Islander Yachts Islander 28 User manual

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TABLE
OFCOilITENTS
POWERSYSTEM
A.' MainBatteay
Switch
B. Gas
Tank and Fuel Shut'Off Valve
C. EngineCooling
Watei Intake
Valves
Page
1
1
1
1
1
1
1
2
D. Engine
Oil
E. PropellerShaft Packing
Gland
F. PropellerShaft
Alignment
G. Startingand Operating
Proceldures
II. ELECTRICAL
SYSTEM
- STANDARD
A. Basic
Circuit Breaker
ElectricalSystem
B. Battery Condition lndicator .
C. Operation
of Circuit Breaker
ElectricalSystem
D. Spreader
Light
E. Lightning
Ground
ELECTRICAL
SYSTEM
- OPTIONAL
A. MastHead
Light
B. 110Volt Shore
Power
IV. PLUMBTNG
SYSTEM
_ STANDARD
Thru-Hulls
andThiu-HullValves
llt.
i ; ,''il'''
't.
i
i-, '
Manual
Bilge
Pump
A.
B.
c.
D.
E.
F.
G.
Fresh
WaterTanks .
FreshWaterHand Ptrmp
& Sink for Galley
lceBox. .;
Marine
Toilet .
HeadSink
V. PLUMBINGSYSTEM
_ OPTIONAL
A. Holding
Tank System
B. Automatic,ElectricBilgePump j ' . ; ' { i':r'{ii:;"'4'd
i t t" 'r'
VI. SPARS,
RIGGING
AND HARDWARE
A. MastTune .
B. Backstays
VII. MAINTENANCE
TIPS .;
A. Rudders,
Keels,and
Bottom
Paints
B. Spars,
Riggingand Hardware
C. PedestalSteering.
D. FiberglassSurfaces
E. Woodwork .
F. Maintenance
Timetable
5
5
5
3
3
3
4
4
4
6
6
6
6
6
6
6
7
I
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9
10
10
10
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11
11
11
l2
,. ... i

I. POWER
SYSTEM
.t- INBOARD MODELS
Operationand maintenance
procedures
of the Universal
Atomic
4 gasoline and
Volvo
Penta
dieselengines
are
covered
in the attached manuals. Additionalinformationor parts
may be obtained
from the following,or oneof their many
local
dealers.
UNIVERSALATOMIC4 GASOLINE
Universal
Motor,P.O. Box 180,
Oshkosh,
Wisconsin54901.
VOLVO PENTADIESEL
Volvo Penta,
Box 392,540126,Goteborg,Sweden.
The followingpoints applyto the operationof the Atomic
Four
andVolvo
Diesel
andshould
becarefully
followed.
A. MAIN BATTERY
SWITCH
Turn theMain
BatterySwitch,located
on theelectrical
panel
behind
thegalley sink,to thepositionyou have
designated
as
theengine
battery.
When
theengineis
idling,
youmay
switch
from one battery to another for charging.
NEVER pass
through
the OFF position
when
theengineisrunningor the
Alternator
Diodeswill beburned
out. lf bothbatteries are
of ,
equal charge, keep selectorswitch in 4LL position. This
position
is
also
usedto start theengine
when
bothbatteriesare
low.
When
not operating
the
engine,use
one
batteryfor ship's
gear,
thus
savingthesecond
battery
for startingthe
engine.
B. GAS TANKANDFUEL
SHUT-OFF
VALVE
A 20 gallon regularfuel
tankislocatedunderthecockpitsole,
fill cap
and
vents
aft on the port sideandtransom,
The Fuel
Shut-Off Valve is on the tank's port forward sideand is
reachedvia
theseathatch.Whenthehandleisparallel to the
fuef fine it isOPEN,
at right anglesit isCLOSED. Whennot
operatingthe engine,
this valve should
remain
CLOSED. A
partially
filled
fuel
tank
can
causewater
condensation,amajor
cause
of sticky
valves.To avoidthis, werecommendkeeping
thetank
full andthe fuelinjection
clean.
When
adieselengineis allowedto run outof fuel, air
gets
into
the lines
andinjectors,which makesit impossibleto restart
without bleeding. To restart,
switch
from emptytankto full
tank and bleed pump and injectorsin accordance with the
manufacturer's
instructions.Thenrestart
theengine.lf it runs
rough
after
a
fewminutes,
stopengineandbleedagain.
CLOSE
LEVER
VALVES
ONTHE
TANKWHENLEAV-
INGYOURBOAT.
_ TheElectricFuel
TankGauge
has
beenadjustedto readempty
with three
gallons
of fuel in thetank.
Thishasbeen
doneby
\r bending
the float armon thesensorso
thatthefloatsits
on
top of the fuel whenthe electric
fuel gauge is
at theempty
mark.
You should
neverlet
a
tank
get
thislow
for theobvious
safety
reasons.
C. ENGINE
COOLING
WATERINTAKE
VALVE
This
valvemustbeopen
while
the
engineisrunning.
fhe 1/2"
Water
Intake
Valve
islocated
port
side
of theengine.
Youmay
wish
to keep thisvalveclosed
if sailing. butrememberto open
thevalveortheenginewill overheat.
D. ENGINEOIL
Sincea marineengine
works
atmaximumcapacity
about
90%
ofthetimeascomparedto anautomotive engine
(which
rarely
works
atmaximum capacity
atanytime),the
requirements
for
good
lubricatingoilare
far
greater.Please
check
enginemanual
for the
proper
typeandamount
of lubricatingoil.
E. PROPELLER
SHAFT
PACKINGGLAND
The Propeller
Shaft
Packing
GlandNut hasbeenleft looseat
thefactory sothatwater
could
thoroughlysoakthe
packing
at
thetimeof launching.The
PackingNutwastightened byyour
dealer
during
launchingto eliminateany
excessivedripping
andtheLockNuttightened.
When
the
engineisrunning
and
in
gear,
thereshould
be
some
dropsof water coming
out of the
gland
orelsethe
packing
nutis
tootightand
will burn up.
lf the packing
needsto bereplaced, besure
you get
square
cut
wax impregnated flax packingandthat it isnot woundaround
the shaft but cut to form three singleringswhich are
"stacked"
ontheshaftso
that thecutsarestaggered.
F. PROPELLERSHAFT
ALIGNMENT
It ismost
importantthatshaft
alignment
becarefullychecked
at the time of launchingby theselling
dealer.Theshaft
and
enginewere carefullyaligned at the factory but loading,
trucking,
andoff loadingcanspoilthis work, as
wellas
the
different
setthe
hullmay
take
inthe
water.Thismisalignment
may alsooccur laterand the followingmethod is used
to
check
and
realign
an
engineand
its
propeller
shaft.
1. Removebolts holdingthe shaft coupling
flangeto the
enginetransmission
flange
and
any
flexible
couplings.
2. Press coupling
flanges
togetherandcheckall
around
with
feeler gauges for gaps between them. Zero to
nine-thousandths
(0.009)
of an
inchis
tolerable.
3. lf a greatergap
existsbetweenthe top or bottom of the
couplings,adjustment
canbemade by raisingor lowering
the front or back
endof the engineusingtheadjustable
motormounts.
4. lf agreatergap
exists
betweenthesidesof the
couplings,
adjustment
must be made by slackingoff the engine
mountlagboltsand
prying
theengineto one side
or the
otherto closethe
gap.
5. When
toleranceis satisfactory,
re-tighten
anything
that
hasbeen
slackedoff and recheck
forexcessive
gap.
lf it is
still satisfactory,replacebolts in shaft coupling and
tighten.

"\-, G. STARTING AND OPERATING PROCEDURES (cl Attow the engine
to continue
idlinsuntil coolant
Checkall parts of theengine,lookingfor fuel, oil, andwater temperature
reaches
120oF'
leakage' 3. operatingprecautions
1. Engine startang K""o . "o.
Folrow
the
ensine
starting
procedure
asoutined
below: 5fflr,,H:;"':il:.,lffirft
il:';::'fff}ilfr:: o"'*
{a) Set
gear
control
leverinneutral
position. (a) Oilpressure,
(b) Close
the
main
switch.
(lf equipped). (bl Coolanttemperature.
(c) Fuel
shut-off,
waterIntake
Valve
open? (c) Abnormalnoiseis an
early
sign
of trouble.
Always
(d) Inserttheengine
keyin thestarterswitch. paycloseattention
to enginesound.
(e) Set the throttle control leverslightlyadvanced
and (d) The color of exhaust
gasis important' Additional
push
stop
rever
tothestartins
po,i,ion. ::::#::?:r:1,ffi::::- appears
in
the
forrowing
(f) When the engine starts, immediately release
the
starter
key and place
the fuel controlknobin the (e) Checkall parts
of theengine
daily
for oil, coolant,
idling position. The starter key returns auto- and
fu-elleaks'
maticallyto the
running
position
whenreleased. 4. EngineShut-Down
NOTE
*HEN rHE ENGTNEHAsNor BEEN
.'ERATED FoR (a) ffH[".'nt throttle control lever to the idling
A CONSIDERABLE PERIOD,ACTUATETHEENGINE
wtTH THE START|NGMoTOR FoR 15 sEcoNDS (b) Return
the fuel stop leverto the stopping
position.
WITHSTOPLEVER
(OR
SWITCHI
!NSTOP
POSITION
BEFqREAppLytNGsTEp
(slaBovg. (c) After the enginestops,turn thest€rter
keyfrornthe
running
position
to $e OFF position.
2' Engineoperation 16y Set the main switch to the oFF position. (lf so
. After starting, idle the engine at 650 rpm for equipped.)
approximately
five(51 minutes.During
this
time,observe
thefollowingitems: (e) After enginestops,carefullyclean'the
various
parts.
(archeck
oir
pressure
androok
lorwaterdischarse ]I"::iij:ffii'1,::'":::TlrT::*:s oir'
water'
from exhaustif wetexhaustsystem.s^rrqulrrrwere^rroqlt
r (f) Takeappropriate
corrective
actionin.
iespectto any
b) Make
surethatthereare
noabnormal engine
sounds, trouble points noticed during operationand after
vibrations,
orsmells. theengineisstopped.
CAUTION
DO
NOTRACETH€ ENGINE
IMMEDIATELY
AFTER
STARTING.
:
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II.ELECTBICAL
SY'STEM
- STANDABD
:*. lt is important to remember
that your basic
circuit Ar""*",
electricalsystem
may be alteredto conformto:the;electrical
requirements
of your engine and additional optional
accessories.
The wiringdiagramin this
sectiori'must,
in some
cases,
beaugmented bythespecific
enginqwiring
diagramthat
appearsin the Engine
Sectionof thiS
manual.
Alsonotethat
the description of any special
i$ntidnat electrical
accessory
(i.e.,electricbilge pump) will -befound in another,
more
appropriatesection (Plumbing)yet may'appear in this
section's
wiringdiagramor theengine
wiringdiagram.
ln the
event
you make
any
electrical
modificationsto your boat,
be
sure that you follow the wiring diagram or consult a
competent marine electrician.Boat wiring is considerably
differentfrom house
wiringdueto the marineenvironment
andotherconditions
notassociated
with houses.
A" BASICCIRCUIT
BREAKER
ELECTRICAL
SYSTEM
TheMaster
Power
Control
Panelfeatures
integrated,
simplified
controlsand circuit breaker
protection
to permit safe
and
efficientoperation of your boat'selectrical
equipment.
All
panel components
have been carefully selected
for their
provenperformance
in marineapplications.
Thebasic
panel
is
of a plastic
which is inherently corrosion-resistant
and is
- doubly protected
to optimizeresistanceto the effectsof the
marineenvironment.
Electrical
current
isdirected
froma 12 volt,
30amp
batteryor
batteriesthroughthe Master
Power
Control
Panelfor engine
starting,
battery
charging,
andaccessory
loads.
While
thestandard
installation
isone
battery,manyowners
do
considerablecruising
and
"living
aboard"so
asecond
battery
maybe
added
to meet theseadditional
electrical
requirements.
Panel
selection
of BAT I or BAT 2 determines
whichof the
two batterieswill be utilized for engine starting and
subsequentcharging.
Beforeactivating
the electricalsystem,
use
theBattery
Condition
Indicatorto ascertain
thecondition
of your batteries.
The Battery Corhpartmentis under the seat hatch in the
cockpit. Factory installed
batteriesare an automotive
type
whosewaterlevelandcharge
mustbechecked.
B. BATTERY
CONDITION
INDICATOR
This
typeof "indicator"or "meter" istechnically
referredto
asa "suppressedZero
Voltmeter."Notethat calibrations
do
not startat zerobut provide
afull scale
reading
from8 to 10
to 16volts,dependingon themeter.
Below8 or 10
volts,the
battery charge is so low that terminal voltagereadingsare
meaningless.Approximate
voltagerangeinterpretations
are
as
" follows:
ENGINE NOT RUNNING OR AT IDLE
Below 11 . Very low battery charge
11- 12 Low battery charge
12- 13 Wellchargedbattery
ENGINE RUNNING ABOVE IDLE
'13
to 13% Low charge
rate
13%to 15y2 Alternator & VoltageRegulatorOK
15/zor above Voltage Regulator out of adlustment
It isimportant for you to understandthat the readingonthe
Battery Condition IndicatorDial is indexedfrom the toggle
test switch position regardlessof the master switch position
unless
it isintheBOTH
position.
Whenthe
MasterSwitch
is
in
theBOTH position thenthe BatteryCondition
Indicator
Dial
wif
f indicateboth battery conditionsno matter which way the
toggle test switch is indexed. When the MasterSwitch is in
either
theOFF,BAT 1or
BAT2 positions, the
meterwill read
the condition of the battery towardswhich you index the
ToggleTest
Switch.
Note
that panel
andmeter
illumination
is
also
provided
bythissame
Toggle
Test
Switch.
Before
activatingtheelectricalsystem,
checkthe
condition
of
both batteriesand then select the strongest
battery for engine
starting. Index the Master Switch to the strong battery,
operate the blower for five minutes, and then start .your
engine.lt will usually
require
about 15 to 30 minutes
of
enginerunning
time to bringthestartingbattery
back
up to
charge.Checkthe ammeter
to assure
thatcharging
isnormal
andwhen the selected
starting
battery has been
restored,
it is
placed on reserveby switching to the other battery so
subsequentchargingandaccessory
loadswill be confined
to
this second battery. lt is a good practice to bring the first
relected battery up to full chargebefore putting it on reserve
and changingto the secondbattery. Usethe Master
Switch in
BOTH position only tor emergencystarting when both
batteries are low, or for "top off" charging
when both
batteries are near full charge..
When both batteries are
completely
charged,
transferto eitherbattery,
keeping
one
batteryalways in reserve.
This isespeciallyimportant
when
you realizethatthere
isnowayto start
your inboard
engine
with a deadbattery,
like pushing
a carwhen
you're in the
same
predicament!!
NEVER MOVE THE MASTER STAIITCHTO "OFF"
WHILE THE ENGINE IS RUNNING OR THE
ALTERNATOR
DIODESMAYBE
BURNEDOUT.

c. oPERATTONOFCTRCUTT
BREAKFR
ELECTRICAL
SYSTEM
Accessory
loadsmay be selected
asdesired
"biy
indexing
the
appropriate
panel
breakersOIV
socurrentmay flow from the
switched
battery to the accessory. A branchcircuit overload
will causethe accessorycircuit-breakerto "trip," i.e.,the
breaker
will automatically
open
th6circuitanditshandlewill
ffip to the OFF position.After correction
of the fault, the
breakermaybemanuallyindexed
OrV.
TheRIJNNtNGLIGHTS switchactivatestherecessedred
and
green
lensedlights
foiward andthe white 12-point
sternlight
aft. The CAMPASS LIGHT connection for the cockpit is
also
on this switch.
When
under
sailat night,these are
theonly
lights
thatshouldbe
shown,
except
for theshiningof a
white
light on the sailsif you feel there is a realneed for greater
recognition.
TheWHITESTERNLIGHT takesa GE-68
typebulbwhile a
GE-90
bufb shouldbe used
for the REDPORT LIGHT anda
GE-94 bulb for the GREEN STARBAARD LIGHT. lt is
importantthat a stronger
bulb be used *}tn tn. darkerlenses
or visibility of the lights will be considerablylessthan the
required
onemile.
TheBOWLIGHT switchisfor.
the20 point white lighton the
mastand isto be used
in coniunction with the runningligh"ts
when under power or when motor ailing. lt alsoserves.asa
quick
way of illuminating
the
jib atnight
to check
itstrimand
in emergency
cases
when recognition
isimportant. This light
will useaGE-68bulb if replacementisnecessary.
Thecabinlights have
theirown individual
switches,
but must
be activatedby the CABIN LIGHT switch on the Master
Power
Control
Panel.
Thebulb
for theselights
is
a
GE-1141. lt
thecabinlights
start
getting
dim,this is
fairwarningthat the
battery needs
a chargeor isgetting
old. Remember that you
have
an automotivetype battery
whose
chargeand
waterlevel
mustbecheckedat leastoncea month. lf your boat isto be
unused
or stored for extended
periods
of time, it isadvisable
to remove
thebattery(s)andstorein a
warm,
dry location.
Periodically
checkall wires, connections,and terminals
for
loose
connections
which may cause electricsparks or power
loss.This
isespeciallyimportant
with theengine wires.When
feavingthe boat, first turn off the engine, then index the
MasterSwitch to OFF.
D. SPREADER
LIGHT
This
typeof "Spreader Light" ismounted
so
thatit is
reallya
single
FOFEDECK LIGHT and is mounted on the forward
side
of themastwith theBOWLTGHT on top and
thesingle
Foredeck
Light shining
downwardand forward. In many
respects,
this is a better way of illuminating the foredeck
without getting
tightinto the skipper'seyes,is cleaner
than
lighii hangingdown from the spreaders,
andisoneless
fitting
.'hloft to messwith! The bulb is aGE-212-1
and
itwould be
activatedby the SpreaderLight Switch on the MasterControl
Panel.
E. LIGHTNING GROUND
Foryour safety, lightning
protection
hasbeen
provided;
it will
consistof #O I x 21 stranded
wire connecting
the uppers,
headstay,
or backstaychainplates
to a commonpoint on one
of thekeel bolts.

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IIV.
PLUMBING
SYSTEM-STANDARD
. Wehave
attempted
to keep
yourplumbing
system
as
simpleas
'!-o possible,
especially
where thru-hull fittings are concerned'
Wherever
possible.
waterdischargeisabove
thewaterlineand
wheretwo items
canusea
common
below
waterlinethru-hull,
' thisisaccomplished.
What
follows
then
is
a
general
description
of the plumbing
system,
followedby a detailed
Plumbing
Diagram
of your boat.
Youshould become
quite
familiar
with
thissystem
andconstantly
check
it overto keepfresh
waterin
your
tanksand
sea
water
outside
of yourhull!
In areas wherebelow
freezing
temperatures
areanticipated,
the entire plumbing sYEtem
must be drained. lt isextremely
important for about one quart of a "permanent
type"
anti-freeze
to be pumped
into theentiremarine
tolet Thisis
accomplished
by removing
the hoseintakeand
pumping
the
anti-freeze
through
the system
until it starts
to run out the
thru-hullopening.
Thethru-hull
isnowclosed,
theintake
hose
reattached,and
your
marinetoilet
hasbeen
'lwinterized"until
recommissioning.
The
addition
of anti'freeze
wouldbe
a
good
practice
with otheraccessories
where
watermaysitorcollect
duringa
freeze.
A. THRU-HULLS
AND
THRU-HULL
VALVES
All belowthe waterlinethru-hull
fittings
are
equipped
with
gate valves. These valves turn clockwise to CLOSE and
counterclockwise
to OPEN. When leavingyour boat for
extended
periods
of time, safe
practice
dictatesclosing
a//of
the valvesexcept those for the cockpit scuppers.Once a
month openand close
these
valves
to makesure
they are
working
properly.
At thistime
alsocheck
all
valves
for seepage
. or leaks,tighten
anyhoseclamps
that might
be
getting
loose
and
replace
any
defective
hoses.lt is a good
idea
to open
any
gatevalveall the way andthen close
the valve
aquarter
turn.
In thismanner,anyone
can
immediately
tell if a
valve
isopen
or not.Open
valvesare
sometimes
broken
by people
trying
to
prythem
furtheropen,
thinking
theyare
closed.
Wecannot
over-emphasize
theimportance
of these
fittings,as
fiberglasshullswith heavy
keelsdon't float too well when
filledwith sea
water.
B. FRESH
WATER
TANKS
A standard,
potypropylenefresh water tank is located
amidships,
thus keepingweight out of the bow, which
improvesthesailing
characteristics
ofyour
boat.
Care
mustbe
taken so that theair venthole in thefiller capor the vent tube
(whichever
is
fitted) isnot plugged
or it will beimpossible
to
pump
waterfromthistank.
The
fill islocatedonthestarboard
sideunder
thestarboard
berth.
C. FRESH
WATER
HAND
PUMPAND
SINK
FORGALLEY
\'<:i This high-output,
lever-type
pump hasa ball check valve
to
hold the vacuumon the returnstroke.
lf the pumpfailsto
operate
afterthreeor four strokes,
first check
the waier
tank
and
theair
ventholeinthe
filler
cap.
Tankfull and
ventclear?
lf difficulty is
stillexperienced,
disconnect
the intake
hoseat
the pump and
blowthrough
to thetankto clear
any
possible
blockage.
Also check thehose,as
it could
bekinked
or have
some
heavyobjectsquashing
it closed.
lf the
hoseisclear
and
the pumpstill does
not deliver
water,disassemble
the pump
and
look
for particles blocking
the
internalcheck
valve.
The stainless steelsink drainsto a thru-hull
directly
below
with its
gate
valve.
D. ICEBOX
Your icebox is insulated
with athreeinch,
foamed-in-place,
layer of polyurethane foam and should retain low
temperaturesoverextended
periods
of time.Since
the
ice
box
drains into the sump, it is advisable to check the sump tank
beforeandafter all outings.
In order to get the ice box as largeas
possible,
the lower
portion,
andthe drain,is
belowthe
waterline.Thus
it isnot
possible
to drainto athru-hull.
Pleaseremember
thatwhena
25 pound block of icemelts,
you end up with about
three
gallons
ofwater
inthe
sump!
E. MARINETOILET
Please be sure to read the HEAD OPERATING
INSTRUCTIONSmounted on the bulkhead. For your
convenience,
wewill repeatthese
instructions.
HEADOPERATING
INSTRUCTIONS
BEFOREUSING
Make
sure
both thru-hull
valves
undertheheadsink
are
open.
Raise
lever
forward
of pump
handleand
pump
slowly
to partly
fill and wetinside of bowl.
AFTERUSING
Raiseleverand
pump
until bowl iscleaned.
Continue
with at
least
15more
full strokes to flushdischarge
anti-syphon
loop.
Depress
leverand
pump
slowly
until
bowlisempty.
Thesmaller
valveisthe waterintake and
thelaryerserves
for
discharge.
It is possible to leave the two gate
valvesopen
whilesailing,
provided
the internal
"Joker" rubbercheck
valveisnot held
openby refuse,and
not haveany
water
siphon
back
intothe
bowl. In extremely
heavysailing
conditions,
it would be
prudent
to keepthesetwo valvesclosed.
Periodically
adda smallamount
of liquid
detergent
and
pump
it through the system to lubricate the internal valve
mechanism,
F. HEAD
SINK
The stainlesssteel sink drainsto a thru-hull
directly
below

i
t--
t' with itsgat€
v€lve.In hard
sailingconditions,when
theboatis
wef
f heeted
overand the sinkis
on thelee
side,
keep
thisvalve
closed
or the sink may fill andwatercould besplashedinto
theinterior.
G. MANUAL
BILGE
PUMP
This pump isstandardandismounted
inthe port cockpitseat
hatchwith itsdischarge
outthetransom.
lf offshorecruisingisplanned,
thenapump mustb€mounted
thatwill me€tthecurrentrequirements
of theNorth American
Yacht Raeing
Unionis standards
for off-shore
racingevents.
This pump ismounted"to be operable
with all cockpit seats
and
hatches
andallcabin
hatches
andcompanionwaysclosed."
Theinference
hereis
thatthepumpmust beoperable
from the
cockpit and this rnakes
sense.
With a boatloadof water,and
moreexpectedat any moment,
you don't wantto beopening
hatchesor trying to get below to operatea bilge pump!
Naturally,the latter methodisa moreexpensiveinstallation,
but really
theonly wayto go,
so
thisishow it ismounted
at
thefactory.
I

\-<1:
U.
PLUMBINGSYSTEM
- OPTIONAL
A. HOLDINGTANK
SYSTEM
Your holding
tank system
is designedto disposeof waste,
toilet tissue,
andkleenex
only. lt will not acceptsolid
objects
suchas
peach
pits,
rags,
orsanitary
napkins.
Holding
tanksshouldbe flushed
with several
gallons
of water
aftereach
pump
out.
Operating
Procedures
1. When pumping waste into tank, be sure that both
overboarddischarge
anddeck discharge
gatevalves
are
closed.
2. Whendischarge
from tank is desired,open only gate
valveon line
whichis
to beused
for discharge. Alsovalve
ontoilet
should
beturned
to "Pump Dry."
3. Whenmascerator
is
to be
used,it isimportantthat
pump
is not run for rnorethan six minutescontinuously.
The
pumpshould
draintank in no more than
four minutes.
4. Afterdischarge,insurethatgate valves
are
again
closed.
5. The switch for the mas@rator will be on the l2-volt
panel.
B. AUTOMATIC,ELECTRICBILGE
PUMP
The factory installed
optional
electricbilge
pump is
connected
to a switchon your AccessoryControl Panel,which in turn is
connected
to its own Float Switch. In order to have
your
efectric
bilge
pump operateautomatically,allthat is
necessary
isthat the waterin thebilgebehighenoughto raise theswitch
morethan 3". The automaticside of thepump iswiredto the
battery
andhas
afuse
betweenthepumpandbattery.
As with the manual
bilgepump, it also
discharges
out the
transom.This is probablythe most important safetydevice
you couldhave
on board,
for as
longasthebatteryischarged,
excess
bilgewaterwill automatically bepumped overboard.
r'lf
'' l,'

UI.
SPAPS,
RIGGING
AND HARDWARE
One
of themostrewarding activities
connectedwith sailing is
tinkering
with your boat's
rigging
and hardware. The best
skippersalwaysseemto be looking
aloftat thesailsandthen
thinking about new fittings,
or newwaysof improvingold
ones. In thiswaya person
acquiresathorough
understanding
of howandwhy every
piece
of sailing equipment
works,
plus
howto repair
andmaintainit. Assailors,wetooareconstantly
tryingto achievebetterandeasierboat
performance,
thus
the
gear
that we installis constantlybeingimproved. What we
hopeto accomplish
in thissectionis to giveyou the back-
ground
informationfor setting up your boatin the beginning
for normal
sailingconditions.
When
you needmore help and information, please
consult
your local
dealer.
He
is
prepared
to assist
youinobtainingthe
best
type of sailing hardware
foryourneeds
inyourlocal area.
One may also refer to the annualLands' End Yachtman's
Equipment
Guide. This book shouldprove
invaluableto you
andyour dealerin theselection of the bestadditional
equip-
mentfor your boat. The latestissuemaybeobtained
for a
minimalamount (approximately
$2.50)from Lands'
End
Pubf
ishingCorp.,2241
North ElstonAvenue,Chicago, lllinois
60614, and will be an excellentaddition to any sailor's
library.
CAUTION
WHEN
PLACING
HARDWARE
IN ANY POSITION
OTHERTHAN THAT SPECIFIEDON THE DECK
HARDWARE
LAYOUT DRAWING,
ALWAYSCON.
SULTTHEWIRINGDIAGRAMTOAVOID
CUTTING
ANYWIRES
OR
STRIKINGELECTRICAL
FIXTURES.
A. MASTTUNE
UNDER NO CIRCUMSTANCESSHOULD ANY OF THE
RIGGING BE SETUP ''BAR TIGHT." FORALL SAILING
CONDITIONS, WE RECOMMEND THAT THE MAST BE
VERTICAL AND IN COLUMN. WITH THE RIGGING
"FIRM." IT IS VERY IMPORTANT THAT A KNOWL-
EDGEAELE PERSONWHO UNDERSTANDS THIS CON-
CEPT OVERSEESTHE INITIAL TUNING OF THE MAST
AND RIGGING.
You shouldbe ableto stand facing
the mast,
reachout and
pull on any stay and see
the mast
movein that direction.
With a light pull or push
by hand at chest
height,thisdock-
sidestarting
point will havebothstaysof equaltensionwith
about
1
" lo 2" of playin theuppersand2" to 3" of play
in
thelowers.
Thebackstayand
jib stay
shouldbeofequalten-
sion
and
have
about
1" of play. lf themast
issteppedon
deck
the rigging will betighterthan a maststeppedon the keel.
With double lowers
the afterlowerswill be looserthan the
forward
lowers
by about
1" of play. Some
of thenewertall
rigshave
intermediateshrouds,thetension
of whichshould
be
between
that of the uppers and
lowers.
On a largemast
you may
noticea lineof rivet
headsrunning
up one
sideof the mast. These
holda 314"
PVC
tube
to the
inside
of the mastfor the running
of optional
instrument
wires.
Thefinal
tuningof themaStshould
take
place
whilesailing
to
windwardin a mediumbreezeof 8 to 10 knots. Sighting
alongthe backside
of the mast
from deck levelwill indicate
what furtherturnbuckle
adjustment
needsto bemade
to the
windwardsideof the mast. Thetop of the mastshould
not
"hook" to windward. Ina
mediumbreezethe
mastshould
be
straight
and this isnormally accomplished
by taking
up on
the lower shrouds. Always tack, andthen makethe turn-
buckle
adjustmentson the now
lee
or slack
sideof themast
and
thensightthemastonthe
new,windwardside,
for further
corrections.After a few tacks, the mastshould
bestraight!
Secure
the rigging by inserting
cotter keysinto the turn-
buckles,
spreadthem openand coverwith tape
to prevent
any snags!
Specialattentionshouldbe
given
to the initialstretch
of the
rigging,especially
after the first sailin a strong
breeze. In
windy conditionsit is actually desirable
to havethe mast
head
"fall-off" slightlyto leeward,
giving
the mastasmooth,
even
curvefrom headto dock. In a tall rigtheintermediates
play an important
part in controlling
theupper
mastsection
andthis will beespecially
noticeablein stronger
windcondi-
tions. After a few moresails
in strong breezes,
the rigging
shouldbe checkedagainfor tune asadditional
stretch
will
occur.
B. BACKSTAYS
Whenracing,the backstaymay be tightenedto compensate
for the extraforwardloadingapplied by theGenoa.At the
conclusion
of therace
it isveryimportant
to "slack-off"the
amountyou "took-up" on the backstay
turnbuckle,
as
this
avoidssetting
up unnecessarystrains
on the hull and rig.
Since
youwant
to keep
the
maststraight
whileracing,
youwill
probably
tightenup on thejib stay
first
sowhen
thebackstay
is
slackedoff the mastheadwill hook
slightly
forward.
When
the backstay istightened up, this"hook" will disappear
and
themastwill bestraight.
Too much tensionon the backstay
is probably
the prime
reasonfor mastand rigging failure. lt hasbeen
found that
tension in the backstay can increase150%
to 2OOo/odueto
the wind load on the headsail anddynamic
loadingdueto
heavy
seas. The tensionon a shroudor stay shouldnot
exceed
25o/oto 30% of the cable'sbreaking
strength
at the
outside
limit. Belowarethe breakingstrengths,
in pounds,
for 1 x 19 stainlesssteelwire cable as supplied
by the
factory:
3132"
= 1,200 3116"
= 4,700 91s2"
= 10,300
1la" = 2lAo 7132"
= 6,300 5116"
= 12,500
5/32"
= 3.300 114" = 8,2Oo 318" = 17,500

'\.:5
UII.MAINTENANCE
TIPS
Maintenance
of today'sfiberglass
sailboats
isextremely
simple
when compared
with the upkeepnecessary
to keep boats
of
othermatdrials
in"Shipshape
andBristolFashion."
Neverthe-
less,
certain
basicmaintenance
practices
mustbe followed
if
the bright, sparkling
original
appearance
of your boat at
delivery
is
to beretained
throughout
theyears.Much
of the
maintenance
informationhas beenfound in the foregoing
sections
whereit is related
to specificitems. In this
section
we will try to pick up any "looseends"
andtry to answer
anyremaining
questions
on keeping
your boatin a yacht-like
conditionl You can alsokeepup on new ideas
with the
boating
periodicals. Yachting's
annual
Spring
Maintenance
issue
is a good one.
A. RUDDERS,
KEELS,AND
BOTTOMPAINTS
When
your boat is not in use,
the tiller or wheel
shouldbe
snugfy secured
to prevent the rudder from moving. This
constant
movement
of the rudder
shaftin theshaftbearings
and packing
box will result
in unnecessary
wear
and,
conse-
quently,in excessive
playor "slop." Also,
a tiller banging
around in the cockpit from wave and water action on the
rudder
could
cause
considerable
damage.lf therudder
action
is stiff, a light grease
suchas"Lubriplate"shouldbe used.
Each
time the assemblyis lubricated,
also
checkfor play
at
the upper
and lower ends. "Nylotron" shimseasilyremedy
excessive
play.
B. SPARS,
RIGGING
ANDHARDWARE
The surface
of your aluminum
spars
isprotected from corro-
sionby a naturalfilm of aluminumoxide. Unfortunately,in
time dirt,salt,andchemicalcontaminants
will breakthrough
this natural
protective
film, causingit to appear grimyand
unsightly. To prevent
adherence
of these
materials,
coat
the
surface
of your sparswith a goodautomotive
paste
wax or a
commercial
protective
coating. BroliteZ-Spar
Mono-Poxyis
used
on factory painted
spar,s.
lt consistsof aprime
coat,
two
undercoats,
anda gloss coat. This
product
iscompatible
with
other
paints
if touch-upis
required.A good hosing
withfresh
waterhelps,
andalways
keep
the halyards
tiedaway
from the
mast. Besides
protecting
thealuminum
oxideor painted
sur-
face,it does
awaywith the din createdby haiyards
slapping
againstthe mast,
which makes
any anchoragesound
like a
tin can factory.
Periodically
takeatrip aloftto check
the
entirerig. Look for
signs
of chafeand checkall nuts, bolts,screws,cotter keys,
blocks,
andmasthead sheaves.Make
surethespreadertipsare
well covered
with tape or leather
to protect the sails from
chafe
andtearing. Takealongaragand
bucketof freshwater
to cfeanthe rigging
and mast
on your wayup. A cleanrig
means
clean
sails! On your way down, re-applywhatever
protective
coating
you havedecided
to useon the mast
and
your workaloft is
done
- until thenext
time!
The halyards,
sheets,
andguys,
alongwith all ropeand
wire
splices,
should
becarefully
checkedbefore
andafter
eachsail
for wear. Wire
rigging
must
beexaminedfor broken strands
and signs
of frayed sections. Particularly
closescrutiny
should
be
given
to those
sectionswhichrest
onsheaves.
When
sails
arelowered,
beespecially
carefulnot to pull downhard
on the wire halyard. What happensis that the Nicropress
thimble,
whichforms
the loopfor thedacronhalyardtail,is
jammed
into the masthead
sheaves
andsheavespacer
plates,
causing
dangerous
chafe
onthewireanddacrontail. The
lines
supplied
with your boatareDacron,havelittle stretch,and
wearvery well if not abused.Sheetsandtangsoften lead
where
theywill rubtogetheror chafe
on lifelines.By adjust-
ing leads
or by applyinginexpensive
chafing
gear,
expensive
damage
may be prevented.
Whennot in use,running rigging
should
be
tiedaway from themast
or neatlycoiledand
hung
in regularlocations
whereit canreadily
befound. Frayed
ends
shouldbe burned
andwhippedwhilechafedeyesplices
may be re-spliced
followingthe instructions
available
from
Samson
Cordage
Works,470AtlanticAvenue,Boston, Massa-
chusetts
O221O.All blocks,
sheaves,turnbuckles,andwinches
used
in conjunction
with runningrigging
shouldbe
lubricated
periodically
withalight
grease
such
as
"Lubriplate"
orsprayed
with a
protective
filmsuchas "WD-40."
Why is my stainless
steel
rusting? Basically,it is a galvanic
action
and
you can
prevent
it withacleaningrag! lf you keep
thestainlesshardware
on
yourboat
free
of marine
growth
and
polished,
it will last
longer
and
look better. Saltwatersailors
must
hose
off withfresh
wateraftera
hard,
wetsail,
and
arub
down with a chamoishelps. Fora complete
explanationon
stainless
steelin non-technicallanguage,
readJohn Fisher's
excelfent
articleinthe
January1972
Boating
magazine.
C. PEDESTAL
STEERING
The pedestal
on theoptionalfactoryinstalledPedestal
Steer-
ing unit is castfrom a corrosionresistant
aluminumwhich
is
then anodized,
primed,
and painted with a gloss
white
poly-
urethane
enamel. All othermetal
parts
arestainless
steelor
manganese
bronze
(exterior
ones
have
a
marine
chrome
finish),
thusremoving
any magnetic
attraction
from aroundthe bin-
nacle
mounted
compass,
whichshouldbeadjustedby a pro-
fessional.
Know
which
aretheadjustingscrews
and
thendon't
move
themaftertheyhave
beenset.
Aluminum
steering
wheels
are
coatedwith white nylon,while
the larger
stainless
steelsteeringwheels
are
polished
and
may
be
partially
coated
with whitenylon.
Thisunit is
virtually
maintenancefree,
but prior to your first
sail
climb down below
andcheck out theentireinstallation.
Withsomeone
turning
thewheel
fromstopto stop,makesure
the cabfes
are leading
properly and everything is tightened
down. Next,seatrials
arein order. Check
for leaks
at the
I
10

packing
gland
where
therudder
post
tubehas been
cut awayto
allow for the installation of the quadrant. Now look for
freedom of travel in the systemand the cabletension. A
moderate
amount,enoughto eliminate
"backlash"
or "play,"
is recommended,
as excessive tensioncreatesadded
friction
andmakesfor harder
steering.
Periodically
checkfor loosened
boltsandcabletension,
espe-
ciallyafterthe first few sails. They usually needtightening
asthe roller
chainseats
in. Look for signsof wear or "fish
hooks"on thecable
and
replace
as
necessary.Threeor four
times
a
year,
dependinguponthe
frequency
of use oftheboat,
lightlyoil thechain,
pedestal
shaftbearings,andsheave
bear-
ingswith 3-in-oneoilto complete
yourmaintenanceroutine.
D. FIBERGLASS
SURFACES
The glossy
outersurfaceof your laminatedfiberglassboatis
known
as
"gelcoat,"
a polyester
resinintowhichcoloring
pig-
mentsand weatheringretardants
have
been
incorporated. lt
should be hosed with fresh water after every
outing and
routinelywashed
with a gooddetergent. Useasponge
onthe
smooth
surfaces,whilea stiff deckbrushwill be helpfulon
the non-skid
surfaces,
followed by morefresh waterto avoid
streakingthe topsides. Do not useabrasive
cleanersasthey
will rapidlydull
the
gelcoat
surface.
At /easfoncea year,the smooth gelcoat
surfacesshould
be
waxedand
polished
with agood automotive
waxor aboatWax
like Meguiar's
Mirror Glaze,that isespecially
formulated
for
fiberglasssurfaces.A power
buffer
will makework on the
large
areas,likethe hull,easier,but caremustbetaken
notto
cut through
the gelcoat surface,
particularly
at corners and
edges.Colorin gelcoat,
as
in anymaterialexposedto direct
sunlight,tendsto fade,dull,or chalk,and
will require
heavier
buffing
to bring
backthe original luster. For
power
cleaning,
usea light abrasive cleaner
suchas Mirro Glaze
#1
, while a
heavierrubbingcompoundsuchas DuPont#7 may be used
when polishing by hand. After buffing,
wax andpolish all
surfaces
exceptthenon-skidareas.
Regardless
of the amount of care lavishedon your boat,
occasional
scratches,
cracks,small
gouges,
along
with a badly
crushedsectionoreven alargehole,areboundto appear.
lt is
best to discussthe proper courseof action with your local
dealeror aprofessional
who is skilledin therepairof fiberglass
sailboats.Two excellentbooksare
presently
available
that will
giveyou the baokground
informationnecessaryto beknowl-
edgeabfe
in this area. How to Repair FiberglassEoafs ispub'
lishedby Ferro Corp.,One Erieview
Plaza,
Cleveland,
Ohio
44114 at $3.00. Another more definitive book Fiberglass
Boats: ConstructionandMaintenance
by BoughtonCobb,Jr.,
is availablethrough Yachting
Publishing
Corp.,50 West44th
Street,
NewYork, NewYork 10036,at$3.00. FiberglassBoat
Care
and RepairManualby H. B. FredKuhlsCompany
also
gives
somevery
good
basicinformation.
Minor
gelcoat
touch-
up
and
patching
isnotdifficult. lt takesalittlestudy,
practice,
and,if possible,
helpfromaknowledgeable
person!
E. WOODWORK
Theexterior
andinterior
trim is teak,oneof the
mostdurable
and
decorative
of allhardwoods- but it mustbemaintained
to keep
it fromsplitting
and
discoloring.
Teak
may
bemaintained
inthreeways:
1. Leaving
the teakuntreatedand allowingit to weather
naturally
can.cause
splitting
anda poor appearance.
Bronze
wool or fine sandpaper
shouldbe used
periodically
to clean
the surface
anda commercially
available
preparation
suchas
Teak-Brite
shouldbe
appliedto combatthedull gray appear-
ance
of naturally
weatheredwood
and
help
eliminatesplitting.
2. A second
way is
to help
teakmaintainits naturalcolor
andlife longer
by treating
regularlywithapreparation suchas
Weldwood's"Wood
Life."
CAUTION
NEVER
USE
STEELWOOLINSTEAD
OFSRONZE
WOOL
OR SANDPAPER.
SMALLFILAMENTSOF
STEEL
CAN
BREAK
OFFANDCAUSERUSTSPOTS
THAT
AREVERY
DIFFICULTTOREMOVE.
3. The third alternativefor maintaining
your exterior
teak
- varnishing- impartsthelastwordina
yacht
finishbut
requires
themost
maintenance.
However,
for thosewho
wish
a "Bristol" condition
yacht,
it isthe onlywayto go! lf you
decide
to varnish,
be prepared to addat least
oneadditional
coat approximately
everyfour months. lf the teakhas been
"oiled," it must
becleanedby scraping
and/or
heavysanding
with#80
or#1O
paper
beforesealingandvarnishing.
While
the teak
stillhas itsoriginal color
and
texture,smooth
with medium
gritsandpaper
lf12ol, dustthesurface
carefully
and
sealwith a good
sealersuchas
Brolite
S-94Clear
Acrylic
Sealer. Make
sure
you selecta dry warmday,anddo not
seal
or varnish muchafternoon asafternoondampness will
prevent
proper
drying
andcause
your varnish
job to lookdis-
colored
and uneven. Allow the sealerto dry at leastover-
night,then smooththe raised grainwith #1
20 paper, dust
carefully,
and apply the first coat of a good quality spar
varnish.Thesecond
andthird coatsareappliedwith at least
a day's wait in between
and sanding
with #1 20 or #18O,
dependingupon the roughness
of the grain,
will provide a
minimum
varnish
coveringfor yourexteriorwoodtrim. Four
or five coats
arebetter,now sanding in betweenwith #180
sandpaper,
andseveral
thincoatsalways
resultinafarsuperior
finish
to a lessernumber
of thickercoats. A good
rubwitha
chamois
after hosingdown will keep the gloss and also
lengthen
varnishlife.
11

'^- ',,
- F.
\-i;.\-!
MAINTENANCE
TIMETABLE
Engine
alignm6nt
Shaftpacking
gland
Rudder
packing
gland
Thru-hulls
(including
hoses
and
clamps)
Tanksandfittings
Mast
andrigging.
Engines
Stbering
DeckHardranre
(includi
ng
cleats,
blocks,etc.l
Electrical
Hull(including
bonds,
h.rl
kheads,
chainplate
bolts,etc,l
At lmsttwice
yearly.
Each
timeboat is
usod.
At leaitoncea month during
SAaSOn
Each
timeboat
is
used.
Each
timetheyare
filled.
Cursory
inspection
each
timo boat
is used, thorough inspection at
least
twicea month duringsoason.
Cursoryinspection, such
as
crank-
caseand transmission,
oil level.
oil/fuel/water leaks, vuaterlevel
in clced systems,
tightnessof
mount bota, each time boat is
used,thorough in3pection
at each
oilchange.
At .least once I month during
sedson.
At least once a month during
season.
At least twice yearly.
At least
everytwo monttr.
12
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