NW Explorations Patos User manual

Patos
A 46' Grand Banks Classic Yacht
Operating Manual
Edited August 15, 2015
Copyrighted. See notice next page
Section Contents
1 Introduction & General Description
2 Specifications, Capacities, & Important Numbers
3 Operating Checklists & Maneuvering Suggestions
4 Specific Discussion of Boat Systems
5 "What to Do" for each Boat System Concern
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 vessel
owner(s), crew members and passengers, and is not complete in everydetail. Given the complexityof 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 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,
and the 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,1220BirchFallsDrive,Bellingham,WA98229,tel[phone].Allrightsreserved.Thismanual
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 Original 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,
checking out boat charterers, andtraining newpower 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.

Section 1: Introduction & General Description
1A: About This Manual
1A1: Manual Objective and Limitations
This manual is intended to introduce you to “Patos”, 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 “Electrical System - AC” and “Electrical System-DC” are two separate
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.
Important Note:
All the text in this manual, and all the detail photographs, are current as of the publication date;
a few of the general photographs in this manual (such as “salon” or “flybridge”) do not include
equipment that has been upgraded since the first printing.
Thank you for your understanding.
Sect. 1: Introduction & Gen'l Description 1.1

1B: General Description of this Vessel
1B1: Exterior
Flybridge, Cockpit, Side & Forward Decks
The Grand Banks 46' Classic is a traditional yacht design, with fiberglass hull, cabin, and
flybridge structures, a teak swim step, teak
decks, rails, and gunwhale caps, and
stainless steel welded fittings and
handrails. The window frames are of
painted wood with sliding glass panes,
while the windshield frame is of the same
material with a center-opening windshield
section 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 especially
useful for fishing and for handling the dinghy after it is launched
from its davit on the sundeck.
On the side decks are the two fuel fills, one port-side
and the other starboard. A holding tank pump-out deck fitting
is also here. The water tank fills are on the port side, in the
side and fore decks.
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; this 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
On the bow deck is the windlass and salt wateranchor
washdown faucet. Wintercovers are on the rails.
The side deck photo was taken
right after the boat was washed!
Shore power connection, swin
shower outlet, and salt water
faucet in the cockpit.
Section 1B1: General Description - Exterior 1.2

and stays with the boat when away from its home dock.
Three steps above the aft side decks is the “sun deck“.
Here you will find the permanently-mounted barbeque with its
own fixed propane tank, and the 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 (on the starboard
side) and the propane tank for the ship’s stove (to port).
Looking down at the sundeck, dinghy, and barbeque
(in the blue cover to right) from theflybridge.
The spacious flybridge; the fitted cushions forthe settees are notshown.
The cockpit has two large hatches into theroom lazarette storage
lockers. In it are stowed spare anchor and rode, bridle, cleaning
materials, outboard spare oil, etc.
Section 1B1: General Description - Exterior 1.3

1B2: Interior
Main Deck
The boat is entered by either side door, port or
starboard. These doors are fitted with strong deadbolt
locks, and in addition have stainless catches affixed 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 getting salt water
inside the doorways. The starboard and port door steps
have storage beneath for shore power cord adapters,
flashlights, fire extinguishers, etc.
Salon:
Forward of the starboard door is a professional-
quality helm station with electric switch panels adjacent
and electronics panel above holding the inverter control,
the stereo, autopilot control, alarm and windshield wiper
switch panel, and the speed log and depth sounder; on
the helm itself are the ship’s radar, a depth sounder and
GPS/plotter. In the helm cabinet is storage for manuals,
tide tables, navigation tools, and charts. There are two
portable, high, chairs that double as helm seats when
operating from this station.
Just aft of the starboard door is a dry bar with
Starboard aft in the salon is a comfy L-settee and dining table.
The dry bar is in the left foreground, stateroom entry onright.
Forward of the dry bar is the starboard door and lowerhelm. The
hull centerline access to the forward guest quarters is to left.
Section 1B2: General Description - Interior 1.4

the ship’s manuals in the bottom drawers. Aft of the bar
cabinet is fitted an L-settee to starboard. The settee aft-end
drawer has emergency gear (see following sections). A table
in front of the settee is used for dining/cocktails.
To port in the salon is more seating when the helm
chairs are moved here; there is also a large-screen flat-panel
TV (with a built-in DVD player) on a swivel bracket. Forward of
the port doorway is the galley. The galley has a propane
stove/oven, a large stainless sink; a refrigerator/freezer under
the counter; and a microwave. There is extensive storage
under and over the counters, and storage holds for galley use
in the forward stateroom and head compartment floors. The
stove burners have a push-button “igniter” to light them; the
oven requires manual pilot-lighting (a “propane match” igniter is
in the galley).
In the port aft salon corner is the TV and book racks;
these chairs double at the helm. Additional chars
aboard can beused at the dining table.
From the port entry door forward are the galley uppercabinet with microwave below (the white
cabinet); the refrigerator, sink and cabinets and drawers.
This view gives you an idea of the storage.
Section 1B2: General Description - Interior 1.5

Forward Stateroom
All the way forward, the bow guest stateroom includes two
large V-berths with an insert. The boat’s electric freezer is built-in
between them. Storage includes a hanging locker and
drawers/cabinets for crew clothing. A large overhead hatch and side
opening windows provide plenty of light.
Forward Head/Shower Compartment
Moving aft from the stateroom to starboard is the forward head
compartment with its own shower stall and MasterFlush head and
basin with vanity. There is plenty of storage in the vanity cabinet.
Guest Cabin
The port guest cabin down the steps and just forward from the galley has a double berth to port,
with a dresser by the berth with a fire extinguisher above, and a hanging locker at the berth’s foot.
There are drawers beneath the berth as well. Windows provide light and ventilation in this spacious
room.
The forward stateroom has a V-berth with
an insert to make it a spacious double.
There are drawers each side, and afreezer
is in the center under this berth.
The guest head has all the amenities, including a
stall shower, not in picture – behind door tothe
right.
The guest stateroom to port is comfortable and well-equipped.
Section 1B2: General Description - Interior 1.6

Aft Stateroom
The aft (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
and holding tank indicator,
sink/vanity, and numerous
cabinets and drawers; to
starboard opposite in the cabin is
the stall shower. Between these
two compartments on the forward
bulkhead are a huge hanging
locker for clothing and the salon
passageway. 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 is aft to port beneath the emergency exit hatch.
Master Stateroom Head & Shower Compartments
Forward to port in this stateroom is a head compartment with toilet,
sink/vanity, and numerous cabinets and drawers.
To starboard opposite the head compartment is the stall shower.
Between these two compartments is the stateroom-salon steps and
passageway.
Section 1B2: General Description - Interior 1.7

1B3: Engine Room
Preferred access to the engine
room is through the floor hatch by
the port doorway in the salon.
Engine room lighting is turned on by
a breaker in the ship’s DC power
panel by the helm (second down in
left row); high-intensity AC lighting is
also available: turn it on via the
switch by the (unused) forward
hatch under-stairway door inside the
engine room.
Along the forward bulkhead,
from port to starboard, are a shelf
with the refrigeration compressors, Under the shelf is the fresh
water filter and (atop the hull) the port stabilizer actuator. The
stabilizer system components are left of center, then a fixed fire
extinguishing system, fresh water faucet and a hand-held
extinguisher. Next is the unused under-stair door, the battery
switches and combiner, and the inverter. Outboard of the
starboard engine are battery boxes for house/starboard engine
starting battery bank (with a switch for the inverter DC supply) with
the furnace above; the electric wiring cabinet, the engine muffler,
and the macerator pump and its seacock, then the starboard fuel
tank with sight gauge. Just inboard of these is the starboard
Caterpillar 3208-N 210hp engine with its transmission and drive
shaft. Just in front of it is its seacock and sea strainer.
In the center of the engine room aft is the sea strainer for
the generator, the fuel manifold with Racor filters for each engine,
and behind it the generator in its sound shield cabinet with a water
tank beneath (the other is under the galley). Just port of the
generator is its Racor; and the watermaker system’s reverse-osmosis treatment unit. To port of the
port engine from forward is the water heater, the starting battery, the generator starting battery (with
battery switch nearby), the watermaker control unit, and the engine muffler and port fuel tank with sight
gauge. The port engine itself has its sea strainer and seacock just ahead of it; also located here is the
seacock and sea strainer for the refrigeration cooling. Under the teak grid floorboard all the way
forward in the E/R is the sea strainer for the watermaker.
The engine shafts lead from the transmission couplings through the hull via virtually
maintenance-free shaft logs/packing glands. Also in the engine room is a supply of extra lube oil,
battery water, spare parts, oil pads, etc.
Engine Room Access Hatch
Starboard forward E/R: Battery switches, inverter,
autopilot electronics.
Port side of E/Rforward: Shelf w/refrigeration;
under it is charcoal water filter; to right part of
stabilizer system.
In the centerof the E/R looking aft is the fuel
manifold in front of the generatorcabinet.
Section 1B3: Gen'l Description - Engine Room 1.8

1B4: Dinghy
The boat is equipped with a four-person hard bottom
inflatable dinghy with an electric-start, four-stroke Honda 9.9
hp outboard motor, fuel tank, pump and oars.
1B5: Deck Equipment
The boat has mooring lines; a stern/shore line at least 200' long; an appropriate all-purpose
anchor over 250' 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, float, and bait rigging; a
hose for fresh water tank filling and boat washing; and a boat hook.
Section 1B3: Gen'l Desc. - Dinghy & Deck Eq. 1.9

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.
Bell
There is a ship’s bell in the port salon door step.
Carbon Monoxide Monitor
There is a CO monitor in the Master Stateroom.
Fire Extinguishers
This vessel is equipped with four fire extinguishers, one each in the engine room, port guest
stateroom and aft stateroom, plus a fixed automatic system in the engine room;.
First Aid Kit
It is in the Master Stateroom Head vanity cabinet.
Flares
Flares are in the drawer at the aft end 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 flybridge.
A heaving line and life ring are in a hanger on the aft railing of the flybridge.
Pumps
Manual in the salon under the aft floor hatch, plus two electric
pumps.
VHF Radios
There are VHF radios at each helm station (see Electronics, below.)
The manual bilge pump.
Section 1B3: Gen'l Description - Safety Eq. 1.10

Section 2: Important Vessel Numbers
Vessel Name: Patos
Vessel Official Number: 964587
Hull ID Number GNDF0092F090
Capacities:
Sleeps six: Two in each stateroom
Fuel: 600 Gallons in two 300 gallon tanks
Fresh water: 280 Gallons in two tanks
Holding Tank: 30 Gallons
Dimensions:
Length on deck: 47 feet 1 inches
Beam: 14 Feet 9 Inches
Draft: 4 Feet 5 inches
Displacement: 39,000 Pounds
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
1600 8.0 5.5 GPH 1.45
2000 9.5 8.5 GPH 1.12
2400 10.0 15.0 GPH .67
Sect. 2: Important Vessel Numbers 2.1

(Intentionally left blank)
Sect. 2: Important Vessel Numbers 2.2

Section 3: Checklists & Maneuvering Suggestions
3A: Operating Checklists - Patos
First Thing Each Day
9Check engine oil, coolant.
9Check under-engine oil pads. Okay?
QCheck fuel tank levels (open valves on top/bottom of sight gauges to check them!)
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.
9Stabilizer breaker “On”.
9Throttles retarded to idle, shift levers in “neutral”.
9Stop solenoid breaker “On”.
9Engine power switches “On”, start engines in turn.
9If engines do not turn over, see “What to Do If”.
Leaving Dock (Only 3-4 minute engine warmup required!]
9Stabilizers “Center”.
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.
9Wake effects always in mind.
Approaching Dock
9Fenders out on appropriate side. 9Stabilizers “Center”.
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).
Section 3A: Operating Checklists 3.1

Arriving at Dock in Marina
9Lines secure, including spring lines, step stool out, if needed.
9When engines are shut down, Stabilizer Breaker “Off”.
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 “On”, Charger “Off”.
9Electric use monitored for current capacity of shore facilities.
Arriving at Mooring Buoy
9Stabilizers “Center”.
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.
9When engines are shut down, Stabilizer Breaker “Off”.
9Generator running with Inverter “On”, Charger “Off” if generator is required for AC power.
Mooring at Anchor
9Stabilizers “Center”. 9Generator Running
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!
9When engines are shut down, Stabilizer Breaker “Off”.
Generator Starting/Stopping
9Starting: Be sure “generator” breaker is “On”
QHold “Preheat” switch for 15 seconds, Then hold both “Preheat” and “Start.
QCheck port side exhaust for water flow, be sure Charger is “Off”.
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”. QInverter “On”, Charger “Off”.
Overnight at Anchor or Buoy
QAnchor light “On”.
QDC electrical items all “Off” including radios, extra lights, etc.
Upon Arising
QStart generator if necessary for battery charging.
QInverter “On” if shore power available or generator running.
QTurn on heat if necessary. QGo to top of this Patos 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 by the sight gauges in the engine room on each tank.
This is the port Diesel fill (larger)and one of the two
Water fills...DON’T CONFUSE THEM!
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 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
250' Yellow Stripe 290' Red-Yellow-Red Stripe
300' 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
Section 3B: Anchoring Suggestions 3.4

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 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):
(See next page)
Section 3B: Shore Line Suggestions 3.5

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Section 3B: Shore Line Suggestions 3.6