PURSUIT 2870 OFFSHORE Owner`s manual

2870 OFFSHORE
OWNER’S MANUAL
FISHING BOATS
3901 St. Lucie Blvd.
Ft. Pierce, Florida 34946
2870 OFFSHORE
Print Date 3/00
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2870 OFFSHORE
SAFETY INSTRUCTIONS
Your
2870 Offshore 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 WARNING, CAUTION and
DANGER 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 AND PROPERTY DAMAGE.
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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2870 OFFSHORE
Dear Pursuit 2870 Offshore Owner:
All of us at Pursuit are pleased that you have selected one of our products as
your boat. As I’m sure you’ve discovered during the selection and decision
process, your Pursuit has been designed, engineered and built with care and
precision.
Please allow me to note my personal philosophy. When I started this company,
my goal was to provide you, our customer, with the finest quality boat available.
Everything we have achieved since that time has been with the same goal in
mind.
The information in this owner’s manual has been assembled to assist you with
obtaining maximum enjoyment with your Pursuit. Please read this manual
completely and always operate your boat safely and courteously.
Thank you for selecting a Pursuit Fishing Boat. We all wish you many years
of boating fun and safety.
Sincerely,
Leon R. Slikkers
Chief Executive Officer
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2870 OFFSHORE
BOAT INFORMATION
Please fill out the following information section and leave it in your Pursuit
2870 Offshore 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:
TRAILER
MAKE:
MODEL:
SERIAL #:
GVRW:
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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2870 OFFSHORE
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
the Pursuit Customer Relations Department.
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 the Pursuit Customer Relations Department.
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.
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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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2870 OFFSHORE
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, 800-368-5647.
Education
If you are not an experienced boater, we recommend that the boat operator and other people that
normally accompanies the operator, enroll in a boating safety course. Organizations such as the
U.S. Power Squadrons, United States Coast Guard Auxiliary, State Boating Authorities and the
American Red Cross 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
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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, 800368-5647 for further information on boating safety courses.
Required Equipment
U.S. Coast Guard regulations require certain equipment on each boat. The Coast Guard also sets
minimum safety standards for vessels and associated equipment. To meet these standards some of
the equipment must be Coast Guard approved. “Coast Guard Approved Equipment” has been
determined to be in compliance with USCG specifications and regulations relating to performance,
construction, or materials. The equipment requirements vary according to the length, type of boat,
and the propulsion system. Some of the Coast Guard equipment is described in the Safety
Equipment chapter of this manual. For a more detailed description, obtain “Federal Requirements
And Safety Tips For Recreational Boats” by contacting the Boating Safety Hotline 800-368-5647
or your local marine dealer or retailer and read the book “Sportfish, Cruisers, Yachts - Owner's
Manual,” included with this manual.
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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2870 OFFSHORE
TABLE OF CONTENTS
Chapter 1:
Propulsion System
Page
1.1
1.2
1.3
1.4
1.5
1.6
Chapter 2:
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
Chapter 3:
3.1
3.2
3.3
3.4
Chapter 4:
4.1
4.2
4.3
4.4
General ................................................................................ 1-1
Drive Systems ...................................................................... 1-2
Engine Lubrication ................................................................ 1-2
Engine Cooling System ......................................................... 1-3
Propellers ............................................................................ 1-3
Engine Instrumentation .......................................................... 1-4
Helm Control Systems
General ................................................................................ 2-1
Engine Throttle and Shift Controls ......................................... 2-1
Neutral Safety Switch ........................................................... 2-2
Engine Power Tilt and Trim ................................................... 2-2
Engine Stop Switch ............................................................... 2-3
Steering System .................................................................... 2-4
Trim Tabs ............................................................................. 2-4
Control Systems Maintenance ................................................ 2-5
Fuel System
General ................................................................................ 3-1
Outboard Fuel System .......................................................... 3-3
Fueling Instructions ............................................................... 3-4
Fuel System Maintenance ..................................................... 3-6
Electrical System
General ................................................................................ 4-1
12-Volt System .................................................................... 4-1
110-Volt System .................................................................. 4-6
Electrical System Maintenance .............................................. 4-9
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TABLE OF CONTENTS
Chapter 5:
Freshwater System
Page
5.1
5.2
5.3
5.4
Chapter 6:
6.1
6.2
6.3
6.4
Chapter 7:
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
x
General ................................................................................ 5-1
Freshwater System Operation ............................................... 5-2
Shore Water Connection ...................................................... 5-2
Freshwater System Maintenance ........................................... 5-3
Raw Water System
General ................................................................................ 6-1
High Pressure Washdown ..................................................... 6-2
Livewell ................................................................................ 6-3
Raw Water System Maintenance .......................................... 6-4
Drainage Systems
General ................................................................................ 7-1
Cockpit Drains ..................................................................... 7-1
Hard-Top Drains .................................................................. 7-2
Bilge Drainage ...................................................................... 7-2
Fishbox and Storage Compartment Drains ............................ 7-3
Water System Drains ............................................................ 7-3
Cabin Sink Drains ................................................................. 7-3
Rope Locker Drains ............................................................. 7-4
Drainage System Maintenance .............................................. 7-4
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TABLE OF CONTENTS
Ventilation System
Chapter 8:
Page
8.1
8.2
8.3
Cabin Ventilation .................................................................. 8-1
Carbon Monoxide and Ventilation ......................................... 8-1
Maintenance ......................................................................... 8-3
Safety Equipment
Chapter 9:
9.1
9.2
9.3
9.4
9.5
9.6
9.7
9.8
General ................................................................................. 9-1
Engine Alarms ....................................................................... 9-1
Neutral Safety Switch ........................................................... 9-2
Engine Stop Switch ............................................................... 9-2
Required Safety Equipment ................................................... 9-2
Carbon Monoxide Detector .................................................. 9-5
First Aid ............................................................................... 9-7
Additional Safety Equipment ................................................. 9-8
Chapter 10:
10.1
10.2
10.3
10.4
10.5
10.6
10.7
10.8
Operation
General ................................................................................ 10-1
Rules of the Road ................................................................. 10-1
Pre-Cruise Check ................................................................ 10-3
Operating Your Boat ............................................................ 10-4
Tower Operation ................................................................. 10-7
Fishing ................................................................................. 10-8
Grounding and Towing ......................................................... 10-8
Trailering Your Boat ............................................................. 10-9
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TABLE OF CONTENTS
Chapter 11:
Exterior Equipment
Page
11.1 Deck ................................................................................... 11-1
11.2 Hull ...................................................................................... 11-3
11.3 Cockpit ............................................................................... 11-3
Chapter 12:
12.1
12.2
12.3
12.4
12.5
12.6
12.7
Marine Head System ............................................................ 12-1
Ice Box ................................................................................ 12-2
Air Conditioner .................................................................... 12-3
Galley and Sink .................................................................... 12-3
Stove ................................................................................. 12-3
Carbon Monoxide Detector ................................................. 12-4
Convertible V-Berth and Table ............................................. 12-5
Chapter 13:
13.1
13.2
13.3
13.4
Interior Equipment
Routine Maintenance
Exterior Hull and Deck ......................................................... 13-1
Upholstery, Canvas and Enclosures ...................................... 13-4
Cabin Interior ....................................................................... 13-6
Bilge .................................................................................... 13-7
Chapter 14:
Seasonal Maintenance
14.1 Lay-up and Storage ............................................................. 14-1
14.2 Winterizing ........................................................................... 14-4
14.3 Recommissioning .................................................................. 14-6
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TABLE OF CONTENTS
Chapter 15:
Schematics
Page
12-Volt DC Wiring Schematic ........................................................ 15-1
110-Volt Wiring Schematic ............................................................. 15-2
Hydraulic Steering System .............................................................. 15-3
Fuel System ................................................................................. 15-4
Fuel Selector Valves ....................................................................... 15-5
Freshwater System ......................................................................... 15-6
Raw Water System (Schematic 1) ................................................... 15-7
Head System ................................................................................. 15-8
Head System with Macerator .......................................................... 15-8
Hull Drainage System ...................................................................... 15-9
Cockpit Drainage System ............................................................... 15-10
Sling Positions ................................................................................ 15-11
Appendix A: Glossary of Terms ........................................................... A-1
Appendix B: Maintenance Log ............................................................. B-1
Appendix C: Boating Accident Report .................................................. C-1
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2870 OFFSHORE
Chapter 1:
PROPULSION SYSTEM
2870 Offshore
1.1 General
The Pursuit 2870 Offshore is designed to be powered with twin 2 cycle outboard motors. Most
outboard motors used on your Pursuit use an oil injection system. Oil is automatically injected in
the engines and mixed at the proper ratio from two oil tanks located in the stern bilge below the bait
and rigging station.
Note: Always monitor the oil level in the tanks and only use the type of oil specified by the
engine manufacturer.
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.
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1-1
DO NOT INHALE EXHAUST FUMES! EXHAUST CONTAINS CARBON MONOXIDE THAT IS
COLORLESS AND ODORLESS. CARBON MONOXIDE IS A DANGEROUS GAS THAT IS POTENTIALLY LETHAL.
1.2 Drive System
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.
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
Your outboard motors are lubricated by a variable ratio oil
injection system. The oil tanks are mounted below the hatch in
the center of the bridge deck. 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.
1-2
Engine Oil Tank
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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.
Note: 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.
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.
RUNNING AGROUND OR STRIKING AN UNDERWATER OBSTRUCTION CAN RESULT IN
SERIOUS INJURY TO PASSENGERS AND DAMAGE TO THE MOTOR OR BOAT. 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.
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1-3
1.6 Engine Instrumentation
The helm station is equipped with a set of
engine instruments and/or 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.
Instrument Panel
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.
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.
Temperature Gauge
The temperature gauge shows the temperature of the engine cooling system. 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.
Water Pressure Gauge
The water pressure gauge monitors the water pressure in the engine cooling system. Refer to the
engine manufacturer owner’s manual for more information on the cooling system water pressure
requirements for your engines.
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DO NOT OPERATE THE ENGINE(S) IF LOW WATER PRESSURE IS INDICATED. THIS
COULD BE AN INDICATION OF A COOLING SYSTEM BLOCKAGE OR AN IMPELLER FAILURE. IF LOW WATER PRESSURE IS INDICATED, SHUT THE ENGINE OFF AND INVESTIGATE AND CORRECT THE PROBLEM.
Oil Level Gauge
The oil level gauge indicates the amount of oil in the engine oil tank(s).
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.
Voltmeter
The voltmeter displays the voltage for the battery and the charging system. The normal voltage is
11 to 12 volts with the engines 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 trailering and shallow water operation. 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 the gallons per hour,
miles per gallon, total gallons used and engine synchronization. If you have a fuel management
system installed on your boat, please refer to the engine or fuel management manual for information
on that system.
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1-5
Depth Gauge
The depth gauge indicates the depth of the water below the bottom of the boat.
Compass
The compass is on top of the helm. To adjust the compass
for your area, read the instructions on “Compass Compensation” given to you in the literature packet. The
compass cannot be adjusted accurately at the factory 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.
Compass
Instrument Maintenance
Electrical protection for instruments and ignition circuitry is provided by a set of circuit breakers
located near the main battery switch. The ignition switches 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 difficulties.
1-6
2870 OFFSHORE
Chapter 2:
HELM CONTROL SYSTEMS
2.1 General
The helm controls consist of three systems: the engine throttle and shift controls, the steering
system, and the trim tab control switches. These systems provide the operator with the ability to
control the direction and attitude of the boat from the helm station.
Each manufacturer of the control components provides an owner’s manual with its product. It is
important that you read the manuals and become familiar with the proper care and operation of the
control systems.
2.2 Engine Throttle and Shift Controls
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 engine throttle and shift control systems consist of three
major components: the control handles, the throttle cable and
the shift cable. The cables are all the push-pull type. Two cables
are required for each engine. One cable connects the remote
throttle control to the carburetor or fuel injectors and the other
connects the remote shift control to the engine shift rod linkage.
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.
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Controls
2-1
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. If
the engine will not start, slight movement of the shift lever may be necessary to locate the neutral
position and disengage the safety cutout switch. Control or cable adjustments may be required to
correct this condition should it persist. See your Pursuit dealer for necessary control and cable
adjustments.
The neutral safety switches should be tested periodically to insure 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. Turn the engine off and have the problem corrected by a
qualified marine mechanic before using the boat.
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 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.
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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 AND SINGLE ENGINE BOATS REQUIRE
THE STEERING WHEEL TO BE TURNED COMPLETELY TO STARBOARD 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.
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.
2.5 Engine Stop Switch
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.
We strongly recommend that the lanyard be attached to the driver
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.
Refer to the engine owner's manual for more information on the engine
stop switch.
Engine Stop Switch
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2.6 Steering System
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.
2.7 Trim Tabs
The trim tabs are recessed into the hull below the
swim platform and integrated transom engine
mounting system. A dual toggle switch is used
to control the trim tabs. The switch is labeled
and controls 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 provides control for the
hull listing.
Before leaving the dock, make sure that the tabs
are in the full “UP” position by holding the
control in the bow up position for ten (10)
seconds.
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Trim Tab Switch
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Always establish the intended heading and cruise speed
before attempting to adjust the hull attitude with the trim
tabs. After stabilizing speed and direction, move the trim
tabs to achieve a level side to side running attitude being
careful not to over trim.
After depressing a trim tab switch, always wait a few
seconds for the change in the trim plane to take effect.
Avoid depressing the switch while awaiting the trim
plane reaction. By the time the effect is noticeable the
trim tab plane will have moved too far and thus the boat
will be in an overcompensated position.
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.
Trim Tab
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.
Lubrication should be performed as often as necessary to keep the system operating smoothly.
Control system adjustments may become necessary. If adjustments become necessary, see your
Pursuit dealer.
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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. 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 hydraulic steering manufacturer for proper
specifications and details on system service and maintenance.
Trim Tab Maintenance
Marine growth can interfere with the proper operation of the trim tab planes and actuators. To
reduce problems due to marine growth, always return the trim tabs to the full “UP” position after
operating the boat and periodically inspect and clean marine growth from the actuators and planes.
The trim tab fluid should be checked often. Keep the fluid level between the marks on the trim tab
pump reservoir.
If your Pursuit will be left in saltwater for extended periods it will be necessary to monitor the zinc
anodes on the trim tab planes. The anodes were installed at the factory to prevent galvanic corrosion
and will need to be changed when they are 75% of their original size.
Refer to the trim tab owner's manual for additional maintenance information and fluid specifications.
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Chapter 3:
FUEL SYSTEM
Fuel System
3.1 General
The gasoline 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 systems have been factory inspected and pressure tested in accordance with
regulations in effect at the time of manufacture. This inspection assures that the system is air tight,
leak proof and safe. It is the responsibility of the purchaser to maintain it in that condition. Make
frequent inspections to assure that no deterioration or loosening of connections is resulting from
vibration.
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.
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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 tank location
can increase or decrease accordingly. Be extremely careful when attempting to operate the boat
when low on fuel. Though some fuel may be in the tank, the relative trim angle of the boat may
cause the fuel to flow away from the withdrawal.
Fuel Gauge
This indicates the amount of fuel in the tanks. 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.
Fuel Gauge Switch
Note: 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.
Fuel Fills
A fuel fill deck plate is located on each gunnel, 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
Note: Do not overtighten the fuel cap. If the cap is overtightened, the O-ring seal could
be damaged allowing water to contaminate the fuel system.
DO NOT CONFUSE FUEL FILL DECK PLATES WITH THE WATER OR WASTE FILL DECK
PLATES. THESE PLATES ARE ALSO LABELED ACCORDINGLY. IF GASOLINE IS ACCIDENTALLY PUMPED INTO THE WATER OR WASTE TANK, DO NOT ATTEMPT TO PUMP
IT OUT YOURSELF. WATER AND WASTE PUMPS ARE NOT DESIGNED TO PUMP FUEL
AND A FIRE OR EXPLOSION COULD RESULT. CONTACT YOUR DEALER OR THE PURSUIT CUSTOMER RELATIONS DEPARTMENT FOR ASSISTANCE IN HAVING THE FUEL
PROFESSIONALLY REMOVED.
Fuel Vents
There are two fuel vent fittings, one on each side of the hull. While the tank is being filled, the air
displaced by the fuel escapes through the vent. When the tank is full, fuel will be ejected from the
fuel vent.
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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 Outboard Fuel System
The fuel system on the Pursuit 2870 has two fuel
tanks and four manual “ON/OFF” fuel valves
that are labeled to indicate the engine the valve
will supply. 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 gunnel, or the
starboard tank, which fills from the starboard
gunnel.
Fuel Valves
Proper fuel management is important on all boats. 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.
Note: 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.
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.
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DO NOT REMOVE THE ANTI-SIPHON VALVES FROM THE SYSTEM. SHOULD THE
VALVES BECOME CLOGGED, CLEAN AND REINSTALL OR REPLACE.
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 as needed. See Fuel System Maintenance for additional information on the fuel filter.
Note: Some fuel injected engines have fuel filters on the engine and
do not allow external fuel filters. If your boat is equipped with
fuel injected engine(s), it may not have a separate water
separator fuel filter.
Fuel Filter
3.3 Fueling Instructions
FUEL IS VERY FLAMMABLE. 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 FOR OUTBOARD ENGINES. 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 FOR THE
FUEL REQUIREMENTS FOR YOUR ENGINES.
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.
Estimate how much fuel is needed and avoid over filling the tank.
Note: When the fuel tank is full, fuel will come out through the fuel vent. The fuel vents
are located on each side of the boat.
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5.
A special key to open the fuel caps is supplied.
6.
Turn the key counterclockwise to open the cap.
7.
Remove the cap.
8.
Put the nozzle in the fuel opening.
STATIC ELECTRICITY CAN BE GENERATED WHILE FUELING AND CAN CAUSE A FIRE
OR EXPLOSION. TO PREVENT STATIC SPARKS WHEN FILLING THE TANK, MAKE SURE
THE NOZZLE IS IN CONTACT WITH THE FUEL OPENING.
SPILLED FUEL IS DANGEROUS AND CAN YELLOW FIBERGLASS OR IGNITE. MAKE SURE
YOU DO NOT SPILL ANY FUEL. IF FUEL IS SPILLED ON THE DECK, USE A CLOTH TO
REMOVE THE FUEL AND PROPERLY DISPOSE OF THE CLOTH ON SHORE. IF FUEL IS
SPILLED ON THE WATER, EXERCISE EXTREME CAUTION. FUEL FLOATS ON TOP OF
THE WATER AND CAN IGNITE. IF EXCESS FUEL IS SPILLED INTO THE WATER, IMMEDIATELY EVACUATE THE AREA AND NOTIFY THE MARINA AND THE PROPER OFFICIALS.
9.
Fill the fuel tank slightly less than the rated capacity to allow for expansion to
avoid spilling fuel out of the vents and fuel fills.
10.
Remove the nozzle.
11.
Install and tighten the fuel cap. Be careful not to overtighten the cap.
12.
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 Fuel System Maintenance
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 seal with petroleum jelly. The O-ring 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.
Periodically, remove the fuel vents and clean corrosion and salt buildup from the vent screens. The
screens will prevent insects and other foreign matter from contaminating the fuel and fuel system.
Fuel vents should be replaced if the vents or screens are damaged or badly corroded. Fuel vent
screens that are clogged will prevent the fuel tanks from venting properly and make filling the fuel
tanks difficult or cause fuel supply problems to the engines.
Be sure the screens are secure and that the fuel tank vent hose is properly routed and attached when
the vents are reinstalled or replaced. The fuel tank vent hose must be looped above the vent, secured
to the hull near the vent and securely attached to the vent hose fitting with two hose clamps.
Contaminated fuel may cause serious damage to your engines. The filters must be checked for
water and other contamination frequently. The filter elements must be changed at least once a
season or more frequently depending on the type of engine and the quality of the fuel. Please refer
to the engine or fuel filter manufacturer’s instructions for information on servicing and replacing
the fuel filter elements.
The age of gasoline can effect 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 are
an indication of phase separation from the use of alcohol blended fuels.
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DO NOT DRAIN ANY FUEL INTO THE BILGE. THIS COULD LEAD TO A FIRE OR EXPLOSION.
AFTER THE FILTER ELEMENTS HAVE BEEN CHANGED, PRIME THE FUEL SYSTEM AND
CHECK ALL FITTINGS FOR LEAKS BEFORE AND AFTER STARTING THE ENGINES.
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INTENTIONALLY
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Chapter 4:
ELECTRICAL SYSTEM
4.1 General
Your Pursuit is equipped with a 12-volt DC electrical system and a 110-volt AC system. The AC
system draws current from shore power outlets at dockside. The DC system draws current from
two (2) on-board batteries.
The 12-volt batteries in your boat are normally the lead-acid type. They will require similar
maintenance as those found in automobiles.
There are electrical schematics included in this manual to aid in following an individual circuit of
the boat.
4.2 12-Volt System
The 12-volt system is a fairly standard system. There are two (2) batteries, one for the starboard
engine and one for the port engine. The batteries are located below the bridge deck and can be
accessed through the hatch located between the helm and passenger seat. They are controlled by
two (2) battery selector switches. The batteries themselves can be charged by either engine
separately, both engines simultaneously, or by the battery charger when hooked to shore power.
All 12-volt power is distributed to the 12-volt accessories through individual circuit breakers
located in the 12-volt switch panels or the circuit breaker panel. A main circuit breaker, located
near the battery selector switches, protects the system from an overload. Other circuit breakers,
located near the selector switch, protect the circuit for the automatic float switch for the aft bilge
pump and the windlass. Most 12-volt accessories are operated directly by switches in the helm and
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.
Battery Selector Switches
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There are two (2) battery selector switches located in the
transom area of the boat. One battery switch feeds the starboard
engine and the 12-volt accessory panel. The other battery
switch feeds the port engine. 12-volt power can be supplied by
either battery #1 or battery #2 separately or by both batteries
simultaneously. The selector switches also direct the charging
current when the engines are operating.
Battery Selector Switch
For example: When both selector switches are on battery #1, both engines and the 12-volt panels
will be powered by battery #1. Battery #2 will be isolated and in reserve. Battery #1 will be charged
by both alternators. When both selector switches are on battery #2, both engines and the 12-volt
panels will be powered by battery #2. Battery #1 will now be isolated and in reserve. Battery #2
will then be charged by both alternators.
When both selector switches are on “ALL,” the batteries are connected in parallel. Thus, both
batteries are used by both engines and all 12-volt equipment.
The “ALL” or “BOTH” positions should only be used when starting the engines, as this requires
extra electrical power, or in case of a charging system malfunction on one engine. Otherwise, it
is recommended that one selector switch be set on battery #1 and the other switch be on battery #2
when the engines are operating. When in port or at anchor, the switch that supplies the port engine
should be off and the switch that supplies the starboard engine should be on either the battery #1
or the battery #2 position. This will keep one battery in reserve for starting the engines. Both
switches should be in the “OFF” position when leaving the boat unattended.
Note: Current is supplied to the automatic float switch for the bilge pump when the
batteries are connected and the battery selector switches are off.
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12-Volt Accessory Switch Panel
12-Volt Accessory Switch Panels
The main accessory switch panel is located at the helm. The circuit breakers that protect the
accessories are located directly under the switches.
The following is a description of the accessories controlled by the main accessory switch panel:
Horn
Activates the boat horn.
Bilge Pump
Activates the stern bilge pump which is installed in the rear center of the bilge. The pump moves
water out through the thru-hull fitting in the hull. To start the pump manually, put the
switch in the “On” position.
Note: The stern bilge pump will start automatically when there is sufficient water in the
bilge to activate the float switch. The float switch is protected by a 10-amp circuit
breaker located near the battery selector switch and is always supplied current when
the batteries are connected.
Anchor/Nav 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.
Courtesy Lights
Activates the lights that illuminate the cockpit area.
Panel Lights
Activates the engine gauge and compass lights.
Windshield Wiper
Activates the windshield wipers.
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Accessory Switches (3)
These switches are supplied to protect additional equipment that may or may not have been installed
by Pursuit or your Pursuit dealer. If no accessories are activated by these switches, they remain
wired in the panel in reserve. Some accessories that may be connected to the accessory switches
are: The hardtop lights, spreader lights, or electronics.
12-Volt Receptacle
Provides electrical current for portable 12-volt equipment.
Additional Accessory Switch Panels
Additional switch panels are located in various locations in the cockpit and helm area of the boat.
Most of these panels are equipped with one switch and one circuit breaker. The following is a
description of additional panels that may be on your Pursuit and the accessories they control:
Baitwell Switch
Located under the gunwale in the cockpit. This switch activates the baitwell circulating pump that
supplies water to the baitwell. The pump is protected by a circuit breaker in the panel and an
automatically resetting breaker on the pump motor.
Washdown Pump
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 on the pump
motor.
Note: Please refer to the Raw Water Chapter for more information on the baitwell and
washdown systems.
Trim Tab Switch
Located in the helm. This switch controls the trim tab planes located on the transom of the boat. It
is protected by an accessory breaker located in the 12-volt helm switch panel. Please refer to the
Helm Control Systems Chapter for detailed information on the operation of the trim tab controls.
Engine Trim and Tilt Switches
Located in the helm. These switches may be installed in the engine control handle or on the helm
console, depending on the engines installed in your boat. They control the trimming and tilting of
the engines. Please refer to the Helm Control Systems Chapter and the engine owner's manual for
information regarding the proper use of the tilt and trim switches.
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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Windlass Switch
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.
Macerator Switch
The macerator switch panel is located in the storage compartment below the center console and accessed through a
hatch in the rear cabin bulkhead. It is a momentary switch
that activates the overboard macerator discharge system for
the holding tank.
Refer to the Interior Equipment Chapter for additional
information on the operation of the overboard macerator
discharge system.
Macerator Switch
Cabin DC Accessory Breaker Panel
Power is distributed to the 12-volt cabin accessories through
individual circuit breakers located in the DC panel. A main breaker,
located near the battery selector switches, 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.
Cabin DC Panel
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.
The following is a description of the accessories controlled by the cabin DC breaker panel:
Refrigerator
Reserved for additional 12-volt equipment.
Shower Sump Pump
Supplies 12-volt electrical current directly to the cabin drain sump pump automatic float switch
which automatically controls the cabin drain sump pump. This switch always should be turned on
before using any faucet in the cabin.
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Electric Head
Supplies electrical current directly to the switch which controls the optional electric head. Also
supplies electrical current to the optional macerator overboard discharge pump.
Cabin Lights
Supplies 12-volt electrical current to the cabin light switches.
Water Pressure
Supplies 12-volt electrical current directly to the freshwater pump pressure switch located on the
pump. The pump is the pressure demand type and is protected by a circuit breaker in the panel and
an automatically resetting breaker on the pump motor. The pressure switch automatically controls
the water pump when the system is activated and properly primed.
Accessory
Reserved for additional 12-volt equipment.
Accessory
Reserved for additional 12-volt equipment.
4.3 110-Volt System
The 110-volt 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 on board galvanic isolation system. All
110-volt current is distributed to the 110-volt accessories
through individual circuit breakers located in the 110-volt
panel. The main breaker in the panel protects the system
from an overload and the reverse polarity light indicates any
problems due to an improper shore power supply. All AC
outlets are protected by ground fault interrupts to protect
against electrical shock. A cord set is provided to supply
power from the shore power outlet to the boat’s 110-volt
AC system.
AC Breaker Panel
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.
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2870 OFFSHORE
TO REDUCE THE POSSIBILITY OF AN ELECTRICAL SHOCK, IT IS IMPORTANT THAT
THE 110-VOLT AC GROUND SYSTEM IS FUNCTIONING PROPERLY AND THAT A PROPER
CONNECTION EXISTS BETWEEN THE SHORE POWER CORD AND THE SHORE POWER
INLET 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 110-VOLT 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 boat plug inlet and the dockside outlet, making sure the
connection plug includes a three-prong plug with a ground wire.
Tighten the lock rings on both the shore and the boat connector
plugs.
Shore Power Inlet
Turn the dock side disconnect switch or circuit breaker to the “ON” position and check for proper
polarity. If reverse polarity has been achieved, the red polarity indicator in the 110-volt panel will
light. If this should happen, make sure the main breaker on the panel is in the “OFF” position and
turn the dock power switch or breaker off. A special relay attached to the main breaker should
automatically turn the main breaker off whenever reverse polarity is achieved. Notify a qualified
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.
DO NOT OPERATE THE AC ELECTRICAL SYSTEM FROM SHORE POWER WITH REVERSE
POLARITY. REVERSE POLARITY WILL DAMAGE THE SYSTEM AND EXPOSE PASSENGERS TO ELECTROCUTION HAZARDS. THIS CONDITION COULD ALSO CAUSE A FIRE
IN THE ELECTRICAL SYSTEM.
DO NOT ATTEMPT TO CORRECT THE WIRING YOURSELF. ELECTRIC SHOCK CAN
CAUSE SEVERE INJURY OR EVEN DEATH. ALWAYS HAVE A QUALIFIED ELECTRICIAN
CHECK WIRING.
KEEP CHILDREN AWAY FROM ANY ELECTRICAL CABLES OR EQUIPMENT AND ALWAYS
USE GROUNDED APPLIANCES ON BOARD YOUR BOAT.
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UNDETECTED FAULTS IN THE AC ELECTRICAL SYSTEM COULD CAUSE THE WATER
AROUND THE BOAT TO BECOME ENERGIZED. THIS COULD CAUSE A SEVERE SHOCK
OR EVEN DEATH TO SOMEONE IN THE WATER NEAR THE BOAT. NEVER SWIM OR
ALLOW SWIMMING AROUND THE BOAT WHEN THE 110-VOLT AC SYSTEM IS ACTIVATED BY THE SHORE POWER CONNECTION.
Disconnecting procedure for shore power connection
Turn the main breaker on the 110-volt 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.
110-Volt AC Panel and Accessory Operation
The AC panel is located in the cabin. The following is a description of the AC panel equipment
and the breakers that protect the accessories:
AC 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.
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 110-volt breakers and dockside outlet breakers. Disconnect the power cable from the dockside outlet and notify a qualified electrician to check the
dockside wiring.
Outlets
Supply electrical current to the cabin ground fault interrupter (GFI) electrical outlets.
Note: All AC electrical outlets are provided with ground fault interrupts to protect against
electric shock. These outlets should be tested periodically to insure proper operation
by pressing the test/reset buttons in the center of the face plate. GFI outlets do not
protect against short circuits and overloads. This is done by the outlet breakers on
the AC panel.
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2870 OFFSHORE
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.
Refrigerator
Reserved for additional 110-volt equipment.
Battery Charger
Supplies electrical current directly to the automatic battery charger. The battery charger automatically charges and maintains the 12-volt batteries simultaneously when activated. The charger is
fully automatic and is equipped with a volt or 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.
Accessory
Reserved for additional 110-volt equipment.
4.4 Electrical System Maintenance
12-Volt DC Electrical System Maintenance
At least once a year, spray all exposed electrical components behind the helm, in the transom area
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.
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Check the electrolyte level in the batteries regularly and add distilled water as necessary. If the
batteries are frequently charged by the automatic battery charger, the electrolyte level will have to
be checked more often. The correct fluid level in the cells is usually approximately 1/4 to 1/2 inch
above the plates. If fluid is needed, fill to the proper level with distilled water. Do not over fill!
Please note that some batteries are sealed and cannot be filled.
Keep the battery tops clean and dry. Dirt and water can conduct electricity from one post to the
other causing the battery to discharge.
The battery posts should be kept free of corrosion. Remove the cables and clean the posts and cable
clamps with a battery post cleaner or sandpaper as required. Coating the battery posts and cable
clamps with petroleum jelly or silicone grease will protect them and reduce corrosion. Battery
cables, both hot and ground, must be replaced when they show signs of corrosion or fraying.
Deteriorated cables cause a considerable voltage loss when high currents are drawn, as for starting
the engine.
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.
110-Volt AC Electrical System Maintenance
Periodically inspect all wiring for nicks, chafing, brittleness, improper support, etc. Examine the
shore power cord closely for cracks in the insulation and corrosion in electrical connectors.
Spraying receptacles and electrical connections with an electrical contact cleaner or a metal and
electrical protector will reduce corrosion and improve electrical continuity.
Inspect all wiring for proper support, sound insulation, and tight terminals, paying particular
attention to portable appliance cords and plugs.
The entire 110-volt circuitry, especially the shore power cord, should be seasonally tested for
proper continuity by an experienced electrician. This will detect any shorts, open wires, or ground
faults. Ground fault interrupts should be tested periodically to insure 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 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:
FRESHWATER SYSTEM
Freshwater System
5.1 General
The freshwater 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. The tank
is filled through a labeled deck plate located on the gunnel.
DO NOT FILL SYSTEM WITH ANYTHING OTHER THAN WATER. SHOULD THE SYSTEM
BECOME CONTAMINATED WITH FUEL OR OTHER TOXIC FLUIDS, COMPONENT REPLACEMENT MAY BE NECESSARY.
DO NOT CONFUSE FUEL FILL DECK PLATES WITH THE WATER OR WASTE FILL DECK
PLATES. THESE PLATES ARE ALSO LABELED ACCORDINGLY. IF GASOLINE OR DIESEL FUEL IS ACCIDENTALLY PUMPED INTO THE WATER OR WASTE TANK, DO NOT
ATTEMPT TO PUMP IT OUT YOURSELF. WATER AND WASTE PUMPS ARE NOT DESIGNED TO PUMP FUEL AND A FIRE OR EXPLOSION COULD RESULT. CONTACT YOUR
DEALER OR THE PURSUIT CUSTOMER RELATIONS DEPARTMENT FOR ASSISTANCE IN
HAVING THE FUEL PROFESSIONALLY REMOVED.
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5.2 Freshwater 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.
Freshwater Pump
The galley sinks drain into a sump system where the water is pumped overboard. Always make
sure the cabin drain sump pump is activated before using the sinks. Refer to Chapter 7 for more
information on the drain sump system.
Whenever the boat is left unattended, the water pressure breaker should be placed in the “OFF”
position.
DO NOT ALLOW THE FRESHWATER PUMP TO RUN DRY. THE FRESHWATER 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 FRESHWATER SYSTEM IS NOT IN USE.
5.3 Shore Water Connection (Dealer Option)
The shore water connection allows the direct connection of the water system to a shore side water
supply. This provides the system with a constant supply of freshwater and minimizes the pressure
pump operation. A female inlet fitting is mounted in the cockpit. A pressure reducer is installed
in the system along with two check valves. One check valve keeps water from running out of the
shore water inlet fitting when the pressure pump operates. The second provides protection for the
pressure pump when the shore water is connected.
To use shore water, connect a hose from the shore water faucet to the shore water fitting on the boat.
Next, turn on the shore water. The pressure pump will not run and the water in the boat’s water
tank will not be used.
Note: The water tank will not be filled by connecting to shore water.
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2870 OFFSHORE
DO NOT MODIFY OR CHANGE THE SHORE WATER INLET CONNECTOR WITH ANOTHER
TYPE WITHOUT CONSULTING PURSUIT CUSTOMER RELATIONS OR YOUR DEALER. THE
USE OF THE WRONG TYPE OF INLET CONNECTOR CAN DAMAGE THE FRESHWATER
SYSTEM.
5.4 Freshwater 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 freshwater 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.
•
Periodically remove the lid on the cabin drain sump assembly located under the floor of the
storage compartment just aft of the rear cabin bulkhead. Clean debris from the sump and flush
with clean water.
•
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.
•
Periodically, remove the water tank vent and clean corrosion and salt buildup from the vent
screens. The screens will prevent insects and other foreign matter from contaminating the water
system. The vent should be replaced if the vent or screens are damaged or badly corroded.
Vent screens that are clogged will prevent the water tank from venting properly and make filling
the tank difficult.
Be sure the screens are secure and that the vent hose is properly routed and attached when the
vent is reinstalled or replaced. The vent hose must be looped above the vent, secured to the
hull near the vent and securely attached to the vent hose fitting with a hose clamp.
THE BATTERIES MUST BE PROPERLY CHARGED. OPERATING THE FRESHWATER PUMP
FROM A BATTERY WITH A LOW CHARGE MAY LEAD TO A PUMP FAILURE.
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THE FRESHWATER SYSTEM MUST BE PROPERLY WINTERIZED PRIOR TO WINTER LAYUP. SEE SECTION ON WINTERIZING.
THE WATER PRESSURE BREAKER SHOULD BE PLACED IN THE “OFF” POSITION WHENEVER LEAVING THE BOAT UNATTENDED OR WHEN THE FRESHWATER SYSTEM IS NOT
IN USE.
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Chapter 6:
RAW WATER SYSTEM
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.
Note: It may be necessary to reprime the raw water system if the system is not used for an
extended period and at the time of launching.
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6.2 High Pressure Washdown
A saltwater high pressure pump, controlled by a pressure sensor,
supplies the raw water hose connector located in the cockpit. The
pump is activated by the washdown switch located in the helm or
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.
Washdown Pump
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
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.
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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 baitwell switch in the 12volt panel or a separate 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.
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 baitwell 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 of 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.
Note: Do not use the livewell as a dry storage area when it is not in use. Sea water could
accidently be delivered to the livewell from the thru hull fitting and damage
equipment stored there.
DO NOT RUN THE LIVEWELL PUMP DRY FOR EXTENDED PERIODS AS DAMAGE TO
THE PUMP WILL RESULT.
ALWAYS TURN THE LIVEWELL PUMP SWITCH TO THE “OFF” POSITION WHEN LEAVING THE BOAT UNATTENDED.
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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 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 SECTION ON WINTERIZING.
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Chapter 7:
DRAINAGE SYSTEMS
Drainage System
7.1 General
All water is drained by gravity to overboard thru hull fittings located in the hull sides above the water
line. Most drains in the cockpit are connected to the scupper thru hull fittings. It is important to check
the drain system frequently to insure 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 drain thru hull fittings.
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.
Scupper
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7.3 Hard-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.
ALWAYS MAKE SURE THE LEG DRAIN HOLES ARE CLEAR WHEN THE BOAT IS LAID
UP FOR THE WINTER. WATER TRAPPED INSIDE THE LEGS COULD FREEZE AND CAUSE
THE LEGS TO SPLIT.
7.4 Bilge Drainage
The stern bilge pump is activated both manually, by a switch
in the helm station, and automatically, by a float switch located
next to the pump in the bilge. The automatic float switch
remains activated when the battery switches are in the “OFF”
position and the batteries are connected. All bilge pumps
pump water out of thru hulls located above the waterline in the
hull.
Bilge Pump
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. The plug should be removed whenever the boat is hauled out of the
water and installed just prior to launching. It is important to check the drain plug regularly to make
sure it is tight.
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 INSURE IT IS PROPERLY TIGHTENED.
Important:
7-2
Any oil spilled in the bilge must be thoroughly removed and properly disposed
of before operating the bilge pump. The discharge of oil from the bilge is illegal
and subject to a fine.
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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.
7.5 Fishbox and Storage Compartment Drains
The fish/storage box, located under the passenger seat in front of the console, is drained by gravity
through the cockpit drain system. The fishbox/cooler in the stern is also drained by gravity through
the cockpit drain system.
The cooler/storage box located on the port side and forward of the console and is drained by the
cabin drain sump pump system. Water drains by gravity to the sump system, located in the bilge,
where it is pumped overboard. The fishboxes and coolers should be flushed out and cleaned after
each use.
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 Cabin Sink Drains
The cabin sink and icebox are drained from the boat by the cabin drain sump pump system. The
sump system is located in the bilge and accessed through a hatch in the storage area below the center
console. An automatic float switch in the sump controls the pump. The pump is protected by the
shower sump pump circuit breaker in the cabin DC panel. The sump has a removable hatch to allow
the system to be inspected and serviced. It is essential that the sump system be inspected periodically
and any accumulated debris removed.
The drain thru hull fitting for the sump pump is equipped with a PVC ball valve that is always open
under normal operating conditions. In the event of an emergency, the valve can be closed to prevent
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sea water from entering the boat through the sump system. The drain valve is located on the port
side of the storage compartment below the center console. It is important to check and operate the
valve at least annually to make sure it is in good condition and operating properly. Please review
the drainage schematic to become familiar with the location of the sump pump thru hull valve.
7.8 Rope Locker Drains
The rope locker drains overboard through a special drain fittings located in the hull sides at the
bottom of the rope locker. It is important to inspect the drains frequently to remove any accumulated
debris.
7.9 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 strainers of debris and check the bilge for foreign material that can cause
the automatic switch to malfunction.
•
Frequently test the automatic bilge pump switch for proper operation. This is accomplished by
inserting a stiff wire or small rod through one of the slots in the float chamber of the pump and
lifting the float switch until the pump is activated. You can also use a garden hose to flood the
bilge until the water level is high enough to activate the pump.
•
Flush all gravity drains with freshwater to keep them clean and free flowing.
•
Clean and inspect the shower and cabin sink drain sump system. Remove accumulated debris
and flush with freshwater. 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 freshwater
after each use to keep them clean and fresh.
Note: All drains and pumps must be properly winterized before winter lay-up.
NEVER USE HARSH CHEMICAL DRAIN CLEANERS IN MARINE DRAIN SYSTEMS.
PERMANENT DAMAGE TO THE HOSES AND FITTINGS MAY RESULT.
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Chapter 8:
VENTILATION SYSTEM
8.1 Cabin Ventilation
Ventilation to the cabin area is provided by a deck hatch and
opening port windows.
Port Windows
The port windows are secured by cam action locks. The locks
should be adjusted so they are tight enough to seal the windows
in the closed position, but not so tight that they break the plastic.
The cam locks are adjusted by turning the two allen head bolts
located at the base of each cam lock.
Opening Port Window
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.
Forward Deck Hatch
8.2 Carbon Monoxide and Ventilation
FAILURE TO PROPERLY VENTILATE THE BOAT WHILE THE ENGINE IS RUNNING MAY
PERMIT CARBON MONOXIDE TO ACCUMULATE WITHIN THE CABIN. CARBON MONOXIDE IS A COLORLESS AND ODORLESS GAS THAT IS LETHAL WHEN INHALED AND
CAN CAUSE SERIOUS INJURY AND DEATH. CARE MUST BE TAKEN TO PROPERLY VENTILATE THE BOAT AND TO AVOID CARBON MONOXIDE FROM ACCUMULATING IN THE
BOAT WHENEVER THE ENGINE IS RUNNING.
A by-product of combustion, carbon monoxide (CO) is invisible, tasteless, odorless, and is
produced by all engines, heating and cooking appliances. The most common sources of CO on
boats are gasoline engines, auxiliary generators and propane or butane stoves. These produce large
amounts of CO and should never be operated while sleeping. The hazard also may be created by
a boat nearby whose exhaust fumes are entering your boat. Boats also have a problem do to the
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“station wagon effect” where engine exhaust fumes are captured in the vacuum or low pressure
area, usually the cockpit, bridge deck and cabin, that can be created by the forward speed of the
boat.
Boats underway should close all aft facing hatches and doors. The forward facing deck hatches
should be open whenever possible to help pressurize the living spaces of the boat. No sleeping
in the cabin should be permitted while underway. Proper ventilation should be maintained on the
bridge deck by opening windshield vents as far as possible to help pressurize the cockpit area. The
canvas drop or aft curtain must be removed and the side curtains should be opened or removed to
increase air flow and maintain proper ventilation whenever the engines are running. Under no
circumstances should the engines be operating with side curtains closed and the aft or drop
curtain installed.
Extreme caution must be taken while at anchor or in a slip when an auxiliary power generator is
operating. Wind still nights can easily allow exhaust fumes, containing high concentrations of CO
from the generator on your boat or from an adjacent boat's generator to enter the boat. The exhaust
fumes may enter your boat through open hatches or windows.
A carbon monoxide detector has been installed in your cabin as standard equipment. While a CO
detector enhances your protection from CO poisoning, it does not guarantee it will not occur. Do
not use the carbon monoxide detector as a replacement for ordinary precautions or periodic
inspections of equipment. Never rely on alarm systems to save your life, common sense is still
prudent and necessary. Remember, the operator of the boat carries the ultimate responsibility to
make sure the boat is properly ventilated and the passengers are not exposed to dangerous levels
of carbon monoxide. You always should be alert to the symptoms and early warning signs of
carbon monoxide poisoning. You also should read the book entitled “Sportfish, Cruisers, Yachts”
included with this manual, the “Carbon Monoxide Detector” in the Safety Equipment chapter of
this manual, and the owner’s manual supplied by the CO detector manufacturer, for operation
instructions and additional information regarding the hazards and symptoms of carbon monoxide
poisoning.
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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8.3 Maintenance
•
Periodically lubricate all hinges, adjusters 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, port windows and the curved deck windshield 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
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Chapter 9:
SAFETY EQUIPMENT
9.1 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. 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.
9.2 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 the transmissions 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.
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•
If the boat is equipped with water sensors in the fuel filters, be sure to check them for excessive
water.
9.3 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 and
should be inspected and tested periodically to ensure the switch is working. 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.
9.4 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.
Engine Stop Switch
Note: 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.
9.5 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, 800368-5647 or the “Boat U.S. Foundation Course Hotline,” 1-800-336-2628 and 800-245-2628 in
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Virginia, 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, 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.
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Non-Pyrotechnic Devices:
Non-Pyrotechnic visual distress signals must be in serviceable condition, readily accessible, and
certified by the manufacturer as complying with U.S. Coast Guard requirements. They include:
•
Orange Distress Flag. (Day use only)
The distress flag is a day signal only. It must be at least 3 x 3 feet with a black square and ball
on an orange background. It is most distinctive when attached and waved from a paddle or boat
hook.
•
Electric Distress Light. (Night use only)
The electric distress light is accepted for night use only and must automatically flash the
international SOS. distress signal. Under Inland Navigation Rules, a high intensity white light
flashing at regular intervals from 50-70 times per minute is considered a distress signal.
Sound Signaling Devices:
The navigation rules require sound signals to be made under certain circumstances. Recreational
vessels are also required to sound fog signals during periods of reduced visibility. Therefore, you
must have some means of making an efficient sound signal.
Navigation Lights:
Recreational boats are required to display navigation lights between sunset and sunrise and other
periods of reduced visibility (fog, rain, haze, etc.) Navigation lights are intended to keep other
vessels informed of your presence and course. Your 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 insure 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.
Fire Extinguisher
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 or 1-202-267-1070, for information on the type and size fire extinguisher required for your boat.
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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 can not 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.
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.
9.6 Carbon Monoxide Detector
CARBON MONOXIDE IS A LETHAL, TOXIC GAS THAT IS COLORLESS AND ODORLESS.
IT IS A DANGEROUS GAS THAT WILL CAUSE DEATH IN CERTAIN LEVELS.
The carbon monoxide detector is in the cabin and warns the occupants of dangerous accumulations of carbon monoxide gas. If excess
carbon monoxide fumes are detected, the detector will sound an
alarm indicating the presence of the toxic gas.
Should a very high level of carbon monoxide exist, the alarm will
sound in a few minutes. However, if small quantities of CO are
present or high levels are short-lived, the alarm will accumulate the
information and determine when an alarm level has been reached.
The carbon monoxide detector is automatically activated whenever
the cabin DC breaker panel is energized.
Carbon Monoxide Detector
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9-5
Always make sure the Cabin DC Breaker Panel and the carbon monoxide detector are activated
by the battery selector switch whenever the cabin is occupied.
A by product of combustion, carbon monoxide (CO) 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. Also be aware that, in some situations, CO from a
generator or an engine being operated in nearby boats can enter your boat and present a hazard for
you and your passengers. High concentrations of CO can 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 or your local fire department for assistance in finding and correcting the situation.
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 created by a rear opening or installed canvas
while underway. Boats that are underway should close all aft portholes and open a forward facing
hatch which may lend to pressurize the living spaces within the boat. Sleeping, particularly in aft
cabins, should not be permitted while underway. Occupants of the “bridge” also should maintain
proper ventilation by opening a forward window or windshield to drive fumes away from the
occupants. Extreme caution must be taken while at anchor or in a slip and an auxiliary power
generator 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.
Symptoms of carbon monoxide poisoning are dizziness, 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 buildup
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.
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Remember, carbon monoxide detectors do not guarantee that CO poisoning will not occur. Do not
use the CO detector as a replacement for ordinary precautions or periodic inspections of equipment.
Never rely on alarm systems to save your life, common sense is still prudent and necessary.
Please read the owner’s manual supplied by the CO detector manufacturer and included with this
manual, for operation instructions and additional information regarding the hazards of carbon
monoxide gas. Refer to the Ventilation Chapter for information on ventilating your boat properly
while underway and other precautions while at anchor or in a slip. This is especially essential if
your boat is equipped with a generator. The book entitled “Sportfish, Cruisers, Yachts,” included
with this manual, also has additional information and cautions regarding carbon monoxide
poisoning.
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.
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.
9.7 First Aid
It is the operator's responsibility to be familiar with the proper firstaid 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.
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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.
9.8 Additional Safety Equipment
Besides meeting the legal requirements, prudent boaters carry additional safety equipment. This
is particularly important if you operate your boat offshore. You should consider the following
items, depending on how you use your boat.
Satellite EPIRBS
EPIRBs (Emergency Position Indicating Radio Beacon) operate as part of a worldwide distress
system. When activated, EPIRBs will send distress code homing beacons that allow Coast Guard
aircraft to identify and find them quickly. The satellites that receive and relay EPIRB signals are
operated by the National Oceanic and Atmospheric Administration (NOAA) in the United States.
The EPIRB should be mounted and registered according to the instructions provided with the
beacon, so that the beacon's unique distress code can be used to quickly identify the boat and owner.
Additional Equipment to Consider:
VHF Radio
Heaving Line
Flashlight & Batteries
Sunburn Lotion
Whistle or Horn
Boat Hook
Food & Water
Marine Hardware
Spare Keys
9-8
Life Raft
Fenders
Mirror
Tool Kit
Anchor
Spare Propeller
Binoculars
Extra Clothing
Portable Radio
Spare Anchor
First Aid Kit
Searchlight
Ring Buoy
Chart and Compass
Mooring Lines
Sunglasses
Spare Parts
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Chapter 10:
OPERATION
10.1 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, gunnels, 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 judgement in loading and operating the boat.
10.2 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.
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SAILBOATS NOT UNDER POWER, PADDLE BOATS, VESSELS UNABLE TO MANEUVER,
VESSELS ENGAGED IN COMMERCIAL FISHING AND OTHER VESSELS WITHOUT POWER
HAVE THE RIGHT OF WAY OVER MOTOR POWERED BOATS. YOU MUST STAY CLEAR
OR PASS TO THE STERN OF THESE VESSELS. SAILBOATS UNDER POWER ARE CONSIDERED MOTOR BOATS.
Crossing Situations
When two motor boats are crossing, the boat on the right has the right of way. The boat with the
right of way should maintain its course and speed. The other 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 head-on or nearly head-on, neither boat has the
right of way. Both boats should reduce their speed and turn to the right so as to pass port side to
port side, providing enough clearance for safe passage. The boats should sound the appropriate
signals.
Overtaking Situations
When one motor boat is overtaking another motor boat, the boat that is being passed has the right
of way. The overtaking boat must make the adjustments necessary to provide clearance for a safe
passage of the other vessel. The boats should sound the appropriate signals.
The General Prudential Rule
In obeying the Rules of the Road, due regard must be given to all dangers of navigation and
collision, and to any special circumstances, including the limitations of the vessels, which may
justify a departure from the rules that is necessary to avoid immediate danger or a collision.
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.
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10.3 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 Chapter 9 for additional
information on safety equipment.
•
Make sure you have signal kits and flare guns aboard, and they are current and in good operating
condition.
•
Be sure you have sufficient water and other provisions for the planned cruise.
•
Leave a written message listing details of your planned cruise with a close friend ashore (Float
Plan). The float plan should include a description of your boat, where you intend to cruise, and
a schedule of when you expect to arrive in the cruising area and when you expect to return.
Keep the person informed of any changes in your plan to prevent false alarms. This information
will tell authorities where to look and the type of boat to look for in the event you fail to arrive.
•
Check the amount of fuel on board. Observe the “rule of thirds”: one third of the fuel for the
trip out, one third to return and one third in reserve. An additional 15% may be consumed in
rough seas.
•
Check the water separating fuel filters for water.
•
Check the oil in the engine oil tanks.
•
Set the battery selector switches as desired.
•
Check the bilge water level. Look for other signs of potential problems. Monitor for
scent of fuel fumes.
•
Test the automatic and manual bilge pump switches to make sure the system is working
properly.
the
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.
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•
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.
•
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.
10.4 Operating Your Boat
After Starting the Engines
TO REDUCE THE RISK OF A FIRE OR EXPLOSION, DO NOT START THE ENGINES WHEN
FUEL FUMES ARE PRESENT. FUEL FUMES ARE DANGEROUS AND HARMFUL TO YOUR
HEALTH.
•
Visibly check the engines to be sure there are no apparent water, fuel or oil leaks.
•
Check the operation of the engine cooling systems. (Refer to section 1.4)
•
Check the engine gauges. Make sure they are reading normally.
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•
Check the controls and steering for smooth and proper operation.
•
Make sure all lines, cables, anchors, etc. for securing a boat are on board and in good condition.
All lines should be coiled, secured and off the decks when underway.
•
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 judgement.
•
Alcohol severely reduces the ability to react to several different signals at once.
•
Alcohol makes it difficult to correctly judge speed and distance, or track moving objects.
•
Alcohol reduces night vision, and the ability to distinguish red from green.
YOU SHOULD NEVER OPERATE YOUR BOAT WHILE UNDER THE INFLUENCE OF ALCOHOL AND DRUGS.
•
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.
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Note: For more instructions on safety, equipment and boat handling, enroll in one of the
several free boating courses offered. For information on the courses offered in your
area, call the “Boating Safety Hotline”, 800-368-5647 or the “Boat U.S. Foundation
Course Hotline,” 1-800-336-2628 for further information on boating safety courses.
Note: 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.
Note: If the engines have been run at high speed for a long period of time, allow the engines
to cool down by running the engines in the idle position for 3 to 5 minutes.
•
Turn the ignition keys to the “Off” position.
•
Raise the trim tabs to the full up position.
After Operation
•
If operating in saltwater, wash the boat and all equipment with soap and water. Flush the
engines using freshwater. Please refer to the engine owner's manual for instructions on flushing
your outboard engines.
•
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 f o r
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 SEA COCKS BEFORE LEAVING THE
BOAT.
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2870 OFFSHORE
10.5 Tower Operation (Dealer Option)
Your boat could be equipped with a fabricated aluminum tower by your dealer. Towers are
normally equipped with full engine controls, trim tab controls, compass, engine alarms, restart
buttons and tachometers. This allows for complete operation of the boat from the tower.
Operation of the Tower Controls
The engines should be started at the lower helm. Monitor the gauges to make sure all systems are
normal and the engines have been allowed to warm up slightly before proceeding to the tower helm.
The ignition or restart switches on the tower are only used to restart an engine in the event it should
stall. The shift controls must be in neutral for the start switches to be functional.
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.
•
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.
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10-7
•
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.
10.6 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.
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 your propeller
shaft can damage the seals in the outboard lower unit.
10.7 Grounding and Towing
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.
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2870 OFFSHORE
THE MOORING CLEATS ON PURSUIT BOATS ARE NOT DESIGNED OR INTENDED TO BE
USED FOR TOWING PURPOSES. THESE CLEATS ARE SPECIFICALLY DESIGNED AS
MOORING CLEATS FOR SECURING THE BOAT TO A DOCK, PIER, ETC. DO NOT USE
THESE FITTINGS FOR TOWING OR ATTEMPTING TO FREE A GROUNDED VESSEL.
WHEN TOWING OPERATIONS ARE UNDERWAY, HAVE EVERYONE ABOARD BOTH VESSELS STAY CLEAR OF THE TOW LINE AND SURROUNDING AREA. A TOW LINE THAT
SHOULD BREAK WHILE UNDER STRESS CAN BE VERY DANGEROUS, AND COULD CAUSE
SERIOUS INJURY OR DEATH.
RUNNING AGROUND OR STRIKING AN UNDERWATER OBSTRUCTION CAN RESULT IN SERIOUS INJURY TO PASSENGERS AND DAMAGE TO THE MOTOR OR BOAT. IF YOUR
BOAT SHOULD BECOME GROUNDED, DISTRIBUTE PERSONAL FLOTATION DEVICES AND
INSPECT THE BOAT FOR POSSIBLE DAMAGE. THOROUGHLY INSPECT THE BILGE
AREA FOR SIGNS OF LEAKAGE. AN EXPERIENCED SERVICE FACILITY SHOULD CHECK
YOUR UNDERWATER GEAR AT THE FIRST OPPORTUNITY. DO NOT CONTINUE TO USE
YOUR BOAT IF THE CONDITION OF THE UNDERWATER EQUIPMENT IS QUESTIONABLE.
10.8 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 2870 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.
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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.
•
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.
BOATS HAVE BEEN DAMAGED BY TRAILERS THAT DO NOT PROPERLY SUPPORT THE
HULL. ALWAYS MAKE SURE THE TRAILER BUNKS AND ROLLERS 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.
Before Going Out On The Highway:
•
The BIMINI TOP, SIDE CURTAINS, CLEAR CONNECTOR, BACK DROP and AFT
CURTAIN must be removed when trailering. Canvas enclosures are not designed to withstand
the extreme wind pressure encountered while trailering and will be damaged. Always remove
and properly store the enclosure before trailering your boat.
•
Make sure the tow BALL and TRAILER COUPLER are the same size and bolts and nuts are
tightly secured.
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2870 OFFSHORE
•
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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INTENTIONALLY
2870 OFFSHORE
Chapter 11:
EXTERIOR EQUIPMENT
11.1 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. 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.
Important:
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 cleat or chain binder is provided on the
deck near the pulpit to secure the anchor. Always make
sure the anchor is properly secured when it is in the stored
position on the pulpit.
Anchor/Rope Locker
The anchor locker is in the bow of the boat and accessed
through a hatch in the deck. The anchor line is always
stored in the locker. The anchor locker has a built-in
bracket for a “Danforth®” style anchor. If the 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.
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Bow Pulpit , Roller and
Anchor/Rope Locker
11-1
The anchor locker is drained by thru hull fittings in the hull sides near the bottom of the locker. It
is very important to check the drains frequently to make sure they are clean and free flowing.
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.
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. Boats lying to their anchor in a high swell or heavy weather
conditions will snub on the line. This can cause slippage or apply excessive loads to the windlass.
The line should be made fast to a bow cleat to relieve the load on the windlass.
The anchor is hauled in by releasing the line from the bow cleat and operating the “up” control at
the helm. Once the anchor is retrieved, independently secure the anchor to the chain binder or a
cleat to prevent it from being accidentally released. This is especially important while the boat is
under way.
The windlass manufacturer provides an owner’s manual with its product. It is extremely important
that you read the manual and become familiar with the proper care and operation of the windlass.
A WINDLASS MUST BE USED WITH CARE. IT IS EXTREMELY IMPORTANT THAT YOU
READ THE OWNER’S MANUAL AND BECOME FAMILIAR WITH THE SAFETY INSTRUCTIONS AND PROPER OPERATION OF THE WINDLASS BEFORE USING IT WITH YOUR
BOAT. ALWAYS ENSURE THAT LIMBS, FINGERS, HAIR AND CLOTHING ARE KEPT
CLEAR OF THE WINDLASS AND ANCHOR LINE DURING OPERATION.
DO NOT USE A WINDLASS AS A SOLE MEANS OF SECURING AN ANCHOR IN THE BOW
PULPIT. ALWAYS SECURE THE ANCHOR LINE TO A CLEAT OR CHAIN BINDER BEFORE OPERATING YOUR BOAT.
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11.2 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 transom engine well to provide
access to the stern bilge and engine mounting bolts. Always make sure these plates are secure
before operating your boat.
Boarding Ladder
The optional 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).
Boarding Ladder
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 Chapter 2 for detailed information on the trim tabs.
11.3 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.
Cockpit Storage
A large storage compartment is located below the cockpit. It is accessed through the hatch between
the leaning post and the console. The water tank, holding tank, batteries and oil tanks are also
installed in this compartment.
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11-3
Leaning Post/Baitwell
The leaning post/baitwell is equipped with rod holders, a leaning post cushion, storage, and a
circulating livewell. The livewell is supplied by a raw water circulating pump and drains
overboard. Refer to Raw Water System Chapter for additional information on the livewell.
Stern Bait and Tackle Rigging Station
The stern bait and tackle rigging station is equipped with a transom door, sink, removable cutting
board, fishbox, and rigged bait storage area. The sink is plumbed to the freshwater system and
drains overboard. The fishbox is insulated and drains overboard.
Transom Door
A transom door is incorporated into the rigging station. 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.
Note: Periodically inspect the transom door fittings for wear, damage, or loose fit. Any
problems should be inspected and corrected immediately.
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 OPEN MAY ALLOW PERSONS TO FALL OVERBOARD AND INTO BOAT PROPELLERS OR TO BE LOST
IN OPEN WATER. ALWAYS CHECK TO MAKE SURE THE TRANSOM DOOR IS PROPERLY CLOSED AND LATCHED BEFORE STARTING THE ENGINES AND NEVER OPERATE
THE BOAT UNDER POWER WITH THE TRANSOM DOOR OPEN.
Helm and Electronics Locker
The helm and engine controls are located on the rear of the center console. Molded-in electronics
storage is located forward of the engine controls. A large tackle locker is located below the rear
facing seat built into the center console. The tackle locker is lockable and has five storage drawers.
The top section of the console is hinged and opens to provide access to the storage area and to
service the helm equipment or install electronics. To open the helm portion of the console, release
the clamps on the front of the console. The front of the console can then be lifted to expose the
underside 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.
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2870 OFFSHORE
ALWAYS MAKE SURE THE HELM STATION CLAMPS ARE PROPERLY SECURED BEFORE
OPERATING OR TRAILERING 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 AND THROTTLE CONTROL INTO GEAR 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 thru the cockpit drain system. The cooler should be cleaned thoroughly after each use.
Forward Cockpit Cooler/Storage Seat
A cooler and storage compartment is under the seat located against the cabin bulkhead on the port
side of the cockpit. This compartment is insulated and is drained by the cabin drain sump pump
system.
Hard Top
The optional hard top consists of a laminated fiberglass top mounted to a welded aluminum frame
that is bolted to the deck. It is designed to accommodate radio antennas, radar antennas and
navigation lights. It could also be equipped with optional top gun outriggers and/or rod holders.
The hard 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 to the top between the front and rear
legs. Do not mount any antennas or equipment to the brow area forward of the front legs. The
hard top frame is not designed to support the weight of accessories in this area and could be
damaged. The starboard rear leg is the wire chase for lights and antennas mounted to the top.
The warranty for the hard 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 hard 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 top.
Because the aluminum frames vary slightly, the side curtains, front clear connector and drop curtain
are custom made to each boat at the factory. To install the curtains, slide the front clear connector
into the slide track at the front of the top and snap it to the windshield landingon the deck beginning
with the center snaps. The clear connector will have to be stretched just enough to pull out the
wrinkles to reach the snaps on the windshield or the deck.
2870 OFFSHORE
11-5
Once the clear connector is completely installed, the side curtains can be put on. Slide the side
curtains into the slide tracks on the sides of the top and to the zippers on the front connector. Snap
the curtains to the windshield and the deck beginning with the forward snaps on the windshield.
The side curtains will have to be stretched slightly to pull out the wrinkles and reach the snaps.
If you have an optional drop curtain, slide it into the slide track on the back of the hard top and attach
it to the rear of the side curtains. Snap the drop curtain to the deck and cockpit.
Note: Cold weather can make the clear vinyl material on the curtains stiff and difficult to
stretch to the snaps. This can particularly difficult with new canvas that has been
stored off the boat. Laying the curtains in the sun for 30 minutes during the heat of
the day will make installing them much easier in cold whether.
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Chapter 12:
INTERIOR EQUIPMENT
12.1 Marine Head System
Your boat is equipped with a marine head system. The flush water is
supplied by a thru hull fitting 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 can be directed either into the holding tank or overboard, when
legal to do so. This is accomplished by an optional Y-valve located in
the bilge below the aft cabin berth.
Marine Head
In the overboard discharge position, the waste exits the boat
through a large thru hull fitting located in the bilge. The thru hull
fitting is equipped with a ball valve. Always open this valve
when the overboard discharge is selected and close it when the
holding tank is selected.
Y-Valve
In the holding tank position, the waste is pumped directly into the
holding tank where it remains until it is pumped out by a waste
dumping station or the optional overboard macerator discharge
system.
IN MANY AREAS IT IS ILLEGAL TO FLUSH HEAD WASTE DIRECTLY OVERBOARD. VIOLATION OF THESE POLLUTION LAWS CAN RESULT IN FINES OR IMPRISONMENT. ALWAYS KNOW THE LAW FOR THE AREAS IN WHICH YOU BOAT. NEVER DUMP HEAD
OR HOLDING TANK WASTE OVERBOARD ILLEGALLY.
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12-1
Holding Tank and Macerator Discharge Pump
The holding tank is located in the bilge. 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
optional macerator discharge pump, when legal to do so. When the macerator discharge pump
option is installed, the Y-valve is used to select the waste deck fitting or the overboard macerator
discharge pump.
To operate the macerator discharge pump, move the Y-valve handle
to the macerator pump-out position, open the ball valve at the
overboard discharge thru hull fitting. Then activate the macerator
switch, located in the in the storage compartment below the center
console, until the tank is emptied. Turn the switch to “OFF” and close
the discharge ball valve when pumping is complete.
Y-Valve with Macerator
Note: The macerator discharge pump can only be run dry for a couple of seconds. Allowing
the macerator pump to run after the holding tank is empty will cause damage to the
pump.
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 SECTION ON WINTERIZING.
12.2 Ice Box
A top loading ice box is installed as standard equipment. The ice box drains into the cabin drains
system and is loaded through a hatch in the galley counter top.
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12.3 Air Conditioner (Dealer Installed Option)
The air conditioning unit is the reverse cycle type and operates on 110 volt AC power. The unit
is equipped with reverse cycle heat and can be operated as a cooling or heating unit. It is protected
by the accessory breaker in the 110-volt breaker panel. To operate, make sure the thru hull valve
for the air conditioner raw water supply pump is on. Turn the air conditioner breaker to the “ON”
position. The unit will then be controlled by the air conditioning control panel in the cabin. When
activated, water should continuously flow from the overboard drain thru hull. See the air
conditioner owner’s manual for additional operating and maintenance instructions.
Note: Air conditioners use surface water as a cooling medium. The boat must be in the
water and the raw water supply system must be properly activated prior to use.
Operation without proper cooling will cause the air conditioning circuit breaker to
trip and could cause system damage. Always check for proper water flow out of the
air conditioning pump discharge thru hull when the air conditioner is operating.
12.4 Galley and Sink
The galley is equipped with storage and a fresh water sink.
Water is supplied to the sink by a 12-volt pump located in the
stern bilge. When activated by the water pressur breaker in
the 12-volt panel, the water system will operate much like the
water system in a home. An automatic pressure sensor keeps
the system pressurized. The sink drains overboard through
the cabin drain system.
The companion way ladder is hinged and can be folded to
provide access to the rod storage and more room when in the
galley. It is held in the folded position by a strap that snaps
to the cabin bulkhead.
See the Freshwater Systems Chapter for more information on
the freshwater system.
Galley
12.5 Stove (Optional)
The portable single burner gas stove is fueled by butane gas. Butane is a flammable gas that is
heavier than air and stored in disposable pressurized fuel canisters. A manual for the stove is
included with your boat. It is extremely important that you read the manual and become familiar
with the proper care and operation of the stove before attempting to use it. The stove and butane
fuel must be properly stowed when not in use.
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12-3
If you did not receive a manual for your stove, please contact the Pursuit Customer Relations
Department.
THE STOVE IS DESIGNED AS AN APPLIANCE FOR COOKING FOOD. DO NOT ATTEMPT
TO USE THE STOVE TO HEAT THE CABIN. USING THE STOVE TO HEAT THE CABIN
COULD CAUSE THE STOVE TO OVER HEAT RESULTING IN DAMAGE TO THE STOVE
OR A CABIN FIRE.
ALWAYS MAKE SURE THE CABIN IS PROPERLY VENTILATED BEFORE USING THE
STOVE. THE STOVE EXHAUST CONTAINS CARBON MONOXIDE THAT IS COLORLESS
AND ODORLESS. CARBON MONOXIDE IS A DANGEROUS GAS THAT IS POTENTIALLY
LETHAL.
12.6 Carbon Monoxide Detector
A carbon monoxide (CO) detector installed in the cabin on the rear
bulkhead. If excess carbon monoxide fumes are detected, an audible
beeping will sound indicating the presence to the toxic gas.
A by product of combustion, carbon monoxide is invisible, tasteless,
odorless, and is produced by all engines, heating and cooking
appliances. The most common sources of CO on boats are gasoline
engines and auxiliary generators and propane or butane stoves.
These produce large amounts of CO and should never be operated
while sleeping.
Please read the owner's manual supplied by the detector manufacturer for operation instructions and additional information regarding
the hazards of carbon monoxide gas. Also read more about carbon
monoxide, carbon monoxide detectors, and proper ventilation in the
Ventilation Systems and Safety Equipment chapters in this manual.
If you did not receive a manual for your carbon monoxide detector,
please contact the Pursuit Customer Relations Department.
Carbon Monoxide Detector
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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CO POISONING PRODUCES FLUE-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.
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.
12.7 Convertible V-Berth and Table
The v-berth is equipped with a table that will seat two people when the table is in the up position.
There is storage below a hatch under each v-berth cushion. The table is mounted on an adjustable
pedestal that allows the dinette to be converted to a double berth.
To convert the dinette to a double berth, loosen the knob on the pedestal base. Then carefully lower
the table until it seats on the teak table supports on each side of the v-berth. Secure the table in the
down position by tightening the knob on the pedestal base. Place the separate berth cushion on
the table top to complete the berth conversion. The table should be lowered to the berth position
whenever the boat is run offshore or in heavy sea conditions to prevent damage to the pedestal
assembly.
Daylight and fresh air is provided to this area by two opening port windows and by an overhead
opening hatch. Additional lighting is provided by 12-volt lights.
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Chapter 13:
ROUTINE MAINTENANCE
13.1 Exterior Hull and Deck
Hull Cleaning-Below The Water Line
When the boat is removed from the water, clean the outer bottom surface immediately. Algae,
grass, dirt and other marine growth is easier to remove while the hull is still wet. Use a pressure
cleaner or a hard bristle brush to clean the surface.
Bottom Painting
If the boat is to be left in saltwater for extended periods, the hull must be protected from marine
growth by antifouling paint. Because of variations in water temperature, marine growth, and
pollution in different regions, your dealer and/or a qualified boat yard in your area should be
consulted when deciding what bottom paint system to apply to your hull. This is extremely
important as pollution and marine growth can damage fiberglass hulls.
SANDING OR SANDBLASTING THE HULL BOTTOM WILL DAMAGE THE FIBERGLASS.
USE ONLY STANDARD ANTIFOULING PAINTS AND FIBERGLASS WAX REMOVERS AND
PRIMERS RECOMMENDED BY THE ANTIFOULING PAINT MANUFACTURER WHEN PREPARING THE HULL FOR BOTTOM PAINT. 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.
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 anodes are installed on the outboard engines and should be installed on the trim tabs if
the boat is to be left in the water. The anodes are less noble than copper based alloys 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. Always use the type and grade of anode recommended by the engine manufacturer of
outboard and stern drive boats. When replacing the anodes, make sure the contact surfaces are
clean, shiny metal and free of paint and corrosion. Never paint over the anode.
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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.
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.
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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 BE NOT BE USED
ON TOWER LADDERS, STEERING WHEELS AND OTHER AREAS WHERE A GOOD GRIP
AND SURE FOOTING IS 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.
Note: You should contact Pursuit Customer Relations before making any modifications to
aluminum fabrications. Unauthorized modifications can void the warranty.
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.
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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 effect 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 are
an indication of possible phase separation from the use of alcohol blended fuels.
13.2 Upholstery, Canvas and Enclosures
Vinyl Upholstery
The vinyl upholstery used on the exterior seats and bolsters, and for the headliner in some cabins,
should be cleaned periodically with soap and water. Any stain, spill or soiling should be cleaned
up promptly to prevent the possibility of permanent staining. When cleaning, always rub gently.
Avoid using products containing ammonia, powdered abrasive cleaners, steel wool, ink, 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., contains
oils and dyes that can cause stiffening and staining of vinyls.
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•
•
•
•
•
•
•
Dry soil, dust and dirt - Remove with a soft cloth.
Dried on dirt - Wash with a soft cloth dampened with water.
Variations in surface gloss - Wipe with a water dampened soft cloth and allow to air dry.
Stubborn dirt - Wash with a soft cloth dampened with Ivory Flakes® and water. Rinse with
clean water.
Stubborn spots and stains - Spray with either Fantastik Cleaner® or Tannery Car Care Cleaner®
and rub with a soft cloth. Rinse with clean water.
Liquid spills - Wipe immediately with a clean absorbent cloth. Rinse with clean water.
Food grease and oily stains - Spray immediately using either Fantastik Cleaner® or Tannery
Car Care Cleaner®, wiping with a soft cloth. Take care not to extend the area of contamination
beyond its original boundary. Rinse with clean water.
Acrylic Canvas
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.
Note: Some leakage at the seams is normal and unavoidable with acrylic enclosures.
Side curtains and clear connectors can be cleaned with mild soap and water. They should not be
allowed to become badly soiled. Dirt, oil, mildew, and cleaning agents containing ammonia, will
shorten the life of the vinyl that is used for clear curtains. After cleaning the curtains and allowing
them to dry, apply a non-lemon furniture polish or an acrylic glass and clear plastic protector to
extend the life of the side 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.
Snaps should be lubricated periodically with petroleum jelly or silicone grease. Zippers should be
lubricated with silicone spray or paraffin.
The bimini top, side curtains, clear connector, back drop and aft curtain must be removed when
trailering. Canvas enclosures are not designed to withstand the extreme wind pressure encountered
while trailering and will be damaged. Always remove and properly store the enclosure before
trailering your boat.
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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.
Strataglass
Strataglass® is a special coated vinyl that is used only in the clear connector for the hard top
enclosure. The coating protects the vinyl glass and resists scratching. Waxes and plexiglas
polishing compounds should not be used on strataglass as the protective coating prevents them from
penetrating into the vinyl and they will build up on the surface. These products will create a hazy,
greasy appearance that will affect the clarity of the strataglass. Products that repel water, like
Rainex®, should not be used as they will not take well to the surface and could appear spotty and
may also yellow or dull the Strataglass over time.
Stratoglass can be cleaned by rinsing off dirt or salt deposits with fresh water, then washing with
a clean cloth and mild soap. Chamoise dry to remove water spots and improve clarity. If a polish
is accidentally used, use Windex® or its equivalent to remove it. While window cleaners will
destroy the standard vinyl normally used in side curtains, it will not harm strataglass. Always roll
down the curtains and snap in place at the end of each day so the curtains will maintain their shape
and to minimize fold distortions.
Remember, the coating on strataglass is scratch resistant and not scratch proof. Always handle the
curtains with care and never roll up curtains that are salty or dirty. If you have any questions about
the clear curtains used on your boat, please contact the Pursuit Customer Relations Department.
13.3 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 off the salt crystals. Salt retains moisture and will cause damage. Dry thoroughly
and reinstall.
Vinyl headliner material should be cleaned periodically as explained in the previous section. Avoid
using products containing ammonia, bleach, or harsh chemicals as they can shorten the life of vinyl.
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.
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ALWAYS READ THE LABEL CAREFULLY ON MILDEW PROTECTORS. REMOVE THE
PROTECTOR AND ALLOW THE CABIN TO VENTILATE COMPLETELY BEFORE USING
THE CABIN.
13.4 Bilge
To keep the bilge clean and fresh, it is recommended that you use a commercial bilge cleaner on
a regular basis. Follow the directions carefully. All exposed pumps and metal components in the
bilge 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 is necessary to ensure adequate air circulation.
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Chapter 14:
SEASONAL MAINTENANCE
14.1 Lay-up and Storage
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 freshwater system.
•
Consult the engine owner’s manual for detailed information on preparing the engines for
storage.
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14-1
PROFILE WITH SLING LOCATIONS
Sling locations
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 on page 14-1 for the correct position of the lifting slings.
The fore and aft slings should tied together to prevent the slings from sliding on the hull.
BOATS HAVE BEEN DAMAGED FROM IMPROPER LIFTING AND TRANSPORTING WITH
FORK LIFTS. CARE AND CAUTION MUST BE EXERCISED WHEN TRANSPORTING A BOAT
WITH A FORK LIFT. NEVER HOIST THE BOAT WITH A SUBSTANTIAL AMOUNT OF
WATER IN THE BILGE.
SEVERE GELCOAT CRAZING OR MORE SERIOUS HULL DAMAGE CAN OCCUR DURING
HAULING AND LAUNCHING IF PRESSURE IS CREATED ON THE GUNWALES (SHEER) BY
THE SLINGS. SPREADERS ARE NOT REQUIRED IF BELTS ARE NOT CREATING PRESSURE (CABLE DRUMS FURTHER APART THAN BEAM OF BOAT). FLAT, WIDE BELTING
SLINGS AND SPREADERS LONG ENOUGH TO KEEP PRESSURE FROM THE GUNWALES
ARE ESSENTIAL. DO NOT ALLOW ANYONE TO HAUL YOUR BOAT WHEN THE SPREADERS ON THE LIFT ARE NOT WIDE ENOUGH TO TAKE THE PRESSURE OFF THE GUNWALES.
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Supporting The Boat For Storage
Your trailer 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 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.
Note: Read the owner’s manual for the trailer for the correct amount of inflation for the
tires.
When storing the boat on a cradle:
• The cradle must be specifically for boat storage.
•
Make sure the cradle is well supported and placed on a level surface with the bow high enough
to provide proper drainage of the cockpit and bilge.
•
Make sure the engines are in the down position.
•
The cradle must be in the proper fore and aft position to properly support the hull. When the
cradle is in the correct location, the bunks should match the bottom of the hull and should not
be putting pressure on the lifting strakes.
BOATS HAVE BEEN DAMAGED BY TRAILERS AND CRADLES THAT DON’T PROPERLY
SUPPORT THE HULL. ALWAYS MAKE SURE THE BUNKS AND PADS 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 AND TRAILER SUPPORT IS NOT COVERED BY THE PURSUIT WARRANTY.
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.
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14-3
•
Remove propellers and grease the propeller shafts using light waterproof grease.
•
Remove the batteries and store in a cool place. Clean using clear, clean water. Be sure the
batteries have sufficient water and clean terminals. Keep the batteries charged and safe from
freezing throughout the storage period.
Note: Refer to the Electrical System Chapter, for information on the maintenance of the
and DC electrical systems.
AC
•
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.
Note: 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
Freshwater System
The entire freshwater system must be completely drained. Disconnect all hoses, check valves, etc.
and blow all the water from the system. Make sure the freshwater tank is completely drained. Use
only very low air pressure when doing this to prevent possible system damage. Because of the
check valve mechanism built in the pump, blowing the lines will not remove the water from the
freshwater pump. Remove the inlet and outlet hoses on the pump. Turn the pump on and allow
it to pump out any remaining water....about a cupful. A recommended alternative to the abovementioned procedure is the use of commercially available non toxic, freshwater system antifreeze.
After draining the potable water tank and lines, pour the antifreeze mixture into the freshwater tank,
prime and operate the pump until the mixture flows from all freshwater faucets. Be sure to open
all water faucets, including the freshwater spray head in the stern bait station sink. Make sure
antifreeze has flowed through all of the freshwater drains.
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The 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 Freshwater 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 that raw water pump. Remove the inlet and outlet hoses on the pump. Turn the pump
on and allow it to pump out any remaining water....about a cupful. A recommended alternative to
the above-mentioned procedure is the use of a 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 optional 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.
Note: 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 selfbailing cockpit troughs. Water freezing in these areas could cause damage.
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14-5
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.
ALWAYS MAKE SURE THE LEG DRAIN HOLES ARE CLEAR WHEN THE BOAT IS LAID
UP FOR THE WINTER. WATER TRAPPED INSIDE THE HARDTOP OR RADAR ARCH LEGS
COULD FREEZE AND CAUSE THE LEGS TO SPLIT.
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.
Note: 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.
14.3 Recommissioning
DO NOT OPERATE THE BOAT UNLESS IT IS COMPLETELY ASSEMBLED. KEEP ALL
FASTENERS TIGHT. KEEP ADJUSTMENTS ACCORDING TO SPECIFICATIONS.
14-6
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Note: It is important and recommended that the fitting out procedure for the marine gear
be done by a qualified service person. Read the engine owner’s manual for the
recommended procedure.
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 engines 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
freshwater. Make sure all antifreeze is flushed from the water heater and it is filled with
freshwater before it is activated.
•
Check and lubricate the steering system.
•
Clean and wash the boat.
•
Install all upholstery, cushions and canvas.
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 insures that the cooling pump is operating.
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14-7
•
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.
14-8
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Chapter 15:
SCHEMATICS
12-Volt DC Wiring Schematic
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15-1
15-2
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110-Volt Wiring Schematic
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15-3
Steering Cylinder
Tie Bar
Hydraulic Lines
Hydraulic Steering System
Helm
Fuel System
15-4
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Fuel Selector Valves
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15-5
Freshwater System
15-6
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15-7
Strainer
Strainer
Livewell
Livewell
Pump
Pump
Strainer
Washdown
Connector
Thru-Hull
Intake
Raw Water
Pump
Livewell
Raw Water System
Head Intake
Thru-Hull
Head
Head System
Head System with Macerator
15-8
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15-9
Hull Drainage System
15-10
Scupper Drain
Scupper Drain
Engine Well
Drains
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Cockpit
Drain
Sink Drain
Rigged Bait
Storage
Drain
Fishbox
Drain
Cockpit
Drain
Sink Drain
Sump
Hatch
Scupper
Cockpit Drainage System
Console Cooler
Drain
Livewell
Drain
Livewell
Overflow
Sling Positions
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15-11
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.
Amidship: 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.
Barnacles: 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.
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A-1
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.
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.
A-2
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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.
EPIRB: Emergency Position Indicating Radio Beacon. Operates as a part of a worldwide satellite
distress system.
Even Keel: When a boat floats properly as designed.
Fathom: A measure of depth. One Fathom = 6 feet.
Fender: A soft object of rubber or plastic used to protect the topsides from scarring and rubbing
against a dock or another vessel.
Fend off: To push or hold the boat off from the dock or another boat.
Flying Bridge: A control station above the level of the deck or cabin.
Flukes: The broad portions of an anchor which dig into the ground.
Fore: 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.
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A-3
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.
Hand Rail: Rail mounted on the boat, for grabbing with your hand, to steady you while walking
about the boat.
Harbor: An anchorage which provides reasonably good protection for a boat, with shelter from
wind and sea.
Hatch: An opening in the deck with a door or lid to allow for access down into a compartment
of a boat.
Head: A toilet on a boat.
Heat Exchanger: Used to transfer the heat that is picked up by the closed cooling system to the
raw cooling water.
Helm: The steering and control area of a boat.
Hull: The part of the boat from the deck down.
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.
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Length On The Waterline (l.w.l.): A length measurement of a boat at the waterline from the stern
to where the hull breaks the water near the bow.
Limber Hole: A passage cut into the lower edges of floors and frames next to the keel to allow
bilge water to flow to the lowest point of the hull where it can be pumped overboard.
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.
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.
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A-5
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.
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.
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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.
Swimming Ladder: Much the same as the boarding ladder except that it extends down into the
water.
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A-7
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.
A-8
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Appendix B:
MAINTENANCE LOG
Date
Hours
Dealer
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Service/Repairs
B-1
MAINTENANCE LOG
Date
B-2
Hours
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
Dealer
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Service/Repairs
B-3
MAINTENANCE LOG
Date
B-4
Hours
Dealer
Service/Repairs
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MAINTENANCE LOG
Date
Hours
Dealer
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Service/Repairs
B-5
MAINTENANCE LOG
Date
B-6
Hours
Dealer
Service/Repairs
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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 ANDADDRESS 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
OPERATIONAT 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 INYOUR 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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C-1
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
C-2
Name of Reviewing Office
Date Received
Secondary Cause of Accident
Reviewed By
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