NW Explorations Morveren User manual

“Morveren”
A 47' Grand Banks Heritage Classic Yacht
Operating Manual
Version 2.1
Copyrighted. See notice next page.
Section Contents
1 Introduction & General Description
2 Important Vessel Numbers
3 Operating Checklists & Maneuvering Suggestions
4 Specific Discussion of Boat Systems
5 “What to Do” for Some Specific Concerns
6EMERGENCY PROCEDURES
7 Index

Copyright 2013 Joseph D. Coons & NW Explorations LLC
This manual was originally written for this boat’s owner and it’s charter company by Joseph D.
Coons, 1220 Birch Falls Drive, Bellingham, WA 98229, tel [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 written consent from the author or his assignee. All rights assigned to NW
Explorations LLC.
About the Author
Joe Coons is a retired AM-FM broadcasting station owner and computer systems corporate
executive who throughout his life was involved in communications and mechanical, electrical, and
electronic systems. He cruised his own boat on the Hudson River and Lake Champlain when a teen and
in his early twenties, and during the 70's and 80's accumulated some 2,500 hours as an instrument-rated
private pilot. Beginning in 1986 he became seriously involved in boating as a boat owner, subsequently
working in a “retirement career” as a broker, also commissioning vessels, operating a charter fleet,
checkingoutboatcharterers,andtrainingnewpowerboaters.Hehashelda50-tonCoast Guard Master’s
license, and operated his own boats and a substantial number of others from 26 to 70 feet in the near-
coastal waters of Washington State, British Columbia, and Alaska. His “helm time” exceeds 8,000 hours.
In addition, he has trained hundreds of boaters in the skills of vessel operation.
Warning!
This notice is a part of this manual, and is placed here to warn you as an owner, crew
member or passenger on this vessel that the author of this manual assumes no responsibility
forany errorsor omissionsherein, andrepresents only that the writings and illustrations herein
represent his “best efforts” to provide a comprehensive overview of the vessel, so that it can
be operated by a person who has the necessary experience and/or training to operate such a
vessel given the additional information herein.
You should be aware that this operating manual is provided as a convenience to the
owner(s), crew members and passengers on this vessel, and is not complete in every detail.
Given the complexity of this boat and its systems, there is no way that all conditions,
contingencies, and operating details can be covered, both because of space limitations and
because of ordinary oversight as contingencies are speculated upon by the author. Likewise,
it is possible either through oversight and/or changes in the vessel as a result of additions,
modifications, or deletions to or of equipment since publication of this manual, that items
discussedwill operatedifferentlythan described, be absent fromthe vessel,or beadded tothe
vessel without discussion in this volume.
As a vessel owner, crew member or passenger on this vessel, you are here at your own
risk, and the author of this manual has no responsibility for your actions whatsoever. If you do
notfeel competentto undertakeany orall operations detailedherein, donot undertakeit/them;
get help from a competent person.
I thank you, (and my lawyer thanks you.) Joseph D. Coons

Section 1: Introduction & General Boat
Description
1A: About This Manual
1A1: Manual Objective and Limitations
This manual is intended to introduce you to “Morveren”, its systems, and features,
allowing you to operate it with the confidence and self-assurance necessary to enjoy your
cruising vacation to its fullest. It is not intended to replace a basic understanding of
seamanship, including navigation skills, weather interpretation 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 question or give you
a solution to every circumstance, foreseen or unforeseen. If you have a question which limits
your understanding or handling of this vessel, ask the owner, a specialist, or contact the Jet-
Tern Marine/Grand Banks company offices for details (you might make a list of questions as
you read the manual, saving them all up to ask at one time).
1A2: How the Manual is Organized
The manual is divided into six sections numbered “1" to “6" plus an index (Section 7).
Within each section are subsections lettered “A” to “Z” as required.
In section 4, which deals with the specific information about the vessel’s equipment and
systems, the manual is organized by major categories, such as “Anchor”, “Dinghy, Davit &
Outboard”, “Fresh Water System”, etc.
Note that within “Electrical Systems” are the “AC Electrical System” and “DC
Electrical System” as sub-categories, and within them are such items that are
a part of each, such as “Inverter”, “Generator”, etc.; Likewise, all electronic
equipment is in the “Electronics” section.
A complete index is at the back of the manual in Section 7.
Section 1A: About This Manual 1.1

1B: General Description of this Vessel
1B1: Exterior
Flybridge, Cockpit, Side
& Forward Decks
The Grand Banks 47' Heritage
Classic is a traditional design, with
fiberglass hull, cabin, flybridge, deck
and swim step structures, teak
gunwhale caps, and stainless steel
welded fittings and handrails. The
window frames are of aluminum with
sliding glass panes, while the
windshield frames are of the same
material with hardware that allows for
adjustable center-opening for
ventilation.
Of particular note are the easy walk-around decks,
enabling safe, secure passage about the boat by passengers
and crew. A roomy cockpit section with a storage lazarette
beneath is useful for fishing and dinghy handling it is
launched. A swim shower outlet is provided in the cockpit.
On the side decks are the two fuel fills, one port-side
and the other starboard. A holding tank pump-out deck fitting
is to starboard. The water tank fills are in the lazarette on
each of the three tanks. Fresh and salt water faucets are at
the bow.
Forward on the bow deck
is the anchor windlass, with foot
switches, allowing chain
movement both “up” and “down”
electrically. The anchor is Easy walk-around side decks are one reason for
the GB Classic design’s popularity.
Looking to port at the cockpit. Note shore power
connection caps and sturdy rails.
The forward bow pulpit and windlass. Note the
shore power connection.
Inside the lazarette port side are house batteries.
Section 1B1: General Description - Exterior 1.2

retracted into the bow pulpit which hangs out over the bow to give better
chain clearance from the hull than otherwise possible. The pulpit is strong
and braced, easily supporting not only the anchor during hauling but also an
attending crew member if necessary. After passing over the winch, the
chain goes below decks via a hawse pipe in the foredeck.
There are shore power connections (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 first be
turned to the “off” position 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, as
does its 50-amp cable when in use. (See "AC
Systems" below for shore power requirements.)
There are two large caps at each location. One is a
50-amp receptacle for the shore power cabler,
while the other conceals a circuit breaker for that
connection. See AC Systems below.
There is
a deck
box on
the bow
to store
lines, the windlass emergency handle, anchor chain
bridle, etc. It is also a seat for crew on the bow.
The deck up three steps above the aft side
decks is the “sun deck”. Here you will find the
dinghy davit and dinghy.
Up three steps from the sun deck is the
flybridge, with seating
for crew and
passengers, and the
upper helm station. In
addition to the helm’s
instruments and
controls, the console
has storage for the
ship’s canvas covers,
and a space for
flybridge electronics.
Within the storage
compartments beneath
the seats you will find a
complement of life
jackets and room for
Bow deck box/seat open.
Here is the dinghy and davit on the sundeck with the dinghy cover
set aside. Note steps to flybridge. Salon door is to left of steps.
Flybridge looking forward. Crew seat to left, coffee table and
corner of L-settee to right.
There is an L-settee aft to starboard on the flybridge.
F/B to port, more seating & ice maker
and sink cabinet.
Section 1B1: General Description - Exterior 1.3

food, beverage and sports stores; under the forward port seat is
the flybridge BBQ propane tank.
In addition to the comfortable pilot’s seat just aft of the
console, there is a comfortable L-settee with a teak cocktail table
and, to port, seating for three on a mate’s seat and small settee.
Aft to port on the flybridge above the doorway from the
salon a barbecue provides for easy grilling of your casual meals.
The lazarette beneath the cockpit is accessed via a large,
deck strong hatch in the cockpit. It holds house batteries,
steering gear, and storage space for other items. (See picture
page 1.1).
(More next page)
Some of the F/B storage. This is under the
console.
Another view of the aft flybridge. Note the BBQ.
The door to the left of the sundeck-flybridge steps is the aft/port entrance to the salon.
Section 1B1: General Description - Exterior 1.4

1B2: Interior
Main Deck
The boat is entered by either of two doors,
starboard side door by the lower helm station (which
should be closed when underway to avoid getting salt
water inside the doorway. The step under this door holds
a manual bilge pump and the davit control, etc. A second
door is at the aft end of the salon, which opens onto the
sundeck level; with its window, and especially when open,
it helps make the salon a bright, airy and pleasant place.
Salon:
To port aft in the
salon is cabinet
housing the TV; just
forward is the stereo
system. Forward of this
is an easy chair and
ottoman, then the
serving bar/counter
overlooking the galley.
Just forward of
the starboard door is a
professional-quality
helm station with electric switch panels adjacent and
electronics panel above; on the helm itself are the ship’s Radar/GPS/Plotter, etc.
Just aft of the starboard door is the custom helm seat which can seat two; beneath the
helm seat drawers have storage for manuals, tide tables, navigation tools, flashlights, etc.
There is a cabinet just aft of the seat base is a dry bar with cabinet doors below. Aft of this
cabinet is fitted an L-settee to starboard. Under this settee are miscellaneous items. A high-
low table in front of the settee is used for dining/cocktails.
The steps from the sundeck. Ottoman and easy chair,
TV cabinet, galley counter in foreground.
Looking aft to starboard in the salon. The L-settee with
table is just aft of the dry bar, and the door to the aft
stateroom is midship. Salon forward to starboard, entry door, helm station,
dry bar. Galley counter to port.
Section 1B2: General Description - Interior 1.5

There is even more item storage under the galley counter aft side and under the settee
and even in the ottoman. The salon has as many amenities as you can imagine. As the old
boater’s saying goes, this vessel easily “drinks” ten, “feeds” six or eight, and sleeps four in
comfort!
Galley:
The
ship's galley
is just
forward of
the salon
area to port.
It includes all
that the chef
could require
including, of
course,
range,
refrigerator and freezer, microwave/convection oven, and
extraordinary storage making the necessities for long
cruises easily kept and quickly accessible.
The boat is fully equipped with utensils, dishware, and
cookware, plus the "little touches" of place mats, etc. From
the galley the crew easily serves the salon and its main
table, yet the cooking can be discreetly obscured from view
by the divider making guests more comfortable.
In addition to the storage and facilities directly in the galley "U", there is the
extraordinary in-floor cabinet directly adjacent to it in the forward end of the salon.
Now we’re looking forward; sink cutting board on left. Black
area in corner is electric cooktop. Cabinet door with mitt
hanging on it is another refrigerator/freezer. Note: door are
temporarily off of cabinet on right.
Looking aft at the galley counter forward in the salon. Beneath
counter out of picture is one of two refrigerator-freezers. Sink
cutting-board fillers are not in place.
Under the sink is a tip-out cabinet and a
rollout trash bin. Another cabinet holds
cutting boards/trays.
There is more storage under the floor
alongside the galley. Lifting is easy due to
the air-lift cylinder built in to it.
Under the sink counter is a refrigerator, cabinets &
drawers.
Under the port side and forward counters are
another fridge, more cabinets and drawers.
Section 1B2: General Description - Interior 1.6

Forward Stateroom
The forward stateroom includes a large forward island queen berth, a hanging locker,
and drawers/cabinets for crew clothing. A large overhead hatch in addition to side opening
portlights, plus overhead and reading DC lighting provide for plenty of light. There are separate
heating controls
Forward Head/Shower
Compartment
Moving aft from the
stateroom to starboard is the
forward head compartment with its
own shower and Vacu-flush head
and basin with vanity. It has door
into the stateroom and the
companionway. (The Y-valve for
this head is in the engine room to
port forward.)
The hanging locker is to port. Cabinets are built into the forward bulkhead.
Above: The comfortable queen-size guest berth.
Below: Huge drawers are at the berth’s foot.
Basin & cabinets in forward head. Forward shower & head. Shower doors open
to surround showering area.
Section 1B2: General Description - Interior 1.7

Master (Aft) Stateroom
The master (aft) stateroom is down a
few steps from the midships aft end end of
the salon. This stateroom features a queen-
sized island berth, beneath which are
drawers including a spacious and efficient
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 vanity/desk is aft to port beneath
the emergency exit hatch.
Master Stateroom Head & Shower Compartments
Forward to port in the master stateroom is a head
compartment with shower, toilet, sink/vanity, and numerous
cabinets and drawers.
The are numerous cabinets and drawers. To port, there’s also a desk.
To port forward is the hanging locker.
Here is the toilet. The shower compartment
is to its left.
The head compartment doorway
is starboard forward in the
M/S/R.
Under the sink is a Y-valve for
the Master Stateroom toilet
waste.
Section 1B2: General Description - Interior 1.8

1B3: Engine Room
Preferred access to the
engine room is through the floor
hatch by the lower helm centered in
the salon. Engine room lighting is
turned on by breakers in the ship’s
DC and AC power panels by the
master stateroom steps.
The engines are to each side.
At the aft end of center bilge are
each engine’s sea strainers, and just
to starboard of the center line are the
fresh water pumps and water filter.
Of course, at the rear of each
engine is its transmission, and on the
starboard engine’s transmission is
the hydraulic pump for the stabilizers,
while above and aft of it are circuit
breakers, the Diesel furnace water
manifold, and the fresh water heater.
Above and aft of the port engine’s
transmission are starting batteries.
The engine shafts lead from
the transmission couplings through
the hull via virtually maintenance-free
shaft logs/packing glands.
Forward of each engine are its
dual fuel filters, and then to port the
stabilizer fin machinery, generator
starting battery, watermaker pump, watermaker, Naiad Stabilizer system, generator fuel filter,
electrical controls, charger, generator, furnace water conditioner, inverter, generator coolant
overflow bottle, and wiring panels.
In spite of the substantial equipment aboard, service access is reasonable.
1B4: Dinghy
The boat is equipped with a 11' Walker Bay Genesis tender which is a rigid-Hull,
inflatable-pontoon boat fitted with a Honda 20 horsepower four-cycle electric start-and-tilt
outboard motor and removable fuel tank (under the seat by the helm).
1B5: Deck Equipment
The boat has mooring lines; a stern/shore line 300' long; an appropriate all-purpose
anchor with 250' of all-chain rode plus an emergency anchor with chain and rope rode;
fenders/bumpers; an ice chest; a crab pot or ring with line, float, and bait rigging; a hose for
fresh water tank filling and boat washing; and a boat hook.
Engine room hatch.
The massive port Cummins engine, looking aft from
the front of the engine room. Fire system aft.
Looking forward at (left to right) Naiad equipment, the Onan generator, the ladder to the
salon, and, to each side, the engines.
Section 1B3: Gen'l Desc. - Dinghy & Deck Eq. 1.9

Emergency pump and operating handle are
in the starboard doorway step.
First aid kit on shelf.
Life ring.
1B6: Safety Equipment
Anchors
There is a permanently-rigged anchor on the bow pulpit
and a spare anchor in the lazarette locker that has its own
rode.
Bilge Pumps
A manual diaphragm-type in the salon starboard door step,
plus four electric pumps.
Carbon Monoxide Monitor
There are CO monitors in each stateroom.
Fire Extinguishers
There are three handheld extinguishers in the forward and aft stateroom hanging
lockers and the salon by the aft doorway steps. A fire suppression system is in the
engine room with automatic thermal release and a manual control at the lower helm;
this automatic system has automatic engine shutdown protection controlled at each
helm.
First Aid Kit
It is in the forward head cabinet under the sink.
Flares
Flares are in the steps leading from the salon to the aft/port door
to the boat.
Life Preservers/PFD’s
There are two wearable vests in each stateroom’s hanging
locker.A throwable ring with a heaving line is on the aft rail of the
flybridge.
VHF Radios
There is a VHF Radio at each helm plus a handheld VHF.
Section 1B3: Gen'l Description - Safety Eq. 1.10

Section 2: Important Vessel Numbers
Vessel Name: Morveren
Vessel Official Number: WN7423NZ
Hull ID Number GNDHV053L708
Capacities:
Sleeps six: Four in two staterooms
Fuel: 600 Gallons in two 300 gallon tanks
Fresh water: 260 Gallons in one tank
Holding Tank: 77 Gallons
Dimensions:
Length on deck: 46 feet 9 inches
Length Overall: 52 feet 7 inches
Beam: 15 Feet 9 Inches
Draft: 3 Feet 10 inches
Displacement: 52,000 Pounds full load (including 6,000 pounds ballast)
Fluids:
Motor Fuel: #2 Diesel
Motor Oil, mains: 15W-40 Chevron Delo Multigrade
Transmission Oil: 30-weight Chevron Delo
Engine Coolant: 50-50 mix, ethylene glycol & water; corrosion inhibitor added
Operating Parameters (Estimated):
RPM Speed Fuel Consumption Naut. Miles/Gallon
1200 8.6 Knots 7.2 GPH 1.2
1400 10.3 Knots 12.0 GPH .86
1700 12.0 Knots 25.0 GPH .48
2000 15.8 Knots 32.0 GPH .49
2300 19.0 Knots 46.0 GPH ..41
Section 2: Important Vessel Numbers 2.1

(Intentionally left blank)
Section 2: Important Vessel Numbers 2.2

Section 3: Checklists & Maneuvering Suggestions
3A: Operating Checklists - Morveren
First Thing Each Day
9Check engine oil, coolant.
9Check under-engine oil pads. Okay?
QCheck fuel tank levels
9Check holding tank indicator. Need pumping?
9Turn off anchor light if illuminated.
Starting Engines
9All lines clear of propellers and on deck.
9Items running on AC evaluated vis-a-vis the Inverter and Generator.
9Throttles “neutral”. (1) Engine Key Switches on; (2) Press “Active” twice
9(3) Press “Warm”, light will go out; (4) Press start buttons in turn;
9(5) Test for control engaged by briefly shifting an engine
9If engines do not turn over, see “What to Do If”.
Leaving Dock (Only 3-4 minute engine warmup required!]
9Shore power switch “Off”.
9Shore power cord removed, stowed on board.
9Step stool aboard, if used.
9Lines removed as appropriate.
9Fenders hauled aboard and stowed.
9Lines and other deck gear secure/stowed.
9Doors and hatches closed and secured as appropriate.
Underway
9Helmsperson on watch at all times.
9RPM under 1400 until engines warm to 140°; RPM never to exceed 2400 RPM.
9Synchronizer “On” as desired.
9Wake effects always in mind.
Approaching Dock
9Fenders out on appropriate side.
9Synchronizer “Off”.
9Bow line OUTSIDE stanchions and bloused around toward midships.
9Engines dead slow, wheel centered for engine-only maneuvering.
9Mate ready to secure stern first (in most circumstances).
9Trim Tabs Up (“Bow Up”).
Section 3A: Operating Checklists 3.1

Arriving at Dock in Marina
9Lines secure, including spring lines.
9Trim Tabs Up (“Bow Up”).
9Step stool out, if needed.
9Water heater breaker off until Inverter current settles (see “Inverters” below).
9Shore power cord connected, shore power switch “On” to appropriate power location.
9Shore power confirmed on meters, Inverter & Charger “On”.
9Electric use monitored for current capacity of shore facilities.
Arriving at Mooring Buoy
9Trim Tabs Up (“Bow Up”).
9Skipper puts starboard end of swim step, with mate on it, next to buoy.
QMate loops 20' or so line, such as bow line, through buoy ring.
QMate holds two ends together, walks up side of boat to bow of boat.
QWith buoy held close to bow, line secured to each bow cleat through hawsepipe.
Mooring at Anchor
QAnchor is lowered from pulpit while boat is backed up slowly away from anchor.
QWhen desired chain length out (4:1 or 5:1 scope), windlass is stopped.
QEngines reversed for “count of five” until chain pulls up virtually straight. Note: The boat
is not held in reverse against a taught anchor chain!
Generator Starting/Stopping
9Be sure “generator” breaker is “On”
QHold switch in “Start” position until it starts (this takes approximately thirty seconds!)
QCheck port side exhaust for water flow.
QAfter one minute for warmup, turn power selector from “Off” to “Gen”.
QStopping: Turn power selector from “Gen” to “Off”, wait one minute for cool-down.
QHold “Stop” switch until stopped.
Overnight Checklist in Marina
QShore power “On”.
QCharger & Inverter “On”.
Overnight at Anchor or Buoy
QAnchor light “On”.
QDC electrical items all “Off” including radios, extra lights, etc.
Upon Arising
QIf at anchor or buoy, Inverter only “On” if necessary.
QStart generator if necessary for battery charging.
QInverter & Charger “On” if shore power available or generator running.
QTurn on heat if necessary.
QGo to top of this Morveren checklist.
Section 3A: Operating Checklists 3.2

3B: Maneuvering Suggestions
3B1: Docking & Undocking
Usually it’s easier to dock bow in. Have your mate at the side rail opening, ready to
step off 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 off!
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.
3B2: 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 time, and keep the boat running “dead
slow” so that you can plan each approach. You shouldn’t need to use the throttles at all.
Filling the Fuel Tanks
With the large fuel tanks, you can fuel the boat pretty fast using a standard hose and
nozzle (like those on auto gas pumps). Fuel each tank, taking the hose around the fore-or-aft
deck to reach the outside fill pipe (don’t drag the hose over the decks or teak rails: have
someone help you handle it). Fill both the tanks completely but do not spill fuel! You can
control the flow rate by sound, as the fill pipes make the characteristic “getting to the top of the
bottle” pitch change when the fill pipes begin to fill when the tanks
themselves are full. (The tank vents will gurgle before the tanks
are full, so when the vents begin gurgling, slow down until you
hear the fill pipes’ pitch change.)
You can tell fuel levels in two ways: By the dip stick stored
on the side of the port tank in the engine room, and by the very
accurate Computank indicator on the left side of the lower helm
instrument panel.
Tank dip stick on port tank.
Section 3B: Maneuvering Suggestions 3.3

3B3: Anchoring
Anchoring can be accomplished safely with a minimum of fuss if you are prepared. Or,
if you are not ready, it can be stressful and dangerous for you or the boat.
Before attempting to anchor, select an anchorage with a soft bottom such as sand, mud,
or gravel, if possible. Look at the charts and cruising guides for tips on good locations. 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 first boat has priority in the anchorage!
Here in the Northwest, because of the deep waters, all-chain rodes and small bays, we
anchor a little differently than in the Gulf of Mexico or Carribean, 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 tide 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 bottoms, we often 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 attach their bows to the mooring buoys or, in a few cases, anchor; and then
their sterns are secured to rings provided in the steep cliffs overlooking the bay. Boats are
thus perhaps only 15-20' apart, side to side.
Third, boats often will “raft” side by side in busy marinas, although this is not very
common.
Fourth, courteous boaters will call vessels coming into busy bays and offer to let them
raft 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 operating the anchor. Putting the bow of the boat over the spot where the anchor is
to be placed after checking the depth on the depth sounder, the windlass foot-switches are
used to lower the anchor slowly toward (but not onto) the bottom, by watching the chain
markings.
The 250' chain is measured by marks on the chain as follows:
10' Red-Yellow-Red Stripe
50' Yellow Stripe 100' Red Stripe
150' Yellow Stripe 200' Red Stripe
240' Red-Yellow-Red Stripe
When the anchor is about to reach bottom, the boat is backed away by putting the
engines into reverse for 5 seconds: eddies from the chain indicate motion. Resume lowering
the anchor while drifting backwards (watch the eddies and add another burst or reverse if
necessary!) until the desired amount of chain is out. Stop paying out chain. Engage reverse
for five seconds at a time until the chain starts to pull straight off the bow toward the anchor. A
straight chain indicates a “set” anchor!
NEVER pull on the chain for more than five seconds, and never at any
engine RPM other than idle! Putting the boat’s weight plus its horsepower
Section 3B: Maneuvering Suggestions 3.4

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 bottom and the anchor is not holding. Be patient: it may
not set on the first try, and you'll have to repeat the process sometimes to get a good “set”.
3B4: Shore Lines
When a shore line is required, anchors are set 75 - 100 feet from shore, with the boat
backing toward shore during anchor-setting. 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 tides, occasionally twelve feet, and sometimes 20 feet when further north!
Check the present tide, and high and low tides before beginning anchoring: No sense
anchoring in 15 feet of water if you're at the "top" of a 15 foot tide!
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. Sometimes 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 lazarette, 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 untie when leaving. With a
crew member keeping the boat in position, 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 bitter end from the boat, and pull it
aboard. Pull the line tight, 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 float 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):
Section 3B: Maneuvering Suggestions 3.5

3B5: Trim Tabs
The boat is fitted with a set of Bennett Trim Tabs. These are wide “flaps” attached to
the aft 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 with indicators at each
helm station.
At low speeds, up to approximately
six knots, the tabs do little, and should be left
in the “Bow Up” position (see below). But at
speeds over this range, the tabs begin to
take effect and will help the operator lower
the bow for more efficient 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
throttle setting by adjusting “Bow Down”. If the tabs are “Bow Down” too much, the steering
will get mushy and speed may drop off a little, and the tabs should be adjusted “Bow Up” a
little. Note that it will take time to make these adjustments; when the buttons are depressed,
they need to be held 2-5 seconds each time for change to be felt and observed (the best way
to see the effect of the tabs is by the knot meter and by observing the height of the bow
relative to the horizon, most easily seen from the lower helm station).
Because the trim tabs are so large, THEY MUST BE IN THE FULLY-BOW-UP
POSITION WHENEVER THE BOAT IS TO BE OPERATED IN REVERSE, otherwise the great
water forces against the tabs may damage them severely, even tearing them off the hull!
Trim tab controls on helm panel. (Additional controls are at flybridge helm.)
Section 3B: Maneuvering Suggestions 3.6