MYSTIC BOND
- SHIP'S MANUAL-
Ship's ArticlesVessel Information & SpecificationsCHECK LISTS
GETTING UNDERWAY
ELECTRICAL SYSTEMS
FUEL SYSTEM
RUNNING GEARMECHANICAL SYSTEMS/HYDRAULICS |
CRUISING / LIVING ABOARD
MAINTENANCE
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Ship's Articles
- Transport Canada Registration: Mystic Bond
- Registration Number: 824251
- Port of Registry: Halifax , Nova Scotia
- Gross Tonnage: 22.76
- Net Tonnage: 17.07
Vessel Information & Specifications
- Builder: North Shore Boats Limited, Arisaig , Nova Scotia
- Hull Serial Number: NS 40-147-150401
Length-overall |
43' 8" |
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Beam |
13' 8" |
Length-on-deck |
40' |
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Beam at waterline |
12' 6" |
Length-at-waterline |
40' 9" |
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Beam at stern |
10' 10" |
Draft |
4' 2" |
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Air draft - anchor light |
15' 1" |
Air draft-antenna |
17' 0' |
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Air draft-dodger off |
11' 0" |
CHECK LISTS
Pre Start-up checks:
- Verify fuel level in day tank for trip and transfer if necessary
- Verify engine oil level
- Verify transmission oil level
- Check engine room and secure an loose items
- Check pressure on Racor fuel filters (OK if less than 5 psi)
- Ensure raw water intake valve is in open position and basket filter is clean
- Check stuffing box (a slow drip, 1-2 drops/min. is OK); empty bilge partition under stuffing box if necessary
Start-up:
- Turn on breakers for Electronics and Sailing Instruments on main panel
- Turn on all breakers on main helm panel except for spares
- Turn on breakers at aft helm for instruments and compass
- Turn electronic instruments on as required
- Turn Main engine breaker on
- Turn key to ON position and press start button
- Verify through Link 10 that Balmar Alternator is generating 13.4V + rising to 14.4V
- Veryfy that Denso Alternator is generating 14.2V + on Analogue meter position 1
- Check that water is flowing out of the exhaust
- Ensure fridge is on DC
- Turn Inverter to Enable for AC power to laptop
- As required, turn on Running Lights breaker at main panel
Underway:
- Monitor fuel useage in day tank and transfer fuel underway if necessary (day tank is good for 120 nm at 8-9 kts)
- Monitor Racor pressure gauge. If above 5+ psi, switch to second filter
- Visual check of engine room for loose storage and any leakage every hour
- Visual and temperature check of stuffing box every hour
Shut-down:
- Turn engine off and Main engine breaker
- Power down electronics after taking readings
- Switch fridge to AC, LP or keep on DC as appropriate
- Turn off Inverter if appropriate to conserve battery or change to AC Shore Power
GETTING UNDERWAY
Leaving the Anchorage / Mooring / Dock
- The propeller has a strong LH prop-walk that can be used for docking or undocking
- With full rudder to starboard, in idle forward, the stern will kick out easily from a dock
- The bow thruster is 8HP Hydraulic with controls at both helms and at the anchor pulpit; toggle left or right as needed; if more power is required, increase throttle
- At idle-forward the boat has excellent directional control with the oversize rudder and the full length keel.
Anchor Winch
- The winch is hydraulic with a by-pass valve which can free-wheel the anchor easily if required
- The valve control under the pulpit is mechanical while the one at the main helm is electronic; both are touch sensitive variable speed. Care should be taken to winch up carefully so that the anchor does not fly up too fast.
- The power behind the winch is the Eaton PTO pump which has a lot of strength to unfoul the anchor under any situation.
- Typically we set a 5:1 or 7:1 all chain anchor (75 feet of 5/16 th chain on winch and 300 feet of 5/8 rode). Unless the water is quite deep, the 75ft of chain is sufficient although we have set the full chain and rode to hold fast in winds to 80 knots.
- We use a snubber at the waterline in all anchorages to reduce tension on the anchor due to wave action and wakes.
- If the snubber is not used, engage the stop pin on the winch drum.
- Always lock down the anchor and chain when underway.
Bow Thruster
- The 8HP hydraulic bow thruster is controlled by electronic joy sticks at the aft and main helm and by a mechanical valve at the bow pulpit. All are variable speed-touch sensitive.
- To provide more power to the thruster, increase throttle.
- The hydraulic bow thruster can be used for extended periods as it will not heat up or lose power (like electric thrusters)
- In high winds on the beam, do not rely solely on the bow thruster to get off a dock.
Electronics
- The Icom VHF Radio is DSC-connected and has a hailer-fog horn wired to it; it is used as the main radio. There is a handheld under the chart table with limited coverage and two additional fixed radios at the chart table and aft helm respectively.
- The Depth & Speed Sounder is connected to separate sounders on the port side near the middle of the vessel. The depth sounder is calibrated to read below the keel using 5 feet as the setting from the water line. The paddle wheel requires maintenance once in a while when fouled and this is easily done using the available plug when the paddle wheel is removed. Very little water will ingress during this procedure.
- The Radar RL70 is also a black and white chart plotter using C-Map cartridges. Presently it is used only as a radar when underway as the E-80 has a color chart plotter using Navionics charts
- The GPS (Global Positioning System) RN-300 is slaved to the E-80 and the R-125 GPS antenna. There is a spare GPS antenna which can be connected directly to the RN300 if the R125 fails. The RN300 is also used to set the anchor alarm which can also be set with the E-80 if a track is desirable.
- The Auto Pilot ST-6000 is set at the main helm with a repeater at the aft helm. It controls the rudder hydraulic RAM. The fluxgate compass is against the aft bulkhead in the engine room and is connected directly to the course computer under the main helm. As a back up, the main helm fluxgate compass can be wired through NMEA083 to the distributor box for the Raymarine instruments.
- The Chart Plotter - the E-80 uses Navionics Gold charts and is connected directly to the R125 GPS antenna. Senders for depth, camera and other instruments can also be wired to the E-80. The ethernet cable connects to a laptop with RNS 6.0 charting software. Routes and GPS can be transferred back and forth easily.
- The Aft helm is equipped with engine instruments, a separate fluxgate compass, a R-100 VHF radio, bow thruster joy stick and a multi-repeater to display readings for electronics in use at the main helm.
- Aft-facing camera: The LCD Screen is wired to the main instrument panel while the camera is wired to the aft helm panel. It is wireless transmission. Although reception can be poor with the sun directly on your stern, it does help when backing from the lower steering station and to keep track of boats passing in narrow channels.
ELECTRICAL SYSTEMS
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A lot of redundancy has been built into the electrical system. The boat can stay at anchor indefinitely with the use of the Solar panels and/or the genset. While underway, the big Balmar alternator will charge the house batteries quickly. The engine battery has its own alternator. Should one alternator fail, there is a parallell switch which will charge both battery banks when activated. All electricals are controlled by the main panel on the side of the chart table. Both analogue and digital monitors will tell you the state of the system and batteries.The main battery bank switches are also there. |
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Shore Power:
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Shore power inlets are on the starboard side. They are paralleled and will not take 2 sources of 110V. To connect:
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Genset:
The 9KW Norpro Genset provides DC power through the Xantrex Inverter/Charger. It runs quietly and is exhausted through the port side. To use the genset:
- Turn battery switch on (below Xantrex unit in forward cabin)
- Turn on genset at the Norpro panel, let genset go through its start-up process and come up to speed
- Select Genset switch on main panel ensuring that the LED is lit.
- Enable Charger on the Prosine2 panel
- Turn on 30A breaker on AC panel and select loads required
- Check that AC meter shows 110V + and that AC Amp Meter is active
- Check that water flows out of exhaust on port side
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Genset Control Panel |
Genset Battery Switch |
Norpro genset |
To shut down genset, reverse above process.
Solar Panels:
Two 120W solar panels are installed on the roof-top. They do not require maintenance and rain keeps them clean. They are washed with soap and rinsed when the boat is washed.
They are wired to a regulator which feeds directly the House Batteries. Care should be taken when handling the regulator as the voltage from the solar panels is 120V converted to 12V DC to the batteries. Should the batteries ever be changed to AGM, there is an insert for the regulator to change the charging formula.
Batteries and DC power:
The House Batteries are 4 Group 31 (115A) deep cycle batteries. Once a month, water levels in each cell of the batteries are checked and distilled water is added if necessary. There is little other maintenance as the battery posts are quite clean and free of corrosion.
The Engine Battery is a D-8 Deep Cycle starting battery which can generate 1700 cranking amp, quite sufficient for the starter. Again monthly maintenance is limited to checking water levels.
Charging Systems:
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The Nippon-Denso alternator is dedicated to the Engine Battery with charging capacity of 80 amps. The alternator belt (1 inch) should be checked regularly for tightness and wear (see maintenance schedule). The engine battery receives a trickle charge from the House Batteries when the engine is shut down through the Heart Interface Echo-Charger. The Balmar alternator (200 amps) is dedicated to the House Batteries and is very efficient. Again check the 2 - ½ inch belts for tightness and wear. The Xantrex Inverter-Charger is connected to the shore power and the genset. It is the main charging system while at a dock or on genset power. The Xantrex must be ON at the charging unit, the ProSine 2.0 panel must be activated either through Inverting or Charging as necessary if AC is desired on the boat. Once the unit is activated, the AC panel 30 A breaker must be ON and applicance breakers turned on as required. The Solar Panels are always charging when there is sufficient light and will provide up to 14 Amps. |
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Electrical panels:
The main electrical panel is by the lower helm with 16 DC and 8 AC breakers. The panel must be selected for House on the main selector switch/breaker above the main AC/DC panel.
The AC breakers support 30 Amps by turning on the first 30A breaker and selecting the services you need. All AC outlets are GFCI protected. Should more than 30A be used, the breaker will trip ensuring safety. The main inlets for AC Shore Power are also protected with a Guest Galvanic isolator to ensure proper grounding and prevent stray current..
The DC panel controls all sub-panels through 15A breakers. Ithe panel also contains services such as Anchor Lights, Running Light, Fresh Water Pump, Secondary Bilge Pump, Y-Valve Macerator, Fuel Transfer Pump to Day Tank, Engine Room Blower and Accessories (Windshield Wipers, Horn). There are also 3 spare breakers not currently used.
The sub-panels control lights and services for each dedicated location (Saloon, Forward Cabin, Aft Cabin, Aft Helm, Main Helm). All lights are controlled through the breakers and with individual switches at the light.
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Main Electrical AC/DC panel |
Main Engine and House Panel |
Inverter Control-Monitor |
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FUEL SYSTEM
Main fuel tanks (4):
Each tanl contains 95 USG (total 380 USG) with sight gages. Fuel fill is on the starboard side deck. The aft fill fitting is for the Port Side tanks while the fill closer to the bow is for the Starboard Side tanks. Both fill fittings have an overflow container with a return to the tanks airvents. CARE should be taken to fill the Port tanks first as there is a long hose to that side and it can airlock if the boat is listing slightly to Starboard. CARE should also be taken with high volume pumps to prevent the flow to the Port tanks from becoming airlock.
The tank vents are quite high and there is no fear of a spill from an overflow. All fittings are at the bottom of the tanks and lead to the Day tank (100 USG). The day tank can be filled by gravity (valve to be opened) or pumped through the Racor 900 for pre-filtration. Small containers are placed under the sight gages to capture any weepage.
Day Tank:
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Filling the Day tank requires activating the Transfer breaker on the main panel, opening the 3-way valve on the bulkhead by the Day tank and turning the pump on with the switch in the engine room. The flow of fuel is from the selected main tanks through the Racor 900 to the top of the Day tank. Monitoring the sight gage is important. The Day tank vent, while high, does not have an overfill container. Typically it will take 20 to 30 minutes to fill the tank from ¼ full. A timer is useful to keep track of the fill. |
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From the Day Tank, fuel flows to the engine through a manifolded Racor primary filter. The pressure gauge indicates how clean the filters are. Normally they will show between 0 and 5 psi. The filter used is normally changed every 300 hours of engine time. In an emergency, if the filter clogs up, the manifold is turned to the other filter or to both filters. On the engine itself are two fuel filters, one with water sensors. These are changed every 500 hours or more. The Racor filters' basket should be monitored for water or sludge. While very rare, at the start of a new season, there could have been water accumulation in the tanks and the filter will spin the water into the bowl which then needs to be drained. |
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RUNNING GEAR
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The propeller and rudder are protected by the full length keel and stainless steel shoe. There is a Spurr rope cutter on the shaft just ahead of the propeller. The shaft has a doughnut anode and the rudder a round 5 " anode. These are in addition to the 10 " grounding anode on the port side and the 12 " bonding Dynaplate copper plate. The propeller is a five blade 24 x 24 bronze Left Hand propeller. The shaft stuffing box is packed with waxed teflon tape and has two nipples for greasing. It is cooled with raw water with two valves for shut off. The stuffing box will normally leak a 1-2 drips a minute at rest and a bit more while underway. The stuffing box temperature should not normally exceed the temperature of the water where the boat is running. When necessary, you can empty the small area under the stuffing box of its water using the available hand pump. |
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MECHANICAL SYSTEMS/HYDRAULICS
The engine is equipped with a power-take-off hydraulic pump which provides power to:
- Main helm and aft helm
- Hydraulic wash down pump
- Bow thruster
- Anchor winch
- Rudder RAM
There is no need for bleeding the hydraulic system as it is on constant flow through the hydraulic fluid tank. There is a filter on the tank which should be changed every 1000 hours of running.
Hydraulics provide quiet and clean power. As it is a PTO, the more throttle you give to the engine the more power will get to the equipment. A pressure gauge is at the main helm. It will indicate when the hydraulic is being used and how much psi is being applied.
All equipment is serviced with a flow control valve which can be changed to increase or decrease flow as wanted. The Bow Thruster and the Anchor Winch both have mechanical flow valves at the bow pulpit in addition to electronic joy sticks at the main helm. The Bow Thruster also has a joystick at the aft helm. These control the mechanical valves and are progressive. So the amount of flow is controlled by how much the joystick is moved.
CRUISING / LIVING ABOARD
Propane:
There are two tanks in the aft deck locker on the starboard side. Each has a regulator (marine LPG standard) and the tank for the stove has a solenoid to shut it off. To activate the solenoid use the last breaker in the aft cabin panel. The LPG monitor is hooked to two sensors, one in the aft head and one in the bilge. The solenoid actuator on this panel has been disconected since it does not provide enough voltage to control the solenoid which is a new generation magnetic solenoid.
The second tank is used for the fridge in LPG mode. The solenoid is built into the fridge with a piezzo-electric starter. The LPG mode is used only at anchor and should not be used while underway.
Lines from the tanks are marine rated flexible hoses attached to copper piping running from the LPG locker to the galley. The locker is vented at the top and bottom. At each appliance, the copper piping is again hooked to flexible hoses to prevent vibration or chaff.
The tanks are standard 20lbs, exchangeable or re-fillable almost anywhere. They typically last 3 months or more.
Fridge:
The Norcold fridge is a 3-way fridge. With the genset or shorepower on, it can be used in the AC mode. The DC mode is used underway or at anchor; however, the fridge uses up to 8 amps on DC so the LPG mode is normally used at anchor.
WARNING: The fridge should never be left on LP while underway as the flame requires a level surface to be effective.
Stove:
The stove is propane and the solenoid must be activated by a breaker in the Aft Cabin for the flow to start. When not in use, always turn off the breaker. The small AA battery for the piezzo-electric starters is under the stove on the right side. A screwdriver is required to pop the battery out to replace it.
Microwave:
The GFCI outlet for the Microwave is inside the storage locker on which it sits. If the breaker pops, it needs to be reset at the outlet as well as the breaker panel. The microwave can run on the inverter if the batteries are at 90% however, the demand (typically 140 amps) sometimes requires AC through shorepower or the genset.
Room thermostat:
Temperature IN is the temperature inside the cabin. OUT is the temperature in the engine room. Battery is at the back and needs servicing once in a while (2 years).
Shower:
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There are two hot/cold showers on board, one at the swim platform and one in the aft cabin. Both showers has both hot and cold water. When the Water heater has been running with the engine coolant, care should be taken in using the hot water. The Heater will keep the water at 180 degrees for quite some time and such hot water can easily burn skin. The shower is drained in the shower sump which pumps its contents into the Grey Water tank. The sump should be cleaned (small filter) once every couple of months or so. It is accessible in the engine room. Using a 1:3 vinegar/water mix keeps it clean and free of odors. |
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Fresh Water:
The two water tanks are under the aft queen bed. They hold a little over 100 USG each. Fills are on either side of the step rising from the swim platform. Vents are also in the same location.
All fresh water used goes back to the Grey Water holding tank (62 USG); there is no overboard discharge except though the Y-Valve Macerator or Pumpout fitting.
A carbon filter is installed in-line with the cold water at the galley sink. All other water lines come directly from the water tanks, through the water pump and accumulator tank. Water piping is reinforced pvc colored red or blue.
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Accumulator Tank and Pump |
Hot Water Heater |
The pump comes on once the accumulator tank is emptied and may cycle once in a while. The Hot Water Tank is standard and is heated with engine coolant while underway or with 120V through the genset or shore power. The water will usually stay hot for more than 24 hours.
Heads
The two heads are Electrosan with macerators. To activate open the raw water valve on the side of the head and press on the black button on the floor to let water in and macerate. Both heads are normally kept shut as a safety precaution. Both heads also have raw water valves in the engine room which are normally left open but can be shut off if the hose should break.
The heads drain to the Black Water tank (62 USG)...
Holding tanks:
Both Grey (port side) and Black (starboard side) Holding tanks are FRP integral to the hull. There are cleanout plates for each. The Black water hoses were upgraded in 2006. A Bubbler was added to the Black water tank and can be switched on or off through the Accessory breaker on the DC panel in the forward cabin. The manufacturer recommends to leave it on all the time to prevent odors.
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The Y-valve is normally locked. The Waste outlet is on the starboard side by the main helm door. Where legal, the holding tanks can be emptied overboard through the Y-valve macerator pump after opening the valves for the holding tanks. The Macerator breaker must be selected on the main DC panel, then the on-off switch below the DC panel at the main helm can be activated. Once the outboard flow slows to a trickle, turn off the switch and the macerator breaker on the main panel. |
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The deck plate for the pump is on the starboard side forward of the sliding door to the main helm. Both tanks are controlled by valves in the engine room forward of the fuel Day Tank just beside the forward access door to the engine room.. To empty the tanks, open the valve for the black water tank first and when the tank is empty, open the grey water tank valve. While the grey water is being emptied, close the black water tank valve to prevent contamination of this tank from black water. Both tanks are directed to a single Y-valve for pumpout.
Wash Down Pump
The wash down hose is at the bow pulpit on a coil. The wash down pump is hydraulic and will only work when the engine is on. The valve to turn on the pump is inside the wet locker and requires a quarter turn. The oil flow noise will indicate the pump is on. |
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Heating / Cooling:
The Espar Diesel Furnace requires very little current once started and almost no fuel (a cup an hour). To use the furnace:
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Turn on the breaker on the main saloon panel (last breaker)
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Turn on thermostat and set temperature
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Espar Thermosat (black) |
Espar Diesel Furnace |
At start-up, the furnace comes on at high to heat up the glow plug. Once it has reached a level temperature it settles down and will cycle as required. The furnace exhaust is on the starboard side and will make noise. Do not put fenders too close to the exhaust as it will melt them.
The furnace requires no maintenance. The small fuel pump is very efficient and gets clean diesel from the day tank.
Clarion/Sirius radio:
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The Clarion radio has a CD player, is hooked up to an FM antenna as well as the Sirius antenna. An On/Off switch is inside the chart table to turn the radio on and spare the battery. It can be left on but will draw some power from the batteries unnecessarily. Switch on, turn the radio on and then the Sirius receiver. A subscription is required to maintain the Sirius service. The Sirius Radio ESN number for subscription is 003541709765. Two speakers are wired to the radio and more can be added. The radio is wired for auxiliary input. |
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TV:
The Flat screen TV in the forward cabin is also a PC screen. It is hooked to cable (starboard side of boat) and airwave reception through a small antenna. A DVD player is wired to the TV. Input for a PC can also be added.
Tank Tender:
The Wema tank tender on the outside wall of the forward head is wired as follows:
- Tank 1 Starboard Main fuel tanks
- Tank 2 Port Main Fuel tanks
- Tank 3 Day Fuel tank
- Tank 4 available
- Tank 5 available
- Tank 6 Starboard Water tank
- Tank 7 Port Water Tank
The accuracy of the senders is limited and therefore should only be used as basic indicators. All fuel tanks also have sight gages which are more reliable.
MAINTENANCE
Main Engine:
John Deere provides a detailed list for maintenance on the engine. Routine includes:
• Checking engine oil level (daily when travelling)
• Checking transmission oil level (daily when travelling)
• Checking/changing anodes on engine and transmission oil cooler every six months if in salt water
• Checking for any cracks or leaks on engine rubber hoses
• Checking for leaks on injectors and fuel lines
• Checking the raw water impeller once a year or if the engine temperature climbs above normal
• Checking that raw water flows out of exhaust (daily when travelling)
• Changing engine oil and oil filter after 300 hours of running (28 Liters of oil is required)
• Changing transmission oil and checking the transmission SS filter every 500 hours
Filters
• Day tank Racor 900: change after 50 hours of pumping fuel from main tanks
• Primary Racor 75/1000 MAX: change filter in use every 250 hours
• Engine fuel filters change everyt 500 hours
• Engine Air Filter clean every 500 hours
• Engine Oil filter change with oil change every 300 hours
• Engine belts unless damaged, change every 500 hours
• Transmission oil change every 500 hours, check SS basket when empty
• Genset Primary spin on filter change every 200 hours
• Genset fuel filter change every 400 hours
• Genset oil filter every 200 hours
• Genset oil change every 200 hours
• Genset belt change every 400 hours, check regularly
• Genset Air Filter change every 1000 hours
Every time the Engine and Transmission oil is changed it should be sent to a lab for analysis and should be compared to previous lab results.
Impellers:
The raw water impeller on the engine is checked seasonally or more often if debris has found its way through the raw water intake.
The genset raw water impeller receives its water through the main filtered seacock and should be checked every 100 hours or so
Batteries & Electrical
House Batteries are Group 31 Deep Cycle Wet Cells type. The water level should be checked every month or two to optimize the cells life. Normally up to a couple cups of distilled water is added to the four batteries. At this time.
The engine start battery is an 8D Wet Cell which also requires maintenance and water once every month or two.
Pumps:
The hydraulic raw water pump requires priming from the top once the boat is back in the water. This is only done if the pump has been emptied. At the valve, the flow of the pump can be modified through the pressure control.
The fresh water pump comes on to fill the accumulator tank. If the water tanks run dry, the pump will keep going until the motor burns out. When leaving the boat for extended periods, the breaker for the Water Pressure should be turned off.
There are two bilge pumps. The 3000 USG/hr pumps do not require priming. One is controlled by a breaker on the main panel, Bilge Pump. The other has an auto-off-manual switch at the front of the chart table which is wired directly to the batteries and is always on auto.
The manual bilge pump above the stuffing box is used to empty the bilge of water accumulated from the cooling of the stuffing box.