Osprey Nordic Tug 37 Quick start guide

Osprey
Owner’s Notes

Welcome from Nick and Anna Davidson
OSPREY overview
Using these notes
Safety aboard
Five requests to keep Osprey in top shape for other guests
Anchoring and mooring equipment
Dinghy operaons
Electrical systems
Engine and thruster systems
Entertainment and connecvity
Galley, BBQ, crab equipment, and windows
Generator system
Head systems
Heang
Navigaon, radar and autopilot systems
Upper desk, kayaks and equipment
VHF radios
Weather Staon
Water systems
Appendix A: Spare parts inventory
Appendix B: Safety equipment
Appendix C: Schemac of the thru-hulls
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1
Welcome from Nick and Anna Davidson
Osprey is a Nordic Tug 37, built in Anacortes, WA in 2006. We purchased
Osprey in January 2018, aer a working life in Alaska. She was owned
by two doctors who used her to bring health care, healing and hope to
remote Alaskan communies, so she is blessed with good Karma. In Nave
American mythology Ospreys are considered a “medicine bird” and seeing
an Osprey in a dream grants the dreamer spiritual power as a healer.
Osprey was professionally maintained and operated since new, but when
we bought her we completed a full bow-to-stern refurbishment program
including all engine, mechanical, electrical and domesc systems. In addion,
we recongured and upgraded the forward stateroom, added a stern thruster
to go with the bow thruster, a new dinghy and deployment system and a new
TV and DVD player as well as numerous other domesc addions.
For 2019, we replaced the navigaon system with an all-new SIMRAD
system, added a larger dining table, and installed wind-dodgers on the
upper deck. For 2021, we have installed a new sound system, an electric
toilet, and an Airmar weather staon which shows true windspeed,
direcon and other parameters while underway.
All are intended to ensure your boang experience here in the Islands is
one to remember. We hope that you enjoy your me on Osprey as much as
we do.
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Osprey – Nordic Tug 37 Vessel Overview
OSPREY is a classic Nordic Tug 37, built
locally in Anacortes and designed by Lynn
Senour specically to handle the unique
demands of Pacic Northwest cruising.
The rugged design is opmized to handle
the Northwest’s choppy coastal and open
waters, and to provide eciency, comfort
and spaciousness for gentle island
cruising. The boat has character and class
and exudes solidity and quality from the
moment you step aboard.
Design and Seaworthiness
Cruising boats in the PNW tend to
priorize strength and eciency over
speed. Reecng this, Nordic Tugs have intenonally retained their classic “tug” style rather than compromising
seaworthiness and comfort in the interests of more modern, sleek lines. Many years of design evoluon have
helped Nordic Tug establish a reputaon for safety, comfort and quality, and have ensured that they are sll one
of the most popular boats in the PNW.
The Nordic Tug 37 has a semi-displacement hull with hard chines to minimize roll. There is a full keel to enhance
stability, plus a stainless-steel shoe that protects the running gear. Like the Pacic Northwest trawlers which
inspired its design, the 37 has a tall, ne-entry bow with lile are, which makes for a smooth ride in rough
water. The stern features a moulded-in swim plaorm that also funcons as part of the running surface, thereby
extending hull length (to 39 feet) and increasing eciency, speed and stability.
We love the praccal and unpretenous lines of the boat and have developed great condence in its ability
to handle all condions comfortably. We can vouch for the accuracy of an independent review on Boats.com,
which stated: “We had no concerns taking the Nordic Tug 37 out that day. The 20-knot winds and 3-foot breaking
seas were nothing for this boat. The ride was comfortable and predictable, with a steady moon that inslls
condence in the boat. This tug can eat up anything Canada’s coastlines or PNW open waters dish out”.
Internal Conguraon
One of the best features of the Nordic Tug 37 is its conguraon – with three dedicated internal spaces –
sleeping, bridge and salon. This layout keeps funconal acvies separate, so for example, you will not need to
use the same surface for navigaon planning that you were earlier using for cung up tomatoes, nor will you
have to emerge from the shower or toilet straight into the salon!
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Sleeping accommodaon is forward, including the main stateroom, the second stateroom, (each with ample
wardrobe and stowage space), the bathroom and a separate full shower. A and a few steps above the sleeping
accommodaon is the raised ship-style bridge, with helm to starboard, large nav table to port, and comfortable
bench seats from which to enjoy the panoramic view. A is a spacious salon with large picture windows on three
sides. The engine room is below the bridge and salon, and is large and easy to work in, with plenty of headroom.
Engine, Performance and Systems
Osprey is powered by an electronically controlled, fuel-ecient 5.9 liter, turbocharged 380 hp Cummins diesel
engine. This ultra-reliable powerplant drives a 28”, four-bladed propeller which, with the 37’s hull design, lets
the boat reach speeds of up to 18 knots, yet is economical enough to cruise at 8 knots burning 2 gallons per
hour at 1300 rpm. A comfortable “high-speed” cruise at 1800 RPM yields about 10 knots and consumes about
5 gph. The boat’s 320-gallon fuel capacity provides well over 1,000 naucal miles of cruising range.
Osprey is equipped with bow and stern thrusters which make docking and close-quarter maneuvering easy.
The boat is equipped with a new (in 2019) SIMRAD NSS evo3 touch-screen navigaon system which includes
chart-ploer, radar, automac idencaon system (AIS), sh-nder and autopilot. And for prolonged me
at anchor, Osprey has an Onan diesel-powered generator which provides full baery re-charge economically
without recourse to running the engine.
Salon and Equipment
Down a few steps a of the bridge lies the bright, roomy salon. The salon is beaufully nished in teak and has
an L-shaped galley to starboard and a dinee to port. The galley is fully equipped with a large AC-DC refrigerator
and freezer, as well as Corian counter tops and sink. The three-burner propane stove/oven and microwave
are great for proper cooking (which we do a lot), living aboard or entertaining guests. With plenty of storage
and drawer space behind the teak doors, keeping supplies of food and wine for long snts on the water is no
problem. The dinee oers ample seang at the pedestal table with a six-foot seee that also converts to a
double berth with storage underneath.
The salon has double-glazed windows ed with Hunter-Davis blinds which are great both for privacy and for
keeping the salon cool on hot summer days. For cold weather, Osprey has an ESPAR diesel furnace which heats
the ship in minutes, supplemented with separate built-in blown-air electric heaters in the main stateroom and
salon. Osprey has a full sound system and a fold-down DVD player. The boat is carpeted throughout, which
reduces engine noise, and makes for a comfortable living environment.
Unlike many 37s which use the upper deck for dinghy storage, Osprey’s upper deck is unobstructed, providing
an ideal space for entertaining, watching the sun rise with a cup of coee or enjoying a cocktail in the evening.
Lastly, for exploring and trips ashore, Osprey is equipped with a new APEX A-10 Eurosport dinghy powered by
a 20 hp Tohatsu outboard, deployed via an easy-to-use SeaWise system mounted on the swim-step, and two
kayaks, permanently stowed on the pilot house roof.
We think that Osprey provides the perfect combinaon of seaworthiness, funconality and comfort for PNW
cruising, and hope you will enjoy her as much as we do.
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4
Using these Notes
These Notes are a high-level summary of informaon only. Use the
manuals and other documents on board for denive and complete
informaon on Osprey’s equipment and operaon.
These notes have been prepared to give the charter captain and crew a
helpful source of informaon and guidance. While the goal is to summarize
informaon from mulple sources into a single volume, this document
does not pretend to be a comprehensive authority on the equipment and
systems on board. If in doubt, consult the manuals provided by the various
manufacturers, which are stored underneath the port helm seat.
These Notes present informaon on topics in alphabecal sequence
Informaon in these Notes is organized alphabecally (ie, starng with
“Anchoring” and ending with “Water Systems”. Use the table of contents to
locate the topics you are interested in.
The Captain accepts responsibility for the safe operaon of Osprey
These Notes are for informaon only. The Captain accepts that he/she is the
person ulmately responsible for the safety of the crew, passengers and the
vessel. It is expected that he/she is qualied to operate a vessel the size,
type and complexity of Osprey and has become throughly familiar with the
vessel, its handling and its systems prior to leaving the dock, using these
Notes and the other informaon sources as necessary. Good judgment
and following all applicable laws during operaons is fundamental to a
safe and successful experience on board this vessel and in the marime
environment.
No Warranes
No warranes are expressed or implied by this document.
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5
Safety Aboard
A cruise on Osprey around the beauful Pacic Northwest islands is all about
enjoying the amazing scenery, taking me away from the pressures of life,
and being with people you care about. But, it is also about staying safe while
you are doing these things.
Being mindful of some basic safety iniaves actually reduces stress and
ensures a problem free cruise. Here are our own “Top Ten” safety rules that
we use for all our trips. We strongly suggest that you adopt these as your
own:
1. LIFEJACKETS -- All crew and passengers ALWAYS wear lifejackets when underway.
Even on a sunny day, situaons can arise rapidly when a lifejacket is a lifesaver.
2. LIFESLING – A lifesling is located on the railing at the rear cockpit. Make sure
everyone knows how to use it in the case of a person overboard.
3. ASSIGN A SKIPPER – Assign ONE individual as the Skipper each day, who accepts
responsibility for the safety of the vessel and all its occupants.
4. BRIEF THE CREW – Before starng out each day, brief all members of the crew on
the plan for the day, the route, the weather and their individual responsibilies.
5. TWO PEOPLE ON THE BRIDGE – When underway, assign TWO people to be
on the bridge at all mes – one helming and operang the vessel, and one as a
“second pair of eyes” watching for hazards and connuously monitoring locaon
6. FIVE SECOND DRILL – Don’t rely exclusively on the chart ploer. Make sure the
person at the helm can ALWAYS point to the locaon of the vessel on a map,
within ve seconds.
7. ONE HAND FOR YOURSELF, ONE FOR THE SHIP – When outside on deck while
underway, always hold a railing with one hand, and use the other for tasks.
8. NEVER USE THE SIDE DECK WHILE UNDERWAY – Osprey’s side deck (from
behind wheelhouse) is narrow and unprotected, and should NEVER be used
while underway.
9. TAKE IT SLOWLY – One great thing about a boat is that if in doubt, you can slow
down or stop. Take your me and NEVER be in a hurry, as that is when accidents
happen.
10. KNOW THE SAFETY EQUIPMENT – Make sure everybody aboard knows
where the re exnguishers and safety equipment are located (See Appendix
B for lisng), and how to use them.
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6
Five Requests to Keep Osprey in Top Shape
for Other Guests
1. Shore shoes: cleaned or removed
Shore shoes can pick up lots of ‘stu’ that increases the wear and tear on the
interior. Help us keep Osprey looking great by cleaning the boom of your
shoes before stepping into the salon or removing them whenever inside.
2. Damp lifejackets need fresh air
If a lifejacket, ag or window cover is even slightly damp, please hang it
where fresh air circulates unl it’s completely dry. The slightest moisture in
an enclosed place creates mildew quicker that one would think.
3. Wash down the anchor chain
Use the saltwater wash-down system with the dedicated coiled hose to
thoroughly wash mud and marine debris from the anchor chain BEFORE it
goes into the chain locker. Failing to do so can result in foul odors in the chain
locker!
4. Keep salon door closed when the engine is running
Diesel engines produce soot when they run and that can build up a lm in the
cabin. Therefore please keep the salon door closed whenever the engine is
running.
5. Run the engine at high speed periodically
Osprey is equipped with a very reliable Cummins diesel engine. Yet, the
engine can build up diesel soot in the turbo charger and exhaust ports when
cruising for many hours at low speed economy cruise (less than 1400 RPM).
We’ve found it helpful to run the engine at high speed cruise (1800-2200
RPM) for at least 20 minutes every other day while cruising to help keep the
buildup to a minimum.
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7
Anchoring and Mooring Equipment
Anchors & Rodes: Osprey carries a 44# plow anchor in a bow
pulpit and roller and 300 feet of 5/16” high tensile chain lied by
an electric windlass. There is also a secondary anchor and rode
(30’ of chain and 150’ of nylon rode) located in the rear cockpit
lazaree.
Chain markings: YELLOW nylon line segments are woven into
the chain at 25’ increments. A DOUBLE YELLOW segment is
woven into the chain at the 100 , 200  and 300  marks. A 3’
RED nylon line marks the last 10  prior to the end of the chain,
and a 5” RED nylon line marks the END of the chain.
Except in unusual circumstances, do not deploy the anchor chain
beyond the rst RED marker. Always use the proper anchor rode
rao as noted below and seek appropriate anchorage water
depths to achieve that.
In an emergency, and if the captain determines that personnel
or the vessel are in signicant danger the anchor can be severed
manually. Hopefully this situaon will never occur but if it does,
the rode can be let all the way out and the triple braid line at the
very end of the anchor rode can be cut with a knife. This is an
expensive, last resort opon to be avoided if at all possible! If
you exercise this opon, aach a fender to the bier end of the rode and note
your lat/long posion (use the Man Overboard, MOB, funcon on the chart
ploer), this will allow for future retrieval of the anchor and the chain rode.
Rode Consideraon for NW Waters
In the Northwest, due to limited dal variaon, we usually do not have to follow
Chapman’s “7:1 scope minimum.” It is common for boats with all-chain rodes to
use a 4:1 or 5:1 rao (i.e., in a depth of 30 feet you let out approximately 120 to
150 feet of chain.). Ten – 15 foot dal variaons are common with occasional
minus des (level below the chart datum). Do your calculaons for the expected
high de level and yet be sure there will be sucient water in your anchorage
at low de.
Reminder: the depth sounder is calibrated to the near at boom of the vessel’s
hull. While the depth sounder could indicate 10  of water depth, the keel,
propeller, and rudder shoe extend below the boom of the vessel’s hull so it is
a good idea to assume less than 10  of water is a very hazardous area, aer all,
seldom is the sea boom perfectly at and there are uncharted rocks out there!
When planning anchoring, we recommend always ensuring a minimum
indicated water depth of 10’ at low-low de.
Electric windlass
(showing safety tether at top)
Safety
tether
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Foredeck windlass foot switches
8
Anchoring Process
1. Turn ON the windlass power on the DC
breaker panel. Check that the windlass master
breaker located on the starboard side of the front
stateroom berth is ON. (Note: This should be le
ON and use the breaker on the DC panel as the
primary control). Release the safety tether that
secures anchor. Bring the bucket containing the
yellow anchor bridle and wash-down hose from
the rear lazaree and posion it on the foredeck.
2. The windlass is powered by the house baeries.
The windlass should only be operated when the
engine is running, as the system places a heavy
load on the baeries
3. Lower the anchor using the foot switches on
the fore deck or the rocker switch at the helm
while slowly backing the boat away from anchor.
Be careful that anchor doesn’t swing wildly and
hit the bow. Best technique is to lower the anchor
over the roller by hand while feeding out a short
burst of anchor rode.
4. Posion crew at the bow to monitor length
of chain as it pays out and to troubleshoot if it
gets tangled. (Anchor rode is marked at every 25
 increment with an 18” piece of YELLOW nylon
braided line woven into the chain. At the 100 
and 200  marks, there is a disnct double segment of nylon line
woven into the chain).
5. The working rode is all chain, 300  long and then followed
by 25  triple braid nylon rode that is aached to the ship in the
anchor locker. The nylon rode segment has a specic purpose, it
would allow the skipper to fully deploy the chain and then cut it
loose if emergency condions warrant (see above). Remember,
anchor and chain is an expensive investment, cut it loose only
in an emergency (vessel or crew is in immediate danger) and if
possible, aach a fender to the bier end for future recovery
of the anchor. When desired chain length is out, stop windlass.
Target scope of at least 4:1 at high de.
6. Skipper to reverse the engine at idle speed to test the set of
the anchor.
7. Aach anchor bridle line to anchor chain: Secure snubber line
to windlass bow cleat. Run out enough rode to form loop in chain
AC panel - windlass breaker
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so anchor rode tension is transferred to snubber line.
8. Turn OFF Windlass power at power panel.
9. Press the STOP buon to kill the engine, THEN Engine key to OFF.
10. Turn O unnecessary systems at the circuit breaker panels, replace sunscreen
covers on the electronics, canvas covers on Pilothouse windows as appropriate.
Raising the Anchor and Wash-down:
1. Before raising the anchor, aach wash-down hose (kept in the rear cockpit
lazaree in a bucket) to the deck connecon at the bow. To connect, push the
end of the coiled hose straight forward into the socket and twist a quarter turn
clockwise into the deck connecon. Then turn on the anchor wash-down and
windlass circuit breakers. Start the engine so it can be used to inch the boat
forward toward the anchor and manage vessel movement once the anchor
releases. Recognize that the bow pulpit and windlass will be under strain as you
haul the anchor rode and you don’t want to use the windlass to pull the boat
toward the anchor.
2. Press foot switch next to the windlass to raise the anchor. Wash chain and
anchor thoroughly as you haul it in. This prevents unpleasant odors from marine
growth ending up in the anchor locker.
3. Remember to remove the anchor bridle as soon as you can reach the hook.
4. Please bring anchor up to the windlass carefully to protect the berglass around
the roller from gouges. To prevent damage to the windlass, we strongly suggest
that raise the last few feet of anchor chain by hand, taking up the slack chain with
short bursts of windlass power. Stow the anchor in its support with no tension on
the windlass and secure it with the safety line before geng underway.
Emergency Manual Winch:
In the event that the windlass motor fails, you can operate the windlass manually.
A handle (looks much like a winch handle for a sailboat) is located in the anchor
equipment bucket stored in the rear cockpit lazaree. Cauon: The windlass
lock can be released using the three pronged handle to the right of the windlass
unit. If you turn it counter-clockwise, it will release the clutch and the anchor
chain to run freely due to gravity. Stop the free run by engaging the winch handle
in a clockwise turn.
Shore Lines (Stern Tie)
Why? It is common to use a stern e line in crowded / narrow anchorages (for
example, in many Desolaon Sound locaons, Todd Inlet at Butchart Gardens,
Ina Bay near Bellingham, etc) where there simply isn’t enough room to have
your own ‘swinging space’. Stern e limits your swing and the anchorage will
support more boats in close proximity.
How? Survey the intended spot to determine depths, hazards close to shore,
expected dal swing, etc. Then do the math to determine the total amount of
anchor rode you need to deploy. Esmate where you will drop the anchor and
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Using dinghy to deploy the shore line
10
aim to be 50-75  out from shore once the total anchor rode is deployed (of
course this assumes sucient depth and no hazards this close to shore). Then
a stern line is paid out, passed around a tree or a convenient steel ring in some
locaons. If suciently close, you can pass the bier end of the stern e line
out to the point on shore and back to the boat. This pracce will enable a “quick
release” without having to go ashore when you’re ready to une. To get to shore,
you will need to have the dinghy down and have your mate keep the boat stern
toward shore with short bursts of stern thruster.
Somemes a helpful boater already anchored will
help you by taking your line to shore for you with
her / his dinghy---a considerate “good deed” that
you might reciprocate someday.
Using Osprey’s Shore Line
1. Find the 600-foot shore line on a reel secured
in a cockpit lazaree
2. Une the bier end of the line and feed the line
to the mate in the dinghy as they head to shore.
3. Once dinghy operator has run the line to shore
and back to the boat, secure both “ends” of line
on one of the stern cleats. The goal is a rm line at high de and no tension on
the remaining line on the reel. Be careful not to allow the line and the reel to
become part of the tensioned line to shore as the reel mount is not intended
withstand the potenal forces on the line.
4. When it comes me to retrieve the line, it should be a simple process of casng
o the bier end of the line from the stern and begin reeling in the line. It should
come o the ring or object on shore and wind up on the reel. Secure the bier
end ghtly so it does not unravel while underway.
Mooring Equipment
Dock lines are stowed in latch straps on the rails for regular use at docks:
• Two 20-, typically at the stern
• Two 25-, typically at the bow
• Two 30-, typically used for mid-ship spring lines
Stowed in the cockpit storage locker:
• Extra dock lines including two 50- lines that work well in transing the
Chienden Locks
Black Fenders: When not in use, store the fenders in the cockpit lazaree or ed
o to the stern rail and handing inside the cockpit.
Boat Hook: A oang, telescoping boat hook is stored adjacent to the ladder
leading to the upper deck. A second boat hook is stored in the rear cockpit under-
deck lazaree.
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11
Dinghy Operaons
The law requires everyone under 12 in the dinghy to wear a lifejacket and
all others to have a lifejacket readily available.
Osprey is equipped with a brand new APEX A-10 Eurosport dinghy powered
by a 20hp Tohatsu outboard motor. The dinghy accommodates up to ve
adults, and features an inboard steering console with windscreen, cushioned
seats with folding backrests, navigaon lights, electric bilge pump, and a 6
gallon fuel tank in the bow locker.
A Sea Wise dinghy deployment system mounted on the stern swim-step
makes launching and retrieving the dinghy a simple and straighorward
process, involving no manual liing or awkward posioning of overhead
derricks, hoists and harnesses.
Launching the Dinghy
1. MAKE CERTAIN THE BILGE PLUG IS IN THE DINGHY!!
2. Trim the motor up to clear the davit arm mechanism using either the
rocker switch on the throle arm, or the rocker switch on the port side of the
outboard motor casing.
3. Remove the safety pin that secures the liing arm of the Sea Wise davit in
its parked posion.
4. Rotate the hand crank counterclockwise and observe the dinghy as it
lowers to the water.
5. When aoat, connue to crank unl the liing cable is loose, detach the
cable and secure it to davit.
6. Lock the transom pivot arm at the stern of the dinghy in place using the
screw tments.
7. Detach dinghy from the swim plaorm by
pulling up on the aachment bracket levers and
pushing the dinghy away from the vessel. Best
to do this aer the outboard motor is started
and running smoothly.
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12
Starng the Outboard Motor
1. Be certain fuel line is connected; squeeze bellows pump ll rm and conrm
the air vent is open.
2. Lower the motor with the Tilt / Trim buon on the throle lever to the full
down posion.
3. Aach the “Kill switch” (the red coiled cable aached to the dinghy key) to
the red binnacle on the lower face of the control console
4. Insert the key into the ignion (lower face of console), pump the priming lever
2-3 mes, ensure the shier is in neutral, push the key in and turn clockwise
unl the starter motor engages. It should start very quickly. There is no choke,
the engine manages the process as it warms up.
5. You are ready to go once the engine sustains a smooth idle.
Retrieving the Dinghy
1. Maneuver the dinghy to the swim step.
2. Close the vent on the fuel tank, remove the key, raise the
motor to full trim up, not fully lt up posion. Reminder:
Remove all loose gear from the dinghy.
3. Engage the two lugs mounted on the starboard side of the
dinghy into the Sea Wise aachment brackets on the swim step
and lock. (We nd it easy to do this if one person remains in the
dinghy and leans to port, thereby raising the starboard side of
the dinghy so the lugs neatly rise to lock into the aachment
brackets)
4. Unlock the transom pivot arm.
5. Aach the liing cable to the transom arm.
6. Rotate the hand crank clockwise and observe the dinghy as
it smoothly raises out of the water. Connue cranking unl the
transom arm engages with the davit base.
7. Engage the locking pin and check that all is secure.
8. Lower the motor to the full down trim posion.
9. Stow the key for the dinghy in the navigaon table drawer in the helm.
Outboard Fuel: Unleaded regular (87 octane), non-ethanol if possible. NO oil
mixture needed for the 4-stroke motor. Please replace the fuel you use!
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13
Dinghy Care:
 Keep the dinghy clean and well inated. There is a portable bilge pump and
a foot air pump in forward seat of the dinghy.
 A spare fuel lter and spark plugs are kept with other spares in the Starboard
side storage area of the engine room.
Dinghy toolkit is in the bow compartment in the dinghy.
If Dinghy Doesn’t Run:
 Is the safety clip in place?
 Is the tank vent open?
 Is the fuel line connected?
 Is there gas in the tank?
Did you prime it prior to start (only when cold)?
If it sll won’t run or runs very rough, rst suspect contaminated gas. If you
can’t gure it out, call the San Juan Yachng oce.
Trimming the Dinghy and Balancing the Weight: The dinghy is heavy a so
passengers should sit forward as much as possible and the engine should be
trimmed all the way down.
Anchoring the Dinghy: There is a collapsible anchor in the dinghy that can
be aached to the end of the painter for anchoring the dinghy.
Going Ashore: Esmate the change in de during your me ashore and
secure the dinghy accordingly. The anchor can be used to secure the painter
on a sandy beach. Otherwise, secure the painter to a log on the beach. A
supplementary painter is stored in the dinghy under-seat locker, if you need
to allow for a large dal dierence on a gently sloping beach
Cleaning Your Shoes: Your shore shoes are likely to pick up gravel or dirt on
shore. Please clean them o or remove them before boarding Osprey. A
brush to help clean your shoes is stored in the cockpit storage locker.
Use of the Swim Ladder: The swim ladder is aached to swim plaorm
and can be self-deployed from someone in the water. Please sure it is in its
stowed posion prior to geng underway.
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DC control panel
14
Electrical Systems
Systems Overview
Osprey has both AC (alternang current, like you have in your home) and DC
(direct current, much like you have in your automobile) electrical systems.
The AC system powers most of the boat’s domesc services and is the primary
source of electrical power when not underway. The AC system derives its
supply from one of three sources – shore power, on-board-generator, or on-
board inverter. The DC system powers most of the boat’s operang systems,
and is the primary source of electrical power when underway. The DC system
derives its supply from on-board baeries which are charged primarily by the
engine or, for some systems, via the AC system.
A diesel-powered genset (generator) system can be acvated to provide
AC power when away from shore power – for example when at anchor or
moored away from a mains supply.
The inverter can be used to provide AC power to small appliances (eg the
oven) when using DC power while underway and when away from shore-
power, if you do not want to start the generator.
Baeries provide electrical power for limited periods when not connected
to shore power, or when the genset or the engine are not running. They are
charged either from shore-power or from the engine alternator while the
engine is running.
Electrical Control Panels
The DC electrical panel is on the inboard side
of the starboard pilothouse seat. The AC
electrical panel is on the inboard side of the
port pilothouse seat. You will reference these
panels for On /O status and to control each
of the systems through the use of the circuit
breakers. The circuit breakers act like switches.
DC control panel
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AC control panel
15
The AC Main and DC Main breakers are at
the top le when facing the respecve panel.
The DC Main breaker should be on during all
normal operaons. The AC main is actually two
sets of breakers that are interlocked so that
only one source of AC power can feed the ship
(shore power or baery). Slide the interlock
to expose the appropriate breaker source and
then you can acvate that source.
All circuit breakers on both the AC and DC
panels are marked with adjacent colored “dot”
markers to indicate the typical / normal state:
Blue: ON with shore power
Double Green: Always ON
Green: ON underway
Yellow: ON as needed depending on the acvity
Red: OFF most of the me, acvated only for specic funcons
DC Systems
There are a number of systems that use DC power from on-board baeries
as follows:
• Engine start: a single 8D baery dedicated and isolated for this sole purpose
• House systems: four 6V golf cart baeries to supply power for many items
including lights, navigaon electronics, autopilot, diesel heat and frig /
freezer, inverter
• Bow thruster: one 4D baery solely for this system
• Stern thruster: two 27D baeries solely for this system
• Genset start: one Group 24 baery solely for this purpose
As shown in the picture on page 12, there is a large LED panel at the upper
le corner of the panel that displays baery voltages. A toggle switch to the
right of the LED display can be used to check baery status. Posion 1 displays
START baery voltage. Posion 2 displays HOUSE baery bank voltage, and
Posion 3 displays BOW thruster and windlass baery voltage.
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16
AC Systems
There are three sources of AC power for the ship: shore-power, on-board
generator and inverter.
The ship’s main AC system is designed for a 30A service. Typically, you will
nd 30A shore power service at the marinas you visit. When operang away
from shore power, the genset can be used to provide connuous AC power.
If AC power is required for parcular domesc services while underway, the
inverter can be used to provide a source of AC power (converted from the
DC system).
Managing AC Usage in Relaon to Supply
Marinas typically oer power service limited at the main breaker on the dock
to either 30 amps (3,600 was), 20 amps (2,400 was), or even as low as 15
amps (1,800 was).
Given that the AC power supply has a nite “capacity”, it is necessary to
acvely manage the systems and devices that you use at any given me,
to stay below the total AC power capacity feeding the ship. Further, in the
case of the inverter, there is a praccal limit to the total energy that the
house baeries can support before they need to be recharged. (See notes on
Inverter later in this secon).
The total power draw at any me is managed using the AC circuit breakers as
‘switches’ to turn on and o funcons. With the knowledge of what a given
funcon uses for power, you can esmate what the total load current will
be and then select funcons to turn o to stay within the available power
capacity.
Without geng too technical, the basic formula is: power of a load (in Was)
= source voltage mulplied by the current draw (in amps). A conservave
approximaon is to assume the voltage is 100, then the current required of
any load is simply its waage rang divided by 100. For example, a device with
a 350 wa power consumpon will require 3.5 amps of current to operate.
To help you plan and manage power consumpon in relaon to supply, here
is a table of the typical load required by various funcons on board the vessel:
Bow Thruster Baery Charger 500 was
Coee grinder 475 was
Coee maker 1000 was
House / Engine Baery Charger 2500 was
Microwave 1000 was
Portable Cabin Heater 750 or 1500 was (depends on the heat
seng)
Refrigerator 400 was
Freezer 400 was
Stern Thruster Baery Charger 1000 was
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17
Toaster 800 was
Water heater 1800 was
Note: If the various baery banks have had signicant use without recharging,
the current draw can be signicant and may limit the other funcons that can
be powered at the same me.
Shore Power
The main shore power connecon to feed the ship is located at the port side of
the pilothouse just a of the pilothouse door. The ship is designed for, and the
main power cable is rated for, a 30 Amp, 125 V service connecon. There is a
primary shore power cable and a second extension cord normally stored in the
cockpit lazaree, when not in use.
Once connected to a shore power source, enable that source to feed the ship by
engaging the main AC breaker at the top a corner of the AC electrical panel. The
AC voltmeter will register the voltage of the shore power and you can then use the
individual AC breakers to manage the total load.
Inverter
The inverter takes DC power from the house baery bank and converts that
energy into AC power. The circuits that can access this AC power are the two outlet
breakers that control all the AC outlets throughout the ship and the microwave.
The inverter is controlled through the inverter control panel on the inboard side of
the helm staon. A toggle switch on the inverter
control panel has 3 posions “Charger Only”,
“O”, and “Invert”. The house baeries will charge
automacally when shore power is connected and
“charge only”is selected. When not connected to
shore power and you wish to use the inverter to
power the AC outlets or the microwave, acvate
the “Invert” buon.
The inverter baery bank consists of four deep
cycle baeries. Their total capacity is 440 amp-
hours and the praccal limit is 50% of this capacity
or 220 amp-hours. To keep it simple, the Victron
monitors the baeries and will cease inverter
operaon if the baery capacity is too low.
As stated earlier, the total load to be drawn must be managed to ensure that usage
remains below the output capacity of the inverter. The inverter has a capacity of
2500 Was of AC power generaon, so it will be necessary to manage the loads
drawing power from the AC outlets and the microwave to stay below the 2500
Wa limit. Use the same table presented earlier to help plan concurrent usage.
Victron control panel
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18
Baery banks – Do they automacally recharge while cruising under engine
power?
Yes and no. The engine start and house baeries are recharged by the engine
alternator. All the other baery banks (bow and stern thruster and genset start)
are only recharged when AC power is available. To ensure ecient recharging of
the house baeries while underway, leave the inverter to “charger only”, set to
30 amps.
So if you will be away from port with no shore power for a
number of days, it will be a necessary pracce to run the
genset for a few hours every day as required to recharge
the other baeries.
Baery Status
A BlueSea baery state-of-charge monitor is located on
the panel above the pilot house windshields. The monitor
shows the level of charge and the rate of charge for:
1. The house baeries – You should ideally not let the level
of charge fall below 60%
2. The main engine start baery
3. The generator start baery
If away from shore power and not underway, use the
genset regularly to recharge the house baeries when the
charge reduces to 60%.
Blue Sea baery status monitor
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