. PURCHASE ALL COAST GUARD REQUIRED SAFETY EQUIPMENT AND LEARN HOW TO USE IT. .
7. ENROLL IN A C.G. CLASS OR OTHER CERTIFIED BOATING AND SAILING CLASS. YOU WILL LEARN A LOT.AND ENJOY SAILING EVEN MORE.
8. DO NOT TAKE MORE THAT A SAFE NUMBER OF PERSONS ABOARD YOUR BOAT WHEN SAILING.
9. MARINE INSURANCE IS WORTH EVERY PENNY YOU PAY FOR IT. TAKE OUT INSURAECE FROM THE START. SEE YOUR DEALER FOR A RECCOHENDED MARINE AGENT IF YOU DON'T HAVE ONE.
10.KEEP ALL SEAT HATCHES AND MAIN HATCH CLOSED DURING ROUGH WEATHER OR GUSTY WINDS WHICH COULD UNEXPECTEDLY STRIKE THE BOAT AND CAUSE A KNOCK DOWN.
11.CAUTION! THE ALUMINUM MAST, AND THE METAL PARTS CONDUCT ELECTRICITY. COMING IN CONTACT WITH, OR APPROACHING AN ELECTRICAL POWER LINE CAN BE FATAL. STAY AWAY FROM OVERHEAD POWER LINES AND WIRES OF ANY KIND, WHEN LAUNCHING, UNDERWAY, OR WHEN STATIONARY.
6.2 REQUIRED SAFETY EQUIPMENT:
FIRE EXTINGUISHER:
IT IS WISE TO LOCATE A MINIMUM OF TWO, APPROVED FOR MARINE USE, FIRE EXTINGUISHERS, ONE FOR FORWARD OF THE GALLEY AND ONE BEHIND THE GALLEY, PREFERABLY BELOW THE COCKPIT HATCH. SHOULD AN ALCOHOL STOVE OR ENGINE FIRE START, YOU CAN ALWAYS REACH A FIRE EXTINGUISHER.
FOR EXAMPLE, YOU DO NOT WANT TO LOCATE BOTH OF YOUR EXTINQUISHERS IN THE HEAD
61
6.0 OWNER-USER RESPONSIBILITY (CONTD)
AREA BECAUSE IF YOU ARE LOCATED IN THE COCKPIT t YOU WOULD HAVE TO GET BY THE DANGER AREA TO REACH THEM IF THE FIRE IS EITHER IN THE GALLEY OR ENGINE AREA.
DRY CHEMICAL EXTINGUISHERS SHOULD BE INVERTED OCCASIONALLY TO PREVENT THE CONTENTS FROM PACKING. EXTINGUISHERS SHOULD BE RECHARGED YEARLY OR AFTER EACH USE t ACCORDING TO MANUFACTURER'S RECOMMENDATIONS.
LIFE VESTS:
KEEP A COAST GUARD APPROVED LIFE VEST ON BOARD FOR EACH CREW MEMBER. WEAR THEM DURING ROUGH WEATHER AND NIGHT SAILING. SHILDREN SHOULD WEAR~~EST~AT~AtL TIMES NO MATTER HOW MUCH THEY OBJECT.
HORN:
YOUR YACHT SHOULD BE EQUIPPED WITH A HORN CAPABLE OF PRODUCING A BLAST THAT CAN BE HEARD FOR A DISTANCE OF ONE MILE.
FLARES:
THE LAW REQUIRES THAT YOUR YACHT BE EQUIPPED WITH A MINIMUM OF 3 DAY/NIGHT FLARES.
6.3 SUGGESTED SAFETY EQUIPMENT AND SAFETY PACKAGE:
MEDICAL KIT:
A BASIC MEDICAL KIT IS A WISE INVESTMENT FOR ANY BOAT OWNER. SUGGESTED ITEMS INCLUDE: MOTION SICKNESS PILLS t ASPIRIN t BANDAGES, ETC. WE RECOMMEND THAT YOU PERSONALIZE YOUR MEDICAL SUPPLIES FOR YOU AND YOUR CREWS SPECIFIC NEEDS.
TOOL KIT:
A VARIED ARRANGEMENT OF TOOLS IS AGAIN, A WISE INVESTMENT TO HAVE ON YOUR BOAT. TAILOR YOUR TOOL BOX FOR THE CONDITIONS THAT YOU SAIL. FOR LOCAL SAILING t WITH PROFESSIONAL HELP JUST A PHONE CALL AWAY t YOU ONLY NEED A SMALL ARRAY OF TOOLS. HOWEVER, FOR LONG RANGE CRUISING, A MORE EXTENSIVE SUPPLY OF TOOLS WILL BE NEEDED.
6.4 SAFETY PACKAGE, FACTORY OPTION:
PACKAGE INCLUDES DESCRIPTION 1 EA 18-S ANCHOR 15 FT 5/16" GALVANIZED PC CHAIN 1 EA 1/2 X 200 ANCHOR LINE 2 EA 3/8" GALVANIZED SHACKLE 2 EA 6 X 15 FENDER w/LINE 10 FT 7/16" W. NYL. FENDER LINES (2 X 5) 1 EA FOLDING ALUMINUM RADAR REFLECTOR 1 EA FLARE KIT 1 EA FREON AIR HORN
62
6.0 OWNER-USER RESPONSIBILITY (CONTD)
PACKAGE INCLUDES 1 EA 2 EA 1 PKG 1 EA 6 EA 1 EA 1 EA 2 EA
DESCRIPTION BRASS BELL FIRE EXTINGUISHER BP-2 ALKALINE BATTERIES SMALL BOAT HANDLING ADULT LIFE JACKETS FLASHLIGHT THROWABLE CUSHION 5/8 X 15 DOCK LINE
6.5 ANCHORS, ANCHORING, AND MOORING:
THE MANUFACTURER SUGGESTS AN ANCHOR IN THE 13 TO 16 POUND RANGE TO BE USED AS A BOW ANCHOR IN ORDINARY CONDITIONS. THIS ANCHOR WILL ONLY BE EFFECTIVE WITH AT LEAST 6 FEET OF 1/4 INCH OR HEAVIER GUAGE CHAIN AND AT LEAST 7/16 INCH OR HEAVIER NYLON LINE.
UNDER ADVERSE WEATHER CONDITIONS, AS MUCH AS A 25 POUND BOW ANCHOR COULD PROVE NECESSARY, AND POSSIBLY A PLOUGH TYPE ANCHOR MIGHT BE REQUIRED.
INQUIRE IN YOUR LOCAL AREA ABOUT ANCHORING PROCEDURES RELATIVE TO THE PLACE YOU PLAN TO VISIT. GET THE OPINIONS OF SEVERAL EXPERIENCED PEOPLE. AND ALWAYS PLAY IT ON THE SAFE SIDE IN "MAKING up" YOUR ANCHOR AND IN USING IT. DO NOT FORGET TO WIRE ALL SHAKLE PINS SO THEY CANNOT COME LOOSE UNDER WATER.
REMEMBER: LIGHTER ANCHORS ARE MADE MORE EFFECTIVE BY INCREASING THE SCOPE, I. E., THE RATIO OF LENGTH OF LINE AND CHAIN TO DEPTH OF WATER. A 7: 1 RATIO IS RECOMMENDED. THIS MEANS USING 7 FEET OF ANCHOR LINE FOR EACH FOOT IN WATER DEPTH.
I1.E LIGHTNING PRECAUTIONS:
YOUR YACHT WAS NOT PROVIDED WITH A LIGHTNING PROTECTION SYSTEM DURING CONSTRUCTION • THE REASONS ARE AS FOLLOWS:
1. THERE IS NOT A PROCEDURE FOR LIGHTNING PROTECTION WHICH IS PROVEN RELIABLE UNDER ALL CONDITIONS. YACHTS WITH ELABORATE LIGHTNING PROTECTION SYSTEMS HAVE SUSTAINED SERIOUS DAMAGE FROM A DIRECT LIGHTNING STRIKE.
2. IF THE BUILDER WERE TO ASSERT THAT THE YACHT WERE LIGHTNING PROTECTED, IT COULD INSTILL A FALSE SENSE OF CONFIDENCE IN THE OWNER OR OPERATOR, LEADING TO LESS THAN PRUDENT ACTIONS WHEN LIGHTNING THREATENED.
3. LIGHTNING SYSTEMS ARE "OUT OF SIGHT, OUT OF MIND", EXCEPT WHEN LIGHTNING THREATENS. GENERALLY, THEY ARE NOT CHECKED AND MAINTAINED ON A REGULAR BASIS. A DEFECT IN THE SYSTEM (I.E., A BREAK IN A GROUND LINE) COULD, IN SOME CASES, INCREASE THE RISK OF PERSONAL HARM AND DAMAGE TO THE YACHT, AS COMPARED TO A YACHT WITH NO PROTECTION. THE REASON FOR THIS IS THAT MANY LIGHTNING PROTECTION SYSTEMS DISTRIBUTE THE HIGH VLOTAGE THROUGHOUT THE YACHT BEFORE ALLOWING IT TO EXIT THROUGH THE GROUND.
63
6.0 OWNER-USER RESPONSIBILITY (CONTD)
4. IT IS IMPOSSIBLE FOR CATALINA YACHTS TO CONTROL CH&~GES, YOU THE O~~ER,
MAY MAKE TO THE YACHT, WHICH COULD AFFECT LIGHTNING PROTECTION SYSTE}1.
YOU, THE OWNER, MUST DECIDE WHETHER YOU WISH TO EOUIP YOUR YACHT WITH LIGHTNING PROTECTION, AND IF SO, THE METHOD OF DOING SO. FOR YOUR GUIDANCE, A COpy OF ABYC RECOMMENDATIONS IS ATTACHED. THE FOLLOWING SUGGESTIONS AND COMMENTS ARE ALSO OFFERED:
1. KEEP THE SYSTEM AS SIMPLE AS POSSIBLE. THIS WILL FACILITATE BOTH INSTALLATION AND "INSPECTION/MAINTENANCE. PERHAPS A SINGLE OVERSIZE GROUND (BATTERY CABLE) FROM THE MAST BASE TO THE ENGINE, COUPLED WITH EXTERNAL SHROUD GROUNDS (SEE 2 BELOW), WILL MAXIMIZE RELIABILITY.
2. ABYC RECOMMENDS STRAIGHT LINE WIRE RUNS,I~ICH IS VIRTUALLY I}~OSSIBLE
WITHIN THE YACHT. FOR GROUNDING THE SHROUDS, A BATTERY CABLE, ~~ICH CLIPS TO EACH SHROUD AND EXTENDS OUTSIDE THE YACHT TO THE WATER, CAN MINIMIZE THE NUMBER OF BENDS REQUIRED. THIS METHOD HAS THE ADDED ADVANTAGES OF KEEPING THE POWER SURGE OUTSIDE THE BOAT AND ALLOWING EASY AND ROUTINE INSPECTION. THE OBVIOUS DISADVANTAGE IS THAT THE CLIP ON CABLES ARE NOT A PE~~ENT INSTALLATION AND MAY NOT BE IN PLACE WHEN AN UNEXPECTED LIGHTNING STRIKE OCCURS.
3. USE ONLY TOP QUALITX MATERIALS AND GO OVERSIZE WHERE POSSIBLE.
4. KEEP ALL PERMANENT ATTACHMENT POINTS AND CONNECTIONS WHERE THEY ARE READILY AVAILABLE FOR INSPECTION, YET PROTECTED FROM DAMAGE OR INADVERT~~T
DISCONNECTION.
FACTORY INSTALLED METAL TANKS, 110 VOLT SYSTEMS AND MAJOR COMPONENTS ARE GROUNDED TO THE ENGINE. THE ENGINE IS GROUNDED VIA THE SHAFT AND PROP TO THE WATER. THE PURPOSE OF THE INTERNAL GROUNDING IS FOR STATIC CHARGE CONTROL AND ACCIDENTAL SHORTS IN THE INTERNAL SYSTEMS--NOT TO PROVIDE LIGHTNING PROTECTION. HOWEVER, YOU CAN INCORPORATE THE GROUND LINES PRESENT IN A LIGHTNING PROTECTION SYSTEM YOU MAY WISH TO ADD.
BY FAR,THE MOST IMPORTANT CONSIDERATION REGARDING LIGHTNING IS OBSERVING COMMON SENSE SAFETY PRECAUTIONS WHEN LIGHTNING THREATENS. THE KEY CONSIDERATIONS ARE LISTED IN THE AMERICAN BOAT AND YACHT COUNCIL(ABYC).
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E-4 (7) 7-29-85
RECOMMENDED PRACTICES AND STANDARDS COVERING LIGHTNING PROTECTION
PROJECT E~ ABYC E-4-85
&Iud on ABYC~ lIS~ument 0/ the state 0/ alJtinr technology and the problems IISsociated with achieving tire requwmentJ 0/ this standard. ABYCrecommends compliJurce with this standard by August 1. 1985.
.E-4.1 PURPOSE
These recommended practices and standards establish requirements for the design. construction and installation of lightning protection equipment on boats.
SCOPE
These recommended practices and standards apply to power and sailboats u indicated.
NOTE: A lightning protection system offen no protection when the botIt is out o/water and is not intended to afford protection i/any ptUt 0/ tlw botIt coma ill COtItllCt with power lines while afloat or IIShore.
E-4.3. DEFINmONS
a. AiT Terminal - A metal rod that terminates in a sharp point.
b. L16htning Ground Plate - A means to conduct the electrical cumnt from a boat's condul:tiw elements to the water in which the boat floats. A separate Ughtninl pound plate m3Y be used or it may also sene other p11rpoIeS. (See ABYC E-4.6~.)
c. LiPtning Protecti"e MInt - A conductiw structure or if non<onductiw, equipped with a con· ductiw means and an air terminal.
d. ZoM 0/ ProtectiOtl - An essentially cone shaped space below a grounded air terminal or mast or owrhead around wire which is substantially immune to direct suokes of lightning. (See Appendix)
E-4.4. REQUIREMENTS -INGENEIUL
Successful protection of persons and watercnft from UahtDinl is dependent upon a combination of de· sip and maintenance of equipment, md on penonneI behavior. The bllic: luides contained in this standard shall be considered and used in designinl and inItaWnla Ughtninl protection system. Howewr, in view of the wide variation in structural desip of boats, specific reconunendatiODJ cannot be made to cowr-aU cues.
Desip is cowredlD this IDd the foUowiqleCtions of thiI standard.
Maintenance of equipment is cowred in die Appendix.
Penonnel behavior is cowred in the Appendix.
a. To provide an adequately arounded conductor or Uahtninl protectiw mast, the entire circuit from the top of the mut to the ground shall haYe II conductivity not 1_ than that of an 8 AWG copper conductor and the path to Found foUowed by the conductor shall be nsentially straisht.
b. If there are large metal objects such u tanka, enpnes deck winches, stoves, etc. in proxinuty to the aroundinl conductor, there will be a stroftl tendency for sparks or sidefluhes to jump from the aroundinl conductor to the metal object at the closest point. To prewnt d:unap from such sidefbshes, an intercoMectinl conductor at \eat equal to 8 AWG copper shall be provided at aU places where they are Ukely to occur.
c. Larp metallic objects which are not part of the electrical system of the boat and which are not already Founded due to their own functional or other requirements may he Founded directly to the ground plate, provided that it is not practical to intercoMect with the lightninl conductor or bonding systems. (See ABYC E-4.6.d.)
CUIIIS AmeriCIn Boat end Ycht Council. Inc.
1
E~(7)
7-29-85
E-4.5. REQUIREMENTS - MA TERIALS
a. Corrosion - The material used in a lightning protective system shall be resistant to corrosion. If. as in certain installations. it is impractical to avoid a junction of dissimilar metals. the corrosion effects can be reduced by the use of suitable platings or special conrctctors which are available for such purposes.
b. Wire Conductors
(1 ) Wire conductors shall be stranded copper not less than 8 Awe.
(2) The size of any strand of a bare copper wire shall be not less than 17 Awe. Stranding of in· sulated copper wire shall be Type II stranding per ABYC E-8. "AC Electrical Systems" or ABYC E-9, "DC Electrical Systems Under SO Volts".
c. Oth~, Conductiv~ M~ans
(I) Conductivity shall be equal to or greater than 8 Awe copper wire.
(2) The thickness of metal ribbon or strip shall be at least 1/32 inches.
E~.6. REQUIREMENTS - INSTALLA. TIONS
a. Conductil1~ Joints - Conductive joints shall be made and supported in accordance with ABYC E-9. "DC Electrical Systems Under 50 Volts".
b. Lightning Prot~ctil1~ Mast H~i"'t - A lightning protective mast shall be of a height to provide the desired zone of protection in accordance with the following:
(1) For a mat height not exceeding SO feet (15m) above the water, the bue radius is approxi· mately equal to the mast height. (See Figures I and 2)
(2) For mast heights in excess of 50 feet (15m) the zooe of protection is bued on the striking distance of the lightninl stroke. Since the lightning stroke may strike any arounded object within the striking distance of the point from which final breakdown to around occurs, the zone of protection is defined by a circular arc. (See FiJUre 3) The radius of the arc is the striJcinJ distance (100 feet (30m». The arc paua through the tip of the mat and is tangent to the "'ater. If more than one mast iI used. the zone of protection is defined by arcs to aU masts.
(3) The zone of protection afforded by any confiJUration of masts or other elevated. conductive, grounded objects can readily be determined graphically. Increasing the height of a mast above the striking distance will not increae the zone of protection.
c. Lightning Proucrtl1~ MlUt Altemtltil1ft
(1) If the mast is of non<onducting material. the associated lightninJ or grounding conductor shall:
(a) be essentially stJ'lilht.
(b) be securely fastened to the mast.
(c) extend at least 6 inches (isOmm) above the mast.
(d) terminate in an air terminal. and
(e) be led as directly as practicable to the grounding connection. (See ABYC E-4.g.)
©19S5 Arnericltl SOlt and Yacht Council, Inc.
2
E-4 (7) (E--t.6.c.) 7-29-85
(:!) A r:tdio antenna or outrigger may serve as a lightning protective mast provided it has conducti\ity equivalent to 8 AWe copper and is equipped with:
(a) lightning arresters,
(b) lightning protective gaps. or
(c) means for grounding dUring electrical storms.
NOTE: NOll-co"duct1ng Qllte",," mllsts with spiral(v wrapped conducton lire not considered suitllble for ligll"'ing protection purposes.
(3) The grounding of metal rod type radio antennas provides some protection for boats without masts and spars, provided:
(a) Conductors in the grounding circuit of the antenna have a conductivity equivalent to 8 AWe copper in accordance with ABYC E-4.5.b.
(b) The top of the antenna is not more than SO ft. (15m) above the water, and a line drawn from the top of the antenna downward toward the water at an angle of 45 degrees to the vertical does not intercept any part of the boat. (See ABYC E-4.6.b.)
(c) The antennaloadinl coil is provided with a suitable protective device for bypassing the liahtninl current.
NOTE: BecllUJe II loading coil pmenn II high impedence to the flow ollighming current, the portion 01an anteMll abOvt the bottum 01 II loadi", coil is not effective tJS II lighming protective mert.
d. Inte~onnection01 Metallic Masses - Meta1lic: masses aboard boats which are a permanent part of the boat or are permanently instaUed within or about the boat, and wAose function would nut be _rioUlly affected by grounding, shaD be made a part of the liahtnin&<OIlductor system by interconnection with it. (See ABYC £-4.61.)
EXCEn70N: ComptUtlth'ely smlllisize metallic rrlGSa.
NOTES: 1. The object 01 interconnecting the met. ptII'n 01 II bOllt with the conductor ilto p~nt dIlm. from side/lillha. apedlllly III the ClUe 01 Nthe, e.'Ctensive metlll objects thllt tin nearby. T7te ntIIin principle to be observed In the pnvention 01 such dtmUlge is to identify on II bOllt the pltlces where sideflashes Q/'t most likely to occur and to proride m,tlllilc ptltlu lor tM""
2. To minimize flow olliPminl dlsc!uup cumnt through engine b'lIrings, it may be prel,rable to bond ,ngl_ blocks directly to the ground plilt, Nther than to anlnt,nnedltlt, point on th, IlghtnJnr conductor.
e. Exterior Bodies 01 M,t. - Metal situated whoUy on the exterior of boats IhaU be electricaUy con· nected to the groundinl conductor.
NOTE: Ext,rior met. bodies on bOlln includ'lIII)' large rrlGSes such flJ horizontlll gwudrtlils. lumdl'tliu on cabin tops. smokesttlCb from pl/~ stoves. electric winches, dtwits, met. sigNI/ masts. and metallic hatches. .
f. Interior Bodies 01 Merlll - Metal situated whoUy in the interior of boats and which at any point comes within 6 ft. (l.8m) of a liahtning conductor shall be electricaDy interconnected with this
·liahtning conductor.
NOTE: Interior bodies 01 metal include ,ngines. wllter lind fuel tllllb. and control rods lor stteringge. or nv,ning getii'. It is not intmded that small m,t. objectl IUCh IIJ comptUSes, ciocla. gall,y stoves. m,diclne chesn. IIIId other ptI1'fS 01 th, bOllt's luzrrJ. wllre be grouI,ded.
C), 985 Americ.n BOel II'Id YlCtn Council, Inc.
3
E-4 (7) (E-4.6.f.)
E-4.7.
E-4.8.
E-4.9.
E-4.10
7-29-85
(I ) ~1etal which projects through cabin tops. decks or sides of boats above the sheer shal~ be bonded to the nearest Iig.htnin!! conductor at the point where the metal emerges from the boat and shall be grounded at its lower or e:-.:treme end within the boat.
(:) In order to protect the radio transmitter. antenna feedlines shall be:
(a) equipped with means for grounding during electrical storms. or
(b) protected by lightning arresters or lightning protectiq:' pps.
g. LiglITl/ing Ground Connection - A lightning ground connection for a boat may consist of any metal surface which is submerged in the water and which has an area of at least I sq. ft. (O.093m1).
(1) Metallic rudder surfaces. metal centerboards and keels, or the ground plate for radio trans· mitters may be used for this purpose.
(2) A metal hull itself constitutes an adequate lightning ground plate.
REQUIREMENTS - VESSELS WITH METAL HULLS
If there is electrical continuity between metal hulls and masts or other metallic superstructure of ade· quate height in accordance with ABYC E-4.6 .• then no further protection against lightning is necessary.
REQUIREMENTS - SAILBOATS WITH NON-METALLIC HULLS
a. Sailboats with metallic standing rigging will be adequately protected provided that zll rigging is grounded so that the mast and rigging meet the requirements of ABYC E-4.5. and E-4.6.
b. Sailboats •..rill be adequately protected if all shrouds. back stays, preventers and continuous metallic track on the mast and boom are grounded. These shan be electrically connected at the lower or forward end and grounded to a metal plate on the huD or to a metal rudder, centerboard or keel.
c. AU stays 'and sail tracks shall be grounded.
d. Grounding of other objects on sailboats shall be in accordance with ABYC E-4.6.
e. Multihull boats shall provide a lightning ground connection in accordance with ABYC E-4.6.g. for each hull that has items to be grounded, attached, or fitted to it.
REQUIREMENTS - POWER BOATS WITH NON-METALLIC HULLS
a. Power boats may be adequately protected by a grounded radio antenna, outrigger, or other grounded lightning protecthe mast in compliance with ABYC E-4.6., provided the height of the mast conforms to that described for the zone of protection.
b. IntercoMection and grounding of metallic masses shall be in accordance with ABYC E-4.6.
REQUIREMENTS - SMALL BOAlS
a. Small boats may be protected by means of a temporary lightninl protecti"e mast which may be erected when lightning conditions are observed in the distance.
b. Groundins provisions may be made by means of a flexible copper wire and a submerged ground plate of at least 1 square foot (O.093m2) in area.
©1985 American Boat and Yacht Council, Inc.
4
E-4 (7) 7-29-85
FIGURE 1 - BOAT WITH MAST NOT EXCEEDING 50 ft. (15m) ABOVE THE WATER
//
/
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//
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/
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FIGURE 2 BOAT WITH MAST NOT EXCEEDING 50 ft. 115m) ABOVE THE WATER
PROTECTED ZONE WITH SOLID ANTENNA EXTENDING THE
I HEIGHT OF THE LIGHTNING
/I~' MAST TO PROTECT ENTIRE BOAT
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",,~-------/...,.:.--,A..~. I , PROTECTED ZONE WITH // // I ;X;LIGHTNING MAST ONLY
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H // Iolo." "h 1 / / q""~,, , f-.J ~ //-.?\/ ./ C; ....... I r.;) "-"", ~
/ / - , / / " "" [// ~/ " lA',
~'9B5 Americ.... Boat end YlCht Council, Inc. 5
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E-4 (7) Appendix 7-29-85
APPENDIX - LIGHTNING PROTECTION
T his appendix contains additional information of a descriptive nature and recommendatiotls pertaining to mainten· ance and behavior of personnel.
E-4.Ap.1. Zone of ProteCTio/l - A grounded conductor. or lightning protective mast. will generally divert to itself direct hits which might otherwise fall within a cone·shaped space. the apex of which is the top of the conductor of lightning protective mast and the base a Circle at the surface of the water ha\;ng a radius which is related to the height of t he lOp of the conductor or lightning protective mast.
a. To protect a boat of the size that renders the use of a single mast impracticable. additional lightning protective means shall be erected to form overlapping zones of protection.
b. Boats with ungrounded or non<onductive objects projecting above the metal masts or super· structure may have these objects protected by a lightning ground conductor tenninating in an air terminal above the object.
c. Whip·type radio antennas shall not be tied down during a lightning storm if they have been designed as a part of the lightning protection system.
E-4.Ap.2. Maintenance - Lightning protection provisions are quite likely to receive scant attention after installation, and therefore their composition and assembly shall be strong and materials used shall be highly resistant to corrosion.
a. Grounding of metallic objects for lightning protection may increase the possibility of harm· ful galvanic corrosion. (See ABYC E-2. "Cathodic Protection")
b. If a boat has been struck by lightning, compasses, electrical and electronic gear shall be checked to detennine whether damage or changes in calibration has taken place.
c. If a boat has been struck by lightning the lightning protection system shall be inspected for physical damage, system integrity and continuity to ground.
E-4.Ap.3. ~cautions lor Persollnel - The basic purpose of protection against lightning is to ensure the safety of personnel. It is therefore appropriate that the following precautions be taken:
a. personnel shall remain inside a closed boat, as far as practical, during a lightning storm.
b. arms and legs shall NOT be dangled in the water,
c. consistent with safe handling and navigation of the boat during a lightning storm, personnel shall avoid making contact with any items connected to a lightning protection system and especially in such a way as to bridge between these items; for example it is undesirable that an operator be in contact with reversing gear levers and a spotlight control handle at the same time,
d. personnel shall NOT be in the water dUring a lightning storm, and
e. personnel shall avoid contact with metal parts of a sailboat's rigging, spars, fittings and railings.
©'985 Amencan Boat and Yacht Council, Inc.
7
STc=::lING DATAEds~~n ,SHc=T S-650-7
CATALlNA 30 1
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TMis steering data snee! has been oreoareo to snow (,he :::coular conversion of tne tiller eauiooea Catalina 30' to Eason pedestal sreerlng. ThIS c;:ange will orO\/loe Catalina:O' owners wltn more useable cocKoit soace ana tne ease ana senSibility of Edson oeaestal steering. TMe aeaesraJ will become tne cencer of COCKOlt ac:/viiy and oOt/onal eOUIoment suc;: as orake. engine concrols ..:::ecestal guara. insrruments. ana taoies. ean oe aeCea for tne convenience of tne nelmsman as for tne enJOyment of tne entire family.
Sequence 01 Installation 1) Locate ;::ledestal in rne COCXQIL generacly tne center of
tne peaestai is aocuc 27 inc:-:es ferware ef ehe rueder::ose. 2) Droo U1e rueCer ana e:.:( cut a::eut iO inc:-:es 0: 7"J::e.
Place Stuffing 30x 011 rna ~co ot :tie ':uce anc ;"a~lac.=
rueeer. J) 'Nrao fiberglass e:ect'! wier'. ,eSin around'=:g. 597 Stuffing
50x ana lca 0: c:Jcctf :uoe. 7"his lliaKas ~~a 5~~..dfij"'lg 5cx an iaeal rL:c:::er :Earing fer ease of srcenng.
~) CiJe C~CX=tt :ico; ;cr ,=:g 3cc. 7'ern=~E.:e S~C~[iEC ','Iir.'l oreer. :oit -:~'..vn :e(!eSi:al ,'=-=G 'oVlre ~nr:J ::i1C~ ...ll[ ',',r,i:e !uOClcatlng 'NICn .=:g 3Zi 7":110:'1. IJse .:. ex,r;:. ~!2" ,11..:'S :0_. -_.... sec:..:rs ~:c; =-00 :11 :toc::.
5j ~race .=~g 777·-3.': i~c:; .~ac:ial Crl'/e tJn ~l...lcc:r:~s~. =CS1" tlcn Fig 255 ":'Glr...:s~a=le C':I1CL:IC =(cc.'":::·~ ,n .=f: ;c:ass panel boss. 201 t in ::;I;:'C: uSing :/8·, 6 ~Ol tS ana~ac''<'\J 0
plates sueo/lee. .
oj 30lt Fig, 777:0 e;"le ruc::::erocs,:'1 errlling :irs: '.'Iitt'! 'I. Inc,-: crrll ana nf1ls.''''lIng '.·'I(~ :1. ,r:c.;. =CI: SiJc=~:e~ :'/ =::5=('
7) Inseall Fiuccer Stce 2:2,71 as in aco'le c;awlng. 8) For emergenc'f steering, 0:';( 2;(IS:lr.g :Iiler 5,10r: 2n eugr1
to c:ear ::;eaescal ana wneel. C:-'ec::: s,eerlng e~oles ,;or alignment ana strengtl1 or all new work.
Drive Wheel Fig 777 5.5'
Parts List I :I 3:i5-5· cdson Pedestal Steerer
1 6445·24" Slainless Steel Destroyer Wheel 1 775·251589 C~ain and Wire Assemoly 1 865-6.5 Adjustable Conduit 8racl<et V 1 868-2 Internal Oroe Down Conauit 8racket 2 797·3 • Pull-Pull Conduit (Iengtn deoendenr en
peaestallocaCion/ Emergency 1 il7·5.S· Radial Drive Wheel, 30re 2.:53 ?innea Till er 2 618·';1 Wire TaKe-ue Ctes 4 646A 1/2 x <1 Peaestal Mounting SOlts. with <1 extra nuts 4 6653/16· Wire Fiooe C:amos 1 827-75 Teflon lubricant 1 6972-3/8 Rudder Stuffing 80x Please cnecl< Ine aoprooriate catalog pages for all oecesral ac::essories such as guaras. :Jral<es. taoles. and ins,rument nousings. These ac::essories are all pre-orilled and are easily installed.
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EB ·204·1 EDSON PEDESTAL MAINTENANCE GUIDE Edsc~n
This guide has been prepared to assist you in the proper maintenance of your Edson Steering System. To properly maintain the moving parts in the top of the pedestal, it is necessary to remove the compass and its cylinder. For proper alignment when re-installing the compass, we recommend placing 3 or 4 lengths of tape on the pedestal and compass as shown below. Slit the tap when removing compass, align the strips of tape when re-installing the compass for visual re-alignment. Your compass MUST then be checked for accuracy. Lubrication of needle bearings should be done by squeezing Edson Fig 827 Teflon Lubricant into the holes located on top of the bearing housings inside the pedestal bow. Spin the wheel when squeezing the lubricant in to make sure the entire bearing is serviced. Winch grease or water pump grease can be used as an alternative, but don't let the bearings run dry. Do not over grease as it will run onto the brake pads. Oil the chain with #30 weight motor oil. Do NOT grease chain as it does not penetrate the links.
Inspect the condition of the wire, tension of the wire and lightly oil. Edson recommends placing about 5 layers of "Kleenex" on the palm of your hand, squirt oil on the tissues and lightly oil the wire, This will lubricate the strands but will also "flag" a broken or hooked strand by tearing off a small section of tissue. If you do have a wire break, replace the wire immediately. See Edson Fig ns wire and chain replacement kits. (Caution: Wire splinters can cause painful cuts.) Replace the wire after 5 years. If still good, keep the old wire on board as a spare. To check for proper wire tension, lock the wheel in position by using the pedestal brake, or by tying off the wheel. Cable tension is best when you cannot move the quadrant or drive wheel by hand with the wheel locked in place. Over tightening will greatly redu:" the sensitivity of the system.
RADIAL DRIVE
SYSTEM f~
I
OIL - 17(I~-~lSHEAVE I I~BEARINGS I ! ,
CHECK CAP SCREWS FOR ~ , \. i TIGHTNESS . A
\1
PULL-PULL SYSTEM
CHECK CAP SCREWS FOR TIGHTNESS
c:""T LU'R~"E .... ~~. . WIRE MONTHLY ,',....;;":.;.'cr. . WITH TEFLON .!
"~')" . LUBR:ANT /
",.~-===~
It must be emphasized that all on board must be familiar with the care and operation of the Steering System and engine controls. One person must be assigned the job of maintenance and must be thoroughly familiar with the operation and intent of all the equipment. If at any time your Steering System makes strange noises or reacts differently than it has previously, you must find the causes immediately and correct the problem.
Screws, nuts, bolts as well as clevis and cotter pins that are part of the steering system, engine controls. or pedestal accessories must be checked regularly for tightness and wear. Failure to inspect all steering parts, engine controls and pedestal accessories may cause loss of control or failure of the engine or steering system. All boats must have an emergency tiller or its equivalent and all on boardmust be familiar with its location and operation. An emergency tiller drill is just as important as a man-overboard drill andmust be regulary conducted.
Of.l a new boat and at least once a year, inspect the system when under a strong load. On a calm day and under power, go away from the other boats and with the person who is assigned the maintenance watching from below, put the wheel hard over at full throttle. The maintenance man should watch carefully for all parts of the system bending, distorting, creaking, or giving any indication of failing if placed under a hevy load for a period of time. If, for any reason something did fail or needs adjusting, the day is early and you will have plenty of time.
When leaving your boat at her mooring or slip, make sure that your wheel is properly tied off. DO NOT LEAVE THE STEERING SYSTEM TO FREE WHEEL.
The pedestal exterior should be cleaned with detergent and water, do not use acetone andlor any other strong solvents as they may damage the finish. Edson will be pleased to assist you. Call us or write us if we can help.
_ .....~r--OIL
CHECK
QUADRANT SYSTEM I
CHECK CAP SCREWS FOR
TIGH\TN/~'SS
~,
.;, OVERLAPPING ) i TAPE FOR
COMPASS ALIGHTMENT
TEFLON FIG 827
SHEAVES
GREASE FORWARD SHAFT BEARING
_~"~E
SECURITY OF COTTER PINS AND MOUNTING
TEFLON FIG 827 / GREASE AFT SHAFT BEARING
OIL THREADS ON BRAKE SHAFT
GENERAL MAINTENANCE &CLEANING STAINLESS STEEL PEDESTALS.& ACCESSORIES
Pedestal guards, steering wheels and shafts are all made from top quality: Clean them with soap and water and don't use chemicals such as MEK or stainless steel. The implication of its name "stainless steel" does not mean it is totally rustproof. All stainless steel will rust to a certain degree due to chemical reaction to air and salt water. This is mainly cosmetic and will require an occasional polishing with an abrasive type cleaner such as "Brasso" or equivalent.
STEERING WIRE TENSION A top quality roller chain to wire steering system can be kept in "as new" sen· sitivity by keeping the wire at a correct tension. While not requiring lots of at· tention. Edson Engineering has adapted a simple test. In a l' length of exposed steering cable you should be able to pull it aside 1"; a 2' span 2": a3' span 3" etc. With this adjustment you should have no discernible play at the wheel at any time in the life of the steerer.
,Acetone, as they only break down the super finish on your. Edson pedestal syStem, compasses and instruments. Most manufacturers of compasses and electronic instruments suggest that they all be removed during winter storage and kept in a warm and dry area. Compasses are normally held in place by two or three slotted-head screws, placed near the top of the compass. A Fig 672 Rubber Connector will assist in removing the compass. Instruments can be removed by the screws in the Edson faceplate. Just unplug the instrument and you are all set.
CAlfrION: When the equipment is in the tropics or in the charter service, the maintenance schedule must be speeded up. Or, to put it in a few words: clean it up, oil it, inspect it. cover it. The effects of sun. salt water and inexperienced operators can be severe.
LUBRICATION RECORD
/.. component lubricant #30 oil'
. .":fSflon Fig 827
schedule 1st year 19
2nd year19
3rd year 19
4th year 19
5th year 19
sheave bearinas check and oil monthly pull-pull cables check and grease monthly
wire rope : ~., #30 oil' #30 oil"
Teflon Fig 827
check and oil annuallv roller chain check and oil annuallv
Ipedestal shaft bearinas check and grease annually "Any light oil is suitable. We recommend #30 weight motor oil since mast boat owners have it aboard.
Caution: 1.) On extended voyages your steering system should be inspected each day and lubricated weekly. Carefully inspect your steering system at least one week before a vacation cruise to avoid last minute maintenance.
2.) When the boat is unattended secure the wheel with the brake or a line. In rough weather the rudder can swing violently from stop to stop causing damage.
THE EDSON CORPORATION 460 INDUSTRIAL PK, RD. NEW BEDFORD, MA 02745·1292 TEL 617·995-9711 TELEX 95-1337 FAX 617·995-5021
--
E8·204·1~cd$C~.n··i--' EDSON PEDESTAt"STEERING ASSEMBLY
A·140 NEEDLE BEARING
FOR BRAKE ASSEMBLY FIG 689
WASHER
SERIAL NUMBER LOCATION
A-660 ~F\ SNAl'<:..«(J ~ •
RING \.i) \ r ~~ 8-171 SHAFT KEY
diP
ORDERING INSTRUCTIONS
When ordering spare parts give the pedestal serial number, part number, p"rt name, and quan· tity. Your order will be filled promptly.
If you have any questions don't hesitate to call the Edson factory. IN" will be pleased to assist you. All steerer parts are under Fig 960: soe price pages.
,; 4
:,. A~ a further service to our customers we have an il., luStrated parts breakdown showing the design and
construction of your Edson Pedestal Steerer. These parts drawings will assist you in the proper maintenance of your steering system. . If disassembly should become necessary, the
fOllowing instructions will provide a simple but - precise method
of removing and replacing ,~t="::i~S~~ the steering shaft and its components.
DISASSEMBLY 1, With the wheel and brake assembly removed, replace the wheel nut with
any standard thread 3,14" or 1" hex nut. 2. Loosen the steering cables and chain by backing oH the take-up eyes at the
Quadrant or Radial Driver. lift the chain oH the sprocket and tie to the forward part of the bowl.
2A. Put a cloth just under the sprocket so no parts drop down. 3. Align the notch in the aft fibre washer with the "V" stamped on the sprocket. 4. Carefully drive the pin out of the sprocket (drive from the round end toward
the grooved end). 5. With a piece of wood against the 3/4 " or 1" hex nut. gently tap the wheel shaft
from the housing (see illustration); be careful not to drop the shaft com· ponents into the pedestal.
6. Remove the sprocket. two fibre washers and forward needle bearing. 7. Remove aft needle bearing and washers. 8. Wipe out any dirt or old grease before reassembly. To reassemble, reverse the above procedure; do not grease the bearings until reassembly is completed. NOTE: Check your compass for possible readjustment.
A·595 BEARING LINER
REMOVING SHAFT
ASSEM.BLY.. ~'T
.J==; .. ~ - .
---~ ~ A595-BEARING LJ~ . :.
A'327"0"RING_~~.140 A.729WASHER------rrv~- ~EEDLE
A-660 ~O BEARING
sNAr~ . &'27;JWHEEL MODEL 334 OR 335 PEDESTALS RING , MODEL 400 PEDESTALS SHAFT APPROXIMATELY 7" APPROXIMATELY 8" DIAMETER
DIAMETER AT TOP ATTHETOP
ENGINE CONTROLS INSTALLATION AND MAINTENANCE E~~t~.E CONTR9LS INSTALLATIO~ Great care must be taken to assure ease and safety of engine controls operation. Components must be Installed and adjusted so the . engine goes into gear
smoothly and completely, and thethrottle operates easily. Cables must be installed strlllght or ,n broad C\lMIS. Refer to the EngineConnections IlIuSlraUons (opposite) for installation procedures.
Don't force engine controls when operating above idle. Force-stull· ing can result in broken cables and loss of boat control. Familiar
~ • , • /A
f ~..
•
I
I •
.?~ _
..~ . ~ \ ~. /;
LUBRICATION !r POINTS
\ {ri -, '
ize yourself with the operation of, .1 MUST BE the engine controls and cautIOn I b-SECURED and'tr..n all those on board. : AND TIGHT
ENGINE CONTROLS MAINTENANCE Oil the control handle shaft bearings with #30 motor oil. Use a good grade of Teflon spray with an extender nozzle for the pedestal end of the engine control push/pull cables.
At the engine. clean ott the control cable metal ends and spray with Teflon grease. This will increase cable life and make operation easier. Engine cables are subject to high heat from the transmission. and salty bilge water. both very hard on moving parts; if stitt, replace.
ENGINE CONNECTIONS NOTE: Use the information below as a guideline. Most engine and control cable manufacturers furnish instructions for installing their products. Use their instructions if there is any variance with the instructions shown below.
o ·_.-1__ '~I 1 ~ " "~"::-=''''~ _ o·-e.- I I o 10· ~W· .When aligning the eBble anchor point
, with the control lever. the centerline of the cable must be Bimed to the mid point of the lever to Bilow Bn equal amount of swivel to eBch other. No more than 10· total cable bend Is Bllowed.
TrBnsmission Lever "flopped" Typical working end ~ for dlrectlon~l clBmping brackets extra, Shlftl~g • Fw d holes for centering Is Fw d...etc. / and .reverse If requirtICL. ~ ~~ / Straight JeBd Is very ~. /Clamp must
'" ., III
"~~~ , =-' ~ •
y /'~ ~. 0 .0 •
, ,,,,-,,,..:-,, Important.
.. ""F~. ~fi>'~ ~ "'!
. ' f '" l)" • '
.
~(:-:/
-J~'Two holes must be .':~
provided in the engine ""'-': throttle lever to optlonBlly select the proper trevel. Holes. both 10/4 0 R or 20/4 OR. Inner hole will provide increBsed throttle treve' control hBndle pressure.
lV'i.".J,/ bean the same plane ,,-. ~ ~ BS the operating lever.
·:;f)':'-:"I
