NW Explorations Navigator User manual

“Navigator”
A 42’ Grand Banks Classic Yacht
Operating Manual
Version 2.0
Copyrighted. See notice next page.
Section Contents
1Introduction & General Description
2Important Vessel Numbers
3Operating Checklists & Maneuvering Suggestions
4Specic Discussion of Boat Systems
5“What to Do” for Some Specic Concerns
6EMERGENCY PROCEDURES
7 Index


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 for any errors or
omissions herein, and represents 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, modications, or deletions to or of equipment since publication of this
manual, that items discussed will operate differently than described, be absent from the vessel, or be
added to the vessel without discussion in this volume.
As a vessel owner, crew member or passenger on this vessel, you are here at your own risk, andthe
author of this manual has no responsibility for your actions whatsoever. If you do not feel competent to
undertake any or all operations detailed herein, do not undertake it/them; get help from a competent
person.
I thank you, (and my lawyer thanks you.)
Joseph D. Coons
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,
1220Birch 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 eet, checking out boat charterers, and training
new power boaters. He has held a 50-ton Coast 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.

NW Explorations NAVIGATOR OPERATING MANUAL | 1
Section 1: Introduction & General Boat Description
1A: About This Manual
1A1: Manual Objective and Limitations
This manual is intended to introduce you to “Navigator”, its systems, and features, allowing you to operate
it with the condence 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 your NWE checkout skipper or contact the ofce 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 specic 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 “Electrical System-AC ” and “Electrical System-
DC” 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.

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1B: General Description
of this Vessel
1B1: Exterior
Flybridge, Cockpit, Side &
Forward Decks
The Grand Banks 42’ Classic is a traditional yacht
design, with berglass hull, cabin, and ybridge
structures, teak swim step, decks, rails, and gunwhale
caps, and stainless steel welded ttings and handrails.
The window frames are of painted wood with sliding glass
panes, while the windshield frame is 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 shing and dinghy
handling it is launched. A swim shower outlet is provided
in the cockpit.
On the side decks are the two fuel lls, one port-side and
the other starboard. A holding tank pump-out deck tting is to starboard. The water tank lls 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 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. Sea and fresh water faucets are provided.
The lazarette, hatches open.
Side deck walk-around.
The forward deck has a storage box with convenient
fender holders on each side. Note the ventilation hatch
for the forward stateroom and hailer loudspeaker horn.
At the bow is the anchor windlass and bow pulpit,
with ashore power inlet below it, windlass foot switches
below them,and fresh- (port) and salt- (stbd) water
washdown faucets with hoses on each side.

NW Explorations NAVIGATOR OPERATING MANUAL | 3
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 rst be turned to
the “off” position to avoid arcing which could damage the plug contacts.
The boat’s 50-amp shore power cable is 50 feet long and stays with the
boat when away from its home dock.
The deck up three steps above the aft side decks is the “sun deck”. The
barbeque and its propane tank are here. Extra chairs are
provided to use on the sundeck or ybridge.
Up three steps from the sun deck is the ybridge, 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 ybridge electronics.
On the ybridge are tandem seats port and starboard seating two and four
passengers respectively. Within the storage compartments beneath the seats you
will nd a complement of life jackets (on the starboard side) and the propane tanks
for the ship’s galley stove (to port).
Aft shore power connection in cockpit.
BBQ and its propane tank.
(Sistership)
F/B aft. In these illustrations the cushions are
covered by theship’s canvas.
Looking forward on the Navigator ying
bridge at the control console.
This sistership photo shows the seating mentioned above.
Behind the console
sliding door is the
autopilot control
and cable, and a
storagebin with
the VHF micro-
phone and cable.
Under the port
tandem seat aft
are the main and
spare propane
tanks for the
galley stove.

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1B2: Interior
Main Deck
The boat is entered by either of two doors. A starboard
side door is adjacent to the lower helm station, and should
be closed when underway except at very low speeds in
calm waters to avoid getting salt water inside the doorway.
A second access is door at the aft end of the salon, which
opens onto the side decks; with its window and especially
when open, it helps make the salon a bright, airy and
pleasant place. The starboard and port door steps have
storage beneath for shore power cord adapters, ashlights,
re extinguishers, etc.
Salon
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 with
three drawers and a cushioned top; In the helm-top cabinet
there is storage for manuals, tide tables, navigation tools,
ashlights, etc.
There is a cabinet door adjacent to the cabin starboard side
door. Just aft of this is a dry bar. Aft of this cabinet is tted 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.
To port aft in the saloon is the entertainment center housing
the TV and stereo system. Forward of this is a settee; an
insert stowed in the forward stateroom hanging locker
extends this settee to six feet to let it be used as a berth.

NW Explorations NAVIGATOR OPERATING MANUAL | 5
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
Forward of the port doorway is the galley. The
galley has a propane stove with oven; a large
sink; a big refrigerator; a microwave, and in the aft
outboard corner, a deep freeze with access through
the top or a door on the aft side.
There is extensive storage under and over the
counters; more storage is in the top surface under
the port windshield, and in a cabinet at the top of
the forward stateroom steps. The stove, oven and
broiler burners have a push-button “igniter” to light
them.
Forward Stateroom
The forward stateroom includes a large V-berth with an insert (stowed under
the mattress), 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. The hanging locker
includes a re extinguisher, and there are heating controls and a carbon
monoxide detector.
Guest Head/Shower Compartment
To starboard in the forward stateroom is the Guest
Head compartment with its shower xture and Vacu-
ush head and basin with vanity. A shower curtain
which surrounds the wetted area keeps the rest of the
compartment including the toilet dry when showering.
Center: A view of part of the forward
V-berth. Lockers, drawers andshelves abound,
and the oor space lets your guests movearound
easily. (Bedding differs and includes
cushion coverswhen in charter service.)
Right: A portion of the forward head compartment.
Note the roomy hanging locker.
There are a pair of comfortable
constant-wear jackets in each cabin.
The galley on the saloon’s port side.
Microwave, fridge, sink,oven, and
plenty of cabinets and drawers.

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Aft/Master Stateroom
The aft (master) stateroom is down a few steps
from the port end of the salon. This stateroom
features a queen-sized island berth, beneath which
are drawers including a spacious and efcient
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 Head & Shower
Forward to port in the stateroom is a head
compartment with toilet, sink/vanity, and numerous
cabinets and drawers; to starboard opposite in the
cabin is the stall
shower.
Looking into the Master Stateroom from its companionway steps.
Above: To port in the M/S/R is lots of dresser space and a vanity/
desk. (Bedding may
differ when boat is in
charter service.)
Right: Note above
the port aft corner
desk the chrome knob
whichlocks the
lazarette hatches!
Forward in the M/S/R
is the hanginglocker
with mirror above;
shower is tothe right,
saloon steps to left.
Above the sink is the
holding tankindicator
behind a small door.
Bottom left: The head
compartment is in the
portforward corner.
Bottom center: The
shower compartment is
forwardto starboard.
There is a big
chart drawer
under theberth.

NW Explorations NAVIGATOR OPERATING MANUAL | 7
1B3: Engine Room
Preferred access to the engine room is through the
oor hatch by the lower helm centered in the salon
in front of the galley. Engine room lighting is turned
on by breakers in the ship’s DC and AC power
panels by the helm.
(There is also a door to the engine room under
the forward companionway steps in the forward
stateroom that is not used except for emergency
access to the battery switches; it is somewhat
blocked by a miscellaneous supplies storage box in
the engine room and is awkward to use except in
emergencies.) Looking into the engine room hatch just aft of the
lower helm. The telescoping ladder shows under
the forward edge of the opening.
E/R port forward. Kabola furnace,
water pump and accumulator tank with
charger and inverter above.
E/R center fwd. Extinguisher, water
faucet, toolbag, and battery switches.
This door seldom used!
E/R port forward. Battery switches,
wiring, housebatteries shown.
Outboard of stbd engine.
Batteries are in the blue top boxes;
one is forward of picture area.
Stbd tank has sight gauge with
push-button valves top and bottom;
fuel lters for stb dengine.
The engines are to each
side. (There are a number of
individual equipment and engine
pictures throughout this manual.)
On the forward bulkhead are
the DC battery main switches
and paralleling relays, chargers,
inverter, a re extinguisher and
the ship’s main wiring harness.
On the starboard side from
forward aft are a plastic spares
storage and tool boxes, house
batteries in boxes, head system
pump and vacuum generator for
the forward head, and engine mufer, all outboard
of the starboard engine stringer. Aft of these is the fuel tank.
Aft of the starboard engine is its Racor fuel lter, and the starboard fuel tank with a sight gauge, with the fuel
manifold valves mounted on the tank’s inboard side. The head system overboard pump is aft of the fuel valves.

8| NAVIGATOR OPERATING MANUAL NW Explorations
Down the center of the engine room from the forward end are a
removable teak oorboard gridover the seawater valves/strainers, and
all the way aft, the generator seawater intake and valve, the oil change
system, the Onan 8KW generator (with its battery below), and the
holding tank (under the generator).
To port in the engine room from the forward end are the furnace with
its controls and valves, the fresh water pump and accumulator tank.
Next is the water heater, and engine mufer.
Aft of the port engine is the port fuel tank with sight gauge, and just
inboard of it the Onan’s sea strainer, the Racor lter for the port engine,
the aft head vacuum pump and tank, and the Onan mufer.
Of course, at the rear of each engine is its transmission. The engine
shafts lead from the transmission couplings through the hull via virtually
maintenance-free shaft logs/packing glands.
1B4: Dinghy
The boat is equipped with an Aqua Pro RIB-inatable dinghy with outboard
motor, fuel tank, pump and oars. The dinghy is carried on the swim step Sea
Wise Davit System.
1B5: Deck Equipment
The boat has mooring lines; a stern/shore line 300’ long; an appropriate all-
purpose anchor with 300’ 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.
Dinghy with its motor on the
Sea Wise davit system
on swim step.
Outboard of port engine: Furnace water
valves and hot water heater.
The port engine. Coolant tank is on
forward end.The engine room has
both AC and DC lighting!
Forward center bilge has starting
battery and under grate, sea
strainers for both engines.
E/R center aft: Onan generator,
battery below.

NW Explorations NAVIGATOR OPERATING MANUAL | 9
1B6: Safety Equipment
Anchors
There is a permanently-rigged anchor on the bow pulpit and a spare anchor in the lazarette locker that can use
the stern/shore line as a rode.
Carbon Monoxide Monitor
There are CO monitors in each stateroom.
Fire Extinguishers
This vessel is equipped with four extinguishers, one each in the forward
stateroom (in the hanging locker) and aft stateroom (in the hanging locker) and
another in the galley under the sink; plus a re system in the engine room. In
the event of an engine room re, the engine room extinguisher control is just
inside the starboard saloon door on the front edge of the helm seat support.
First Aid Kit
In the Forward Stateroom Head Compartment cabinet.
Flares
These are in the “Emergency Drawer” under the aft “ell” of the salon
settee.
Life Preservers/PFD’s
There are two wearable vests in each stateroom’s hanging locker, and
there are standard vests under the starboard seat on the ybridge.
A heaving line and life ring are in a hanger on the aft railing of the
ybridge.
Pumps
A manual diaphragm-type bilge pump is accessed in the salon
through the starboard door step, plus three electric pumps.
VHF Radios
There is a VHF radio at each helm.
The “Emergency Drawer” is by the
Master Stateroom companionway.
It has ares and other emergency gear.

10 | NAVIGATOR OPERATING MANUAL NW Explorations
Section 2: Important Vessel Numbers
Vessel Name Navigator
Vessel Ofcial Number 1029243
Hull ID Number GNDD1516K203
Capaci ti es
Sleeps four: Two in each stateroom
Fuel: 600 Gallons in two 300 gallon tanks
Fresh water: 265 Gallons in three tanks in lazarette
Holding Tank: 40 Gallons
Dim ensi ons
Length on deck: 43 feet 3 inches
Length Waterline: 41 feet 1 inches
Beam: 14 Feet 1 inches
Draft: 4 Feet 2 inches
Displacement: 39,000 Pounds
Flui ds
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
Gallons/hour,
Total both Engines*
Speed/Knots* Nautical Miles/Gallon*
1400 4.0 8.00 2.0
1600 5.0 9.00 1.80
1800 6.5 9.5 1.46
2000 12.0 10.5 .88
2400 24.0 12 .5

NW Explorations NAVIGATOR OPERATING MANUAL | 11
Section 3: Checklists & Maneuvering Suggestions
3A: Operating Checklists - Navigator
First Thing Each Day
• Check engine oil, coolant.
• Check under-engine oil pads. Okay?
• Check fuel tank levels (open valves on top/bottom of sight gauges to check them!)
• Check Holding Tank Indicator in aft head. Need pumping?
• Turn off anchor light if illuminated.
Starting Engines
• All lines clear of propellers and on deck.
• Items running on AC evaluated vis-a-vis the Inverter and Generator.
• Throttles retarded to idle, shift levers in “neutral”.
• Start/Stop DC Panel Breakers on.
• Start engines in turn watching the “wait to start” pilot lights!
• If engines do not turn over, see “What to Do If”.
Leaving Dock (Only 3-4 minute engine warmup required!)
• Shore power switch “Off”.
• 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 times.
• RPM under 1400 until engines warm to 140°; RPM never to exceed 2400 RPM.
• Wake effects always in mind.
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).
• Trim Tabs Up (“Bow Up”).
Arriving at Dock in Marina
• Lines secure, including spring lines.
• Trim Tabs Up (“Bow Up”).
• Step stool out, if needed.
• Water heater breaker off until Inverter current settles (see “Inverters” below).
• Shore power cord connected, shore power switch “On” to appropriate power location.
• Shore power conrmed on meters, Inverter “On”.
• Electric use monitored for current capacity of shore facilities.

12 | NAVIGATOR OPERATING MANUAL NW Explorations
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.
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” until chain pulls up virtually straight. Note: The boat is not held in
reverse against a taught anchor chain!
Generator Starting/Stopping
• Be sure “generator” breaker is “On”
• Hold “Preheat” switch for 15 seconds, then release.
• Hold switch in “Start” position until it starts (if it does not start, repeat “preheat” step)
• Check port side exhaust for water ow.
• After one minute for warmup, turn power selector from “Off” to “Gen”.
• Stopping: Turn power selector from “Gen” to “Off”, wait one minute for cool-down.
• Hold “Stop” switch until stopped.
Overnight Checklist in Marina
• Shore power “On”.
• Inverter “On”.
Overnight at Anchor or Buoy
• Anchor light “On”.
• DC electrical items all “Off” including radios, extra lights, etc.
Upon Arising
• If at anchor or buoy, Inverter only “On” if necessary.
• Start generator if necessary for battery charging.
• Inverter “On” if shore power available or generator running.
• Turn on heat if necessary.
• Go to top of this Navigator checklist.

NW Explorations NAVIGATOR OPERATING MANUAL | 13
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 ll 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 ow rate by sound, as the ll pipes make the
characteristic “getting to the top of the bottle” pitch change when
the ll pipes begin to ll 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
ll pipes’ pitch change.)
You can tell fuel levels in two ways: By the sight gauges in the engine room on each tank (accurate); and by the
gauges on the electronics panel above the galley cabinets and windshield to left of the lower helm.
Fuel and water gauges above
port saloon windshield.

14 | NAVIGATOR OPERATING MANUAL NW Explorations
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 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 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 chain is measured by marks on the chain as follows:
10’ Red Yellow Red 200’ Red
50’ Yellow 250’ Yellow
100’ Red 290’ Red Yellow Red
150’ Yellow 300’ Total anchor chain
The
Autoanchor system has a display as shown. To use the Autoanchor,
press the right (power) button briey; the display will come on. Press
the “M” meter button to zero the meter. Then use either the up/down
footswitches at the bow to operate it; the meter will show approximate feet
of chain overboard.
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 ve seconds at a time until the chain
starts to pull straight off the bow toward the anchor. A straight chain indicates a “set” anchor!
Autoanchor Control head.

NW Explorations NAVIGATOR OPERATING MANUAL | 15
NEVER pull on the chain for more than ve seconds, and never at any engine RPM other than idle!
Putting 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 bottom and the anchor is not holding. Be patient: it may not set on the rst 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 oat or fender on
the line to warn others it’s there!
Above 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):

16 | NAVIGATOR OPERATING MANUAL NW Explorations
3B5: Trim Tabs
The boat is tted with a set of Bennett Trim Tabs. These are wide “aps”
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 ef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 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!
Trim Tab rocker switches.
Indicators at each helm show
the trim tab positions.

NW Explorations NAVIGATOR OPERATING MANUAL | 17
Section 4: Specic Boat Systems & Operations
This section of the operating manual will discuss each of the boat’s systems. The systems and major
components discussed are in alphabetical order as follows:
4A: Anchor & Ground Tackle
4B: Barbeque
4C: Bilge Blowers
4D: Bilge Pumps
4E: Dinghy, Davit & Outboard
4F: Electrical Systems, AC
4G: Electrical System, DC
4H: Electronics
4J: Engines & Transmissions
4K: Fresh & Waste Water Systems
4L Fuel System
4M: Furnace
4N: Galley & Appliances
4P: Head Systems
4Q: Running Gear (Props, Shafts, Thruster)
4R: Safety Equipment
4S: Sea Strainers & Thru Hulls
4T: Warning Lights, Alarms & Wipers
4A: Anchor & Ground Tackle
4A1: Anchor Bridle
There is an anchor bridle stowed forward on the boat in the deck storage box. Use it when anchoring overnight,
as it accomplishes three goals:
• It takes the strain of the anchor off the windlass, pulpit, and pulpit pulley and directs it to the bow cleats
which are more suited to hold it;
• It reduces substantially the “chain noise” transmitted to the occupants of the forward cabin;
• It allows the anchor rode to have a lower angle relative to the sea bottom, thus increasing the anchor’s
holding power.
To use the bridle:
1. Lower the anchor normally (see page 4.2) then, after it is set,
2. Hook the bridle on the chain just in front of the anchor pulpit bow roller;
3. Then secure the bridle rope ends through the side-coaming hawse pipes, to the bow cleat on each side
so the bridle lines are equal in length and as long as possible;
4. Last, operate the windlass to pay out anchor chain so the chain slacks and is supported by the bridle,
the chain forming a loop right in front of the boat’s bow.
If you wish, you can pay out additional chain to form a long hanging loop between the boat and bridle, which
weights the chain down in front of the boat well below its normal path; thus the chain itself becomes a “kellet” or
“sentinel”, lowering the chain angle more than the bridle alone. The weight “drooping” the chain down like this
then forms a an even more effective “snubber”, so the boat is gently held against the pressures if wind and tide.

18 | NAVIGATOR OPERATING MANUAL NW Explorations
4A2: Anchor Chain Locker & Anchor Jams
Anchor Handling:
The anchor, forward on the bow pulpit, is raised
and lowered by the electric windlass. The
chain goes from the windlass into the chain
locker through the chain pipe behind the chain
wheel (“wildcat”). From here, it goes into the
bow locker.
Be careful when dealing with the chain!
If a crew member is operating the
windlass be especially careful to keep
ngers, hands, arms, etc. away from the
chain!
Do not raise or lower the anchor without
either the engines or genset running.
Use the foredeck foot switches, not the
helm switch, so you can see where the chain is going and be sure it is clear of the boat properly
when raising or lowering the anchor!
Lowering anchor:
If the chain jams while lowering anchor, it is because one loop of the chain on top of the pile has fallen inside
another loop of chain when the chain pile may have fallen over or shifted. There is no way the chain can be
tangled so that you will ever need to disconnect it! One easy way to disentangle the chain is, while wearing
gloves, grasp the chain on the forward side of the windlass, and, while lifting it above the wildcat manually,
rapidly yank it up and down. This will usually free it.
If, on the other hand, this “yanking” technique fails, look into the chain locker to un-overlap the layers of chain in
the pile.
Hauling anchor:
Be careful when dealing with the chain! If a crew member is operating the windlass while a
person is accessing the chain locker, be especially careful to keep that person’s ngers, hands,
arms, etc. away from the chain! Use a windlass handle or broomstick to deal with the chain.
4A3: Anchor Chain Measurement
In addition to the Autoanchor System, the chain is measured by marks on the chain as follows:
10’ Red Yellow Red 200’ Red
50’ Yellow 250’ Yellow
100’ Red 290’ Red Yellow Red
150’ Yellow 300’ Total anchor chain length
4A4: Anchoring & Stern/Shore Line: See Section 3B.
The anchor resting on the bow pulpit, windlass pulling its chain.