PURSUIT | 2670 Cuddy Console | Owner`s manual | PURSUIT 2670 Cuddy Console Owner`s manual

2670 Cuddy Console
OWNER’S MANUAL
FISHING BOATS
3901 St. Lucie Blvd.
Ft. Pierce, Florida 34946
2670 Cuddy Console
921193
February 2004, Revision A
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2670 Cuddy Console
SAFETY INFORMATION
Your
2670 Cuddy Console Owner’s 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:
IMMEDIATE HAZARDS WHICH WILL RESULT IN
SEVERE PERSONAL INJURY OR DEATH.
HAZARDS OR UNSAFE PRACTICES WHICH COULD
RESULT IN SEVERE PERSONAL INJURY OR DEATH.
HAZARDS OR UNSAFE PRACTICES WHICH COULD
RESULT IN MINOR PERSONAL INJURY OR PRODUCT
OR PROPERTY DAMAGE.
NOTICE
INFORMATION WHICH IS IMPORTANT TO PROPER
OPERATION OR MAINTENANCE, BUT IS NOT HAZARD
RELATED.
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 Pursuit Fishing Boats 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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2670 Cuddy Console
BOAT INFORMATION
Please fill out the following information section and leave it in your Pursuit
2670 Cuddy Console Owner’s Manual. This information will be important
for you and Pursuit service personnel to know, if and when you may need to
call Pursuit for technical assistance or service.
BOAT
MODEL:
HULL SERIAL #:
PURCHASE DATE:
DELIVERY DATE:
IGNITION KEYS #:
REGISTRATION #:
DRAFT:
WEIGHT:
ENGINE(S)
MAKE:
MODEL:
PORT SERIAL #:
STARBOARD SERIAL #:
TRANSMISSION(S) (Inboard)
MAKE:
MODEL:
PORT SERIAL #:
STARBOARD SERIAL #:
RATIO:
OUTDRIVE(S) (Inboard/Outboard)
MAKE:
MODEL:
PORT SERIAL #:
STARBOARD SERIAL #:
PROPELLER(S)
MAKE:
BLADES:
DIAMETER/PITCH:
OTHER:
GENERATOR
MAKE:
MODEL:
SERIAL #:
KW:
DEALER
PURSUIT
NAME:
PHONE:
DEALER/PHONE:
REPRESENTATIVE:
SALESMAN:
ADDRESS:
SERVICE MANAGER:
ADDRESS:
Pursuit Fishing Boats reserves the right to make changes and improvements in equipment, design and vendored
equipment items, at any time without notification.
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2670 Cuddy Console
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
Engine Serial Number
Transmission 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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2670 Cuddy Console
IMPORTANT INFORMATION
Warranty and Warranty Registration Cards
The Pursuit 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 Pursuit Customer
Relations.
Pursuit, engine manufacturers, 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 manufacturers 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.
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).
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
Pursuit 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. Pursuit reserves the right
to change standard equipment, optional equipment and specifications without notice or obligation. If
you have questions about the equipment on your Pursuit, please contact Pursuit Customer Relations.
Transferring The Warranty
For a Transfer fee, S2 Yachts will extend warranty coverage to subsequent owners of Pursuit models for the
duration of the original warranty period. Please refer to the Pursuit Limited Warranty Statement for the
procedure to transfer the warranty.
To take advantage of this program, notification of the change of ownership, including the new owner's name,
address and telephone number together with the appropriate fee, must be sent to Pursuit Fishing Boats,
Customer Relations Department, 3901 St. Lucie Boulevard, Ft. Pierce, Florida 34946, within 30 days of the
date of resale.
S2 Yachts will confirm, in writing, that the transfer of the warranty has taken place. After which, the transferee
will be treated as the original purchaser as outlined in the Pursuit Limited Warranty Statement.
Service
All warranty repairs must be performed by an authorized Pursuit Dealer. Should a problem develop that is
related to faulty workmanship or materials, as stated in the Limited Warranty, you should contact your Pursuit
dealer to arrange for the necessary repair. If you are not near your dealer or another authorized Pursuit dealer
or the dealer fails to remedy the cause of the problem, then contact the Pursuit Customer Relations Department
within 15 days. It is the boat owner's responsibility to deliver the boat to the dealer for warranty service.
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2670 Cuddy Console
OWNER'S/OPERATOR'S
RESPONSIBILITIES
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.
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, 800368-5647.
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 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
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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.
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2670 Cuddy Console
TABLE OF CONTENTS
Chapter 1: Propulsion System
1.1
1.2
1.3
1.4
1.5
1.6
General ........................................................................................... 17
Outboard Saltwater Application ..................................................... 17
Engine Lubrication ......................................................................... 18
Engine Cooling System .................................................................. 18
Propellers ........................................................................................ 19
Engine Instrumentation .................................................................. 19
Chapter 2: Helm Control Systems
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
General ............................................................................................ 21
Engine Throttle and Shift Controls ................................................ 21
Neutral Safety Switch ..................................................................... 21
Engine Power Tilt and Trim ........................................................... 22
Engine Stop Switch ........................................................................ 23
Steering System .............................................................................. 23
Trim Tabs ....................................................................................... 24
Control Systems Maintenance ......................................................... 24
Chapter 3: Fuel System
3.1
3.2
3.3
3.4
3.5
General ............................................................................................ 27
Fuel System Management ............................................................... 28
Fueling Instructions ........................................................................ 29
Oil Tanks ......................................................................................... 31
Fuel System Maintenance ............................................................... 31
Chapter 4: Electrical System
4.1
4.2
4.3
4.4
4.5
4.6
General ............................................................................................ 33
12-Volt DC System .......................................................................... 33
DC Distribution System ................................................................... 34
12-Volt DC Switch Panels ............................................................... 34
AC Systems ....................................................................................... 37
Electrical System Maintenance ........................................................ 40
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Chapter 5: Fresh Water System
5.1
5.2
5.3
General ............................................................................................ 43
Fresh Water System Operation ........................................................ 43
Fresh Water System Maintenance .................................................... 44
Chapter 6: Raw Water System
6,1
6.2
6.3
6.4
General ............................................................................................ 45
High Pressure Washdown................................................................. 45
Livewell ........................................................................................... 46
Raw Water System Maintenance ...................................................... 47
Chapter 7: Drainage Systems
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
General ............................................................................................ 49
Cockpit Drains ................................................................................. 49
T-Top Drains ................................................................................... 49
Bilge Drainage ................................................................................. 50
Fishbox, Cooler and Storage Compartment Drains ......................... 51
Water System Drains ........................................................................ 51
Rope Locker Drains ......................................................................... 51
Drainage System Maintenance ......................................................... 51
Chapter 8: Ventilation System
8.1
8.2
8.3
8.4
Cabin Ventilation .............................................................................53
Carbon Monoxide and Proper Ventilation .......................................53
Bilge Compartment Ventilation ....................................................... 53
Maintenance ......................................................................................53
Chapter 9: Exterior Equipment
9.1
9.2
9.3
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Deck ................................................................................................ 55
Hull ................................................................................................. 57
Cockpit ........................................................................................... 57
2670 Cuddy Console
Chapter 10:
10.1
10.2
10.3
Chapter 11:
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
Chapter 12:
12.1
12.2
12.3
12.4
12.5
12.6
12.7
12.8
12.9
12.10
12.11
12.12
12.13
12.14
12.15
12.16
Interior Equipment
Cabin and V-Berth .......................................................................... 61
Marine Head System ...................................................................... 61
Carbon Monoxide Detector ............................................................ 62
Safety Equipment
General .............................................................................................63
Engine Alarms .................................................................................. 63
Neutral Safety Switch ......................................................................64
Engine Stop Switch ..........................................................................64
Carbon Monoxide .............................................................................64
First Aid ...........................................................................................67
Required Safety Equipment .............................................................67
Additional Safety Equipment ........................................................... 70
Operation
General ........................................................................................... 71
Rules of the Road ........................................................................... 72
Pre-Cruise Check ............................................................................ 73
Operating Your Boat ...................................................................... 75
Fishing ............................................................................................ 77
Tower Operation ............................................................................ 77
Docking, Anchoring and Mooring ................................................. 78
Controls, Steering or Propulsion System Failure ........................... 80
Collision ......................................................................................... 80
Grounding, Towing and Rendering Assistance .............................. 81
Flooding or Capsizing .................................................................... 81
Transporting Your Boat ................................................................. 82
Trailering Your Boat ...................................................................... 82
Man Overboard ............................................................................... 84
Water Skiing ................................................................................... 84
Trash Disposal ................................................................................ 85
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Chapter 13:
13.1
13.2
13.3
13.4
13.5
13.6
Chapter 14:
14.1
14.2
14.3
Routine Maintenance
General ........................................................................................... 87
Exterior Hull and Deck .................................................................. 87
Upholstery, Canvas and Enclosures ................................................ 91
Cabin Interior ................................................................................. 92
Bilge ............................................................................................... 92
Drainage System ............................................................................. 93
Seasonal Maintenance
Storage and Lay-up ........................................................................ 95
Winterizing ..................................................................................... 97
Recommissioning ............................................................................ 100
Appendix A: Glossary of Terms .....................................................................................103
Appendix B: Maintenance Schedule and Log .................................................................111
Appendix C: Boating Accident Report ...........................................................................117
Appendix D: Float Plan ..................................................................................................119
Appendix E: Trouble Shooting Guide ............................................................................121
Schematics
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2670 Cuddy Console
Chapter 1:
PROPULSION SYSTEM
1.1 General
The Pursuit 2670 Cuddy Console is designed to be powered with twin 2-cycle or 4-cycle outboard motors.
Each manufacturer of the various outboard motors provides an owner’s information manual with its product.
It is important that you read the manual(s) very carefully and become familiar with the proper care and
operation of the engine 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 BE DANGEROUS TO SOMEONE UNFAMILIAR WITH THE OPERATION AND FUNCTION OF THE EQUIPMENT.
USE ONLY CLEAN, DRY FUEL OF THE TYPE AND GRADE RECOMMENDED BY THE ENGINE MANUFACTURER. THE USE OF INCORRECT OR CONTAMINATED FUEL CAN
CAUSE ENGINE MALFUNCTION AND SERIOUS DAMAGE.
1.2 Outboard Saltwater Application
Each outboard motor is a complete drive system with the gear case being just forward of the propeller and
connected to the power head with a vertical drive shaft. Other than the routine maintenance outlined in the
engine owner’s manual, there is little to be concerned with unless the boat is to be kept in saltwater for extended
periods of time. Then the main concerns are marine growth and galvanic corrosion.
Marine growth occurs when components are left in the water for extended periods and can cause poor
performance or permanent damage to the exposed components. The type of growth and how quickly it occurs
is relative to the water conditions in your boating area. Water temperature, pollution, current, etc. can have
an effect on marine growth.
Galvanic corrosion is the corrosion process occurring when different metals are submerged in an electrolyte.
Sea water is an electrolyte and submerged engine components must be properly protected. Outboard motors
are equipped with sacrificial anodes to prevent galvanic corrosion problems. The anodes must be monitored
and replaced as necessary. For locations and maintenance, please refer to the engine owner’s manual.
When leaving the boat in the water, tilt the motors as high as possible. This will decrease the risk of marine
growth around the cooling inlets, propeller and exhaust ports and damage from galvanic corrosion.
2670 Cuddy Console
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DO NOT PAINT THE OUTBOARD MOTORS WITH ANTIFOULING PAINTS DESIGNED FOR
BOAT HULLS. MANY OF THESE PAINTS CAN CAUSE SEVERE DAMAGE TO THE ENGINES. CONTACT YOUR PURSUIT DEALER OR ENGINE MANUFACTURER FOR INFORMATION ON THE PROPER PAINTING PROCEDURES.
1.3 Engine Lubrication
2-cycle outboard motors are lubricated by a variable ratio oil injection system. The oil tanks are mounted
below the stern bait station near the transom. Always monitor the oil level before each cruise by checking
the gauge in the helm or visually checking the oil level using the reference marks on the tanks. When additional
oil is needed, use only the type of oil specified by the engine manufacturer. Refer to the engine owner’s manual
for oil specifications and additional information on the oil injection system. Refer to the Fuel System chapter.
4-cycle outboard engines have an oil sump in the crankcase that must be kept full of the type and grade of oil
recommended by the engine manufacturer. It is normal for 4-cycle engines to consume a small amount of
oil. Therefore, the oil must be checked before each use and changed at regular intervals as instructed by the
engine owner's manual. As with 2-cycle engines, use only the type of oil specified by the engine manufacturer.
ALWAYS MONITOR THE OIL LEVEL IN THE TANKS AND ONLY USE THE TYPE OF
OIL SPECIFIED BY THE ENGINE MANUFACTURER.
NOTICE
1.4 Engine Cooling System
Outboard engines are raw water (sea water) cooled. Water is pumped through the water inlets, circulated
through the engine block, and relinquished with the exhaust gases through the propeller hub. 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. In most outboard motors, some cooling water is diverted through ports below the engine
cowling. This allows the operator to visually check the operation of the cooling system. When the engine
is started, always check for a steady stream of water coming out of those ports.
NEVER RUN AN OUTBOARD MOTOR WITHOUT WATER FLOWING TO THE WATER
PUMP. SERIOUS DAMAGE TO THE WATER IMPELLER OR ENGINE COULD RESULT.
If the boat is used in salt or badly polluted water, the engines should be flushed after each use. Refer to the
engine owner’s manual for the proper engine flushing procedure.
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2670 Cuddy Console
1.5 Propellers
The propellers convert the engine’s power into thrust. They come in a variety of styles, diameters and pitches.
The one that will best suit the needs of your Pursuit will depend somewhat on your application and expected
average load. Propeller sizes are identified by two numbers stamped on the prop in sequence. The 1st number
in the sequence (example 14 x 21) is the diameter of the propeller, and the 2nd number is the pitch. Pitch
is the theoretical distance traveled by the propeller in each revolution. Always repair or replace a propeller
immediately if it has been damaged. A damaged and therefore out of balance propeller can cause vibration
that can be felt in the boat and could damage the engine gear assembly. Refer to the engine owner’s manual
for information on propeller removal and installation.
1.6 Engine Instrumentation
The helm station is equipped with a set of engine instruments and alarms. These instruments allow the pilot
to monitor the engines’ operational conditions. Close observation of these instruments allows the pilot to
operate the engines at the most efficient level and could save them from serious costly damage. The
instrumentation is unique to the type of outboard motors installed on your Pursuit. 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 or necessarily the speed of the propeller. The tachometer may not register zero with the key in the “OFF”
position.
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 Warning
The temperature warning indicates the temperature of the engine. A sudden increase in the temperature could
indicate an obstructed water inlet or an impeller failure.
CONTINUED OPERATION OF AN OVERHEATED ENGINE CAN RESULT IN ENGINE SEIZURE. IF AN UNUSUALLY HIGH TEMPERATURE READING OCCURS, SHUT THE ENGINE OFF IMMEDIATELY. THEN INVESTIGATE AND CORRECT THE PROBLEM.
Speedometer
The speedometer indicates the speed of the boat in miles per hour. Most speedometers measure the water
pressure against a small hole in a pickup tube located in the engine lower unit or mounted on the bottom of
the transom.
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Fuel Gauge
The fuel gauge indicates the amount of fuel in the fuel tanks. The fuel gauge switch, located on the helm,
is used to switch the gauge reading to the port or starboard fuel tank. This gauge is 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
volts with the engine(s) off and 13 to 14.5 volts with the engine(s) running.
Hour Meter
The hour meter keeps a record of the operating time for the engine.
Tilt/Trim Gauge
The tilt/trim gauge monitors the position of the outboard engine. The upper range of the gauge indicates the
tilt, which is used for shallow water operation and trailering. The lower range indicates the trim position. This
is the range used to adjust the hull angle while operating your boat on plane. Please refer the engine owner’s
manual for more information on the operation of the outboard power tilt and trim.
Engine Alarms
Most outboards 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 engines.
IF THE ENGINE ALARM SOUNDS, IMMEDIATELY SHUT OFF THE ENGINE UNTIL THE
PROBLEM IS FOUND AND CORRECTED.
Fuel Management
Fuel management systems are standard equipment with some outboard engines. On Yamaha® engines, the fuel
management gauge is a multifunction gauge used to monitor aspects of the engine's fuel consumption. If you
have a fuel management system installed on your boat, please refer to the engine or fuel management manual.
Compass
The compass is on top of the helm. To adjust the compass, read the instructions on “Compass Compensation”
given to you in the literature packet. The compass cannot be adjusted accurately at the factory as 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 and additional electrical
accessories are installed and before operating the boat.
Instrument Maintenance
Electrical protection for instruments and ignition circuitry is provided by a circuit breaker or fuse located on
the engine. The ignition switch and instrument wire should be sprayed periodically with a contact cleaner/
lubricant. The ignition switches and all instruments, controls, etc. should be protected from the weather when
not in use. Excessive exposure can lead to gauge and ignition switch failures.
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2670 Cuddy Console
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.
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
The shift and throttle controls on your boat may vary depending on the engines used. The following control
description is typical of most outboard remote controls. Refer to the engine or control manuals for specific
information on the controls installed on your Pursuit.
The helm on your Pursuit is designed for a binnacle style control with 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), 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 handles of dual lever controls may not always align with each other at all RPM settings due to variations
in control cable routing, cable length and adjustments at the engine. Usually the alignment of the handles can
be optimized at a chosen RPM, but may vary at other settings.
ALWAYS RETURN THE ENGINE THROTTLE LEVERS TO THE EXTREME LOW SPEED
POSITION BEFORE SHIFTING. NEVER SHIFT THE TRANSMISSION AT ANY THROTTLE
SETTING ABOVE IDLE RPM.
2.3 Neutral Safety Switch
Every control system has a neutral safety switch incorporated into it. This device prohibits the engine from
being started while the shift lever is in any position other than the neutral position. Control or cable adjustments
may be required to correct this condition should it persist. See your Pursuit dealer for necessary control and
cable adjustments.
2670 Cuddy Console
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The neutral safety switches should be tested periodically to ensure that they are operating properly. To test
the neutral safety switches, make sure the engines are tilted down and move the shift levers to the forward
position. Make sure the control levers are not advanced past the idle position. Turn the ignition key to the
start position just long enough to briefly engage the starter for the engine. Do not hold the key 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 before using your boat. If an engine starts in gear during this test,
immediately move the control levers to the neutral position and turn the engine off.
IN SOME SITUATIONS, IT MAY BE POSSIBLE TO ACCIDENTALLY START THE ENGINES
IN GEAR WITH THE THROTTLES ABOVE IDLE IF THE NEUTRAL SAFETY SWITCH IS
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 THE NEUTRAL
SAFETY SWITCH PERIODICALLY AND CORRECT ANY PROBLEMS BEFORE USING THE
BOAT.
2.4 Engine Power Tilt and Trim
All outboard engines used on your boat have a tilt and trim feature. The tilt and trim switches are usually built
into the engine shift and throttle controls and allow the operator to control the position of the outboards from
the helm. Moving the outboards closer to the boat transom is called trimming “in” or “down.” Moving the
outboards further away from the boat transom is called trimming “out” or “up.” In most cases, the boat will
run best with the outboards adjusted so the hull will run at a 3 to 5 degree angle to the water.
The term “trim” generally refers to the adjustment of the outboards within the first 20o range of travel. This
is the range used while operating your boat on plane. The term “tilt” is generally used when referring to
adjusting the outboards further up for shallow water operation or trailering. For information on the proper
use and maintenance of the power tilt and trim, please refer to the engine owner’s manual.
THE ENGINE HOSES AND CABLES OR THE TRANSOM GEL COAT CAN BE DAMAGED
BY TILTING THE ENGINES TO THE FULL UP POSITION WITH THE ENGINES TURNED
TO THE WRONG POSITION. MOST TWIN ENGINE INSTALLATIONS WILL BENEFIT
FROM TURNING THE STEERING WHEEL COMPLETELY ONE WAY OR THE OTHER BEFORE TILTING THE ENGINES TO THE FULL UP POSITION. YOU SHOULD MONITOR
THE ENGINES AS THEY TILT TO DETERMINE BEST FULL TILT ENGINE POSITION
FOR YOUR BOAT.
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2.5 Engine Stop Switch
WE STRONGLY RECOMMEND THAT THE LANYARD BE ATTACHED TO THE DRIVER
WHENEVER THE ENGINES ARE RUNNING.
Your Pursuit is equipped with an engine stop switch and lanyard. When the
lanyard is pulled it will engage the switch and shut off the engines. If the
engines will not start, it could be because the lanyard is not properly inserted
into the engine stop switch. Always make sure the lanyard is properly attached
to the engine stop switch before attempting to start the engine.
WEAR THE LANYARD AT ALL TIMES WHILE OPERATING
YOUR BOAT. USE IT TO STOP ONLY IN AN EMERGENCY,
NOT TO SHUT OFF THE ENGINE DURING NORMAL OPERATION.
Engine Stop Switch
Refer to the engine owner's manual for more information on the engine stop switch.
2.6 Steering System
The steering system is hydraulic and made of two main components: the helm assembly and the hydraulic
cylinder. The helm unit acts as both a fluid reservoir and pump. Turning of the helm, or steering wheel, pumps
the fluid in the hydraulic hoses and activates the hydraulic cylinder causing the motors 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. Refer to the steering manufacturer owner’s manual for specific information on the steering
system.
Dual engine outboards are coupled at the tiller arms by a tie bar. The engines must be aligned so they are
parallel with each other to provide maximum stability on straight ahead runs and proper tracking through
corners. Engine or steering system damage may require the engines to be realigned.
SOME AUTOPILOTS HAVE ENGINE POSITION SENSORS THAT ARE MOUNTED TO THE
HYDRAULIC STEERING CYLINDER. WITH THESE AUTOPILOTS, THE ENGINE POSITION SENSOR BRACKET COULD HIT THE TRANSOM WHEN THE ENGINES ARE TILTED
TO THE FULL UP POSITION AND CAUSE DAMAGE TO THE ENGINE RIGGING, THE
AUTOPILOT OR THE TRANSOM. IF YOU HAVE AN AUTOPILOT INSTALLED ON YOUR
BOAT, YOU SHOULD MONITOR THE LOCATION OF THE ENGINE CABLES AND AUTOPILOT BRACKETS AS THE ENGINES ARE TILTED TO DETERMINE THE BEST ENGINE
POSITION AND MAXIMUM ENGINE TILT FOR YOUR APPLICATION.
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2.7 Trim Tabs
The trim tabs are recessed into the hull on the transom. Switches are used
to control the trim tabs. The switches are labeled and control bow up and
down movements. It also controls 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 provide control for the hull trim
side to side.
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.
Trim Tabs
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.
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.
2.8 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 immediately be serviced. Generally, periodic lubrication of all moving parts and
connections with a light waterproof grease is in order.
Control system adjustments may become necessary. If adjustments become necessary, see your Pursuit dealer.
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INSPECT AND MAINTAIN STEERING SYSTEM REGULARLY. DO NOT ATTEMPT CONTROL ADJUSTMENTS UNLESS YOU ARE FAMILIAR WITH SERVICING CONTROL SYSTEM PROCEDURES. CONTROL MISADJUSTMENT CAN CAUSE LOSS OF CONTROL AND
SEVERE ENGINE OR LOWER UNIT 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 immediately corrected. The fluid
level for the hydraulic steering should be checked frequently and maintained at the proper level. 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.
When new, or after repairs, hydraulic steering systems may need to have all air purged from the system.
Review the information provided by the steering manufacturer for proper specifications and details on system
service and maintenance.
FOLLOW INSTRUCTIONS IN OWNER'S INFORMATION PACKET FOR HYDRAULIC STEERING SYSTEM OPERATING, BLEEDING PROCEDURES AND MAINTENANCE PROCEDURES.
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 tabs are equipped with a zinc anode 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 were installed at the factory and will
need to be changed when they are 75% of their original size.
Refer to the Routine Maintenance chapter of this manual for information on maintaining zinc anodes and the
trim tab owner’s manual for additional maintenance information, fluid specifications and operating
instructions.
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Chapter 3:
FUEL SYSTEM
3.1 General
The fuel system used in Pursuit 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 gasoline fuel system has 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.
DO NOT LET THE ODOR OF GASOLINE GO UNCHECKED. ANY ODOR OF GASOLINE
MUST BE IMMEDIATELY INVESTIGATED AND STEPS TAKEN TO PROTECT THE BOAT
AND ITS OCCUPANTS UNTIL THE PROBLEM IS CORRECTED. IF THE ODOR OF GASOLINE IS NOTED, SHUT OFF ALL ENGINES AND ELECTRICAL EQUIPMENT. INVESTIGATE AND CORRECT THE SITUATION IMMEDIATELY. HAVE ALL PASSENGERS PUT
ON PERSONAL FLOTATION DEVICES AND KEEP A FIRE EXTINGUISHER READY UNTIL
THE SITUATION IS RESOLVED.
Fuel Withdrawal Tubes
The fuel withdrawal tubes are positioned in the fuel tanks to achieve optimum fuel usage, fuel line routing,
etc. At certain speeds and hull trim angles, the fuel supply at the withdrawal tube 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 trim angle of the boat may cause the fuel to flow away from the withdrawal
tube(s).
Fuel Gauge and Senders
This indicates the amount of fuel in the tanks. The fuel gauge sender(s) can be accessed through inspection
plates in the cockpit. Due to the mechanical nature of the fuel senders, 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. The fuel gauge switch located on the helm is used to switch the gauge reading
to the port or starboard fuel tank.
The fuel gauge switch will not have any effect on the fuel supply to the engines. The fuel supply must be
controlled by the valves located near the fuel withdrawal tubes on the fuel tanks.
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Fuel Fills
A fuel fill deck plate is located on each gunwale and is marked “GAS.” 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.
Fuel Fill
DO NOT OVERTIGHTEN THE FUEL CAP. IF THE CAP IS OVERTIGHTENED, THE ORING SEAL COULD BE DAMAGED ALLOWING WATER TO CONTAMINATE THE FUEL
SYSTEM.
NOTICE
DO NOT CONFUSE FUEL FILL DECK PLATES WITH THE WATER OR WASTE FILL
DECK PLATES. THESE PLATES ARE ALSO LABELED ACCORDINGLY. IF GASOLINE OR
DIESEL 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 FIRE OR EXPLOSION COULD RESULT. HAVE THE FUEL PROFESSIONALLY REMOVED AND THE COMPONENTS OF THE FRESH WATER SYSTEM REPLACED AS NECESSARY.
Fuel Vents
There are two fuel vent fittings for the gasoline fuel tanks, one on each side of the hull. While the tank is being
filled, the air displaced by the fuel escapes through the vent. After fueling, replace the fill cap(s), and wash
the areas around the fuel fill plates and below the fuel vent(s). Residual fuel left on the deck and hull sides
can be dangerous, and will yellow the fiberglass or damage the striping.
3.2 Fuel System Management
The outboard fuel system on the Pursuit 2670 Cuddy Console has two fuel tanks and four manual “ON/OFF”
fuel valves that are labeled to indicate the engine the valve will supply. Refer to the Schematics section of
this manual. The fuel valves are located on the top of the fuel tanks below the inspection plates in the rear
of the cockpit. The valves are off when the handle is perpendicular to the fuel flow. The fuel valves allow
the operator to run the engines from both tanks or from either the port tank, which fills from the port gunwale,
or the starboard tank, which fills from the starboard gunnel.
During normal operation, the port engine should be supplied fuel from the port tank and the starboard engine
supplied fuel from the starboard tank. The fuel valves on each tank are labeled port and starboard. The labels
refer to the engine the valve supplies. If a fuel supply problem should occur in one of the fuel tanks, both
engines can be temporarily operated from either the port or starboard fuel tank by opening both valves on that
tank. The fuel valves on the port tank should be off when operating both engines on the starboard tank and
the fuel valves on the starboard tank should be off when operating both engines on the port tank. Operating
the boat with all four fuel valves open is not recommended and should be avoided.
The engines will not draw fuel equally from the fuel tanks when the fuel valves are set so both engines are
operating from both tanks (all four fuel valves open.) This could result in one tank being exhausted of fuel
while the other tank is partially full, causing fuel supply problems.
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Fuel withdrawal lines are equipped with anti-siphon valves where the lines attach to the fuel tanks. These
valves prevent gasoline from siphoning out of the fuel tank should a line rupture.
DO NOT REMOVE THE ANTI-SIPHON VALVES FROM THE SYSTEM. SHOULD AN ANTISIPHON VALVE BECOME CLOGGED, CLEAN AND REINSTALL OR REPLACE. IF A FUEL
LINE SHOULD LEAK, ANTI-SIPHON VALVES PREVENT A SUBSTANTIAL AMOUNT OF
FUEL FROM FLOWING INTO THE BILGE. ANTI-SIPHON VALVES ARE REQUIRED, BY
THE U.S. COAST GUARD, TO BE INSTALLED IN ALL BOATS EQUIPPED WITH GASOLINE ENGINES.
Gasoline Fuel Filter
Fuel filters are installed in the transom area of the boat. The
filters are the water separator type and there is one filter for each
engine fuel line. Each fuel filter has a sediment bowl that should
be checked for water frequently to assure an adequate supply of
clean, dry fuel to the engines. It is recommended that the filters
are inspected periodically and the elements changed once a
season.
Fuel Filter
TO REDUCE THE POSSIBILITY OF A FIRE OR EXPLOSION, MAKE SURE ALL ELECTRICAL SWITCHES ARE IN THE "OFF" POSITION BEFORE SERVICING THE FUEL SYSTEM.
DO NOT DRAIN ANY FUEL IN THE BILGE. THIS COULD LEAD TO A FIRE OR EXPLOSION. CHECK ALL FUEL LINE FITTINGS FOR LEAKS BEFORE AND AFTER STARTING
THE ENGINES FOLLOWING ANY FUEL SYSTEM SERVICE.
3.3 Fueling Instructions
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 GASOLINE. DO NOT USE A FUEL THAT CONTAINS HARSH ADDITIVES OR IS AN ALCOHOL
BLEND. ANY DAMAGE DONE TO THE FUEL SYSTEM THAT IS THE RESULT OF USE
OF AN ALCOHOL BLEND IS NOT COVERED BY THE PURSUIT WARRANTY. REFER TO
THE ENGINE MANUFACTURER OWNER’S MANUAL REGARDING FUEL REQUIREMENTS
FOR YOUR ENGINES.
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To fill the fuel tank at a marina, follow this procedure:
1.
Make sure all switches are in the “Off” position.
2.
Make sure the boat is securely moored.
3.
Make sure all passengers leave the boat.
4.
A special key to open the fuel caps is supplied.
5.
Turn the key counterclockwise to open the cap.
6.
Remove the cap.
7.
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.
8.
Fill the fuel tanks slightly less than the rated capacity to avoid spilling fuel out of the vents
and fuel fills and to allow for expansion.
ESTIMATE HOW MUCH FUEL IS NEEDED AND AVOID OVER FILLING THE TANK.
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.
9.
Remove the nozzle.
10.
Install and tighten the fuel cap. Be careful not to overtighten the cap.
11.
Check the fuel compartment and below the deck for fuel odors. If you smell
fuel, do not start the engine.
TO REDUCE THE RISK OF A FIRE AND/OR EXPLOSION, DO NOT START THE ENGINE(S)
WHEN FUEL FUMES ARE PRESENT. FUEL FUMES ARE DANGEROUS AND HARMFUL
TO YOUR HEALTH. MAKE SURE ALL GASOLINE ODORS ARE INVESTIGATED IMMEDIATELY.
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3.4 Oil Tanks (2-Cycle Engines)
The remote oil tanks are equipped with deck fills located in the splashwell area. Pursuit
provides, adjacent to the oil fill, an oil tank indicator system to assist in preventing an
overfill of the oil tank. A light on the oil tank will turn on when the selected tank is
full. The switch selects the port or starboard tank. The system is protected by a fuse.
3.5 Fuel System Maintenance
Oil Tank Indicator
PERIODICALLY INSPECT ALL PRIMER BULBS, 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 seals with petroleum jelly or silicone grease. The Oring seal prevents water from entering the fuel system through the fuel fill cap and it should be immediately
replaced if there is any sign of damage or deterioration.
The age of gasoline can affect engine performance. Chemical changes occur as the gasoline ages that can cause
deposits and varnish in the fuel system as well as reduce the octane 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 stabilizer should be added to the gasoline to protect the fuel
from degradation. Your dealer or the engine manufacturer can provide additional information on fuel
degradation and fuel stabilizers recommended for your engine.
Avoid using fuels with alcohol additives. Gasoline that is an alcohol blend will absorb moisture from the air
which can reach such concentrations that "phase separation" can occur whereby the water and alcohol mixture
becomes heavy enough to settle out of the gasoline to the bottom of the tank. Since the fuel pick-up tube is
very near the bottom of the tank, phase separation can cause the engine to run very poorly or not at all. This
condition is more severe with methyl alcohol and will worsen as the alcohol content increases. Water or a
jelly like substance in the fuel filters is an indication of phase separation from the use of alcohol blended fuels.
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.
AFTER THE FILTER ELEMENT HAS BEEN CHANGED, PRIME THE FUEL SYSTEM AND
CHECK ALL FITTINGS FOR LEAKS BEFORE AND AFTER STARTING THE ENGINES.
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Chapter 4:
ELECTRICAL SYSTEM
4.1 General
Your Pursuit is equipped with a 12-volt DC electrical system and may be equipped with an optional AC system.
The AC system draws current from shore power outlets at dockside. The DC system draws current from onboard batteries.
The Group 31, 12-volt batteries provided in your boat are of the lead-acid type. They will require periodic
maintenance.
There are electrical schematics included in this manual to assist with servicing the electrical systems.
4.2 12-Volt DC System
The 12-volt system is a standard marine system. There are three batteries located in a compartment aft of the
V-berth, below the cabin door. There is one battery for the starboard engine, one battery for the port engine
and a house or accessory battery. The batteries themselves can be charged by the engines or by the battery
charger when hooked to shore power. An automatic 12-volt current control system called the “Total
Automatic Battery System® (TABS) manages the charging current for the 12-volt system whenever the
engines are running. The TABS automatically senses the condition of each battery and directs the available
current to the batteries that require charging. The system is equipped with a battery parallel feature that will
connect the batteries in parallel for extra battery power while starting the engines. The battery parallel switch
is a momentary switch located in the helm switch panel that is labeled either “Accessory” or “Parallel.” A
red LED light on the front of the TABS indicates that the parallel switch is activated. Please refer to the TABS
owner's manual for additional information on the operation and maintenance of this system.
Most 12-volt power is distributed to the 12-volt accessories through individual circuit breakers located on the
helm or on the 12-volt breaker panel in the head compartment. A main breaker located on the front of the
TABS protects the DC system from an overload. Other circuit breakers, located on the front of the TABS,
protect the circuit for the optional windlass, and the automatic float switch for the bilge pump. The engine
main breakers or fuses located on each engine protects the ignition systems and gauges. Some 12-volt
accessories are operated directly by a circuit breaker in the breaker panel while others are operated by a switch
fed by the breakers. Most of the 12-volt accessories on the deck and cockpit are operated by switches in the
helm or accessory switch panels.
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.
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4.3 DC Distribution System
Battery Switches and TABS Unit
There are three “ON” - “OFF” battery switches located on the front of the TABS unit which is located behind
a hatch at the starboard rear of the cockpit. The switches are activated using special keys that are attached to
the unit. The port battery switch is labeled “Port” and activates the port engine, the starboard battery switch
is labeled “Starboard” and activates the starboard engine and the center battery switch is labeled “House” and
activates the 12-volt breaker panel in the helm storage compartment and all other 12-volt accessories. The
house battery switch key is different from the engine switch keys, allowing the house battery to be activated
without providing access to the engine starting batteries. 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. Red
LED lights above each switch indicate that the switch is on. The top LED light will be lit when the engines
are running or when the parallel switch is engaged.
The TABS controls the charging of all three batteries whenever one or both of the engines is operating. When
one or both engines is started, the engine alternator(s) start to recharge the batteries. This charging current
passes through the TABS sensing circuit. This circuit senses the charge and switches relays to connect the
“House” battery in parallel with the engine batteries. Thus the charge from the engines is split between the
batteries with the lowest battery receiving the most charge. When the engines are turned off, the charging
stops and the sensing circuit turns off the relays, disconnecting the “House” battery from the engine starting
batteries, thereby automatically isolating the batteries from one another.
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 center battery switch that activates the “House” battery should be on. This
will keep the engine starting batteries in reserve for starting the engines. All three battery switches should
be in the “OFF” position when leaving the boat unattended.
Current is supplied to the automatic float switch for the bilge pump when the batteries are connected
and the battery switches are off.
THE BOAT SHOULD NOT BE OPERATED ON A CONTINUOUS BASIS WITH THE EMERGENCY PARALLEL SWITCH IN THE "ON" POSITION.
4.4 12-Volt DC Switch Panels
The main accessory switch panels are located at the helm. The circuit breakers that protect the accessories
are located on the helm below the switches.
The following are descriptions of the accessories controlled by the main accessory switch panel:
HELM PANELS
Fuel Gauge Switch
The fuel gauge switch panel is located at the helm and allows one fuel gauge to be used for both fuel tanks.
With the ignition switch on, move the switch to port and the gauge will show the fuel level in the port fuel
tank. Move the switch to starboard and the gauge will show the fuel level in the starboard tank.
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Horn
Activates the boat horn.
Bilge Pump
Activates the manual 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, put the switch in the “On”
position.
Note:
The bilge is equipped with two bilge pumps. One pump is fully automatic and the other pump
is activated by a switch. The automatic pump will start automatically when there is sufficient
water in the bilge to activate the float switch. The float switch is protected by a circuit breaker
located on the TABS unit and is always supplied current when the batteries are connected. The
manual pump is activated by the bilge pump switch in the helm switch panel.
Parallel
The battery parallel switch is a momentary switch that will connect all three batteries in parallel for extra
battery power while starting the engines. A red LED light on the front of the TABS unit indicates that the
parallel switch is activated.
Nav/Anchor 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.
Cockpit Lights
Activates the lights that illuminate the cockpit area.
Spreader Lights
Activates the flood lights located on the optional T-top. These lights provide additional lighting for the rear
of the cockpit.
Trim Tab Switches
Located in the helm switch panel. These switches control the trim tab planes located on the transom of the
boat. They are protected by the tabs breaker located in the helm 12-volt breaker panel. Please refer to the
Helm Control Systems chapter for detailed information on the operation of the trim tab controls.
Accessory Switch
This switch is supplied to protect additional equipment that may have been installed by Pursuit or your Pursuit
dealer. If no accessories are activated by this switch it remains wired in the panel in reserve.
12-Volt Receptacle
Provides electrical current for portable 12-volt equipment.
Windlass
Located in the helm. 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 on the TABS unit.
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COCKPIT SWITCH PANELS
Baitwell
This switch activates the baitwell light and circulating pump that supplies water to the baitwell. The pump
is protected by a circuit breaker in the panel and an automatically resetting breaker in the pump motor.
Washdown Pump
Located under the gunwale in the cockpit. This switch activates the raw water washdown pump. The pump
is the pressure demand type and is protected by a circuit breaker in the panel and an automatically resetting
breaker in the pump motor.
Note:
Please refer to the Raw Water chapter for more information on the baitwell and washdown
systems.
Fishbox Pump Out Macerator Pump
The fishbox macerator switch panel is located in the rear of the cockpit near
the stern access door. It is a momentary switch that activates the overboard
macerator discharge system for the fishbox. The pump is protected by a
circuit breaker in the panel.
DC ACCESSORY BREAKER PANEL
Power is distributed to the 12-volt cabin accessories through individual
circuit breakers located in the DC panel in the center console storage
DC Breaker Panel
compartment. A main breaker, located on the TABS unit, 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.
The following are descriptions of the accessories controlled by the cabin DC breaker panel:
Macerator
Supplies electrical current to the switch that controls the macerator overboard discharge pump for the holding
tank. This breaker should be in the “OFF” position except when pumping out the holding tank.
Refer to the Interior Equipment chapter for additional information on the operation of the overboard
macerator discharge system.
Electric Head
Supplies electrical current directly to the switch which controls the electric head.
Water Pressure
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.
MISCELLANEOUS ELECTRICAL COMPONENTS
Carbon Monoxide Detector
Twelve-volt electrical current is supplied to the carbon monoxide detector by a breaker located on the TABS.
This is a "push to reset" breaker that is normally on all the time unless tripped by an overload when activated
by the house battery switch. It should be checked, and the power indicator on the carbon monoxide detector
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should be lit whenever someone is occupying the cabin. If the breaker has tripped, it indicates that there is
a problem with the carbon monoxide detector, the breaker, or the wiring from the breaker panel to the detector.
Always determine the cause of the problem and correct it before resetting the breaker.
CARBON MONOXIDE IS A LETHAL, TOXIC GAS THAT IS COLORLESS AND ODORLESS.
IT IS A DANGEROUS GAS THAT WILL CAUSES DEATH IN CERTAIN LEVELS.
4.5 AC System (Optional)
The AC system is fed by the shore power outlet. It is wired totally separate from the 12-volt DC system and
is equipped with an onboard galvanic isolation system. All AC current is distributed to the AC accessories
through individual circuit breakers located in the AC 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 are protected by ground fault interrupters to protect against electrical shock. A cord set is
provided to supply power from the shore power outlet to the boat’s AC system.
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.
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 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 dockside 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 plug inlet 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.
Shore Power Inlet
Turn the dockside disconnect switch or circuit breaker to the “ON” position and
check for proper polarity. If reverse polarity has been achieved, the red polarity indicator in the AC 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 electrician to check the wiring
at the dock outlet. If the red polarity light does not illuminate when power is supplied to the panel, the polarity
is correct and the AC main switch can be moved to the “ON” position.
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SWIMMING NEAR A BOAT OPERATING ON AC ELECTRICAL SYSTEM CAN LEAD TO
SEVERE SHOCK AND DEATH. NEVER SWIM OR ALLOW SWIMMING WHEN AC SYSTEM IS IN USE.
DO NOT ATTEMPT TO CORRECT THE WIRING YOURSELF. ELECTRIC SHOCK CAN
CAUSE SEVERE INJURY OR EVEN DEATH. ALWAYS HAVE A QUALIFIED ELECTRICIAN
CHECK WIRING.
KEEP CHILDREN AWAY FROM ANY ELECTRICAL CABLES OR EQUIPMENT AND ALWAYS USE GROUNDED APPLIANCES ON BOARD YOUR BOAT.
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.
DISCONNECTING PROCEDURE FOR SHORE POWER CONNECTION
Turn the main breaker on the AC panel to the “OFF” position.
Turn the disconnect switch on the dockside outlet to the “OFF” position.
Disconnect the cable from the dockside outlet and replace the outlet caps. Disconnect the cable from the boat
and replace the inlet cap. Store cable.
AC PANEL AND ACCESSORY OPERATION
The AC panel is located below the helm in the console storage
compartment. The following are descriptions of the AC panel
equipment and the breakers that protect the accessories:
AC Main Breaker
Protects the general distribution network. This breaker is very
sensitive. The resulting power surge that occurs when connecting
the dockside 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.
AC Breaker Panel
Polarity Light
The red light indicates reverse polarity current supplied to the panel. This situation will cause the red light
to remain lit. Additionally, a special relay attached to the main breaker will automatically turn the main
breaker off whenever reverse polarity is achieved. If reverse polarity is achieved, immediately turn off all
cabin AC breakers and dockside outlet breakers and notify a qualified electrician to check the dockside wiring.
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Reverse Polarity Light Test Switch
There is a momentary switch located next to the reversed polarity light in the AC breaker panel. This switch
is used to test the reverse polarity light to ensure that it is functioning. The light can be tested by depressing
the switch whenever the AC system is activated. The reverse polarity light should be tested each time the AC
system is activated. If the light does not activate when the switch is pressed, disconnect the shore power cable
and notify a qualified electrician to check the light and the dockside wiring if necessary.
Outlet
Supply electrical current to the ground fault interrupter (GFI) electrical outlet.
Note:
All AC electrical outlets are provided with ground fault interrupters to protect against electric
shock. These outlets should be tested periodically to ensure proper operation by pressing the
test/reset buttons in the center of face plate. GFI outlets do not protect against short circuits
and overloads. This is done by the outlet breakers on the AC panel.
Battery Charger
Supplies electrical current directly to the automatic battery charger which is accessed through the starboard
access hatch in the storage compartment in the console. The battery charger automatically charges and
maintains the 12-volt batteries simultaneously when activated. It is fully automatic and is equipped with an
amp meter.
Charging can be monitored by using the volt meter in the engine gauge cluster. With the charger activated,
turn the ignition key switch that activates the volt meter to the “ON” position. (DO NOT START THE
ENGINES.) Then select the batteries one at a time and read the voltage on the volt meter. 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.
Always turn the ignition switch off immediately after the monitoring is complete. See the battery charger
manual for more information.
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, located near the TABS unit.
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. The circuit breakers can be tested
by pressing the red button on the breaker. This will trip the breaker and deactivate the circuit. Reset the breaker
by raising the lever at the center of the breaker until it locks in the horizontal position.
Accessory
Reserved for additional AC equipment.
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.
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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. Wing nut connections should not be used to attach
battery cables. 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.
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.
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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
interrupters 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.
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 BE 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.
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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 in the stern bilge. An in-line strainer located near
the pump protects the system from debris. The tank is filled through a labeled deck plate located on the
gunwale.
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 ARE ALSO LABELED ACCORDINGLY. IF GASOLINE
OR DIESEL 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. HAVE THE FUEL
PROFESSIONALLY REMOVED AND THE 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 water pressure 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. 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.
The fresh water system is equipped with a strainer located in the bilge near the pump. The strainer should
be inspected periodically and cleaned at least once a year.
Whenever the boat is left unattended, the water pressure breaker should be placed in the “OFF” position.
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.
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5.3 Fresh Water System Maintenance
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.
The following items should be done routinely to maintain your fresh water system:
•
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.
•
The fresh water system is equipped with a strainer located on the intake line near the pump. This should
be checked at least annually and cleaned as necessary.
•
Periodically spray the pumps and metal components with a metal protector.
•
The batteries must be properly maintained and charged. Operating the pressure pump from a battery with
a low charge could lead to pump failure.
•
Add a commercially available potable water conditioner to the water tank to keep it fresh.
THE FRESH WATER SYSTEM MUST BE PROPERLY WINTERIZED PRIOR TO WINTER
LAY-UP. SEE THE SECTION ON WINTERIZING.
THE FRESH WATER SYSTEM SWITCH SHOULD BE PLACED IN THE “OFF” POSITION
WHENEVER LEAVING THE BOAT UNATTENDED OR WHEN THE FRESH WATER SYSTEM IS NOT IN USE.
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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 bilge compartment. 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.
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 washdown pump 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 switch to the “ON” position.
Run the pump until all of the air is purged from the system and then turn the switch to the “OFF” position.
Closing the thru-hull ball valves before the boat is hauled from the water will help to eliminate air locks in
raw water systems.
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 high pressure pump, controlled by a pressure sensor, supplies the raw water hose connector located in the
cockpit. The pump is activated by the washdown switch located in the rear of the cockpit. This switch should
be turned to the “ON” position just before using the washdown 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
bilge behind the stern access hatch. This should be checked frequently and cleaned as necessary.
The Washdown Pump Connector
The washdown pump hose connector is located in the cockpit and uses a standard
garden hose connection.
Washdown Hose
Connector
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ALWAYS TURN THE RAW WATER PUMP SWITCH TO THE “OFF” POSITION WHEN
LEAVING THE BOAT UNATTENDED.
DO NOT RUN THE HIGH PRESSURE PUMP DRY FOR EXTENDED PERIODS AS DAMAGE
TO THE PUMP WILL RESULT.
6.3 Livewell
Sea water is provided to the livewell by a 12-volt diaphragm pump. This pump is designed to carry a constant
flow of water to the livewell. The pump is activated by the livewell switch in the cockpit. An overflow built
into the livewell automatically controls the water level in the livewell. Always turn the pump off at the switch
panel when the livewell is not in use.
The livewell pump is equipped with a sea strainer on the intake hose. It is located in the bilge below the access
hatches in the splashwell. This should be checked frequently and cleaned as necessary.
To fill the livewell, insert the plug 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 switch. 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 plug 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
debris.
The livewell supply thru-hull valve should be closed whenever the livewell is not in use. This will prevent
water from entering the livewell while the boat is cruising.
DO NOT USE THE LIVEWELL AS A DRY STORAGE AREA WHEN IT IS NOT IN USE.
SEAWATER COULD ACCIDENTALLY BE DELIVERED TO THE LIVEWELL FROM THE
THRU-HULL FITTING AND DAMAGE EQUIPMENT STORED THERE.
DO NOT RUN THE LIVEWELL PUMP DRY FOR EXTENDED PERIODS AS DAMAGE TO
THE PUMP WILL RESULT.
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6.4 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.
•
Remove and clean the sea water strainers for the livewell, air conditioner and washdown pump, as needed.
•
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 LAYUP. SEE THE SECTION ON WINTERIZING.
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Chapter 7:
DRAINAGE SYSTEMS
7.1 General
All water is drained by gravity to overboard thru-hull fittings located in the hull sides above the waterline.
Some of the 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 also 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.
Please review the drainage schematic to become familiar with the location of the thru-hull drain valves.
SITUATIONS REQUIRING ONE OR MORE DRAIN VALVES TO BE CLOSED CAN BE POTENTIALLY DANGEROUS TO THE BOAT AND YOUR CREW. IF THIS OCCURS, DISTRIBUTE PERSONAL FLOTATION DEVICES TO THE CREW AND TAKE ALL NECESSARY
SAFETY PRECAUTIONS, INCLUDING NOTIFYING THE COAST GUARD, UNTIL THE PROBLEM IS FOUND AND CORRECTED.
7.2 Cockpit Drains
Your Pursuit has two scupper drains located in the rear of the cockpit. Water is channeled away from all hatches
by a gutter or drain rail system. The water then drains overboard through the scupper drain system.
The scuppers are equipped with ball valves that are always open under normal operating conditions. The
valves are accessed through hatches located in the stern. In the event of an emergency, the valves can be closed
to prevent seawater from entering the boat through the scupper drainage system. It is important to check and
operate the valves at least annually to make sure they are in good condition and operating properly. You also
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.
7.3 T-Top Drains
There is a hole drilled in one of the 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.
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7.4 Bilge Drainage
The bilge pumps are located in the stern bilge. All bilge
pumps pump water out of thru-hulls located above the
waterline in the hull.
Each bilge pump system consists of two pumps and an
automatic float switch. The float switch activates one
pump that is fully automatic. There is no manual switch
for this pump. "Push to reset" breakers near the battery
switches activate the automatic float switches. Current is
supplied whenever the batteries are connected. The bilge
pump switches in the helm activate the manual bilge
pumps. The float switches do not activate them automatically. The manual switches are supplied current when the
house battery switch is activated. It is protected by a
breaker in the TABS.
Bilge Pump
THE MANUAL BILGE PUMP SHOULD BE ACTIVATED BRIEFLY EACH TIME THE BOAT
IS USED. THIS WILL ENSURE THAT IT IS OPERATING PROPERLY. THE AUTOMATIC
SWITCH SHOULD BE MANUALLY ACTIVATED TO VERIFY OPERATION.
Note: See Electrical Systems for additional information on bilge pump operation.
When the boat is out of the water, the bilge can be drained by a thru-hull drain located in the transom near
the bottom of the hull. It is important to check the drain plug regularly to make sure it is tight.
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 fine.
A LOOSE DRAIN PLUG WILL ALLOW SEA WATER TO ENTER THE BILGE AND COULD
CAUSE THE BOAT TO SINK. IT IS VERY IMPORTANT TO CHECK THE DRAIN PLUG
FREQUENTLY TO ENSURE IT IS PROPERLY TIGHTENED.
NOTICE
NOTICE
50
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.
CERTAIN BULKHEAD AREAS ARE SEALED IN ACCORDANCE WITH U.S. COAST GUARD
REGULATIONS THAT WERE IN EFFECT AT THE DATE OF MANUFACTURE OF THE
BOAT. ANY MODIFICATIONS TO THESE BULKHEADS SHOULD BE IN ACCORDANCE
WITH THE U.S. COAST GUARD REGULATIONS.
2670 Cuddy Console
7.5 Fishbox, Cooler and Storage Compartment 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 a switch panel in the cockpit below the gunwale. The fishboxes
should be flushed out and cleaned after each use.
The cooler located under the passenger seat in front of the console drains by gravity to overboard thru-hulls
located in the hull sides just above the waterline.
The macerator discharge pump can only be run dry for a few seconds. Allowing the macerator pump to run
after the fishbox is empty may cause damage to the pump.
7.6 Water System Drains
All exterior sinks and livewells, provided with fresh or raw water, drain by gravity to overboard thru-hulls
located in the hull sides just above the waterline. The overflows in the livewell drain into the overboard drains.
7.7 Rope Locker Drains
The rope locker drains overboard through a special drain fitting located in the hull side at the bottom of the
rope locker. It is important to inspect the drain frequently to remove any accumulated debris.
7.8 Drainage System Maintenance
It is essential that the following items be done periodically to maintain proper drainage of your boat:
•
Clean the cockpit drain rails with a hose to remove debris that can block water drainage.
•
Clean the hardtop leg drain holes. This is especially important just before winter lay-up.
•
Clean the bilge pump and automatic float switch strainers of debris and check the bilge for foreign material
that can cause the automatic switch to malfunction.
•
Frequently test the rear automatic bilge pump switch for proper operation. This is accomplished by
turning the test knob on the side of the 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 fresh water to keep them clean and free flowing.
•
Clean and inspect the shower and sink drain sump system. Remove accumulated debris and flush with
fresh water. Frequently test the automatic pump switch for proper operation.
•
Clean and flush the fishbox and cooler/storage boxes with soap or a bilge cleaner and fresh water after
each use to keep them clean and fresh.
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•
Operate the thru-hull valves once a month and service as required.
ALL DRAINS AND PUMPS MUST BE PROPERLY WINTERIZED BEFORE WINTER LAYUP.
NEVER USE HARSH CHEMICAL DRAIN CLEANERS IN MARINE DRAIN SYSTEMS.
PERMANENT DAMAGE TO THE HOSES AND FITTINGS MAY RESULT.
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Chapter 8:
VENTILATION SYSTEM
8.1 Cabin Ventilation
Ventilation to the cabin area is provided by a deck hatch.
Deck Hatch
The deck hatch is supported in the open position by an adjustable hatch adjuster. To close the hatch, loosen
the hatch adjuster and lower the hatch. Secure in the closed position with the two cam levers on the inside
of the hatch.
8.2 Carbon Monoxide and Proper Ventilation
The Safety Chapter in this manual contains important information on carbon monoxide and the carbon
monoxide detector. Read the section entitled "Carbon Monoxide" in the Safety Chapter of this Owner's
Manual.
8.3 Bilge Compartment Ventilation
All 2670 Cuddy Console models are equipped with ventilation for the bilge compartment. A flow of air into
the bilge compartment is provided by four vents located on either side of the cockpit, under the gunwale boards.
This provides adequate air movement in the bilge compartment.
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 and port windows 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.
•
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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2670 Cuddy Console
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. Fenders
or mooring lines should be secured to the cleats and not to rails or stanchions. Mooring lines should be secured
to the 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.
ALL FITTINGS MUST BE PERIODICALLY INSPECTED FOR LOOSE FIT OR WEAR AND
DAMAGE. ANY PROBLEMS SHOULD BE CORRECTED IMMEDIATELY.
PURSUIT 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 pulpit roller
is designed for a Delta® plow or a Danforth® style anchor. The anchor line
is stored in the rope locker and routed out the rope locker hatch through the
roller and connected to the anchor chain. A chain binder is provided on the
deck near the pulpit to secure the anchor. Always make sure the anchor
chain is secured by the chain binder before getting under way.
Anchor/Rope Locker
The anchor locker is in the bow of the boat and accessed through a hatch in
the deck. The locker is recessed for a Danforth® style anchor. The anchor
line is always stored in the locker. If an anchor is stored in the anchor locker,
it must be properly secured to prevent it from bouncing in the locker and
causing damage to the hull or anchor locker.
The anchor locker is drained by a thru-hull fitting in the hull side near the
bottom of the locker. It is very important to check the drain frequently to
make sure it is clean and free flowing.
Bow Pulpit, Roller and
Anchor/Rope Locker
THE ANCHOR MUST BE POSITIONED SO IT DOES NOT REST AGAINST THE HULL
SIDES AND BE PROPERLY SECURED AT ALL TIMES WHEN IT IS STORED IN THE ANCHOR LOCKER. A LOOSE ANCHOR IN THE ANCHOR LOCKER WILL BOUNCE AND
CAN DAMAGE THE BOAT. DAMAGE RESULTING FROM THE ANCHOR BOUNCING IN
THE ANCHOR LOCKER IS NOT COVERED BY THE PURSUIT WARRANTY.
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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 on the pulpit and operating a
“down” control at the helm.
AFTER THE ANCHOR IS SET, THE WINDLASS MUST NOT BE LEFT TO TAKE THE ENTIRE FORCE FROM THE ANCHOR LINE. THE LINE SHOULD BE MADE FAST TO A
BOW CLEAT TO RELIEVE THE LOAD ON THE WINDLASS.
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 windlass should not be used as a winch to move the boat
over the anchor. The boat should be moved under its own
power to the anchor and to break the anchor loose.
Anchor Line Secured to Cleat
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.
The anchor is hauled in by releasing the line from the bow cleat and operating the “up” control at the helm.
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.
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9.2
Hull
Swim Platform
Your Pursuit is equipped with an integral swim platform and engine mounting system located in the stern of
the boat. There are two inspection deck plates in the splashwell to provide access to the stern bilge and engine
mounting bolts. An access panel on the port side of the platform provides access to the port rear bilge and
the port trim tab line. Always make sure these plates are secure before operating your boat. There are also
deck plates and a hatch that provide access to the scupper valves and the fuel filters. Always make sure these
plates and hatches are secure before operating your boat.
Boarding Ladder
The boarding ladder is mounted to the rear of the stern bait and tackle rigging station when it is in the stored
position. To use the ladder, remove it from the storage clips and slide the studs into the special bracket on
the port side of the transom. The ladder floats and must be secured in the boarding position by turning the
cam lock on the ladder so it catches the bottom of the transom ladder bracket. The ladder must be removed
from the transom bracket and properly secured to the storage clips before starting the engine(s).
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 ENGINE(S) ARE RUNNING. STOP THE ENGINE(S) IF DIVERS OR SWIMMERS ARE ATTEMPTING TO BOARD. ALWAYS REMOVE AND PROPERLY STORE THE
LADDER BEFORE STARTING THE ENGINE(S).
Trim Tabs
The trim tabs are recessed into the hull below the swim platform. 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.
Leaning Post/Tackle Storage
The leaning post/baitwell is equipped with rod holders, a leaning post cushion and tackle storage. The tackle
drawers are removable and the door can be locked to secure the tackle when the boat is unattended.
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Stern Bait Rigging Station
The stern bait rigging station is equipped with a transom door, sink, livewell, cutting board and rigging bait
storage area. The sink is plumbed to the fresh water system and drains overboard. The bait storage area is
insulated and drains to the sink.
The livewell is supplied by a raw water circulating pump and drains overboard. Refer to the Raw Water System
chapter for additional information on the livewell.
Below Deck Fishbox
A fish box is located in the stern below the cockpit sole. It can be removed from the deck by grasping the
two handles and lifting up.
The fish box is drained by a macerator pump located in the bilge and activated by a momentary switch in the
rear of the cockpit near the stern bait and tackle rigging station. A momentary switch is used because the pump
will be damaged if it is allowed to run dry for more than 30 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 Door
A transom door is incorporated into the rigging station and
livewell. The transom door should only be operated 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.
Transom Door
THE TRANSOM DOOR SHOULD BE CLOSED AND PROPERLY LATCHED WHENEVER THE
ENGINE(S) 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.
PERIODICALLY INSPECT THE TRANSOM DOOR FITTINGS FOR WEAR, DAMAGE OR
LOOSE FIT. ANY PROBLEMS SHOULD BE INSPECTED AND CORRECTED IMMEDIATELY.
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Helm
The helm and engine controls are located on an opening helm station.
The helm station is hinged at the bottom and opens to provide access
to service the helm equipment.
To open the helm station, unscrew the knobs at the top of the helm.
A strap holds the helm in the open position and prevents it from
opening too far. Always make sure the helm station clamps are
properly secured when the helm is closed.
Helm
ALWAYS MAKE SURE THE HELM STATION
LATCHES ARE PROPERLY SECURED BEFORE OPERATING OR TRANSPORTING YOUR
BOAT. IF THE HELM STATION IS NOT PROPERLY SECURED, IT COULD OPEN UNEXPECTEDLY AND DAMAGE THE BOAT OR CAUSE LOSS OF CONTROL.
UNDER NO CIRCUMSTANCES SHOULD THE HELM BE OPENED WHEN THE ENGINE(S)
ARE RUNNING. IN SOME SITUATIONS IT IS POSSIBLE TO ACCIDENTALLY ENGAGE
THE ENGINE SHIFT INTO GEAR AND/OR ADVANCE THROTTLE CONTROLS AS THE
HELM IS OPENING. THIS COULD RESULT IN LOSS OF CONTROL, DAMAGE TO THE
BOAT, AND INJURY TO PASSENGERS.
Console Cooler
A molded insulated cooler is installed under the front seat of the console. The cooler drains overboard through
the cockpit drain system. The cooler should be cleaned thoroughly after each use.
Console Storage Compartment
There is a large storage compartment below the helm in the center console. It is accessed through a door on
the starboard side of the console. The AC and DC breaker panels, the optional stereo, and the electronics access
panel are on the rear of the compartment. An optional dive tank rack can also be mounted in this compartment.
There are three bilge access doors in the compartment. The head intake and macerator discharge valves are
behind the rear door. The port door provides access to the rigging. The battery charger and other rigging
can be accessed through the starboard door. The areas accessed through these doors are part of the bilge and
are not intended for storage.
T-Top (Optional)
The Pursuit T-top is made of welded anodized aluminum and is designed to accommodate radio antennas, radar
antennas and navigation lights. It is equipped with an overhead storage compartment for life jackets and other
soft, light items and a courtesy light activated by a switch in the helm. It could also be equipped with optional
top gun outriggers and/or rod holders.
The T-top is not designed to support the additional weight of items like an instrument locker or a life raft.
Radar and electronics antennas must be mounted near the center section of the T-top in the area above the legs.
Do not mount any antennas or equipment to the brow area forward of the front legs or to the rear of the top.
The T-top is not design to support the weight of accessories in these areas.
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The warranty for the T-top will be void if the top is modified in any way or heavy accessories like life rafts,
or electronics lockers 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 T-top, you should contact Pursuit Customer Relations to make sure the equipment
you would like to add or the intended modification will not void the warranty on the T-top.
If an after market T-top is installed, it must be designed with front legs that are bolted to the console on either
side of console cooler and the rear legs bolted to the cockpit sole at the rear of the console. There is aluminum
plates or wood reinforcement in the laminate in these areas for securing the T-top leg bases. Both front and
rear legs should also have brackets that are thru bolted to the console just below the windshield to provide
additional stiffening for the T-top. If you intend to install an after market T-top on your boat, please contact
your dealer or Pursuit Customer Relations.
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Chapter 10:
INTERIOR EQUIPMENT
10.1 Cabin and V-Berth
The cabin and V-berth are accessed through a door hatch and bi-fold door. The door hatch is equipped with
gas hatch lifters that will automatically hold the hatch in the full open or closed position. The cabin door has
a special latch that can be locked when the door is closed. Another latch secures the door in the open position.
Make sure the cabin door is properly secured in the closed or open position before operating the boat.
A removable step is provided for your convenience. To install the step, insert it into the slot in the port cleat
and then push it down firmly into the notch in the starboard cleat, ensuring that it locks in place.
The battery and holding tank compartment is located behind a hatch at the rear of the cabin below the
companionway door. The V-berth is equipped with removable cushions and storage below the cushions.
There also is rod storage on each side of the V-berth.
Daylight and fresh air are provided to this area by an overhead opening hatch. Additional lighting is provided
by 12-volt lights on the forward bulkhead.
10.2 Marine Head System
This system is provided as standard equipment. The flush water is
supplied by a thru-hull fitting, located behind the starboard access
hatch in the center console storage compartment, and a raw water
line. Before using, open the inlet valve on the head and pump to wet
the inside of the bowl. After use, close the valve and pump to
discharge the waste to the holding tank or overboard.
Waste is pumped into the holding tank where it remains until it is
pumped out by a waste dumping station or the optional overboard
macerator discharge system.
Marine Head
Holding Tank and Macerator Discharge Pump
The holding tank is located in the battery storage compartment at the rear of the V-berth. When the tank is full it 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.
To operate the macerator discharge pump, open the discharge
ball valve located behind the port access hatch in the center
console storage compartment. Then activate the macerator
switch, located on the DC panel below the helm, until the tank
is emptied. Turn the switch to “OFF” and close the discharge
ball valve when pumping is complete.
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DC Panel and Macerator Switch
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THE MACERATOR DISCHARGE PUMP CAN ONLY BE RUN DRY FOR A FEW OF SECONDS. ALLOWING THE MACERATOR PUMP TO RUN AFTER THE HOLDING TANK IS
EMPTY MAY CAUSE DAMAGE TO THE PUMP.
IN SOME WATERS YOU CAN BE FINED FOR HAVING AN OPERABLE DIRECT OVERBOARD DISCHARGE OF WASTE. TO AVOID A FINE, REMOVING THE SEACOCK
HANDLE, IN THE CLOSED POSITION, OR OTHER MEANS MUST BE USED.
NOTICE
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. See the manufacturer owner’s manuals for additional
operating and maintenance information.
THE HEAD AND MACERATOR DISCHARGE SYSTEM MUST BE PROPERLY WINTERIZED
BEFORE WINTER LAY-UP. SEE THE SECTION ON WINTERIZING.
10.3 Carbon Monoxide Detector
The Safety Chapter in this manual contains important information on carbon monoxide and the carbon
monoxide detector. Read the section entitled "Carbon Monoxide" in the Safety Chapter of this Owner's
Manual.
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Chapter 11:
SAFETY EQUIPMENT
11.1 General
Your boat and outboard 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. Most of the accessory equipment
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.
You should also read the book entitled "Sportfish, Cruisers, Yachts - Owner's Manual" included with this
manual.
Your Pursuit could be equipped with engine alarms 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
Most outboards 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 engines.
If the alarms sounds:
•
Immediately throttle the engines back to idle.
•
Shift to neutral.
•
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.
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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 Pursuit 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 Engine Stop Switch
Your Pursuit is equipped with a engine stop switch and lanyard. When the lanyard is pulled it will engage
the switch and shut off the engines.
WE STRONGLY RECOMMEND THAT THE LANYARD BE ATTACHED TO THE DRIVER
AND THE STOP SWITCH WHENEVER THE ENGINES ARE RUNNING.
If the engines will not start, it could be because the lanyard is not properly inserted into the engine stop switch.
Always make sure the lanyard is properly attached to the engine stop switch before attempting to start the
engine.
You should carry an extra stop switch lanyard and instruct at least one other crew member on the
operation of the stop switch and location of the extra lanyard.
11.5 Carbon Monoxide
CARBON MONOXIDE IS A LETHAL, TOXIC GAS THAT IS COLORLESS AND ODORLESS.
IT IS A DANGEROUS GAS THAT WILL CAUSE DEATH IN CERTAIN LEVELS.
Carbon Monoxide Detector
A carbon monoxide (CO) detector is installed in the cabin on the rear bulkhead. If excess carbon monoxide
fumes are detected, the detector will sound an alarm indicating the presence of the toxic gas.
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.
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The carbon monoxide detector warns the occupants of dangerous accumulation of
carbon monoxide gas. It is automatically activated whenever the house battery switch
is in the “on” position, energizing the cabin DC breaker panel. Upon power up, the green
power indicator will flash for ten to fifteen minutes. The feature indicates the unit is
in its warm-up stage. The green power indicator will stop flashing when the sensor has
reached optimum operating temperature. The power indicator will then switch from
flashing green to solid green to indicate that the carbon monoxide detector is activated.
This device uses a micro controller to continuously measure and accumulate CO levels.
Should a very high level of carbon monoxide exist, the alarm will sound within a few
minutes. However, if small quantities of CO are present or high levels are short-lived,
the detector will accumulate the information and determine when an alarm level has been
reached.
Carbon Monoxide
Detector
Always make sure the battery switch is “on” and the power light on the carbon monoxide detector is lit
whenever the cabin is occupied.
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.
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.
Carbon Monoxide Poisoning
Carbon monoxide (CO), a by-product of combustion, is invisible, tasteless, odorless and is produced by all
engines and most heating and cooking appliances. It exists wherever fuels are burned to generate power or
heat. The most common sources of CO on boats are gasoline engines and auxiliary generators and propane
or butane stoves. These produce large amounts of CO and should never be operated while sleeping. High
concentrations of CO 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.
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, the Pursuit Customer Relations Department or your
local fire department for assistance in finding and correcting the situation.
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CO POISONING PRODUCES FLU-LIKE SYMPTOMS: WATERY AND ITCHY EYES, HEADACHES AND FATIGUE. YOU CAN’T SEE IT AND YOU CAN’T SMELL IT. IT’S AN INVISIBLE KILLER.
The following are symptoms which may signal
exposure to CO: dizziness, flushed face, ears
ringing, headaches, tightness of chest or hyperventilation, drowsiness, fatigue or weakness, inattention or confusion, lack of normal coordination,
nausea and unconsciousness. The victim’s skin
also may turn red. A slight build-up of carbon
monoxide in the human body over several hours
causes headache, nausea and other symptoms similar to food poisoning, motion sickness or the flu.
Anyone with these symptoms should immediately
be moved to an area of fresh air. Have the victim
breath deeply and seek immediate medical attention. To learn more about CO poisoning, contact
your local health authorities.
In certain situations, boats can have a problem due to the “station wagon effect” where engine exhaust fumes
are captured in the vessel by 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 that are underway should close all aft facing portholes,
hatches and doors. The forward facing deck hatches should be open whenever possible to help pressurize the
living spaces of the boat. Sleeping, particularly in aft cabins, should not be permitted while underway. Proper
ventilation should be maintained on the bridge deck by opening a forward window or windshield to drive
fumes away from the occupants. 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 and an auxiliary power generator is operating. Wind
still nights can easily allow fumes to enter the boat. Inspect the exhaust systems of propulsion and the auxiliary
generators, if installed, frequently for possible leaks. High concentrations of CO in your boat may originate
from an adjacent boat. Exhaust fumes from nearby boats may enter your boat through open hatches or
windows.
FAILURE TO PROPERLY VENTILATE THE BOAT WHILE THE ENGINES ARE RUNNING
MAY PERMIT CARBON MONOXIDE TO ACCUMULATE WITHIN THE CABIN. CARE MUST
BE TAKEN TO PROPERLY VENTILATE THE BOAT AND TO AVOID CARBON MONOXIDE
FROM ACCUMULATING IN THE BOAT WHENEVER AN ENGINE IS RUNNING.
Please read the book entitled, "Sportfish, Cruisers, Yachts - Owner's Manual" included with this manual and
the owner's manual supplied by the detector manufacturer for operation instructions and additional
information regarding the hazards and symptoms of carbon monoxide gas and carbon monoxide poisoning.
If you did not receive these manuals, please contact the Pursuit Customer Relations Department.
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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.
11.6 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 should also 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.
11.7 Required Safety Equipment
Besides the equipment installed on your boat by Pursuit, 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 can also contact the U.S. Coast Guard
Boating 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 Pursuit boats must be equipped with at least one Type I, II or III PFD for each person on board,
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plus one throwable device (Type IV).
Visual Distress Signals:
All Pursuit 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 INSTRUCTIONS EXACTLY WHEN USING PYROTECHNIC DISTRESS SIGNALS.
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 are
also required to sound fog signals during periods of reduced visibility. Therefore, you must have some means
of making an efficient sound signal.
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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 Pursuit is equipped with the 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:
At least one fire extinguisher is required on all Pursuit boats. 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.
•
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.
INFORMATION FOR HALON OR AGENT FE-241 FIRE EXTINGUISHERS IS PROVIDED BY
THE 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 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.
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GASOLINE 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.
11.8 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
EPIRB's (Emergency Position Indicating Radio Beacon) operate as part of a world wide distress system. When
activated, EPIRB's 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.
Additional Equipment to Consider:
VHF Radio
Heaving Line
Flashlight and Batteries
Sunburn Lotion
Whistle or Horn
Boat Hook
Food and Water
Marine Hardware
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Life Raft
Fenders
Mirror
Tool Kit
Anchor
Spare Propellers
Binoculars
Extra Clothing
Spare Anchor
First Aid Kit
Searchlight
Ring Buoy
Chart and Compass
Mooring Lines
Sunglasses
Spare Parts
Spare Keys
Portable Radio
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Chapter 12:
OPERATION
12.1 General
Before you start the engines on your Pursuit, you should have become familiar with the various component
systems and their operation, and have performed a “Pre-Cruise 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. Also read the book titled "Sportfish, Cruisers, Yachts - Owner's Manual," included in
your literature packet.
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, GUNWALES, BOWS, TRANSOMS OR ON FISHING SEATS WHENEVER THE BOAT IS UNDERWAY.
THE PASSENGERS SHOULD ALSO 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.
Remember, it is the operator's responsibility to use good common sense and sound judgment in loading
and operating the boat.
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DECKS ARE SLIPPERY WHEN WET. WEAR PROPER FOOTWEAR AND USE EXTREME
CAUTION ON WET SURFACES.
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 situation 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
on this subject are also available from your local library.
FOLLOW NAVIGATION RULES TO AVOID COLLISIONS. IF A COLLISION APPEARS UNAVOIDABLE, BOTH VESSELS MUST ACT. PRUDENCE TAKES PRECEDENCE OVER
RIGHT-OF-WAY RULES IF A CRASH IS IMMINENT. LESS MANEUVERABLE BOATS
GENERALLY HAVE THE RIGHT OF WAY. STEER CLEAR OF THE RIGHT-OF-WAY BOAT
AND PASS TO ITS STERN.
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 vessels 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 headon 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.
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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.
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.
STORMS AND WAVE ACTION CAN CAUSE BUOYS TO MOVE. YOU SHOULD NOT RELY
ON BUOYS ALONE TO DETERMINE YOUR POSITION.
12.3 Pre-Cruise Check
BEFORE STARTING THE ENGINES:
•
Check the weather forecast. 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 the Safety Equipment chapter for
additional information on safety equipment.
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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.
•
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.
•
Check the water separating fuel filters for water.
•
Turn on the battery switches.
•
Check the bilge water level. Look for other signs of potential problems. Monitor for the scent of fuel
fumes.
•
Test the automatic and manual bilge pump switches to make sure the system is working properly.
•
Have a tool kit aboard. The kit should include the following basic tools:
Spark Plug Wrench
Spark Plug Gap Gauge
Screwdrivers
Pliers
Adjustable Wrench
Needle Nose Pliers
End Wrench Set
•
Hammer
Electrician’s Tape
Lubricating Oil
Jackknife
Vise Grip Pliers
Wire Crimping Tool
Wire Connector Set
Have the following spare parts on board:
Extra Light Bulbs
Fuses and Circuit Breakers
Drain Plugs
Propellers
Propeller Nuts
•
Spark Plugs
Flashlight and Batteries
Engine Oil
Fuel Filters
Fuel Hose and Clamps
Make sure all fire extinguishers are in position and in good operating condition.
BE SURE THE SHIFT CONTROL IS IN THE NEUTRAL POSITION.
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•
Be sure the emergency stop lanyard is attached to the operator and the stop switch.
VAPORIZING LIQUID EXTINGUISHERS GIVE OFF TOXIC FUMES; USE ONLY COAST
GUARD APPROVED FIRE EXTINGUISHERS.
12.4 Operating Your Boat
THE OPERATOR MUST BE SEATED, FACING FORWARD WITH HANDS ON THE CONTROL WHEN THE ENGINE IS RUNNING.
AFTER STARTING THE ENGINES:
•
Check the engine gauges. Make sure they are reading normally.
•
Visibly check the engines to be sure there are no apparent water, fuel or oil leaks.
•
Check the operation of the engine cooling systems.
•
Check the controls and steering for smooth and proper operation.
•
Allow the engines to warm up for 10 to 15 minutes before operating them above idle speeds.
•
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.
•
Have a safe cruise and enjoy yourself.
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 judgment.
•
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 ALWAYS STAY ALERT. THE USE OF DRUGS, ALCOHOL OR OTHER SUBSTANCES WHICH IMPAIR JUDGMENT POSES A SERIOUS THREAT TO YOU AND OTHERS. THE BOAT OPERATOR IS RESPONSIBLE FOR THE BEHAVIOR OF PASSENGERS.
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•
Avoid sea conditions that are beyond the skill and experience of you and your crew.
MAKE SURE ONE OTHER PERSON ON THE BOAT IS INSTRUCTED IN THE OPERATION
OF THE BOAT AND 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.
•
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 engine. 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.
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 Safety Hotline,”
800-368-5647.
If the drive unit hits an underwater object, stop the engine. Inspect the drive unit for damage. If the
unit 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.
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.
TURN OFF THE ENGINE AT IDLE SPEED. RACING THE ENGINE BEFORE SWITCHING
IT OFF CAN DRAW WATER INTO THE ENGINE THROUGH THE EXHAUST. THIS CAN
CAUSE INTERNAL DAMAGE.
AFTER OPERATION:
•
If operating in saltwater, wash the boat and all equipment with soap and water. Flush the engines using
fresh water. Please refer to the engine owner's manual for instructions on flushing your outboard engines.
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•
Check the bilge area for debris and excess water.
•
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.
TO PREVENT DAMAGE TO THE BOAT, CLOSE ALL SEACOCKS BEFORE LEAVING THE
BOAT.
12.5 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. Most towers are designed for two average-sized people. Remember, weight in the tower raises
the boat's center of gravity and the boat's motion is greatly exaggerated for the people 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 seals in the engine lower unit.
12.6 Tower Operation (Dealer Installation)
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 restart switches to be functional.
The following is a list of safety precautions for tower operation:
•
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.
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•
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 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 the engine alarm sounds, immediately put the boat in NEUTRAL and shut “OFF” the engine until the
problem is found.
•
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.
12.7 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.
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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.
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 engines straight and shift to neutral when you feel you have enough momentum to reach the dock.
Use reverse to slow the boat and pull the stern toward the dock as the boat approaches. 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 at 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 engines straight ahead. Use the engines
and turn the steering wheel 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 or turning the wheel. When nearly
in the slip all the way, straighten the engines and shift to forward to stop. Keep the engines running until the
lines are secured.
Securing Dock Lines
Securing a boat 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 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 10 to 15 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.
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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 rode is attached to the 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. Play 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 tangled in the line. Additional scope of 10 times the
depth may be required for storm conditions. Check landmarks on shore 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 you 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.
12.8 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 opening
the engine cowling 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.
KEEP HANDS, FEET, HAIR AND CLOTHING AWAY FROM THE ENGINE AND PROPULSION SYSTEM.
12.9 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
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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.
12.10 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 PURSUIT BOATS ARE NOT DESIGNED OR INTENDED TO
BE USED FOR TOWING OR LIFTING 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, LIFTING 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 runs aground, evaluate the damage then proceed at low speed to the nearest service facility and
have an immediate inspection made before further use of the craft. A damaged boat can take on water. Keep
all life saving devices close at hand while driving to a dock area. If the boat cannot be immediately removed
from the water, thoroughly inspect the bilge area for leaks so that the boat does not sink while moored.
12.11 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 over the transom
can usually be corrected by turning the boat into the waves. If the bilge is flooding because of a hole in the
hull, the engine bracket 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 into the Coast Guard or nearby boats and
distribute life jackets as soon as you discover your boat is in trouble.
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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.
12.12 Transporting Your Boat
The Pursuit 2670 Cuddy Console 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
Pursuit Customer Relations 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 PURSUIT WARRANTY.
12.13 Trailering Your Boat
If you trailer your boat, make sure that your tow vehicle is capable of towing the weight of the trailer, boat
and equipment and the weight of the passengers and equipment inside the vehicle. This may require that the
tow vehicle be specially equipped with a larger engine, transmission, brakes and trailer tow package.
The boat trailer is an important part of your boating package. The trailer should be matched to your boat's
weight and hull. Using a trailer with a capacity too low will be unsafe on the road and cause abnormal wear.
A trailer with a capacity too high, can damage the boat. Contact your dealer to evaluate your towing vehicle
and hitch, and to make sure you have the correct trailer for your boat.
Important Note:
Your 2670 Pursuit is a heavy boat and care must be taken when selecting the trailer. We recommend
that you use a bunk style trailer that incorporates a combination of heavy duty rollers to support the
keel and long bunks running under and parallel to the stringers to support the hull. Avoid using a full
roller trailer that does not have bunks. Roller trailers have a tendency to put extreme pressure points
on the hull, especially on the lifting strakes, and have damaged boats. The situation is worse during
launching and haul out. Damage resulting from improper trailer support or the use a full roller trailer
will not be covered by the Pursuit Warranty.
The following safety tips and a book titled “Sportfish, Cruisers, Yachts - Owner's Manual,” included in your
literature packet, provide additional information you should know before trailering your boat.
Note:
•
Contact your dealer to evaluate your towing vehicle and hitch, and to make sure you
have the correct trailer for your boat.
Make sure the trailer is a match for your boat’s weight and hull design. More damage can be done to a
boat by the stresses of road travel than by normal water operation. A boat hull is designed to be supported
evenly by water. So, when it is transported on a trailer it should be supported structurally as evenly across
the hull as possible allowing for even distribution of the weight of the hull, engine and equipment.
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•
Make sure the trailer bunks and rollers properly support the hull and do not put pressure on the lifting
strakes. The rollers and bunks must be kept in good condition to prevent scratching and gouging of the
hull.
•
The capacity rating of the trailer should be greater than the combined weight of the boat, motor, and
equipment. The gross vehicle weight rating must be shown on the trailer. Make sure the weight of the
boat, engine, gear and trailer is not more than the gross vehicle weight rating.
•
Make sure the boat is securely fastened on the trailer to prevent movement between the boat and trailer.
The bow eye on the boat should be secured with a rope, chain or turnbuckle in addition to the winch cable.
Additional straps may be required across the beam of the boat.
Note:
Your dealer can provide instructions on how to load, fasten and launch your boat.
Before Going Out On The Highway:
•
CANVAS ENCLOSURES 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.
•
Make sure the tow BALL and TRAILER COUPLER are the same size and bolts and nuts are tightly
secured.
•
The COUPLER MUST BE COMPLETELY OVER THE BALL and the LATCHING MECHANISM
LOCKED DOWN.
•
Make sure the TRAILER IS LOADED EVENLY from front to rear as well as side to side and has the
correct weight on the hitch. Too much weight on the hitch will cause the rear of the tow vehicle to drag
and may make steering more difficult. Too little weight on the hitch will cause the rig to fishtail and will
make controlling the tow vehicle difficult. Contact your Pursuit dealer or the trailer manufacturer for
the correct weight on the hitch for your trailer.
•
The SAFETY CHAINS must be attached crisscrossing under the coupler to the frame of the tow vehicle.
If the ball was to break, the trailer would follow in a straight line and prevent the coupler from dragging
on the road. Make sure the trailer emergency brake cable or chain is also installed to the tow vehicle frame.
•
Make sure the LIGHTS on the trailer function properly.
•
CHECK THE BRAKES. On a level parking area roll forward and apply the brakes several times at
increasing speeds to determine if the brakes on the tow vehicle and trailer are working properly.
•
Make sure the tow vehicle has SIDE VIEW MIRRORS that are large enough to provide an unobstructed
rear view on both sides of the vehicle.
•
CHECK THE TIRES and WHEEL BEARINGS.
MAKE SURE YOUR TOWING VEHICLE AND TRAILER ARE IN COMPLIANCE WITH ALL
STATE AND LOCAL LAWS. CONTACT YOUR STATE MOTOR VEHICLE BUREAU FOR
LAWS GOVERNING THE TOWING OF TRAILERS.
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12.14 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.
•
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.
•
Turn off the engines when the person is alongside and use a ring buoy or a boat cushion with a line attached,
a paddle or boathook to assist him to the boat. Make sure you don't hit him with the ring buoy or the boat.
•
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 Equipment chapter for more information on first aid and requesting emergency
medical assistance.
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 ENGINE(S).
12.15 Water Skiing
Your Pursuit could be equipped for water skiing. If you have never driven skiers before, you should spend
some hours as an observer and learn from an experienced driver. If you are an experienced driver, you should
take some time to become familiar with the boat and the way it handles before pulling a skier. The driver
should also know the skier’s ability and drive accordingly. The following safety precautions should be
observed while towing water skiers.
•
Water ski only in safe areas, away from other boats and swimmers, out of channels, and in water free of
underwater obstructions.
•
Make sure that anyone who skis can swim. Do not allow people who cannot swim to water ski.
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BE SURE THAT THE SKIER IS WEARING A PROPER LIFE JACKET. A WATER SKIER
IS CONSIDERED ON BOARD THE BOAT AND A COAST GUARD APPROVED LIFE JACKET
IS REQUIRED. IT IS ADVISABLE AND RECOMMENDED FOR A SKIER TO WEAR A FLOTATION DEVICE DESIGNED TO WITHSTAND THE IMPACT OF HITTING THE WATER
AT HIGH SPEED. WATER SKI ONLY DURING DAYLIGHT HOURS. ALWAYS CARRY A
SECOND PERSON ON BOARD TO OBSERVE THE SKIER SO THAT YOUR FULL ATTENTION CAN BE GIVEN TO THE SAFE OPERATION OF THE BOAT.
•
Approach a skier in the water from the downwind side and be certain to stop the motion of the boat and
your motor before coming in close proximity to the skier.
•
Give immediate attention to a fallen skier. A fallen skier is very hard to see by other boats and is extremely
vulnerable. When a skier falls, be prepared to immediately turn the boat and return to the skier. Never
leave a fallen skier alone in the water for any reason.
For additional information on water skiing, including hand signals and water skiing manuals, contact the
American Water Skiing Association in Winter Haven, Florida, 863-324-4341.
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 ENGINE IS RUNNING. STOP THE ENGINE IF DIVERS, SWIMMERS OR SKIERS ARE ATTEMPTING TO BOARD. ALWAYS REMOVE AND PROPERLY STORE THE
LADDER BEFORE STARTING THE ENGINE.
12.16
NOTICE
Trash Disposal
THE DISCHARGE OF PLASTIC TRASH OR TRASH MIXED WITH PLASTIC IS ILLEGAL
ANYWHERE IN THE MARINE ENVIRONMENT. IT IS ALSO ILLEGAL TO DISCHARGE
GARBAGE IN THE NAVIGABLE WATERS OF THE UNITED STATES INCLUDING THE
GREAT LAKES.
Regional, State, and local restrictions on garbage discharges also may apply. 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.
Responsible boaters store refuse in bags and disposed 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.
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Chapter 13:
ROUTINE MAINTENANCE
13.1 General
BEFORE USING A CLEANING PRODUCT, REFER TO THE PRODUCT DIRECTIONS AND
SPECIFICATIONS.
NOTICE
IF URETHANE FOAM IS USED IN THE CONSTRUCTION OF YOUR BOAT, USE SPECIAL
CARE WITH HIGH TEMPERATURES OR FLAMES IN THESE AREAS. URETHANE FOAM
CAN IGNITE. REFRAIN FROM BURNING, WELDING, SMOKING, THE USE OF SPACE
HEATERS AND LIGHTS IN AREAS WHERE URETHANE FOAM IS PRESENT. IF IGNITED,
URETHANE FOAM BURNS RAPIDLY, PRODUCES EXTREME HEAT, RELEASES HAZARDOUS GASES AND CONSUMES MUCH OXYGEN.
WHEN PAINTING OR CLEANING, VENTILATE THE AREA. PAINT OR CLEANING PRODUCTS MAY BE FLAMMABLE AND/OR EXPLOSIVE.
13.2 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.
NOTICE
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. SANDING OR SANDBLASTING AND THE
USE OF A COATING OTHER THAN STANDARD ANTIFOULING PAINT OR EPOXY BARRIER COATINGS ARE NOT RECOMMENDED AND WILL VOID THE FIVE YEAR HULL
BLISTER WARRANTY.
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Do not allow the hull antifouling paint to contact the outboard motor. Most antifouling paints designed for hull
bottoms contain copper and can cause severe galvanic damage to the motor. Always leave a 1/2" barrier between
the hull bottom paint and outboard motor.
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 outboard engines, the trim tabs and on the transom. The transom
zinc is connected to the bonding system and protects the underwater hardware that is bonded.
The anodes are less noble than copper based alloys and aluminum and will deteriorate first, protecting the more
noble 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.
Boats stored in saltwater will typically need to have the anodes replaced at least 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. Contact your dealer for the proper size and
type of 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.
DO NOT WAX NONSKID AREAS AS THIS COULD MAKE THEM SLIPPERY AND CONSEQUENTLY INCREASE THE POSSIBILITY OF INJURY.
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USE EXTREME CARE WHEN WALKING ON WET GELCOAT SURFACES AS THEY ARE
SLIPPERY.
Stainless Steel Hardware
When using the boat in saltwater, the hardware should be washed with soap and water after each use. When
your 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.
Hard tops with 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 saltwater. The anodized aluminum used on your Pursuit
was coated with a metal protector called Aluma Guard at the factory. Aluma Guard is a nonabrasive marine
metal protector that protects anodized aluminum, stainless steel, brass, and chrome. It also protects color
anodizing from fading and discoloring due to harmful ultraviolet rays. It is available from Rupp Marine Inc.,
4761 Anchor Avenue, P.O. Drawer F, Port Salerno, FL 34992.
ONE DRAWBACK TO ALUMA GUARD AND OTHER METAL PROTECTORS IS THAT THEY
CAN MAKE THE METAL SLIPPERY. THEREFORE, THEY SHOULD NOT BE USED ON
TOWER LADDERS, STEERING WHEELS AND OTHER AREAS WHERE A GOOD GRIP AND
SURE FOOTING ARE IMPORTANT.
Stains can be removed with a metal polish or fine polishing compound. To minimize corrosion, use a caulking
compound 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.
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YOU SHOULD CONTACT PURSUIT CUSTOMER RELATIONS BEFORE MAKING ANY
MODIFICATIONS TO ALUMINUM FABRICATIONS. UNAUTHORIZED MODIFICATIONS
CAN VOID THE WARRANTY.
NOTICE
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
Solvents
Glass cleaners
Acetone
Alcohol
Cleaners containing ammonia
Engines
Proper engine maintenance is essential to the proper performance and reliability of your outboard engines.
Maintenance schedules and procedures are outlined in your engine owner's manual. They should be followed
exactly.
If the boat is used in saltwater, flush the cooling systems after each daily use. To flush the systems when the
boat is out of the water, follow the procedure outlined in your engine owner's manual.
The age of gasoline can affect engine performance. Chemical changes occur as the gasoline ages that can cause
deposits and varnish in the fuel system as well as reduce the octane 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 stabilizer should be added to the gasoline to protect the fuel
from degradation. Your dealer or the engine manufacturer can provide additional information on fuel
degradation and fuel stabilizers recommended for your engine.
Avoid using fuels with alcohol additives. Gasoline that is an alcohol blend will absorb moisture from the air
which can reach such concentrations that "phase separation" can occur whereby the water and alcohol mixture
becomes heavy enough to settle out of the gasoline to the bottom of the tank. Since the fuel pick up tube is
very near the bottom of the tank, phase separation can cause the engine to run very poorly or not at all. This
condition is more severe with methyl alcohol and will worsen as the alcohol content increases. Water or a
jelly like substance in the fuel filters is an indication of possible phase separation from the use of alcohol
blended fuels.
Please contact your Pursuit dealer or engine manufacturer for additional information regarding fuels and
additives.
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13.3 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, powered 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.
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.
•
•
•
•
•
•
•
Dry soil, dust and dirt - Remove with a soft cloth.
Dried on dirt - Wash with a soft cloth dampened with water.
Variations in surface glass - 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.
Canvas and Side Curtains
Acrylic 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.
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.
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.
DO NOT USE ANY POLISH CONTAINING LEMON SCENTS OR LEMON. THE LEMON
JUICE WILL ATTACK THE VINYL AND SHORTEN ITS LIFE.
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Snaps should be lubricated periodically with petroleum jelly or silicone grease. Zippers should be lubricated
with silicone spray or paraffin.
The binimi 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.
13.4 Cabin Interior
The cabin interior can be cleaned just like you would clean a home interior. To preserve the teak woodwork,
use teak oil. 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 of 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.
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.
ALWAYS READ THE LABEL CAREFULLY ON MILDEW PROTECTORS. REMOVE THE
PROTECTOR AND ALLOW THE CABIN TO VENTILATE COMPLETELY BEFORE USING
THE CABIN.
13.5 Bilge
To keep the bilge clean and fresh, use a commercial bilge cleaner regularly. Follow the directions carefully.
All exposed pumps and metal components should be sprayed periodically with a protector to reduce the
corrosive effects of the high humidity always present in these areas.
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 compartment is provided by vents. Periodic inspection and cleaning of the
ventilation ducts are necessary to ensure adequate air circulation.
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13.6 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 layup.
•
Frequently test the automatic bilge switch for proper operation. This is accomplished by manually
activating the float switch. 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 fresh water to keep them clean and free flowing.
•
Operate the thru-hull valves once a month and service as required.
NEVER USE HARSH CHEMICAL DRAIN CLEANERS IN MARINE DRAIN SYSTEMS. PERMANENT DAMAGE TO THE HOSES AND FITTINGS MAY RESULT.
ALL DRAINS AND PUMPS MUST BE PROPERLY WINTERIZED BEFORE WINTER LAYUP.
NOTICE
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Chapter 14:
SEASONAL MAINTENANCE
14.1 Storage and Lay-up
Before Hauling:
•
Pump out the head. Flush the holding tank using clean soap, water and a deodorizer. Pump out the
cleaning solution.
•
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. Moisture from condensation
in the fuel tank can reach such concentrations that it becomes heavy enough to settle out of the gasoline
to the bottom of the tank. Since fuel pickup tubes are located near the bottom of the tank, this accumulated
moisture can cause the engine to run poorly or not at all after extended storage.
Chemical changes also occur as the gasoline ages that can cause deposits and varnish in the fuel system
as well as reduce the octane 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 or
during winter storage, a fuel stabilizer should be added to the gasoline to help protect the fuel system from
these problems. Operate the boat for at least 15 minutes after adding the stabilizer to allow the treated
fuel to reach the engine.
Your dealer or the engine manufacturer can provide additional information on fuel degradation and fuel
stabilizers recommended for your engine. For more recommendations for your specific area, check with
your local Pursuit 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 drawing in the Schematics section of this manual for the correct position of the lifting slings. The
positions are marked with small labels on each side of the boat under the rubrails. The fore and aft slings should
be tied together to prevent the slings from sliding on the hull.
Elevating lifts are commonly used to store boats for extended periods. To provide proper support, the bunks
that support the hull should be aligned with and run parallel to the hull stringers. The bow and stern eyes (if
so equipped) should not be used as sole support for storage.
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BOATS CAN BE DAMAGED FROM IMPROPER LIFTING AND ROUGH HANDLING WHEN
BEING TRANSPORTED BY LIFT TRUCKS. CARE AND PROPER HANDLING PROCEDURES
MUST BE USED WHEN USING A LIFT TRUCK TO MOVE THE BOAT. NEVER ATTEMPT
TO LIFT THE BOAT WITH A SUBSTANTIAL AMOUNT OF WATER IN THE BILGE.
SEVERE GELCOAT CRACKING OR MORE SERIOUS HULL DAMAGE CAN OCCUR DURING HAULING AND LAUNCHING IF PRESSURE IS CREATED ON THE GUNWALES
(SHEER) BY THE SLINGS. FLAT, WIDE 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.
Supporting The Boat For Storage
A trailer, elevating lift or a well-made cradle is the best support for your boat during storage.
When storing the boat on a trailer for a long period:
• Make sure the rollers and pads support the hull of the boat.
•
Make sure the trailer is on a level surface and the bow is high enough so that water will drain from the
bilge and cockpit.
•
The trailer must properly support the hull. The bunks and rollers should match the bottom of the hull
and should not be putting pressure on the lifting strakes.
•
Make sure the hitch is properly supported.
•
Check the tires once each season. Add enough air for the correct amount of inflation for the tires.
When storing the boat on a lift or cradle:
• The cradle must be specifically for boat storage.
•
Make sure the lift or cradle is well supported with the bow high enough to provide proper drainage of
the bilge.
•
•
Make sure the engines are in the down position.
The cradle or lift must be in the proper fore and aft position to properly support the hull. When the cradle
or lift is in the correct location, the bunks should match the bottom of hull and should not be putting
pressure on the lifting strakes.
BOATS HAVE BEEN DAMAGED BY TRAILERS, LIFTS AND CRADLES THAT DON’T PROPERLY SUPPORT THE HULL. ALWAYS MAKE SURE THE BUNKS AND ROLLERS ARE
ADJUSTED SO THEY ARE NOT PUTTING PRESSURE ON THE LIFTING STRAKES AND
ARE PROVIDING ENOUGH SUPPORT FOR THE HULL. HULL DAMAGE RESULTING
FROM IMPROPER CRADLE OR TRAILER SUPPORT IS NOT COVERED BY THE PURSUIT
WARRANTY.
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Preparing The Boat For Storage:
• Remove the bilge drain plug(s), 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.
•
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.
•
Clean out, totally drain and completely dry the fishboxes, sinks and livewells.
•
Thoroughly clean the interior of the boat. Vacuum all carpets and dry clean drapes and upholstery.
•
Remove cushions, open the refrigerator/cooler door 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.
•
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. should also be sprayed with this disinfectant.
14.2 Winterizing
Fresh Water System
The entire fresh water 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 fresh water 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 fresh 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 nontoxic,
fresh water system antifreeze. After draining the potable water tank, lines and water heater, pour the antifreeze
mixture into the fresh water tank, prime and operate the pump until the mixture flows from all fresh water
faucets. Be sure to open all hot and cold water faucets, including the fresh water spray head in the stern bait
station sink and the water supply valve for the head. Make sure antifreeze has flowed through all of the fresh
water drains.
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The shower/cabin 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 the shower drain until antifreeze has been pumped
through the entire system and out of the thru-hull.
For additional information please refer to the Fresh Water System chapter.
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 pump, blowing the lines will not remove the water from the raw
water pump. Remove the 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 nontoxic,
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 and discharge fittings and drains. Be sure antifreeze has flowed through all of the raw
water drains.
Make sure to run the stern fishbox macerator pump until all the water is removed from the fishbox and the
pump. To avoid damage to the pump, be careful not to run the pump dry for more than 10 seconds.
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 one gallon 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.
Make sure you follow the marine toilet manufacturer's winterizing instructions exactly.
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 self-bailing cockpit troughs. Water freezing in these
areas could cause damage.
Hard Top
It is imperative that all drain holes in the legs are open and that the legs are completely free of water. Remove
the canvas 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.
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ALWAYS MAKE SURE THE LEG DRAIN HOLES ARE CLEAR WHEN THE BOAT IS LAID
UP FOR THE WINTER. WATER TRAPPED INSIDE THE HARDTOP, TOWER OR RADAR
ARCH LEGS COULD FREEZE AND CAUSE THE LEGS TO SPLIT.
Tower (if installed)
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, the belly band
or other upholstery 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. Cover the tower basket with a tarp
and secure it properly.
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.
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 winds 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.
Whenever possible, do not use the bimini top or convertible top canvas in place of the winter storage cover.
The life of these canvases may be significantly shortened if exposed to harsh weather elements for long periods.
PLACING AN ELECTRIC OR FUEL BURNING HEATING UNIT IN THE BILGE AREA CAN
BE POTENTIALLY HAZARDOUS AND IS NOT RECOMMENDED.
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. 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.
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14.3 Recommissioning
DO NOT OPERATE THE BOAT UNLESS IT IS COMPLETELY ASSEMBLED. KEEP ALL
FASTENERS TIGHT. KEEP ADJUSTMENTS ACCORDING TO SPECIFICATIONS.
BEFORE LAUNCHING THE BOAT, MAKE SURE THE HULL DRAIN PLUG IS INSTALLED.
Reactivating The Boat After Storage:
•
Charge and install the batteries.
•
Install the drain plug in the hull.
•
Check the engines for damage and follow the manufacturer’s instructions for recommissioning.
•
Check the engine's mounting bolts to make sure they are tight.
•
Perform all routine maintenance.
•
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.
•
Check and lubricate the steering system.
•
Clean and wash the boat.
•
Install all upholstery, cushions and canvas.
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After Launching:
•
Carefully check all water systems and the engine bolts for leaks. Operate each system one at a time
checking for leaks and proper operation.
•
Check the bilge pump manual and automatic switches.
•
When the engines start, check the cooling system port below the engine cowling for a strong stream of
water. This ensures that the cooling pump is operating.
•
Carefully monitor the gauges and check for leakage and abnormal noises.
•
Operate the boat at slow speeds until the engine temperature stabilizes and all systems are operating
normally.
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THIS PAGE WAS LEFT BLANK
INTENTIONALLY
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Appendix A:
GLOSSARY OF TERMS
Aft: In, near, or toward the stern of a 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.
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 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.
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.
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.
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.
Bow: The front end of a boat's hull.
Bow Line: A line that leads forward from the bow of the boat.
Bow Rail: Knee high rails of solid tubing to aid in preventing people from falling overboard.
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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.
Bulkhead: Vertical partition or wall separating compartments of a boat.
Cabin: Enclosed superstructure above the main deck level.
Capsize: When a boat lays on its side or turns over.
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.
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.
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.
Compartment: The interior of a boat divided off by bulkheads.
Cradle: A framework designed to support a boat as she is hauled out or stored.
Cutlass Bearing: A rubber bearing in the strut that supports the propeller shaft.
Deck: The floor-like platform of a boat that covers the hull.
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.
Electrical 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.
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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.
Following Sea: A sea that comes up from the stern and runs in the same direction that the boat is going.
Fore:
Applies to the forward portions of a boat near the bow.
Foundering: When a boat fills with water and sinks.
Freeboard: The height from the waterline to the lowest part of the deck.
Galley: The kitchen of a boat.
Grab Rail: Hand-hold fittings mounted on cabin tops or sides for personal safety when moving around the
boat, both on deck and below.
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.
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Helm: The steering and control area of a boat.
Hull: The part of the boat from the deck down.
Inboard: A boat with the engine mounted within the hull of 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.
Keel: 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.
Lay-up: To decommission a boat for the winter (usually in northern climates).
Leeward: The direction toward which the wind is blowing.
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.
Line: The term used to describe a rope when it is on a boat.
Lists: A boat that inclines to port or starboard while afloat.
L.O.A.: Boat length overall.
Locker: A closet, chest or box aboard a boat.
Loran: An electronic navigational instrument which monitors the boat's position using signals emitted from
pairs of transmitting stations.
Lunch hook: A small light weight anchor typically used instead of the working anchor. Normally used in
calm waters with the boat attended.
Midships: The center of the boat.
Marina: A protected facility primarily for recreational small craft.
Marine Ways or Railways: Inclined planes at the water’s edge onto which boats are hauled.
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Moored: A boat secured with cables, lines or anchors.
Mooring: An anchor permanently embedded in the bottom of a harbor that is used to secure a boat.
Nautical Mile: A unit of measure equal to one minute of latitude. (6076 feet)
Nun Buoy: A red or red-striped buoy of conical shape.
Outboard:
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.
Pad Eye: A deck fitting consisting of a metal eye permanently secured to the boat.
Pier: A structure which projects out from the shoreline.
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.
Pitch: The measure of the angle of a propeller blade. Refers to the theoretical distance the boat travels with
each revolution of the propeller.
P.F.D: Personal Flotation Device.
Port: The left side of the boat when facing the bow.
Porthole (port): The opening in the side of a boat to allow the admittance of light and air.
Propeller: A device having two or more blades that is attached to the engine and used for propelling a boat.
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.
Pyrotechnic Distress Signals: Distress signals that resemble the brilliant display of flares or fireworks.
Raw Water Cooled: Refers to an engine cooling system that draws sea water in through a hull fitting or
engine drive unit, circulates the water in the engine, and then discharges it overboard.
Reduction Gear: Often combined with the reverse gear so that the propeller turns at a slower rate than the
engine.
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.
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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.
Rudder: A moveable flat surface that is attached vertically at or near the stern for steering.
Sea anchor: An anchor that does not touch the bottom. Provides drag to hold the bow in the most favorable
position in heavy seas.
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.
Stow: To pack away neatly.
Stringer: Longitudinal members fastened inside the hull for additional structural strength.
Strut: Mounted to the hull which supports the propeller shaft in place.
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.
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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.
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.
Wake: 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.
Watertight Bulkhead: Bulkheads secured so tightly so as not to let water pass.
Wharf: A structure generally parallel to the shore.
Working Anchor: An anchor carried on a boat for most normal uses. Refers to the anchor used in typical
anchoring situations.
Windlass: A winch used to raise and lower the anchor.
Windward: Toward the direction from which the wind is coming.
Yacht Basin: A protected facility primarily for recreational small craft.
Yaw: When a boat runs off her course to either side.
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Appendix B:
MAINTENANCE SCHEDULE AND LOG
Ea
MAINTENANCE
ch
W
U
se
ee
M
kl
y
on
Ea
ch
th
ly
Y
Se
as
on
A
ea
rly
sN
ee
de
d
X
Clean hull below the waterline
Bottom paint hull
X
X
X
X
X
Check sacrificial anodes
Replace sacrificial anodes
Wash boat canvas & hardware
X
X
X
Wax exterior gelcoat
X
X
Clean & protect hardware
X
Polish & protect plastic glass
X
X
Clean exterior upholstery
X
X
Clean cabin & interior upholstery
X
Flush engine with fresh water
Spray metal components in bilge with a
protector
X
X
Clean bilge
X
Check bilge for leaks
X
X
Inspect & operate thru-hull valves
Inspect steering & control systems
X
X
X
Service steering & control systems
X
Inspect fuel system for leaks
X
Inspect & service fuel system
Inspect fuel tank vents & screens
X
Replace fuel filters
X
Lubricate fuel fill O-rings
X
Inspect fire extinguisher
X
Test bilge pump auto switches
X
Inspect & protect electrical components,
wire & battery connections
X
Check battery electrolyte & service
Test and inspect AC electrical system &
shore power cord
X
Inspect water systems for leaks
X
Check neutral safety switch
X
X
Check trim tab fluid level
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MAINTENANCE LOG
Date
Hours
112
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
Dealer
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Service/Repairs
113
MAINTENANCE LOG
Date
Hours
114
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
Dealer
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Service/Repairs
115
MAINTENANCE LOG
Date
Hours
116
Dealer
Service/Repairs
2670 Cuddy Console
Appendix C:
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
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
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.
FORMAL INSTRUCTION IN BOATING SAFETY
[ ] None
[ ] State
[ ] U.S. Power Squadrons
[ ] USCG Auxiliary
[ ] American Red Cross
[ ] Other (Specify)
(this vessel)
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 (Specify)
ENGINE
[ ] Outboard
[ ] Inboard gasoline
[ ] Inboard diesel
[ ] Inboard-outdrive
[ ] Jet
[ ] Other (Specify)
PROPULSION
No. of engines
Horse Power (total)
Type of fuel
CONSTRUCTION
Length
Year built (boat)
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
TIME
am
NAME OF BODY OF WATER
pm
NEAREST CITY OR TOWN
DATE OF ACCIDENT
STATE
WEATHER
[ ] Clear
[ ] Cloudy
[ ] Fog
[ ] Rain
[ ] Snow
[ ] Hazy
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
[ ] Skin Diving/
[ ] Towing
Swimming
[ ] Other (Specify)
[ ] Being Towed
LOCATION (Give location precisely)
COUNTY
TEMPERATURE
(Estimate)
Air
Water
TYPE OF ACCIDENT
(Check all applicable)
[ ] Grounding
[ ] Capsizing
[ ] Flooding
[ ] Sinking
[ ] Fire or explosion (fuel)
[ ] Fire or explosion
(Other than fuel)
[ ] Fallen Skier
[ ] Collision with Vessel
F°
F°
[ ] Collision with
Fixed Object
[ ] Collision with
Floating Object
[ ] Falls Overboard
[ ] Falls in boat
[ ] Hit by Boat or
Propeller
[ ] Other (Specify)
PERSONAL FLOTATION DEVICES (PFDS)
Was the boat adequately equipped with
Was the vessel carrying NON approved
flotation devices?
[ ] Yes [ ] No
COAST GUARD APPROVED FLOTATION
Were they accessible? [ ] Yes [ ] No
DEVICES?
[ ] Yes [ ] No
Were they used?
[ ] Yes [ ] No
Were they accessible?
[ ] Yes [ ] No
If Yes, indicate kind.
Were they serviceable?
[ ] Yes [ ] No
Were they used by survivors? [ ] Yes [ ] No
What type? [ ] I, [ ] II, [ ] III, [ ] IV, [ ] V (specify)
Were PFD’s properly used?
[ ] Yes [ ] No
Adjusted
[ ] Yes [ ] No
Sized
[ ] Yes [ ] No
Lat
Long
WIND
[ ] None
[ ] Light (0 - 6mph)
[ ] Moderate (7 - 14 mph)
[ ] Strong (15 - 25 mph)
[ ] Storm (Over 25 mph)
VISIBILITY
DAY
NIGHT
[ ] Good
[]
[ ] Fair [ ]
[ ] Poor [ ]
WHAT IN YOUR OPINION CONTRIBUTED TO THE
ACCIDENT (Check all applicable)
[ ] Weather
[ ] Alcohol use
[ ] Excessive speed
[ ] Drug use
[ ] No Proper Lookout [ ] Fault of Hull
[ ] Restricted Vision [ ] Fault of Machinery
[ ] Overloading
[ ] Fault of Equipment
[ ] Improper Loading [ ] Hunting
[ ] Racing
[ ] Operator Inexperience
[ ] Hazardous Waters [ ] Operator Inattention
[ ] Other (Specify)
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
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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117
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
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Name of Reviewing Office
Date Received
Secondary Cause of Accident
Reviewed By
2670 Cuddy Console
Appendix D:
Float Plan
Pursuit 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
3.
4.
Trim
Length
Other Info
Make
Engine type
No. of Engines
H.P.
Fuel Capacity
Survival equipment: (Check as appropriate)
PFDS
Smoke Signals
Paddles
Anchor
5.
Radio
6.
Automobile license
Type
Color
7.
Color
Yes
Persons aboard
Name
Flares
Flashlight
Water
Raft or Dinghy
No
Mirror
Food
Others
EPIRB
Type
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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INTENTIONALLY
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2670 Cuddy Console
Appendix E:
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
CONTROL SYSTEMS
Hydraulic Steering is slow to respond & erratic.
• 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.
• Engine steering spindle is binding. Grease spindle.
The boat wanders and will not hold a course at cruise
speeds.
• There could be air in the steering system. Fill & bleed
the system.
• The engine steering tab is corroded or out of adjustment. Replace or adjust steering tab.
• Engine steering spindle is binding. Grease spindle.
The engine will not start with the shift control lever in
neutral.
• 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 may be need to have marine growth cleaned
from hull and running gear.
• Propeller may be damaged & need repair.
• Weeds or line around the propeller. Clean propeller.
• Boat is overloaded. Reduce load.
• Check for excessive water in the bilge. Pump out bilge
& find & correct the problem.
• The throttle adjustments has changed and the engine
is not getting full throttle. Adjust the throttle cable.
The boat vibrates at cruising speeds.
• Propeller may be damaged & need repair.
• The propeller or propeller shaft is bent. Repair or
replace damaged components.
• The running gear is fouled by marine growth or rope.
Clean running gear.
• The engine is not trimmed Properly. Trim engine.
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121
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
ENGINE PROBLEMS
The engine is running too hot.
• The engine raw water pick up strainer up is clogged
with marine growth. Clean pick up
• The engine raw water pump impeller is worn or damaged. Repair the pump.
• The engine thermostat is faulty and needs to be replaced.
The engine alternator is not charging properly.
• The battery cable is loose or corroded. Clean and
tighten battery cables.
• The alternator is not charging and must be replaced.
• The engine battery isolator in the charging system is
not working properly. Replace the isolator.
• The battery is defective. Replace the battery.
The engine suddenly will not operate over 2000 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.
The engine is loosing RPM. The boat is not overloaded
and the hull bottom and running gear are clean and in
good condition.
• The engine may be having a problem with a sticky
anti-siphon valve, located in the fuel line near the fuel
tank, that is restricting the fuel flow. Remove & clean
or replace the anti-siphon valve.
• The remote gasoline fuel filter could be dirty. Inspect
and replace the fuel filter.
• The primary fuel filter on the 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 engine is malfunctioning . Repair the fuel injection system.
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2670 Cuddy Console
TROUBLESHOOTING
GUIDE
PROBLEM
CAUSE AND SOLUTION
ACCESSORY PROBLEMS
The livewell pump runs, but does not pump water.
• The strainer on the intake scoop is clogged preventing
the water from getting to the pump. Put the boat in
reverse to clean the strainer.
• There is an air lock in the system. Run the boat above
15 m.p.h. and the pick up scoop will force the air lock
past the pump and prime the system.
• The thru-hull valve is not open. Open valve.
• The valve in the livewell is not open. Open the valve
in the livewell.
The automatic float switch on the bilge pump raises but
does not activate the pump.
• The in-line fuse near the battery switch has blown.
Replace the fuse.
• The pump impeller is jammed by debris. Clean pump
impeller housing.
• The pump is defective. Replace pump.
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