NW Explorations Discovery User manual

NW Exploraons DISCOVERY OPERATING MANUAL | 1
Discovery
A 46’ Grand Banks Classic
Operang Manual
Edion of April 1, 2017 • Copyrighted. See noce next page.
Secon Contents
1Introducon & General Boat Descripon
2Specicaons, Capacies & Important Numbers
3Operang Checklists & Maneuvering Suggesons
4Specic Discussion of Boat Systems
5“What to Do” for Some Specic Concerns
6EMERGENCY PROCEDURES
7Index


2| DISCOVERY OPERATING MANUAL NW Exploraons
Author’s Note
Over the winter of 2006-2007 the owner of Discovery made major improvements in electronics,
replacing or adding the Radar, GPS, Ploer, Weather Staon, Hailer, and CB Radio; a Spectra
Watermaker was also added. These new units are illustrated in the secons of the manual specically
discussing them, however some of the wide-angle pictures of the boat show the old units. Thank you for
your understanding!
Copyright 1998, 1999, 2006, 2007 Joseph D. Coons. This manual was wrien for this boat’s owner and
NW Exploraons of Bellingham Washington U.S.A. by Joseph D. Coons, 25 Shorewood Drive, Bellingham,
WA 98225, telephone [phone]. All rights reserved. This manual may not be quoted, copied, or
duplicated, in whole or in part, in printed or electronic form, without express wrien consent from the
author.

NW Exploraons DISCOVERY OPERATING MANUAL | 3
Secon I: Introducon & General Boat Descripon About This Manual
Manual Objecve and Limitaons
This manual is intended to introduce you to “Discovery”, its systems and features, allowing you to operate it with the
condence and self-assurance necessary to enjoy your cruising vacaon to its fullest. It is not intended to replace a basic
understanding of seamanship, including navigaon skills, weather interpretaon or boat handling. You are expected
to have an understanding of these subjects obtained through other sources, including training, seminars, reading and
perhaps most important, experience.
There is no way that a small manual like this one can answer every queson or give you a soluon to every circumstance,
foreseen or unforeseen. If you have a queson which limits your understanding or handling of this vessel, ask your NWE
checkout skipper or contact the oce for details (you might make a list of quesons as you read the manual, saving them
all up to ask at one me).
How the Manual is Organized
The tab for each secon denes its general purpose as shown on the front page.
You will use Secon 3, containing checklists, most of all. You should have it available so that each checklist can be used
on a daily basis, even aer you are familiar with the boat.
Secon 6, regarding Emergency Procedures, is the most important, and you should read it, but hopefully you will never
need it.
Read this secon rst to learn about this manual and the general details of your boat. The other secons will tell you
most of what you need to know to enjoy your cruise to the fullest with safety and condence.

4| DISCOVERY OPERATING MANUAL NW Exploraons
General Descripon of This Grand Banks 46’ Classic
Exterior
The Grand Banks 46’ Classic is a tradional yacht design,
with berglass hull, cabin, and ybridge structures, a teak
swim grid/step, teak decks, rails, and gunwhale caps, and
stainless steel welded ngs and handrails. The window
frames are of painted wood with sliding glass panes,
while the windshield frame is of the same material.
Of parcular note are the easy walk-around decks,
enabling safe, secure passage about the boat by
passengers and crew. A roomy cockpit secon with a
storage lazaree beneath is especially useful for shing
and for handling the dinghy aer it is launched from its
davit on the stern.
On the side decks are the two fuel lls, one port-side and the other starboard. A holding tank pump-out deck ng is
located on the port side a. The water tank lls are on the port side, in the side and foredecks.
The roomy walk-around helps
keep you safe and secure. A view of the cockpit. Aft shore power
connection by door; shower foreground.

NW Exploraons DISCOVERY OPERATING MANUAL | 5
Forward on the bow deck is the anchor windlass with foot switches
allowing chain movement both “up” and “down” electrically. The
anchor is retracted into the bow pulpit which hangs out over the bow
to give beer chain clearance from the hull than otherwise possible;
this pulpit is strong and braced, easily supporng not only the anchor
during hauling but also an aending crew member if necessary. Aer
passing over the winch, the chain goes below decks via a hawse pipe in
the foredeck.
There are shore power connecons (with an adjacent fuse holder) at
both the bow and stern, selected by the shore power switch in the
electric panel; when this cable is to be disconnected, the switch
should rst be turned to the “o” posion to avoid arcing which could
damage the plug contacts. The boat’s 30-amp shore power cable is 50 feet long and stays with the boat when away from
its home dock. An addional 30-amp cable is located in the starboard bow locker.
Three steps above the a side
decks is the “boat deck”. Here
you will nd the permanently
mounted barbeque with its own
xed propane tank, as well as
a professional electric davit to
which is aached a hard- boom
inatable dinghy with a Honda
outboard engine.
Up three steps from the boat deck is the ybridge, with seang for crew and
passengers, and the upper helm staon. In addion to the helm’s instruments
and controls, the console has storage for the ship’s canvas covers and a space for
ybridge electronics. Within the storage compartments beneath the seats you
will nd a complement of life jackets (on the starboard side) and the propane
tank for the ship’s stove (to port).
Bow pulpit, windlass, & shore power connection.
The barbecue and its tank (here in their
canvas covers) are on the boat deck handy
to both the main deck and the ybridge.
In this view you can see the mast with radar
and spreader lights and forward, the Bimini.
The Deck Crane & dinghy on its davits
on the boat deck. (The outboard
was off the boat)
The ybridge has comfortable tandem
seats with storage beneath plus
a full helm station.
The L-settee on the ybridge will be
a focus for your evening relaxation
after cruising.
The electronics panel in the ybridge.

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Interior Accommodaons
The boat is entered by either side door, port or starboard. These doors are ed with strong deadbolt locks, and in
addion have stainless catches axed to the cabin sides to hold them open; these “hold-open catches” should be
engaged manually, not just by “slamming the doors open” to avoid damage to the catches by bending, or the doors by
banging. The doors should be closed when underway except at very low speeds in calm waters to avoid geng salt water
inside the doorways. The starboard and port door steps have storage beneath for shore power cord adapters, ashlights,
re exnguishers, etc.
Just forward of the starboard door is a professional-quality helm staon with electric switch panels adjacent and
electronics panel above; on the helm itself are the ship’s radar, and GPS/ploer. In the helm cabinet is storage for
manuals, de tables, navigaon tools, charts, etc.
A of the starboard door is the custom helm seat with three drawers and a cushioned top. Just a of this is a dry bar
with an icemaker below. A of the icemaker cabinet is ed an L-seee to starboard. Under this seee’s forward end are
stored the boat’s engine spares; in the next cabinet a under the seee is the vacuum cleaner. The seee a-end drawer
has emergency gear (see following secons). A table in front of the seee is used for dining/cocktails.
To port is the entertainment center with
sidechairs and a book/magazine rack.
Moving aft from the bar is the L-settee
with the table in front and cabinets below.
Looking forward to the helm, helm seat
with drawers, and dry bar with icemaker.

NW Exploraons DISCOVERY OPERATING MANUAL | 7
The table has storage inside it for
games, cards, and other miscellaneous
items, and below it for boles and
magazines.
To port in the salon is more
seang, with two side chairs by the
entertainment center which has a TV/
DVD and stereo system. The ship’s
manuals are in the a cabin. Forward
by the port doorway are swivel bar
chairs.
Down from the salon to port is the
U-shaped galley. It has a propane
stove/oven in the counter; a large
stainless sink on the a counter;
deepfreeze (right of sink) and a
microwave. There is extensive storage.
A storage hold is in the galley oor.
The stove burners have a push- buon
“igniters”; the oven re- quires manual
pilot-lighng (a “propane match”
galley).
The forward stateroom includes a
V-berth with insert, a hanging lock-
er, and drawers/ cabinets for crew
clothing. A large overhead hatch and
side opening portlights provide plenty of
light. Moving a from the stateroom to
starboard is a locker housing the ship’s
washer/dryer; then the forward head
compartment with its own stall shower
and Vacu-ush head and basin with van-
ity. Both the stateroom and head have
oor storage holds.
The a (master) stateroom is down a
few steps from the port end of the salon.
Forward to port in this stateroom is a
head compartment with toilet, sink/van-
ity, and numerous cabinets and drawers;
to starboard opposite in the cabin is the
stall shower. Between these two com-
partments are a huge hanging locker for
clothing and the salon passageway. There
is a queen-sized island berth, beneath
which are drawers including a spacious
chart drawer. To each side of the berth
are tables with cabinets beneath, as well
as storage lining the vessel’s exterior
walls on each side. A dresser is a to port
beneath the emergency exit hatch.
The rest of the galley itself: The stove,
cabinets, and the double-door fridge.
In this galley picture you see the
microwave,the sink, glass rack, and un-
der the hatch to right, the built-in
deep freeze and dish racks.
The forward stateroom berth.
This gives you an idea of the ne
cabinetry and copious storage
throughout the boat.
The fwd S/R hanging locker.
The Master Stateroom aft has a walk
around queen berth with
tables on each side.
The washer & dryer

8| DISCOVERY OPERATING MANUAL NW Exploraons
Engine Room
Preferred access to the engine room
is through the oor hatch by the
entertainment center in the salon.
Engine room lighng is turned on by a
breaker in the ship’s DC power panel.
The engines are to each side, while
forward of the engines are their sea
strainer/seacocks, the sea strainer for the
refrigeraon system, the vacuum pump
for the forward head, lters for the
watermaker. On the forward bulkhead
of the room are wiring terminals and
the ship’s inverter. Outboard of the
engines to starboard are the ship’s
furnace, watermaker, and two baeries;
to port are the fresh water pressure
pump and accumulator tank, the water
heater, refrigeraon compressors, and
two more baery boxes.
Just a of the engines outboard are
the two fuel tanks, with sight gauges
for fuel levels (the valves at each end
of the gauge for safety must be opened
for a tank reading). A of the engines
midships is the Northern Lights
generator in its sound shield; and to
each side of it are the main engine
Racor primary fuel lters. To starboard
of the genset are the oil change pump
and a set of controls for the genset.
To port of the genset is its sea strainer
and Racor, the a head vacuum pump
and accumulator tank, and the genset
muer. The engine shas lead from the
transmission couplings through the
hull via virtually maintenance-free sha
logs/packing glands. Just forward of the
genset midships is a fuel manifold panel
(which requires no operaon under
normal circumstances) and beneath the
genset is one of the ship’s two water
tanks; the other is forward.
Right over the middle of the port engine.
The water pressure accumulator tank
to right (the refrigeration compressor is
forward of it), thewater heater, and the
synchronizer unit.
Forward, just to port: The inverter above
its battery switch. To right, a water
faucet. To left, the refrigeration control
box, and underneath a battery box.
In the center aft engine room you
see the white genset box; the fuel
manifold with its valves, and the fuel
lters for each engine. The genset
battery is outboard of the port engine.
Looking over the top of the starboard
engine aft of the wiring panel: we see
the heater system and its various
hoses. Note the asbestos-wrapped ex-
haust going out the starboard side:
we talk about this under “Furnace”
later in this manual.
Looking to starboard at the forward
end of the engine room. You see the
battery switches (foreground) a head
systen vacuum pump, the battery
charger and the wiring panel,
and the steering cables.
Looking aft of the starboard engine
there is the starboard fuel tank with
its sight gauge; a set of generator
controls, and the sound shield
around the generator.

NW Exploraons DISCOVERY OPERATING MANUAL | 9
In the engine room is a supply of extra lube oil, baery water, spare parts, oil pads, etc.
Dinghy
The boat is equipped with a 10’ AB RIB-inatable dinghy with 15hp Honda 4-stroke outboard motor, fuel tank, pump and
oars.
Deck Equipment
The boat has mooring lines; a stern/shore line at least 200’ long; an appropriate all-purpose anchor with at least 360’ of
all-chain rode plus an emergency anchor with chain and rope rode; fenders/bumpers; four deck chairs; an ice chest; a
crab pot or ring with line, oat, and bait rigging; a hose for fresh water tank lling and boat washing; and a boat hook.
Safety Equipment
This vessel is equipped with three fire exnguishers, one each in
the forward stateroom and a stateroom and another in the port
interior side door step; a ship’s bell; ares; an appropriate supply of
life jackets; and VHF radio. Charter clients with children under 90
pounds should bring appropriate life jackets for them.
An engine sea strainer. See the long
yellow handle on the right? The “T-knob”
referred tolater in this manual is hidden
on the opposite side of the strainer.
Look just aft of the fuel lter: See
the loop forming the dipstick handle?
You can also seethe coolant cap clearly
atop the tank. The black “bump”
just left of the coolant tank is the
emergency stop button.
The port engine. Note the coolant tank
on the forward upper end; the yellow
“can” is the secondary fuel lter.
The white knob on the front end
is the fuel priming pump.
On the aft side of the aft ybridge rail is the lifering,
easily accessed from either the ybridge
or the boat deck. A second lifering is located behinfd the
seat on the ybridge settee.

10 | DISCOVERY OPERATING MANUAL NW Exploraons
Secon II - Specicaons, Capacies, & Important Numbers
Vessel Name: DISCOVERY
Vessel Ocial Number: 1048488
Vessel Registraon Number: WN7999RF FCC
Ships License Call Leers WDD 7445
Hull ID Number GNDF0169E595
Capacies:
Sleeps four: Two in each stateroom
Fuel: 700 Gallons in two 350 gallon tanks
Fresh water: 290 Gallons in two tanks
Holding Tank: 30 Gallons
Dimensions:
Length:
47 feet 1 Inch (Including bowsprit and swim step)
Beam:
14 Feet 9 Inches
Dra: 4 Feet 5 inches
Displacement: 39,000 Pounds
Fluids:
Motor Fuel: #2 Diesel
Motor Oil, mains: 15W-40 Chevron Delo Mulgrade
Transmission Oil: 30W Chevron Delo Single Grade
Engine Coolant: 50-50 mix, ethylene glycol and water; corrosion inhibitor added
Operang Parameters:
(all esmated)
1700 RPM 8.5 knots 8.0 GPH
2000 RPM 11.8 knots 14.0 GPH
2400 RPM 15 knots 24.0 GPH

NW Exploraons DISCOVERY OPERATING MANUAL | 11
Secon III: Checklists & Maneuvering Suggesons
Operang Checklists: Discovery
First Thing Each Day:
• Check engine oil, coolant.
• Check under-engine oil pads. Okay?
• Check fuel tank levels (open valves on top/boom of sight gauges to check them!)
• Check holding tank indicator in a head. Need pumping?
• Turn o anchor light if illuminated.
Starng Engines:
• All lines clear of propellers and on deck.
• Items running on AC evaluated vis-a-vis the Inverter and Generator.
• Baery selector switch to “House”.
• Throles retarded to idle, shi levers in “neutral”.
• Stop solenoid switch “On”.
• Engine power switches “On”, start engines in turn.
• If engines do not turn over, see “What to Do If”.
Leaving Dock: (Only 3-4 minute engine warmup required!)
• Shore power switch “O”.
• Shore power cord removed, stowed on board.
• Step stool aboard, if used.
• Lines removed as appropriate.
• Fenders hauled aboard and stowed.
• Lines and other deck gear secure/stowed.
• Doors and hatches closed and secured as appropriate.
Underway:
• Helmsperson on watch at all mes.
• RPM under 1400 unl engines warm to 140°; RPM never to exceed 2400 RPM.
• Wake eects always in mind.
• Synchronizer “On”.
Approaching Dock:
• Fenders out on appropriate side.
• Bow line OUTSIDE stanchions and bloused around toward midships.
• Engines dead slow, wheel centered for engine-only maneuvering.
• Mate ready to secure stern rst (in most circumstances).
• Synchronizer “O”.
• Trim Tabs Up (“Bow Up”)
Arriving at Dock in Marina:
• Trim Tabs Up (“Bow Up”)
• Lines secure, including spring lines.
• Step stool out, if needed.
• Baery switch to “House” posion.
• Water heater breaker o unl Inverter current seles (see “Inverters” below).
• Shore power connected, shore power switch “On” to appropriate power locaon.
• Shore power conrmed on meters, Inverter “On”.
• Electric use monitored for current capacity of shore facilies.

12 | DISCOVERY OPERATING MANUAL NW Exploraons
Arriving at Mooring Buoy:
• Trim Tabs Up (“Bow Up”)
• Skipper puts starboard end of swim step, with mate on it, next to buoy.
• Mate loops 20’ or so line, such as bow line, through buoy ring.
• Mate holds two ends together, walks up side of boat to bow of boat.
• With buoy held close to bow, line secured to each bow cleat through hawsepipe.
• Generator running if required.
Mooring at Anchor:
• Anchor is lowered from pulpit while boat is backed up slowly away from anchor.
• When desired chain length out (4:1 or 5:1 scope), windlass is stopped.
• Engines reversed for “count of ve” unl chain pulls up virtually straight. Note: The boat is not held in reverse
against a taught anchor chain!
Generator Starng/Stopping:
• Hold “Preheat” switch for 15 seconds, thenboth “Preheat” and “Start” unl starts.
• Check port side exhaust for water ow.
• Aer one minute for warmup, turn power selector from “O” to “Gen”.
• Stopping: Turn power selector from “Gen” to “O”, wait one minute for cool-down.
• Hold “Stop” switch unl stopped.
Overnight Checklist in Marina:
• Shore power “On”.
Overnight at Anchor or Buoy:
• Anchor light “On”.
• DC electrical items all “O” including radios, extra lights, etc.
Upon Arising:
• Start generator for baery charging.
• Turn on heat if necessary.
• Go to top of this Discovery checklist.

NW Exploraons DISCOVERY OPERATING MANUAL | 13
Maneuvering & Operang Suggesons
Docking & Undocking
Usually it’s easier to dock bow in. Have your mate
at the side rail opening, ready to step o and secure
the stern line, against which you can pull to swing
the bow in toward the dock. By having your mate
ready to disembark when close to the dock, he/she
will not have to jump to the dock, risking a turned
ankle or falling overboard. It is the skipper’s job to
put the boat next to the dock so the mate needn’t
jump, but merely step o!
Approaching a dock, have fenders out as required
and have the bow line already rigged, passed through its hawse pipe, and draped back on the side of the boat between
the stanchions so it can be reached from the dock. Never put a line from a cleat over a rail: the boat’s weight will bend or
break the rail if it pulls against the line! When the mate’s ashore, the line can be easily reached!
If dock clearance permits, spring the boat forward so that it pulls forward on the stern line. This will bring the stern close
to the dock. Let the bow line out enough so that the boat can rest against the stern and midships fenders.
Maneuvering in a Harbor
With its twin screws, you’ll do best if you center the rudder and steer with the engines only! The props are so large that
the boat will respond well except in high winds just with use of the propellers in forward and/or reverse. Take your me,
and keep the boat running “dead slow” so that you can plan each approach. You shouldn’t need to use the throles at
all.
Using the Synchronizer
The Glendinning Synchronizer exactly, automacally synchronizes the engines. To engage it:
1. Set the engines to the approximate cruise sengs;
2. Push the switch on the engine alarm panel (the pilot light will go on);
3. Push the “Slave” control all the way forward (This will save stress on the synchronizer as it adjusts the slave
engine’s speed). You now control the speed of both engines with the “Lead” engine.
To disengage the synchronizer:
1. Pull back “slave” lever unl you feel resistance;
2. Push in the switch. The engine throles are now once again independent.
Note: The synchronizer will automacally disengage if an engine cannot be synchronized. For this reason, it cannot
reliably be used if both engines are throled back to idle.
Filling the Fuel Tanks
With the large fuel tanks, you can fuel the boat prey fast using a standard hose and nozzle (like those on auto gas
pumps). Fuel each tank, taking the hose around the fore-or-a deck to get to the outside ll pipe (do not drag the hose
over the decks or teak handrails have someone help you handle it). Fill both the tanks completely but do not spill fuel!
Control the ow rate by sound, as the ll pipes make the characterisc “geng to the top of the bole” pitch change
when the ll pipes begin to ll aer the tanks themselves are full. (The tank vents will gurgle before the tanks are full, so
when the vents begin gurgling, slow down unl you hear the ll pipes’ pitch change.)

14 | DISCOVERY OPERATING MANUAL NW Exploraons
Anchoring
Anchoring can be accomplished safely with minimum fuss if you are prepared. Or, if you are not ready, it can be stressful
and dangerous for you or the boat.
Before aempng to anchor, select an anchorage with a so boom such as sand, mud, or gravel, if possible. Look
at the charts and cruising guides for ps on good locaons. Then, choose the spot in the anchorage where you have
room to “swing” on the anchor without disturbing other boats. Remember, responsibility for leaving room goes to each
successive boat to arrive, for the rst boat has priority in the anchorage!
Here in the Northwest, because of the deep waters, all-chain rodes and small bays, we anchor a lile dierently than in
the Gulf of Mexico or Caribbean, for example. First, except in severe weather we use anchor chain scopes of only 4-to-1
or 5-to-1. For example, in water that is 40 feet at low de in the typical anchorage, we might use 160 feet of chain unless
the weather was to be gale force or greater winds.
Second, because of the small bays and steep booms, we oen rig a shore line from the stern of the boat to shore. The
best example of this would be at Todd Inlet at Butchart Gardens. Here is a bay that can accommodate 8 - 10 boats, yet
it is only about 150’ wide and 200’ long! Boats aach their bows to the mooring buoys or, in a few cases, anchor; and
then their sterns are secured to rings provided in the steep clis overlooking the bay. Boats are thus perhaps only 15-20’
apart, side to side.
Third, boats oen will “ra” side by side in busy marinas, although this is not very common.
Fourth, courteous boaters will call vessels coming into busy bays and oer to let them ra to the same buoy, if signs on
the buoys do not limit usage to only one boat depending upon length.
Anchoring safely requires two persons, one at the helm maneuvering the boat and one on the bow operang the anchor.
Pung the bow of the boat over the spot where the anchor is to be placed aer checking the depth on the depth
sounder, the windlass foot-switches are used to lower the anchor slowly toward (but not onto) the boom, by watching
the chain markings.
The anchor chain on Discovery is 360 feet, with distances from the anchor marked as follows:
50’ Yellow 200’ Red
100’ Red 250’ Yellow
150’ Yellow 300’ Red
When the anchor is about to reach boom, the boat is backed away by pung the engines into reverse for 5 seconds:
eddies from the chain indicate moon. Resume lowering the anchor while driing backwards (watch the eddies and add
another burst or reverse if necessary!) unl the desired amount of chain is out. Stop paying out chain. Engage reverse
for ve seconds at a me unl the chain starts to pull straight o the bow toward the anchor. A straight chain indicates a
“set” anchor!
NEVER pull on the chain for more than ve seconds, and never at any engine RPM other than idle! Pung the boat’s
weight plus its horsepower on the chain forcefully even at idle will bend the anchor and/or damage the mooring gear!
If while checking the set, the chain rumbles and clunks, and seems to release in bursts, it means you’re anchoring on
a rocky boom and the anchor is not holding. Be paent: it may not set on the rst try, and you’ll have to repeat the
process somemes to get a good “bight” on the boom.

NW Exploraons DISCOVERY OPERATING MANUAL | 15
Shore Lines
When a shore line is required,
anchors are set 75 - 100 feet from
shore, with the boat backing toward
shore during anchor-seng. The
stern line is put around a tree, and
brought back to the boat.
During this process, be sure to
keep clear of rocks near the shore,
and allow for our Northwest des,
occasionally twelve feet, and
somemes 20 feet when further north! Check the present de, and high and low des before beginning anchoring: No
sense anchoring in 15 feet of water if you’re at the “top” of a 15 foot de!
To get to the shore, you will need to have a dinghy down, and then have your mate keep the boat’s stern toward shore
with short bursts of reverse gear. Somemes a helpful boater already anchored will help you by taking your line to shore
for you with his dinghy, a neat “good deed” that you might reciprocate. We’ve met some nice boaters this way!
The shore line is in the lazaree, and is long enough to usually allow taking it to a tree, around it, and back to the boat
so you don’t have to go ashore to une when leaving. With a crew member keeping the boat in posion, take the dinghy
to shore pulling the end of the shore line with you. Pass it around a tree, and pull it back to the boat if you can, since
then to get away in the morning all you have to do is release the bier end from the boat, and pull it aboard. Pull the line
ght, as long as you’ve got over 100’ total of line out: there is plenty of sag/stretch, and we want to keep the boat in its
area! If necessary, put a crab pot oat or fender on the line to warn others it’s there!
Here is a sketch of a properly anchored boat with a shore line (In this drawing, S=Scope, which should be at least 4 x DL,
the Depth at Low Tide):
Trim Tabs
The boat is ed with a set of Benne Trim Tabs. These are wide “aps” aached to the a end of the boat, under the
swim step at the trailing edge of the hull, operated hydraulically under the control of the skipper by rocker switches at
each helm staon.
At low speeds, up to approximately eight or nine knots, the tabs do lile, and should be le in the “Bow Up” posion
(see below). But at speeds over this range, the tabs begin to take eect and will help the operator lower the bow for
more ecient cruising.
The best way to adjust the tabs is to lower them while watching the “Speed” indicator to get the highest speed at a
given throle seng by adjusng “Bow Down”. If the tabs are “Bow Down” too much, the steering will get mushy and
speed may drop o a lile, and the tabs should be adjusted “Bow Up” a lile. Note that it will take me to make these
adjustments; when the buons are depressed, they need to be held 2-5 seconds each me for change to be felt and
observed (the best way to see the eect of the tabs is by the knot meter and by observing the height of the bow relave
to the horizon).
Because the trim tabs are so large, they must be in the fully-bow-up posion whenever the boat is to be operated in
reverse, otherwise the great water forces against the tabs may damage them severely, even tearing them o the hull!

16 | DISCOVERY OPERATING MANUAL NW Exploraons
Secon IV: Specic Discussion of Boat Systems
This secon of the operang manual will discuss each of the boat’s systems in turn. The systems and major components
discussed are grouped and in order as follows:
• Main Engines & Sea Strainers
• Dinghy, Davit & Outboard Motor
• Fresh Water System
• Electrical-AC
• Electrical-DC
• Generator and Inverter
• Heads and Holding Tanks
• Heang System
• Galley Equipment
• Navigaon Equipment
• Radios
• Radar
Main Engines & Sea Strainers
The main engines on the boat are two Caterpillar 3208TA Diesels, each producing a maximum of 375 horsepower.
These extraordinarily-reliable, rugged machines are the top-of- the-line, and can be expected to give you trouble-free,
economical cruising.
On engine start, no long warm-up is required! Three or four minutes is sucient, then load the engines by pung the
transmissions in gear. Do not run them over 1400 RPM unl the temperature gauges read at least 140° Fahrenheit. Do
not run the engines for long periods with the transmissions in neutral, with no load!
The engines require a regular, daily check, since once underway, you will probably not check them while in use, tucked
away as the are beneath the cabin oor. Please perform this check each morning (when the engine room is cool!):
• CHECK THE OIL. The oil level should be between the two marks on the dipsck. The dipscks are located on
inboard side of each engine, toward the forward end of the engine itself, and the sck “pulls out” upward. Use
a paper towel from the roll on the forward bulkhead, wipe the sck, reinsert, guiding the sck with the towel to
keep from bending it, and take reading.
The distance between the two marks is about 1.5 quarts. Add only enough oil to bring it up above the “add”
mark, say a quart, using the oil provided on the boat. (If you need more oil, buy it! We will reimburse you.) The
oil ll on each engine is a T-handled stopper cap in the top of one valve cover on each engine. Loosen the T
handle by turning it one or two turns and remove. Aer reinserng, be sure to ghten the cap, but do not over-
ghten.
• DO NOT OVERFILL the crankcase (above the “full” mark), as these engines will quickly waste excessive lubricant.
If oil is required oen, check under the engine carefully to be sure there is no oil leak, and if there is, have it
corrected promptly.
• CHECK THE COOLANT LEVEL. The heat exchanger coolant tanks are located on the forward end of each engine,
with caps on the top. Remove the cap by turning; you will have to press the cap down and turn it past the
second detent to get it o. Put a nger into the tank; if it gets wet before it hits the bae inside the tank, there is
enough coolant.
If coolant is needed, determine if there is any sign of a coolant leak under the engine, and if there is, do not run
the engine; if no leak, add coolant to the tank from the jug of pre-mixed anfreeze/corrosion inhibitor/water
supplied on the boat.

NW Exploraons DISCOVERY OPERATING MANUAL | 17
• VISUALLY INSPECT THE ROOM whenever you’re in the engine room, asking yourself, “Does everything look
right?”. Look at the pads under the engines and transmissions: while some drips are normal, there shouldn’t ever
be substanal accumulaons of any uids!
• CHECK THE SEA STRAINERS ONCE A WEEK, or immediately if either engine runs “hot”. The engine strainers are
in the forward end of the engine room bilge. The refrigeraon sea strainer is just forward of them. The generator
sea strainer is between the engines. To check a strainer, shine a ashlight through it. While some “fuzziness”
from trapped thin growth is normal, you should see the light clearly on the other side; if obscured, you should
clean the strainer. See below.
• CHECK THE TRANSMISSION OIL LEVEL once every two weeks, more oen if a transmission shis erracally, with
the dipsck on the starboard side of each transmission. It is unlikely that any oil will need to be added. Be sure to
check under the transmission for leaks! Low transmission oil is a serious maer.
With the engine idling, remove the transmission dipsck. Wipe it with a towel, reinsert it, and take a reading.
If the level is below the add mark, stop the engine, add a pint of the same oil used for the engine crankcases
through the plug in the top of the transmission case, and then start the engine and measure again. Do not over-
ll, for to do so could cause the seals to “blow out”.
These CAT engines are red-lined at 2800 RPM. Maximum cruise is 2400 RPM. However, the realies of vessel hull design
and powerplant engineering dictate that higher RPM operaon is very inecient on semi-displacement vessels like this
one, so you will nd these operang specicaons to be true (gallons per hour, speeds, and naucal miles/gallon are
esmates):
RPM Gallons per hour,
Total both Engines* Speed, Knots* Naucal Miles per Gallon*
1400 5.0 8.00 1.6
1600 7.0 9.00 1.29
2000 14.0 11.8 .84
2400 24.0 15.0 .625
As you can see, each extra knot is very expensive once you have passed “displacement speed” on the vessel hull; this is
not a “planing” boat! It is sensible to operate the boat in the 1600-1800 RPM range, and you’ll enjoy quieter, more pleas-
ant cruising and economy, too!
Sea Strainer Cleaning and Seacocks
The engine, generator and refrigeraon cooling systems from water-borne debris which might block internal equipment
passages. If a sea strainer needs cleaning (see above regarding inspecon) here is the procedure:
1. Look at the base of the strainer near the hull. On one side is a valve lever with a relavely long handle; on the
other side is a “T”-shaped knob. Loosen the T-knob two turns. The valve itself may begin to “weep” sea water, do
not be alarmed.
2. Turn the longer valve lever so it is perpendicular to the sea strainer (parallel to the hull).
3. Tighten the T-handle; the weeping will stop.
4. Using the same spanner you use for the fuel and water tank deck caps, unscrew the top of the sea strainer. Then
remove the strainer by pulling it out the top of the assembly. Rinse the strainer thoroughly and, if necessary,
remove any debris from the glass housing.
5. Reinsert the strainer, ghten the top cover with the spanner, AND TURN THE VALVE BACK ON — failure to do so
will overheat the engine. BE SURE TO TIGHTEN THE T-KNOB ON THE VALVE SO IT IS SECURE.
This enre operaon will take 5-10 minutes at most, and will assure you of cool engines.

18 | DISCOVERY OPERATING MANUAL NW Exploraons
Alarm Warning and Windshield Wiper Control Panel
The alarm lights will warn you if the alarm is caused
by high temperature or low oil pressure; a pilot light
is also here to remind you if you le the engine
room lights “on”.
Above the helm is the windshield wiper and engine
alarm panel. The three wiper switches control the
individual wipers: push to wash the windows, turn
to engage wipers in steady or intermient modes.
On the ybridge alarm panel, there are no wiper
controls but there are remote engine start and
stop buons, as well as a horn buon and remote
windlass control.
Dinghy, Davit & Outboard Motor
Dinghy
The dinghy aboard this boat is a hard-boom inatable, designed to carry up to six passengers safely, with four sharing
the seats and one on each side seated on the dinghy’s pontoon. For safety, and compliance with U.S. rules, there should
be a life jacket aboard the dinghy for each passenger aboard whenever the dinghy is at sea.
Please be careful when pulling the dinghy ashore on beaches to minimize damage and scratches to the boom. It can
be lied by two persons if one is on each side. Don’t “Ram” the beach; you can bump up to the beach gently and step
ashore over the bow, pulling the dinghy a lile more ashore as each person o-loads. Don’t forget to raise the outboard
when the boat is beached!
The dinghy will seldom require inaon as long as the valve seals are maintained and it is not punctured. Should inaon
be required, simply pump up the dinghy unl it is prey hard (thumb can deect a tube by about ½» maximum) using
the pump provided on the boat.
Should the dinghy be punctured and you feel competent to make the repair, follow the instrucons in the dinghy manual
and use the dinghy repair kit also on the boat; otherwise, have it professionally patched at NW Exploraons or a dealer.
Dinghy Davit
This boat has a high-quality electric davit supporng the dinghy. To use it,
1. Plug the davit control box found in the starboard salon door step into the
receptacle (under the yellow cap on davit post near its support bracket).
2. Remove the dinghy’s canvas cover, if installed.
3. Raise the dinghy, swing it to starboard, and launch it;.
4. Swing the davit hook back to the boat, secure it, and tension it on the
davit, avoiding damage to the yacht if the boat rolls.
To retrieve the dinghy on the boat, reverse the above procedure.
Outboard Motor
The outboard motor for this boat is a Honda 15hp 4-Stroke. Operaon is conven-
onal. This outboard is 4-stroke motor and oil should not be mixed with the fuel.
An alarm panel is at the
ybridge also; it has start
and stop buttons for each
engine, an anchor windlass
remote control, but no wiper
switches.
The alarm panel has warning lights for
the temperature and oil pressure alarms,
and for the engine room lights; the
synchronizer switch and pilot light, and
the three wiper/washer controls.
If the dinghy davit circuit breaker trips, it
is accessed at this box in on the
starboard side under the Racor lters aft
of the main engine.

NW Exploraons DISCOVERY OPERATING MANUAL | 19
Fresh Water System
Tanks
There are two water tanks located midships in the engine room under the genset and forward under the galley sole.
These are lled by side deck ll pipes on the port side midships and port side forward with a cap on each marked “WA-
TER”. You need to ll the tanks individually. You can use the sight gauge on the engine room tank to tell if your water is
geng low.
Water Pump
The water line from the tanks leads to the boat’s fresh water pump in the engine room, port side forward. Provided its
circuit breaker is “On”, this pump will run whenever its built-in pressure switch detects low water pressure. There is also
an “accumulator tank” located here; it provides a “pressure head” for the pump, so the pump doesn’t need to run so of-
ten. Instead, a pump cycle will provide for several minutes of roune water use before pressure diminishes and the pump
starts again.
It is a good idea to turn o the fresh water pump breaker (labeled “F.W. Pump”) whenever leaving the boat for any ex-
tended period, lest a dripping faucet or broken hose cause the pump to run and waste your precious drinking water.
Water heater
Aer the water pump, water is distributed directly to the cold water faucet lines. In addion, it goes to the boat’s water
heater. This heater uses two energy sources, (1) heat from the port engine, so that whenever the boat is running or has
recently run, there is hot water; and (2) 110 volts AC from shore power, if available and the breaker is “on”. The heater is
insulated well enough to keep hot water overnight without power, provided you haven’t wasted a lot in dishwashing!
Waste Water
Waste water from the sinks and showers (but not from the toilets) is dumped overboard in accordance with U.S. and
Canadian law. From sink basins, the water simply ows by gravity overboard. Since the oor of the showers is below the
water line, built in shower sump pumps operate to li this water back above the waterline and dump it overboard.
It is therefore very important that the “drain pump” breaker in the DC panel be le “On” , and that the switch in each
head compartment labeled “drain pump” also be “on” (pulled out) during a shower.
Aer the shower is complete, turn the “Drain Pump” switch in the head compartment “O” by pushing it in. This roune
is followed in case each pump’s own oat switch fails or scks, causing the pump to run connuously, overheang it and
running down the ship’s baeries.

20 | DISCOVERY OPERATING MANUAL NW Exploraons
Watermaker
The boat carries a Spectra Watermaker. This great system (which requires AC
power to operate) has the following features:
• It automacally ushes itself on a regular basis to keep the ltraon
membranes clean and in service;
• It has automac controls that run it for specic periods so that you
need not worry about overlling tanks and wasng water;
• It assures you that there will always be plenty of water, however it
will take several hours to top o the tank under normal use.
• Note that you can use city water without lling the tanks (which you
should not do: see below). Simply connect the hose to the pressure water inlet ng outside the cockpit swim
door and leave the hose “on” as long as you are at the dock; this will then go directly to the boat’s faucets as
needed, but not into the tanks.
Operaon is enrely automac. Simply push the buon to add water to the tanks, following these provisos:
• Do not run the watermaker while in the harbor: You will shorten the me that the lters can be in service;
• Do not add City water to the tanks, for then the watermaker will needlessly run to remove chlorine.
• Leave the watermaker on at all mes so it can monitor its own operaons.
• Always leave the fresh water pump breaker on so that the purge system can operate properly!
DC Electrical System
Concepts
Each year it seems more folks are confused by the operaon of electrical systems on yachts than by any other subject!
Don’t feel discouraged if something isn’t clear: you’ve got company in your confusion. So let’s try to cover some theory
here rst.
Most of the equipment on any boat is run by 12 volt DC electricity from the boat’s baeries. This is true because DC
should always be available: we have baeries aboard even when there is no shore power! If the baeries aren’t run
down, everything should work, just like in the family car.
Since the baeries are used so much, we have to replenish, or charge them. The most important way we do this is by
alternators on the ship’s engine(s). In most cases one engine will provide enough electricity in most every case to run
everything, and sll have some energy le over to add back to the baery, that is, to charge it.
Ah, but what if the engine(s) isn’t running? Then, the baeries are slowly depleted unl they have “run down” and there
is no more electricity stored in them . . . a big problem, because then we not only can’t run all the neat stu on the boat,
we can’t start an engine to get more electricity.
So a good skipper and crew has “electrical power management” in mind whenever they turn an electrical gadget on or
o!
It is with this in mind that we can cite a reality: If we need more electricity than the baeries alone must provide, and if a
propulsion engine isn’t running, we will need to get our electrical power from an alternave source! That’s the most im-
portant reason why we plug the boat in to shore power or use the generator: To keep from running down the baeries.
For by using baery chargers geng their power from shore power or the generator, we can keep the baeries charged,
or, at least, from geng too low.
In modern, luxury cruising boats, however, there is another important factor: Some of the “goodies” we like to have on
board such as hair dryers and microwave ovens require ordinary household electricity. This is 110 volts AC. It is dierent
from DC. So if we want to use these things when we’re not at a dock, we must have another way to get 110 volts AC, and
for this we use the generator or an inverter, an amazing high tech gadget that takes 12 volts DC from the ship’s baeries
and makes it into 110 volts AC!