Albemarle 410 CONVERTIBLE Owner`s manual

41 CONVERTIBLE
OWNER’S MANUAL
Albemarle Boats
140 Midway DR.
P.O. Box 349
Edenton, NC 27932
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Print Date 6/2006
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410 Convertible
SAFETY INFORMATION
Your Albemarle manual has been written to include a number of safety instructions to assure the safe operation and maintenance
of your boat. These instructions are in the form of DANGER, WARNING, CAUTION, and NOTICE statements. The following definitions apply:
HAZARDS OR UNSAFE PRACTICES WHICH
COULD RESULT IN MINOR PERSONAL INJURY OR
PRODUCT AND PROPERTY DAMAGE.
HAZARDS OR UNSAFE PRACTICES WHICH
COULD RESULT IN SEVERE PERSONAL INJURY
OR DEATH.
IMMEDIATE HAZARDS WHICH WILL RESULT IN
SEVERE PERSONAL INJURY OR DEATH.
All instructions given in this book are as seen from the stern looking toward the bow, with starboard being to your right, and
port to your left. A glossary of boating terms is included.
IMPORTANT NOTE: Your boat uses internal combustion engines and flammable fuel. Every precaution has been taken
by Albemarle to reduce the risks associated with possible injury and damage from fire or explosion, but your own precaution
and good maintenance procedures are necessary in order to enjoy safe operation of your boat.
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BOAT INFORMATION
Please fill out the following information section and leave it in your Albemarle owner’s manual. This information
will be important for you and Albemarle service personnel to know, if you may need to call them for technical
assistance or service.
BOAT
MODEL:
HULL SERIAL #:
PURCHASE DATE:
DELIVERY DATE:
IGNITION KEYS #:
REGISTRATION #:
DRAFT:
WEIGHT:
BEAM:
VERTICAL CLEARANCE:
DOOR KEYS:
ENGINES
MAKE:
MODEL:
PORT SERIAL #:
STARBOARD SERIAL #:
TRANSMISSIONS
MAKE:
MODEL:
PORT SERIAL #:
STARBOARD SERIAL #:
RATIO:
GENERATOR
MAKE:
MODEL:
KILOWATTS:
SERIAL #:
PROPELLERS
MAKE:
BLADES:
DIAMETER/PITCH:
SHAFT:
AIR CONDITIONER
MAKE:
MODEL:
SERIAL #:
BTU OUTPUT:
DEALER
ALBEMARLE
NAME:
PHONE:
DEALER/PHONE:
REPRESENTATIVE:
SALESMAN:
ADDRESS:
SERVICE MANAGER:
ADDRESS:
ALBEMARLE E-MAIL:
DEALER E-MAIL:
Albemarle reserves the right to make changes and improvements in equipment, design and vendored equipment
items, at any time without notification.
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410 Convertible
CERTIFICATIONS & SPECIFICATIONS
(For Export Only)
To be in compliance with European directives for recreational boats as published by the International Organization for Standardization (ISO) in effect at the time this boat was manufactured, we are providing the following
information.
Manufacturer:
Name
Address
Zip Code:
Identification Numbers:
Hull Identification Number
Port Engine Serial Number
Starboard Engine Serial Number
Intended Design Category:
Ocean
Inshore
Offshore
Sheltered Waters
Weight and Maximum Capacities:
Unladen Weight - Kilograms (Pounds)
Maximum Load - Weight- Kilograms (Pounds)
Number of People
Maximum Rated Engine Horsepower - Kilowatts (Horsepower)
Certifications:
Certifications & Components Covered
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410 Convertible
IMPORTANT INFORMATION
All instructions given in this book are as seen from the stern
looking toward the bow with starboard being to your right, and
port to your left. The information and precautions listed in
this manual are not all inclusive. It may be general in nature
in some cases and detailed in others. The suppliers of some
of the major components such as engines, pumps, and appliances, provide their own owner’s manuals which have been
included with your boat. You should read the information in
this manual and the manuals of other suppliers completely and
have a thorough understanding of all component systems and
their proper operation before operating your boat.
REMEMBER - IT IS YOUR RESPONSIBILITY TO ENSURE
THAT YOUR BOAT IS SAFE FOR YOU AND YOUR PASSENGERS. ALWAYS EXERCISE GOOD COMMON SENSE
WHEN INSTALLING EQUIPMENT AND OPERATING THE
BOAT.
Warranty and Warranty Registration Cards
The Albemarle Limited Warranty Statement is included with
your boat. It has been written to be clearly stated and easily understood. If you have any questions after reading the
warranty, please contact the Albemarle Customer Service
Department.
Albemarle, engine manufactures, and the suppliers of major
components maintain their own manufacturer’s warranty and
service facilities. It is important that you properly complete
the warranty registration cards included with your boat and
engine(s) and mail them back to the manufacturer to register
your ownership. This should be done within 15 days of the
date of purchase and before the boat is put into service. A form
for recording this information is provided at the beginning of
this manual. This information will be important for you and
service personnel to know, if and when you may need service
or technical information.
IMPORTANT:
All boat manufacturers are required by the Federal Boat Safety
Act of 1971 to notify first time owners in the event any defect is
discovered “which creates a substantial risk of personal injury
to the public.” It is essential that we have your warranty
registration card complete with your name and mailing
address in our files so that we can comply with the law if it
should become necessary.
Product Changes
Albemarle is committed to the continuous improvement of our
boats. As a result, some of the equipment described in this
manual or pictured in the catalog may change or no longer be
available. Albemarle reserves the right to change standard
equipment, optional equipment and specifications without
notice or obligation. If you have questions about the equipment on your Albemarle, please contact the Albemarle Customer Service Department.
Service
All warranty repairs must be performed by an authorized
Albemarle Dealer. Should a problem develop that is related to
faulty workmanship or materials, as stated in the Limited Warranty, you should contact your Albemarle dealer to arrange for
the necessary repair. If you are not near your dealer or another
authorized Albemarle dealer or the dealer fails to remedy the
cause of the problem, then contact Albemarle within 15 days.
It is the boat owner’s responsibility to deliver the boat to
the dealer for warranty service.
The boat warranty registration requires the Hull Identification Number “HIN” which is located on the starboard side
of the transom, just below the rubrail. The engine warranty
registration requires the engine serial number(s). Please refer
to the engine owner’s manual for the location of the serial
number(s).
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OWNER’S / OPERATOR’S INFORMATION
Registration and Numbering
Federal law requires that all undocumented vessels equipped
with propulsion machinery be registered in the State of principal
use. A certificate of number will be issued upon registering
the boat. These numbers must be displayed on your boat. The
owner/operator of a boat must carry a valid certificate of number
whenever the boat is in use. When moved to a new State of
principal use, the certificate is valid for 60 days.
In order to be valid, the numbers must be installed to the
proper specifications. Check with your dealer or state boating authority for numbering requirements. The Coast Guard
issues the certificate of number in Alaska; all others are issued
by the state.
Insurance
In most States the boat owner is legally responsible for damages or injuries he or someone else operating the boat causes.
Responsible boaters carry adequate liability and property
damage insurance for their boat. You should also protect the
boat against physical damage and theft. Some States have laws
requiring minimum insurance coverage. Contact your dealer
or State boating authority for information on the insurance
requirements in your boating area.
Reporting Boating accidents
All boating accidents must be reported by the operator or owner
of the boat to the proper marine law enforcement authority for
the state in which the accident occurred. Immediate notification is required if a person dies or disappears as a result of a
recreational boating accident.
offer excellent boating educational programs. These courses
are worthwhile even for experienced boaters to sharpen your
skills or bring you up to date on current rules and regulations.
They can also help in providing local navigational information
when moving to a new boating area. Contact your dealer, State
Boating Authority or the Boating Safety Hotline, 800-368-5647
for further information on boating safety courses.
Required Equipment
U.S. Coast Guard regulations require certain equipment on each
boat. The Coast Guard also sets minimum safety standards for
vessels and associated equipment. To meet these standards
some of the equipment must be Coast Guard approved. “Coast
Guard Approved Equipment” has been determined to be in
compliance with USCG specifications and regulations relating
to performance, construction, or materials. The equipment
requirements vary according to the length, type of boat, and
the propulsion system. Some of the Coast Guard equipment
is described in the Safety Equipment chapter of this manual.
For a more detailed description, obtain “Federal Requirements
And Safety Tips For Recreational Boats” by contacting the
Boating Safety Hotline 800-368-5647 or your local marine
dealer or retailer.
Some state and local agencies impose similar equipment requirements on waters that do not fall under Coast Guard jurisdiction. These agencies may also require additional equipment
that is not required by the Coast Guard. Your dealer or local
boating authority can provide you with additional information
for the equipment requirements for your boating area.
If a person dies or there are injuries requiring more than first
aid, a formal report must be filed within 48 hours.
A formal report must be made within 10 days for accidents
involving more than $500.00 damage or the complete loss of
a boat.
A Boating Accident Report form is located near the back of
this manual to assist you in reporting an accident. If you need
additional information regarding accident reporting, please call
the Boating Safety Hotline, 800-368-5647.
Education
If you are not an experienced boater, we recommend that the
boat operator and other people that normally accompanies the
operator, enroll in a boating safety course. Organizations such
as the U.S. Power Squadrons, United States Coast Guard Auxiliary, State Boating Authorities and the American Red Cross
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TABLE OF CONTENTS
Chapter 1:
PROPULSION SYSTEM
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
General ................................................................................................................................................................................ 15
Drive Systems....................................................................................................................................................................... 15
Engine Exhaust System ........................................................................................................................................................ 15
Engine Cooling System ........................................................................................................................................................ 15
Oil Change Pump ................................................................................................................................................................. 16
Propellers ............................................................................................................................................................................. 17
Running Gear....................................................................................................................................................................... 18
Engine Instrumentation ....................................................................................................................................................... 19
Chapter 2:
HELM CONTROL SYSTEMS
2.1
2.2
2.3
2.4
2.5
2.6
2.7
General ................................................................................................................................................................................ 21
Engine Throttle and Shift Controls ...................................................................................................................................... 21
Engine Synchronizer ........................................................................................................................................................... 22
Neutral Safety Switch ........................................................................................................................................................... 22
Steering System .................................................................................................................................................................... 22
Trim Tabs ............................................................................................................................................................................ 23
Control Systems Maintenance ............................................................................................................................................. 23
Chapter 3:
FUEL SYSTEM
3.1
3.2
3.3
3.4
3.5
General ................................................................................................................................................................................ 27
Diesel Engine Fuel System .................................................................................................................................................. 28
Generator Fuel System ........................................................................................................................................................ 28
Fueling Instructions ............................................................................................................................................................. 29
Fuel System Maintenance .................................................................................................................................................... 29
Chapter 4:
ELECTRICAL SYSTEM
4.1 General ................................................................................................................................................................................ 31
4.2 12-Volt System ...................................................................................................................................................................... 31
4.3 240 and 120-Volt System ...................................................................................................................................................... 38
4.4 Generator .............................................................................................................................................................................. 41
4.5 Bonding System ..................................................................................................................................................................... 42
4.6 Electrical System Maintenance............................................................................................................................................ 42
Chapter 5:
FRESH WATER SYSTEM
5.1
5.2
5.3
5.4
5.5
General ................................................................................................................................................................................ 45
Fresh Water System Operation............................................................................................................................................. 45
Water Heater ....................................................................................................................................................................... 46
City Water Connection (Optional) ....................................................................................................................................... 46
Shower Operation ................................................................................................................................................................ 46
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TABLE OF CONTENTS
Chapter 5:
FRESH WATER SYSTEM (Continued)
5.6 Reverse Osmosis Filter (Optional) ...................................................................................................................................... 47
5.7 Fresh Water System Maintenance ........................................................................................................................................ 47
Chapter 6:
RAW WATER SYSTEM
6.1
6.2
6.3
6.4
6.5
General ................................................................................................................................................................................ 49
High Pressure Washdown ................................................................................................................................................... 49
Livewell ............................................................................................................................................................................... 50
Air Conditioning and Optional Freezer ............................................................................................................................... 50
Raw Water System Maintenance .......................................................................................................................................... 51
Chapter 7:
DRAINAGE SYSTEMS
7.1
7.2
7.3
7.4
7.5
7.6
General ................................................................................................................................................................................ 53
Hard Top or Tower Drains (Optional) ................................................................................................................................ 53
Bilge Drainage and High Water Alarms .............................................................................................................................. 53
Cockpit and Deck Drains ..................................................................................................................................................... 54
Cabin Drains ....................................................................................................................................................................... 54
Drainage System Maintenance ............................................................................................................................................ 55
Chapter 8:
VENTILATION SYSTEM
8.1
8.2
8.3
8.4
Cabin Ventilation ................................................................................................................................................................. 57
Carbon Monoxide and Proper Ventilation .......................................................................................................................... 57
Engine Compartment Ventilation ......................................................................................................................................... 58
Maintenance ........................................................................................................................................................................ 59
Chapter 9:
EXTERIOR EQUIPMENT
9.1
9.2
9.3
9.4
9.5
Deck .................................................................................................................................................................................... 61
Hull ..................................................................................................................................................................................... 62
Cockpit ............................................................................................................................................................................... 62
Flybridge and Helm ............................................................................................................................................................. 65
Half Tower and Tuna Tower ................................................................................................................................................. 67
Chapter 10:
INTERIOR EQUIPMENT
10.1
10.2
10.3
10.4
10.5
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Head Compartment & Marine Toilet ................................................................................................................................. 69
Galley ................................................................................................................................................................................ 70
Main Salon ......................................................................................................................................................................... 71
Cabin Air Conditioners ...................................................................................................................................................... 72
Second Stateroom ............................................................................................................................................................... 73
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Chapter 10:
INTERIOR EQUIPMENT
10.6 Master Stateroom ............................................................................................................................................................... 73
10.7 Cabin Woodwork ................................................................................................................................................................ 74
Chapter 11:
SAFETY EQUIPMENT
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9
General .............................................................................................................................................................................. 75
Engine Alarms ................................................................................................................................................................... 75
Neutral Safety Switch ......................................................................................................................................................... 75
Required Safety Equipment ................................................................................................................................................ 75
Automatic Fire Extinguishing System ............................................................................................................................... 77
Carbon Monoxide Monitoring System .............................................................................................................................. 78
First Aid ............................................................................................................................................................................. 79
Additional Safety Equipment.............................................................................................................................................. 79
Caution and Warning Labels ............................................................................................................................................. 80
Chapter 12:
OPERATION
12.1 General .............................................................................................................................................................................. 81
12.2 Rules of the Road ............................................................................................................................................................... 81
12.3 Pre-Cruise Check ............................................................................................................................................................... 83
12.4 Operating Your Boat .......................................................................................................................................................... 83
12.5 Docking, Anchoring and Mooring .................................................................................................................................... 85
12.6 Controls, Steering, or Propulsion System Failure: ............................................................................................................ 86
12.7 Collision ............................................................................................................................................................................. 86
12.8 Grounding, Towing and Rendering Assistance .................................................................................................................. 87
12.9 Flooding, or Capsizing ...................................................................................................................................................... 87
12.10 Fishing ............................................................................................................................................................................. 87
12.11 Man Overboard ................................................................................................................................................................ 87
12.12 Tower Operation (Optional) ............................................................................................................................................ 88
12.13 Trash Disposal ................................................................................................................................................................. 89
12.14 Transporting Your Boat .................................................................................................................................................... 89
Chapter 13:
ROUTINE MAINTENANCE
13.1
13.2
13.3
13.4
13.5
Exterior Hull and Deck ...................................................................................................................................................... 91
Upholstery, Canvas and Enclosures .................................................................................................................................. 93
Cabin Interior .................................................................................................................................................................... 94
Bilge and Engine Compartment......................................................................................................................................... 94
Drainage System ................................................................................................................................................................ 95
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TABLE OF CONTENTS
Chapter 14:
SEASONAL MAINTENANCE
14.1 Lay-up and Storage ............................................................................................................................................................. 97
14.2 Winterizing .......................................................................................................................................................................... 98
14.3 Recommissioning .............................................................................................................................................................. 100
Appendix A:
SCHEMATICS
Rudder Assembly ....................................................................................................................................................................... 115
Coupler Assembly ..................................................................................................................................................................... 115
Shaft Seal Assembly .................................................................................................................................................................. 116
Prop Assembly ........................................................................................................................................................................... 116
Appendix B:
GENERAL MAINTENANCE SCHEDULE AND LOG .......................................................................................... 119
Appendix C:
FLOAT PLAN....................................................................................................................................................................... 125
Appendix D:
BOATING ACCIDENT REPORT .................................................................................................................................. 128
Appendix E:
GLOSSARY OF TERMS ................................................................................................................................................. 129
Appendix F:
TROUBLESHOOTING GUIDE ..................................................................................................................................... 133
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410 Convertible
Chapter 1:
PROPULSION SYSTEM
1.1 General
The Albemarle 41 Convertible is designed to be powered with
twin diesel inboard engines. Each manufacturer of the various
marine power components provides an owner’s information
manual with their product. It is important that you read the
manuals very carefully and become familiar with the proper
care and operation of the engines and drive system. A warranty
registration card has been furnished with each new engine and
can be located in the engine owner’s manual. All information
requested on this card should be filled out completely by the
dealer and purchaser and then returned to the respective engine
manufacturer as soon as possible.
DO NOT ATTEMPT TO SERVICE ANY ENGINE OR
DRIVE COMPONENT WITHOUT BEING TOTALLY
FAMILIAR WITH THE SAFE AND PROPER SERVICE
PROCEDURES. CERTAIN MOVING PARTS ARE
EXPOSED AND CAN PROVE DANGEROUS TO
SOMEONE UNFAMILIAR WITH THE OPERATION
AND FUNCTION OF THE EQUIPMENT.
1.2 Drive Systems
On inboard propulsion systems, all shifting and gearing components are installed inside the hull. Only the propeller shafts
and associated equipment are under water. The engines are
mounted below the cabin floor. A transmission, also called a
gearbox, which performs desired shifting functions, is directly
coupled to each engine. The propeller shaft extends through
the hull and connects the transmission output coupling with the
propeller. The transmissions have built-in reduction gearing.
This gearing reduces the speed of the propeller in relation to
engine speed.
ALWAYS RETURN THE ENGINE THROTTLE LEVERS
TO THE EXTREME LOW SPEED POSITION BEFORE
SHIFTING. NEVER SHIFT THE UNIT WHILE THE
ENGINE SPEED IS ABOVE 1000 RPM.
Propulsion System
1.3 Engine Exhaust System
Engine exhaust exits the rear of the boat through the exhaust
system. The system consists of engine exhaust manifolds,
exhaust hoses, mufflers, and thru-hull exhaust fittings.
Inboard boats use the exhaust system to expel exhaust gases
and cooling water. A periodic inspection of the hoses, mufflers and related parts should be made to ensure that leaks or
heat deterioration have not resulted. Periodically inspect these
items for signs of deterioration or damage. Replace them as
necessary.
DO NOT INHALE EXHAUST FUMES! EXHAUST
C O N TA I N S C A R B O N M O N O X I D E T H AT
IS COLORLESS AND ODORLESS. CARBON
MONOXIDE IS A DANGEROUS GAS THAT IS
POTENTIALLY LETHAL.
1.4 Engine Cooling System
All transmissions require oil or fluid of some type for lubrication. This level should be checked at the same interval as the
engine oil level.
Your boat is equipped with transmissions supplied by the engine manufacturer. For details on the transmissions, refer to
the engine or transmission owner’s manual.
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All marine engines use surface water as a cooling medium.
The cooling water enters the system through a water intake in
the hull and is expelled through the exhaust system. Water is
pumped through the water inlets, circulated through the engine
block or heat exchanger, and relinquished with the exhaust
gases through the exhaust system. The water pump uses a small
impeller made of synthetic rubber. The impeller and water
pump cannot run dry for more than a few seconds.
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Inboard engines use a thru-hull water intake scoop and strainer.
This strainer is located on the hull bottom and must be kept
free of mud, weeds and other debris. A ball valve is provided
on each intake thru-hull. Be sure these valves are in the open
position before operating the boat engines.
The strainers should be visually inspected each time the boat
is hauled for accumulation of marine growth, weeds, and
other foreign objects. If clogged or dirty, the strainer should
be cleaned.
A CLOGGED SEA STRAINER CAN RESTRICT THE
SUPPLY OF COOLING WATER TO THE ENGINE AND
EXHAUST COMPONENTS, WHICH COULD RESULT
IN SEVERE ENGINE AND EXHAUST SYSTEM
DAMAGE.
External Engine Sea Strainer
Cleaning the sea strainers
•
Make sure the boat is properly blocked and supported.
•
Remove the safety ring and clevis pin at the rear of the
strainer.
•
Open the access door and remove debris or marine growth.
Thoroughly flush the screen and the inside of the strainer
to remove foreign matter.
•
Close the access door and install the clevis pin and safety
ring.
SHOULD AN ENGINE INTAKE, EXHAUST OR
COOLING HOSE RUPTURE, TURN OFF THE
ENGINE AND CLOSE THE ENGINE WATER INTAKE
VALVE IMMEDIATELY. PROCEED, UNDER TOW
IF NECESSARY, TO A SERVICE FACILITY FOR
APPROPRIATE REPAIRS. MAINTAIN A CLOSE
VISUAL WATCH ON THE PROBLEM HOSE AND THE
BILGE WATER LEVEL.
Inboard boats utilize an exhaust hose to relinquish cooling
water. A periodic inspection of the hose, mufflers and related
parts should be made to ensure that leaks or heat deterioration
have not resulted.
A “freshwater” or “closed” cooling system that is cooled by
a heat exchanger and the seawater cooling system provides
adequate engine cooling without exposing the internal engine
cooling system to the harmful effects of surface water. This
system is standard with all diesel engines. The engine owner’s
manual provides additional information regarding the service
and maintenance of this equipment.
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Engine Oil Change System
1.5 Oil Change Pump
Your boat is equipped with an oil change pump system designed
to change and fill the engine oil in the main engines and the
generator. It is mounted in the engine compartment aft of the
starboard engine.
The system is designed with a manifold system that enables one
pump to service multiple engines. Oil hoses are run from the
engine oil pan fitting directly to valves on the manifold. The
valves are labeled and are used select the engine to be serviced.
The reversible pump is controlled by a switch near the valves.
In one direction it will pump oil out of the engines. In the other
direction it will pump fresh oil into the engines.
Draining Oil from Engines
Place the drain/ fill hose in an empty container. Open the valve
on the manifold which connects to the engine to be serviced.
Switch the pump to draw oil from the engine. (Push the switch
away from manifold) Repeat this process for each engine or
generator to be serviced.
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Filling/ Adding Oil to Engine(s):
Place the drain/ fill hose into a container of new oil. Open
the valve on the manifold which connects to the engine to be
serviced. Switch the pump to draw oil from the new oil container. (Push the switch toward the manifold) NOTE: Operate
pump with only one valve open at a time. Be sure that a valve
is open prior to pump operation. Be sure to close all valves
when oil change is completed. (Handle pointed down - valve
open) (Handle pointed to the side - valve closed)
Refer to the oil change system owner’s manual for specific
information on the system installed in you boat. It is important
that you completely understand the operation of the pump and
valves before using the system.
1.6 Propellers
When the boats are shipped, the propellers are factory installed.
Should it be necessary to change propellers, always use an appropriate removal tool or “Prop Puller.” Do not attempt removal
using a hammer. Damage to the propeller, propeller shaft, or
transmission can result.
A few simple steps will enable you to install a propeller. First,
make sure that no burrs or rough edges exist on the shaft, key,
and both keyways. Try the key into the keyways. It must
slide freely into position without having side play. It might
be necessary to file the key with a flat file to create the correct
tolerance.
To ensure the proper fit of your propeller, follow these procedures:
Step 1:
Without the key installed, slip the propeller on the
shaft by hand as far as it will go. Mark the location
at the front of the hub with a dry-marker and remove
the propeller.
Step 2:
Install the key in the shaft.
Step 3:
Again, slide the propeller into position by hand.
Please note that the key should not extend beyond
the forward edge of the propeller hub. The propeller should reach the same spot as before. If it does
not, the key has probably moved up the keyway, or
the key does not fit properly in one or both of the
keyways.
Step 4:
Install the propeller nuts. When installing the shaft
nuts, take care not to tighten them too much. Do not
force the nut into a tighter position by using a hammer or extension on the arm of the wrench. Tighten
the thin nut, then lock the wide nut tight against the
thin nut and insert the cotter pin.
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Propeller Installation
If not properly installed, the propeller will be off balance and
this is a frequent cause of vibration. It could also cause the
propeller hub to split.
DO NOT ATTEMPT TO OPERATE THE BOAT IF THE
PROPELLER DOES NOT FIT PROPERLY ON THE
SHAFT. PROBLEMS SUCH AS SHAFT VIBRATION,
PROPELLER HUB FAILURE OR SHAFT FAILURE
MAY OCCUR.
Your boat was shipped with propellers that typically provide
optimum performance for your boat. However there are factors that can affect performance and propeller requirements.
Some are as follows:
•
It is extremely important that the boat is propped to run at
or very near the recommended top RPM with an average
load. If the top RPM is above or below the recommend
range, the propellers must be changed to prevent loss of
performance and possible engine damage.
•
Large diesel engines can be damaged and the warranty
void if the boat is not propped correctly. Always consult
your Albemarle or authorized engine service dealer when
making changes to the propellers or if the boat does not
run near the top recommended RPM.
•
The addition of a Marlin or Tuna tower, heavy equipment
like life rafts, personal water craft, additional coolers,
etc., can will cause additional load on the engines.
Consequently, different propellers will be required.
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•
Before changing propellers to correct boat performance
problems, be sure other factors such as engine tuning,
bottom and running gear growth, etc., are not the source
of performance changes. You also should be sure the load
conditions are those normally experienced. If the boat
ran in the required RPM range when it was new and you
have not added any additional gear or heavy equipment and
have not damaged the propellers, there is a good chance
the propellers are not the problem.
Propeller Shaft Seal
KEEP AWAY FROM THE PROPULSION MACHINERY
DURING ITS OPERATION OR WHENEVER THE
BOAT IS IN MOTION. MOVEMENT OF WATER PAST
A PROPELLER CAN CAUSE THE PROPELLER,
SHAFT AND OTHER PROPULSION MACHINERY TO
ROTATE EVEN IF THAT EQUIPMENT IS NOT BEING
OPERATED INTENTIONALLY.
1.7 Running Gear
Shaft Logs and Dripless Seal
The shaft logs, which are fastened into the hull bottom, allow
the propeller shaft to extend and rotate through the hull. The
shaft log is equipped with a special “Dripless” propeller shaft
seal. To lubricate this seal, sea water from the engine cooling
system is injected into the shaft seal through a hose that is
connected to the engine and the shaft seal housing.
The shaft seal must have positive water injection any time the
propeller shaft is rotating. The water flow to the seal should
be tested annually by removing the water injection hose from
the seal fitting and running the engine at idle with the transmission in neutral. There should be a positive flow of water
from the hose. If no water is flowing from the hose, contact
your dealer or the Albemarle Customer Relations Department
before operating your boat. Some water will leak into the
bilge from the hose fitting on the seal assembly during this
test. The hose should immediately be reattached and the hose
clamps tightened securely when the test is completed. Please
refer to the seal manufacturer owner’s manual for additional
information on the shaft seal.
Proper performance of the shaft seal is directly dependent upon
correct propeller shaft alignment. Propeller damage, a bent strut
or shaft, or abnormal wear, settling, etc. are common reasons
for misalignment. This can cause such problems as repeated
shaft leakage, excess seal wear, shaft log and assembly damage,
premature strut bearing wear, etc. It is, therefore, important
that the alignment be periodically checked and adjustments are
made when necessary.
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ALWAYS BE SURE TO USE THE SHAFT REMOVAL
SLEEVE AND FOLLOWTHE SEAL MANUFACTURER’S
INSTRUCTIONS WHEN REMOVING OR INSTALLING
A PROPELLER SHAFT. IMPROPERLY REMOVING
OR INSTALLING A PROPELLER SHAFT CAN
PERMANENTLY DAMAGE THE SHAFT SEAL AND
CAUSE IT TO LEAK.
Struts
The struts are the metal castings bolted to the bottom of the
hull to secure the aft end of the propeller shafts. A replaceable
cutlass bearing, also called a strut bearing, is used to minimize
shaft wear. The strut bearing should be inspected once a year,
or whenever the boat is hauled, to ensure that there has been no
damage or deterioration and that the strut bearing is not worn
excessively. Upon inspection of the bearing, a small amount
of play between the propeller shaft and bearing, .008” to .010”,
is normal. This gap allows water to pass between the bearing
and the shaft to lubricate the bearing surface. If the rubber
bearing shows signs of deterioration or excessive wear, greater
than .015” play between the bearing and the shaft surfaces,
the bearing should be replaced and you should contact your
Albemarle dealer. It is advisable, during lay-up periods, to
insert some castor oil into the rubber bearing to keep it from
“freezing” to the shaft. Never use machine oil or grease on
the rubber bearing.
THE OPERATION OF THE BOAT IN HEAVILY
SILTED OR POLLUTED WATER, WITH A DAMAGED
PROPELLER, A DAMAGED PROPELLER SHAFT
OR WITH THE ENGINE OUT OF ALIGNMENT, CAN
SIGNIFICANTLY SHORTEN THE LIFE OF THE STRUT
BEARING. IF YOU EXPERIENCE ANY OF THESE
SITUATIONS, THE BEARING SHOULD BE CHECKED
MORE FREQUENTLY.
ALWAYS CHECK THE ENGINE ALIGNMENT AFTER
REPLACING THE STRUT BEARING.
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Propeller Shaft Alignment
The propeller shaft coupling and the transmission coupling
should be checked for proper alignment beginning with the first
launching, again after 20 hours of engine operation, and annually thereafter. The alignment should especially be checked if
noise or vibration occurs.
Excessive vibration, abnormal strut bearing wear, or broken
propeller shaft coupling bolts are an indication of misalignment.
Misalignment can also cause severe damage to the shaft log,
strut, shaft and the engine transmission. Realignment should
only be performed by a qualified service person.
Propeller Shaft Coupling
The correct procedure for checking the shaft alignment so a
boat owner can determine if service work is required, is as
follows:
Step 1:
Remove the bolts that secure the propeller shaft
flanges.
Step 2:
Hold the propeller shaft flange firmly against the
transmission flange.
Step 3:
Try to insert a .004” feeler gauge at the top, the
bottom and at both sides between the flanges. If
it can be easily inserted between the flanges in any
area, try inserting a larger feeler gauge until you
determine the amount of variance.
Step 4:
While holding the transmission flange, turn the
prop shaft 90 degrees and repeat step 3. A straight
shaft in proper alignment will not allow the insertion of a feeler gauge larger than .004”, regardless
of the prop shaft position.
Step 5:
If a gap larger than .004” is found and the gap
moves as the shaft flange is rotated, the flange or
the prop shaft is bent out of tolerance and must
be replaced or removed and straightened. If the
gap remains at the same position regardless of the
propeller shaft rotated position, the engine must
be realigned. At this point, an Albemarle dealer
should be contacted.
NOTE: The boat should always be at rest in the water when
checking or aligning the propeller shaft.
MAKE SURE THE PROPELLER SHAFT FLANGE
BOLTS ARE TIGHTENED SECURELY AFTER
CHECKING THE ENGINE ALIGNMENT AND BEFORE
OPERATING THE BOAT.
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Cat Marine Power Display (MPD)
NOTE: Lifting the boat with lifting straps over the prop
shafts will cause the shafts to become bent. Always
position lifting straps so they are clear of the running gear.
1.8 Engine Instrumentation
The helm station is equipped with a set of engine instruments
and/or alarms. These instruments allow the pilot to monitor
the engine operational conditions. Close observation of these
instruments allows the pilot to operate the engines at the most
efficient level and could save the engines from serious costly
damage. The instrumentation is unique to the type of inboard
motors installed on your Albemarle and is typically built into
the electronic engine monitor and display system. Some or all
of the following gauges may be present.
Tachometer
The tachometer displays the speed of the engine in revolutions
per minute (RPM). This speed is not the boat speed nor necessarily the speed of the propeller. The tachometer may not
register zero with the key in the “OFF” position.
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NEVER EXCEED THE MAXIMUM RECOMMENDED
OPERATION RPM OF THE ENGINE. MAINTAINING
MAXIMUM, OR CLOSE TO MAXIMUM RPM FOR
EXTENDED PERIODS CAN REDUCE THE LIFE OF
THE ENGINE.
Temperature Gauge
The temperature gauge indicates the temperature of the engine
cooling system. A sudden increase in the temperature could signal a blocked cooling passage or a water pump malfunction
CONTINUED OPERATION OF AN OVERHEATED
ENGINE CAN RESULT IN ENGINE SEIZURE. IF
AN UNUSUALLY HIGH TEMPERATURE READING
OCCURS, SHUT THE ENGINE OFF IMMEDIATELY.
T H E N I N V E S T I G AT E A N D C O R R E C T T H E
PROBLEM.
Oil Pressure Gauge
The oil pressure gauge monitors the engine lubrication system
pressure. The oil pressure indicated when the engine is new is
usually the reference for normal oil pressure for that engine.
A drop in oil pressure is a possible indication of oil pump
problems, a leak or fuel diluted oil..
Fuel Gauge
The fuel gauge indicates the amount of fuel in the fuel tank.
This gauge is merely a relative indication of the available fuel
supply and not a calibrated instrument.
Voltmeter
The voltmeter displays the voltage for the battery and the charging system. The normal voltage is 11 to 12.5 volts with the
engine off, and 13 to 14.5 volts with the engine running.
Hour Meter
The hour meter keeps a record of the operating time for the
engine. The hour meters are typically built into the engine
electronic monitor and display panel.
Rudder Position Indicator (Optional)
The rudder position indicator shows the current position of
the rudders. The rudder indicator gauge is not a calibrated
instrument and is intended to show the approximate position
of the rudders, primarily as a reference when maneuvering in
tight quarters. Wind and currents will cause a deviation in the
rudder indicator reading.
Depth Gauge (Optional)
The depth gauge indicates the depth of the water below the
bottom of the boat.
Fuel Management
Fuel management systems are optional and could be installed
on your boat. The fuel management gauge is used to moni20
tor the gallons per hour and also total gallons used. Some
fuel management systems are built into the engine electronic
monitor and display panels. If you have a fuel management
system installed on your boat, please refer to the engine or fuel
management manual for information on that system.
Engine Alarm
Most inboard engines are equipped with an audible alarm system mounted in the helm area that monitors selected critical
engine systems. The alarm will sound if one of these systems
begins to fail. Refer to the engine owner’s manual for information on the alarms installed with your engine.
If an engine alarm sounds, immediately shut off the engine
until the problem is found and corrected.
Cat Marine Power Display (MPD)
The Cat Marine Power Display for each engine is installed with
most Caterpillar engines. It is a simple to operate, self-contained engine monitoring and display system that provides more
information to the operator than previously available engine
monitoring systems. It monitors RPM, oil pressure, coolant
temperature, battery voltage, turbo boost pressure, transmission temperature, transmission pressure, fuel consumption and
water in the fuel filter. If there is a problem with one of these
systems, it will sound an alarm and a diagnostic flag appears
on the screen until the problem is found and resolved.
A configuration screen and sealed control buttons allow the
operator to select different users, English or Metric units, and
the type of display format. Screen format options include
simulated gauge, digital, and bar graph. Additionally, you
can view current engine totals for the current trip or the life of
the engine. Refer to the Cat Marine Power Display owner’s
manual for detailed information on the features and operation
of MPD.
Compass
The compass is on the forward flybridge, forward of the helm.
To adjust the compass for your area, read the instructions on
“Compass Compensation” given to you in the literature packet.
The compass cannot be adjusted accurately at the factory because it must be compensated for the influence of the electrical
equipment and electronics unique to your boat. Therefore, the
compass should be adjusted by a professional after the electronics are installed and before operating the boat.
Instrument Maintenance
Electrical protection for instruments and ignition circuitry is
provided by circuit breakers located on the engines. The ignition switch and instrument wire connectors should be sprayed
periodically with a contact cleaner/lubricant. The ignition
switch and all instruments, controls, etc. should be protected
from the weather when not in use. Excessive exposure can
lead to gauge and ignition switch difficulties.
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Chapter 2:
HELM CONTROL SYSTEMS
2.1 General
The helm controls consist of three systems: the engine throttle
and shift controls, the steering system, and the trim tab control
switches. These systems provide the operator with the ability
to control the direction and attitude of the boat from the helm
station.
Each manufacturer of the control components provides an
owner’s manual with its product. It is important that you read
the manuals and become familiar with the proper care and
operation of the control systems.
2.2 Engine Throttle and Shift
Controls
Flybridge Engine Controls and Helm
Your boat is equipped with electronic engine controls. The
shift and throttle control features may vary depending on the
engines used. The following control description is typical
of most engine and control installations. Refer to the engine
or control manuals for specific information on the controls
installed on your boat.
The custom flybridge helm pod is designed for single lever
side mount electronic engine throttle and shift controls. If
your boat is equipped with an optional tower, the tower station will typically be equipped with a binnacle style control
with a single lever for each engine. The electronic control
system consists of four major components: the helm throttle
and shift controls, the electronic control head and key pad, the
control processor, and the throttle and shift control servos on
the engines. The system is completely electronic and there are
no cables. Movement of the helm control arm sends a signal
to the control processor, located in the engine compartment,
that operates the engine throttle or transmission control lever.
The controls have a single lever for each engine that operates
as a gear shift and a throttle. General operation will include
a position for neutral (straight up and down or slightly aft of
vertical), a forward position (the 1st detent forward of neutral),
and a reverse position (the 1st detent aft of neutral). Advancing
the control lever beyond the shift range advances the throttle
in forward or reverse. Each control is equipped with a means
of permitting the engine to be operated at a higher than idle
RPM while in neutral for cold starting and warm-up purposes.
The control levers are equipped with adjustable control head
detent and friction settings.
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Flybridge Engine Control Head and Control Power Switch
The control head key pad has integrated switches and indicator lights which allow the operator to control all aspects of the
boat’s propulsion system. The most common features activated
or monitored by the keypad are:
•
Gear lockout, which allows the engine RPM to be advanced
in neutral safely.
•
High idle and slow speed modes which allow the operator
to make small adjustments to engine speed without moving
the main control levers.
21
•
Battery voltage warning indicator that warns the operator
of high or low voltage supplied to the system.
•
System diagnostic warning indicator that monitors many
parameters and warns you when conditions fall outside
suitable operating range.
•
Gear position indicating lights that let you know that the
transmission has shifted into the appropriate gear .
•
Audible neutral indicator. An audible alert sounds when
the transmission has been shifted into neutral.
•
Control head light dimmer that allows you to adjust the
control head lights for each station individually.
•
Station transfer that allows the operator to transfer control
from one station to another with the push of a button.
•
An engine synchronization feature that automatically
keeps both engines at the same RPM when this feature is
activated.
•
Trolling valve control, which enables you to control the
speed of the propeller with the engines idling if your
transmissions are equipped with this feature.
These features and others not mentioned require specific procedures to activate and operate them properly. Some of the
procedures are unique to the engines, drive system and other
options installed on your boat. It is essential that you read the
owner’s manual for the controls and be completely familiar
with their operation before using your boat.
2.3 Engine Synchronizer
During most operations of a twin engine boat, it is advantageous for both engines to be operated at the same RPM. This
reduces noise and vibration and can increase engine efficiency.
Setting the throttles so that the engines are running the same
RPM (synchronized) can be done by listening to the engine
sounds, or with the engine synchronizer built into the control
system. A light in the control head key pad will indicate when
this feature has been activated. Attempting to synchronize the
engines solely by using the tachometer readings or control
lever placement generally will not work. When the engines
are in proper synchronization, the throttle levers may not necessarily be even. Please refer to the engine control owner’s
manual for detailed information on the operation of the engine
synchronizer.
2.4 Neutral Safety Switch
Every control system has a neutral safety switch. This device
prohibits the engine from being started while the shift lever is in
22
any position other than the neutral position. If the engine will
not start, slight movement of the shift lever may be necessary
to locate the neutral position and disengage the safety cutout
switch. Control system adjustments may be required to correct
this condition, should it persist. See your Albemarle dealer for
necessary control adjustments.
The neutral safety switch should be tested periodically to ensure
that it is operating properly. To test the neutral safety switch,
move the shift levers to the forward position with the engines
off. Make sure the throttle levers are set to the idle position.
Activate the starter switch for each engine just long enough to
briefly engage the starter. Do not hold the starter switch in
the start position long enough to start the engine. The starter
should not engage for either engine. Repeat this test with the
shift levers in reverse and the engine throttles at idle. Again,
the starter should not engage for either engine. If the starter
for either engine engages with the shift controls in any position
other than the neutral position, then the neutral safety switch is
not functioning properly and you should contact your dealer and
have the neutral safety switch repaired by a qualified technician
before using your boat. If an engine starts in gear during this
test, immediately move the shift levers to the neutral position
and turn the engines off.
IN SOME SITUATIONS, IT MAY BE POSSIBLE
TO ACCIDENTALLY START THE ENGINES IN
GEAR WITH THE THROTTLES ABOVE IDLE IF
THE NEUTRAL SAFETY SWITCHES ARE NOT
OPERATING PROPERLY. THIS WOULD CAUSE
THE BOAT TO ACCELERATE UNEXPECTEDLY IN
FORWARD OR REVERSE AND COULD RESULT IN
LOSS OF CONTROL, DAMAGE TO THE BOAT, OR
INJURY TO PASSENGERS. ALWAYS TEST EACH
NEUTRAL SAFETY SWITCH PERIODICALLY AND
CORRECT ANY PROBLEMS BEFORE USING THE
BOAT.
2.5 Steering System
The steering system in your boat is a power assisted, hydraulic
system. Hydraulic power steering uses a hydraulic pump driven
by the starboard engine to provide the “POWER” for the power
steering system. A manual hydraulic steering system consisting
of a standard helm and a hydraulic steering cylinder, (fitted with
an integral servo cylinder and a power steering valve) supplies
the “control” portion of the power steering system.
Under normal conditions, with engines running, a pressurized
hydraulic oil supply is in a standby mode, ready to be directed
to the steering cylinder as dictated by the steering wheel, servo
cylinder and power steering valve. Turning the steering wheel
left or right causes the power system to go from ‘standby’ into
‘operating’ mode and pumps the fluid in the hydraulic hoses
410 Convertible
which activates the hydraulic cylinder causing the rudders to
turn. A slight clicking sound may be heard as the wheel is
turned. This sound is the opening and closing of valves in
the helm unit and is normal. In the event of a power source
failure, hydraulic oil is automatically pumped directly from the
steering helm into the servo and steering cylinder, providing
the helmsman with manual backup steering
An engine room mounted oil reservoir allows easy system fill
and assists the in-line oil cooler in cooling the hydraulic oil. An
in-line oil filter helps protect the steering system components
against contaminants. It is important that the fluid level in the
reservoir is checked frequently and maintained at or near the
maximum level and that the pressure in the reservoir is between
25 and 35 PSI, as indicated by the gauge on the top of valve.
Refer to the manufacturer owner’s manual for specific information on the operation and maintenance for the steering
system.
Dual engine inboard boats have two rudders which are offset
from the propeller shaft center line to allow shaft removal without having to remove the rudders. They are coupled together at
the tiller arms by a tie bar. The rudders are toed-in 1/4” at the
front to provide maximum stability on straight ahead runs and
proper tracking through corners. Rudder or steering system
damage may require the rudders to be realigned.
2.6 Trim Tabs
The trim tabs are recessed into the hull on the transom. Dual
rocker switches in the helm switch panel, below the helm, are
used to control the trim tabs. The switches are labeled and control bow up and down movements. They also control starboard
and port up and down movements. Bow up and bow down will
control the hull planing attitude, while port and starboard up
and down provides control for the hull listing.
Before leaving the dock, make sure that the tabs are in the full
“UP” position by holding the control in the bow up position
for ten (10) seconds.
Always establish the intended heading and cruise speed before
attempting to adjust the hull attitude with the trim tabs. After
stabilizing speed and direction, move the trim tabs to achieve
a level side to side running attitude being careful not to over
trim.
After depressing a trim tab switch, always wait a few seconds
for the change in the trim plane to take effect. Avoid depressing the switch while awaiting the trim plane reaction. By
the time the effect is noticeable the trim tab plane will have
moved too far and thus the boat will be in an overcompensated
position.
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Trim Tab Switch
When running at a speed that will result in the boat falling off
plane, lowering the tabs slightly, bow down, will improve the
running angle and operating efficiency. Too much bow down
tabs can reduce operating efficiency and cause substantial
steering and handling difficulties.
Be extremely careful when operating in a following sea. The
effect of trim tabs is amplified under such conditions. Steering and handling difficulties can result from improper trim tab
usage, particularly in a following sea. Always raise the tabs to
the full bow up position in these conditions.
When running at high speeds be sure that the tabs are in
the full “UP” position. Only enough trim plane action should
be used to compensate for any listing. Trim tabs are extremely
sensitive at high speeds. Adjust for this and be prepared to slow
down if difficulties arise.
When running into a chop, a slight bow down attitude will
improve the ride. Be careful not to over trim. Handling difficulties may result.
2.7 Control Systems Maintenance
Control Maintenance
Periodic inspection of the control systems and all connections
should be made. Signs of rust, corrosion, wear, or other deterioration should be serviced immediately. Generally, periodic
lubrication of all moving parts and connections with a light
waterproof grease is in order.
23
Lubrication should be performed as often as necessary to keep
the system operating smoothly.
Control system adjustments may become necessary. If adjustment becomes necessary, see your Albemarle dealer.
D O N O T AT T E M P T C O N T R O L S Y S T E M
ADJUSTMENTS UNLESS YOU ARE FAMILIAR WITH
CONTROL SYSTEM SERVICING PROCEDURES.
CAN CAUSE LOSS OF CONTROL AND SEVERE
ENGINE OR TRANSMISSION DAMAGE.
Steering System Maintenance
A periodic inspection of all steering hoses, linkage and helm
assemblies should be made. Signs of corrosion, cracking,
loosening of fastenings, excessive wear, or deterioration should
be corrected immediately.
Steering Cylinder and Rudder Port
Generally, periodic lubrication of all moving parts and connections with a light waterproof grease is in order. Failure to
do so could lead to steering system failure that would result
in loss of control.
Check the hydraulic hoses and fittings for chaffing, rub marks
and leaks. Replace if necessary.
The power steering system is equipped with a spin on cartridge
stye oil filter that keeps the system free from contaminants.
The filter should be changed at 50 hours and once a year
thereafter.
The steering fluid level in the reservoir should be checked
frequently and maintained at or near the maximum level. The
pressure in the reservoir also should be checked and kept at 25
to 35 PSI. If steering fluid is required, make sure you relive
the pressure in the reservoir and follow the instructions in the
steering system owner’s manual exactly. A bicycle pump can
be used to pressurize the system.
When new, or after repairs, hydraulic steering systems may
need to have all air purged from the system. Only use hydraulic
steering fluid recommended by the steering system manufacturer. Difficult steering and premature seal failure can result
if the wrong fluid is used in the steering system. Review the
information provided by the steering system manufacturer
for proper specifications and details on system service and
maintenance.
The boat also should be inspected periodically for leakage
around the rudder ports. The rudder ports contain a lip seal
that provides 100% water tight operation. The seals are selflubricating and require no maintenance. If a rudder port is
24
Steering System Reservoir
found to be leaking, please contact your Albemarle dealer or
the Albemarle Customer Service Department.
If the rudders have to be removed for any reason, the red plastic
seal protector must be used to prevent the keyway in the rudder shaft from damaging the lip seal in the rudder port. The
seal protectors are shipped with the boat. Always inspect the
rudder ports for leakage when the boat is launched and at least
once a month thereafter.
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Trim Tab Maintenance
Marine growth can interfere with the proper operation of the
trim tab planes and actuators. To reduce problems due to
marine growth, always return the trim tabs to the full “UP”
position after operating the boat and periodically inspect and
clean marine growth from the actuators and planes.
The trim tab fluid should be checked often. Keep the fluid level
between the marks on the trim tab pump reservoir.
If your boat will be left in saltwater for extended periods, it
will be necessary to install zinc anodes on the trim tab planes
to prevent galvanic corrosion. Galvanic corrosion is the corrosion process occurring when different metals are submerged
in an electrolyte. Sea water is an electrolyte and submerged
metal components must be properly protected. The anodes
will need to be monitored and changed when they are 75% of
their original size.
Trim Tab Pump in Stern Bilge
Refer to the trim tab owner’s manual for additional maintenance
information, fluid specifications and operating instructions.
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INTENTIONALLY
26
410 Convertible
Chapter 3:
FUEL SYSTEM
3.1 General
The fuel system used in Albemarle boats is designed to meet
or exceed the requirements of the U.S. Coast Guard, the Boating Industry Association, and The American Boat and Yacht
Council in effect at the time of manufacture.
All fuel systems have been factory inspected and pressure
tested in accordance with regulations in effect at the time of
manufacture. This inspection assures that the system is air tight,
leak proof and safe. It is the responsibility of the purchaser
to maintain it in that condition. Make frequent inspections
to assure that no deterioration or loosening of connections is
resulting from vibration.
Fuel Withdrawal Tubes
The fuel withdrawal tubes are positioned in the fuel tank to
achieve optimum fuel usage, fuel line routing, etc. At certain
speeds and hull trim angles, the fuel supply at the withdrawal
tank location can increase or decrease accordingly. Be extremely careful when attempting to operate the boat when low
on fuel. Though some fuel may be in the tank, the relative
trim angle of the boat may cause the fuel to flow away from
the withdrawal tubes.
Fuel Fill
There is an on/off valve for each supply line located on the fuel
tank near the withdrawal tube. The valves provide a means
to turn off the fuel supply when servicing the fuel system.
An access hatch in the engine compartment steps provides
access to the fuel valves, fuel gauge sending unit and other
fuel system components.
Fuel Gauge
This indicates the amount of fuel in the tank. Due to the mechanical nature of the fuel sender, variations in readings during
various speeds of operation may occur. This system is merely
a relative indication of the available fuel supply and not a calibrated instrument. A fuel gauge is located at the helm.
Fuel Fill
A fuel fill deck plate is located on the starboard gunwale, and
is marked “DIESEL.” The fuel fill is opened by turning it
counter clockwise with a special key. After fueling, install the
fuel cap and tighten with the key. Be sure to use the proper
type and grade fuel. Refer to the engine owner’s manual for
additional information.
Note:
Do not overtighten the fuel cap. If the cap is
overtightened, the O-ring seal could be damaged
allowing water to contaminate the fuel system.
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Fuel Withdrawal Tubes and Valves
DO NOT CONFUSE FUEL FILL DECK PLATES WITH
THE WATER OR WASTE FILL DECK PLATES. THESE
PLATES ALSO ARE LABELED ACCORDINGLY. IF
DIESEL FUEL IS ACCIDENTALLY PUMPED INTO
THE WATER OR WASTE TANK, DO NOT ATTEMPT
TO PUMP IT OUT YOURSELF. WATER AND WASTE
PUMPS ARE NOT DESIGNED TO PUMP FUEL AND
A FIRE OR EXPLOSION COULD RESULT. CONTACT
YOUR DEALER OR THE ALBEMARLE CUSTOMER
SERVICE DEPARTMENT FOR ASSISTANCE IN
HAVING THE FUEL PROFESSIONALLY REMOVED.
27
3.2 Diesel Engine Fuel System
The fuel system on your boat has one fuel tank that fills from
the starboard gunnel. The starboard engine is supplied by the
starboard fuel line and the port engine is supplied by the port
fuel line.
Diesel engines circulate much more fuel than they consume to
cool and lubricate the fuel injection system. There is a fuel
supply and return line for each engine and the generator. The
return lines return unused fuel to the fuel tank.
Proper diesel engine operation requires a good supply of clean,
dry diesel fuel. Improper marina fuel storage techniques, limited boat usage, etc. can cause the fuel to become contaminated.
Periodically, it may be necessary to pump accumulating water
and contaminated fuel from the bottom of the fuel tank. If
the fuel system on your boat becomes contaminated, contact
your dealer or the Albemarle Customer Service Department
for assistance.
Algae can grow in the accumulated water in diesel fuel tanks.
This condition is most prevalent in warm climates. Periodically adding a high quality diesel fuel additive containing an
algaecide may be required to control algae in your boating area.
Please contact your Albemarle dealer or engine manufacturer
for additional information regarding fuels and additives.
Note:
Do not allow the boat to sit unused for an extended
period with the fuel tanks less than full. Changes
in temperature and weather conditions can cause
condensation in fuel tanks that are less than 3/4
full.
Diesel Fuel Filters
The diesel fuel filters are installed in the engine compartment
near the engines. The filters are equipped with a sensor that
will light a warning light in the helm if too much water accumulates in the filter. A shut-off valve is located near each
filter. The fuel line shut-off valves should always be closed
before servicing the fuel filters.
Check the filters for water before each use and replace the filter
cartridge as needed. Water is drained from the filters by placing a cup under the filter and draining through the petcock at
the bottom of the filter until clean fuel flows. It is particularly
important to monitor the condition of the fuel filters frequently
because diesel engines circulate much more fuel than they
consume. Because of the volume of fuel that flows through the
filters, the elements must be changed at least twice a season or
more frequently depending on the quality of the fuel and the
hours run. Replace with a 30 micron filter cartridge and follow
the filter or engine manufacturer’s instructions for cleaning and
replacing the filter elements.
28
Engine Fuel Filters on Forward Engine Room Bulkhead
Note:
Diesel fuel systems may need to be primed after
servicing. Refer to the engine owner’s manual for
information on priming the fuel system.
3.3 Generator Fuel System
The generator fuel system is much like the primary fuel engine
fuel system. There is a fuel supply and return line to return
unused fuel back to the fuel tank. A fuel shut-off valve is
located on the fuel line near the filter. The valve should always
be closed before servicing the fuel filter.
The generator withdrawal tube is shorter than the main engine
withdrawal tubes to prevent the generator from consuming the
reserve fuel. Therefore, the generator will run out of fuel if the
fuel level drops below 1/4.
A water separating fuel filter located near the generator, below
the engine compartment steps. Water is drained from the filter
by placing a cup under the filter and draining through the petcock at the bottom of the filter until clean fuel flows. The filter
should be checked for water before each trip and the cartridge
replaced when the main engine fuel filters are changed.
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3.4 Fueling Instructions
SPILLED FUEL CAN CAUSE A FIRE OR AN
EXPLOSION. MAKE SURE YOU DO NOT SPILL
ANY FUEL. IF A SMALL AMOUNT OF FUEL IS
SPILLED ON THE FIBERGLASS, USE A CLOTH TO
REMOVE THE FUEL, AND PROPERLY DISPOSE OF
THE CONTAMINATED CLOTH. IF FUEL IS SPILLED
ON THE WATER, EXERCISE EXTREME CAUTION.
FUEL FLOATS ON THE SURFACE OF THE WATER,
AND CAN IGNITE. IF FUEL IS SPILLED INTO THE
WATER, IMMEDIATELY EVACUATE THE AREA
AND NOTIFY THE MARINA AND THE PROPER
OFFICIALS.
FUEL IS VERY FLAMMABLE AND CAN CAUSE A
FIRE OR AN EXPLOSION. BE CAREFUL WHEN
FILLING THE FUEL TANKS. NO SMOKING. NEVER
FILL THE TANKS WHILE THE ENGINES ARE
RUNNING. FILL THE FUEL TANKS IN AN OPEN
AREA. DO NOT FILL THE TANKS NEAR OPEN
FLAMES.
TO PREVENT DAMAGE TO THE FUEL SYSTEM,
USE ONLY A GOOD GRADE OF DIESEL FUEL
FOR DIESEL ENGINES. REFER TO THE ENGINE
MANUFACTURER OWNER’S MANUAL REGARDING
FUEL REQUIREMENTS FOR YOUR ENGINE.
9.
Fill the tank slightly less than the rated capacity to avoid
spilling fuel out of the vent or the fuel fill and to allow for
expansion.
10. Remove the nozzle.
To fill the fuel tank at a marina, follow this procedure:
1.
Make sure all switches, including the blower, are in the
“OFF” position.
2.
Make sure the boat is securely moored.
3.
Make sure all passengers leave the boat.
4.
The engines should be turned off.
5.
The windows and deck hatches should be closed.
6.
Estimate how much fuel is needed.
Note:
When the fuel tank is full, fuel will come out
through the fuel tank vent. The fuel tank vent is
located on the side of the boat. Monitor the vents
closely while fueling to prevent fuel from spilling
into the water.
5.
A special key to open the fuel caps is supplied. Turn the
key counter clockwise to open the cap.
7.
Remove the cap.
8.
Put the nozzle in the fuel opening.
STATIC ELECTRICITY CAN BE GENERATED
WHILE FUELING AND CAN CAUSE A FIRE OR
EXPLOSION. TO PREVENT STATIC SPARKS WHEN
FILLING THE TANK, MAKE SURE THE NOZZLE IS
IN CONTACT WITH THE FUEL OPENING.
410 Convertible
11. Install the fuel cap.
12. Check the fuel compartment and below the deck for fuel
odors. If you smell fuel, do not start the engine. Investigate
and correct any problems before using the boat.
3.5 Fuel System Maintenance
Periodically inspect all connections, clamps and hoses for
leakage and damage or deterioration. Replace as necessary.
Spray the valves, tank fuel gauge sender and ground connections with a metal protector.
Frequently inspect and lubricate the fuel fill cap O-ring seal
with petroleum jelly or silicone grease. The O-ring seal prevents water from entering the fuel system through the fuel fill
cap and it should be replaced immediately if there is any sign
of damage or deterioration.
Contaminated fuel may cause serious damage to your engines.
The filters must be checked for water and other contamination
frequently. The filter elements must be changed at least twice
a season or more frequently depending on the type of engine
and the quality of the fuel. Please refer to the engine or fuel
filter manufacturer’s instructions for information on servicing
and replacing the fuel filter elements.
Algae can grow in the accumulated water in diesel fuel tanks.
This condition is most prevalent in warm climates. Periodically adding a high quality diesel fuel additive containing an
algaecide may be required to control algae in your boating area.
Since algae also can grow in accumulated water in the fuel
filters, it is important to run the main engines and the generator
for at least 30 minutes after the algaecide has been added so
it will be circulated throughout the fuel system. This is even
more important during periods of storage or if the boat is not
used enough to require refueling at least once a month.
29
Severe algae in a diesel fuel system can be extremely difficult
and expensive to clean. You should be diligent in monitoring
the fuel system by checking the filters for water frequently
and being alert for signs of algae in fuel that is drained from
the filters. Most algae appears as black, carpet like, fibers suspended in fuel and water drained from the filters. Severe cases
of algae will produce a black jelly like substance that quickly
clogs the filters and starves the engines for fuel.
Please contact your Albemarle dealer or engine manufacturer
for additional information regarding fuels and additives.
30
410 Convertible
Chapter 4:
ELECTRICAL SYSTEM
4.1 General
Your Albemarle is equipped with 240/120-volt AC and 12-volt
DC electrical systems. The AC system can draw current from
one of two sources, either shore power outlets at dock side or
the generator. The DC system draws current from on board
batteries.
The 12-volt batteries in your boat are usually the lead-acid
type. They will require similar maintenance as those found
in automobiles.
Engine Battery Switches, Parallel Relay and Push to Reset Circuit Breakers
4.2 12-Volt System
The 12-volt system is a standard marine system. There are
three, two battery banks, one for the starboard engine, one for
the port engine and one for the house circuits. The batteries
themselves can be charged by the engines or by the battery
charger when hooked to shore power or when operating the
optional generator. An automatic battery isolator manages the
charging current for the 12-volt system whenever the engines
are running. The isolator automatically senses the condition
of each battery bank and directs the available current to the
batteries that require charging. The system is equipped with a
battery parallel feature that will connect both engine starting
battery banks in parallel for extra battery power while starting the engines. The battery parallel switch is activated by a
momentary rocker switch located in the helm switch panel.
When the switch is pressed, a relay is engaged that connects
both engine starting battery banks, when the switch is released,
the relay is deactivated and the battery banks are isolated.
Most 12-volt power is distributed to the 12-volt accessories
through individual circuit breakers located in the 12-volt
breaker panel in the cabin. Main breakers located near the
house battery switch protects the system from an overload.
Other circuit breakers, located in the battery switch panel, protect the circuit for the optional windlass, the main DC power,
the engine hatch and the automatic switches for the aft and
forward bilge pumps. The engine main breakers located on
each engine protects the ignition systems and gauges. Some
12-volt accessories are operated directly by a circuit breaker in
the cabin breaker panel while others are operated by a switch
fed by the panel breakers. Most of the 12-volt accessories on
the deck and in the cockpit are operated by switches in the
helm and accessory switch panels.
410 Convertible
House Battery Switch
PROPER FUSE OR BREAKER PROTECTION MUST
BE PROVIDED FOR ALL 12-VOLT EQUIPMENT
ADDED. DO NOT OVERLOAD THE ACCESSORY
CIRCUIT BREAKERS OR OTHER CIRCUITRY
THROUGH ADDITIONAL 12-VOLT EQUIPMENT.
Battery Switches
There are three “ON” - “OFF” battery switches located on the
battery switch panel in the equipment compartment below the
cabin. The port battery switch activates the port engine, the
starboard battery switch activates the starboard engine and the
third battery switch, on a separate panel activates the 12-volt
breaker panel in the cabin and all other 12-volt accessories.
Make sure that all three switches are activated whenever the
engines are running to ensure that all 12-volt accessories will
operate when they are needed.
31
The automatic isolator controls the charging of all three battery
banks whenever one or both of the engines is operating. When
one or both engines is started, the engine alternators start to
recharge the batteries. This charging current passes through
the isolator sensing circuit. This circuit senses the charge and
connects the charging current for the “House” battery bank
in parallel with the engine starting battery banks. Thus the
charge from the engines is split between the batteries, with
the lowest battery bank receiving the most charge. When the
engines are turned off, the charging stops and the sensing circuit disconnects the “House” battery bank from the cranking
batteries, thereby automatically isolating the battery banks
from one another.
Note:
The diesel engines may have induction air heaters
to reduce smoke and improve cold weather starting. These heaters cycle on and off every 20 to
thirty seconds while the engines are warming up
and will cause the volt meters to fluctuate, The
fluctuation is particularly noticeable at idle. Once
the engines are started, monitor the volt meters
carefully. If one or both of the volt meters read
below 12 volts after one minute, raise the engine
RPM to 1200 for several seconds then return them
to idle. This will “excite” the alternators and cause
them to activate.
When in port or at anchor, the switch that supplies the port
engine and the switch that supplies the starboard engine should
be off. Only the battery switch that activates the “House”
battery bank should be on. This will keep the engine starting
battery banks in reserve for starting the engines. All three battery switches should be in the “OFF” position when leaving
the boat unattended.
Note:
Current is supplied to the high water alarms and
the automatic float switches for the bilge pumps
when the batteries are connected and the battery
switches are off.
The DC electrical system on your boat is designed for wet cell,
marine batteries. Do not attempt to use gel cell, absorbed wet
mat or other non wet cell batteries. The engine charging system and the battery charger are not designed to recharge these
batteries which could cause unusually short battery life, engine
starting problems and damage to the DC charging systems. You
also should not mix the size or brand of the wet cell batteries.
Always consult your Albemarle dealer before changing the
type of batteries in your boat.
12-Volt Accessory Switch Panels
The main accessory switch panel and the engine switch panel
is located at the helm. The circuit breakers that protect the
accessories and activate the engine starting circuit are located
in cabin breaker panel.
32
Helm Switch Panel
The following is a description of the accessories controlled
by the engine switch panel:
Port Ignition Switch
The port ignition switch is an on off switch, located in the
bottom side of the helm pod below the steering wheel, which
activates the port engine. The switch has an off and on position. A momentary start switch is located next to the ignition
switch. To start the engine, make sure the shift lever is in the
neutral position and your hand is on the control lever in the
idle position. Turn the ignition switch to on and activate the
start switch. When the engine starts release the switch. Stop
the engine by pressing the ignition switch to the off position.
It is protected by a breaker located in the cabin breaker panel
and a main breaker located on the engine.
Starboard Ignition Switch
The Starboard ignition switch is an on/off switch, located in the
bottom side of the helm pod below the steering wheel, which
activates the Starboard engine. The switch has an off and on
position. A momentary start switch is located next to the ignition switch. To start the engine, make sure the shift lever is in
the neutral position and your hand is on the control lever in the
idle position. Turn the ignition switch to on and activate the
start switch. When the engine starts release the switch. Stop
the engine by pressing the ignition switch to the off position.
It is protected by a breaker located in the cabin breaker panel
and a main breaker located on the engine.
410 Convertible
Trim Tab Switch
Located in the bottom side of the helm pod below the steering
wheel. This switch controls the trim tab planes located on the
transom of the boat. Please refer to Chapter 2 for detailed
information on the operation of the trim tab controls.
Overhead Lights
Activates the cockpit lights that are built into the hardtop.
The following is a description of the accessories controlled
by the main accessory switch panel:
Fishbox Pump Out
This switch activates the macerator pump that pumps out the
fishbox. It is a momentary switch because the pump can only
run dry for a few seconds and must be turned off as soon as
the pumping is complete. The pump is protected by a circuit
breaker in the cabin breaker panel.
Horn
Activates the boat horn.
Engine Slow
Activates the circuit in the control system that automatically
slows the propellers for operating in marinas or other areas
where slow speed and no wake is required.
Blowers
This switch supplies electrical current to the blower that provides ventilation and cooling to the engine compartment while
operating the main engines or the generator.
Windlass Switch (Optional)
This switch controls the optional windlass which is mounted
to the deck directly above the rope locker. It is protected by a
circuit breaker of the type and rating recommended by the windlass manufacturer that is located in the cabin breaker panel.
Spreader Lights (Optional)
Activates the 12-volt spreader lights that illuminate the cockpit.
Overhead Lights
Activates the cockpit lights that are built into the hardtop.
Bilge Pump Fwd
Activates the forward bilge pump which is installed in the bilge
below the cabin floor. The pump moves water out through the
thru-hull fitting in the hull. To start the pump manually, place
the switch in the “ON” position.
Bilge Pump Mid
Activates the forward bilge pump which is installed in the engine compartment bilge. The pump moves water out through
the thru-hull fitting in the hull. To start the pump manually,
place the switch in the “ON” position.
Bilge Pump Aft
Activates the stern bilge pump which is installed in the rear
center of the bilge. The pump moves water out through the
thru-hull fitting in the hull. To start the pump manually, put
the switch in the “ON” position.
Note:
Cockpit Lights
Activates the lights that illuminate the cockpit area.
Anchor/Running Lights
The switch is a three-position switch. The middle position is
“OFF.” Moving the switch in one direction will activate the
navigation lights. Moving the switch in the opposite direction
activates the anchor light.
Battery Parallel
Activate the circuit that will connect both engine starting battery banks in parallel for extra battery power while starting the
engines. When the switch is pressed, a relay is engaged that
connects both engine starting battery banks, when the switch
is released, the relay is deactivated and the battery banks are
isolated.
Electronics
Activates the circuit for the electronics.
Electronics
Activates the circuit for the electronics.
410 Convertible
The bilge pumps will start automatically when
there is sufficient water in the bilge to activate the
float switch or engage the fully automatic pumps.
The float switch and automatic pumps are protected by breakers located in the battery switch
panel and are always supplied current when the
batteries are connected.
Additional Accessory Switch Panels:
Additional switch panels are located in various locations in
the cockpit. Most of these panels are equipped with a circuit
breaker for each switch. The following is a description of
additional panels that may be on your Albemarle and the accessories they control:
Cockpit Switch Panel
Washdown
Located in the cockpit switch panel next to the flybridge ladder. Supplies 12-volt electrical current to the raw water pump
pressure switch located on the pump. The pressure switch
automatically controls the water pump when the system is
activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor or an in-line fuse near the pump.
33
Livewell
Located in the cockpit switch panel next to the flybridge ladder. Supplies 12-volt electrical current to the livewell pump
pressure switch located on the pump. The pressure switch
automatically controls the water pump when the system is
activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor.
Baitwell (Optional)
Located in the cockpit switch panel next to the flybridge ladder. Supplies 12-volt electrical current directly to the baitwell
pump pressure switch located on the pump. The pressure
switch automatically controls the water pump when the system
is activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor.
Lights
Located in the cockpit switch panel next to the flybridge ladder.
Activates the lights that illuminate the cockpit area.
Cable Master Power Switch (Optional)
Located in the cockpit below the port gunnel near the flybridge
ladder. It controls the unit that extends and retracts the shore
power cord. When the switch is in the “OUT” position, the
shore power cord will continue to extend until the switch is
turned off. When the switch is in the “IN” position, the cord
will retract until the switch is turned off or the cord is completely retracted. An “In-Limit” switch built into the unit
automatically shuts the cable master off when the cable is fully
retracted. The cable master is protected by a circuit breaker
in the cabin DC panel.
Holding Tank Macerator
The holding tank overboard discharge macerator switch panel
is located in the head compartment next to the holding tank
monitor. It is a momentary switch that activates the overboard
macerator discharge system for the holding tank. Refer to
the Marine Head System in the Interior Equipment chapter
for additional information on the operation of the overboard
macerator discharge system.
Cabin DC Accessory Breaker Panel
Power is distributed to most of the 12-volt accessories through
individual circuit breakers located in two cabin DC breaker
panels. The breaker panels are located behind cabinet doors on
the port side of the cabin near the aft bulkhead. A main breaker
located near the house battery switch protects the system from
an overload. Some 12-volt accessories are operated directly
by the circuit breaker in the panel while others are operated by
switches fed by the panel breakers.
A DC voltage meter is located in the lower panel that monitors
the voltage level in the batteries. It will monitor the voltage
of the batteries plus any electrical charges supplied to them
34
Cabin DC Breaker Panel
when the engines or the battery charger are operating. A selector switch in the panel allows you to test each battery bank
individually.
A DC load meter is located in lower panel that indicates the
total amperage or current being drawn through the DC panel.
It is the total current level of all of the 12-volt equipment in
operation at the time.
The following is a description of the accessories controlled
by the breakers in the upper DC breaker panel:
12-Volt Main
Supplies the 12-volt current to the upper cabin DC breaker
panel and protects the panel from an overload.
Radar 1
Supplies electrical current directly to the optional radar unit.
GPS
Supplies electrical current directly to the GPS.
Spreader Lights
Supplies electrical current to the spreader light switch in the
helm switch panel.
Auto Pilot
Supplies electrical current directly to the auto pilot.
VHF 1
Supplies electrical current directly to the VHF radio in the
cabin.
VHF 2
Supplies electrical current directly to the VHF radio for the
helm station.
410 Convertible
Salt Water Pump
Supplies electrical current to the washdown switch in the helm
cockpit panel.
Cabin Lights Aft
Supplies 12-volt electrical current to the cabin light switches
in the main salon and the galley.
Reserved
Reserved for additional DC equipment.
Cockpit Lights
Supplies 12-volt electrical current to the cockpit lights switch
in the helm switch panel.
Overhead Lights
Activates the cockpit lights that are built into the hardtop.
Cellular Phone
Activates the accessory plug for a 12-volt cellular phone
charger.
Reserved
Reserved for additional DC equipment.
Spare (4)
Reserved for additional DC equipment
The following is a description of the accessories controlled
by the breakers in the lower DC breaker panel:
DC Amp Meter
Indicates the total amperage or current being drawn through
the DC panel. It is the total current level of all of the 12-volt
equipment in operation at the time.
DC Volt Meter
Indicates the voltage available to the panel.
Battery Test Switch
A four position switch that is used to monitor the available DC
voltage and amperage in each battery bank individually.
Main
Supplies the 12-volt current to the lower DC breaker panel and
protects the panel from an overload.
Navigation Lights
Supplies 12-volt electrical current to the nav/anchor and instrument lights switches in the helm switch panel.
Cabin Lights Fwd
Supplies 12-volt electrical current to the cabin light switches
in the main stateroom and part of main salon.
Cabin Lights Fwd
Supplies 12-volt electrical current to the cabin light switches
in the main stateroom and the head compartment.
Cabin Lights Aft
Supplies 12-volt electrical current to the cabin light switches
in the main salon.
410 Convertible
Engine Room Lights
Supplies 12-volt electrical current to the engine room lights.
Bilge Pump Aft
Supplies 12-volt electrical current to the aft bilge pump switch
in helm switch panel enabling the operator to manually activate
the aft bilge pump. The automatic switch is always supplied
current when the batteries are connected.
Bilge Pump Fwd
Supplies 12-volt electrical current to the forward bilge pump
switch in helm switch panel enabling the operator to manually activate the forward bilge pump. The automatic switch is
always supplied current when the batteries are connected.
Bilge Pump Mid
Supplies 12-volt electrical current to the mid bilge pump switch
in helm switch panel enabling the operator to manually activate
the mid bilge pump. The automatic switch is always supplied
current when the batteries are connected.
Washdown Pump
Supplies 12-volt electrical current to the raw water washdown
pump switch located in the helm cockpit panel.
Note:
Please refer to the Raw Water System chapter for
more information on the livewell and washdown
systems.
Fishbox Macerator
Supplies 12-volt electrical current to the fishbox drain pump
switch located in the helm switch panel.
Fresh Water Pump
Supplies 12-volt electrical current directly to the fresh water
pump pressure switch located on the pump. The pressure
switch automatically controls the water pump when the system
is activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor or an in-line fuse near the pump motor.
Sump Pump
Supplies 12-volt electrical current directly to the sump
pump.
35
Holding Tank Pump
Supplies electrical current to the macerator pump. This breaker
should be in the “OFF” position except when pumping out the
holding tank.
Cable Master
Supplies 12-volt electrical current to the optional Cable Master
control switch located in the cockpit. The Cable Master unit is
used to extend and retract the shore power cable.
Horn
Supplies 12-volt electrical current to the horn switch in the
helm switch panel.
Oil Change Pump
Supplies 12-volt electrical current to the switch on the oil
change pump.
Blower
Supplies 12-volt electrical current to the bilge blower switch
in the helm switch panel. Refer to the blower switch in this
chapter and the Ventilation Systems chapter for more information on the blower.
Reserved
Reserved for additional DC equipment.
Bilge Lights
Supplies 12-volt electrical current to the bilge light switch for
the aft bilge compartment.
Spare
Reserved for additional 12-volt equipment.
Trim Tabs
Supplies 12-volt electrical current to the trim tab switch on the
helm switch panel.
Head
Supplies electrical current directly to the vacuum pump on
the electric head system. A vacuum switch on the pump automatically controls the pump and maintains proper vacuum
in the system.
Bilge Lights
Supplies 12-volt electrical current to the bilge light switch for
the forward bilge compartment.
Baitwell
Supplies 12-volt electrical current directly to the livewell pump
pressure switch located on the pump. The pressure switch
automatically controls the water pump when the system is
activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor.
Livewell
Supplies 12-volt electrical current directly to the livewell pump
pressure switch located on the pump. The pressure switch
automatically controls the water pump when the system is
activated and properly primed. It is protected by the circuit
breaker in the panel and an automatically resetting breaker on
the pump motor.
Stereo
Supplies 12-volt electrical current to the stereo.
Reserved
Reserved for additional DC equipment.
36
Electronics
Supplies 12-volt electrical current to the electronics.
Spare
Reserved for additional 12-volt equipment.
Additional Breaker Panels:
The following is a description of the accessories controlled
by the “Push to Reset” DC breakers in the battery switch
panel:
Pt Engine Control Breaker
Provides protection and power for the 12-volt circuit to the
port engine electronic control processor. This “push to reset”
breaker is always supplied current when the port engine battery
switch is activated.
Stbd Engine Control Breaker
Provides protection and power for the 12-volt circuit to the
starboard engine electronic control processor. This “push to
reset” breaker is always supplied current when the starboard
engine battery switch is activated.
Batt Condition Starboard
Provides protection and power for the 12-volt circuit to the
battery condition test switch for the starboard engine battery
bank.
Batt Condition Port
Provides protection and power for the 12-volt circuit to the
battery condition test switch for the port engine battery bank.
Batt Condition House
Provides protection and power for the 12-volt circuit to the
battery condition test switch for the port engine battery bank.
Stereo
Provides protection and power for the stereo memory. This
“push to reset” breaker is always supplied current when the
batteries are connected.
410 Convertible
Bilge Auto Fwd
Provides protection and power for the automatic float switch on
the aft bilge pump. This “push to reset” breaker is always supplied current when the batteries are connected. Another breaker
in the helm provides circuit protection for the manual switch.
Bilge Pump Mid
Provides protection and power for the automatic float switch on
the mid bilge pump. This “push to reset” breaker is always supplied current when the batteries are connected. Another breaker
in the helm provides circuit protection for the manual switch.
Bilge Pump Aft
Provides protection and power for the automatic float switch on
the aft bilge pump. This “push to reset” breaker is always supplied current when the batteries are connected. Another breaker
in the helm provides circuit protection for the manual switch.
High Water Alarm
Provides protection and power for the automatic switch on
the high water alarm. This “push to reset” breaker is always
supplied current when the batteries are connected.
Shower Sump Pump
Provides protection and power for the automatic float switch for
the shower sump pump. This “push to reset” breaker is always
supplied current when the house battery switch is activated.
Reel Outlets
Activates optional outlets for down riggers or electric reels
located in the cockpit below the gunnels.
Port Engine
Supplies 12-volt electrical current to the port Glendenning
controls.
Starboard Engine
Supplies 12-volt electrical current to the starboard Glendenning controls.
Parallel Switch
Supplies 12-volt electrical current to the parallel switch in the
helm switch panel.
Spare
Reserved addition 12-volt Accessories.
Engine Circuit Breakers:
There are circuit breakers located on each engine that provide
protection for the ignition systems, electric fuel pump, charging
system and other accessories unique to the engines installed
in your boat. Please refer to the engine owner’s manual for
information on the circuit breakers installed on your engines.
Reel Outlets
Activates optional outlets for down riggers or electric reels
located in the cockpit below the gunnels.
410 Convertible
37
4.3 240 and 120-Volt System
The 240-volt AC system is fed by the shore power outlet or
by the optional generator. It is wired totally separate from the
12-volt DC system and is equipped with an on-board galvanic
isolation system. 240 and 120-volt current is available and
distributed to the AC accessories through individual circuit
breakers located in the 240-volt panel. The main breaker in
the panel protects the system from an overload and the reverse
polarity light indicates any problems due to an improper shore
power supply. All AC outlets in the cabin are protected by
ground fault interrupts to protect against electrical shock. A
cord set is provided to supply power from the shore power
outlet to the boat’s AC system.
electrician to check the wiring at the dock outlet. If the red
fault light does not illuminate and the green light is on when
power is supplied to the panel, the polarity is correct and the
AC main switch can be moved to the “ON” position.
DO NOT OPERATE THE AC ELECTRICAL SYSTEM
FROM SHORE POWER WITH REVERSE POLARITY.
REVERSE POLARITY WILL DAMAGE THE SYSTEM
AND EXPOSE PASSENGERS TO ELECTROCUTION
HAZARDS. THIS CONDITION COULD ALSO CAUSE
A FIRE IN THE ELECTRICAL SYSTEM.
DO NOT ATTEMPT TO CORRECT THE WIRING
YOURSELF. ELECTRIC SHOCK CAN CAUSE
SEVERE INJURY OR EVEN DEATH. ALWAYS HAVE
A QUALIFIED ELECTRICIAN CHECK WIRING
TO REDUCE THE RISK OF ELECTRICAL SHOCK IN
WET WEATHER, AVOID MAKING CONTACT WITH
THE SHORE CABLE OR MAKING A CONNECTION
TO A LIVE SHORE OUTLET. NEVER SPRAY WATER
ON ELECTRICAL CABLES WHILE WASHING DOWN
DECKS.
KEEP CHILDREN AWAY FROM ANY ELECTRICAL
CABLES OR EQUIPMENT AND ALWAYS USE
GROUNDED APPLIANCES ON BOARD YOUR
BOAT.
TO REDUCE THE POSSIBILITY OF AN ELECTRICAL
SHOCK, IT IS IMPORTANT THAT THE AC GROUND
SYSTEM IS FUNCTIONING PROPERLY AND THAT
A PROPER CONNECTION EXISTS BETWEEN THE
SHORE POWER CORD, THE SHORE POWER INLET,
THE BOAT BONDING SYSTEM AND THE OUTLET
GROUND CIRCUITS. IF THERE IS ANY DOUBT
ABOUT THE INTEGRITY OF THE GROUND CIRCUIT,
A QUALIFIED MARINE ELECTRICIAN SHOULD
BE CONTACTED IMMEDIATELY AND THE AC
POWER SHOULD BE DISCONNECTED UNTIL THE
NECESSARY REPAIRS ARE COMPLETED.
Recommended procedure for making a shore connection
Turn the AC main breaker to the “OFF” position. If the dock
side outlet includes a disconnect switch, turn it to the “OFF”
position also.
To avoid strain on the cable make sure it has more slack than
the mooring lines. Dress the cable so that it cannot be damaged by chafing between the boat and the dock. Make sure the
cable does not come in contact with the water. Then connect
the cable in the boat plug inlet and the dockside outlet, making
sure the connection plug includes a three-prong plug with a
ground wire. Tighten the lock rings on both the shore and the
boat connector plugs.
Turn the dock side disconnect switch or circuit breaker to the
“ON” position and check for proper polarity. If reverse polarity has been achieved, the red fault indicator in the 240-volt
panel will light. If this should happen, make sure the main
breaker on the panel is in the “OFF” position and turn the
dock power switch or breaker off. A special relay attached to
the main breaker should automatically turn the main breaker
off whenever reverse polarity is achieved. Notify a qualified
38
UNDETECTED FAULTS IN THE AC ELECTRICAL
SYSTEM COULD CAUSE THE WATER AROUND
THE BOAT TO BECOME ENERGIZED. THIS COULD
CAUSE A SEVERE SHOCK OR EVEN DEATH
TO SOMEONE IN THE WATER NEAR THE BOAT.
NEVER SWIM OR ALLOW SWIMMING AROUND
THE BOAT WHEN THE AC SYSTEM IS ACTIVATED
BY THE GENERATOR OR THE SHORE POWER
CONNECTION.
Note:
An additional breaker for shore power is located
on the forward engine room bulkhead.
Disconnecting procedure for shore power connection
Turn the main breaker on the AC panel and the disconnect
switch on the dock side outlet to the “OFF” position.
Disconnect the cable from the dock side outlet and replace the
outlet caps. Disconnect the cable from the boat, store or retract
the cable close the inlet cap. Store cable.
AC Accessory Breaker Panel
The AC panel is located in the cabin. The following is a
description of the AC panel equipment and the breakers that
protect the accessories:
AC Amp Meter
Indicates the total amperage or current being drawn through the
AC panel. It is the total current level of all of the AC equipment
in operation at the time. The test switch on the panel below the
meter is used to select to monitor hot line 1 or hot line 2.
410 Convertible
AC Volt Meter
Indicates the voltage supplied to the panel. The test switch on
the panel below the meter is used to select to monitor hot line
1 or hot line 2.
AC Main Breaker
Protects the general distribution network. This breaker is very
sensitive. The resulting power surge that occurs when connecting the dock side cord may cause the main breaker to trip. To
avoid this surge, always turn the main breaker to the “OFF”
position before plugging or unplugging the shore power cord.
The AC main breaker also is equipped with a relay that will
cause the main breaker to trip when reversed polarity current
is detected.
There is a main breaker for the shore circuit and the generator.
Sliding safety covers on the main breakers prevent activating
circuits for the generator and shore line simultaneously.
Fault Light
The red light indicates reverse polarity current supplied to
the panel. This situation will cause the red light to remain
lit and the special relay attached to the main breaker will
automatically turn the main breaker off. If reverse polarity
is achieved, immediately turn off all cabin AC breakers and
dockside outlet breakers. Disconnect the power cable from
the dockside outlet and notify a qualified electrician to check
the dockside wiring.
AC Circuit Breaker and Generator Control Panel
Power Available Light
The green light indicates that correct AC current is being supplied to the panel.
240-Volts AC
Air Conditioner
Supplies 240-volt AC electrical current to the air conditioning
control panel and the air conditioner/freezer raw water pump
when this option is installed.
Heater 1
Supplies 240-volt AC electrical current to the flybridge air
conditioning control panel and heater.
Heater 2
Supplies 240-volt AC electrical current to the salon air conditioning control panel and heater
Heater 3
Supplies 240-volt AC electrical current to the forward cabin air
conditioning control panel and the air conditioner and heater
410 Convertible
Note:
These breakers will trip if sea water is not being supplied to the air conditioning unit. If this
breaker trips, reset and check for water flow out
of the air conditioning thru-hull. Refer to the air
conditioner owner’s manual for additional information.
120-Volts Buss A
Reserved
Reserved for additional AC equipment.
Outlets Port
Supplies 120-volt AC electrical current to the port ground fault
interrupter (GFI) electrical outlets.
Outlets FWD
Supplies 120-volt AC electrical current to the forward cabin
ground fault interrupter (GFI) electrical outlets.
39
Vacuum Cleaner
Supplies 120-volt AC current directly to the central vacuum
system.
Outlets Head
Supplies 120-volt AC electrical current to the head compartment ground fault interrupter (GFI) electrical outlets.
Outlets Engine Room
Supplies 120-volt AC electrical current to the engine compartment ground fault interrupter (GFI) electrical outlets.
Outlets Salon
Supplies 120-volt AC electrical current to the salon ground
fault interrupter (GFI) electrical outlets.
Engine Room Lights
Supplies 120-volt AC electrical current to 120-volt engine
room lights.
Outlets Flybridge
Supplies 120-volt AC electrical current to the flybridge ground
fault interrupter (GFI) electrical outlets.
GFI OUTLETS DO NOT PROVIDE 100% PROTECTION
FROM ELECTRIC SHOCK. EVEN THOUGH GROUND
FAULT INTERRUPTERS PROVIDE PROTECTION
BY REDUCING EXPOSURE TIME FROM LINE
TO GROUND SHOCK HAZARDS, IT IS STILL
POSSIBLE TO RECEIVE AN ELECTRIC SHOCK
FROM DEFECTIVE APPLIANCES OR POWER
TOOLS AND MISUSED ELECTRICAL EQUIPMENT.
120-Volt Buss B
Battery Charger
Supplies electrical current directly to the automatic battery
charger. The battery charger charges and maintains the 12-volt
batteries simultaneously when activated. It is fully automatic
and equipped with an amp meter to monitor charging. See the
battery charger manual for more information.
Charging also can be monitored by using the volt meter in the
cabin DC breaker panel. To monitor the batteries, activate
the charger and turn the engine and house battery switches
on. Select each battery bank with the test switch located on
the panel below the DC volt meter and read the voltage on the
volt meter for each battery bank. If the batteries are in good
condition and charging properly, the volt meter will indicate
between 12 and 14.5 volts. If the reading is below 12 volts,
then the battery is not accepting a charge or the charger is not
working properly.
The wires that supply DC charging current to the batteries are
protected by an internal fuse in the battery charger and three
external circuit breakers, one for each battery bank output wire,
40
Battery Charger
located near the battery switches. The external breakers protect
the DC charging circuit from the batteries to the charger. The
internal fuses in the charger protect the DC charging circuit
from the charger to the batteries.
Microwave
Supplies 120-volt AC current directly to the microwave oven.
See the microwave manual for more information.
Water Heater
Supplies 120-volt AC electrical current directly to the water
heater circuit. The water temperature is automatically controlled by a thermostat in the water heater control panel. Before
operation, you must have water in the water heater (see the
water heater manual for more information).
Entertainment Center
Supplies 120-volt electrical current directly to the outlets in
the entertainment center.
Ice Maker
Supplies 120-volt AC electrical current to the ice maker.
Stove
Supplies 240-volt AC electrical current directly to the galley
stove.
410 Convertible
Outlets Galley
Supplies 120-volt AC electrical current to the cabin ground
fault interrupter (GFI) electrical outlets.
Air Conditioner Helm
Supplies 120-volt AC electrical current to the flybridge air
conditioning control panel and heater.
Additional AC Breaker Panels and Switches
AC Power Selector Switch
This switch is installed in the cabin breaker panel. Move the
selector switch to the “SHORE” position when connected to
dock side power. Move the selector switch to the “GENERATOR” position when the generator is being operated.
Generator Operation Panel
These switches control the starting, running, and stopping of
the optional generator. The procedures may vary depending
on the model and type of generator installed in your boat. An
owner operator’s manual for the generator has been supplied
with this manual. Please refer to it for details on the generator operation.
Typical Generator Control Panel
The generator panel also includes gauges and warning lights
that monitor critical engine systems.
Note:
Diesel generators consume DC electrical current
and charge the battery just enough to compensate
for the DC electrical current the engine requires
to operate. Therefore, it is important to activate
the battery charger to maintain the house battery
whenever the generator is running.
Note:
The generator may not be able to operate all AC
accessories at the same time. POWER MANAGEMENT PRACTICES may need to be observed
depending on the AC power load.
Generator and Air Conditioner Sea Strainers and Thru-Hull Valves
4.4 Generator
The generator is activated by the generator battery and is located
in the rear of the engine compartment. There is a removable
access panel on the side of the genset that enables you to check
and service generator components. The generator oil should be
checked whenever you check the oil in the main engines.
The generator engine uses a closed cooling system with a
seawater cooled heat exchanger. There is an expansion tank
for the engine coolant mounted aft of the port engine, near the
generator. Make sure the fluid level in the expansion tank is
kept between the maximum and minimum lines of the tank.
The seawater cooling system operates exactly like the cooling
system on the main engines. It includes a strainer that prevents
debris in the seawater from entering the cooling pump. The
410 Convertible
strainer is located on the stringer aft of the starboard engine. It
is important to check and clean the strainer regularly to ensure
the seawater system can circulate enough water to provide
cooling for the closed cooling and exhaust systems on the
generator. The strainer is visually inspected by looking through
the glass case, for accumulation of marine growth, weeds, and
other foreign objects. If clogged or dirty, the strainer should
be cleaned.
A CLOGGED SEA STRAINER CAN RESTRICT THE
SUPPLY OF COOLING WATER TO THE ENGINE AND
EXHAUST COMPONENTS, WHICH COULD RESULT
IN SEVERE ENGINE AND EXHAUST SYSTEM
DAMAGE.
41
Cleaning the sea strainer
•
Turn off the generator.
•
Close the generator water intake valve.
•
Open the top of the strainer and remove the screen.
•
Thoroughly flush the screen and the inside of the strainer
to remove foreign matter.
•
Lubricate the seal.
•
Reassemble the strainer making sure that all fasteners are
tight.
•
Open the intake valve.
•
Start the generator and inspect the strainer for leaks.
The generator fuel system is equipped with a water separating
fuel filter and operates much like the fuel system for the main
engines. Please refer to the Fuel System chapter for more
information on generator fuel system.
You also should read the generator owner’s manual for detailed information on the safe operation and maintenance of
the generator.
GENERATOR ENGINES PRODUCE CARBON
MONOXIDE WHICH IS A LETHAL, TOXIC GAS
THAT IS COLORLESS AND ODORLESS. IT IS A
DANGEROUS GAS THAT WILL CAUSE DEATH
IN CERTAIN LEVELS. ONLY OPERATE THE
GENERATOR IN WELL VENTILATED AREAS AND
NEVER OPERATE THE GENERATOR WHILE YOU
ARE SLEEPING.
4.5 Bonding System
Your boat is equipped with a bonding system that interconnects all underwater hardware and thru-hull fittings to ensure
that they are of the same electrical potential. Zinc anodes are
attached to the bonding system at the transom, trim tabs and
propeller shafts. The Zinc anodes deteriorate before the other
metals, thereby protecting the underwater water metals from
galvanic corrosion or stray electrical current. Since the zincs
are sacrificial, it is important to monitor them and replace the
zincs when they have deteriorated to 50 - 75% of their original
size. The bonding system is connected to the DC ground and
42
the earth ground wire for the AC electrical system. It provides
a path to the safety earth ground in the event of a fault in the
shore earth ground connection and when the boat is away from
the dock.
4.6 Electrical System Maintenance
12-Volt DC Electrical System Maintenance
At least once a year, spray all exposed electrical components
behind the helm and in the plugs, with a protector. Exterior
light fixture bulbs should be removed and the metal contact
areas coated with a non-water soluble lubricant like petroleum
jelly or silicone grease. The sockets should be sprayed with a
protector. Care must be taken not to get any oil or petroleum
jelly on the glass portion of the bulbs as this will cause the bulb
to overheat and burn out.
WHEN REPLACING LIGHT BULBS IN MARINE LIGHT
FIXTURES, ALWAYS USE A BULB WITH THE SAME
RATING AS THE ORIGINAL. USING A DIFFERENT
BULB COULD CAUSE THE FIXTURE TO OVERHEAT
AND MELT OR SHORT CIRCUIT.
Check all below deck wiring to be sure it is properly supported,
that the insulation is sound, and that there are no loose or corroded terminals. Corroded terminals should be thoroughly
cleaned with sandpaper, or replaced, tightened securely and
sprayed with a metal and electrical protector. Inspect all
engine wiring.
Check the electrolyte level in the batteries regularly and add
distilled water as necessary. If the batteries are frequently
charged by the automatic battery charger, the electrolyte level
will have to be checked more often. The correct fluid level in
the cells is usually approximately 1/4 to 1/2 inch above the
plates. If fluid is needed, fill to the proper level with distilled
water. Do not over fill! Please note that some batteries are
sealed and cannot be filled.
Keep the battery tops clean and dry. Dirt and water can conduct electricity from one post to the other causing the battery
to discharge.
The battery posts should be kept free of corrosion. Remove
the cables and clean the posts and cable clamps with a battery
post cleaner or sandpaper as required. Coating the battery posts
and cable clamps with petroleum jelly or silicone grease will
protect them and reduce corrosion. Battery cables, both hot and
ground, must be replaced when they show signs of corrosion or
fraying. Deteriorated cables cause a considerable voltage loss
when high currents are drawn, as for starting the engine.
410 Convertible
NEVER USE AN OPEN FLAME IN THE BATTERY
STORAGE AREA. AVOID STRIKING SPARKS NEAR
THE BATTERY. A BATTERY CAN EXPLODE IF A
FLAME OR SPARK IGNITES THE HYDROGEN GAS
THE BATTERY EMITS WHILE BEING CHARGED.
AC Electrical System Maintenance
Periodically inspect all wiring for nicks, chafing, brittleness,
improper support, etc. Examine the shore power cord closely
for cracks in the insulation and corrosion in electrical connectors. Spraying receptacles and electrical connections with an
electrical contact cleaner or a metal and electrical protector will
reduce corrosion and improve electrical continuity.
Inspect all wiring for proper support, sound insulation, and
tight terminals, paying particular attention to portable appliance cords and plugs.
The entire AC circuitry, especially the shore power cord, should
be seasonally tested for proper continuity by an experienced
electrician. This will detect any shorts, open wires, or ground
faults. Ground fault interrupts should be tested periodically
to ensure proper operation by pressing the test/reset buttons
in the center of face plate. The polarity indicator system also
should be inspected for proper operation.
410 Convertible
The engine maintenance required on the generator is similar in
many ways to the main engines. The most important factors to
the generator’s longevity are proper ventilation, maintenance
of the fuel system, ignition system, cooling system, lubrication
system and the AC alternator.
Maintenance schedules and procedures are outlined in your
generator owner’s manual. They should be followed exactly.
CORROSION ALLOWED TO BUILD ON THE
ELECTRICAL CONNECTORS CAN CAUSE A POOR
CONNECTION RESULTING IN SHORTS, GROUND
FAULTS OR POOR GROUND CONNECTIONS.
ELECTRICAL CONNECTORS SHOULD CHECKED AT
LEAST ANNUALLY AND CLEANED AS REQUIRED.
DO NOT ALLOW CORROSION TO BUILD ON
CONNECTIONS.
THE AC AND DC ELECTRICAL SYSTEMS ALWAYS
SHOULD BE DISCONNECTED FROM THE POWER
SOURCE BEFORE INSPECTING OR SERVICING THE
SYSTEM. NEVER SERVICE ANY COMPONENT OF AN
ELECTRICAL SYSTEM WHILE IT IS ENERGIZED.
43
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INTENTIONALLY
44
410 Convertible
Chapter 5:
FRESH WATER SYSTEM
5.1 General
The fresh water system consists of a potable water tank, distribution lines and a distribution pump. The pump is equipped
with an automatic pressure switch and is located near the water
tank below the cabin sole. The tank is filled through a labeled
deck plate located on the gunnel.
DO NOT FILL SYSTEM WITH ANYTHING OTHER
THAN WATER. SHOULD THE SYSTEM BECOME
CONTAMINATED WITH FUEL OR OTHER TOXIC
FLUIDS, COMPONENT REPLACEMENT MAY BE
NECESSARY.
DO NOT CONFUSE FUEL FILL DECK PLATES WITH
THE WATER OR WASTE FILL DECK PLATES. THESE
PLATES ALSO ARE LABELED ACCORDINGLY. IF
GASOLINE OR DIESEL FUEL IS ACCIDENTALLY
PUMPED INTO THE WATER OR WASTE TANK,
DO NOT ATTEMPT TO PUMP IT OUT YOURSELF.
WATER AND WASTE PUMPS ARE NOT DESIGNED
TO PUMP FUEL AND A FIRE OR EXPLOSION
COULD RESULT. CONTACT YOUR DEALER
OR THE ALBEMARLE CUSTOMER SERVICE
DEPARTMENT FOR ASSISTANCE IN HAVING
THE FUEL PROFESSIONALLY REMOVED AND
COMPONENTS OF THE FRESH WATER SYSTEM
REPLACED AS NECESSARY.
5.2 Fresh Water System Operation
Fill the water supply tank slowly through the labeled deck
plate. After filling the water tank, partially open all faucets.
The fresh water pump breaker on the cabin DC panel should
be on. Allow the pump to run until all of the air is purged from
the system and a steady stream of water is flowing from each
outlet. Next, turn off the faucets one by one. As the pressure
builds, the pump will automatically shut off.
When properly primed and activated the water system will
operate much like the water system in a home. An automatic
pressure sensor keeps the system pressurized. An accumulator
tank reduces pump cycling. If the system has been recently
filled or has not been used for an extended period, air bubbles
may accumulate at the pump and the system may have to be
reprimed.
Fresh Water Pump, In-line Strainer and In-line Fuse
The Washdown Hose Connector
A quick-release fresh water washdown hose connector is located on
the starboard side of the cockpit
below the gunnel. It is identified by
a blue plastic cover that rotates to the
open and closed positions. The connector has an automatic valve that is
always closed until the washdown
hose is connected.
The hose requires a special fitting that snaps into the connector
and activates the automatic valve. The cover on the connector
should always be in the closed position to keep the connector
clean when the washdown hose is not attached. Contact your
Albemarle dealer for information on replacement fittings and
hoses.
DO NOT ALLOW THE FRESH WATER PUMP TO RUN
DRY. THE FRESH WATER PUMP WORKS ON DEMAND
AND WILL NOT SHUT OFF AUTOMATICALLY WHEN
THE TANK IS EMPTY. THIS CAN RESULT IN
DAMAGE TO THE PUMP. ALWAYS TURN THE WATER
PRESSURE BREAKER OFF WHEN THE FRESH
WATER SYSTEM IS NOT IN USE.
Whenever the boat is left unattended, the fresh water pump
breaker should be placed in the “OFF” position.
410 Convertible
45
5.3 Water Heater
The water heater is located in the aft bilge. It has a 120-volt
element that is thermostatically controlled at the heater and
activated by a circuit breaker located in the AC breaker panel.
The water heater is also equipped with a heat exchanger that
can be plumbed to the fresh water cooling system on one of
the engines. The heat exchanger will heat the water in the hot
water tank whenever that engine is operating.
Plumbing the heat exchanger to an engine is optional on
Albemarle boats. For highest efficiency, the engine heat
exchanger is of the single wall type. If it fails, engine coolant could enter the boat’s water supply. If the coolant in the
engine is toxic and someone drinks the water, serious injury
or death could result. The freshwater supply could become
contaminated with engine coolant if the heat exchanger in the
water heater fails. MOST ENGINE COOLANT IS TOXIC
AND CAN CAUSE Serious injury or death if it contaminates
the freshwater supply and someone drinks the water. Never
drink the water from the freshwater system faucets when the
engine heat exchanger is activated.
Water Heater
A high pressure relief valve protects the system from excessive
pressure. Always make sure all air is purged from the water
heater and lines before activating the water heater breaker.
Refer to the water heater owner’s manual for additional information.
DO NOT SUPPLY CURRENT TO AN EMPTY WATER
HEATER. DAMAGE TO THE HEATER WILL RESULT.
THE SYSTEM MUST BE FILLED AND PRIMED
BEFORE USING THE WATER HEATER.
5.4 City Water Connection
(Optional)
The shore water connection allows the direct connection of
the water system to a city side water supply. This provides the
system with a constant supply of fresh water and minimizes
the pressure pump operation. A female inlet fitting is mounted
in the cockpit. A pressure reducer is installed in the system
along with two check valves. One check valve keeps water
from running out of the city water inlet fitting when the pressure pump operates. The second provides protection for the
pressure pump when the city water is connected.
To use city water, connect a hose from the shore water faucet
to the city water fitting on the boat. Next, turn on the shore
water. The pressure pump will not run and the water in the
boat’s water tank will not be used.
Note: The water tank will not be filled by connecting to
shore water.
46
DO NOT MODIFY OR CHANGE THE CITY WATER
INLET CONNECTOR WITH ANOTHER TYPE WITHOUT
CONSULTING ALBEMARLE CUSTOMER SERVICE
OR YOUR DEALER. THE USE OF THE WRONG TYPE
OF INLET CONNECTOR CAN DAMAGE THE FRESH
WATER SYSTEM.
5.5 Shower Operation
The shower is located in the head compartment. Make sure the
Fresh Water breaker in the DC breaker panel is on, then turn
the water on. Adjust the hot and cold water faucet until the
desired temperature is obtained. Some minor variations in the
water temperature may occur as the pressure pump cycles.
Shower water is drained from the head compartment by a sump
pump system connected to the shower drain. An automatic
float switch in the shower sump controls the pump. The pump
can be manually activated and protected by the shower sump
pump circuit breaker in the panel. After showering, let the cold
water flow for a period of time to flush the drainage system
of soap residue.
The shower sump system is located in the forward bilge. It
is essential that the shower drain strainer is cleaned regularly
and the sump is inspected periodically for accumulated debris
that needs to be removed.
410 Convertible
5.6 Reverse Osmosis Filter
(Optional)
A reverse osmosis (RO) filtration system is optional and could
be installed on your boat in the forward bilge compartment. It
delivers purified water to a separate faucet on the galley sink and
to the ice maker. The system uses a combination of filtration
technologies to reduce unwanted contaminates from the onboard
fresh water for drinking and cooking. There are three filters and a
processed water holding tank. The sediment prefilter will remove
the larger particles such as silt, rust and scale. The RO membrane
significantly reduces the dissolved mineral content of the water.
Finally an activated carbon filter reduces tastes and odors that may
pass through the system. The filtered water is stored in a special
holding tank that is automatically refilled whenever the fresh water
system is activated.
The fresh water system must be activated and pressurized for
the RO to filter water and fill the drinking water holding tank.
The system is capable of making about two gallons of filtered
water per hour so it is important to activate the freshwater system at least one hour before turning on the ice maker to ensure
there is enough filtered water to make ice. It is also important
to leave the fresh water pump activated whenever the boat is
occupied so the system can continue to produce filtered water
and keep up with the demand.
This system is designed to filter fresh, potable city or well water
only. Do not attempt to make drinking water from sea water,
lake water or other non potable water that is microbiologically
unsafe or of unknown quality. The RO system is not designed
to filter non potable water and is not capable of providing safe
drinking water from non potable sources.
Reverse Osmosis Filters and Drinking Water Holding Tank
•
Periodically remove and clean the water strainer located
near the intake side of the freshwater pump. To clean the
strainer, make sure the Fresh Water breaker on the DC
panel is off. Loosen the fitting for the intake line and
remove the line from the strainer. Rotate the wing lever
on the strainer cap 1/4 turn to release it. Remove and clean
the screen with freshwater. Lubricate the O-ring lightly
with petroleum jelly when reinstalling the cap.
•
Remove the filter screens from the faucet spouts and
eliminate any accumulation of debris. A build up of debris
can cause the pump to cycle excessively.
•
Information supplied with water system components, by the
equipment manufacturers, is included with this manual. Refer
to this information for additional operation and service data.
Periodically remove the lid on the shower sump assembly
located in the forward bilge. Clean debris from the sump
and flush with clean water.
•
Periodically spray the pumps and metal components with
a metal protector.
The following items should be done routinely to maintain your
fresh water system:
•
The batteries must be properly maintained and charged.
Operating the pressure pump from a battery with a low
charge could lead to pump failure.
The filters must be replaced and the system sanitized at regular
intervals as recommended by the RO manufacturer. Additionally,
the filters may need to be changed and the system sanitized if the
RO system has not been used for an extended period. Please refer
to RO manufacturer owner’s manual for detailed instructions on
the operation and maintenance of this system.
5.7 Fresh Water System Maintenance
410 Convertible
47
•
Add a commercially available potable water conditioner
to the water tank to keep it fresh.
•
Periodically replace the reverse osmosis drinking water
filters and sanitize the system as instructed in the RO
manufacturers owner’s manual.
Note:
The fresh water system must be properly winterized prior to winter lay-up. Refer to the section
on winterizing for more information.
THE FRESH WATER PUMP BREAKER SHOULD
BE PLACED IN THE “OFF” POSITION WHENEVER
LEAVING THE BOAT UNATTENDED OR WHEN THE
FRESH WATER SYSTEM IS NOT IN USE.
Sanitizing the Fresh Water Tank
The freshwater system should be sanitized if it has not been
used for a long period or you are unsure of the quality of the
water in the system.
The following steps can be used to sanitize the system:
•
48
Activate the system, open all hot and cold faucets and
pump out as much water as you can.
•
Make a chlorine solution by mixing two ounces of household chlorine bleach in a gallon of water. This mixture will
treat approximately fifteen gallons. If the water tank on
your boat is larger or smaller than 15 gallons, then adjust
the mixture accordingly. Always mix the chlorine with
water in a separate container first and never add straight
chlorine to the fresh water tank.
•
Fill the water tank half full with freshwater and pour the
mixture into the water tank. Top off the tank.
•
Activate the system and allow the water to run for about
one minute at each faucet. Let the treated water stand for
4-6 hours.
•
Drain the system by pumping it dry and flush with several
tank fills of freshwater.
•
The system should now be sanitized and can be filled with
freshwater. If the chlorine smell is still strong, it should
be flushed several more times with freshwater.
Note:
The quality of the water in marine freshwater systems can be questionable. We recommend that you
avoid using the water from the freshwater system
for drinking and cooking. You should only use
bottled water for these purposes.
410 Convertible
Chapter 6:
RAW WATER SYSTEM
6.1 General
In the raw or sea water systems, all water pumps are supplied
by hoses connected to ball valves and thru-hull fittings located
in the in the bilge. Always make sure the ball valves are open
before attempting to operate any component of the raw water
system. 12-volt pumps supply sea water to most of the various accessories.
The air conditioners and bait freezer use 240-volt AC sea water supply pumps. These are the only 240-volt AC pumps in
the system and they are automatically activated when the air
conditioning or heating system is in use.
Priming the System
Make sure the ball valves are open. Open the hose connector
for the raw water washdown and activate the pressure pump
by turning the Salt Water Pump breaker and the Raw Water
Washdown switch to the “ON” position. Run the pump until
all of the air is purged from the system and then turn the switch
off. Turn the Livewell breaker to the “ON” position. Run the
pump until all of the air is purged from the system and then
turn the breaker to the “OFF” position.
The intake for the bait freezer and air conditioner raw water
pump is equipped with a scoop and ball valve. If the pump runs
but will not prime after cleaning the strainer or at the time of
launching, make sure the valve is open. If the pump still won’t
prime, it may be air locked. Make sure the valve is open and
run the boat at or above 15 M.P.H. The water pressure from
the scoop will force the trapped air through the pump and allow it to prime. If this procedure doesn’t work, contact your
Albemarle dealer.
Closing the thru-hull ball valves before the boat is hauled
from the water will help to eliminate air locks in raw water
systems.
Note:
It may be necessary to reprime the raw water
system if the system is not used for an extended
period and at the time of launching.
6.2 High Pressure Washdown
A saltwater high pressure pump, controlled by a pressure
sensor, supplies the raw water hose connector located in the
cockpit. The pump is activated by washdown switch located
in the switch panel near the flybridge ladder. This switch should
be turned to the “ON” position just before using the washdown
410 Convertible
Livewell and Washdown Pumps and Thru-Hull Fittings
Washdown Connector
and be turned to the “OFF” position when the washdown is
not in use.
When activated, the pressure switch will automatically control
the pump. As the pressure builds in the washdown hose, the
pump will shut off. When the washdown hose is in use and
the pressure drops, the pump will turn on.
The raw water washdown system is equipped with a sea strainer
on the intake side of the pump located in the stern bilge. This
should be checked frequently and cleaned as necessary.
The Washdown Pump Connector
A quick-release raw water washdown hose connector is located
on the port side of the cockpit below the gunnel. It is identi-
49
fied by a black plastic cover that rotates to the open and closed
positions. The connector has an automatic valve that is always
closed until the washdown hose is connected.
The hose requires a special fitting that snaps into the connector
and activates the automatic valve. The cover on the connector
should always be in the closed position to keep the connector
clean when the washdown hose is not attached. Contact your
Albemarle dealer for information on replacement fittings and
hoses.
ALWAYS TURN THE RAW WATER PUMP SWITCH TO
THE “OFF” POSITION WHEN LEAVING THE BOAT
UNATTENDED.
Livewell
6.3 Livewell
Sea water is provided to the livewell pump by a thru-hull fitting.
This pump is designed to carry a constant flow of water to the
livewell. There is a sea strainer on the intake side of the pump
located in the aft bilge compartment. This should be checked
frequently and cleaned as necessary. The pump is activated
by the Livewell breaker in the DC panel and a switch in the
cockpit switch panel.
An overflow tube in the drain fitting automatically controls
the water level in the livewell. Always turn the pump off at the
breaker panel when the livewell is not in use.
To fill the livewell, insert the overflow tube into the drain
fitting at the bottom of the livewell. Make sure the valve at
the intake thru-hull fitting is open and activate the Livewell
breaker. When the water level reaches the overflow, it will
begin to circulate.
To drain the livewell, turn off the livewell pump and pull out the
overflow tube in the drain fitting at the bottom of the livewell.
When the livewell has completely drained, use the washdown
hose to flush the livewell and drain of debris.
Note:
Do not use the livewell as a dry storage area when
it is not in use. Sea water could accidently be
delivered to the livewell from the thru-hull fitting
and damage equipment stored there.
6.4 Air Conditioning and
Optional Freezer
The air conditioners and bait freezer are sea water cooled.
240-volt centrifugal raw water pumps supply sea water that
cools the condensing units as it circulates through the system
and is discharged overboard. The pump for the flybridge air
50
Air Conditioning Pump and Strainer
conditioner and freezer is located below the water line in the
engine compartment and activated whenever 240-volt current
is available and the air conditioning or freezer system is operating. The pump for the salon and lower berth air conditioners
in located in the forward bilge compartment.
Sea water is supplied to each pump from a thru-hull fitting
located in the hull near the pump. A sea strainer between the
pump and thru-hull fitting protects the system from contaminants that could damage the pump or the system. Make sure
the pumps receive adequate sea water by periodically cleaning
the sea strainer baskets. The procedure for cleaning strainer
is outlined in the maintenance section of this chapter. You
also should refer to the manufacturer owner’s manuals for
more information on the operation and maintenance of the air
conditioners and freezer .
410 Convertible
6.5 Raw Water System Maintenance
The following items should be done routinely to help maintain
your raw water system:
•
•
•
Check hoses, particularly the sea water supply lines, for
signs of deterioration.
Periodically remove and clean the sea water strainers for
the air conditioners and optional freezer. To clean the
strainers, Turn off the air conditioners and freezer. Close
the water intake valve then open the top of each strainer and
remove the screen. Thoroughly flush the screen and the
inside of the strainer to remove foreign matter. Lubricate
the seal and reassemble the strainer making sure that all
fasteners are tight. Then open the intake valve and start
the air conditioner and freezer and inspect the strainer for
leaks.
Periodically remove and clean the water strainer located
near the intake side of the washdown and livewell pumps.
To clean the strainer, make sure the Washdown and
Livewell Breakers on the DC panel are off. Close the
thru-valves and loosen the fitting for the intake line and
remove the line from the strainer. Rotate the wing lever on
the strainer cap 1/4 turn to release it. Remove and clean
the screen with freshwater. Lubricate the O-ring lightly
with petroleum jelly when reinstalling the cap. Open the
thru-valve and check for leaks.
410 Convertible
•
Spray pumps and thru-hull valves with a protective oil
periodically.
•
The fishboxes and livewells should be drained and cleaned
after each use.
•
Operate all thru-hull valves at least once a month to keep
them operating properly.
SHOULD A HOSE RUPTURE, TURN THE PUMP OFF
IMMEDIATELY. ALWAYS CLOSE THE THRU-HULL
VALVE WHEN PERFORMING MAINTENANCE ON A
SEA WATER PUMP.
THE BATTERIES MUST BE PROPERLY CHARGED.
OPERATING ANY PUMPS FROM A BATTERY WITH A
LOW CHARGE MAY LEAD TO A PUMP FAILURE.
THE RAW WATER SYSTEM MUST BE PROPERLY
WINTERIZED PRIOR TO WINTER LAY-UP. SEE
SECTION ON WINTERIZING.
DO NOT RUN THE WASHDOWN OR LIVEWELL
PUMPS DRY FOR EXTENDED PERIODS AS
DAMAGE TO THE PUMP WILL RESULT.
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410 Convertible
Chapter 7:
DRAINAGE SYSTEMS
7.1 General
Most water is drained by gravity to overboard thru-hull fittings
located in the hull sides above the waterline. The cabin and
some cockpit component drain thru-hull fittings are equipped
with ball valves that are always open under normal operating
conditions. In the event of an emergency, the valves can be
closed to prevent sea water from entering the boat through the
drainage system. It is important to check and operate the drain
valves at least annually to make sure they are in good condition
and operating properly.
You should check the drain system frequently to ensure it is
free flowing and that the hoses on the thru-hull fittings are
secure and not leaking.
7.2 Hard Top or Tower Drains
(Optional)
There is a hole drilled in leg bases to prevent water from being trapped within the leg and provide a wire chase for accessories. A small hole is drilled in the tubing at the base of the
other legs, which are not drilled for a wire chase, that allows
water to drain.
Note:
Always make sure the leg drain holes are clear
when the boat is laid up for the winter. Water
trapped inside the legs could freeze and cause the
legs to split.
7.3 Bilge Drainage and High Water
Alarms
The bilge pumps are activated both manually, by switches in the
helm station, and automatically, by float switches located next
to the pumps. The automatic float switches are connected to
the house battery bank. They are protected by “push to reset”
circuit breakers in the battery switch panel and remain activated
when the battery switches are in the “OFF” position and the
batteries are connected. The manual switches are supplied
current when the house battery switch is activated. They are
protected by a breaker in the DC breaker panel.
All bilge pumps pump water out of thru-hulls located above
the waterline in the hull. The rear bilge pump and automatic
switch are located near the transom, below the stern fishbox,
the mid bilge pump and automatic switch are in the rear engine
compartment bilge below the generator and the forward pump
and automatic switch are located in the forward bilge compartment and accessed through the hatch in the galley sole.
410 Convertible
Stern Bilge Pump and Automatic Switch
The manual bilge pumps should be activated briefly each time
the boat is used. This will ensure that they are operating properly and increase the service life of the pumps. The automatic
switch should be manually activated to verify operation.
Note:
See Electrical Systems for additional information
on bilge pump operation.
Note:
Any oil spilled in the bilge must be thoroughly
removed and properly disposed of before operating the bilge pump. The discharge of oil from the
bilge is illegal and subject to a fine.
THE FEDERAL WATER POLLUTION CONTROL
ACT PROHIBITS THE DISCHARGE OF OIL OR OILY
WASTE INTO OR UPON THE NAVIGABLE WATERS
OF THE UNITED STATES OR THE WATERS OF THE
CONTIGUOUS ZONE IF SUCH DISCHARGE CAUSES
A FILM OR SHEEN UPON, OR A DISCOLORATION
OF THE SURFACE OF THE WATER, OR CAUSES A
SLUDGE OR EMULSION BENEATH THE SURFACE
OF THE WATER. VIOLATORS ARE SUBJECT TO A
PENALTY OF $10,000.
High Water Alarm
53
Additional automatic switches, located near each bilge pump,
sound an alarm and activate a light at the helm if the bilge
water level rises above the normal operating range of the bilge
pump automatic switches. The alarm automatic switches are
connected to the batteries. They are protected by circuit
breakers located on the engine room circuit breaker panel and
remain activated when the battery switches are in the “OFF”
position and the batteries are connected. These switches
should be tested periodically by turning the knob on the side
of the switch until the alarm sounds. You should also test the
alarm circuit with the test switch in the helm switch panel. If
the alarm does not activate, you should find and correct the
problem as soon as possible.
7.4 Cockpit and Deck Drains
Scuppers and Hatches
Your boat has two scupper drains located in the rear of the
cockpit at the transom. Flaps built into the scuppers help
reduce the surge of sea water through the scuppers and into
the cockpit.
Water is channeled away from all hatches by a gutter or drain
rail system. The water then drains overboard through fittings
in the drain rails to thru-hull fittings in the hull sides above
the waterline.
Fishbox , Livewell, Freezer and Cockpit Sink Drains
The fishbox below the cockpit floor is drained overboard by
a macerator pump out system. The macerator is activated
by a momentary switch located in helm switch panel. The
transom fishbox is drained by gravity to a thru-hull fitting in
the transom.
The livewell, cooler, bait prep sink and the bait freezer are
drained by gravity to thru-hull fittings in the hull sides. The
overflow in the livewell drain into the overboard drains. These
compartments should be flushed out and cleaned after each
use.
Note:
The macerator discharge pump can only be run dry
for a couple of seconds. Allowing the macerator
pump to run after the fishbox is empty will cause
damage to the pump.
Bridge and Cockpit Storage Compartments
A storage box, located below the lounge seat, is drained by
gravity to the bridge deck. The bridge deck drains overboard
by drain rails and drains in each side of the bridge deck sole.
Rope Locker Drains
The rope locker drains to the bilge. It is important to inspect
the drains frequently to remove any accumulated debris.
54
Cockpit Scuppers
7.5 Cabin Drains
The galley, head sink, and shower are drained by a sump pump
system. An automatic float switch in the sump controls the
pump. The sump pump is protected by the shower sump circuit breaker in the battery switch panel. The sump system is
activated whenever the batteries are connected to ensure the air
conditioner sumps and the shower will drain properly whenever
they are activated. After showering, let the cold water flow for
a period of time to flush the drainage system of soap residue.
The sump system is located in the forward bilge. The sump has a
removable lid to allow the system to be inspected and serviced.
It is essential that the sump system be inspected periodically
and any accumulated debris removed. Manually activate the
system to verify operation.
The drain thru-hull fittings for the sump pump and the sink
drains are equipped with ball valves that are always open under
normal operating conditions. In the event of an emergency, the
valves can be closed to prevent sea water from entering the boat
through the shower sump or drain system. It is important to
check and operate the valves at least annually to make sure they
are in good condition and operating properly. Please review
the drainage schematic to become familiar with the location of
the sump pump and gravity drain thru-hull valves.
410 Convertible
7.6 Drainage System Maintenance
It is essential that the following items be done periodically to
maintain proper drainage of your boat:
•
Flush all gravity drains with freshwater to keep them clean
and free flowing.
•
Clean and inspect the shower and air conditioning drain
sump system. Remove accumulated debris and flush with
freshwater. Frequently test the automatic pump switch for
proper operation.
•
Clean the cockpit and bridge drain rails with a hose to
remove debris that can block water drainage.
•
Clean the hardtop or tower leg drain holes. This is
especially important just before winter lay-up.
•
•
Clean the bilge pump strainers of debris and check the
bilge for foreign material that can cause the automatic
switch to malfunction.
Clean and flush the fishbox and cooler storage boxes with
soap or a bilge cleaner and freshwater after each use to
keep them clean and fresh.
•
Operate the thru-hull valves once a month and service as
required.
•
Frequently test the automatic bilge pump switches for
proper operation. This is accomplished by lifting the float
switch until the pump is activated. You can also use a
garden hose to flood the bilge until the water level is high
enough to activate the pump.
410 Convertible
Note:
All drains and pumps must be properly winterized
before winter lay-up.
Note:
Never use harsh chemical drain cleaners in marine
drain systems. Permanent damage to the hoses and
fittings may result.
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410 Convertible
Chapter 8:
VENTILATION SYSTEM
8.1 Cabin Ventilation
Ventilation to the cabin area is provided by three deck hatches.
Additionally, there is a 12-volt exhaust blower in the head
compartment that provides forced ventilation to that area
whenever the blower is activated by the switch on the head
compartment wall.
Deck Hatch
The deck hatch is supported in the open position by one or
two adjustable hatch adjusters. They are secured in the closed
position by one or two cam levers on the inside of the hatch.
There is a sliding lock on each cam lever to prevent them from
open accidentally.
To open a hatch, release the lock and rotate the cam lever to the
open position. Raise the hatch and secure it with the knob on
the hatch lifter. To close the hatch, loosen the hatch adjuster
and lower the hatch. Secure in the closed position with the
two cam levers and slide locks.
Deck Hatch
Each hatch is equipped with a retractable sunshade and screen.
To use the screen, pull the plastic tab for the screen on the side
of the hatch and attach it to the plastic tab on the other side
of the hatch. To use the sunshade, pull the plastic tab for the
sunshade and attach it to the plastic tab on the other side hatch.
When the tabs are attached, they can slide in either direction to
select the screen or the sunshade. Disconnect the tabs to store
the screen and the sunshade or to open and close the hatch.
8.2 Carbon Monoxide and Proper
Ventilation
FAILURE TO PROPERLY VENTILATE THE BOAT
WHILE THE ENGINES ARE RUNNING MAY PERMIT
CARBON MONOXIDE TO ACCUMULATE WITHIN
THE CABIN AND OPEN AREAS OF YOUR BOAT.
CARBON MONOXIDE IS A COLORLESS AND
ODORLESS GAS THAT IS LETHAL WHEN INHALED.
CARE MUST BE TAKEN TO PROPERLY VENTILATE
THE BOAT AND TO AVOID CARBON MONOXIDE
FROM ACCUMULATING IN THE BOAT WHENEVER
AN ENGINE IS RUNNING.
A by-product of combustion, carbon monoxide (CO) is invisible, tasteless, odorless, and is produced by all engines and gas
heating and cooking appliances. The most common sources
of CO on boats are gasoline engines, auxiliary generators and
410 Convertible
Carbon Monoxide Detector
propane or butane stoves. These produce large amounts of
CO and should never be operated while sleeping. The hazard
also may be created by a boat nearby whose exhaust fumes are
entering your boat. Boats also have a problem due to the “station wagon effect” where engine exhaust fumes are captured
in the vacuum or low pressure area, usually the cockpit, bridge
deck and cabin, that can be created by the forward speed of
the boat.
Boats underway should close all aft facing hatches and doors.
The forward facing deck hatches should be open whenever
possible to help pressurize the living spaces of the boat. No
sleeping in the cabin should be permitted while underway.
57
Proper ventilation should be maintained on the bridge deck
by opening forward clear connector vents, as far as possible to
help pressurize the cockpit area. The canvas drop or aft curtain
must be removed and the side curtains should be opened or
removed to increase air flow and maintain proper ventilation
whenever the engines are running. Under no circumstances
should the engines be operating with side curtains closed and
the aft or drop curtain installed.
Extreme caution must be taken while at anchor or in a slip when
an auxiliary power generator is operating. Wind still nights can
easily allow exhaust fumes, containing high concentrations of
CO, from the generator on your boat or from an adjacent boat’s
generator to enter the boat. The exhaust fumes may enter your
boat through open hatches or windows.
A carbon monoxide detector has been installed in your cabin
as standard equipment. While a CO detector enhances your
protection from CO poisoning, it does not guarantee it will
not occur. Do not use the carbon monoxide detector as a
replacement for ordinary precautions or periodic inspections
of equipment. Never rely on alarm systems to save your life,
common sense is still prudent and necessary. Remember, the
operator of the boat carries the ultimate responsibility to make
sure the boat is properly ventilated and the passengers are not
exposed to dangerous levels of carbon monoxide. You should
always be alert to the symptoms and early warning signs of
carbon monoxide poisoning. You also should read the “Carbon Monoxide Monitoring System” in the Safety Equipment
chapter of this manual, and the owner’s manual supplied by
the CO detector manufacturer for operation instructions and
additional information regarding the hazards and symptoms of
carbon monoxide poisoning.
States Coast Guard in effect at the time of manufacture and
remove fuel vapors and excess heat from the engine room.
Free Air System
A flow of air into the engine compartment is provided by two
vents located on either side of the hull. The vents are designed
with special baffles that prevent sea water or spray from entering the engine compartment while providing adequate air
movement for the engines.
Forced Ventilation
Your boat is equipped with electric intake blowers that provide
increased ventilation to the engine compartment. The intake
blowers are located on each hull vent. They are activated
whenever the engines are running to provide the large volume
of fresh air that high performance diesel engines require.
Inspect the blowers frequently to make sure they are operating
properly. Always replace worn or defective components with
new components of the same type. Refer to the Electrical
Systems chapter for more information on blower operation.
ALWAYS RUN THE EXHAUST BLOWERS WHEN
OPERATING THE BOAT BELOW CRUISE SPEEDS
OR WHEN THE GENERATOR IS RUNNING TO
ENSURE ADEQUATE VENTILATION AND COOLING
OF THE ENGINE COMPARTMENT.
ACTIVATION OF THE CARBON MONOXIDE
DETECTOR INDICATES THE PRESENCE OF
CARBON MONOXIDE (CO) WHICH CAN BE FATAL.
EVACUATE THE CABIN IMMEDIATELY. DO A
HEAD COUNT TO CHECK THAT ALL PERSONS
ARE ACCOUNTED FOR. DO NOT REENTER THE
CABIN UNTIL IT HAS BEEN AIRED OUT AND THE
PROBLEM FOUND AND CORRECTED.
Periodically test the carbon monoxide alarm per the manufacturer’s instructions. Please refer to the carbon monoxide alarm
manual or contact the manufacturer for more information on
maintaining and calibrating the alarm.
8.3 Engine Compartment Ventilation
All Albemarle inboard boats are equipped with an engine
compartment ventilation system consisting of intake ducts,
intake blowers and exhaust blowers. The ventilation system
is designed to meet or exceed the requirements of the United
58
410 Convertible
8.4 Maintenance
•
Periodically lubricate all hinges and latch assemblies with
a light oil.
•
Periodically clean and coat gasket materials with silicone
to help keep them pliable.
•
The opening cabin deck hatches are made of acrylic
plastic glass. Acrylic glass scratches easily. Never use
a dry cloth or glass cleaning solutions on acrylic glass
. Use a soft cloth and mild soap and water for routine
cleaning. Solvents and products containing ammonia
can permanently damage acrylic glass. Please refer to the
Routine Maintenance chapter for more information on the
proper maintenance for acrylic plastic glass.
•
Periodic inspection and cleaning of the engine compartment
ventilation ducts is necessary to ensure adequate air
circulation. A buildup of leaves, twigs, or other debris
can severely reduce ventilation. It also is important to be
sure that the drains in the vent baffles are open to prevent
excessive sea water from accumulating in the vents and
overflowing into the engine compartment.
410 Convertible
•
The bilge blowers are permanently lubricated and require
no maintenance. Blower operation can and should be
tested by placing a hand over the exhaust vents. Do not
rely on the sound of the blowers. A substantial amount of
air should be exhausted by the blower. Frequently check
the intake vents for obstructions, preferably before each
cruise.
Note:
Should blower noise become excessive, the source
of the noise should be found and corrected before
operating the boat.
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410 Convertible
Chapter 9:
EXTERIOR EQUIPMENT
9.1 Deck
Rails and Deck Hardware
The rail system and hardware fittings have been selected and
installed to perform specific functions. Bow and hand rails are
installed to provide a handhold in certain areas of the boat. You
should make sure you keep at least one hand on the handholds
as you move about the boat.
Mooring lines should be secured to the cleats and not to rails or
stanchions. The stern is equipped with a hawse pipe and cleat
system. Mooring lines should be fed through the hawse pipes
then secured to the stern cleats. Be sure a clear lead exists when
running dock lines or anchor lines. A line inadvertently run
around a stanchion or over the rail could cause damage.
Note:
All fittings must be inspected periodically for loose
fit or wear and damage. Any problems should be
corrected immediately.
Windlass
ALBEMARLE BOATS ARE NOT EQUIPPED WITH
HARDWARE DESIGNED FOR TOWING PURPOSES.
THE MOORING CLEATS ARE NOT TO BE USED
FOR TOWING ANOTHER VESSEL OR HAVING THIS
BOAT TOWED.
Bow Pulpit and Roller
The bow pulpit is built into the hull and is equipped with a
roller assembly that allows the anchor to be operated and stored
at the pulpit. The anchor line is stored in the rope locker and
routed out the windlass or deck rope pipe, through the roller
and connected to the anchor chain. A cleat or chain binder
is provided on the deck near the pulpit to secure the anchor.
Always make sure the anchor is properly secured when it is in
the stored position on the pulpit.
Anchor Rope Locker
The anchor locker is in the bow of the boat and accessed through
a hatch in the forward stateroom. The anchor line is always
stored in the rope locker.
The locker is designed for the bow anchor line and not for storing anchors or additional anchor lines. Spare anchors should be
stored in one of the storage areas in the cockpit or flybridge.
410 Convertible
Windlass and Pulpit Assembly
The anchor locker is drained to the bilge by a drain near the
bottom of the locker. It is very important to check the drain
frequently to make sure it is clean and free flowing.
Periodically remove the anchor line from the rope locker, rinse
it with fresh water and allow it to dry in the sun. Cleaning the
anchor line regularly will reduce odors in the anchor locker and
increase the life of the line.
The line should also be inspected for abrasions or signs of
deterioration. Replace the line if it shows any sign of damage
or deterioration. If your boat is equipped with the optional
windlass, it is important to replace the anchor line with a new
line of the type recommended or supplied by the windlass
manufacturer.
61
Windlass (Optional)
The optional windlass is mounted to the deck near the rear of
the pulpit above the rope locker. The anchor is stored on the
pulpit and is raised and lowered by the windlass. The anchor
line is stored in the rope locker and routed out through the
windlass to the anchor chain.
The anchor is lowered by releasing the anchor from the cleat or
chain binder near the pulpit and operating a “DOWN” control at
the helm, or the optional foot switch at the bow. The windlass
control switch is activated by a breaker located at the cabin
electrical panel. Another heavy duty circuit breaker in the battery switch panel protects the main circuit for the windlass.
After the anchor is set, the windlass must not be left to take the
entire force from the anchor line. Boats lying to their anchor
in a high swell or heavy weather conditions will snub on the
line. This can cause slippage or apply excessive loads to the
windlass. The line should be made fast to a bow cleat to relieve
the load on the windlass.
The anchor is hauled in by releasing the line from the bow
cleat and operating the “UP” control at the helm or the optional
foot switch on the deck near the windlass. Once the anchor is
retrieved, independently secure the anchor to the chain binder
or a cleat to prevent it from being accidentally released. This
is especially important while the boat is under way.
The windlass manufacturer provides an owner’s manual with
its product. It is extremely important that you read the manual
and become familiar with the proper care and operation of the
windlass.
A WINDLASS MUST BE USED WITH CARE. IT IS
EXTREMELY IMPORTANT THAT YOU READ THE
OWNER’S MANUAL AND BECOME FAMILIAR
WITH THE SAFETY INSTRUCTIONS AND PROPER
OPERATION OF THE WINDLASS BEFORE USING IT
WITH YOUR BOAT. ALWAYS ENSURE THAT LIMBS,
FINGERS, HAIR AND CLOTHING ARE KEPT CLEAR
OF THE WINDLASS AND ANCHOR LINE DURING
OPERATION.
DO NOT USE A WINDLASS AS A SOLE MEANS
OF SECURING AN ANCHOR IN THE BOW PULPIT.
ALWAYS SECURE THE ANCHOR LINE TO A CLEAT
OR CHAIN BINDER BEFORE OPERATING YOUR
BOAT.
62
9.2 Hull
Swim Platform (Optional)
Your boat could be equipped with an optional swim platform
and ladder in the stern of the boat. The swim platform should
only be installed by the Albemarle factory at the time of construction or by an authorized Albemarle dealer. Improper swim
platform installation can damage the boat’s transom or interfere
with the transom door.
MOVING PROPELLERS ARE DANGEROUS.
THEY CAN CAUSE DEATH, LOSS OF LIMBS,
OR OTHER SEVERE INJURY. DO NOT USE THE
SWIM PLATFORM OR SWIM LADDER WHILE THE
ENGINES ARE RUNNING. STOP THE ENGINES
IF DIVERS OR SWIMMERS ARE ATTEMPTING TO
BOARD. ALWAYS PROPERLY STORE THE LADDER
BEFORE STARTING THE ENGINES.
Trim Tabs
The trim tabs are recessed into the hull at the transom. The trim
tabs are an important part of the control systems. Please refer
to the Helm Control Systems chapter for detailed information
on the trim tabs.
9.3 Cockpit
IN CERTAIN CONDITIONS, OPEN EXTERIOR
DOORS AND HATCHES THAT ARE NOT SECURED
PROPERLY CAN SLAM CLOSED UNEXPECTEDLY
AND CAUSE INJURY TO PASSENGERS OR DAMAGE
TO THE BOAT. MOST DOORS AND HATCHES ARE
EQUIPPED WITH SPECIAL FASTENERS, HATCH
LIFTERS, OR SNAPS AND/OR STRAPS, TO SECURE
THEM IN THE OPEN POSITION. ALWAYS MAKE
SURE THAT THESE HATCHES AND DOORS ARE
PROPERLY SECURED WHENEVER THEY ARE IN
THE OPEN POSITION.
Engine Access
Access to the engines is provided by a door and hatch located in
the tackle/bait prep center. A gas charged hatch lifter holds the
hatch open or closed position and a barrel bolt latch secures the
door when it is closed. Always make sure the door and hatch
are closed and securely latched before operating the boat.
Diamond plate steps make it easy to enter or exit the engine
room. Light is provided by 12-volt lights activated by a switch
in the cockpit switch panel.
410 Convertible
Tackle/Bait Prep Center
A bait prep center equipped with an insulated ice box or optional freezer and tackle storage is on the starboard side of the
cockpit. The hatch is equipped with a gas charged hatch lifter
that holds the hatch in the open or closed position. The ice
box is drained by gravity to a thru-hull fitting in the hull side
above the waterline.
The ice box can be equipped with an optional freezer plate. The
freezer unit is supplied electrical current by the AC system and
requires AC current from shore power or the generator to operate. The temperature is controlled by an electronic temperature
control unit that is located in the engine compartment.
The temperature in the freezer is selected by pressing the set
button on the control and selecting the desired temperature.
Once the temperature has been set, the control display will
change to indicate the temperature in the freezer. The freezer
is activated by turning on the Freezer circuit breaker in the AC
panel and selecting the temperature on the control unit.
An AC raw water pump provides the water to remove heat
from the freezer and the flybridge air conditioner compressor.
Therefore, water should be expelled from the thru-hull fitting in
hull side whenever the compressors are operating. The intake
line for the pump is equipped with a sea strainer that must be
checked for debris frequently and cleaned as necessary. The
procedure for cleaning strainer is the same as for the generator strainer. Refer to the Electrical Systems and Raw Water
System chapters for information on cleaning the sea strainer
and the operation of the raw water pump.
Engine Room Door and Hatch
You also should refer to the freezer owner’s manual for more
information on the operation and maintenance of the bait
freezer system.
Livewell
A circulating livewell is located on the port side of the cockpit.
The hatch is equipped with a gas charged hatch lifter that holds
the hatch in the open or closed position. The livewell is supplied by a raw water circulating pump and drains overboard.
A stand pipe in the livewell controls the water lever. Refer to
the Raw Water System chapter for additional information on
the livewell system. The livewell is drained by gravity to a thru
hull fitting in the hull side above the waterline.
Tackle Lockers
A tackle locker is built into the Tackle/bait prep station and
the livewell. Each tackle locker has four removable storage
drawers. If tackle lockers are not installed, the compartments
will be equipped with locking doors for storing dunnage.
Livewell
410 Convertible
63
Cable Master (Optional)
The Cable master is designed to mechanically extend, retract
and store shore power cable. It is located in the engine compartment below the shore power cord inlet. A switch next to
the inlet controls the cable master. When the switch is in the
“OUT” position, the shore power cord will continue to extend
until the switch is turned off. When the switch is in the “IN”
position, the cord will retract until the switch is turned off or
the cord is completely retracted. An “In-Limit” switch built
into the unit automatically shuts the cable master off when
the cable is fully retracted. The cable master is protected by a
circuit breaker in the cabin DC panel.
Transom Door and Gate
A transom door and gate is incorporated into the transom. The
gate is hinged and can be opened by releasing the latch and
lifting the starboard side. The door can be opened when the
gate is open or closed. It is secured by a special latch mounted
on the inboard side of the door. The door latch has a spring
loaded safety pin. When the transom door is closed, make sure
the latch is completely closed and that the safety pin is snapped
into place to prevent the latch from opening accidentally.
Cable Master
The transom door and gate should only be opened when the
boat is not in motion. The door must be latched in either the
full “OPEN” or full “CLOSED” position. Never leave the
transom door unlatched.
Note:
Periodically inspect the transom door and gate fittings for wear, damage, or loose fit. Any problems
should be inspected and corrected immediately.
THE TRANSOM DOOR AND GATE SHOULD BE
CLOSED AND PROPERLY LATCHED WHENEVER
THE ENGINES ARE RUNNING. NEVER OPEN THE
TRANSOM DOOR WHILE UNDERWAY OR IN ROUGH
SEA CONDITIONS. IN CERTAIN SITUATIONS,
AN OPEN TRANSOM DOOR COULD ALLOW A
SUBSTANTIAL AMOUNT OF WATER TO ENTER THE
COCKPIT CREATING A POTENTIALLY DANGEROUS
CONDITION.
OPERATING THE BOAT UNDER POWER WITH THE
TRANSOM DOOR AND GATE OPEN MAY ALLOW
PERSONS TO FALL OVERBOARD AND INTO BOAT
PROPELLERS OR TO BE LOST IN OPEN WATER.
ALWAYS CHECK TO MAKE SURE THE TRANSOM
DOOR AND GATE IS PROPERLY CLOSED AND
LATCHED BEFORE STARTING THE ENGINES AND
NEVER OPERATE THE BOAT UNDER POWER WITH
THE TRANSOM DOOR AND GATE OPEN.
Transom Door and Gate
Below Deck Stern Fishbox
A fishbox is located in the stern below the cockpit sole. Two
flush mounted twist latches secure the hatch when it is closed.
When the hatch is open, the fishbox can be removed to provide
access to the stern bilge.
The fishbox is drained by a macerator pump located in the
bilge and activated by the Fishbox Drain Pump switch at the
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410 Convertible
helm. Make sure to monitor the water level in the fishbox and
turn the pump off as soon as pumping is complete. The pump
will be damaged if it is allowed to run dry for more than a few
seconds. The fishbox should be pumped out and cleaned after
each use. Refer to the Drainage Systems chapter for more
information on the fishbox drainage.
Transom Fishbox
Another insulated fishbox is located in the center of the transom
gunnel. The fishbox is drained by gravity to an overboard thruhull fitting in the transom. It is accessed through two hatches
in the stern gunnel.
Cabin Door
The cabin door is made of Fiberglass. A lockable latch secures
the door and hatch in the closed position. A special latch secures the door in the open position.
It is very important that the cabin door is secured properly in
the open or closed position. The door is heavy and if the door
is not properly latched, it could swing when the boat rocks and
pinch someone’s fingers between the door and the bulkhead or
damage the door. Always make sure the door is properly latched
in the open or closed position before operating the boat.
A LWAY S S E C U R E C A B I N D O O R S / H AT C H
WHENEVER VESSEL IS IN MOTION OR IN ROUGH
WATER CONDITIONS.
9.4 Flybridge and Helm
Helm
The steering, engine controls, engine instruments and switches
for exterior equipment and navigation lights are located on the
helm station. The helm station is located in the center of the
flybridge to provide improved visibility, more room for electronics and a more functional flybridge arrangement.
The steering helm and engine controls are located on the rear of
the center console. The helm switch panel is on the starboard
side of the helm and the engine run/stop switches, the engine
start switches and trim tab switches are located on a separate
panel below the steering wheel.
The Molded-in, retractable electronics storage is located
forward of the engine controls. Electric actuators controlled
by a switch in the helm raise or lower the modules. Access
to service the controls or to install or service electronics is
provided through a door in the helm.
Standard Helm Seats
The helm seats are pedestal seats that swivel and adjust fore and
aft. The seat height on the pedestal is also adjustable.
410 Convertible
Helm
There are two levers and one tension knob on the seat base.
Lifting the lever located at the front of the seat base allows the
seat to be adjusted fore and aft. Releasing the lever locks the
seat in that position. Lifting the lever on the starboard side of
the seat base releases the pivot lock and allows the helm seat to
be swiveled on the pedestal. The helm seat will automatically
lock when it is swiveled back to the operating position. The
friction knob adjusts the tension of seat base on the pedestal
and is also located on the port side of the seat. It should be
adjusted to allow the seat to be swiveled when the swivel lock
is released and tight enough to eliminate play between the seat
base and the pedestal.
The pedestal height can be changed by pulling the spring loaded
release pin on the pedestal and sliding it up or down to the next
preset position. Release the pin as the pedestal is sliding and
the pin will automatically lock into place.
Teak Helm Chair (Optional)
The helm seat is a pedestal seat that swivels and adjusts fore
and aft. The height of the footrest on the pedestal is also
adjustable.
There is one tension adjuster and a spring loaded lever on the
seat base. Lifting the lever located at the front of the seat base
allows the seat to be adjusted fore and aft. Releasing the lever
locks the seat in that position. Loosening the tension adjuster
on the starboard side of the seat base allows the helm seat to
be swiveled on the pedestal. The tension can be adjusted to
lock the seat in the desired position or control how easily the
seat will swivel. It should always be adjusted tight enough to
eliminate play between the seat base and the pedestal.
The pedestal footrest height can be changed by loosening the
tension adjuster on the port side of the footrest and sliding it
up or down to the desired position. It is important to make
sure the footrest is set parallel to the tension adjuster handle
before adjusting the tension and that the handle is rotated down
before swiveling the footrest. Otherwise, the handle will hit
the footrest when it is rotated and damage the finish.
65
The back rest on the helm chair can easily be removed by
releasing the two quick release pins on the back rest brackets.
Push the button in the center of the pins and slide them out
of the brackets. The back rest can then be lifted out of the
brackets.
Lounge Seats
There is a lounge seat forward of the helm and on the port side
of the flybridge. A large storage area is located below each
lounge seat. The bottom seat cushions are hinged to allow the
cushions to be raised and drop in front of the lounge for complete access to the storage compartment. To access the storage
compartment, lift the front of the seat cushion and pull it toward
you. The hinge will rotate forward and allow the cushion to
clear the front of the lounge. Then lower the cushion until it
rests against the vertical face of the lounge base.
Flybridge Storage Compartment and Air Conditioner Vents
Storage Compartments and Optional Air Conditioner
There is a large storage compartment in the forward section of
the flybridge. Two doors provide access to the compartment. If
your boat is equipped with the optional flybridge air conditioner
it will be installed in this compartment.
The air conditioning unit is the reverse cycle type and operates
on AC power. It is equipped with reverse cycle heat and can be
operated as a cooling or heating unit and is protected by circuit
breakers in the cabin 240-volt AC breaker panel.
To operate, make sure the thru-hull valve for the air conditioner
raw water supply pump, located in the rear of the engine compartment bilge, is on. Turn the Air Conditioner breakers in the
AC breaker panel to the “ON” position. The air conditioning
or heat then will be controlled by the electronic control panel
in the console near the helm. When activated, water should
continuously flow from the overboard drain thru-hull.
The air conditioning system produces heat when it is operated
in the reverse cycle mode. The ability of the unit to produce
heat is affected by the temperature of the seawater. As the
seawater temperature lowers, the air conditioner’s ability to
produce warm air decreases. When the seawater temperature
drops below 40 - 45 degrees, the air conditioner will not be
able to produce heat. You should not operate the air conditioner to produce heat when the water temperature is below
40 degrees.
Flybridge Air Conditioner Control Panel
sary. The procedure for cleaning the strainer is the same as for
the generator sea strainer Refer to the Electrical Systems and
Raw Water System chapters and the for information on the air
conditioning pumps and cleaning the sea strainers.
You also should refer to the air conditioner owner’s manual for
additional operating and maintenance instructions.
Note:
The air conditioning unit creates condensation that drips into
the pan at the base of the unit. A hose attached to the pan drains
the water to the flybridge drain system. The condensation pan
should be checked periodically to make sure it is draining properly. The drain hoses and condensation pan should be flushed
clean if they become restricted by mold or debris.
The intake line for the pump is equipped with a sea strainer that
must be checked for debris frequently and cleaned as neces-
66
Air conditioners use surface water as a cooling medium. The boat must be in the water and the raw
water supply system must be properly activated
prior to use. Operation without proper cooling
could cause the air conditioning circuit breaker to
trip and could cause system damage. Always check
for proper water flow out of the air conditioning
pump discharge thru-hull when the air conditioner
is operating.
410 Convertible
9.5 Half Tower and Tuna Tower
The half tower and tuna tower consists of a laminated fiberglass
top mounted to a welded aluminum frame that is bolted to the
deck. They can be equipped with spreader lights, courtesy
lights and rod holders. The top and frame is designed to accommodate radio and GPS antennas, radar antennas and navigation
lights. It could also be equipped with optional outriggers.
Towers are equipped with an operational upper control station
and a sunshade for the upper station.
Electronics antennas must be mounted to the hard top between
the front and rear legs. Antennas mounted on tuna towers
may require extensions if they are mounted on the hard top.
There is a molded in radar antenna mount on the forward part
of the hard top.
Half Tower
Do not mount any antennas or equipment to the brow area
forward of the front legs. The hard top frame is not designed
to support the weight of accessories in this area and could be
damaged. The rear legs are used as the wire chase for lights
and antennas mounted to the hard top.
The warranty for the half tower or tuna tower will be void if
the structure is modified in any way or if heavy accessories
like life rafts are mounted to the top. Additionally, if items like
radar antennas, spotlights and other accessories are mounted in
the wrong location, the warranty could be void. If you intend
to add equipment or make modifications to the half tower or
tuna tower, you should contact Albemarle Customer Service to
make sure the equipment you would like to add or the intended
modification will not void the warranty on the fiberglass top or
the aluminum structure.
Because the aluminum frames vary slightly, the side curtains,
front clear connector and drop curtain are custom made to each
boat at the factory. To install the curtains, slide the front clear
connector into the slide track at the front of the top and snap
it to the bridge beginning with the center snaps. The clear
connector will have to be stretched just enough to pull out the
wrinkles to reach the snaps on the bridge.
410 Convertible
Once the clear connector is completely installed, the side
curtains can be put on. Slide the side curtains into the slide
tracks on each side of the top and attach them to the zippers
on the front connector. Snap the curtains to the bridge sides
beginning with the forward snaps. The side curtains will have
to be stretched slightly to pull out the wrinkles and reach the
snaps.
If you have an optional drop curtain, slide it into the slide track
on the back of the hard top and attach it to the rear of the side
curtains. Snap the drop curtain to the bridge.
Note:
Cold weather can make the clear vinyl material
on the curtains stiff and difficult to stretch to the
snaps. This can be particularly difficult with new
canvas that has been stored off the boat. Laying
the curtains in the sun for 30 minutes during the
heat of the day will make installing them much
easier in cold whether.
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THIS PAGE WAS LEFT BLANK
INTENTIONALLY
68
410 Convertible
Chapter 10:
INTERIOR EQUIPMENT
10.1 Head Compartment & Marine
Toilet
The head compartment is equipped with a sink with a hot
and cold faucet. There is a shower with a removable shower
head. The shower head is equipped with a valve that allows
the shower water to be turned on and off without affecting the
temperature to conserve water while showering. Make sure
the shower sump breaker on the DC panel is on before using
the shower.
There is storage behind the doors under the sink. Ventilation
is provided by an air conditioning duct and an exhaust fan.
There is also a 12-volt overhead light and 120-volt G.F.I.
duplex outlet.
Marine Head System
Your boat is equipped with a VacuFlush marine head system as
standard equipment. VacuFlush systems use a small amount of
water (one pint to one quart) and vacuum which is generated
by a 12-volt vacuum pump to flush. The toilet is connected to
the pressurized fresh water system. Using fresh water results
in less odor in the head compartment.
To use the toilet, make sure the Head breaker on the cabin
DC breaker panel is on. Then add water to wet the bowl
by depressing the foot activated flush lever slightly until the
desired water level is reached. Flush the toilet by activating
the flush lever all the way for approximately three seconds or
until contents clear the bowl. A sharp popping noise is normal
when the vacuum seal is broken and flushing action begins.
It is also normal for a small amount of water to remain in the
bowl after flushing.
Head Compartment
The waste is transferred into the holding tank where it remains
until it is pumped out by a waste dumping station or the overboard macerator discharge system. The waste moves through
a one-inch opening in the toilet base. Incoming air fragments
the waste as it passes through the base opening. This process
eliminates the need for macerators or mechanical motors in
the toilet base.
The vacuum generator is mounted on the holding tank and
contains stored vacuum. System vacuum is monitored by a
vacuum switch which is located on the vacuum generator tank.
When the switch senses a drop in vacuum in the system, it automatically signals the pump to energize and bring the vacuum
back to operating level. This process is normally completed
in less than two minutes.
410 Convertible
Sealand Head
69
It is normal for the stored vacuum to leak down slightly between
flushes, causing the vacuum pump to run for a short period.
The pump should not run more than once every three hours
after the last flush for recharging the system. A holding tank
fluid level monitor and macerator pump out switch is located
in a panel near the sink. Please refer to the toilet manufacturer
owner’s manual for more information on the operation of the
marine head system.
Holding Tank and Macerator Discharge Pump
The holding tank and vacuum generator is located in the forward bilge below the cabin floor. The overboard macerator
discharge pump is located near the holding tank.
When the tank is full, the tank monitor will show full and the
vacuum pump will not run. The tank must either be pumped out
by an approved waste dumping station through the waste deck
fitting or be pumped overboard with the macerator discharge
pump, when legal to do so.
Holding Tank, Vacuum Pump and Overboard Discharge Pump
To operate the macerator discharge pump, open the ball valve
at the overboard discharge thru-hull fitting in the forward bilge.
Then activate the momentary macerator switch located in the
holding tank monitor panel in the head compartment, until the
tank is emptied. Release the switch and close the discharge
ball valve when pumping is complete.
Note:
The macerator discharge pump can only be run dry
for a couple of seconds. Allowing the macerator
pump to run after the holding tank is empty will
cause damage to the pump.
IN MANY AREAS IT IS ILLEGAL TO FLUSH HEAD
WASTE DIRECTLY OVERBOARD. VIOLATION OF
THESE POLLUTION LAWS CAN RESULT IN FINES
OR IMPRISONMENT. ALWAYS KNOW THE LAW FOR
THE AREAS IN WHICH YOU BOAT. NEVER DUMP
HEAD OR HOLDING TANK WASTE OVERBOARD
ILLEGALLY.
Maintenance
The head should be cleaned and inspected for leaks regularly.
The holding tank should be pumped out and flushed as needed.
Periodically add chemical to the head to help control odor
and to chemically break down the waste. The vent hose is
equipped with a charcoal filter to reduce odors. During normal
operation, the filter should be changed annually. If the holding
tank is allowed to become overfilled, waste will get into the
charcoal filter and plug it. If this happens, the filter will have
to be replaced before the head system can be reactivated. See
the manufacturer owner’s manual for additional operating and
maintenance information.
70
Galley
10.2 Galley
Cabinet Door and Drawer Latches
Most cabinet doors and drawers in the cabin are secured in the
closed position with special latches that are flush to door or
drawer when latched. To open, press and release the knob. The
knob will pop out one inch, releasing the locking mechanism
and providing a means to pull the door or drawer open. To
close, make sure the door is completely closed and push the
knob in. The knob will stay in and the locking mechanism
will be activated.
Light Switches and Salon Air Conditioner Control Panel
The switches for the 12-volt lights in the galley and stateroom
companionway are located above the microwave oven on the
bulkhead in the galley. Refer to the air conditioner section
of this chapter for more information on the salon air conditioner.
Galley and Sink
The galley is equipped with storage and a fresh water sink with
hot and cold faucets. A reverse osmosis filtering system located
in the forward bilge provides drinking water to a separate faucet
on the sink and to the ice maker in the salon.
410 Convertible
The single lever sink faucet has a removable spray head. Water
is supplied to the sink by a 12-volt pump located in the forward bilge. When activated by the water pressure breaker in
the 12-volt panel, the water system will operate much like the
water system in a home. An automatic pressure sensor keeps
the system pressurized. The sink drains overboard through the
cabin drain system. See the Fresh Water System chapter for
more information on operating the fresh water system.
The sink counter tops are made of corian and there is a microwave mounted in the bulkhead near the steps from the salon
to the galley. Storage cabinets and drawers are located above
and below the sink and counter top.
The AC breaker panel and generator control panel is located
in a cabinet built into the galley counter near the steps to the
staterooms. Lighting is provided by windows in the salon and
12-volt lights above the galley.
Stove
Stove
The galley is equipped with a dual burner electric stove recessed
into the counter top. To activate the stove, make sure the stove
breaker in the AC breaker panel is on and remove the stove
cover. Then turn the control knob on the stove clockwise to
turn the burner on. A manual for the stove is included with
your boat. It is extremely important that you read the manual
and become familiar with the proper care and operation of the
stove before attempting to use it.
After cooking, be sure the elements are turned off. Always be
sure the burners are off and allowed to cool before placing the
cover back on the stove.
THE STOVE IS DESIGNED AS AN APPLIANCE FOR
COOKING FOOD. DO NOT ATTEMPT TO USE THE
STOVE TO HEAT THE CABIN. USING THE STOVE
TO HEAT THE CABIN COULD CAUSE THE STOVE
TO OVER HEAT RESULTING IN DAMAGE TO THE
STOVE OR A CABIN FIRE.
Refrigerator (AC Only)
An AC refrigerator is supplied as standard equipment and is
mounted in the galley. The freezer unit is supplied electrical
current by the AC system and requires electrical current from
shore power or the generator to operate. The refrigerator is
controlled by a panel inside the top drawer. Latches on the
starboard side of each drawer secure the drawers while the
boat is under way. Always make sure the drawers are latched
securely before operating the boat. Refer to the refrigerator
owner’s manual for additional operating and maintenance
instructions.
410 Convertible
Refrigerator Drawer and Control Panel
Microwave Oven
A microwave oven is provided as standard equipment. The
microwave operates on AC power and is protected by the
microwave breaker in the AC breaker panel. Please refer to
the microwave owner’s manual for detailed information on the
microwave oven installed in your boat.
10.3 Main Salon
Cabin Light Switches
Most of the cabin lights are controlled by switches on the cabin
walls. Some of the lights are controlled by electronic dimmer
switches. Pressing and holding the top of the switch will turn
the lights on and make them brighter. Pressing and holding the
bottom of the switches will dim the lights or turn them off.
71
Ice Maker and DC Breaker Panel
The ice maker and DC breaker panel are built into a cabinet
in the salon near the cabin door. Water is supplied to the ice
maker by the in the fresh water system. It operates on AC
power only and is protected by the Ice Maker breaker in the
AC breaker panel. A switch located just below the ice maker
door turns the unit on or off.
The reverse osmosis filtering system supplies the water for
the ice maker. Make sure the freshwater pump is activated
and there is water in the freshwater system before turning on
the ice maker.
The ice maker door has a special latch to secure the door while
under way; make sure the door is properly secured whenever
the boat is moving.
Refer to the ice maker owner’s manual for additional operating
and maintenance instructions.
Settee Seat and Dinette Table
The dinette is on the port side of the cabin. It is equipped with
a table and a lounge seat. The air conditioner for the salon and
storage is below the bottom cushions. The air conditioning
unit is located below the aft cushion and an area for storage is
below the forward cushions.
The TV and stereo is built into the wall at the rear end of the
dinette. The stereo is activated by the DC electrical panel and
the TV is activated by the outlets breaker on the AC panel.
The table is raised and lowered by an electric actuator activated
by a switch on the cabin wall. Push the top of the switch to
raise the table and the bottom of the switch to lower it. The
table should be lowered to the full down position whenever the
boat is run offshore or in heavy sea conditions.
Daylight and fresh air is provided to this area by an overhead
opening hatch. Additional lighting is provided by 12-volt
lights.
Lounge Seat and Berth
Another lounge seat that converts to a double berth is located
on the starboard side of the salon. One section of the salon
seat folds out to make the berth and there is storage below the
cushion on the other section.
10.4 Cabin Air Conditioners
The air conditioning units are the reverse cycle type and operate on AC power. The units are equipped with reverse cycle
heat and can be operated as a cooling or heating unit. There
is an air conditioner for the main salon and one for the master
stateroom. They are protected by circuit breakers in the 240volt AC breaker panel.
72
Cabin DC Breaker Panel and Ice Maker
To operate, make sure the thru-hull valve for the air conditioner
raw water supply pump located in the forward bilge is on.
Turn the Air Conditioner breakers in the AC breaker panel to
the “ON” position. The air conditioning or heat then will be
controlled by the electronic control panels in the main salon
and the master stateroom. When activated, water should continuously flow from the overboard drain thru-hull.
The air conditioning system produces heat when it is operated
in the reverse cycle mode. The ability of the unit to produce
heat is affected by the temperature of the seawater. As the
seawater temperature lowers, the air conditioner’s ability to
produce warm air decreases. When the seawater temperature
drops below 40 - 45 degrees, the air conditioner will not be
able to produce heat. You should not operate the air conditioner to produce heat when the water temperature is below
40 degrees.
The air conditioner for the main salon is below the port lounge
seat. The air conditioner for the master stateroom is below the
berth. The air conditioning compressor unit in the forward
bilge creates condensation that drips into the pan at the base
of the unit. A hose attached to the pan drains the water to the
cabin drain sump system, also in the forward bilge. The sump
410 Convertible
system must be activated when the air conditioner is operating.
It is normal for some water to be in the pan whenever the air
conditioner has been used. The condensation pan should be
checked periodically to make sure it is draining properly. The
drain hoses, condensation pan and sump should be flushed
clean if they become restricted by mold or debris.
You should always keep the cabin door closed when operating the air conditioner. If the cabin door is left open, it could
cause the air conditioner units to run continuously and not cycle
enough to defrost the coiling condenser. This could cause the
coils to develop enough ice to reduce the unit’s ability to cool
the boat.
The intake line for the pump is equipped with a sea strainer that
must be checked for debris frequently and cleaned as necessary. The procedure for cleaning the strainer is the same as for
the generator sea strainer Refer to the Electrical Systems and
Raw Water System chapters and the for information on the air
conditioning pumps and cleaning the sea strainers.
Salon Air Conditioner
You also should refer to the air conditioner owner’s manual for
additional operating and maintenance instructions.
Note:
Air conditioners use surface water as a cooling medium. The boat must be in the water and the raw
water supply system must be properly activated
prior to use. Operation without proper cooling
could cause the air conditioning circuit breaker to
trip and could cause system damage. Always check
for proper water flow out of the air conditioning
pump discharge thru-hull when the air conditioner
is operating.
10.5 Second Stateroom
The second stateroom is located between the galley and the
master stateroom. It has twin bunks, a hanging locker, and
a night stand with storage drawers. Additional storage is located below the lower berth. Lighting is provided by 12-volt
overhead lights and recessed indirect lighting. The lights are
activated by switches near the stateroom door.
A wet locker is located in the companion way across from the
second stateroom door.
10.6 Master Stateroom
The master stateroom is located in the bow area, forward of the
galley. The stateroom has a large berth set against the forward
bulkhead. Hatches in the berth below the mattress provides
access to the air conditioner and storage. Another hatch in the
forward bulkhead provides access to the rope locker. There is
also two storage drawers on the aft end of the berth.
410 Convertible
Air Conditioner Control Panel
A cedar lined hanging locker is located on the port side of the
stateroom door. The TV, CO detector and control for the air
conditioner is located on the wall above the hanging locker
door.
Daylight and fresh air is provided to this area by an overhead
opening hatch. The hatch is equipped with a retractable screen
and sunshade. Additional lighting is provided by two 12-volt
lights in the ceiling that are controlled by dimmer switches on
forward bulkhead and near the door to the salon.
Central Vacuum
The central vacuum, hose and accessories are located in a
compartment in the companion way for the master stateroom.
The vacuum is activated by the Vacuum Cleaner breaker in the
AC panel. The outlet for the hose is on vacuum. Refer to the
manufacturer’s owner’s manual for more information on the
operation and maintenance of the central vacuum cleaner.
73
Carbon Monoxide Detector
A carbon monoxide (CO) detector is installed in the cabin. If
excess carbon monoxide fumes are detected, an audible beeping
will sound indicating the presence of the toxic gas.
A by product of combustion, carbon monoxide is invisible,
tasteless, odorless, and is produced by all engines, heating and
cooking appliances. The most common sources of CO on boats
are the engines and auxiliary generators and propane or butane
stoves. These produce large amounts of CO and should never
be operated while sleeping.
Please read the owner’s manual supplied by the detector manufacturer for operation instructions and additional information
regarding the hazards of carbon monoxide gas. Also read more
about carbon monoxide, carbon monoxide detectors, and proper
ventilation in the Ventilation Systems and Safety Equipment
chapters in this manual. This is especially essential if your boat
is equipped with the optional generator. If you did not receive
a manual for your carbon monoxide detector, please contact
the Albemarle Customer Service Department.
ACTIVATION OF THE CARBON MONOXIDE
DETECTOR INDICATES THE PRESENCE OF
CARBON MONOXIDE (CO) WHICH CAN BE FATAL.
EVACUATE THE CABIN IMMEDIATELY. DO A
HEAD COUNT TO CHECK THAT ALL PERSONS
ARE ACCOUNTED FOR. DO NOT REENTER THE
CABIN UNTIL IT HAS BEEN AIRED OUT AND THE
PROBLEM FOUND AND CORRECTED.
Central Vacuum
10.7 Cabin Woodwork
Cabin Floors and Steps
The galley floor is made of teak and holly. The steps are made
of solid teak. There is a hatch in the galley floor near the companion way steps that provides access to the forward bilge and
the equipment installed there.
The floor and steps are finished with a high quality urethane
finish that will provide years of protection with proper care
and treatment. It is important to avoid tracking sand and dirt
on the cabin floor and steps. Sand and dirt acts like sand paper
and will eventually sand off the finish in the traffic areas. The
wood can be sanded and refinished as necessary.
Use caution when varnishing wood steps. The wood grain is a
natural nonskid and too much varnish or polyurethane will fill
the grain and make the wood slippery. You should use a satin
or flat varnish and only apply one or two coats.
The wood floors and steps can be vacuumed and cleaned with
a mixture of water and Murphy’s Oil Soap. Wipe the wood
dry with a clean towel.
74
Cabin Woodwork
Walls, Cabinets and Trim
The hardwood used for the cabin walls and cabinets is finished
with a high quality varnish. It can be routinely cleaned with
a damp cloth. For heavy duty cleaning, use a mixture of water
and Murphy’s Oil Soap to clean the wood and wipe it dry with
a clean towel. Apply a furniture polish to add luster and help
to preserve the finish.
410 Convertible
Chapter 11:
SAFETY EQUIPMENT
11.1 General
Your boat and inboard engines have been equipped with safety
equipment designed to enhance the safe operation of the boat
and to meet U.S. Coast Guard safety standards. The Coast
Guard or state, county, and municipal law enforcement agencies
require certain additional accessory safety equipment on each
boat. This equipment varies according to length and type of
boat and type of propulsion. The accessory equipment typically required by the Coast Guard is described in this chapter.
Some local laws require additional equipment. It is important to
obtain “Federal Requirements And Safety Tips for Recreational
Boats,” published by the Coast Guard, and copies of state and
local laws, to make sure you have the required equipment for
your boating area.
Your boat is equipped with engine alarms, an automatic fire
extinguishing system and cabin monitoring equipment. These
systems are designed to increase your boating safety by alerting
you to potentially serious problems in the primary power systems, the engine compartment, and the cabin. Alarm systems
are not intended to lessen or replace good maintenance and
precruise procedures.
This chapter also describes safety related equipment that could
be installed on your boat. This equipment will vary depending on the type of engines and other options installed by you
or your dealer.
11.2 Engine Alarms
Your boat is equipped with engine alarms that monitor water
temperature and oil pressure. The alarms are equipped with
a buzzer and/or a light located in the helm. The alarm will
sound if the water temperature reaches 205 degrees F. or the
oil pressure drops below 6 P.S.I.
The Cat Marine Power Display is installed with most Caterpillar
engines. It monitors RPM, oil pressure, coolant temperature,
battery voltage, turbo boost pressure, transmission temperature,
transmission pressure, fuel consumption and water in the fuel
filter. If there is a problem with one of these systems, it will
sound an alarm and a diagnostic flag appears on the screen
until the problem is found and resolved.
If the alarms sound:
•
Immediately throttle the engines back to idle.
•
Shift the transmissions to neutral.
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•
Monitor the engine gauges to determine the cause of the
problem.
•
If necessary, shut off the engines and investigate until the
cause of the problem is found.
•
If the boat is equipped with water sensors in the fuel filters,
be sure to check them for excessive water.
11.3 Neutral Safety Switch
Every control system has a neutral safety switch incorporated
into it. This device prohibits the engines from being started
while the shift lever is in any position other than the neutral
position. If the engines will not start, slight movement of the
shift levers may be necessary to locate the neutral position
and disengage the safety cutout switch. Control or cable adjustments may be required to correct this condition should it
persist. See your Albemarle dealer for necessary control and
cable adjustments. Please refer to the Helm Control Systems
chapter for more information on the neutral safety switch.
11.4 Required Safety Equipment
Besides the equipment installed on your boat by Albemarle,
certain other equipment is required by the U.S. Coast Guard to
help ensure passenger safety. Items like a sea anchor, working
anchor, extra dock lines, flare pistol, life vests, a line permanently secured to your ring buoy, etc., could at some time save
your passengers’ lives, or save your boat from damage. Refer
to the “Federal Requirements And Safety Tips For Recreational
Boats” pamphlet for a more detailed description of the required
equipment. You also can contact the U.S. Coast Guard Boating
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Safety Hotline, 800-368-5647, for information on boat safety
courses and brochures listing the Federal equipment requirements. Also, check your local and state regulations.
The Coast Guard Auxiliary offers a “Courtesy Examination.”
This inspection will help ensure that your boat is equipped
with all of the necessary safety equipment. The following is
a list of the accessory equipment required on your boat by the
U.S. Coast Guard:
Personal Flotation Devices (PFDs)
PFDs must be Coast Guard approved, in good and serviceable condition, and of appropriate size for the intended user.
Wearable PFDs must be readily accessible, meaning you must
be able to put them on in a reasonable amount of time in an
emergency. Though not required, the Coast Guard emphasizes that PFDs should be worn at all times when the vessel is
underway. Throwable devices must be immediately available
for use. All Albemarle boats must be equipped with at least
one Type I, II or III PFD for each person on board, plus one
throwable device (Type IV).
Visual Distress Signals
All boats used on coastal waters, the Great Lakes, territorial
seas, and those waters connected directly to them, must be
equipped with Coast Guard approved visual distress signals.
These signals are either Pyrotechnic or Non-Pyrotechnic
devices.
Pyrotechnic visual distress signals:
Pyrotechnic visual distress signals must be Coast Guard approved, in serviceable condition, and readily accessible. They
are marked with a date showing the service life, which must
not have expired. A minimum of three are required. Some
pyrotechnic signals meet both day and night use requirements.
They should be stored in a cool, dry location. They include:
•
Pyrotechnic red flares, hand held or aerial.
•
Pyrotechnic orange smoke, hand-held or floating.
•
Launchers for aerial red meteors or parachute flares.
PYROTECHNICS ARE UNIVERSALLY RECOGNIZED
AS EXCELLENT DISTRESS SIGNALS. HOWEVER,
THERE IS POTENTIAL FOR INJURY AND PROPERTY
DAMAGE IF NOT PROPERLY HANDLED. THESE
DEVICES PRODUCE A VERY HOT FLAME AND
THE RESIDUE CAN CAUSE BURNS AND IGNITE
FLAMMABLE MATERIAL. PISTOL LAUNCHED AND
HAND-HELD PARACHUTE FLARES AND METEORS
HAVE MANY CHARACTERISTICS OF A FIREARM
AND MUST BE HANDLED WITH CAUTION. IN SOME
STATES THEY ARE CONSIDERED A FIREARM AND
PROHIBITED FROM USE. ALWAYS BE EXTREMELY
CAREFUL AND FOLLOW THE MANUFACTURER’S
I N S T R U C T I O N S E X AC T LY W H E N U S I N G
PYROTECHNIC DISTRESS SIGNALS.
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Non-Pyrotechnic Devices
Non-Pyrotechnic visual distress signals must be in serviceable
condition, readily accessible, and certified by the manufacturer
as complying with U.S. Coast Guard requirements. They
include:
•
Orange Distress Flag (Day use only)
The distress flag is a day signal only. It must be at least
3 x 3 feet with a black square and ball on an orange
background. It is most distinctive when attached and
waved from a paddle or boat hook.
•
Electric Distress Light (Night use only)
The electric distress light is accepted for night use only
and must automatically flash the international SOS distress
signal. Under “Inland Navigation Rules,” a high intensity
white light flashing at regular intervals from 50-70 times
per minute is considered a distress signal.
Sound Signaling Devices
The navigation rules require sound signals to be made under
certain circumstances. Recreational vessels also are required
to sound fog signals during periods of reduced visibility.
Therefore, you must have some means of making an efficient
sound signal.
Navigation Lights
Recreational boats are required to display navigation lights between sunset and sunrise and other periods of reduced visibility
(fog, rain, haze, etc.) Navigation lights are intended to keep
other vessels informed of your presence and course. Your boat
is equipped with navigation lights required by the U.S. Coast
Guard at the time of manufacture. It is up to you to make sure
they are operational and turned on when required.
Fire Extinguishers
Boats over 40 feet are required to
carry two or three fire extinguishers,
depending on the type of fire extinguishers used. Coast Guard approved
fire extinguishers are hand-portable,
either B-I or B-II classification and
have a specific marine type mounting bracket. It is recommended the
extinguishers be mounted in a readily
accessible position.
Fire extinguishers require regular inspections to ensure that:
•
Seals & tamper indicators are not
broken or missing.
•
Pressure gauges or indicators read
in the operable range.
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•
There is no obvious physical damage, corrosion, leakage
or clogged nozzles.
Refer to the “Federal Requirements And Safety Tips For Recreational Boats” pamphlet or contact the U.S. Coast Guard
Boating Safety Hotline, 1-800-368-5647, for information on
the type and size fire extinguisher required for your boat.
Please refer to the information provided by the fire extinguisher
manufacturer for instructions on the proper maintenance and
use of your fire extinguisher.
I N F O R M AT I O N F O R AG E N T F E - 2 4 1 F I R E
E X T I N G U I S H E R S I S P R OV I D E D B Y T H E
MANUFACTURER. IT IS ESSENTIAL THAT YOU
READ THE INFORMATION CAREFULLY AND
COMPLETELY UNDERSTAND THE SYSTEM, IN
THEORY AND OPERATION, BEFORE USING YOUR
BOAT.
Bilge and Fuel Fires
Fuel compartment and bilge fires are very dangerous because of
the presence of gasoline or diesel fuel in the various components
of the fuel system and the possibility for explosion. You must
make the decision to fight the fire or abandon the boat. If the
fire cannot be extinguished quickly or it is too intense to fight,
abandoning the boat may be your only option.
If you find yourself in this situation, make sure all passengers
have a life preserver on and go over the side and swim well
upwind of the boat. This will keep you and your passengers
well clear of any burning fuel that could be released and spread
on the water as the boat burns or in the event of an explosion.
When clear of the danger, check about and account for all
those who were aboard with you. Give whatever assistance
you can to anyone in need or in the water without a buoyant
device. Keep everyone together in a group for morale and to
aid rescue operations.
ALL TYPES OF FUEL CAN EXPLODE. IN THE EVENT
OF A FUEL COMPARTMENT OR BILGE FIRE, YOU
MUST MAKE THE DIFFICULT DECISION TO FIGHT
THE FIRE OR ABANDON THE BOAT. YOU MUST
CONSIDER YOUR SAFETY, THE SAFETY OF YOUR
PASSENGERS, THE INTENSITY OF THE FIRE AND
THE POSSIBILITY OF AN EXPLOSION IN YOUR
DECISION.
11.5 Automatic Fire Extinguishing System
The engine compartment is equipped with an automatic fire
extinguishing system. The equipment has been chosen and
located to provide sufficient volume and coverage of the entire
engine compartment area. While the system ensures excellent
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bilge fire protection, it does not eliminate the U.S. Coast Guard
requirement for hand held fire extinguishers.
When the ignition switch is
on, the green light on the fire
extinguisher monitor panel
will be on. The green light
indicates that the system is
charged and ready.
Diesel powered boats have
an engine cut out circuit that
automatically shuts down the
engines when the system is
activated. The red light on the Typical Automatic Fire Extinguisher
fire extinguisher control panel Monitor Panel & Override Switch
will light and an alarm will
sound if this should occur. When sufficient time has elapsed
for the fire to be extinguished and a flashback is no longer
possible, find and fix the problem, then the override switch on
the control panel can be moved to the “OVERRIDE” position
and the engines can be restarted.
IF ACTIVATION SHOULD OCCUR, IMMEDIATELY
SHUT DOWN ALL ENGINES. TURN OFF ALL
ELECTRICAL SYSTEMS, POWERED VENTILATION
AND EXTINGUISH ALL SMOKING MATERIALS. DO
NOT OPEN THE ENGINE COMPARTMENT HATCH
IMMEDIATELY!! THIS FEEDS OXYGEN TO THE FIRE
AND FLASH BACK COULD RESULT. ALLOW THE
EXTINGUISHING AGENT TO SOAK THE ENGINE
COMPARTMENT FOR AT LEAST 15 MINUTES AND
WAIT FOR HOT METALS OR FUELS TO COOL
BEFORE CAUTIOUSLY INSPECTING FOR CAUSE
OR DAMAGE. HAVE AN APPROVED PORTABLE
FIRE EXTINGUISHER AT HAND AND READY FOR
USE. DO NOT BREATH FUMES OR VAPORS
CAUSED BY THE FIRE!!
DIESEL ENGINES WILL CONSUME EXTINGUISHING
AGENT. IF THE SYSTEM DISCHARGES THE
ENGINES MUST BE IMMEDIATELY SHUT DOWN
MANUALLY. IF A DIESEL ENGINE IS ALLOWED
TO RUN IN THIS SITUATION, IT WILL CONSUME
THE EXTINGUISHING AGENT AND FLASH BACK
COULD RESULT.
DIESEL ENGINES WILL CONSUME EXTINGUISHING
AGENT. IF THE SYSTEM DISCHARGES AND THE
ENGINES DO NOT AUTOMATICALLY SHUT DOWN,
THEY MUST BE IMMEDIATELY SHUT DOWN
MANUALLY. IF A DIESEL ENGINE IS ALLOWED
TO RUN IN THIS SITUATION, IT WILL CONSUME
THE EXTINGUISHING AGENT AND FLASH BACK
COULD RESULT.
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11.6 Carbon Monoxide Monitoring System
CARBON MONOXIDE IS COLORLESS, ODORLESS
AND DANGEROUS. ALL ENGINES, GENERATORS
AND FUEL BURNING APPLIANCES EXHAUST
C A R B O N M O N OX I D E ( C O ) . D I R E C T A N D
PROLONGED EXPOSURE TO CO WILL CAUSE
BRAIN DAMAGE OR DEATH. SIGNS OF EXPOSURE
TO CO INCLUDE NAUSEA, DIZZINESS AND
DROWSINESS.
The carbon monoxide (CO) detector is installed in the cabin
as standard equipment and warns the occupants of dangerous
accumulations of carbon monoxide gas. If excess carbon
monoxide fumes are detected, the detector will sound an alarm
indicating the presence of the toxic gas.
Should a very high level of carbon monoxide exist, the alarm
will sound in a few minutes. However, if small quantities of
CO are present or high levels are short-lived, the alarm will
accumulate the information and determine when an alarm level
has been reached. The carbon monoxide detector is automatically activated whenever the house battery switch is “ON” and
the DC Main breaker on the cabin AC/DC panel is “ON”. The
power light on the carbon monoxide detector should be lit to
indicate that the carbon monoxide detector is activated. Always
make sure the house battery switch and the DC Main breaker
are both “ON” and the power light on the carbon monoxide
detector is lit whenever the cabin is occupied.
A by-product of combustion, carbon monoxide (CO) is invisible, tasteless, odorless, and is produced by all engines, heating
and cooking appliances. The most common sources of CO
on boats are the engines, auxiliary generators and propane or
butane stoves. These produce large amounts of CO and should
never be operated while sleeping.
A slight buildup of carbon monoxide over several hours causes
headache, nausea and other symptoms that are similar to food
poisoning, motion sickness or flu. High concentrations can be
fatal within minutes. Many cases of carbon monoxide poisoning indicate that while victims are aware they are not well, they
become so disoriented they are unable to save themselves by
either exiting the area or calling for help. Also, young children,
elderly persons, and pets may be the first affected.
Drug or alcohol use increases the effect of CO exposure.
Individuals with cardiac or respiratory conditions are very
susceptible to the dangers of carbon monoxide. CO poisoning
is especially dangerous during sleep when victims are unaware
of any side effects. The following are symptoms which may
signal exposure to CO: (1) Headache (2) Tightness of chest or
hyperventilation (3) Flushed face (4) Nausea (5) Drowsiness
(6) Fatigue or Weakness (7) Inattention or confusion (8) Lack
of normal coordination.
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Carbon Monoxide Detector
Persons who have been exposed to carbon monoxide should
be moved into fresh air immediately. Have the victim breath
deeply and seek immediate medical attention. To learn more
about CO poisoning, contact your local health authorities.
Low levels of carbon monoxide over an extended period of time
can be just as lethal as high doses over a short period. Therefore, low levels of carbon monoxide can cause the alarm to
sound before the occupants of the boat notice any symptoms of
carbon monoxide poisoning. CO detectors are very reliable and
rarely sound false alarms. If the alarm sounds, always assume
the hazard is real and move persons who have been exposed to
carbon monoxide into fresh air immediately. Never disable the
CO detector because you think the alarm may be false. Always
contact the detector manufacturer or your local fire department
for assistance in finding and correcting the situation.
Remember, carbon monoxide detectors do not guarantee that
CO poisoning will not occur. Do not use the CO detector as a
replacement for ordinary precautions or periodic inspections
of equipment. Never rely on alarm systems to save your life,
common sense is still prudent and necessary.
Please read the owner’s manual supplied by the CO detector
manufacturer and included with this manual, for operation
instructions and additional information regarding the hazards
of carbon monoxide gas. Refer to the Ventilation chapter for
information on ventilating your boat properly while underway
and other precautions while at anchor or in a slip. This is
especially essential if your boat is equipped with the optional
generator.
Many manufacturers of carbon monoxide detectors offer a
testing and recertification program. We recommend that you
contact the manufacturer of your carbon monoxide detector
and have it tested and recertified periodically.
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ACTUATION OF THE CARBON MONOXIDE
DETECTOR INDICATES THE PRESENCE OF
CARBON MONOXIDE (CO) WHICH CAN BE FATAL.
EVACUATE THE CABIN IMMEDIATELY. DO A
HEAD COUNT TO CHECK THAT ALL PERSONS
ARE ACCOUNTED FOR. DO NOT REENTER THE
CABIN UNTIL IT HAS BEEN AIRED OUT AND THE
PROBLEM FOUND AND CORRECTED.
11.7 First Aid
It is the operator’s responsibility to
be familiar with the proper first-aid
procedures and be able to care for
minor injuries or illnesses of your
passengers. In an emergency, you
could be far from professional
medical assistance. We strongly
recommend that you be prepared
by receiving training in basic first
aid and CPR. This can be done
through classes given by the Red
Cross or your local hospital.
Your boat also should be equipped with at least a simple marine
first-aid kit and a first-aid manual. The marine first-aid kit
should be designed for the marine environment and be well
supplied. It should be accessible and each person on board
should be aware of its location. As supplies are used, replace
them promptly. Some common drugs and antiseptics may lose
their strength or become unstable as they age. Ask a medical
professional about the supplies you should carry and the safe
shelf life of prescription drugs or other medical supplies that
may be in your first-aid kit. Replace questionably old supplies
whether they have been used or not.
In many emergency situations, the Coast Guard can provide
assistance in obtaining medical advice for treatment of serious injuries or illness. If you are within VHF range of a Coast
Guard Station, make the initial contact on channel 16 and follow their instructions.
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11.8 Additional Safety Equipment
Besides meeting the legal requirements, prudent boaters carry
additional safety equipment. This is particularly important if
you operate your boat offshore. You should consider the following items, depending on how you use your boat.
Satellite EPIRBS
EPIRBs (Emergency Position Indicating Radio Beacon) operate as part of a worldwide distress system. When activated,
EPIRBs will send distress code homing beacons that allow
Coast Guard aircraft to identify and find them quickly. The
satellites that receive and relay EPIRB signals are operated
by the National Oceanic and Atmospheric Administration
(NOAA) in the United States. The EPIRB should be mounted
and registered according to the instructions provided with the
beacon, so that the beacon’s unique distress code can be used
to quickly identify the boat and owner.
Marine Radio
A marine radio is the most effective method of receiving information and requesting assistance. VHF marine radios are
used near shore and single sideband radios are used for long
range communication.
There are specific frequencies to use in an emergency. The
VHF emergency channel is 16 in the United States. You
should read the owners manual for your radio and know how
to use it in an emergency or for normal operation. If you hear
a distress call you should assist or monitor the situation until
help is provided.
Additional Equipment to Consider:
VHF Radio
Spare Anchor
Heaving Line
First Aid Kit
Flashlight & Batteries
Searchlight
Sunburn Lotion
Ring Buoy
Whistle or Horn
Portable Radio
Marine Hardware
Spare Keys
Spare Parts
Life Raft
Fenders
Mirror
Tool Kit
Anchor
Boat Hook
Mooring Lines
Binoculars
Extra Clothing
Chart and Compass
Food & Water
Sunglasses
Spare Propeller
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11.9 Caution and Warning Labels
Warning Label Locations:
SHORE POWER
BREAKER
GENERATOR WARNING
LABEL.
NEED DRAWINGS
AVOID SERIOUS INJURY
OR DEATH FORM FIRE OR
EXPLOSION RESULTING
FROM LEAKING FUEL.
INSPECT SYSTEM FOR
LEAKS AT LEAST ONCE
EACH YEAR
HAZARDOUS VOLTAGE. CAN SHOCK,
BURN OR CAUSE DEATH.
• Put AC Switches in Off position before connecting or
disconnecting shore power cable.
• To make shore power connection, make sure you connect
power cable to boat inlet first.
• If polarity warning activates, disconnect cable. Have qualified
electrician correct problem.
• To disconnect shore power, make sure you disconnect cable
from shore outlet first.
• Do not change shore power connectors.
• Read instructions.
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ALWAYS SECURE CABIN DOOR/HATCH
WHENEVER VESSEL IS IN MOTION OR IN
ROUGH WATER CONDITIONS.
DO NOT SIT STAND OR PLACE HEAVY OBJECTS
ON DOOR.
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Chapter 12:
OPERATION
12.1 General
Before you start the engines on your Albemarle, you should
have become familiar with the various component systems
and their operation, and have performed a “Precruise System
Check.” A thorough understanding of the component systems
and their operation is essential to the proper operation of the
boat. This manual and the associated manufacturers’ information is provided to enhance your knowledge of your boat.
Please read them carefully.
Your boat must have the necessary safety equipment on
board and be in compliance with the U.S. Coast Guard, local
and state safety regulations. There should be one Personal
Floatation Device (PFD) for each person. Nonswimmers and
small children should wear PFDs at all times. You should
know and understand the “Rules of the Road” and have had
an experienced operator brief you on the general operation of
your new boat. At least one other person should be instructed
on the proper operation of the boat in case the operator is suddenly incapacitated.
The operator is responsible for his safety and the safety of his
passengers. When boarding or loading the boat, always step
onto the boat, never jump. All passengers should be properly
seated whenever the boat is operated above idle speed. Your
passengers should not be allowed to sit on the seat backs, gunnels, bows, transoms or on fishing seats whenever the boat is
underway. The passengers also should be seated to properly
balance the load and must not obstruct the operator’s view,
particularly to the front.
Overloading and improper distribution of weight can cause the
boat to become unstable and are significant causes of accidents.
Know the weight capacity and horsepower rating of your boat.
Do not overload or overpower your boat.
You should be aware of your limitations and the limitations
of your boat in different situations or sea conditions. No boat
is indestructible, no matter how well it is constructed. Any
boat can be severely damaged if it is operated in a manner
that exceeds its design limitations. If the ride is hard on you
and your passengers, it is hard on the boat as well. Always
modify the boat speed in accordance with the sea conditions,
boat traffic and weather conditions.
Remember, it is the operator’s responsibility to use good
common sense and sound judgement in loading and operating the boat.
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12.2 Rules of the Road
As in driving an automobile, there are a few rules you must
know for safe boating operation. The following information
describes the basic navigation rules and action to be taken by
vessels in a crossing, meeting or overtaking situations while
operating in inland waters. These are basic examples and
not intended to teach all the rules of navigation. For further
information consult the “Navigation Rules” or contact the
Coast Guard, Coast Guard Auxiliary, Department of Natural
Resources, or your local boat club. These organizations sponsor courses in boat handling, including rules of the road. We
strongly recommend such courses. Books or videos on this
subject also are available from your local library.
Note:
Sailboats not under power, paddle boats, vessels
unable to maneuver, vessels engaged in commercial
fishing and other vessels without power have the
right of way over motor powered boats. You must
stay clear or pass to the stern of these vessels. Sailboats under power are considered motor boats.
Crossing Situations
When two motor boats are crossing, the boat on the right
has the right of way. The boat with the right of way should
maintain its course and speed. The other vessel should slow
down and permit it to pass. The boats should sound the appropriate signals.
Meeting Head-On or Nearly-So Situations
When two motor boats are approaching each other head-on or
nearly head-on, neither boat has the right of way. Both boats
should reduce their speed and turn to the right so as to pass port
side to port side, providing enough clearance for safe passage.
The boats should sound the appropriate signals.
Overtaking Situations
When one motor boat is overtaking another motor boat, the
boat that is being passed has the right of way. The overtaking
boat must make the adjustments necessary to provide clearance
for a safe passage of the other vessel. The boats should sound
the appropriate signals.
The General Prudential Rule
In obeying the Rules of the Road, due regard must be given
to all dangers of navigation and collision, and to any special
circumstances, including the limitations of the vessels, which
may justify a departure from the rules that is necessary to avoid
immediate danger or a collision.
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Night Operation
Recreational boats are required to display navigation lights
between sunset and sunrise and other periods of reduced
visibility such as fog, rain, haze, etc. When operating your
boat at night you should:
•
Make sure your navigation lights are on and working
properly. Navigation lights warn others of your position
and course and the position and course of other vessels.
•
All navigation rules apply. If the bow light of another
vessel shows red, you should give way to that vessel, if it
shows green, you have the right of way.
•
Slow down and never operate at high speeds when operating at night, stay clear of all boats and use good common
sense. Always be ready to slow down or steer clear of
other vessels, even if you have the right-of-way.
•
Avoid bright lights that can destroy night vision, making
it difficult to see navigation lights and the lights of other
boats. You and your passengers should keep a sharp lookout for hazards, other boats and navigational aids.
Navigation Aids
Aids to navigation are placed along coasts and navigable waters
as guides to mark safe water and to assist mariners in determining their position in relation to land and hidden dangers. Each
aid to navigation is used to provide specific information. You
should be familiar with these and any other markers used in
your boating area.
Note:
Storms and wave action can cause buoys to move.
You should not rely on buoys alone to determine
your position.
Channel Markers and Buoys
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12.3 Pre-Cruise Check
Before Starting the Engines:
•
Check the weather forecast and sea conditions before
leaving the dock. Decide if the planned cruise can be
made safely.
•
Be sure all required documents are on board.
•
Be sure all necessary safety equipment is on board and
operative. This should include items like the running
lights, spotlight, life saving devices, etc. Please refer to
Safety Equipment chapter for additional information on
safety equipment.
•
Make sure you have signal kits and flare guns aboard, and
they are current and in good operating condition.
•
Be sure you have sufficient water and other provisions for
the planned cruise.
•
Leave a written message listing details of your planned
cruise with a close friend ashore (Float Plan). The float
plan should include a description of your boat, where you
intend to cruise, and a schedule of when you expect to
arrive in the cruising area, and when you expect to return.
Keep the person informed of any changes in your plan to
prevent false alarms. This information will tell authorities
where to look and the type of boat to look for in the event
you fail to arrive.
•
Check the amount of fuel on board. Observe the “rule of
thirds”: one third of the fuel for the trip out, one third to
return and one third in reserve. An additional 15% may
be consumed in rough seas.
•
Have a tool kit aboard. The kit should include the following basic tools:
Spark plug wrench
Hammer
Spark plug gap gauge
Electrician’s tape
Screwdrivers
Offset screwdrivers
Lubricating oil
Pliers
Jackknife
Adjustable wrench
Basic 3/8” ratchet set
Vise grip pliers
Hex key set
Needle nose pliers
Wire crimping tool
Wire connector Set
End wrench set
Medium slip-joint pliers
Diagonal cutting pliers
DC electrical test light
THERE MUST BE AT LEAST ONE PERSONAL
FLOTATION DEVICE ON BOARD FOR EVERY
PERSON ON BOARD AND ONE THROW-OUT
FLOTATION DEVICE. CHECK THE U.S. COAST
GUARD STANDARDS FOR THE CORRECT TYPE OF
DEVICE FOR YOUR BOAT.
• Have the following spare parts on board:
Extra light bulbs
Spark plugs
Fuses and circuit breakers
Main 12-volt fuses
Assorted stainless screws
Assorted stainless bolts
Flashlight and batteries
Drain plugs
Engine oil and transmission oil
Propellers
Fuel filters
Propeller nuts
Fuel hose and clamps
Wire ties
Engine cooling pump impeller Kit Hydraulic steering oil
Assorted hose clamps
Rags
Pump & alternator belts
Steering fluid
•
Make sure all fire extinguishers are in position and in good
operating condition.
•
Check the water separating fuel filters for water. The engine
fuel filters also should be checked for leaks or corrosion.
•
Turn the battery switches on.
•
Check the bilge water level. Look for other signs of
potential problems. Monitor for the scent of fuel fumes.
•
Check the engine gauges. Make sure they are reading
normally.
•
Test the automatic and manual bilge pump switches and
high water alarm switches to make sure the systems are
working properly. This is particularly important before
running offshore.
•
Visibly check the engines to be sure there are no apparent
water, fuel or oil leaks.
•
Check the operation of the engine cooling systems by
inspecting the transom exhaust ports for water flow.
•
Check the steering and engine controls for proper
operation.
•
Make sure all lines, cables, anchors, etc. for securing a
boat are on board and in good condition. All lines should
be coiled, secured and off the decks when underway.
•
Turn on the bilge blowers and check the blower output.
The blowers should be activated when operating below
cruising speed and whenever the generator is operating.
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12.4 Operating Your Boat
After Starting the Engines:
83
•
Have a safe cruise and enjoy yourself.
•
Your Albemarle is a heavy boat that will produce a large
wake at certain speeds. You are responsible for damage
and injury caused by your boat’s wake. Always observe
no wake zones and be aware that your wake can endanger
small vessels and their passengers. Always be courteous
and slow down to reduce your wake when passing smaller
boats.
•
Before operating the boat for the first time, read the engine
break-in procedures. The break-in procedures are found
in the owner’s manual for the engines. The manual is in
the literature packet.
•
As different types of engines are used to power the boat,
have the dealer describe the operating procedures for your
boat. For more instructions on “How To Operate The
Boat,” make sure you read the instructions given to you
in the owner’s manual for the engines you have selected.
Remember:
When you operate a boat, you accept the responsibility for the
boat, for the safety of passengers and for others out enjoying
the water.
•
Alcohol and any drugs can severely reduce your reaction
time and affect your better judgement.
•
Alcohol severely reduces the ability to react to several
different signals at once.
•
Alcohol makes it difficult to correctly judge speed and
distance, or track moving objects.
•
Alcohol reduces night vision, and the ability to distinguish
red from green.
YOU SHOULD NEVER OPERATE YOUR BOAT
WHILE UNDER THE INFLUENCE OF ALCOHOL OR
DRUGS.
•
Make sure one other person on the boat is instructed in the
operation of the boat.
•
Make sure the boat is operated in compliance with all state
and local laws governing the use of a boat.
DO NOT OPERATE THE BOAT UNLESS IT IS
COMPLETELY ASSEMBLED. KEEP ALL FASTENERS
TIGHT. KEEP ADJUSTMENTS ACCORDING TO
SPECIFICATIONS.
Note:
For more instructions on safety, equipment and
boat handling, enroll in one of the several free
boating courses offered. For information on the
courses offered in your area, call the “Boating
Course Hotline,” 1-800-368-5647.
Note:
If the running gear hits an underwater object, stop
the engines. Inspect the propulsion system for
damage. If the system is damaged, contact your
dealer for a complete inspection and repair of the
unit.
To stop the boat, follow this procedure:
•
Allow the engines to drop to the idle speed.
•
Make sure the shifting levers are in the neutral position.
Note:
•
Always operate the blowers when operating the boat below
cruising speed or when the generator is running to help
cool the engine compartment.
•
Avoid sea conditions that are beyond the skill and
experience of you and your crew. Learn to understand
weather patterns and indications for change. You should
monitor NOAA weather broadcasts before leaving port and
periodically while boating. If the weather deteriorates or
a storm approaches, seek shelter in a safe harbor.
•
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Use caution during periods of reduced visibility due
to weather or operation conditions. Reduce speed and
designate a passenger to be a lookout for other boats,
obstacles and navigational markers until you reach port
or conditions improve.
If the engines have been run at high speed for a
long period of time, allow the engines to cool down
by running the engines in the idle position for 3 to
5 minutes.
•
Turn the ignition keys to the “OFF” position.
•
Raise the trim tabs to the full up position.
After Operation:
•
If operating in saltwater, wash the boat and all equipment
with soap and water.
•
Check the bilge area for debris and excess water.
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•
Fill the fuel tanks to near full to reduce condensation.
Allow enough room in the tanks for the fuel to expand
without being forced out through the vent.
•
Turn off all electrical equipment except the automatic bilge
pumps.
•
If you are going to leave the boat for a long period of time,
put the battery main switches in the “OFF” position and
close all seacocks.
•
Make sure the boat is securely moored.
Securing The Boat Along Side A Dock (Typical)
TO PREVENT DAMAGE TO THE BOAT, CLOSE ALL
SEACOCKS BEFORE LEAVING THE BOAT.
12.5 Docking, Anchoring and
Mooring
Docking and Dock Lines
Maneuvering the boat near the dock and securing the boat require skill and techniques that are unique to the water and wind
conditions and the layout of the dock. If possible, position a
crew member at the bow and stern to man the lines and assist in
docking operations. While maneuvering close to the dock consideration must be giving to the wind and current. You should
anticipate the effect these forces will have on the boat and use
them to help put the boat where you want it. It is important
to practice in open water using an imaginary dock enough to
develop a sense for the way your boat handles in a variety of
docking scenarios. You must be able to foresee the possibilities
and have solutions in mind before problems occur.
Approaching a dock or backing into a slip in high winds or
strong currents requires a considerable amount of skill. If you
are new to boat handling, you should take lessons from an
experienced pilot to learn how to maneuver your boat in tight
quarters in less than ideal conditions. You should also practice
away from the dock during windy conditions.
Dock lines are generally twisted or braided nylon. Nylon is
strong and stretches to absorb shock. It also has a long life
and is soft and easy on the hands. The line’s size will vary
with the size of the boat. Typically a 30 to 40 foot boat will
use 5/8-inch line and a 20 to 30 foot boat will use 1/2-inch
line. The number of lines and their configuration will vary
depending on the dock, the range of the tide, and many other
factors. Usually a combination of bow, stern and spring lines
is used to secure the boat.
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Securing The Boat In A Slip (Typical)
Maneuvering to the Dock
Approach the dock slowly at a 30 to 40 degree angle. Whenever
possible, approach against the wind or current. Turn the rudders straight & shift to neutral when you feel you have enough
momentum to reach the dock. Use reverse on the outboard
engine to slow the boat and pull the stern toward the dock as
the boat approaches. Use both engines to stop the boat if it is
still moving forward against the pilings. If you executed your
approach properly, the boat will lightly touch the pilings at
the same time the forward momentum is stopped. Have the
dock lines ready and secure the boat as soon as it stops. Use
fenders to protect the boat while it is docked. Keep the engines
running until the lines are secured.
Backing into a Slip
Approach the slip with the stern against the wind or current
and the rudders straight ahead. Use the engines to maneuver
the boat into alignment with the slip. Reverse the engines
and slowly back into the slip. Shift from reverse to neutral
frequently to prevent the boat from gaining too much speed.
Move the stern right and left by shifting the engines in and out
of gear. When nearly in the slip all the way, shift to forward to
stop. Keep the engines running until the lines are secured.
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Securing Dock Lines
Securing a boat that is tied along side the dock typically requires
a bow and stern line and two spring lines. The bow and stern
lines are usually secured to the dock at a 40° angle aft of the
stern cleat and forward of the bow cleat. The after bow spring
line is secured to the dock at a 40° angle aft of the after bow
spring cleat. The forward quarter spring is secured to the dock
at a 40° angle forward of the stern cleat. The spring lines keep
the boat square to the dock and reduce fore and aft movement
while allowing the boat to move up and down with the tide.
Securing a boat that in a slip is somewhat different. It typically
requires two bow lines secured to pilings on each side of the
bow, two stern lines secured to the dock and two spring lines
that prevent the boat from hitting the dock. The bow lines are
typically secured with enough slack to allow the boat to ride the
tide. The stern lines are crossed. One line runs from the port
aft boat cleat to the starboard dock cleat and the other line runs
from the starboard aft boat cleat to the port cleat on the dock.
The stern lines center the boat, control the forward motion,
and allow the boat to ride the tide. Two forward quarter spring
lines typically are secured to the stern cleats and to mid ship
pilings or cleats. The spring lines keep the boat from backing
into the dock while allowing it to ride the tide.
Leaving the Dock
Always start the engines and let them warm up for several minutes before releasing the lines. Boats steer from the stern and it
is important that you achieve enough clearance at the stern to
maneuver the boat as quickly as possible. Push the stern off and
maneuver such that you get stern clearance quickly. Proceed
slowly until well clear of the dock and other boats.
Mooring
Approach the mooring heading into the wind or current. Shift to
neutral when you have just enough headway to reach the buoy.
Position a crew member on the bow to retrieve the mooring
with a boat hook and secure the line. Keep the engines running
until the line is secured.
Leaving a Mooring
Start the engines and let them warm up for several minutes
before releasing the mooring line. The boat will already be
headed into the wind, so move it forward enough to loosen
the line and untie it. Back the boat away from the mooring
until you can see the buoy. Move the boat slowly away from
the mooring.
Anchoring
Make sure the bitter end of the anchor line is attached to boat
before dropping the anchor. Bring the bow into the wind or current and put the engine in neutral. When the vessel comes to a
stop, lower the anchor over the bow. Pay out anchor line so that
it is at least 5 to 7 times the depth of the water and secure the
line to a cleat. Use caution to avoid getting your feet or hands
tangle in the line. Additional scope of 10 times the depth may
be required for storm conditions. Check landmarks on shore
86
to make sure the anchor is not dragging. If it is dragging, you
will have to start all over. It is prudent to use two anchors if
your are anchoring overnight or in rough weather.
Releasing the Anchor
Release the anchor by driving the boat slowly to the point
where the anchor line becomes vertical. It should release when
you pass that point. If the anchor doesn’t release right away,
stop the boat directly above the anchor and tie the line to the
cleat as tight as possible. The up and down movement of the
boat will usually loosen the anchor within a minute. Make
sure you secure the anchor and properly stow the line before
operating the boat.
NEVER ANCHOR THE BOAT BY THE STERN.
THE STERN OF THE BOAT IS VULNERABLE TO
SWAMPING FROM WAVE ACTION AND WIND AND
CURRENT WILL PUT MORE STRESS ON THE
ANCHOR WHEN IT IS ATTACHED TO THE STERN.
ONLY ANCHOR THE BOAT BY THE BOW
12.6 Controls, Steering, or
Propulsion System Failure:
If the propulsion, control or steering system fails while you
are operating the boat, bring both throttles to idle and shift to
neutral. Decide whether you need to put out the anchor to
prevent the boat from drifting or to hold the bow into the seas.
Investigate and correct the problem if you can. Turn the engines
off before going into the engine compartment to make repairs.
If you are unable to correct the problem, call for help.
If only one engine has failed, you can usually run home on
the other engine. Be careful not to apply too much power to
the engine that is running. When only one engine is used to
power a twin engine boat, that engine is over propped and can
be overloaded if too much throttle is applied. You should contact your dealer or the engine manufacturer for the maximum
power settings when running on one engine.
12.7 Collision
If your boat is involved in a collision with another boat, dock,
piling or a sandbar, your first priority is to check your passengers for injuries and administer first aid if necessary. Once
your passengers situations are stabilized, thoroughly inspect
the boat for damage. Check below decks for leaks and the
control systems for proper operation. Plug all leaks or make
the necessary repairs to the control systems before proceeding
slowly and carefully to port. Request assistance if necessary.
Haul the boat and make a thorough inspection of the hull and
running gear for damage.
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12.8 Grounding, Towing and
Rendering Assistance
The law requires the owner or operator of a vessel to render
assistance to any individual or vessel in distress, as long as his
vessel is not endangered in the process.
If the boat should become disabled, or if another craft that is
disabled requires assistance, great care must be taken. The
stress applied to a boat during towing may become excessive.
Excessive stress can damage the structure of the boat and create
a safety hazard for those aboard.
Freeing a grounded vessel, or towing a boat that is disabled,
requires specialized equipment and knowledge. Line failure
and structural damage caused by improper towing have resulted
in fatal injuries. Because of this, we strongly suggest that
these activities be left to those who have the equipment and
knowledge, e.g., the U.S. Coast Guard or a commercial towing
company, to safely accomplish the towing task.
THE MOORING CLEATS ON ALBEMARLE BOATS
ARE NOT DESIGNED OR INTENDED TO BE USED
FOR TOWING PURPOSES. THESE CLEATS ARE
SPECIFICALLY DESIGNED AS MOORING CLEATS
FOR SECURING THE BOAT TO A DOCK, PIER, ETC.
DO NOT USE THESE FITTINGS FOR TOWING OR
ATTEMPTING TO FREE A GROUNDED VESSEL.
WHEN TOWING OPERATIONS ARE UNDERWAY,
HAVE EVERYONE ABOARD BOTH VESSELS STAY
CLEAR OF THE TOW LINE AND SURROUNDING
AREA. A TOW LINE THAT SHOULD BREAK WHILE
UNDER STRESS CAN BE VERY DANGEROUS, AND
COULD CAUSE SERIOUS INJURY OR DEATH.
RUNNING AGROUND CAN CAUSE SERIOUS INJURY
TO PASSENGERS AND DAMAGE TO A BOAT AND
ITS UNDERWATER GEAR. IF YOUR BOAT SHOULD
BECOME GROUNDED, DISTRIBUTE PERSONAL
FLOTATION DEVICES AND INSPECT THE BOAT
FOR POSSIBLE DAMAGE. THOROUGHLY INSPECT
THE BILGE AREA FOR SIGNS OF LEAKAGE.
AN EXPERIENCED SERVICE FACILITY SHOULD
CHECK YOUR UNDERWATER GEAR AT THE FIRST
OPPORTUNITY. DO NOT CONTINUE TO USE YOUR
BOAT IF THE CONDITION OF THE UNDERWATER
EQUIPMENT IS QUESTIONABLE.
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12.9 Flooding, or Capsizing
Boats can become unstable if they become flooded or completely swamped. You must always be aware of the position
of the boat to the seas and the amount of water in the bilge.
Water entering the boat through the transom door or over the
stern gunnels can usually be corrected by closing the door
and turning the boat into the waves. If the bilge is flooding
because of a hole in the hull or a defective hose, you may be
able to plug it with rags, close the thru-hull valve or assist the
pumps by bailing with buckets. Put a mayday call in to the
Coast Guard or nearby boats and distribute life jackets as soon
as you discover your boat is in trouble.
If the boat becomes swamped and capsizes, you and your passengers should stay with the boat as long as you can. It is much
easier for the Coast Guard, aircraft, or other boats to spot, than
people in the water. If your boat is equipped with an EPIRB,
make sure it is activated. When activated, EPIRBs will send
distress code homing beacons that allow Coast Guard aircraft
to identify your boat and find you quickly.
12.10 Fishing
Fishing can be very exciting and distracting for the operator
when the action gets intense. You must always be conscious
of the fact that your primary responsibility is the safe operation of your boat and the safety of your passengers and other
boats in the area.
You must always make sure the helm is properly manned and
is never left unattended while trolling. If your boat is equipped
with a tower, caution and good common sense must be exercised whenever someone is in the tower. Remember, weight
in the tower raises the boat’s center of gravity and the boat’s
motion is greatly exaggerated for the person in a tower.
If you are fishing in an area that is crowded with other fishing
boats, it may be difficult to follow the rules of the road. This
situation can become especially difficult when most boats are
trolling. Being courteous and exercising good common sense
is essential. Avoid trying to assert your right of way and concentrate on staying clear and preventing tangled or cut lines
and other unpleasant encounters with other boats. Also keep
in mind that fishing line wrapped around a propeller shaft can
damage the strut bearing.
12.11 Man Overboard
If someone falls overboard, you must be prepared to react
quickly, particularly when you are offshore. The following
procedures will help you in recovering a person that has fallen
overboard.
87
•
Immediately stop the boat and sound a man overboard
alarm and have all passengers point to the person in the
water.
•
Circle around quickly and throw a cushion or life jacket
to the person, if possible, and another to use as a marker.
•
Keep the person on the driver side of the boat so you can
keep him in sight at all times.
•
Make sure to approach the person from the downwind side
and maneuver the boat so the propellers are well clear of
the person in the water.
Electronic engine controls are equipped with a station transfer
button that allows the operator to transfer control from one
station to another with the push of a button. Always make
sure that you activate the controls as soon as you reach the
helm in the tower.
Refer to the Control Systems chapter and the electronic engine
control owner’s manual for more information on the control
system operation and selecting the controls on boats with dual
stations.
The following is a list of safety precautions for tower
operation:
•
Turn off the engines when the person is alongside and use
a ring buoy with a line attached, a paddle or boat hook to
assist him to the boat. Make sure you don’t hit him with
the ring buoy or the boat.
•
Do not operate the boat from the tower in rough sea
conditions. The boat’s motions are exaggerated in the
tower and this motion may become excessive in rough
seas.
•
Pull the person to the boat and assist him on board.
•
•
Check the person for injuries and administer first aid if
necessary. If the injuries are serious, call for help. Refer
to the Safety chapter for more information on first aid and
requesting emergency medical assistance.
Be careful when using the trim tabs from the tower. The
reaction of the trim tabs will be exaggerated in the tower.
Use small tab corrections and wait ten (10) seconds for
the tabs to react. Keep making small corrections until the
hull is at the desired attitude.
•
Do not overload the tower. Most towers are designed to
hold the weight of only two or three average- sized people.
Weight in the tower raises the boat’s center of gravity. Too
much weight in the tower could make the boat unstable.
•
Do not operate the boat in tight quarters, such as marinas,
from the tower. The operator is isolated from the boat
while in the tower and will not be able to assist in docking
procedures.
•
Always pay close attention to your grip and footing
on the tower ladders. Your ability to achieve a good
grip and proper footing is reduced in wet or rough
weather. Therefore, the tower should be avoided in these
conditions.
•
Only operate the boat from the tower in familiar waters
or where running aground is not a possibility. Running
aground while operating the boat from the tower could
result in severe injury.
•
Always be alert for waves and boat wakes when operating
the boat from the tower. Remember that the boat’s motions
are exaggerated in the tower.
•
Good common sense and judgment must be exercised at
all times when operating a boat from the tower.
•
If an engine alarm sounds, immediately put the boat in
NEUTRAL and shut OFF the engine(s), if safe to do so,
until the problem is found and corrected.
MOVING PROPELLERS ARE DANGEROUS.
THEY CAN CAUSE DEATH, LOSS OF LIMBS,
OR OTHER SEVERE INJURY. DO NOT USE THE
SWIM PLATFORM OR SWIM LADDER WHILE THE
ENGINES ARE RUNNING. STOP THE ENGINES
IF DIVERS OR SWIMMERS ARE ATTEMPTING TO
BOARD. ALWAYS REMOVE AND PROPERLY STORE
THE LADDER BEFORE STARTING THE ENGINES.
12.12 Tower Operation (Optional)
Your boat could be equipped with an optional fabricated aluminum tower. Towers are normally equipped with full engine
controls, trim tab controls, compass, engine alarms, restart
buttons and tachometers. This allows for complete operation
of the boat from the tower.
Operation of the Tower Controls
The engines should be started at the lower helm. Monitor the
gauges to make sure all systems are normal and the engines
have been allowed to warm up slightly before proceeding to
the tower helm. The ignition or restart switches on the tower
are only used to restart an engine in the event it should stall.
The shift controls must be in neutral for the start switches to
be functional.
88
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•
Always put the boat in NEUTRAL before moving to and
from the tower helm and cockpit.
GOOD COMMON SENSE, JUDGMENT AND EXTREME
CAUTION MUST BE EXERCISED WHEN OPERATING
A BOAT WITH SOMEONE IN THE TOWER. DO NOT
ALLOW ANYONE IN THE TOWER WHEN THE WATER
IS ROUGH OR WHEN OPERATING IN UNFAMILIAR
WATERS WHERE RUNNING AGROUND IS A
POSSIBILITY. REMEMBER, WEIGHT IN THE TOWER
RAISES THE BOAT’S CENTER OF GRAVITY AND
THE BOAT’S MOTION IS GREATLY EXAGGERATED
FOR THE PEOPLE IN THE TOWER.
12.13 Trash Disposal
The discharge of plastic trash or trash mixed with plastic is illegal anywhere in the marine environment. U.S. Coast Guard
regulations also restrict the dumping of other forms of garbage.
Regional, State, and local restrictions on garbage discharges
also may apply.
Responsible boaters store refuse in bags and dispose of it properly on shore. You should make sure your passengers are aware
of the local waste laws and the trash management procedure on
your boat. Refer to the placard mounted on your boat for more
specific information regarding solid waste disposal.
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Federal law requires that vessels of 26 feet or longer must
display in a prominent location, a durable placard at least 4 by
9 inches notifying the crew and passengers of the discharge
restrictions (Marpol Treaty). A label for this purpose has been
shipped with the boat. It is the boat owner’s responsibility to
make sure this placard remains mounted and legible in accordance with the law.
12.14 Transporting Your Boat
Your Albemarle is a large boat and should only be trailered by
professionals that have the knowledge and equipment to move
large boats without causing damage.
Please contact your dealer or the Albemarle Customer Service
Department if you are planning to transport your boat and have
any questions in regard to the proper equipment and support
for the hull.
BOATS HAVE BEEN DAMAGED BY TRAILERS THAT
DON’T PROPERLY SUPPORT THE HULL. ALWAYS
MAKE SURE THE TRAILER BUNKS AND PADS
ARE ADJUSTED SO THEY ARE NOT PUTTING
EXCESSIVE PRESSURE ON THE LIFTING STRAKES
AND ARE PROVIDING ENOUGH SUPPORT FOR
THE HULL. HULL DAMAGE RESULTING FROM
IMPROPER TRAILER SUPPORT IS NOT COVERED
BY THE ALBEMARLE WARRANTY.
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INTENTIONALLY
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Chapter 13:
ROUTINE MAINTENANCE
13.1 Exterior Hull and Deck
Hull Cleaning-Below The Water Line
When the boat is removed from the water, clean the outer bottom surface immediately. Algae, grass, dirt and other marine
growth is easier to remove while the hull is still wet. Use a
pressure cleaner or a hard bristle brush to clean the surface.
Bottom Painting
If the boat is to be left in saltwater for extended periods, the
hull must be protected from marine growth by antifouling
paint. Because of variations in water temperature, marine
growth, and pollution in different regions, your dealer and/or
a qualified boat yard in your area should be consulted when
deciding what bottom paint system to apply to your hull. This
is extremely important as pollution and marine growth can
damage fiberglass hulls.
SANDING OR SANDBLASTING THE HULL
BOTTOM WILL DAMAGE THE FIBERGLASS. USE
ONLY STANDARD ANTIFOULING PAINTS AND
FIBERGLASS WAX REMOVERS AND PRIMERS
RECOMMENDED BY THE ANTIFOULING PAINT
MANUFACTURER WHEN PREPARING THE HULL
FOR BOTTOM PAINT.
Most bottom paints require some maintenance. Proper maintenance is especially important when the boat is in saltwater and
not used for extended periods or after dry storage. If the hull
bottom has been painted with antifouling paint, contact your
dealer for the recommended maintenance procedures.
Sacrificial Anodes
Sacrificial zinc anodes are installed on the inboard engines’
freshwater cooling system and on the transom. The transom
zinc is connected to the bonding system and protects the rudder
assemblies, shaft logs and other underwater hardware that is
bonded. Additional zinc anodes are installed on the propeller
shafts and should be installed on the trim tabs if the boat is to
be left in the water.
The anodes are less noble than copper based alloys, aluminum
and stainless steel. They will deteriorate first, protecting the
more noble engine and underwater hardware against galvanic
corrosion. Anodes should be checked monthly and changed
when they are 75% of their original size. When replacing the
anodes, make sure the contact surfaces are clean, shiny metal
and free of paint and corrosion. Never paint over the anode.
The bonding system should be inspected by a qualified marine
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electrician once a year to make sure all connections are sound
and there is continuity throughout the system.
Boats stored in salt water will normally need to have the anodes
replaced every 6 months to one year. Anodes requiring replacement more frequently may indicate a stray current problem
within the boat or at the slip or marina. Anodes that do not
need to be replaced after one year may not be providing the
proper protection. Loose or low quality anodes could be the
problem. There could also be a problem in the bonding system.
Contact your dealer for the proper size and type of zinc anodes
to be used and the specific installation procedure.
Fiberglass Gelcoat Surfaces
Normal maintenance requires only washing with mild soap
and water. A stiff brush can be used on the nonskid areas.
Kerosene or commercially prepared products will remove oil
and tar which could be a problem on trailered boats. Harsh
abrasive and chemical cleaners are not recommended because
they can damage or dull the gelcoat, reducing its life and
making it more susceptible to stains. When the boat is used
in saltwater, it should be washed thoroughly with soap and
water after each use.
At least once a season, wash and wax all exposed fiberglass
surfaces. Use a high quality automotive or boat wax. Follow
the procedure recommended by the wax manufacturer. The
washing and waxing of your boat will have the same beneficial
effects as they have on an automobile finish. The wax will fill
minute scratches and pores thus helping to prevent soiling and
will extend the life of the gelcoat.
After the boat is exposed to the direct sunlight for a period
of time, the color in the gelcoat tends to fade, dull or chalk.
A heavier buffing is required to bring the gelcoat back to its
original luster. For power cleaning use a light cleaner. To
clean the boat by hand, use a heavier automotive cleaner. Before cleaning the surfaces, read the instructions given with the
cleaner. After cleaning the surfaces, apply wax and polish all
fiberglass surfaces except the nonskid areas.
If the fiberglass should become damaged and need repair,
contact your dealer for an authorized repair person to make
the repairs.
91
DO NOT WAX NONSKID AREAS AS THIS COULD
MAKE THEM SLIPPERY AND CONSEQUENTLY
INCREASE THE POSSIBILITY OF INJURY.
Stainless Steel Hardware
When using the boat in saltwater, the hardware should be
washed with soap and water after each use. When a boat is
used in a corrosive environment such as saltwater, water with a
high sulfur content, or polluted water, the stainless steel will periodically develop surface rust stains. This is perfectly normal
under these conditions. The stainless can normally be cleaned
and protected by using a high quality boat or automotive wax
or a commercial metal cleaner and protectant.
UNDER NO CIRCUMSTANCES SHOULD ANY
ABRASIVE MATERIALS SUCH AS SANDPAPER,
BRONZE WOOL, OR STEEL WOOL BE USED ON
STAINLESS STEEL. DAMAGE TO THE HARDWARE
WILL RESULT.
Anodized Aluminum Surfaces
Anodized aluminum should be washed periodically with soap
and water to keep it clean. If the boat is used in saltwater or
polluted water, the aluminum should be washed with soap and
water after each use. Saltwater allowed to remain on anodized
aluminum will penetrate the anodized coating and attack the
aluminum.
Hardtops with anodized aluminum frames, bimini tops and
towers with canvas and/or fiberglass tops require special attention to the anodized aluminum just below the top. This
area is subject to salt build up from salty condensation and
sea spray. It is also frequently overlooked when the boat is
washed and will not be rinsed by the rain. Consequently, the
aluminum just below the top is more likely to become pitted
than the exposed aluminum on the structure. Make sure the
aluminum in this area is washed frequently with soap and water
and rinsed thoroughly. Pay particular attention to places where
the top material and lacing contact the frame. Once a month
coat the entire frame with a metal protector made for anodized
aluminum to protect against pitting and corrosion caused by
the harsh effects of salt water.
ONE DRAWBACK TO METAL PROTECTORS IS
THAT THEY CAN MAKE THE METAL SLIPPERY.
THEREFORE, METAL PROTECTORS SHOULD
NOT BE USED ON TOWER LADDERS, STEERING
WHEELS AND OTHER AREAS WHERE A GOOD
GRIP AND SURE FOOTING IS IMPORTANT.
92
Stains can be removed anodized aluminum with a metal polish or fine polishing compound. To minimize corrosion, use
a caulking compound or teflon based sealer to bed hardware
and fasteners mounted to aluminum fabrications. If the anodized coating is badly scratched it can be touched up with paint.
With proper care, anodized aluminum will provide many years
of service.
Note:
You should contact Albemarle Customer Service
before making any modifications to aluminum
fabrications. Unauthorized modifications can void
the warranty.
Powder Coated Aluminum
Powder coated aluminum should be washed periodically with
soap and water to keep it clean. If the boat is used in saltwater
or polluted water, the aluminum should be washed with soap
and water after each use. Saltwater allowed to remain on
powder coated aluminum will penetrate the coating and attack
the aluminum, usually around fasteners and hardware mounted
to the aluminum.
Pay special attention to the area just below the top. This area is
subject to salt build up from salty condensation and sea spray.
It is also frequently overlooked when the boat is washed and
will not be rinsed by the rain. Consequently, the powder coating near fasteners and hardware mounted just below the top is
more likely to be attacked by the salt and become corroded than
the exposed areas on the structure. Make sure the aluminum in
this area is washed frequently with soap and water and rinsed
thoroughly. Pay particular attention to places where the top
material and lacing contact the frame.
Once a month check the entire frame for damaged powder
coating and corrosion around fasteners and hardware. Nicked
or badly scratched powder coating can be sanded and touched
up with enamel paint. Corrosion around fasteners will have
to be sanded, then touched up with paint. The fasteners will
require fiber washers and sealing with caulk or a teflon based
sealer to isolate the fastener from the aluminum and prevent
damage to the paint or powder coating when the fastener is
installed. Periodically applying automotive or boat wax to
the powder coating will provide additional protection from the
harsh effects of saltwater.
Always repair scratches, nicks and corroded areas in powder
coating as soon as possible. Corrosion left unaddressed will
lift the powder coating allowing moisture to travel between
the power coating and the aluminum causing the corrosion to
spread below the coating and damage the aluminum.
If excessive chipping and peeling occurs, it could be an indication of an electrical fault in the boat or aluminum fabrication.
You should contact a qualified marine electrician to inspect
your boat immediately and correct the problem if you suspect
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that your boat may have a fault in the aluminum frame. You
should also contact Albemarle Customer Service.
Note:
Note:
Boats that are towed behind larger vessels require
special attention to the aluminum hardware. The
salt spray, salty steam, and chemicals in exhaust
gases are particularly corrosive and will eventually
penetrate and damage the surface of anodized or
powder coated aluminum. It is imperative that the
boat and the aluminum are cleaned thoroughly at
the completion of each trip or at the end of each day
on long cruises to reduce accelerated deterioration
of the anodizing or powder coating and premature
corrosion to the aluminum.
You should contact Albemarle Customer Service
before making any modifications to aluminum
fabrications. Unauthorized modifications can void
the warranty.
Stronger cleaners, detergents and solvents may be effective in
stain removal, but can cause either immediate damage or slow
deterioration. Lotions, sun tan oil, waxes and polishes, etc.,
contain oils and dyes that can cause stiffening and staining of
vinyls.
The following are typical stains and cleaning tips for
vinyl:
• Dry soil, dust and dirt - Remove with a soft cloth.
•
Dried on dirt - Wash with a soft cloth dampened with
water.
•
Variations in surface gloss - Wipe with a water dampened
soft cloth and allow to air dry.
•
Stubborn dirt - Wash with a soft cloth dampened with Ivory
Flakes® and water. Rinse with clean water.
•
Stubborn spots and stains - Spray with either Fantastik
Cleaner® or Tannery Car Care Cleaner® and rub with a
soft cloth. Rinse with clean water.
•
Liquid spills - Wipe immediately with a clean absorbent
cloth. Rinse with clean water.
•
Food grease and oily stains - Spray immediately using
either Fantastik Cleaner® or Tannery Car Care Cleaner®,
wiping with a soft cloth. Take care not to extend the area
of contamination beyond its original boundary. Rinse with
clean water.
Chrome Hardware
Use a good chrome cleaner and polish on all chrome hardware.
Acrylic Plastic Glass
Acrylic glass scratches easily. Never use a dry cloth or glass
cleaning solutions on acrylic. Use a soft cloth and mild soap and
water for routine cleaning. Solvents and products containing
ammonia can permanently damage acrylic plastic glass.
Fine scratches can be removed with a fine automotive clear
coat polishing compound. A coat of automotive or boat wax
is beneficial to protect the surface.
Do not use the following on acrylic glass:
Abrasive cleaners
Acetone
Solvents
Alcohol
Glass cleaners
Cleaners containing ammonia
13.2 Upholstery, Canvas and
Enclosures
Vinyl Upholstery
The vinyl upholstery used on the exterior seats and bolsters,
and for the headliner in the cabin should be cleaned periodically with soap and water. Any stain, spill or soiling should
be cleaned up promptly to prevent the possibility of permanent
staining. When cleaning, always rub gently. Avoid using
products containing ammonia, powdered abrasive cleaners,
steel wool, strong solvents, acetone and lacquer solvents or
other harsh chemicals as they can cause permanent damage or
shorten the life of vinyl. Never use steam heat, heat guns or
hair dryers on vinyl.
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Canvas and Side Curtains
Acrylic (Sunbrella) canvas should be cleaned periodically by
using a mild soap and water. Scrub lightly and rinse thoroughly
to remove the soap. Do not use detergents. The top or accessories should never be folded or stored wet.
After several years, the acrylic canvas may lose some of its
ability to shed water. If this occurs, wash the fabric and treat
it with a commercially available water proofing designed for
this purpose.
Note:
Some leakage at the seams is normal and unavoidable with acrylic enclosures.
Side curtains and clear connectors can be cleaned with mild
soap and water. They should not be allowed to become badly
soiled. Dirt, oil, mildew, and cleaning agents containing ammonia, will shorten the life of the vinyl that is used for clear
curtains. After cleaning the curtains and allowing them to dry,
apply a non-lemon furniture polish or an acrylic glass and clear
plastic protector to extend the life of the curtains.
93
Vinyl curtains should be stored either rolled or flat, without
folds or creases. Folding the curtains will make permanent
creases that could cause the vinyl to crack.
Note:
ALWAYS READ THE LABEL CAREFULLY ON MILDEW
PROTECTORS. REMOVE THE PROTECTOR AND
ALLOW THE CABIN TO VENTILATE COMPLETELY
BEFORE USING THE CABIN.
Do not use any polish containing lemon scents or
lemon. The lemon juice will attack the vinyl and
shorten its life.
Snaps should be lubricated periodically with petroleum jelly
or silicone grease. Zippers should be lubricated with silicone
spray or paraffin or a product designed to lubricate zippers in
marine canvas.
The bimini top, side curtains, clear connector, back drop and aft
curtain must be removed when trailering. Canvas enclosures are
not designed to withstand the extreme wind pressure encountered while trailering and will be damaged. Always remove and
properly store the enclosure before trailering your boat.
Do not operate engines, fuel consuming heaters or burners with
the canvas enclosures closed. The cockpit must be open for
legal ventilation and to prevent the possible accumulation of
carbon monoxide fumes, which could be lethal.
CARBON MONOXIDE IS A LETHAL, TOXIC GAS
THAT IS COLORLESS AND ODORLESS. IT IS A
DANGEROUS GAS THAT WILL CAUSE DEATH IN
CERTAIN LEVELS.
13.3 Cabin Interior
The cabin interior can be cleaned just like you would clean a
home interior. The wood floors and steps can be vacuumed
and cleaned with a mixture of water and Murphy’s Oil Soap.
Wipe the wood dry with a clean towel. To preserve the cherry
and teak woodwork, use furniture polish with wax. To maintain
the carpeting, use a vacuum cleaner.
Because air and sunlight are very good cleansers, periodically
put cushions, sleeping bags, etc. on deck, in the sun and fresh
air, to dry and air out. If cushions or equipment get wet with
saltwater, remove and use clean, fresh water to rinse off the
salt crystals. Salt retains moisture and will cause damage. Dry
thoroughly and reinstall.
Vinyl headliner material should be cleaned periodically as
explained in the previous section. Avoid using products
containing ammonia, bleach, or harsh chemicals as they can
shorten the life of vinyl.
Corian Surfaces
A mild liquid detergent and water or ammonia-based cleaners will remove most dirt and stains from Corian. For heavy
cleaning, oil, and grease, use Fantastik spray cleaner. Rinse
with a clean cloth moistened with freshwater. Wipe dry with
a clean cloth.
In most cases, Corian can be repaired if accidentally damaged.
Minor damage, including scratches, general or chemical stains,
scorches or burns, and minor impact marks, can be repaired with
a light abrasive cleanser and a Scotch-Brite® pad. For heavier
damage, light sanding and machine buffing may be necessary
so contact your dealer or a professional.
•
Avoid exposing Corian to strong chemicals, such as paint
removers, oven cleaners, etc. If contact occurs, quickly
flush the surface with water.
•
Remove nail polish with a non acetone-based polish
remover and flush with water.
•
Do not cut directly on Corian counter tops.
13.4 Bilge and Engine Compartment
To keep the bilge clean and fresh, use a commercial bilge
cleaner regularly. Follow the directions carefully. The engines
and engine room should be kept clean and free of oil accumulation and debris. All exposed pumps and metal components,
including the engines and drive gear, should be sprayed periodically with a protector to reduce the corrosive effects of the
high humidity always present in these areas.
Maintenance intervals are outlined in the engine owner’s manuals. Their recommendations should be followed exactly.
Periodically check the bilge pumps for proper operation and
clean debris from the strainers and float switches. Inspect all
hoses, clamps and thru-hulls for leaks and tightness on a regular
basis and operate all thru-hull valves at least once a month to
keep them operating properly.
A flow of air into the bilge is provided by vents located in the
hull. Periodic inspection and cleaning of the ventilation ducts
is necessary to ensure adequate air circulation.
If you leave the boat for a long period of time, put all cushions
on their sides, open all interior cabin and locker doors, and hang
a commercially available mildew protector in the cabin.
94
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Engines
Proper engine maintenance is essential to the proper performance and reliability of your inboard engines. Maintenance
schedules and procedures are outlined in your engine owner’s
manual. They should be followed exactly.
Proper engine operation requires a good supply of clean, dry
fuel. Improper marina fuel storage techniques, limited boat
usage, etc. can cause the fuel to become contaminated. Periodically, it may be necessary to siphon accumulating water and
contaminated fuel from the bottom of the fuel tanks.
Algae can grow in the accumulated water in diesel fuel tanks.
This condition is most prevalent in warm climates. Periodically
adding a high quality diesel fuel additive containing an algaecide may be required to control algae in your boating area.
The age of fuel can affect engine performance. Chemical
changes occur as the fuel ages that can cause deposits and reduce the cetane rating of the fuel. Severely degraded fuel can
damage the engine and boat fuel tank and lines. Therefore, if
your boat is not being run enough to require at least one full
tank of fresh fuel a month, a fuel additive should be added to
protect it from degradation. Your dealer or the engine manufacturer can provide additional information on fuel degradation
and fuel stabilizers recommended for your engine.
Generator (Optional)
The engine maintenance required on the generator is similar
in many ways to the main engines. The engine incorporates
a pressure-type lubrication system and a fresh water cooled
engine block which is thermostatically controlled. The most
important factors to the generator’s longevity are proper ventilation and maintenance of the fuel system, ignition system,
cooling system, lubrication system and the AC alternator.
13.5 Drainage System
It is essential that the following items be done periodically to
maintain proper drainage of your boat:
•
Clean the cockpit drains with a hose to remove debris that
can block water drainage.
•
Clean the hardtop, tower or radar arch leg drain holes.
This is especially important just before winter lay-up.
Frequently test the automatic bilge pump switch for proper
operation. This is accomplished by lifting the float switch
until the pump is activated. You can also use a garden hose
to flood the bilge until the water level is high enough to
activate the pump.
•
•
Flush all gravity drains with freshwater to keep them clean
and free flowing.
•
Operate the thru-hull valves once a month and service as
required.
Note: All drains and pumps must be properly winterized
before winter lay-up.
NEVER USE HARSH CHEMICAL DRAIN CLEANERS
IN MARINE DRAIN SYSTEMS. PERMANENT
DAMAGE TO THE HOSES AND FITTINGS MAY
RESULT.
Maintenance schedules and procedures are outlined in your
generator owner’s manual. They should be followed exactly.
Note:
Diesel generators charge the battery just enough
to compensate for the DC electrical current the
engine requires to operate. Therefore, it is important to activate the battery charger to maintain
the house battery bank whenever the generator is
running.
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INTENTIONALLY
96
410 Convertible
Chapter 14:
SEASONAL MAINTENANCE
14.1 Lay-up and Storage
Before Hauling:
• Pump out the head and holding tank. Flush the holding
tank using clean water and a deodorizer. Pump out the
cleaning solution.
•
The bow should always be slightly higher than the stern while
lifting the boat. This will allow the water to drain from the
engine exhaust system and prevent water from surging over
the risers and into the engine.
The fuel tank should be left nearly full to reduce
condensation that can accumulate in the fuel tank. Allow
enough room in the tank for the fuel to expand without
leaking out the vents.
BOATS HAVE BEEN DAMAGED FROM IMPROPER
LIFTING AND TRANSPORTING WITH FORK LIFTS.
THE FORKS PLACE EXTREME PRESSURE POINTS
ON THE HULL AND COULD CAUSE SERIOUS
STRUCTURAL DAMAGE. YOUR BOAT IS TOO
HEAVY FOR ANY FORK LIFT. NEVER ALLOW
ANYONE TO LIFT THE BOAT WITH A FORK LIFT.
Algae can grow in the accumulated water in diesel fuel
tanks. This condition is most prevalent in warm climates.
Adding a high quality diesel fuel additive containing an
algaecide may be required to control algae during storage
in your area.
•
SEVERE GELCOAT CRAZING OR MORE SERIOUS
HULL DAMAGE CAN OCCUR DURING HAULING AND
LAUNCHING IF PRESSURE IS CREATED ON THE
GUNWALES (SHEER) BY THE SLINGS. SPREADERS
ARE NOT REQUIRED IF BELTS ARE NOT CREATING
PRESSURE (CABLE DRUMS FURTHER APART
THAN BEAM OF BOAT). FLAT, WIDE BELTING
SLINGS AND SPREADERS LONG ENOUGH TO
KEEP PRESSURE FROM THE GUNWALES ARE
ESSENTIAL. DO NOT ALLOW ANYONE TO HAUL
YOUR BOAT WHEN THE SPREADERS ON THE LIFT
ARE NOT WIDE ENOUGH TO TAKE THE PRESSURE
OFF THE GUNWALES.
The age of fuel can affect engine performance. Chemical
changes occur as the fuel ages that can cause deposits and
reduce the cetane rating of the fuel. Severely degraded
fuel can damage the engine and boat fuel tank and lines.
Therefore, if your boat is not being run enough to require
at least one full tank of fresh fuel a month, a fuel additive
should be added to protect it from degradation. Your
dealer or the engine manufacturer can provide additional
information on fuel degradation and fuel stabilizers
recommended for your engines. Operate the boat for at
least 15 minutes after adding the additive to allow the
treated fuel to reach the engine.
Your dealer or the engine manufacturer can provide additional information on fuel degradation and fuel additives
recommended for your engine. For more recommendations for your specific area, check with your dealer.
•
Drain water from the fresh water system.
•
Consult the engine owner’s manual for detailed information
on preparing the engines for storage.
Lifting
It is essential that care be used when lifting your boat. Make
sure the spreader bar at each sling is at least as long as the
distance across the widest point of the boat that the sling will
surround. Put the slings in position. Refer to the Slings Locations drawing in appendix A for the correct position of the
lifting slings. There are also sling tags on the side deck. The
fore and aft slings should be tied together to prevent the slings
from sliding on the hull.
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Supporting The Boat For Storage
A well-made cradle or proper blocking is the best support for
your boat during storage.
When supporting the boat with blocking:
• Make sure the boat is blocked on a level surface and the
bow is high enough so that water will drain from the bilge,
cockpit and exhaust system.
•
Make sure the keel is supported with large, solid wood
blocks in at least three points.
•
Use at least three heavy duty jacks on each side of the hull
and make sure the boat is level from side to side. The jacks
must be on a solid surface like packed gravel, concrete or
pavement. All of the supports must be set up properly to
prevent the boat from shifting while it is in storage.
97
When storing the boat on a cradle:
• The cradle must be specifically for boat storage and
approved by Albemarle.
•
•
•
Thoroughly clean the interior of the boat. Vacuum all
carpets and dry clean drapes and upholstery.
•
The cradle must be in the proper fore and aft position to
properly support the hull. When the cradle is in the correct
location, the bunks should match the bottom of the hull
and should not be putting pressure on the lifting strakes.
Remove cushions, open the refrigerator and ice maker
doors and as many locker doors as possible. Leaving as
many of these areas open as possible will improve the
boat’s ventilation during the storage period.
Note:
Preparing The Boat For Storage
•
Remove the bilge drain plug, if installed.
•
Thoroughly wash the fiberglass exterior, especially the
antifouling portion of the bottom. Remove as much marine
growth as possible. Lightly wax the exterior fiberglass
components.
•
Remove all oxidation from the exterior hardware, and
apply a light film of moisture displacing lubricant.
•
Remove propellers and grease the propeller shafts using
light waterproof grease.
Remove the batteries and store in a cool place. Clean using
clear, clean water. Be sure the batteries have sufficient
water and clean terminals. Keep the batteries charged and
safe from freezing throughout the storage period.
Note:
•
98
Clean out, totally drain and completely dry the fishboxes,
sinks and baitwells.
Make sure the cradle is well supported and placed on a
level surface with the bow high enough so that water will
drain from the bilge, cockpit and exhaust system.
BOATS HAVE BEEN DAMAGED BY IMPROPER
BLOCKING AND CRADLES THAT DON’T PROPERLY
SUPPORT THE HULL. ALWAYS MAKE SURE THE
BLOCKS, BUNKS AND PADS ARE ADJUSTED SO
THEY ARE NOT PUTTING PRESSURE ON THE
LIFTING STRAKES AND ARE PROVIDING ENOUGH
SUPPORT FOR THE HULL. YOU SHOULD ALLOW
ONLY EXPERIENCED PROFESSIONAL BOAT
YARD PERSONNEL TO LIFT, BLOCK OR CRADLE
YOUR BOAT. HULL DAMAGE RESULTING FROM
IMPROPER CRADLE AND BLOCKING SUPPORT IS
NOT COVERED BY THE ALBEMARLE WARRANTY.
•
•
Refer to the Electrical System chapter, for information on the maintenance of the AC and DC
electrical systems.
Coat all faucets and exposed electrical components in the
cabin and cockpit with a protecting oil.
•
It is recommended that a mildew preventer be hung
in the boat’s cabin before it is closed for storage.
Clean the exterior upholstery with a good vinyl cleaner
and dry thoroughly. Spray the weather covers and boat
upholstery with a spray disinfectant. Enclosed areas such
as the refrigerator, shower basin, storage locker areas, etc.
also should be sprayed with this disinfectant.
14.2 Winterizing
Freshwater System
The entire freshwater system must be completely drained.
Disconnect all hoses, check valves, etc. and blow all the water
from the system. Make sure the water heater and freshwater
tank are completely drained. Use only very low air pressure
when doing this to prevent possible system damage. Because of
the check valve mechanism built in the pump, blowing the lines
will not remove the water from the freshwater pump. Remove
the inlet and outlet hoses on the pump. Turn the pump on and
allow it to pump out any remaining water....about a cupful. A
recommended alternative to the above-mentioned procedure is
the use of commercially available non toxic, freshwater system
antifreeze. After draining the potable water tank, lines and
water heater, pour the antifreeze mixture into the freshwater
tank, prime and operate the pump until the mixture flows from
all freshwater faucets. Be sure to open all hot and cold water
faucets, including the freshwater shower in the cockpit and the
faucet in the bait prep station. Make sure antifreeze has flowed
through all of the freshwater drains.
If your boat is equipped with the optional reverse osmosis drinking water filter, it must be properly winterized by following the
manufacturers instructions.
The shower drain system must be properly winterized. Clean
debris from the drain and sump and flush for several minutes
with fresh clean water. After the system is clean, pump the drain
sump as dry as possible. Then pour a potable water antifreeze
mixture into the shower drain until antifreeze has been pumped
through the entire system and out of the thru-hull.
For additional information refer to the Fresh Water System
chapter.
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Raw Water System
Completely drain the raw water systems. Disconnect all hoses
and blow the water from the system. Use only very low air
pressure when doing this to prevent possible system damage.
Because of the check valve mechanism built in the raw water
washdown and livewell pumps, blowing the lines will not remove the water from that raw water pump. Remove the outlet
hose on the pump. Turn the pump on and allow it to pump
out any remaining water....about a cupful. A recommended
alternative to the above-mentioned procedure is the use of commercially available non toxic, potable water system antifreeze.
If potable water antifreeze is used, pour the mixture into a pail
and put the raw water intake lines into the solution. Run the
pumps one at a time until the antifreeze solution is visible at
all raw water faucets, discharge fittings and drains. Be sure
antifreeze has flowed through all of the raw water drains.
Engine and Generator Raw Water Systems
Drain all of the sea strainers, heat exchangers and raw water
supply and discharge lines for the engine and generator raw
water supply pumps. Make sure all seawater has drained from
the exhaust system. Some, but not all, engine mufflers could
have a drain plug that must be removed to properly drain the
muffler. Once this is accomplished, pour a non toxic marine
engine antifreeze mixture into a large pail and put the engine
raw water intake lines into the solution. Run the engines one
at a time until the antifreeze solution is visible at the transom
exhaust port, then shut the engine off.
Note:
Properly winterize the engines and fuel system by
following the engine manufacturer’s winterizing
procedures located in your engine owner’s manuals
or contact a Albemarle dealer.
Refer to the Raw Water System chapter for additional information on the raw water system.
Marine Toilet
The marine toilet must be properly winterized by following
the manufacturer’s winterizing instructions in the marine toilet
owner’s manual. Drain the intake and discharge hoses completely using low air pressure if necessary. The head holding
tank and macerator discharge pump must be pumped dry and
three gallons of potable water antifreeze poured into the tank
through the deck waste pump out fitting. After the antifreeze
has been added to the holding tank, open the overboard discharge valve and activate the macerator pump until the antifreeze solution is visible at the discharge thru-hull.
Note:
Make sure you follow the marine toilet manufacturer’s winterizing instructions exactly.
Air Conditioners and Freezer
Disconnect and drain the seawater pump intakes and discharge
hoses. Remove all water from the sea strainers and thru-hull
fittings. Allow all water to drain from the system. The air
410 Convertible
conditioner and freezer components must be properly winterized by following winterizing procedure in the manufacturer’s
owner’s manual.
The air conditioning and freezer drain sump system must be
properly winterized. Clean debris from the drain and sump
and flush for several minutes with fresh clean water. After the
system is clean, pump the drain sump as dry as possible. Then
pour a potable water antifreeze mixture into each air conditioning condensation pan until antifreeze has been pumped through
the entire system and out of the thru-hull. The optional flybridge air conditioner condensation pan drains to the flybridge
deck drain system and does not drain to a sump system.
Note:
The air conditioning, engine control system, head,
and steering systems have specific lay up requirements. Please refer to their owner’s manuals for
recommended winterizing procedures.
Bilge
Coat all metal components, wire busses, and connector plugs
in the bilge with a protecting oil. It is also important to protect
all strainers, seacocks and steering components. The bilge
pumps and bilge pump lines must be completely free of water
and dried out when the boat is laid up for the winter in climates
where freezing occurs. Compartments in the bilge that will
not drain completely should be pumped out and then sponged
until completely free of water. Dry the hull bilge and selfbailing cockpit troughs. Water freezing in these areas could
cause damage.
Half Tower
It is imperative that all drain holes in the legs are open and that
the legs are completely free of water. Remove the enclosure
and thoroughly clean and store in a safe, dry place. Remove
all electronics. Coat all wire connectors and bus bars in the
helm compartment with a protecting oil.
Clean the aluminum frame with soap and water and dry thoroughly. Apply an aluminum metal protector to the entire frame
to reduce corrosion and pitting.
ALWAYS MAKE SURE THE LEG DRAIN HOLES ARE
CLEAR WHEN THE BOAT IS LAID UP FOR THE
WINTER. WATER TRAPPED INSIDE THE HARDTOP
OR TOWER LEGS COULD FREEZE AND CAUSE THE
LEGS TO SPLIT.
Tuna Tower
It is imperative that all drain holes in the tower and hardtop legs
are open and completely free of water. Tower basket drains
should be checked and clear of debris. Remove the tower sun
shade, if installed, and belly band or removable cushions and
thoroughly clean and store in a safe, dry place. Remove all
99
electronics. Coat all wire connectors and bus bars in the helm
compartment with a protecting oil. Cover the tower basket
with a tarp and secure it properly.
14.3 Recommissioning
DO NOT OPERATE THE BOAT UNLESS IT IS
COMPLETELY ASSEMBLED. KEEP ALL FASTENERS
TIGHT. KEEP ADJUSTMENTS ACCORDING TO
SPECIFICATIONS.
Clean the aluminum frame with soap and water and dry
thoroughly. Apply an aluminum metal protector to the entire
frame to reduce corrosion and pitting. Apply an automotive
or boat wax to powder coated aluminum to protect it during
storage periods.
Special Notes Prior To Winter Storage
If the boat will be in outside storage, properly support a storage
cover and secure it over the boat. It is best to have a frame built
over the boat to support the canvas. It should be a few inches
wider than the boat so the canvas will clear the rails and allow
passage of air. If this cover is fastened too tightly there will
be inadequate ventilation and this can lead to mildew, moisture
accumulation, etc. It is essential to fasten the canvas down
securely so that the wind cannot remove it or cause chafing of
the hull superstructure. Do not store the boat in a damp storage
enclosure. Excessive dampness can cause electrical problems,
corrosion, and excessive mildew.
Note:
BEFORE LAUNCHING THE BOAT, MAKE SURE THE
HULL DRAIN PLUG IS INSTALLED.
Whenever possible, do not use the enclosure curtains in place
of the winter storage cover. The life of these curtains may be
significantly shortened if exposed to harsh weather elements
for long periods.
MAKE SURE THE MUFFLERS HAVE NOT BEEN
DAMAGED DURING WINTER STORAGE AND
THAT THE DRAIN PLUGS ARE INSTALLED AND
PROPERLY TIGHTENED. LOOSE OR MISSING
DRAIN PLUGS AND DAMAGED OR LEAKING
MUFFLERS OR EXHAUST HOSES WILL ALLOW
CARBON MONOXIDE, ENGINE GASES, AND WATER
INTO THE BILGE CREATING A POTENTIALLY
HAZARDOUS CONDITION.
PLACING AN ELECTRIC OR FUEL BURNING
HEATING UNIT IN THE BILGE AREA CAN BE
P OT E N T I A L LY H A Z A R D O U S A N D I S N OT
RECOMMENDED.
Note:
Proper storage is very important to prevent serious damage to
the boat. If the boat is to be stored indoors, make sure the building has enough ventilation. It is very important that there is
enough ventilation both inside the boat and around the boat.
Note:
100
If the boat is to be stored indoors or outdoors, open
all drawers, clothes lockers, cabinets, and doors
a little. If possible, remove the upholstery, mattresses, clothing, and rugs. Then hang a commercially available mildew protector in the cabin.
It is important and recommended that the fitting
out procedure for the marine gear be done by a
qualified marine technician. Read the engine owner’s manual for the recommended procedure.
Not all mufflers are equipped with drain plugs.
Reactivating The Boat After Storage:
•
Apply a fresh coat of bottom paint on the hull and running
gear.
•
Inspect running gear and thru-hull fittings.
•
Install the propellers. Refer to the Propulsion System
chapter for information on installing propellers.
•
Install the drain plug in the hull.
•
Charge and install the batteries.
•
Check the engines for damage and follow the manufacturer’s
instructions for recommissioning.
•
Check the engine mounting bolts to make sure they are
tight.
410 Convertible
•
Perform all routine maintenance.
After Launching:
•
Check all hose clamps for tightness.
•
•
Pump the antifreeze from the fresh and raw water systems
and flush several times with fresh water. Make sure all
antifreeze is flushed from the water heater and it is filled
with fresh water before it is activated.
Carefully check the engines and all water systems for
leaks. Operate each system one at a time checking for
leaks and proper operation.
•
Check the bilge pump manual and automatic switches.
•
Test the high water alarms.
•
Check the propeller shaft couplings for proper alignment.
Allow the boat to remain in the water for several hours
before checking the alignment.
•
Prime the fuel system and start the engines. When each
engine starts, check the exhaust ports for water flow. This
ensures that the cooling pump is operating.
Carefully monitor the gauges and check for leakage and
abnormal noises.
•
If your boat is equipped with the optional reverse
osmosis drinking water filter, sanitize the system and
install new filters and commission per the manufacturer’s
instructions.
•
Check and lubricate the steering system.
•
Clean and wash the boat.
•
Install all upholstery, cushions and canvas.
•
•
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Operate the boat at slow speeds until the engine temperature
stabilizes and all systems are operating normally.
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Appendix A:
SCHEMATICS
12 volt DC
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AC Shore to Panel wiring
104
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AC Breaker Panel
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DC Battery Switch Panel
106
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Batteries and Cables
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Hydraulic Steering
108
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Engine Control System
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Fuel System
110
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Fuel Valves
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Fresh Water System
112
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Sea Water Systems
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Drainage System
114
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Rudder Assembly
Transmission
Coupler
Shaft
Coupler
Shaft
Coupler Assembly
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Shaft Seal Assembly
Key
Shaft
Cotter
Key
Propeller
Prop Nuts
Prop Assembly
116
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Sling Locations
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Cradle and Blocking positions
118
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Appendix B:
GENERAL MAINTENANCE
SCHEDULE AND LOG
A
ch
Ea
ee
d
de
X
Clean hull below the waterline
X
Bottom Paint Hull
X
X
Wax exterior gelcoat
X
Polish & protect clear curtains
X
X
X
X
Clean and protect hardware
X
Polish and protect acrylic plastic glass
X
Clean cabin & interior upholstery
X
Clean exterior upholstery
X
X
Service and inspect cabin accessories
Spray metal bilge pumps and components
with a protector
X
Check bilge and engine components for
leaks
X
Check & clean raw water strainers
X
X
X
X
Engine alignment
X
X
Service steering and control systems
Inspect fuel system for leaks
X
Inspect & service fuel system
X
Inspect and protect electrical
components, wire & battery connectors
X
X
X
Check battery electrolyte & service
Test and inspect AC electrical system &
shore power cord
X
Inspect water systems for leaks
X
Check blower operation & safety
equipment
X
Check neutral safety switches
X
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X
X
Clean Bilge
Inspect steering and control systems
X
X
Check sacrificial anodes
Wash boat, canvas and hardware
sN
n
ly
th
se
o
as
Se
on
U
ly
ar
Ye
M
ch
y
kl
ee
W
Ea
MAINTENANCE
119
MAINTENANCE LOG
Date
120
Hours
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
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Dealer
Service/Repairs
121
MAINTENANCE LOG
Date
122
Hours
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
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Dealer
Service/Repairs
123
MAINTENANCE LOG
Date
124
Hours
Dealer
Service/Repairs
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Appendix C:
FLOAT PLAN
Albemarle recommends filling out a float plan each time you use your boat for an offshore day trip or a long cruise.
Leave this information with a responsible person ashore, like a close friend or relative that you know well.
1. Name of person reporting and telephone number.
2. Description of boat.
Type
Registration No.
Name
Color
Make
3. Engine type
No. of Engines
H.P.
Fuel Capacity
4. Survival equipment: (Check as appropriate)
PFDS
Smoke Signals
Paddles
Anchor
5. Radio
Trim
Length
Other Info
Yes
Flares
Flashlight
Water
Raft or Dinghy
No
Type
6. Automobile license
Type
Color
7. Persons aboard
Name
Mirror
Food
Others
EPIRB
Trailer License
and make of auto
Age
Address & telephone No.
8. Do any of the persons aboard have a medical problem?
Yes
No
If yes, what?
9. Trip Expectations: Leave at
From
Expect to return by
and no later than
Going to
(time)
10. Any other pertinent info.
11. If not returned by
call the COAST GUARD, or (Local authority)
(time)
12. Telephone Numbers.
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Appendix D:
DEPARTMENT OF
TRANSPORTATION
U.S. COAST GUARD
C.G. 1865 (REV. 1/88)
BOATING ACCIDENT REPORT
FORM APPROVED
OMB NO.211-0010
The operator/owner of a vessel used for recreational purposes is required to file a report in writing whenever an accident results in: loss of life or disappearance from a
vessel, or an injury which requires medical treatment beyond first aid: or property damage in excess of $200 or complete loss of the vessel. Reports in death and injury
cases must be submitted within 48 hours. Reports in other cases must be submitted within 10 days. Reports must be submitted to reporting authority in the state where
the accident occurred. This form is provided to assist the operator in filing the required written report.
COMPLETE ALL BLOCKS (indicate those not applicable by “NA”)
NAME AND ADDRESS OF OPERATOR
AGE OF OPERATOR
DATE OF BIRTH
OPERATOR TELEPHONE NUMBER
OWNER TELEPHONE NO.
NAME AND ADDRESS OF OWNER
RENTED BOAT
[ ] YES
[ ] NO
NUMBER OF
PERSONS ON
BOARD
VESSEL NO.
(this vessel)
OPERATOR’S EXPERIENCE
This type of boat
Other boat operating Exp.
[ ] Under 20 Hours
[ ] Under 20 Hours
[ ] 20 to 100 Hours
[ ] 20 to 100 Hours
[ ] 100 to 500 Hours
[ ] 100 to 500 Hours
[ ] Over 500 Hours
[ ] Over 500 Hours
FORMAL INSTRUCTION IN BOATING SAFETY
[ ] None [ ] State [ ] U.S. Power Squadrons
[ ] USCG Auxiliary
[ ] American Red Cross
[ ] Other (Specify)
BOAT REGISTER. NO.
BOAT NAME
BOAT MAKE
BOAT MODEL
MFR HULL IDENTIFICATION NO.
TYPE OF BOAT
[ ]
Open Motorboat
[ ]
Cabin Motorboat
[ ]
Auxiliary Sail
[ ]
Sail (only)
[ ]
Rowboat
[ ]
Canoe
[ ]
Other (Specify)
HULL MATERIAL
[ ]
Wood
[ ]
Aluminum
[ ]
Steel
[ ]
Fiberglass
[ ]
Rubber/vinyl
[ ]
Other
ENGINE
[ ]
[ ]
gasoline
[ ]
diesel
[ ]
PROPULSION
No. of engines
Horse Power (total)
Type of fuel
CONSTRUCTION
Length
Year built (boat)
DATE OF ACCIDENT
TIME
Outboard
Inboard
Inboard
Inboard-out-
Has boat had a Safety Examination? [ ] Outboard [ ] NO
For current year?
[ ] YES [ ] NO
Year
Indicate whether
[ ] USCG Auxiliary Courtesy Marine Exam
[ ] State/local examination [ ] Other
ACCIDENT DATA
am
NAME OF BODY OF WATER
pm
NEAREST CITY OR TOWN
STATE
WEATHER
[ ]
Rain
[ ]
Clear
[ ]
Cloudy [ ]
WATER CONDITIONS
[ ]
Calm (waves less than 6”)
[ ]
Choppy (waves 6” to 2’)
[ ]
Rough (greater than 6’)
[ ]
Strong Current
OPERATION AT TIME OF ACCIDENT
(Check all applicable)
[ ] Commercial Activity
[ ] Drifting
[ ] Cruising
[ ] At Anchor
[ ] Maneuvering
[ ] Tied to Dock
[ ] Approaching Dock
[ ] Fueling
[ ] Leaving Dock
[ ] Fishing
[ ] Water Skiing
[ ] Hunting
[ ] Racing
[ ] Shin Diving/
[ ] Towing
Swimming
[ ] Other (Specify)
[ ] Being Towed
TYPE OF ACCIDENT
(Check all applicable)
[ ]
] Collision with
[ ]
Fixed Object
[ ]
Collision with
[ ]
Floating Object
[ ]
COUNTY
TEMPERATURE
(Estimate)
Air
Water
F°
F°
WIND
[ ]
[ ]
[ ]
mph)
[ ]
Lat
Long
VISIBILITY
None
DAY
NIGHT
Light (0 - 6 mph)[ ] Good [ ]
Moderate (7 - 14[ ] Fair [ ]
[ ] Poor [ ]
Strong (15 - 25
WHAT IN YOUR OPINION CONTRIBUTED TO
THE ACCIDENT (Check all applicable)
[ ] Alcohol use
Grounding
[ [ ] Weather
[ ] Excessive speed
[ ] Drug use
[ ] No Proper Lookout [ ] Fault of Hull
Capsizing
[ ] Restricted Vision [ ] Fault of Machinery
[ ] Overloading
[ ] Fault of Equipment
Flooding [ ]
[ ] Improper Loading [ ] Hunting
Sinking
[ ] Racing
[ ] Operator Inexperience
[ ] Hazardous Waters [ ] Operator Inattention
Fire or explosion (fuel) [ ] Other (Specify)
PERSONAL FLOTATION DEVICES (PFDS)
Was the boat adequately equipped with
COAST GUARD APPROVED FLOTATION
DEVICES?
[ ] Yes [ ] No
Were they accessible?
[ ] Yes [ ] No
Were they serviceable?
[ ] Yes [ ] No
Were they used by survivors? [ ] Yes [ ] No
What type? [ ] I, [ ] II, [ ] III, [ ] IV, [ ] V
Were PFD’s properly used?
[ ] Yes [ ] No
Adjusted
[ ] Yes [ ] No
Sized
[ ] Yes [ ] No
LOCATION (Give location precisely)
Was the vessel carrying NON approved
flotation devices?
[ ] Yes [ ] No
Were they accessible? [ ] Yes [ ] No
Were they used?
[ ] Yes [ ] No
If Yes, indicate kind.
PROPERTY DAMAGE
Estimated amount
This boat $
Other boat $
Other Property $
FIRE EXTINGUISHERS
Were they used? (If yes, list
Type(s) and number used.)
[ ] Yes [ ] No [ ] NA
Types:
DESCRIBE PROPERTY DAMAGE
(specify)
NAME AND ADDRESS OF OWNER OF DAMAGED
PROPERTY
Include any comments of PFD’s under ACCIDENT DESCRIPTION on other side of form
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BOATING ACCIDENT REPORT
If more than 3 fatalities and/or injuries, attach additional form(s)
DECEASED
NAME
ADDRESS
DATE OF
BIRTH
WAS VICTIM?
[ ] Swimmer
[ ] Non Swimmer
DEATH CAUSED BY
[ ] Drowning
[ ] Other
[ ] DISAPPEARANCE
WAS PFD WORN?
[ ] Yes
[ ] No
What Type?
NAME
ADDRESS
DATE OF
BIRTH
WAS VICTIM?
[ ] Swimmer
[ ] Non Swimmer
DEATH CAUSED BY
[ ] Drowning
[ ] Other
[ ] DISAPPEARANCE
WAS PFD WORN?
[ ] Yes
[ ] No
What Type?
NAME
ADDRESS
DATE OF
BIRTH
WAS VICTIM?
[ ] Swimmer
[ ] Non Swimmer
DEATH CAUSED BY
[ ] Drowning
[ ] Other
[ ] DISAPPEARANCE
WAS PFD WORN?
[ ] Yes
[ ] No
What Type?
NAME
ADDRESS
DATE OF
BIRTH
NATURE OF INJURY
MEDICAL TREATMENT
NAME
ADDRESS
DATE OF
BIRTH
NATURE OF INJURY
MEDICAL TREATMENT
NAME
ADDRESS
DATE OF
BIRTH
NATURE OF INJURY
MEDICAL TREATMENT
INJURED
ACCIDENT DESCRIPTION
DESCRIBE WHAT HAPPENED (Sequence of events. Include Failure of Equipment. If diagram is needed, attach separately. Continue on additional sheets
if necessary. Include any information regarding the involvement of alcohol and/or drugs in causing or contributing to the accident. Include any descriptive
information about the use of PFD’s.)
Name of Operator
VESSEL NO. 2 (if more than 2 vessels, attach additional form (s)
Address
Boat Number
Boat Name
Telephone Number
Name of Owner
Address
Name
Address
Telephone Number
Name
Address
Telephone Number
Name
Address
Telephone Number
WITNESSES
WITNESSES
Address
SIGNATURE
QUALIFICATION (Check One)
[ ] Operator [ ] Owner [ ] Investigator [ ] Other
Telephone Number
Date Submitted
(do not use) - FOR REPORTING AUTHORITY REVIEW (use agency date stamp)
Causes based on (check one)
[ ] This report
[ ] Investigation and this report
[ ] Investigation
[ ] Could not be determined
Primary Cause of Accident
128
Name of Reviewing Office
Date Received
Secondary Cause of Accident
Reviewed By
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Appendix E:
GLOSSARY OF TERMS
Aft: In, near, or toward the stern of a boat.
Bow Line: A line that leads forward from the bow of the
boat.
Aground: A boat stuck on the bottom.
Amidships: In or toward the part of a boat midway between
the bow and stern.
Anchor: A specially shaped heavy metal device designed to
dig efficiently into the bottom under a body of water and hold
a boat in place.
Anchorage: An area specifically designated by governmental
authorities in which boats may anchor.
Bow Rail: Knee high rails of solid tubing to aid in preventing
people from falling overboard.
Bridge: The area from which a boat is steered and controlled.
Bridge Deck: A deck forward and usually above the cockpit
deck.
Broach: When the boat is sideways to the seas and in danger of
capsizing; a very dangerous situation that should be avoided.
Ashore: On shore.
Astern: Behind the boat, to move backwards.
Athwartship: At right angles to the center line of the boat.
B
arnacles: Small, hard-shelled marine animals which are
found in salt water attached to pilings, docks and bottoms of
Bulkhead: Vertical partition or wall separating compartments
of a boat.
C
abin: Enclosed superstructure above the main deck
level.
Capsize: When a boat lays on its side or turns over.
boats.
Beam: The breadth of a boat usually measured at its widest
part.
Bearing: The direction of an object from the boat, either relative to the boat’s direction or to compass degrees.
Chock: A deck fitting, usually of metal, with inward curving
arms through which mooring or anchor lines are passed so as
to lead them in the proper direction both on board and off the
boat.
Cleat: A deck fitting, usually of metal with projecting arms
used for securing anchor and mooring lines.
Berth: A bunk or a bed on a boat.
Bilge: The bottom of the boat below the flooring.
Bilge Pump: A pump that removes water that collects in the
bilge.
Closed Cooling System: A separate supply of fresh water
that is used to cool the engine and circulates only within the
engine.
Coaming: A vertical piece around the edges of cockpit,
hatches, etc. to stop water on deck from running below.
Boarding: Entering or climbing into a boat.
Boarding Ladder: Set of steps temporarily fitted over the
side of a boat to assist persons coming aboard.
Cockpit: An open space, usually in the aft deck, outside of
the cabin.
Companionway: Opening in the deck of a boat to provide
access below.
Boat Hook: Short shaft of wood or metal with a hook fitting
at one end shaped to aid in extending one’s reach from the
side of the boat.
Compartment: The interior of a boat divided off by bulkheads.
Bow: The front end of a boat’s hull.
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Cradle: A framework designed to support a boat as she is
hauled out or stored.
Galley: The kitchen of a boat.
Cutlass Bearing: A rubber bearing in the strut that supports
the propeller shaft.
Grab Rail: Handhold fittings mounted on cabin tops or sides
for personal safety when moving around the boat, both on
deck and below.
D
eck:
hull.
The floor-like platform of a boat that covers the
Displacement: The volume of water displaced by the hull. The
displacement weight is the weight of this volume of water.
Draft: The depth of water a boat needs to float.
Dry Rot: A fungus attack on wood areas.
Dry-dock: A dock that can be pumped dry during boat construction or repair.
E
lectrical Ground: A connection between an electrical
connector and the earth.
Engine Beds: Sturdy structural members running fore and aft
on which the inboard engines are mounted.
EPIRB: Emergency Position Indicating Radio Beacon. Operates as a part of a worldwide satellite distress system.
Even Keel: When a boat floats properly as designed.
Fathom: A measure of depth. One Fathom = 6 feet.
Fender: A soft object of rubber or plastic used to protect the
topsides from scarring and rubbing against a dock or another
vessel.
Fend off: To push or hold the boat off from the dock or another boat.
Flying Bridge: A control station above the level of the deck
or cabin.
Flukes: The broad portions of an anchor which dig into the
ground.
Fore:
bow.
Applies to the forward portions of a boat near the
Foundering: When a boat fills with water and sinks.
Freeboard: The height from the waterline to the lowest part
of the deck.
Ground Tackle: A general term including anchors, lines, and
other gear used in anchoring.
Grounds: A boat touches the bottom.
Gunwale: The upper edge of a boat’s side.
H
and Rail: Rail mounted on the boat, for grabbing with
your hand, to steady you while walking about the boat.
Harbor: An anchorage which provides reasonably good protection for a boat, with shelter from wind and sea.
Hatch: An opening in the deck with a door or lid to allow for
access down into a compartment of a boat.
Head: A toilet on a boat.
Heat Exchanger: Used to transfer the heat that is picked up
by the closed cooling system to the raw cooling water.
Helm: The steering and control area of a boat.
Hull: The part of the boat from the deck down.
Iof nboard:
A boat with the engine mounted within the hull
the boat. Also refers to the center of the boat away from
the sides.
Inboard/outboard: Also stern drive or I/O. A boat with an
inboard engine attached to an outboard drive unit.
K
eel: A plate or timber plate running lengthwise along the
center of the bottom of a boat.
Knot: Unit of speed indicating nautical miles per hour. 1
knot = 1 nautical mile per hour (1.15 miles per hour). A nautical mile is equal to one minute of latitude: 6076 feet. Knots
times 1.15 equals miles per hour. Miles per hour times .87
equals knots.
L
ay-up: To decommission a boat for the winter (usually in
northern climates).
Leeward: The direction toward which the wind is blowing.
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Length On The Waterline (l.w.l.): A length measurement of
a boat at the waterline from the stern to where the hull breaks
the water near the bow.
Limber Hole: A passage cut into the lower edges of floors and
frames next to the keel to allow bilge water to flow to the lowest
point of the hull where it can be pumped overboard.
Pile or Piling: A long column driven into the bottom to which
a boat can be tied.
Pitching: The fore and aft rocking motion of a boat as the
bow rises and falls.
Line: The term used to describe a rope when it is on a boat.
Pitch: The measure of the angle of a propeller blade. Refers
to the theoretical distance the boat travels with each revolution
of the propeller.
Lists: A boat that inclines to port or starboard while afloat.
P.F.D: Personal Flotation Device.
L.O.A.: Boat length overall.
Port: The left side of the boat when facing the bow.
Locker: A closet, chest or box aboard a boat.
Porthole (port): The opening in the side of a boat to allow
the admittance of light and air.
Loran: An electronic navigational instrument which monitors the boat’s position using signals emitted from pairs of
transmitting stations.
Propeller: A device having two or more blades that is attached
to the engine and used for propelling a boat.
Lunch hook: A small light weight anchor typically used
instead of the working anchor. Normally used in calm waters
with the boat attended.
Propeller Shaft: Shaft which runs from the back of the engine
gear box, aft, through the stuffing box, shaft log, struts, and
onto which the propeller is attached.
Midships: The center of the boat.
Pyrotechnic Distress Signals: Distress signals that resemble
the brilliant display of flares or fireworks.
Marina: A protected facility primarily for recreational small
craft.
R
aw Water Cooled: Refers to an engine cooling system
that draws seawater in through a hull fitting or engine drive
Marine Ways or Railways: Inclined planes at the water’s
edge onto which boats are hauled.
unit, circulates the water in the engine, and then discharges
it overboard.
Moored: A boat secured with cables, lines or anchors.
Reduction Gear: Often combined with the reverse gear so that
the propeller turns at a slower rate than the engine.
Mooring: An anchor permanently embedded in the bottom of
a harbor that is used to secure a boat.
N
autical Mile: A unit of measure equal to one minute of
latitude. (6076 feet)
Nun Buoy: A red or red-striped buoy of conical shape.
O
Reverse Gear: Changes the direction of rotation of the propeller to provide thrust in the opposite direction for stopping the
boat or giving it sternway.
Roll: A boat’s sideways rotational motion in rough water.
Rope Locker: A locker, usually located in the bow of a boat,
used for stowing the anchor line or chain.
utboard:
A boat designed for an engine to be mounted
on the transom. Also a term that refers to objects away from
the center line or beyond the hull sides of a boat.
Rubrail: Railing (often rubber or hard plastic) that runs along
the boat’s sheer to protect the hull when coming alongside
docks, piers, or other boats.
P
ad Eye: A deck fitting consisting of a metal eye permanently secured to the boat.
Rudder: A moveable flat surface that is attached vertically at
or near the stern for steering.
Pier: A structure which projects out from the shoreline.
ea anchor: An anchor that does not touch the bottom.
Provides drag to hold the bow in the most favorable position
in heavy seas.
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Scupper: An opening in the hull side or transom of the boat
through which water on deck or in the cockpit is drained
overboard.
Seacock: Safety valves installed just inside the thru-hull fittings
and ahead of the piping or hose running from the fittings.
Shaft Log: Pipe through which the propeller shaft passes.
Sheer: The uppermost edge of the hull.
Sling: A strap which will hold the boat securely while being
lifted, lowered, or carried.
Slip: A boat’s berth between two pilings or piers.
Sole: The deck of a cockpit or interior cabin.
Spring Line: A line that leads from the bow aft or from
the stern forward to prevent the boat from moving ahead or
astern.
Starboard: The right side of a boat when facing the bow.
Steerageway: Sufficient speed to keep the boat responding to
the rudder or drive unit.
Stem:
The vertical portion of the hull at the bow.
Stern: The rear end of a boat.
Thru-hull: A fitting used to pass fluids (usually water) through
the hull surface, either above or below the waterline.
Topsides: The side skin of a boat between the waterline or
chine and deck.
Transom: A flat stern at right angles to the keel.
Travel Lift: A machine used at boat yards to hoist boats out
of and back into the water.
Trim:
Refers to the boat’s angle or the way it is balanced.
Trough: The area of water between the crests of waves and
parallel to them.
Twin-Screw Craft: A boat with two propellers on two separate shafts.
Underway: When a boat moves through the water.
W
ake: Disrupted water that a boat leaves astern as a result
of its motion.
Wash: The flow of water that results from the action of the
propeller or propellers.
Waterline: The plane of a boat where the surface of the water
touches the hull when it is afloat on even keel.
Stow: To pack away neatly.
Watertight Bulkhead: Bulkheads secured so tightly so as
not to let water pass.
Stringer: Longitudinal members fastened inside the hull for
additional structural strength.
Wharf: A structure generally parallel to the shore.
Strut: Mounted to the hull which supports the propeller shaft
in place.
Working Anchor: An anchor carried on a boat for most
normal uses. Refers to the anchor used in typical anchoring
situations.
Strut Bearing: See “cutlass bearing.”
Stuffing Box: Prevents water from entering at the point where
the propeller shaft passes through the shaft log.
Superstructure: Something built above the main deck
level.
Swamps: When a boat fills with water from over the side.
Windlass: A winch used to raise and lower the anchor.
Windward: Toward the direction from which the wind is
coming.
Y
acht Basin: A protected facility primarily for recreational
small craft.
Swimming Ladder: Much the same as the boarding ladder
except that it extends down into the water.
Taffrail: Rail around the rear of the cockpit.
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Appendix F:
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
CONTROL SYSTEMS
Steering is slow to respond & erratic.
The boat wanders and will not hold a course at cruise
speeds.
An engine will not start with the shift control lever in
neutral.
• Steering system is low on fluid. Fill and bleed system.
• Steering system has air in it. Fill and bleed system.
• A component in the steering system is binding. Check and
adjust or repair binding component.
• There is marine growth on the rudders. Clean running
gear.
• There could be air in the steering system. Fill & bleed the
system.
• The rudders are bent or fouled with marine growth. Clean
off growth or have rudders straightened.
• The control cable is out of adjustment & not activating the
neutral safety cut out switch.
• The shift control lever is not in the neutral detent. Try moving the shift lever slightly.
• There is a loose wire on the neutral safety switch on the
transmission. Inspect wires and repair loose connections.
• The starter or ignition switch is bad.
PERFORMANCE PROBLEMS
Boat is sluggish and has lost speed & RPM.
The boat vibrates at cruising speeds.
• The running gear may need to have marine growth cleaned
from hull and running gear.
• Propeller may be damaged & need repair.
• Weeds or line around the propellers. Clean propellers.
• Boat is overloaded. Reduce load.
• Check for excessive water in the bilge. Pump out bilge, then
find & correct the problem.
• One of the throttle adjustments has changed and the engine
is not getting full throttle. Adjust the throttle cable.
• One or both of the engines is not producing adequate power.
Have engines checked by a qualified technician.
• The engines are out of alignment. Realign engines.
• A propeller or propeller shaft is bent. Repair or replace
damaged components.
• The strut bearing is worn & needs to be replaced.
• The running gear is fouled by marine growth. Clean running
gear.
• A propeller is not installed properly and is binding on the
shaft key. Remove the propeller and install it properly.
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TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
ENGINE PROBLEMS
An engine is running too hot.
• The sea strainer is clogged and needs to be cleaned.
• The raw water supply line to the pump is kinked. Replace
hose.
• The engine raw water pump belt is loose or worn. Tighten
or replace the belt.
• The engine raw water pump impeller is worn or damaged.
Repair the pump.
• The engine thermostat is faulty and needs to be replaced.
• The intake thru hull valve is not open enough. Open
valve.
An engine alternator is not charging properly.
• The engine alternator belt is loose or worn. Tighten or replace
the belt.
• The alternator is not charging and must be replaced.
• The isolator in the charging system is not working properly.
Replace the isolator.
• A battery is defective and not accepting a charge.
An engine suddenly will not operate at or above cruise
RPM.
• The engine emergency system has been activated. The on
board computer has sensed a problem and has limited the
RPM to protect the engine. Find & correct the problem.
• The tachometer is bad and needs to be replaced.
An engine is loosing RPM. The boat is not overloaded and
the hull bottom and running gear are clean and in good
condition.
• The fuel filter could be dirty. Inspect and replace the fuel
filter.
• The primary fuel filter on a diesel engine may be dirty. Inspect and replace the fuel filter.
• The electronic engine control system on the engine is malfunctioning. Repair the engine control system.
• The fuel injection system on the diesel engine is out of time
or malfunctioning . Repair the fuel injection system.
Both engines suddenly shut down and won’t restart.
• The automatic fire extinguisher in the engine compartment
has activated and the engines were automatically shut down.
Check the monitor panel for a red light. If the red light is
lit, wait 15 minutes, if safe to do so, to ensure a possible
fire is out and inspect the engine compartment. Correct any
problems found and activate the override switch and start
the engines.
• The automatic fire extinguisher automatic shutdown module
has failed and interrupted the ignition circuit, shutting down
the engines. Check the fire extinguisher monitor. If the green
light is lit, carefully check the engine compartment to ensure
the system did not activate. If it did not, activate the override
switch and start the engines.
134
410 Convertible
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
ACCESSORY PROBLEMS
An air conditioner or the freezer runs for a short time &
then cuts out.
• The air conditioner pump sea strainer is clogged. Clean the
strainer.
• The raw water supply thru hull valve is closed. Open the
valve.
• The raw water system is air-bound. Make sure the thru hull
valve is open and run the boat above 15 m.p.h. The speed
scoop on the thru hull fitting will force the air lock out of
the system.
• The air conditioner raw water pump is not pumping and
needs to be repaired or replaced.
The carbon monoxide detector sounds the alarm when the
engines are running.
• The cabin door is open and none of the forward facing vents
are open, allowing carbon monoxide to accumulate in the
cockpit and cabin. Open the deck hatch to provide proper
ventilation.
• The carbon monoxide detector is defective and needs to be
calibrated by the manufacturer or replaced. Have the boat
checked by a professional before condemning the CO monitor.
The fishbox macerator pump runs, but does not pump out
the fishbox.
• The strainer in the fishbox is clogged preventing the water and
waste from getting to the pump. Clean the drain strainer.
• The pump has been allowed to run dry and the impeller is
damaged. Replace the impeller and rebuild the pump.
The freshwater pump runs, but will not pump water.
• The water tank is empty. Fill the tank.
• The in-line strainer for the pump is clogged. Clean the
strainer.
• The intake hose is damaged and sucking air. Replace or
repair the hose.
• The pump is defective. Repair or replace the pump.
The washdown pump runs, but the pump will not pump
water.
• The thru-hull valve is not open. Open valve.
• The in-line sea strainer for the pump is clogged. Clean the
sea strainer. (Diaphragm pumps)
• The intake hose is damaged and sucking air. Replace
hose.
• The pump is defective. Repair or replace the pump.
410 Convertible
135
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
ACCESSORY PROBLEMS
The washdown or fresh water pump fails to turn off after
all outlets are closed.
• There is a leak in a pressure line or outlet. Repair the leak.
• There is an air leak in the intake line. Repair the air leak.
• The pressure switch is defective. Replace the pressure
switch.
• The voltage to the pump is low. Check for corroded or loose
wiring connections or low battery.
• The strainer is clogged. Clean strainer.
• The pump is defective. Repair or replace the pump.
Reduction in water flow from the bilge pump.
• Impeller screen plugged with debris. Clean screen at the
base of the pump.
• The discharge hose is pinched or clogged. Check discharge
hose and clean or repair.
• Discharge hose is sagging below the pump and creating an
air lock. Reroute hose so it runs uphill from the pump to
the thru-hull fitting.
• Low voltage to the pump. Check the battery and wire
connections.
The automatic float switch on the bilge pump raises but
does not activate the pump.
• The circuit breaker near the battery switch has blown. Reset
the circuit breaker.
• The battery is dead. Charge or replace the battery.
• The pump impeller is jammed by debris. Clean pump
impeller housing.
• The wire connections in the bilge have corroded. Replace
connectors and secure above the bilge waterline.
• The automatic switch is defective. Replace the switch.
• The pump is defective. Replace pump.
The bilge pump will not run when the manual switch is
activated.
• The circuit breaker supplying the switch has tripped. Replace
or reset the circuit breaker.
• The battery switch is off. Turn on the battery switch and
bilge pump breaker.
• The pump impeller is jammed by debris. Clean pump
impeller housing.
• The wire connections in the bilge have corroded. Replace
connectors and secure above the bilge waterline.
• The switch is defective. Replace the switch.
• The pump is defective. Replace pump.
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410 Convertible
137
Albemarle Boats
140 Midway Dr.
P.O. Box 349
Edenton, NC 27932
138
410 Convertible