Windward Passage Boats User manual

WPOperatingManual - i - Revised: August 12, 2009
Windward Passage Operating Manual

WPOperatingManual - ii - Revised: August 12, 2009
Contents
I. Stowage Compartment Layout and Contents ........................................................ 1
A. Stowage Documentation ....................................................................................... 1
B. Main Salon Storage Layout.................................................................................. 2
C. Forward and Aft Cabins Layout ......................................................................... 3
D. Cockpit Stowage Layout....................................................................................... 4
II. Safety Information.................................................................................................... 5
A. Personal.................................................................................................................. 5
1. Life Preservers................................................................................................... 5
2. Harnesses, Tethers and Jack Lines.................................................................. 5
3. Emergency Signaling Devices .......................................................................... 5
(a) Flares.......................................................................................................... 5
(b) Distress flag................................................................................................ 5
(c) Signal horn................................................................................................. 5
(d) Fog bell....................................................................................................... 5
(e) EPIRB ........................................................................................................ 5
(f) VHF Radio................................................................................................. 6
(g) SSB Radio .................................................................................................. 6
4. Life Raft............................................................................................................. 6
5. Person Overboard Life Sling ........................................................................... 6
6. Person Overboard Pole..................................................................................... 6
B. Disaster Control .................................................................................................... 7
1. Fire Control ....................................................................................................... 7
2. Flooding Control ............................................................................................... 7
3. Through-hull Fittings ....................................................................................... 8
4. Emergency Tiller............................................................................................... 8
5. Storm Jib............................................................................................................ 8
6. Storm Trysail..................................................................................................... 9
7. Sea Anchor......................................................................................................... 9
8. Top Climber..................................................................................................... 10
III. System Operations .................................................................................................. 11
A. Auxiliary Engine ................................................................................................. 11
1. Maintenance Checks....................................................................................... 11
(a) Fresh Water Level in Engine ................................................................. 11
(b) Engine Oil Level...................................................................................... 11
(c) Belt Tension ............................................................................................. 11
(d) Transmission Fluid Level....................................................................... 11
(e) Engine Room ........................................................................................... 12
2. Engine Operation............................................................................................ 12
(a) General..................................................................................................... 12
(b) Starting the Engine ................................................................................. 12

WPOperatingManual - iii - Revised: August 12, 2009
(c) Stopping the Engine................................................................................ 12
(d) Engaging the transmission ..................................................................... 13
(e) Engine speed............................................................................................ 13
(f) Fuel Supply.............................................................................................. 13
3. Potential Problems.......................................................................................... 14
(a) Gear Cable Failure.................................................................................. 14
(b) Throttle Cable Failure............................................................................ 14
B. Autopilot .............................................................................................................. 14
1. Basic Operation............................................................................................... 14
2. Controls............................................................................................................ 14
3. Cautions ........................................................................................................... 15
C. Anchoring ............................................................................................................ 15
1. Anchor and Windlass...................................................................................... 15
2. Anchor Wash System...................................................................................... 15
D. Dinghy and Engine.............................................................................................. 16
1. Dinghy Storage................................................................................................ 16
2. Inflation............................................................................................................ 16
3. Deflation........................................................................................................... 16
4. Operation......................................................................................................... 16
5. Engine Operation............................................................................................ 17
6. Engine Storage................................................................................................. 17
E. Housekeeping....................................................................................................... 17
1. Fresh Water System........................................................................................ 17
2. Propane System............................................................................................... 18
3. Refrigerator..................................................................................................... 19
(a) General......................................................................................................... 19
(b) Sea Frost Freezer Plate System.................................................................. 19
(c) Evaporator System...................................................................................... 19
(d) Refrigerator Compartment........................................................................ 19
4. Lectrasan Unit and Head ............................................................................... 20
F. Electrical .............................................................................................................. 20
1. Electrical Panel................................................................................................ 20
2. Shore Power..................................................................................................... 21
3. Battery Charger/Inverter............................................................................... 21
4. Battery System................................................................................................. 22
5. Wind Generator .............................................................................................. 22
6. Tow Behind Ferris Generator........................................................................ 22
7. Running Lights................................................................................................ 23
G. Electronics........................................................................................................ 23
1. Cockpit Instrument Panel .............................................................................. 23
2. VHF Radio....................................................................................................... 24
3. SSB Radio ........................................................................................................ 26
4. Radar/Chart Plotter........................................................................................ 26
H. Sail Handling ................................................................................................... 27

WPOperatingManual - iv - Revised: August 12, 2009
1. Mainsail Reefing System................................................................................. 27
2. Jib Reefing System.......................................................................................... 27
3. Spinnaker System............................................................................................ 28
4. Whisker Pole Operation................................................................................. 28
IV. Specifications and Equipment Data ...................................................................... 29
A. Boat Specifications.............................................................................................. 29
B. Electrical Equipment.......................................................................................... 29
1. DC Power Wiring............................................................................................ 30
2. DC Wiring Details........................................................................................... 31
3. DC wiring at Main Panel................................................................................ 32
5. Wiring Diagram for Wind and Tow-Behind Generators............................ 34
C. Spars, Running Rigging and Sails ..................................................................... 35
1. Mast.................................................................................................................. 35
2. Standing Rigging............................................................................................. 36
3. Running Rigging ............................................................................................. 37
4. Sails................................................................................................................... 38

WPOperatingManual Page - 1 - Revised: August 12, 2009
I. Stowage Compartment Layout and Contents
A. Stowage Documentation
A complete listing of all of the items except provisions stowed on Windward Passage may be found in
the Ship’s Operation Binder and as an Excel spreadsheet on the ship’s computer. The printed version is
sorted three ways: by item, by category and by location. A listing of the provisions and their location is
developed for each passage and is maintained in the Ship’s Operation Binder.

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B. Main Salon Storage Layout

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C. Forward and Aft Cabins Layout

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D. Cockpit Stowage Layout

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II. Safety Information
A. Personal
1. Life Preservers
There are 6 life preservers on board in a bag marked "Life Preservers" that is stored in the main salon.
2. Harnesses, Tethers and Jack Lines
There are eleven harnesses and tethers on board. Five of these have integral life preservers that are
inflated with CO2 cartridges that are manually operated (they may also be inflated by mouth). They are
stored in Compartment 1 in the Forward Cabin and are assigned to crew when sailing offshore. While
sailing offshore or at night jack lines will be fitted from the bow to the stern on each side of the boat.
The jack lines are run inside the shrouds so that one can go from the cockpit to the bow of the boat
along the centerline of the boat without having to unsnap your tether. These jack lines are stored in
Compartment 2 in the forward cabin when not in use.
Harnesses must be worn and attached to a jack line or other appropriate attachment point under the
following conditions:
When sailing offshore and you need to leave the cockpit to go anywhere on deck
When sailing at night and you are outside of the salon area
When the conditions are such that the captain or the person on watch deems it necessary for
crew outside the salon area to utilize harnesses
3. Emergency Signaling Devices
(a) Flares
Located in a flare container that is in the starboard cockpit locker. There are at least 6 hand held flares
and a flare gun with at least six shells. Additional flares and flare gun are in the abandon ship bag.
(b) Distress flag
Located in the flare container that is on the starboard cockpit locker.
(c) Signal horn
One is located in Locker 4 in the main cabin. Spares are in Compartment 2 in the aft starboard cabin.
(d) Fog bell
Mounted above the navigation station
(e) EPIRB
Mounted above the navigation station – must be manually activated.

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(f) VHF Radio
Is set up to send an automatic position report and distress signal. See the section on operation of this
radio on page 22 for detailed instructions. A brief set of instructions is mounted on the bulkhead next
to the radio.
(g) SSB Radio
Coast Guard emergency channels are programmed into the radio as channels 6 through 11. You must
try each channel to see if the HF propagation conditions will allow a contact. Use the left knob to
change the channel by 10 and the right knob to change the channel by 1. Start with channel 6 and
broadcast your distress message then listen for a reply. If none is heard, move up one channel and try
again. Continue until you have tried all 6 emergency channels.
4. Life Raft
The life raft is mounted on the deck and may be inflated manually or will inflate automatically if
immersed in water to a depth of 10 feet. Make sure that the raft painter is tied to the boat before
throwing it overboard. Then yank on the painter to inflate the raft. The life raft has emergency
provisions for 6 people. Do not deploy the raft and enter it unless you are certain that the ship is
sinking. Many boats have been found abandoned and still floating while their crew were lost in their
life raft or were rescued after a very uncomfortable and dangerous ride. There is a yellow abandon
ship bag in the forward cabin that contains extra provisions and survival gear. If it appears that it may
be necessary to abandon the ship for the life raft move this bag to the cockpit so it can be placed into
the raft at the time that you abandon ship. If there is time, load additional water and provisions into the
life raft. The abandon ship bag contains a hand held VHF radio and a portable GPS. If it is necessary to
enter the life raft you should take the EPIRB into the raft with you.
5. Person Overboard Life Sling
A Life Sling is located on the port lifeline with its tether tied to the toe rail. To retrieve a person
overboard with this device you return to the vicinity where the person is in the water then throw the
life preserver that is in the Life Sling bag overboard to trail behind the boat. Then steer the boat at slow
speed in a circle around the person in the water. The person should then be able to grab the tether and
pull the life preserver to themselves. As soon as the person has grabbed the tether STOP THE BOAT
and slowly pull the person to the stern rail to retrieve them. The swim ladder should be deployed to aid
in retrieving the person.
6. Person Overboard Pole
A person overboard pole is located at the stern pulpit starboard side. It is connected with polyethylene
line to the horseshoe buoy and to a strobe light that activates when in the upright position. If a person
should fall overboard lift the pole to clear the stern pulpit and throw it with the horseshoe buoy and the
strobe light overboard as soon as possible. The pole has a flag that helps the person in the water to find
the buoy and helps the people on the boat to locate the person. The strobe light will provide location
assistance in bad visibility and at night.

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B. Disaster Control
1. Fire Control
There are six fire extinguishers on the boat:
In the forward cabin on the forward bulkhead
In the port aft cabin on the wall by the head
In the starboard aft cabin on the wall by the head
In the main cabin on the side of the navigation table
In the main salon on the port side above the refrigerator
In the starboard cockpit locker
Make sure you are familiar with their location prior to setting sail.
To operate:
If the extinguisher is mounted on a wall, flip the latch on the holder to release the extinguisher
Hold the extinguisher upright and aim at the base of the fire
Pull pin and squeeze lever at top of the extinguisher while aiming at the base of the fire
If you suspect an electrical fire, switch off the main battery switches in the aft port cabin below the
bunk. Then use the fire extinguisher on the fire.
If there is a fire in the engine compartment, a plastic cover over a hole in the companionway steps is
designed to let you fight the fire without opening the engine compartment. Remove the plastic cover
and inject the contents of the fire extinguisher into the engine compartment through the hole. This
minimizes the amount of air available to the fire and contains the fire extinguisher contents to the area
where the fire is located.
2. Flooding Control
There is a 500GPH automatic bilge pump and a 2000 GPH automatic bilge pump in Bilge 3
compartment in the Main Cabin. The smaller pump is in the bilge sump and will activate when there is
about 2 inches of water in the sump. This pump may cycle occasionally as small amounts of water
finds its way into the boat. However, Windward Passage rarely has water in the bilge so if the larger
pump actuates it is a sign that a major leak may have developed. Both of these pumps activate
automatically and are connected directly to the batteries with in line fuses located in the electrical
compartment behind the navigation station. The pumps can be turned on manually using circuit
breakers on the upper circuit breaker panel that are labeled “Sump Pump” (for the smaller pump) and
Bilge Pump (for the larger pump).
A third bilge pump is located in Compartment 5 in the Main Cabin with the fresh water pumps. This
bilge pump serves double duty as a bilge pump and a pump to remove water from the refrigerator. To
activate this pump you must throw the switch labeled "Bilge Pump" on the lower right circuit breaker
panel and you must throw the three way valve in Compartment 5 so that water is being pulled out of
the bilge and not out of the refrigerator. While the pump is running check the hose in the right hand

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side of the refrigerator box to ensure that it is not sucking water. If it is, the bilge pump valve is in the
wrong position.
A manual bilge pump is located on the starboard side of the swim platform pass-through below the
helmsman's seat. The handle for this pump is in the port lazarette with the propane tanks. Insert the
handle into the pump below the helmsman's seat and pump.
For an emergency situation involving severe flooding there is are buckets in the starboard cockpit
locker and the waste cans in the three heads may be used to bucket water.
3. Through-hull Fittings
Wooden plugs for use if a through-hull fitting were to break are located on the shelf below the
navigator table. A hammer for driving the plugs into the hole is in the tool box in Compartment 2 in
the Main Salon. The below-water through-hull fittings are in the following locations:
In Lockers 1 and 2 of all heads (below the sink)
At the stuffing box for the propeller shaft (in the engine room)
In Bilge 1 compartment of Forward Cabin (depth sounder and speed meter)
Engine cooling water intake (main salon below the stairs just forward of the engine)
Keel cooler for refrigerator located below the floor boards just aft of the entrance to the forward
cabin.
Several additional through-hull fittings are located above the water line but may be below water when
the boat is heeled:
Galley sink drain (Cabinet 1 Main Cabin)
Bilge pump outflow (Starboard lazarette) – no valve
Shower pump outflow (Lockers 1 & 2 in each head) no valve
Sink drains in all heads
4. Emergency Tiller
The emergency tiller is located in the port cockpit locker. To fit the emergency tiller you must remove
the wheel (stow it below). Use the winch handle to remove the cover for the rudder post access that is
located below the helmsman's seat. Insert the emergency tiller so that it fits over the square top of the
rudder post and begin steering. If the steering problem is a result of jammed cables it may be necessary
to remove the cable from the steering quadrant before you will be able to steer with the emergency
tiller. The quadrant can be accessed from the port aft cabin through the access panel in the stern or
from the starboard lazarette. It is possible to steer Windward Passage in a straight line course by
locking the steering wheel and adjusting sail trim. If you are using the emergency tiller it is important
to adjust sail trim for minimum helm.
5. Storm Jib
The storm jib is a Gale Sail and is stowed in the sail locker (accessed through a hatch on the foredeck)
along with the spinnaker sheets that are used for sheeting this sail. This sail should be used when the
wind is forecast to be greater than 30 knots. The sail is attached by hanking it on over the rolled up
genoa and raising it with the spare genoa halyard. It should be attached at the tack with a painter that
allows the tack to be adjusted so that the sail is just high enough to allow waves to pass under it but as

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low as possible to minimize the heeling moment and the lee helm for the sail. This painter should be
led through a snatch block at the bow and then to one of the bow cleats so that it can be easily adjusted
if necessary. Be sure that the genoa sheets are tied off so that they do not go overboard and drag under
the boat. After hanking on the Gale Sail run its sheets through the fairleads that normally accommodate
the genoa sheets, raise the sail and sheet it like a jib. It may be better to run the sheets inside the
shrouds to minimize chafe. If you need to heave too you should run the active jib sheet inside the
shroud to minimize the pressure on the shroud and chafe of the sheet or use a snatch block on the sheet
with a line to another snatch block at the toe rail and back to a winch or cleat to pull the sheet away
from any shroud where it might chafe.
6. Storm Trysail
The storm trysail is stowed in the sail locker. Before it is deployed the mainsail should be securely
stowed in its bag on the boom and the mainsail slugs should be removed from the mast. It is wise to
lash the mainsail bag so that you are not relying solely on the bag zipper to contain the sail under the
severe conditions. The topping lift should be lowered so that the boom is against the rail off to one side
and it should be securely lashed in this position. Then the topping lift can be removed from the boom
and secured at the mast. The trysail is then bent on the mast with the tack attached to the boom using a
painter so that the sail may be raised somewhat to help the sheets clear obstructions. However, you
should keep the sail as low as possible to minimize power in the sail and heeling moment. The second
set of spinnaker sheets in the sail locker are used for this sail. They are run from the clew to spinnaker
blocks that are attached to the toe rail then back to the secondary winches (the smaller winches). The
blocks must be considerably aft so that the trysail foot is pulled taunt by the sheets. The sheets should
be adjusted using the winches so that the sail is as flat as possible and on the centerline of the boat. If
the sheets rub against the deck as they are led to the winches they must be protected from chafe. When
deployed this sail should be as flat as a piece of plywood to minimize the power in the sail.
7. Sea Anchor
The sea anchor and all of its equipment except for the required float is stowed in Compartment 3 in the
forward cabin. The float that is used when the sea anchor is deployed is the largest fender (blue)
stowed in the starboard lazarette. Detailed description of the technique for setting and retrieving the sea
anchor can be found in the folder in the Windward Passage file stowed in the forward cabin. Make sure
the bitter end of the rode is attached to a strong point on the boat before throwing the anchor
overboard!
The anchor is an 18 ft. diameter nylon parachute that is deployed by shackling it to 15 ft. of chain then
shackling the chain to 600 ft. of 3/4" nylon line. The trip line is 50 ft. of 3/8" diameter polypropylene
line. In storm conditions, chafe protection for the line where it clears the boat should be provided and
the line should be periodically let out about one ft. to reduce chafe. It is important to have the
parachute and the boat on the same phase of the waves, i.e. when the boat is going up the face of a
wave, the parachute should be on the face of a wave upwind. A picture that summarizes the
deployment is given below:

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8. Top Climber
The Top Climber is used to climb the mast or the forestay or backstay for working aloft. It is stowed in
Compartment 2 in the port aft cabin. The climber uses two rock climber's ascenders that compress the
line to which they are attached. Consequently it is not good to attach them directly to a halyard as they
can cause damage to the line's fibers. An 80 ft. long line is provided to be used for the climb. This line
is tied to the shackle for the halyard that will be used. Be sure that the line is tied through a closed
thimble and do not rely on the quick release shackle if you use the spare genoa halyard or the
spinnaker halyard. Use a bunt line hitch or a bowline with a locking hitch to secure the line to the
halyard. Using the halyard, pull the line to within about 1 ft. of the top of the mast then secure the line
at the bottom by taking it through one of the blocks at the bottom of the mast and then to a cleat on the
mast. Once the bottom is secured, the halyard should be tightened using a halyard winch. The tighter
the line, the easier it is to use the Top Climber. If the line can not be made sufficiently tight for easy
climbing, the halyard shackle may be against the block at the top of the mast. If so, release the halyard
and take up about 6 inches on the line at the bottom then retighten the halyard. Once the tension on the
climbing line is satisfactory you should lock the halyard clutch and tie the bitter end off to a cleat.
To use the climber you sit on the seat with you feet in the bottom loops and raise the lower ascender.
Then stand up in the loops and raise the top ascender. Repeat these steps until you have climbed to the
desired height. If a second person is available you should use a second halyard secured to the Top
Climber with the second person belaying you with this halyard as you climb and descend.
To descend you stand in the loops and lower the top ascender about 10 inches. Then sit on the seat,
lean back and lower the lower ascender about the same amount. Repeat these steps until you have
descended completely. Sometimes the lower ascender is lowered too much and, when you stand to
lower the seat you can not take the pressure off of the upper ascender. When this happens, simply sit
back down and raise the lower ascender slightly. After a few cycles you will have a feel for the amount
you should lower each ascender for each step.
I attach the tool bag to the bottom of the seat while climbing but when I reach the working height I
usually reattach the tool bag to the lifting ring at the top of the climber as I find it easier to reach the
tools.

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III.System Operations
A. Auxiliary Engine
1. Maintenance Checks
(a) Fresh Water Level in Engine
Manually check the water level in engine by removing the heat exchanger filler cap located on the top,
port side of the engine. DO NOT REMOVE THE CAP IF THE ENGINE IS HOT. This cap is metal
and similar to the radiator cap found on any automobile. Water frequently needs topping up in the
tropics and neglecting to do so is the most common cause of the engine overheating. The small plastic
overflow tank for the radiator should have water in it at the bottom mark when the engine is cold and at
the top mark when the engine is at operating speed. When adding water be sure that you are adding it
to the heat exchanger and not into the oil filler location on the top, center of the engine.
(b) Engine Oil Level
Access to the dipstick is possible by removing the companionway steps or the engine room panel in the
aft starboard cabin. The dipstick is on the starboard side of the engine. To check the level, remove the
dipstick, wipe it clean, put it back in and remove it. The oil level on the dipstick should be between
MIN. and MAX. Only add oil if the level is at MIN. If you do have to add oil, do so through the oil
filler on top of the engine. Be sure to differentiate between the oil and water filler. Do not overfill with
oil as this can cause damage to the engine. The engine oil and the oil filter should be changed every
100 engine operating hours. When they are changed the date and engine hours should be recorded in
the ship’s log and in the maintenance log (an Excel file on the ship’s computer).
(c) Belt Tension
Make sure the belts have not become loose or the engine may overheat. There should be about 5-10mm
( ¼ - ½ inch) play in the belts if they are properly tensioned.
(d) Transmission Fluid Level
The transmission fluid level is checked using a dip stick that is on top of the transmission. The stick
has a hex head and must be removed with a wrench. There is a metal washer between the stick hex
head and the transmission. Be careful not to lose it when you remove the stick. There are two lines
scribed on the dip stick. The transmission level must be between these two levels. To check the level,
remove the dip stick and wipe it clean. Then insert it but do not screw it in. Remove it again and read
the level. If transmission fluid is required to bring the level up to the lower mark, be careful not to
overfill as this may cause the seals in the transmission to blow out resulting in an expensive repair or
replacement of the transmission. The transmission fluid should be changed every 200 engine operating
hours. When they are changed the date and engine hours should be recorded in the ship’s log and in the
maintenance log (an Excel file on the ship’s computer).

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(e) Engine Room
Generally check for any water, fuel or oil leaks. There should be no oil visible anywhere in the engine
room. If there is a leak it must be discovered and fixed. Any oil in this area will be washed into the
bilge and pumped overboard which is illegal.
2. Engine Operation
(a) General
Windward Passage is equipped with a 50HP Yanmar 4JH2E marine diesel engine. The fuel tank holds
approximately 50 gallons of diesel. At an engine speed of 2100 RPM fuel consumption is about 0.75
gallons per hour and speed through the water will be about 5 to 7 knots. This results in a cruising range
under power of about 300 to 400 miles. A factory maintenance manual and a factory parts list are
maintained in the file drawer of ship’s papers.
(b) Starting the Engine
(i) Put the gear selector in neutral position (throttle lever upright). You should be able to push
in the black button on the lever if you are in the neutral position. If the button will not go in,
you are not in neutral.
(ii) Make sure that the fuel cut off cable on the port side of the pedestal is in the down position
(iii) Switch on the black toggle switch on the engine panel. The engine low oil pressure alarm
will activate and stay on until the engine starts and the oil pressure builds to the proper level. If
the alarm continues after the engine has been running for a few seconds, shut the engine down
immediately. There is a problem that can destroy the engine.
(iv) Push the starter button to start the engine. Do not “Rock” the starter. Keep your finger on
the button until the engine starts, provided it does so within 5 seconds. Do not run the starter
continuously for over 5 seconds at a time. If the engine fails to start check that the fuel cut off
cable is pushed all the way down. If the engine fails to start on the first three tries do not
continue to try to start the engine, STOP and check for fuel feeding problems. If a diesel
engine is turned over by the starter but does not start it is almost always a result of a fuel
blockage, being out of fuel or having air in the fuel feed line.
(v) When the engine starts, check that engine cooling water is coming out of the exhaust. The
exhaust is located in the starboard side of the stern. It is normal for the exhaust to surge but
there should be visible water coming out in spurts.
(vi) If you want to run the engine to charge the belt driven refrigerator compressor or use the
anchor windlass you must increase the engine speed to about 1200 rpm. To do this without
having the propeller engaged you hold in the black button on the gear shift lever while in
neutral and pull the lever back until the desired engine speed is attained. The button should stay
in when you release it and the propeller should not be turning.
(c) Stopping the Engine
Do not turn off the black toggle switch on the engine panel while the engine is running. To stop
the engine pull the fuel shut off cable located on the port side of the pedestal. This turns off the supply
of diesel fuel and the engine will stop in a second or two. When the engine stops, the low oil pressure
alarm will sound. Turn the toggle switch off and the alarm will go off. Then push the fuel shut off
cable to the down position.

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NOTE: There is an emergency shut-off fuel valve in the aft port cabin at the forward end of the bunk.
This is only to be used in the event that the engine will not shut down using the cockpit cut-off lever. If
you shut the engine down this way, you will need to bleed the air from the fuel line before it will start
again. This is a difficult and messy task!
(d) Engaging the transmission
Any time the black button on the throttle shift lever is pushed in, the transmission is not engaged. This
button works like the clutch on a manual shift car. To engage the transmission, one must bring the
throttle to the neutral position and the button will pop out. To go forward push the throttle forward, to
go in reverse pull the throttle back.
(e) Engine speed
The proper speed range for cruising is 1800 to 2500 rpm. Never run the engine at full throttle (3600
rpm). The best fuel efficiency is attained at engine speeds of 1800 to 2100 rpm. Always reverse slowly
and never use more than 2000 rpm in reverse. When in open water it is better for the engine to be run
at 2100 to 2500 rpm though this will use slightly more fuel. Diesel engines are not designed to be run
for long periods of time at low rpm. While you are sailing with the engine off, leave the engine in
reverse. This will lock the propeller giving much quieter sailing. In addition, if the transmission is left
in neutral while sailing the propeller will spin and cause unnecessary wear on the cutlass bearing.
(f) Fuel Supply
The main fuel tank holds approximately 50 gallons of diesel. On off shore passages an additional 20
gallons of diesel are carried in four 5 gallon plastic jerry cans stored in the starboard cockpit locker. A
ball siphon is in the locker with the jerry cans. To use it to siphon one inserts the ball check valve into
the jerry can and place the other end of the hose into the diesel fill fitting on the starboard fantail. Then
you simply shake the valve up and down four or five times. The fuel that you are siphoning enters the
tube on the down stroke and is prevented from leaving on the up stroke by the ball check. After a few
shakes the fluid fills the tubing until the siphon starts then you stop shaking the tubing and watch the
fluid flow. The pictures below show the ball siphon and how it is used to transfer fuel.

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3. Potential Problems
(a) Gear Cable Failure
The indications are that you can control engine speed but the transmission will not shift from forward
to neutral or to reverse. Check the shift lever on the transmission in the engine room to see if it is
moving when the throttle is moved through the neutral position. This lever is located on the starboard
side of the transmission and is accessed through the engine access bin in the aft starboard cabin. If the
lever on the transmission does not move when the throttle moves through neutral you should
disconnect the cable at the lever and, with the engine a slow idle, try to shift from forward through
neutral to reverse by moving the lever itself. If you are able to shift using the lever at the transmission
you can use this technique until in port where repairs to the cable mechanism can be made.
(b) Throttle Cable Failure
The indications are that you will be able to shift from forward through neutral to reverse but will not be
able to change the engine speed. The engine will run at idle rpm, about 800 rpm. Check the fuel valve
on the engine to see if it moves when the throttle is moved. If not, disconnect the throttle cable and
manually activate the fuel valve at the engine.
B. Autopilot
1. Basic Operation
The Autopilot circuit breaker must be on for the autopilot to operate. The autopilot has the ability to
steer a constant compass course or, if the chart plotter instruments are on to steer a constant angle on
the wind. To engage the auto pilot in compass mode maintain the compass heading that you wish Auto
to steer and then press the Auto button. To go back to hand steering press the Standby button. While
auto is controlling you can not manually steer the boat with the wheel but you can adjust the course in
1 degree or 10 degree increments by pushing the +/- 1 or the +/- 10 buttons. The + buttons turn the
boat to starboard and the – buttons turn the boat to port.
If the chart plotter and wind instruments are active the autopilot will steer a constant angle to the wind.
Steer on a constant course with the wind angle that you wish for a few minutes. Then push both the
Auto and the Standby button at the same time. The display will show the angle on the wind relative to
the bow of the boat that it will maintain. The +/- 1 and +/- 10 buttons will increase or decrease the
angle on the wind. To go back to hand steering press the Standby button.
2. Controls
The primary controls are the Auto, Standby, +/- 1 and +/- 10 buttons discussed above. In addition, the
display button if held down for about 5 seconds (the display will show: Lamp and a number that
represents the intensity between 1 and 3) will light the instrument for night sailing. The light intensity
can be adjusted by pressing the display button repeatedly when Lamp is displayed. To use the auto
pilot to follow a route refer to the manual in the ships file. However, prefer that we not track routs but
use the autopilot to steer a course or angle on the wind as I consider this safer operation.
The position of the rudder is displayed as an arc of dots that appear below the heading numbers as the
rudder is turned away from the centerline.

WPOperatingManual Page - 15 - Revised: August 12, 2009
3. Cautions
The autopilot does not have any knowledge of obstacles or ships in the path that it has been told to
steer. The helmsperson is responsible for ensuring that the course is safe before engaging the autopilot
and that it remains safe while underway. If the autopilot should fail it may be necessary to turn off the
autopilot circuit breaker in order to disengage it.
C. Anchoring
1. Anchor and Windlass
The main anchor is stowed on the bow roller and will be either a 45 lb. CQR or a 40 lb. Bruce with 200
ft. of chain. It is secured on the bow and should be tied to the pulpit or the toe rail when under way to
prevent it from deploying while sailing. The chain runs over the starboard gypsy on the windlass and
into the anchor locker below. When deploying the anchor you can use the windlass motor (the boat
engine must be running and at a speed of about 1200 rpm or the circuit breaker will blow) using the
control switch or you can manually deploy by loosening the brake mechanism (three-prong fitting on
the starboard side of the gypsy). It is important to control the speed when deploying. If the speed is too
fast the chain can jump off of the gypsy. When this happens, the weight of the chain will pull the
remaining chain out of the locker at a high speed doing damage to the deck and to any human limbs
that get in the way. DO NOT TRY TO STOP THE RUNAWAY CHAIN FROM DEPLOYING.
The deck is easier to repair than a lost limb! If using the brake on the gypsy to deploy, use the handle
to loosen or tighten the brake. This keeps your hand away from the chain and the gypsy. When the
desired amount of chain has been deployed, apply a snubber line to the anchor chain and tie it off to
the starboard bow cleat.
To retrieve the anchor using the windlass the engine must be running and the engine speed must be
above 1200 rpm. You normally will have the clutch (center button on throttle lever) engaged to keep
the engine at this speed without the propeller turning. Use the windlass control to raise the anchor in
short burst to avoid overheating of the windlass motor. If the wind or current is strong use the engine to
move the boat forward slowly while retrieving the chain. If excessive strain is put on the windlass an
electrical circuit breaker will activate and turn off the power to the windlass. This circuit breaker is
located in the port cabin on the port side of the bunk about one foot off the floor. If it trips, it must be
manually reset before the windlass will work again. While retrieving the anchor be careful that the
chain does not pile up in the locker as this can cause the chain to pop off of the gypsy and run out
uncontrollably. Check the pile of chain occasionally to ensure that it is spreading out into the locker
and not building vertically and near the top of the locker. Do not try to free a fouled anchor with the
windlass, you will either trip the circuit breaker or burn out the motor.
A second remote switch is installed at the helm station for raising and lowering the anchor if there is
no one to do so at the bow. Care must be used to not put too much strain on the anchor windlass when
retrieving the anchor using this aft switch since it is difficult to monitor the strain from that location.
2. Anchor Wash System
An anchor wash down pump is located in the sail locker at the bow of the boat. The circuit breaker that
turns the pump on is in the circuit breaker panel at the navigation station. The inlet water to the pump
is obtained from the same through hull fitting that feeds the toilet in the forward head. Before using the
system ensure that the valve for the through hull fitting is in the open position and the circuit breaker is

WPOperatingManual Page - 16 - Revised: August 12, 2009
on. The pump has a pressure activated switch that turns it on and off. Take the hose from the sail
locker and press the nozzle. The pump should come on and water should start to flow. When the nozzle
is released the pump should stop after a few seconds. When finished washing down the anchor and
chain, replace the hose in the anchor locker and switch at the circuit breaker off. The valve at the
through hull fitting can be left open if the head is to be available for use. It is important to always turn
off the circuit breaker since the pump will come on and pump water from outside the boat to inside the
boat if a leak should develop between the hose and the nozzle or if the nozzle should be pressed to the
open position by other items stowed in the sail locker. If the valve at the through hull fitting is closed
no water can come in to the pump but if a leak downstream of the pump should occur the pump motor
will come on and, if let run dry for a long time, the motor will burn out.
D. Dinghy and Engine
1. Dinghy Storage
The dinghy is a six-person Avon inflatable with an 8 hp Yamaha outboard engine. For offshore
passages where it will not be used for several days it should be deflated and stowed in the sail locker or
tied securely on deck behind the life raft. If stowed in the sail locker it should be below the storm jib
and the storm trysail so that they can be accessed without having to remove the dinghy. For coastal
cruising where the dinghy will be used on a frequent basis it can be stowed upside down on the deck,
forward of the mast pulpit. It should be securely lashed down using the dinghy painter. For day sailing
in smooth water it may be towed. Never leave the engine on the dinghy or the oars, seat or other
equipment in the dinghy while it is being towed.
2. Inflation
The dinghy has two side compartments, a forward compartment and a keel compartment. All four
compartments must be fully inflated. The easiest way to do inflate if AC current is available is to use
the boat vacuum cleaner with the hose on the discharge side. If AC current is not available or if you
just need to top off the pressure in the compartments there is a hand pump in the starboard cockpit
locker. The pressure in the compartments should never exceed 4 psi. |A pressure gauge is stowed with
the pump and hose. Each chamber has a valve that allows air to flow into the chamber during pumping
but prevents it from flowing out. The valve can be locked in the depressed (open) position by gently
twisting it clockwise to deflate a chamber. To seal the chamber you twist the valve counter clockwise
and let it pop from the depressed position.
3. Deflation
To deflate the dinghy chambers depress each valve and twist them gently clockwise to lock them in the
open position. If AC current is available the boat vacuum cleaner can be attached to each compartment
and all of the air can be sucked out by the vacuum. This is the preferred was of deflating if you are
going to stow the dinghy in the deflated condition as it makes the most compact package. If you can
not use the vacuum cleaner, the hand pump has a deflation mode that can be used.
4. Operation
Any time that you take the dinghy away from the boat it should have at least one life preserver for each
person in the dinghy and the oars and anchor should be on board.