Catalina 350 Owner's Manual

 Ca lalina// Yach [5
MORGAN
CATALINA 350
OWNER'S
MANUAL
04/23/02
FOREWORD
Congratulations on the acquisition of your new Catalina. All Catalina yachts
are designed and built with care using quality materials to assure you years
of sailing enjoyment with a minimum of upkeep and maintenance.
Before attempting maintenance or operation of your Catalina Yacht, please
read the Catalina Yachts Limited Warranty booklet and fill out the enclosed
warranty registration card.
The registration card enables Catalina to inform you of developments and
modifications to enhance the performance or comfort of your yacht. It is
also important to be able to contact owners to comply with Coast Guard
defect notification requirements.
Experienced boat yard personnel under the direction of your authorized
dealer should handle the launching and rigging of your Catalina Yacht.
The index page lists the contents of this manual. Warrantees and
information regarding installed optional equipment have been included when
available and applicable.
Maintaining your yacht properly can become a satisfying part of your sailing
activities. A regular inspection is the best preventive maintenance. It will
help keep your boat safe and in good condition while in use, and insure
peace of mind when the boat 1s left unattended.
Take good care of your boat and take the time to learn and practice good
seamanship.
PREFACE
This manual is intended and supplied to help owners of Catalina Yachts
understand their boats and answer common questions about maintenance and
systems design specific to their boat.
This manual is not intended to provide sailing instructions. It 1s assumed the
operator will consult books written for that purpose, or take sailing lessons
or courses to gain knowledge necessary for the safe operation of the vessel.
The systems descriptions and illustrations in this manual apply to boats built
at the time of publication. Our policy of constant improvement necessitates
that changes have been made to the boat since its introduction. Therefore,
these illustrations and descriptions may not apply to boats built before the
time of publication.
Owners of earlier hulls, who have questions not answered herein, should
consult with their local Catalina dealer, or write to, or e-mail Catalina
Yachts Customer service. Please include your hull number in all
communication.
The maintenance checklists contained within this manual are intended as
guidelines for boats in normal service under typical conditions.
Climate and use will vary and may require additional or special
maintenance. Consult with your local boat yard or Catalina dealer for
specific maintenance and precautions recommended for your purposes and
climate.
Caution: The aluminum and other metal parts conduct electricity. Coming
in contact with or near an electrical power line or lightening can cause
severe injury or death. Stay away from overhead electrical power lines
when sailing and/or launching the boat.
TABLE OF CONTENTS
Forward
Preface
Table of Contents
Commissioning Check List
Maintenance Check List
Specifications
Sail Plan
Bottom Barrier Coating and Preparation
Interior Teak Maintenance
Cabin Sole Maintenance
Upholstery Maintenance
Hatch Maintenance
Fixed Port Maintenance
Spar and Rigging Maintenance
Sail Maintenance
Rigging- Mast
Reefing
Rigging Length Schedule
Standing Rigging
Deck Plan
PAGE
10
13
14
15
15
16
17
18
19
20
22
23
24
25
26
27
Deck Plan Parts List
Mainsheet System
Boom Vangs
Cabin Top Control Arrangement
Spinnaker Option Rigging
Electrical System, DC
12 Volt Wiring Schematic
Mast Light Wiring
Electrical AC 110- 115 Volt
Electrical Plan, 110 Volt Schematic
Electrical Plan, 240 Volt Schematic
DC Panel
AC Panel
Plumbing
Fresh Water Schematic
Sanitary Schematic
Thru Hull Locations
Tank Locations
Auxiliary Power
Shaft Alignment
Shaft Alignment Drawing
Fueling
28
29
30
32
33
34
37
38
39
41
42
43
44
45
48
49
50
51
52
53
54
55
Steering
Accommodation
Interior Plan
Decommissioning
Owner/User Responsibility
Lightning Protection
Commissioning Package
Literature and warranties for equipment, which may be supplied
with this manual.
Warning Labels
Lifting Points
58
59
60
61
64
67
75
77-79
80
COMMISSIONING CHECK LIST
This checklist is intended as a guide to aid in the proper delivery and commissioning of a new boat to the
originator purchaser. It may also be useful to review this list each time the boat is recommissioned after
storage.
PRE-LAUNCH CHECK: (before stepping mast)
1. Shaft turns freely by hand, zinc collar installed if required.
2. Check intake hoses and clamps.
3. Check dripless shaft seal per the manufacturers specifications.
4. Check all through hull fittings.
5. Engine drain plugs tight, engine, muffler and exhaust line OK.
6. ВоНот с1еап, paint OK.
7. Hull sides clean, gel coat OK.
8. Decks clean, gel coat OK.
9. Interior varnish OK.
10. Cushions, curtains, clean and in place.
11. Lifelines, pelican hooks and pulpits rigged and OK.
12. Spreaders taped at base end, upper shroud and intermediate wired to tip end and
taped or boots installed.
13. Rigging lengths verified with checklist in kit.
14. Mast and boom inspected; cotter pins, sheaves, tangs, spreaders, reef lines, outhaul,
15. — Mas lights checked before mast stepped
16. Check overhead for electrical wires, which may interfere with the space
required to raise the mast to its full upright position. If there are wires
of any kind anywhere near the boat. Do not raise the mast. Move boat
to any other location away from any wires. Contact with wires can be fatal.
17. Masthead sheaves lubricated and rotate freely.
ELECTRICAL:
1. Lights operational:
_ Running Cabin Bow Anchor — Deck Light
2. Pumps Operational: __ Pressure Water __ Macerator Pump Bilge Pump
3. Shore power system OK. Polarity correct.
4. Check battery switch #1 42 OK.
6. Check battery terminals for tightness.
7. Check battery movement restraints.
PLUMBING AND INTERIOR:
1. No leaks at through hull fittings with seacocks open or closed.
2. Fill all water tanks.
3. Check all water tanks at fittings and vents for leaks.
4. Test all faucets and foot pumps for leaks.
S. Check for leaks at sink drain, sink drains OK.
6. Put water in icebox and check for proper drainage.
7. Check manual bilge pump operation, handle present.
8. Check head by flushing and pumping.
9. Check shower sump drain line.
10. Check holding tank, and waste discharge system.
11. Check head and pump for leaks.
12. Main hatch: no leaks, slides freely, hatch boards fit OK.
13. Cabin windows hose tested for leaks.
14. Anchor locker drains OK, no Leaks.
15. Stove operates OK; check tank, fuel line, burner and oven.
RIGGING AND HARDWARE:
1. Mast stepped.
2. Pin, tape and tune standing rigging
3. Blocks, cars, cleats rigged OK.
4, Test all winches, winch handles present.
5. Boom vang supports boom
6. Check chainplates for leaks (*note 1)
*Note (1): It may be necessary to rebed the chainplates after the boat has been sailed the first few time
as some movement between the deck and the metal chainplate may break the bedding material seal.
This movement is normal. Chainplates should be rebedded or caulked at the first sign of a leak to avoid
damage to the interior wood and finishes.
ENGINE:
ENGINE:
1. No leaks: Shaft, rudder, stuffing box, or shaft log.
2. Shaft, dimpled for set bolts at coupling; bolts wired and coupling secured.
3. _____ With fuel tanks full, no leaks at fill pipes, overflow vent, or any fuel line
connections.
4. With coupling disconnected, engine and shaft alignment OK. Recheck
alignment OK. Recheck alignment after rigging tuned.
5. Transmission fluid level OK.
6. Engine oil level OK.
7. Check fresh water/coolant level OK.
8. Fuel valves open, bleed and prime lines for diesel engine.
9. Check that shaft is coupled and aligned to .003 maximum tolerance.
10. Engine wiring OK, connections tight.
11. Throttle control cable travel and brackets OK.
12. Clutch control cable travel and brackets OK.
13. Start engine.
14. Exhaust water flow OK.
15. № leaks in fuel lines at fittings, fuel filter, fuel pump or injectors.
16. No engine or oil leaks.
17. Calibrate tachometer, Idling speedset ~~ R.P.M.’S,
18._ Check shutoff cable for diesel engine.
19. Check forward and reverse shifting.
20. Check engine instruments for operation, tachometer for calibration.
21. Run in gear for ten (10) minutes.
22. Recheck packing gland after engine stops.
23. Bilge blower and vent system OK.
24. Exhaust system, check for leaks, insulation in place.
OPERATION CHECK LIST:
1. Emergency tiller trial fitted and operational.
2. Pedestal steering operation OK, compass OK.
3. Sails and halyard OK.
4. Boat sea trialed under power and sail OK.
FINAL CHECK:
1. All accessory equipment operates OK.
2. All boat, engine, and accessory literature, and/or manuals aboard or presented
to owner.
3. Warranty cards completed and mailed, owner registration card attached,
owner informed of warranty responsibilities.
4. Engine warranty card completed and mailed.
5. Owner familiarized with boat, equipment and operation.
Commissioned By:
Date:
Sold and Delivered By: Date:
PRE-USE MAINTENANCE:
RIGGING:
1. Inspect turnbuckles tighten as required, pinned as required.
2. Inspect clevis pins and cotter pins.
3. Visually inspect spreader tips and other areas where sails may chafe during sailing,
replace tape as necessary.
4. Halyards free and not tangled.
5. Inspect mast hardware attachment bolts, tighten as required.
HULL AND DECK INSPECTION:
1. Pedestal steering OK, rudderpost packing gland not weeping.
2. Bilge and compartments are dry.
3. Through hull valves, hoses, and clamps OK.
4. Check running lights.
ENGINE:
1. Check engine oil and fuel levels.
2. Shafi seal OK, cooling water intake valve opens and closes OK.
3. Throttle and shift OK.
MONTHLY MAINTENANCE:
RIGGING:
1. Inspect chain plates, fastenings and bolts for leaks, replace sealant and tighten as
necessary. (1)
2. Inspect blocks, shackles, cotter pins.
3. Check rigging tune, rigging wire condition.
4. Check turnbuckles and locking pins.
NOTE (1): It may be necessary to rebed the chainplates after the boat has been sailed the first few time as some
movement between the deck and the metal chainplate may break the bedding material seal. This movement is
normal. Chainplates should be rebedded or caulked at the first sign of a leak to avoid damage to the interior
wood and finishes.
HULL AND DECK:
10
HULL AND DECK:
1. Inspect hull valves open and close freely.
2. Winches turn freely, lubricate as per manufacturer’s recommendations.
3. Clean and wax gel coat surfaces as necessary.
ENGINE:
1. Check oil and fluid levels, visually check for fluid leaks.
2. Battery: Check fluid levels and tie downs.
3. Tighten all bolts and nuts to proper torque.
4. Check fuel tank fittings and-hose clamps.
5. Disassemble and inspect cooling system anti-siphon
6. Check bolts.
7. Check filters.
11
SEASONAL MAINTENANCE:
RIGGING:
1. Mast head pins and sheaves turn freely.
2. Halyards and shackles are in good condition. (Refer to Rigging, Stepping the Mast)
3. Spreader tips and bases, and mast fittings OK.
4. All shroud terminations and swedged fittings OK, check for cracks or corrosion.
5. Gooseneck assembly and boom assembly OK.
6. Mast, boom and spreaders cleaned and waxed.
7. Lifelines, pelican hooks, and stanchions all OK, all pins and fittings are secure, cotter
rings taped. Turnbuckles, pelican hooks and connector loops OK, screw fittings
checked for thread wear.
HULL. DECK and CABIN:
1. All chainplates and through bolts tight.
2. Disassemble winches and lubricate bearings and pawls.
3. Inspect and coat electrical system connections, battery tie downs and terminal
connectors to prevent corrosion.
4. Drain and flush fresh water system.
5. Check head and anti-siphon valve in toilet.
6. Hatch gaskets and hold down fasteners OK.
7. Bottom, keel and rudder condition of anti-fouling paint OK.
8. Lifelines, stanchions and pelican hooks OK.
ENGINE:
1. ~~ Check shaft alignment.
2. Clean motor thoroughly.
3. Inspect fuel system.
4. Tune engine as per manufacturer’s recommendations.
5. Exhaust system check for leaks, or deterioration, insulation in place.
12
Catalina 350 Specifications
Rev: 3/3/03
PRINCIPAL DIMENSIONS
Length Over All 36° 5” (11.10 m)
Length of Hull 35° 3” (10.74 m)
L.W.L. 31° 3” (9.53 m)
BEAM 137 0” (3.96 m)
Distance from W/L
to masthead: 52° 0” (15.85 m)
WING KEEL
Draft 4” 6” (1.37 m)
Ballast 6212 lbs. (2818 kg)
Designed weight (est.) 14012 Ibs. (6356 kg)
Disp/Length 205
Theoretical hull speed 7.5 knots
Sail Area/displacement: 16.88
FIN KEEL
Draft 6° 8” (2.03 m)
Ballast 5137 Ibs. (2330 kg)
Designed weight (est.) 12937 lbs. (5868 kg)
Disp/Length 189
Sail Area/displacement: 17.80
RIG MEASURES
Mainsail, Rated: 276 sq. ft. (25.64 sq. m)
Total w/ 100%
Foretriangle: 613 sq. ft. (56.95 sq. m)
Total w/ Standard
135% Genoa: 731 sq. ft. (67.91 sq. m)
[ = 46-9” (14.25 m)
J = 14” - 5” (4.41 m)
P= 40” - 11” (12.47 m)
E = 13° - 6” (4.11 m)
TANKAGE AND CAPACITIES
Water: Fwd. 55Gal. (208.21),
Aft. 22.5 Gal. (85.2 1t.),
Water heater, electric & engine
heat exchanger: 11 Gal. (41.6 It.)
Total Water: 88.5 Gal. (335.0 It.)
Holding Tank: 22 Gal. (83.3 lt.)
Fuel: 39 Gal. (147.6 lt.)
Refrigerator: 4 cu. ft. (0.11 cu. m)
Freezer: 4 cu. ft. (0.11 cu. m)
Batteries: (2) 4D Deep Cycle
ENGINE AND CONTROLS
Universal M-35B, 35 HP (26.1 kW) Diesel,
4 cyl., 81.47 cu. in. (1.34 1t.) , fresh water cooled.
Approx. fuel consumption:
1.2 GPH (4.54 LPH) @ 2500 RPM.
Edson pedestal steering with
36” (0.91 m) stainless wheel.
Single lever engine control.
PROPELLER
2 Blade 15x10
(2 Blade 38.1 cm x 25.4 cm)
Optional: 3 Blade 15x9
(3 Blade 38.1 cm x 22.9 cm)
RIGGING
Double Spreaders in line.
Shrouds:
Upper 5/16” (0.79 cm) wire 1x19
Intermediate 1/4” (0.64 cm) wire 1x19
Fwd. Lowers 5/16” (0.79 cm) wire 1x19
Aft Lowers 5/16” (0.79 cm) wire 1x19
Forestay 5/16” (0.79 cm) wire 1x19
Backstay 5/16” (0.79 cm) wire 1x19
Backstay Bridle 1/4” (0.64 cm) wire 1x19
Rope Halyards, Low Stretch, led aft.
Solid Boom Vang, Spring Loaded.
Dutchman flaking system on mainsail.
Ball bearing blocks on all running rigging.
WINCHES
Primary: (2) Harken B44.2 STC, Chrome
Bronze, Self-Tailing.
Halyard: (2) Harken B32.2 STC, Chrome
Bronze, Self- Tailmg.
Optional Halyard: (1) Harken Electric
B40.2 STEC12, Chr. Bronze,
Self-Tailing, in lieu of standard
halyard on starboard cabin top.
ALL SPECIFICATIONS ARE APPROXIMATE
Note: Specifications And Or Equipment Subject To Change Without Notice.
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14
MAINTANANCE GUIDE
BOTTOM BARRIER COATING AND PREPARATION:
Anti-fouling paint should be applied to the bottom of your Catalina if it is to be moored in either
fresh or salt water for any length of time. There are many brands available. Anti-fouling paint
prevents the growth of algae, barnacles, and other fouling organisms on underwater surfaces.
Catalina models are manufactured with an integrally molded blister protection system in the hull
laminate. This water absorption barrier material is between the gel coat surface layer and the
laminates of the hull.
The bottom may be prepared for painting using conventional dewaxing solvents, then sanding the
gel coat surface or using a chemical etching type primer. The keel has been painted using epoxy
primer, filler-fairing compound and finished with epoxy paint. This material is a suitable substrate
for most anti-fouling systems, however a “test patch” of the intended anti-fouling paint should be
tried on a small area to insure compatibility before coating the entire keel area.
EXTERIOR TEAK MAINTENANCE:
The hatch boards are teak and can be kept looking good by occasionally oiling with teak oil.
Should the teak become weathered, cleaning and bleaching with a commercially available
teak cleaner will restore the color of the wood. Then oil the wood with a good grade teak oil to
restore the golden color on the teak. Do not use wire or hard bristle brushes on the wood, as this
will remove the softer wood between the annual rings and leave a rough surface.
INTERIOR TEAK MAINTANANCE
The interior joiner work is coated with a clear, non-yellowing, aliphatic, water based
polyurethane to provide a durable finish. Normal household fine furniture cleaners can be used to
help protect and keep the finish looking new. Do not use any harsh solvents such as lacquer
thinner or acetone as these will destroy the fine finish. If in doubt about a particular cleaner try the
cleaner on a small inconspicuous spot first before doing a large area
IMPORTANT Always be sure to have adequate ventilation when working with
varnishes, cleaners, oils or paints.
15
CABIN SOLE MAINTENANCE
CLEANING
In most cases, all that is required to maintain the original appearance of your Cabin Sole is wiping
it with a damp cloth. For persistent stains, however, the cleaning methods listed below are
recommended. Start with the first method and proceed to the next method if the stain persists. It is
important that after each cleaning step, the surface of the laminate is rinsed with warm water and
wiped with a dry cloth. This step prevents the buildup of cleaning agent on the laminate surface.
Residual cleaning agent can be reactivated with moisture from a wet plate or cup. If this
reactivated cleaning agent remains on the surface of the laminate it can damage the decorative
surface.
Regular cleaning- wipe the surface of the laminate with a soft, damp cloth and a mild
detergent; then rinse the laminate surface with warm water and wipe with a clean, dry cloth to
remove any cleaner residue.
If the stain persists- use a damp cloth and a full-strength, all purpose cleaner. Rinse the
laminate surface with warm water and wipe with a dry cloth to remove any cleaner residue.
For tougher stains- such as coffee, tea, or fruit juice, use a paste of baking soda and
water. Apply this paste with a soft bristled brush and scrub gently in a circular motion for 10-20
cycles. (Caution: Excessive scrubbing can dull or damage the surface of the laminate making it
more prone to future stains.) Rinse the laminate surface with warm water and wipe with a clean
dry cloth to remove any cleaner residue.
Extremely stubborn stains may be removed with bleach or acetone ( i.e. nail polish
remover). For safety reasons, rubber gloves should be worn when handling these liquids. Apply
the bleach or acetone to the stain and allow it to sit for no longer than 1-1/2 minutes, then rinse
thoroughly with warm water and wipe dry with a clean cloth. (Caution: prolonged exposure of
the laminate surface to bleach will cause discoloration.) if this method appears to be removing the
stain but not affecting the color of the laminate surface repeat this step until the stain is removed
then rinse the laminate surface with warm water and wipe with a clean, dry cloth to remove any
residue.
If you have any questions regarding the care and maintenance of your Pionite decorative laminate
sole, please call Pionite’s Customer Service department at 1-800-PIONITE (746-6483)
16
UPHOLSTRY MAINTENANCE
INTERIOR CUSHION- FABRIC COVER
NOTE: This applies to standard woven fabrics only, not to Ultra-leather or special order
materials.
CLEANING
1) Regular vacuum cleaning or brushing in the direction of the pile with a soft brush.
2) Stains should, if possible, be removed at once with a damp cloth. Do not allow stains to
harden and age.
3) Greasy stains can be removed with ordinary cleaning fluid.
4) For overall cleaning, use commercial types of upholstry shampoo using only the foam to
protect the back padding from moisture. After a minute or so, remove foam, and when dry,
vacuum or brush in the direction of the pile.
5) Do not use heat such as an iron or steam.
6) The use of some kind of fabric protector, such as “Scotch Guard” is strongly recommended
when the cushions are new, and after each cleaning.
ULTRALEATHER
1) Spot clean with mild soap and water.
2) Air dry or dry quickly with warm setting of a hair dryer.
3) For stubborn stains, use mild solvent.
TYPE OF STAIN MILD DETERGENT MILD CLEANING FLUID
Coffee, Tea X
Red Wine, Liquor
Coke, Soft Drink
Milk
Ketchup
Steak Sauce, Soy Sauce
Mayonnaise, Butter
Salad Oil
Chocolate
Cosmetic Foundation
Lipstick
Face Cream
Suntan oil/ lotion
Shoe polish
Machine oil
Urine
PA PI ON
PA DI A > A DI MI DA OA
PLEATED SHADES
A regular vacuuming is all that’s required to keep the shades looking new. DO NOT hand wash,
machine wash or dry clean, for it will weaken the material. A good upholstery cleaner can be used
to spot clean the shades as required.
17
HATCH MAINTENANCE
USER NOTES
Small vent hatches are restricted to 90 degree opening and should not be forced beyond their stop
position, as damage to the lever mechanism may occur. Larger hatches are not self-supporting
beyond the vertical position and will fall fully open if unrestrained.
The locking ventilation position is used by closing the handles into the catch block center slot.
Care should be taken not to stand on or load the hatch lid in this position, as damage could occur
to the handle or catch block.
Always wash the hatch with soap, water and a soft cloth.
Never use abrasive or solvent cleaners on the acrylic lid, as this may at a later date damage
the acrylic.
To avoid risk of injury care should be taken to keep hands and limbs clear of lever and lid pinch
zones while operating and adjusting the hatch.
Always wash the Portlight or Fixedlight with soap, water, and a soft cloth.
Never use abrasive or solvent cleaners on the window, as this may damage the acrylic.
FRICTION LEVER ADJUSTMENT
The friction lever units installed on Ocean hatches are pre-set when manufactured to give a correct
positioning with a minimum opening load. It may be necessary occasionally to adjust the lever
setting to correct the operation of the hatch.
Adjustment is made by means of the socket head screws on either side of the lever assembly.
Using a 4mm (5/32) hexagon key, turn the adjusting screw approximately 1/8" of a turn
in a clockwise direction to increase the positioning force. This is most easily carried out
in the fully open or closed positions.
Do not over tighten the adjusting screws.
On hatches with multiple lever units, care must be taken to adjust all levers to
a similar loading.
Open the hatch and check for correct operation.
Re-adjust if necessary until desired operation is achieved.
Lubricants should not be used on the friction lever assemblies, as this will adversely
affect the function of the units.
18
CARING FOR MAIN CABIN FIXED PORTS
WASHING
Wash ACRYLITE FF sheet with a solution of mild soap or detergent and lukewarm water. Use a
clean soft cloth, applying only light pressure. Rinse with clean water and dry by blotting with a
damp cloth or chamois.
Grease, oil or tar may be removed with a good grade of hexane, aliphatic naphtha, or kerosene.
These solvents may be obtained at a paint or hardware store and should be used in accordance
with the manufacturer’s recommendations.
DO NOT USE: Window cleaning sprays, kitchen scouring compounds, or solvents such as
acetone, gasoline, benzene, carbon tetrachloride or lacquer thinner. These can scratch the sheet’s
surface and/or weaken the sheet causing small surface cracks called “crazing”.
DUSTING
Dust with a soft, damp cloth or chamois. Dry or gritty cloths may cause surface scratches and
create a static electric charge on the surface (see section on neutralizing static electricity).
POLISHING
Protect ACRYLITE sheet and maintain its surface gloss by occasional polishing with a good
plastic cleaner and polish. Apply a thin, even coat with a soft cloth and polish lightly with cotton
flannel. Then, wipe with a damp cloth to help eliminate electrostatic charges, which can attract
dust particles.
NEUTRALIZING STATIC ELECTRICITY
Several anti-static cleaners for plastics are available which will reduce electricity and dust
attraction. Wiping with a soft damp cloth or chamois is all that is necessary to keep ACRYLITE
sheet dust-free between applications of these cleaners.
REMOVING SCRATCHES
Fine scratches can be removed by hand polishing. Apply a plastic scratch remover to a soft flannel
pad and rub. When the scratches have disappeared, remove all residue and polish. For deeper
scratches, first sand lightly, with 400-grit “wet or dry” sandpaper, using plenty of water and
rinsing the sandpaper frequently. Fallow by buffing with a clean muslin wheel and a good
polishing compound. For the highest gloss, use a cleanup wheel made of soft cotton or flannel
sections, and on which no compound is used. An electric drill with a buffing wheel is ideal.
19
SPAR AND RIGGING MAINTENANCE:
STANDING RIGGING:
Your boat 1s equipped with stainless steel standing rigging, and Dacron running rigging, to give
you years of trouble-free service. However, due to normal wear and tear, it is recommended that a
periodic inspection be made on all fittings and wire. Turnbuckles should never be neglected and
should be unscrewed from time to time in order that they do not seize. Every three months should
be about right for the average sailor. A slightly bent turnbuckle shaft or broken wire in your
shrouds should be replaced immediately.
Under most conditions, 1 X 19 standing rigging has a safe “working” life span of approximately
five years: seven years under ideal conditions. Factors which reduce the life of the wire are
environmental factors such as high humidity (Florida, the Caribbean, and Gulf States); high
salinity (Great Salt Lake, Gulf States or mooring near a sea wall with constant salt spray) extremes
in temperature; and industrial pollution (pulp mills, generating plants, acid rains, and smog). High
loading of the rigging, as required in most racing boats, also induces stress in the rigging system.
Many of us have to deal with at least one of these conditions and should consider replacing
standing rigging nearer the five year limit.
Unlike running rigging wire rope, which gives us clear signs that it is deteriorating by broken
strands and “meat hooks”, standing rigging may give no sign that failure is imminent. The usual
point of failure of stay or shroud is approximately 4” inside the bottom swedged threaded stud
fitting which threads into the turnbuckle barrel.
Although the stud is compressed around the wire during the swedging process, salt water and
pollutants work down into the tine cavities between the wire strands and the inevitable corrosive
process starts in the crevice first time the rigging becomes wet with salt water.
A common method of visually monitoring swedge-fitting conditions, employed by distance racers
and cruisers, is to dab a small ring of enamel paint around the joint between the wire and the
swedge fitting. This will help provide a means to see if the wire is pulling out of the fitting.
Another technique used to check the condition of swedge fittings is a “dye penetrant” test. This
simple test will detect any cracks which may develop in the fittings due to internal pressure from
the corrosive process. Inexpensive dye tests kits usually are available from most welding supply
stores. Dye tests usually are not required by weekend sailors, but may be done before an extended
cruise or ocean passage if any doubt about the integrity of the rigging exists.
All stainless steel wire rope rigging will develop some rust film when new. This is normal.
The rust is caused by two factors. When wire rope is manufactured, the wire strands are fed over
steel rollers during the process of twisting or laying the wire. Trace amounts of the ferrous steel
from the rollers and dyes are transferred to the wire strands. As this small amount of steel rusts
it causes a film on the new wire.
The second cause of the rust film on new wire is the microscopic veins of ferrous material which
exist in all stainless steel. After a period of time, as the surface material veins are depleted, and
the stainless steel has been cleaned several times, new rust film development will slow to a
For the average sailor, the best insurance against a rigging failure is a periodic (every six months
is recommended) inspection of all rigging parts, including turnbuckles, and replacement of
standing rigging as required.
20
IMPORTANT: If any wear or sign of broken strands is found on the running or standing
rigging, it is time to replace that part. Using your boat when the rigging
1s worn could cause the rigging to fail when you least expect it.
FITTINGS:
Marine fittings today need minimal maintenance. Deck hardware should be hosed down with
freshwater after each sail in salt water. Stainless steel fittings such as pulpits and lifeline
stanchions should be cleaned and waxed periodically to maintain their appearance. Winches
require occasional cleaning and lubrication. Where possible, a maintenance brochure for your
winches has been included in this manual. Masthead fittings, halyard sheaves, etc., should be
inspected, cleaned and lubricated periodically. Keep your equipment clean of dirt and salt.
SPARS:
Like all other fittings, the mast and boom suffer from salt water, air and spray. These should be
kept waxed where possible, and at least always hosed down with fresh water. Always see that the
halyards are tied off away from the mast. This will eliminate slapping in the wind, and
subsequent marking of the mast. Find a high pressure nozzle and shoot fresh water to the top of
the mast and spreaders. This will help keep your sails clean, too, as they rub on the mast and
spreaders.
21
SAIL MAINTENANCE:
Your sails should be protected from chafing. This can be done by either padding the areas that
touch the sail or by having your sailmaker attach chafe patches to the sails themselves.
You should check your sails frequently for any signs of wear and have any tears or frayed stitches
repaired immediately.
Sails should never be stored in the sun because they are susceptible to decay through exposure to
too much ultraviolet light. Always keep your sails covered when they are not is use.
Sails should never be put away wet. If they are wet after sailing, leave them in loose bundles and
dry them at your first opportunity.
For most problems, such as common dirt, dried or caked salt, etc., try scrubbing the surface with
a soft bristled brush and liquid detergent. Avoid harsh powder detergents and stiff brushes, as
they may damage the finish or stitching. This approach should work nicely for most
applications. More severe stains can be taken care of by the following:
IMPORTANT: FOR WHITE SAILS ONLY
BLOOD: Soak the stained portion for 10 to 20 minutes in a solution of bleach (Clorox)
and warm water. Generally 10 parts water to 1 part bleach. Scrub and repeat
if necessary. Rinse thoroughly, particularly nylon, and dry thoroughly.
OIL. GREASE TAR, WAX: Warm water, soap and elbow grease seem to be effective. On hard
stains, proprietary stain remover and dry cleaning fluids should do the trick.
Be careful to remove all fluids, as they can soften the various resinated coatings.
RUST AND METALLIC STAINS: These types of stains are very often the most frustrating and
difficult to remove. First scrub with soap and water, and apply acetone,
M.E.K., or alcohol. As a last resort, you might try a diluted mixture (5%) of
Oxalic soaked for 10 to 15 minutes. Hydrochloric Acid, 2 parts to 100 in
warm water, will also work.
MILDEW: Hot soapy water with a little bleach will generally prevail. After scrubbing,
leave the solution on the fabric for a few minutes and rinse thoroughly. When
using a bleach, a residual chlorine smell may be present after rinsing. A 1%
solution of Thiosulphate (photographers’ Hypo) should remove all chlorine
traces. Here again, rinse and dry well.
PAINT AND VARNISH: Acetone and M.E.K. should remove most common paint stains.
Varnish can be easily removed with alcohol. Generally speaking, use all
solvents with care. Always rinse and dry thoroughly. It should be
emphasized that nylon ripstop spinnaker fabrics are less durable and more
sensitive than their polyester counterparts. Bleaches and solvents can ruin
nylon if not used properly.
Follow the above guidelines, take your sails into your sailmaker for periodic inspection, and you
will have many effective seasons of racing and cruising pleasure.
22
RIGGING:
STEPPING THE MAST:
1. Before stepping the mast check all standing rigging lengths against the checklist
2. Check all mast light wiring, be sure the masthead anchor light, steaming light and deck
light function, the wires exiting at the base of the spar should be taped up to prevent
damage when the spar is set on the step.
3. Prepare to step the mast in the following sequence:
a) Check all rigging lengths and inspect all end fittings.
b) Attach all shrouds, forestay and backstay. Tape clevis pins and spreader tips, check
all halyards and tape to mast.
c) Connect and check mast wiring and mast light wiring at mast step.
d) Make electrical connections at base of mast for mast lights and check circuits.
e) Run halyards through turning blocks at deck.
f) Tune rigging at dock and when under sail.
TUNING THE MAST:
To optimize performance and minimize the chance of mast failure, your mast should be
tuned properly. The aims of rig tuning are as follow:
A. Ensure a straight mast athwartships.
B. Control sail shape.
C. Achieve proper helm balance in a variety of conditions.
D. Spread loads appropriately on spars, rigging, and boat.
First, set mast rake at 0 degree rake to ensure proper performance of the spreaders in
conjunction with the shrouds. Increasing the rake of the mast allows the spreaders to
fall aft of the chainplates, which neutralizes their proper function. To determine the
rake of the mast hang a weight from the main halyard and adjust the headstay
turnbuckle so that the weight falls just to the aft edge of the mast. Make sure that the
boat is level and that there is no bend in the mast.
Since the boat is deck stepped, you need to induce prebend to achieve the greatest
performance for your rig and sails. Inducing prebend in the mast will increase
performance of your mainsail and stabilize the middle part of the mast and thus
minimize rig pump in a seaway. Before tightening your lowers, induce prebend by
putting a good amount of backstay, which should pull the mast forward. To also aid
in this process you can attach your main halyard to the end of your boom and cleat
off the halyard so that the boom is resting parallel to the water. You can then put
tension onto your boom vang to help push the mast forward in its mid section. With
the combination of both backstay and vang tension you should be able to achieve the
proper amount of prebend in your mast. As you tighten the lower shrouds the degree
of prebend can be taken out accordingly.
For shroud adjustment make sure that there is enough backstay to give a slight aft
bend in the mast. Next the shrouds should be adjusted. First tighten your cap shrouds
and ensure that the mast is in column by taking your main halyard and checking that
the distance from the masthead to each chainplate is equidistant. Once this is
achieved and the cap shrouds are tensioned you can now adjust the lower shrouds.
Follow the same procedure as you did with the cap shrouds and as you tighten the
lower shrouds a slight amount of prebend will be taken out. At this stage the cap
shrouds should be tighter than the lowers. The intermediate shrouds should be the
23
last shrouds adjusted. The intermediates should be the least tensioned shroud on the
rig. As a gauge, they should be slightly less tensioned than the lowers. Check for
mast straightness by sighting up the sail track and adjust the shroud turnbuckles
accordingly. Slightly ease the tension in the backstay to double check that you are
happy with the fore, aft, and sideways bend of the mast (there should be of course
none of the latter.)
4. The shrouds should be fine tuned while sailing to weather in a moderate breeze.
Always adjust the shrouds starting from the lowers and progressing up and be sure to
check for mast straightness on both tacks. Check the leeward rigging tensions as
follows:
a. Cap shrouds and lowers fairly tight with a slight decrease in tension.
b. Intermediates just about to go slack.
c. Continue tacking to ensure equal tension on all leeward shrouds on both tacks.
d. Back at the dock, check that the mast is still straight athwartships.
MAINSAIL REEFING:
Reefing should always be done before it becomes necessary. Some sailors use the rule of thumb
that the thought of reefing occurs to you, it is time to reef. Sailing at extreme angles of heel,
25 degrees or more, is not efficient, fast or comfortable.
Your Catalina is equipped with single line reefing, for reefing the mainsail. The system consists
of a line tied around the boom and reefed through the cringles, internal boom sheaves, and
blocks as shown in the illustration. A second reef line may be installed in a like manner, but to the
opposite side of the boom, and led to the starboard side of the cockpit.
Tie a loop of line around the main boom with a bowline, through the cringles at the first reef and
into the boom on the starboard sheave. The line exists the starboard forward sheave and through
the cringle in the sail at the first reef. Lead the line to the turning block at the base of the mast,
through the organizer on the deck and through the sheet stopper to the winch on the port side.
REEFING PROCEDURE:
1. Take up the slack in the main boom topping lift and ease the boom vang.
2. East the mainsheet.
3. Release the main halyard on the starboard side of the cockpit, to a predetermined point.
(marking the halyard with ink or a colored thread into the line is helpful.) Recleat the
halyard after lowering.
4. Pull the luff and leach cringles down to the boom by pulling the reefing line through the
blocks with the port cockpit winch and cleat off.
5. Trim in the mainsheet and retension the boom vang.
6. Tie off remaining reef points with lines around boom.
7. Snug up the main halyard as required to flatten out the mainsail.
8. Ease the topping lift.
24
— STANDING RIGGING —
~ RUNNING RIGGING - ‚
ITEM Эту, LENGTH MATERIAL NOTES
- | SPINNAKER SHEETS 2 ño 1/27 ОА, УВ. (OPTIONAL) LGE, SNAP SCHACKLES
MAINSHEET 1 100 1/2" DIA, Y.B,
CENGA SHECITS 2 89" 1/7 DIA. Y.B.
MAIN HALYARO { 120° 1/2” DIA, ULS BLUE, HEAD BOARD SCHACKLE
GENDA HALYARO 2 120 1/7 DIA, ULS 1 W/GREEN, 1 W/RED, LEE. SNAP SCHAC,
TRAVELER 7 35 3/8" DIA. Y.B.
весы TCR. LFT 1 115' 1/8" DIA. Y,B.
SPINNAKER HALYARD 1 130’ 1/2 DIA. ULS (OPTICNAL) LGE, SHAP SCHACKLE BLUE
1ST, REEF UNE 1 60 3/8” DIA. ULS W/ MON-—FURLING MAST
ZNO, REEF LINE 1 99 3/8" DA. LLS (CPTIONAL) W/ NON-FURLING MAST
P зе
FOREST)
x, CRESTAY 13-1/4"
BACKSTAY
a a
N UPPERS ont /4*
WITH SHROUDS x MEDIA
ATTACHED TO = NTER TES 13"
MAST, PULL TAUT, FWD. LDWERS я 1” FOR 5/8" TURNBUCLE; 2/3 CPER
act Stop. 7 x AFT LOWERS виа 7/8 FOR 1/2 TURNSUCLE
' ' 12-3/4* :
S BRIDLE Noh
ITEM ary. LENGTH! MATERIAL TCP FITANG BOTTOM ATTING
FERESTAY 1 47° 4-7/8" [5/16 DIA 1x18 58. MARINE EYE= 5/87 PIN 8/6" TURNEUCLE -
BACKSTAY 1 53. 5/16" DIA 119 SS, MARINE EYE~ 5/8" PIN FORK, 7/18” PIN
BACKSTAY BRICLE 2 150 1/4 DIA 1x18 55. FCRK, 3/8" PIN 5/8" TURNBUCLE
UPPERS 2 145- 0% [5/187 DIA 1x19 SS. GED FITING #841 5/8" TURNEUCLE
INTERMED. 2 [33 5-3/167 (1/47 DIA xi В.Б, GES FITTING #441 1/2" TURNBLGLE
FWD, LOWERS 2 16 8" 5/187 DIA 1x1% 5.5, GBA ATING #841 5/87 TURNEUCLE
AFT LOWERS 2 17° 10-13/18"| 5/18% LIA 1x19 5,8. GER FITTING #841 5/8" TURNBLCLE
FCRESTAY
LENGTH*
BACKSTAY —
LOWER — INTERMEDIATE & UPPER
I=
RIGGING LENGTHS ALLOW FOR A 2100 SHEAFER
FURLING SYSTEM
| 12 (144 HULL 41 ONLY)
NO REVISIONS DATE
1 | REVISED TO SUIT SEA TRIALS ON HULL #1 [03/21/02
2 | REVISED FORESTAY DIM. WAS 46° 5-7/8" {05/20/02
3 | REMSED HALYARD LINE TYPE, WAS XLS 11/14/02
4 | SHORTENED BACKSTAT BY ONE INCH. 02/12/03
5 | ADDED REEFLINGS 02/24/03
CHECK OVERHANG LENGTHS BEFORE STEPPING
PROFRIETARY INFORMATION
THE DESIGNS, INFORMATION, AND CATA CONTAINER
HEREIN ARE PROPRIETARY AND ARE SUBUITIED IN
CONFIDENCE, AND SHALL NOT BE DISCLOSED, LSED,
OR DUPLICATED, IM WHOLE OR IN PART, FOR ANY
PURPOSES WHATSOEVER, WITHOUT THE PRIOR WRIT-
TEN PERMISSIÓN OF CATALINA YACHTS, 21200
VICTORY BLYD. WOODLAND HILLS, CALIFCRNW 91387,
THIS LEGEND SHALL BE MARKED ON AHY REPRO-
CUGTIONS HERECF IN WHOLE OR il PART. RECEIPT
CF THIS DOCUMENT SHALL BE DEEMED TO BE AM
ACCEPTANCE QF THE CCNCMCNS SPECIFIED HEREIN,
UNLESS CTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
ANGLES : +0.5
01
K,XXX : 0,005
SURFACE FINISH: BY
DO NOT SCALE DRAWING
Gerling) Yachis
7
if
МЛ
E
7200 BRYAN DIARY RD.
LARGO, FL. 33777
(727) 544-6681
TNE:
RIGGING LENGTH SCHEDULE
STANDARD "AND FURLER
PA CATALINA 350
AAC RE 350 -34052—5
DESIGNED BY:
CHECKED BY:
SCALE:
NONE
pram BY: G.T.B.
I BY:
WE 12/05/02
SIZE SHEET
B 11/1
NOTE:
2) FORESTAY INCLUDES ALLOWANCE FOR FURLING
THIS LEGEND SHALL BE MARKED ON ANY REPRO-
DUCTIONE HEREOF IN WHOLE OR IN PART, RECEIPT
OF THIS DOCUMENT SHALL BE DEEMED TO BE AN
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN.
X.XXX : £0.00
SURFACE FINISH: 63/
DO NOT SCALE DRAWING
NO REVISION DATE
1 [REVISED TO SUIT SEA TRIALS ONHULL #1 {03/15/02
2 |REVISED FORESTAY LENGTH, WAS 04/19/02
46’ 3-7/8", FIRST BOAT HULL #2
3 |REVISED LENGHT OF FORESTAY, WAS 05/20/02
46’ 5-7/8" HULL — 05 FIRST BOAT
4 | SHORTENED BACKSTAY BY ONE INCH 02/12/03
SHROUD QTY. LENGTH MATERIAL TOP FITTING BOTTOM FITTING
FORESTAY 1 46" 4-7/8" 5/16” DIA MARINE EYE 5/8” PIN 5/8” x 18 STUD
BACKSTAY 1 35" 0-11/16" | 5/16” DIA MARINE EYE 5/8” PIN FORK 7/16 PIN
UPPERS 2 45° 3/4” 5/16" DIA GIBBS FITTING #841 5/8" x 18 STUD
INTERMED. 2 32° 7-7/8" 1/4” DIA GIBBS FITTING #841 1/2" x 20 STUD
FWD. LOWERS 2 16’ 8-3/8" 5/16” DIA GIBBS FITTING #841 5/8" x 18 STUD
AFT LOWERS 2 17° 7—13/16" | 5/16" DIA GIBBS FITTING #841 5/8" x 18 STUD
BRIDLE 2 14 3-1/2" 1/4" DIA FORK 3/8” PIN 1/2" x 20 STUD
— LENGTH ——
ae
J) —— Ч МОТЕ
FOR SHEAFER FURLING
© [ _ =F SYSTEM 2100
y i
HULL 92 AND LATER
om | —
Cana VENCE
E) EN UE aC: O 7200 BRYAN DIARY RD,
LARGO, FL. 33777
(727) 544-6681
TITLE:
PROPRIETARY INFORMATION
THE DESCHS, BFORMATCN, AND DATA COMTANED UNLESS OTMERWISE SPECIFIED | STANDING RIGGING
CONFIDENGE, AND SHALL NOT BE OISCLOSEN, USED, GENERAL TOLERANCES STANDARD AND FURLING
OR DUPLICATED, IN WHOLE OR М PART, FOR ANY ANGLES : +05"
PURPOSES WHATSOEVER, WITHOUT THE PRIOR WRIT- x : +0.1
1) ALL WIRE TO BE STAINLESS STEEL 1 X 19 TEN PERMISSION OF CATALINA YACHTS. 21200 0.01 BOAT:
RAWING MO: 350—34053—4
CATALINA 350 ?
DESIGNED BY: CHECKED BY: SCALE: NONE
APPROVED BY:
02/05/02
pare
SIZE
B
SHEET
1/1
NOT SHOWN:
BOW RAIL
STERN RAIL (2x)
SWIM LADDER
ESCAPE HATCH COVER
ESCAPE HATCH COVER HINGES (2x)
HELM SEAT
UNLESS OTHERWISE SPECH ED
DIMENSIONS ARE IN INCHES
NIE 0.00%
SURFACE FINSH;
DO NOT SCALE
INSIDE ANCHOR LOCKER
DECK PLAN
1) ANCHOR ROLLER
HINGE, ANCHOR LOCKER (3x)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
14)
15)
16)
17)
18)
19)
20)
21)
22)
23)
24)
25)
26)
27)
28)
29)
30)
STANDUP BLOCK
BULLSEYE FAIRLEED (5x)
PORTLIGHT (6x)
CHAINPLATE, FWD. LOWER (2x)
CHAINPLATE, MAIN
(2x)
CHAINPLATE, AFT LOWER (2x)
HANDRAIL (2x)
STANCHION (4x)
STANDUP BLOCK
GENOA TRACK (2x)
TRAVELER ASSEMBLY
JAM CLEAT
CAM CLEAT (2x)
SHEET STOPPER (6x)
CLAM CLEAT (2x)
PRIMARY WINCH (2x)
FOOT SWITCH (4x)
SECONDARY WINCH (2x)
FOOT BLOCK (2x)
HINGE, PROPANE LOCKER (4x)
DECKFILL, WATER
LATCH, PROPANE
VENT, PROPANE LOCKER (2x)
(2x)
31)
32)
33)
34)
35)
36)
37)
38)
39)
40)
41)
42)
43)
44)
45)
46)
47)
48)
HINGE, LAZZARETTE (4x)
DOGGIE GATE BRACKET (2x)
HINGE, SWIM LADDER (2x)
LATCH, STORAGE LOCKER (3x)
VENT, DIESEL (2x)
DECK FILL, DIESEL
WHEEL
PEDESTAL
LEWMAR ESCAPE HATCH, 20” X 20”
COCKPIT TABLE
GATE (2x)
PLEXIGLASS WINDOW (4x)
DIAMOND PADEYE
LEWMAR HATCH, 19” x 19” (2x)
DECK PUMPOUT, WASTE
MASTSTEP ORGANIZER
LEWMAR HATCH, 12” x 12” (1x)
LEWMAR TRAPEZIOD HATCH, 217 x 26
49) ANCHOR LOCKER HANDLE
50)
51)
52)
53)
12” CLEAT (6x)
PADEYE
10” CLEAT
WINDLASS
LOCKER (2x)
LATCH, LAZZARETTE (2x)
HINGE, STORAGE
LOCKER (4x)
PADEYE, BACKSTAY (2x)
VENT, WATER TANK (2x)
DECK SHOWER
54) HELM SEAT LATCH (2x)
55) PIANO HINGE (STORAGE LOCKER)
Canaima ХО
21200 VICTORY BLVD.
WOODLAND HILLS, CA.
91367 —(818)884—7700
TITLE
‘DECK PLAN PARTS LIST
> CATALINA. 350
TT 350—25050—-1
DESIGNED BY: CHECKED BY: SCALE: N O N Е SIZE SHEET
DRAWN BY: CD. APPROVED BY:
01/15/02] A| 2/2
28
7 (2) SINGLE BLOCKS
/ — I — = | —_
| Y NN
NN
|
SINGLE BLOCK
(2) SINGLE BLOG
CLAMCLEAT, STBD
DEAD END
PORTSIDE STAND| UP BLOCKS
(Stbd)
CABIN WINCH
aaa Chis 7200 BRYAN DR RO.
LARGO, FL. 33777
|
TITLE:
(727) 544-6681
PROPRIETARY INFORMATION UNLESS OTHERWISE SPECIFIED
THE, DERGMS, INFORMATION, ANO DATA CONTNNED DIMENSIONS ARE IN INCHES
KREIDE. OO mL Her WE IDOLO Leen, GENERAL, TOLERANCES MAINSHEET SYSTEM
OF DUPLICATED, IN WHOLE OR IN PART, POR AMY ANGLES : +0,5
TEN PAIN OF CMTALDA YACHTR, | T1200. x : ol A NO Nr
AS LEHE EL BE MAIS ON AT MP xX00 | 40.008 °С 350-35050-0
DUCTIONE HEREOF IN WHOLE OR IN PART, НЕСЕТ SURFACE FINISH: y 3 + : SIZE
Socom oF me conoces wemDIZD Maxi DO NOT SCALE DRAWING
OC
BOOM
3/8" DACRON
LINE SUPPLIED
W/ VANG
MAST
PIVOTING TANG
AT MAST BASE
DS MAST
(1) SINGLE BLOCK 7 STEP
SHACKLED TO ORGANIZER AT MAST STEP -- NS — | AND
LINE LEADS AFT TO COCKPIT = O ORGANIZER
— Ч
| | №
NOTES: —
LINE IS TIED OFF ON PIVOTING TANG AT MAST BASE AND LED Catalina Yachs momie
THROUGH THE DOUBLE BLOCKS AT EITHER END OF THE BOOM VANG. LARGO EL 9
THE LINE IS LED BACK DOWN TO THE SINGLE BLOCK AT SCALE: NONE | APPROVED BY. DRA ET
THE ORGANIZER AND THEN TO A STOPPER. PROPRIETARY INFORMATION UNLESS OTHERWISE SPECIFIED REVISED —
THE DESIGNS, INFORMATION, AND DATA CONTAINED DIMENSIONS ARE IN INCHES DATE: 04/15/02
HERFIN ARE PROPRIETARY AND ARE SUBMITTED IN - u
cuicos | ANGLES:205° | BOOM VANG- FURLING & STANDARD
FURPOSES WHATSOEVER, WITHOUT THR ERIOR WRIT: XX +01 CHARLES TON SPAR
VICTORY BLVD. VOODLAND HILLS, CALIFORNIA 91367 ХХХ : 40.01 —
TIS LEGEND SHALL BE MARKED ON ANY REPRO- > X XXX 10.005 BOAT: DRAWING NUMBER
DUCTIONS HEREOF IN WHOLE OR IN PART. RECEIPT SURFACE FINISH: 63 - -
CETTE, | PONOTSCALEDRAWNE | CATALINA 350 ns
OPTIONAL EQUIPMENT:
(1) SECOND REEFING LINE
DESCRIPTION DATE
(1) 150% GENOA FOR FURLING W/UV PROTECTION IN LIEU OF 135%
(1) CRUISING SPINNAKER GEAR:
(2) SHEET BLOCKS W/SNAP SHACKLE
(2) PADEYES FOR SHEET BLOCKS
(2) SHEETS
(1) CRUISING SPINNAKER
(1) TACK BLOCK W/ SNAP SHACKLE
(1) CRANE BLOCK W/ "D" SHACKLE
(1) MAST HEAD CRANE
DETAIL “A”
DETAIL *B”
TTT ATTACH TO LOWER LIFELIME
ame
SHACKLE:
SINGLE SWIVEL BLOCK
7 TO MASTHEAD BALE
he INTERNAL SPINNAKER HALYARD
LED AFT TO COCKPIT
NOTE: HALYARD EXITS THRU SLOT
BEFORE REACHING CRANE
CRUISING SPINNAKER
(2) SPINNAKER SHEETS
L
ИЕ
Los ny
ar
(2) SINGLE SWIVEL BLOCKS WITH
SNAP SHACKLE, SHACKLED TO DIAMON
PADEYE ONE PORT, ONE STBD.
/SINGLE SWIVEL BLOCK
SHACKLED TO STEMHEAD
(CE ane) YES 7200 BRYAN DARY RO.
(727)544- 56681
"NONE Dr me CD.
PROPRIETARY INFORMATION UNLESS OTHERWISE SPECIFIED
„о DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
PUFPUEES ТУЧИ, ROUT THE PROS gil MGLES : - et
Xx : 20.61
X.xxx : 0.005
SURFACE FINISH: 63
DO NOT SCALE DRAWIN
4/23/02 = |” E WS 4.9.02
ISPINNAKER OPTION RIGGING "В 1/1
= CATALINA 350 “250-35053-0
33
ELECTRICAL DC 12 VOLT:
BATTERIES:
Your electrical system is powered by 2 marine grade, 12 volt, deep cycle batteries. Attention
should be given to maintaining the proper level of distilled water. Do not overfill. The batteries
are located under the settee, forward of the galley.
The batteries are provided with a tie down to prevent tipping over at extreme angles of heel. Be
sure these tie downs are fastened securely.
With proper care, the batteries installed in your Catalina will provide long and reliable service.
Proper care is not difficult if a few basic points are kept in mind.
Your batteries should be checked periodically for any cracks or breaks in the case or cover and
any cracks in the sealing compound. If there is any damage, the battery should be replaced at
once.
WARNING: The electrolyte in a battery is a solution of sulfuric acid. If any should come in
contact with the eyes, rinse immediately with large amounts of fresh water and
seek medical attention. Electrolyte spilled on skin should be rinsed well with
fresh water also. Even a small amount of electrolyte spilled on clothing will
destroy the clothing.
ELECTROLYTE LEVEL:
The electrolyte level in a battery should never be allowed to fall low enough to expose the plates.
This not only results in a loss of battery capacity while the battery is low, but will cause hardening
of the active material on the battery plates. This will result in a permanent loss of battery
capacity.
CAUTION: Use only pure distilled water to replenish electrolyte levels. The water from
many city water supply systems is unsatisfactory for battery use.
CHARGING THE BATTERY:
Before adding water, a hydrometer reading of the battery should be taken. If the reading shows
the battery to be above 1.225 specific gravity, the battery has a sufficient charge. If the reading is
below 1.225, the battery should be removed for bench charge.
Once charged, the battery should have a specific gravity of at least 1.260. If this cannot be
reached, the battery should be inspected by a battery supplier.
The batteries should be checked often to ensure that they do not run down. Check that all battery
cells keep an even fluid level and that the fluid is about 3/8” above the top of the separators.
If one or two cells have lower fluid levels, it is a good indicator that something is wrong with the
battery, and it should be checked.
DISCHARGED STATE:
Leaving a battery in a discharged state for any length of time can also result in a permanent loss of
capacity for the battery. Since it will freeze at relatively low temperatures, leaving it in the cold
weather can destroy the battery.
34
CLEAN CONNECTIONS:
Keep battery connections clean and tight. A cupful of strong baking soda solution and a
toothbrush will clean corrosion from the terminals and neutralize any spilled acid (do not allow
any of the solution to enter the battery cells). A coating of petroleum jelly on the battery terminals
will inhibit corrosion.
MAIN BATTERY SWITCH:
The circulator battery switch has the markings 1, 2 and “ALL” as well as “OFF”. You can
selectively charge the battery with the engine alternator. Many experienced sailors use battery #1
for electrical lighting needs and keep #2 in reserve for starting the engine.
When the engine is running, never select the “OFF” position or the alternator diodes will be
burned out.
If both batteries are of equal charge, keep the selector switch on “ALL” position, and use “ALL”
to start the engine if both batteries are low.
ELECTRICAL SYSTEM:
The Catalina is equipped with a standard 12-volt DC system and 110-115 volt AC system. The
wiring is run to prevent chaffing or contact with water, where possible, and is supported as
needed. We recommend that you check all the connections at least once a year for corrosion,
loose fittings, etc.
DC -12 VOLT SYSTEM:
The DC system is powered by two deep cycle batteries located under the settee seat forward of the
head.
MAIN DC CIRCUIT BREAKER:
Operating switches for lights and accessories are located on the main switch panel. The main
circuit breaker will automatically trip to the OFF position in the event of an overload to the circuit.
If the breaker trips to OFF, the cause should be determined and any necessary repairs should be
made before repositioning the circuit breaker switch to ON.
Before purchasing any electrical accessories for your boat, ensure that they are compatible to a
negative ground system.
IMPORTANT: Be sure to disconnect the batteries and disconnect AC shore power cord before
opening the panel, or severe injuries may result.
All wires, terminals and connections should be checked periodically for loose connections or
corrosions which could cause high resistance, electrical sparks or fires. The engine accessory
wiring should also be checked at this time.
NAVIGATION LIGHTS:
Navigation lights should be used in accordance with the rules and regulations of the waters in
which you intend to sail.
35
Generally, navigation lights should be used from dusk to dawn in all weather conditions. It is
advisable to use the navigation lights any time visibility is poor.
Your Catalina Yacht is equipped with the following navigation lights:
a) Red and Green 112.5° combination running lights mounted on the bow
pulpit.
b) White 135° stern running light mounted on the stern pulpit,
c) White 225° steaming light mounted on the mast.
d) White 360° anchor light mounted on the masthead.
(a) and (b) are wired to the running light switch on the panel. (2) is wired to the steaming light
switch, and (d) is wired to the anchor light switch.
When underway by sail, the bow running light and stern running light must be used. When
underway by power, the steaming light, bow and stern running lights must be on. At anchor, the
anchor light should be on, the running (a) and (b) and steaming (2)should be off.
36
о REVISION DATE
DELETED CARBON MONOXIDE DETECTOR. [03/25/01
DELETED LPG SWITCH. FIRST BOAT #4. [05/03/02
ADDED TANK LEVEL INDICATOR 08/20/02
FIRST BOAT # 001
XL
5
wi [N= 2
[| PORT CABIN LTS. 10 BLUE Qt Qi DI Gh DI GH! PI PI ll au
a STBD. CABIN 17S. 10 BLUE A! e Olt Pa! DA GI вк.
ОА | RUN. LIS, Olt DA! [110 BLK.
10 GREY WHT, STERN, 665 7%, 4007
TERMINAL STRIP AT MAST STEP
|
| |
5 AMP ,
рее LFG 14/2 GRAY FLAT CASING 14 WHT | | ta BLK.
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|
BILGE PUMP BREAKER HOT SIDE FROM BATTERY
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MITE LIGHTS, 10 BE AF AFT CABIN BULKHD., PORT SIDE i |
N pre —
4 En |
7200 BRYAN DIARY RD.
LARGO, FL. 33777
(727) 544-6681
— 5 AMP FUSE (IN LINE)
PROPRIETARY INFORMATION UNLESS OTHERWISE SPECIFIED me
DIMENSIONS ARE IN INCHES
ARE PROPRIETARY AND ARE SUBMITTED ÍN
ame mesa mr even) oem Touees | 12 VOLT D.C. WIRING SCHEMATIC
PURPOSES WHATSONVER, WITHOUT THE FROR WRIT— XX : +01
TORY BvD. ¥ WOLTLAND HLS, Gurumin 1307| XXX : £0.01 T
THIS LEGEND SAL EE MARKED oN ANY R X.XXX : £0,005 A CATALINA 350 PRAMING = 350—72050— ие
DUCTONS HEREDE N {ILE | OR IN PART, REZEPT SURFACE FINISH: 63/ san вт; : : A SIE
ACCEPTANCE OF THE CONDITIONS SPEGFED KEREN.| DO NOT SCALE DRAWING e
B 1/1
LE
SE
A
2 CONDUCTOR CABLE
YELLOW —
ANCHOR LIGHT
(With Terminals) |
STEAMING LIGHT
w/2 Stud terminals
BLACK —
GREEN (Steaming) +
[nev |
DECK LIGHT
BLUE (jump to Steaming Ground terminal) —
BLUE +
CONNECTOR
WHITE (Deck) +
J CONDUCTOR CABLE
3 CONDUCTOR CABLE /
RED (Anchor) +
BLACK, GROUND, 14AWG
MAST
4 CONDUCTOR CABLE
MAITE Ay CHO
GREEN (Steaming)
Ww k
2 COND CABLE HITE (Deck)
RED (Anchor)
BLK GROUND
YEL GROUND
CONNECT WIRES AS
SHOWN IN DOTTED LINES
A
—1
BLACK GRD
WHITE ANCHOR
— TO DC PANEL
RED, STEAMING, 14AWG
6
AN
dee
№,
че?
NOTES: (UNLESS OTHERWISE SPECIFIED)
INTERPRET DRAWING IN ACCORDANCE WITH STANDARDS
1.
RED STEAMING
— YELLOW DECK
=
OESCRIPTION |
DATE { APPROVAL
Catalina acts
MAST LIGHT WIRING
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
7200 BRYAN DIARY RD,
FL 33777
LARGO,
(727) 544-6681
e 310-72052-0
en CATALINA 31 О
FULL SIZE | | ==
"A CD,
pred fn
PE 3/12/02 | В 1/1
ELECTRICAL AC -110-115 VOLT SYSTEM:
The 110V AC power system depends upon the boat being connected to 110V-30 amp shore
power connector. The factory option offers a 50” shore power cable which should be plugged into
the 110V inlet on he boat (located on the transom) and into the shore power connector on the
dock.
IMPORTANT: TO MINIMIZE SHOCK AND FIRE HAZARDS:
1. Tum off the boat’s shore connection switch before connecting or
disconnecting the shore power cable.
2. Connect the shore power cable at the boat first.
3. If the polarity warning indicator is activated, disconnect the cable
immediately.
4. Disconnect the shore power cable at the shore outlet first.
5. Close the shore power inlet cover tightly.
6. DO NOT ALTER THE SHORE POWER CABLE CONNECTORS IN
ANY WAY. SEVERE INJURY MAY OCCUR.
Care should be taken to support the shore power cable at both ends to allow sufficient slack to
avoid pulling. Remember to allow for the tide.
The master breaker switch is 30 amp, two pole type, located in the port stern locker. There are
five (5) 110V outlets. Be certain that all 110 volt appliances, other than lamps, have an adequate
grounding connector. Wet feet or moist atmosphere increases the potential shock hazard.
There is a reverse polarity indicator on the panel. With all switches off, attach the power cable to
the inlet. Next, attach the power cable to the dock outlet. If the reverse polarity light comes on,
DISCONNECT THE CORD IMMEDIATELY! This indicates a reverse polarity situation which
1s very dangerous.
WARNING: Do not open the electrical panel for any purpose with the shore power cable
connected to the dock. 110 volt wiring is exposed when the panel 1s open.
Contact with the 110 volt wiring can cause electrocution. Electricity is
dangerous. Even when safety devices are present, handle with care and use
reasonable caution.
GROUND FAULT INTERRUPTER:
G.F.I receptacles are designed to provide protection against electrical shock hazards due to
line-to-ground faults. Although the G.F.I. receptacle does not limit the magnitude of the fault
current, and therefore cannot prevent electrical shock, it does limit the duration of the shock to
a period considered safe for normal healthy persons. G.F.l. receptacles will provide protection
against ground faults only. They will not protect against overload or short circuits. There is no
known device that will guard against the electric shock hazard resulting from contact with both
the “hot” and neutral wires of the electrical circuit.
The 110V AC outlets in the Catalina Yacht are protected by the G.F.I. receptacle. If there isa
power failure which does not affect the fuse or breaker serving these outlets, unplug all cord-
39
connected appliances from the protected outlets, unplug all cord-connected appliances from the
protected outlets and restore power by pressing the red RESET button on the receptacle. Push the
RESET back in and reconnect the appliances one at a time. Any defective appliance will trip the
button and should be repaired at once.
If the appliances are all disconnected, and the RESET button will not stay in, call a qualified
electrician. If the RESET button does not pop out when the blue TEST button is pressed,
PROTECTION IS LOST. Do not use any of the outlets and call a qualified electrician
immediately.
IMPORTANT: Your Ground Fault Interrupter Circuit should be tested regularly.
Use the following steps:
1. Push the blue TEST button. The red RESET button should pop out. Power
1s now out at that outlet indicating that the circuit is operating properly.
2. If the button does not pop out when testing, do not use that outlet.
Protection is lost and a qualified electrician should be called.
3. To restore power, push the RESET button.
PREVENTATIVE MAINTENANCE:
This consists of periodic inspection and protection against any damage created by the elements.
Electrical systems are adversely affected by moisture and a salt-air environment.
The system can be protected by the application of aerosol sprays such as WD-40 or CRC. All
wire harnesses and connections should be checked periodically to ensure that fastenings are
secured and that everything is clean with no sign of damage or corrosion. It is extremely
important that all connections be kept clean.
WARNING: Do not perform any maintenance or repair on a live circuit. Do not turn the
main DC switch off while the engine is running. This could cause damage to the
alternator.
40
NO REVISION DATE
1 |ADDED GFI TO V—BERTH STBD SIDE.| 02/06/02
dd —— —] - — — cu = N ZINC 9 —
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7200 BRYAN DIARY RD.
LARGO, FL. 33777
(727) 544-6681
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BATT. BATT.
A L
SHORE POWER 240 VOLT SCHEMATIC (EUROPEAN)
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/
SIZE SHEET
B | 1/1
NO REVISION DATE
В | — — 1 [ADDED GFI TO V-BERTH STBD SIDE, 02/06/02
— di Sa ET 2 |REVISED BATTERY CHARGER FUSE, WAS 30 02/20/02
ly 10 WHT o 0
| 24 BLK 2 Bix NEUTRAL BUSS | | | \ ENGINE
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12 BLK
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7200 BRYAN DIARY RD,
LARGO, FL. 33777
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PET 350-73050-2
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01708702] 8 | 1/'
REVISION
ADDED GF! TO V—BERTH STBD SIDE.
REVISED BATTERY CHARGER FUSE, WAS 30} 02/20/02
DATE
02/06/02
uE
ADDED AIR CONDITIONING
08/01/02
а [4 ZINC gl —
| 18 BLK = LSAVER | |
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PROPRIETARY INFORMATION
THE DESIGNS, INFORMATION, AND DATA CONTAINED
HEREIN ARE PROPRIETARY AND ARE SUBMITTED Di
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN,
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
ANGLES : +05
XXXX + +0.005
SURFACE FINISH: 6
DO NOT SCALE DRAWING
7
7200 BRYAN DIARY RD.
FL. 33777
(727) 844-6581
110 VOLT SCHEMATIC
WITH AIR CONDITION
= CATALINA 350
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PROPRIETARY INFORMATION UNLESS OTHERWISE SPECIFIED 3
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— THIS LEGEND SHALL BE MARKED ON ANY REPRO- XXXX : 0.005
GROUND TO ENGINE |
10 BLK
DUCTIONS HEREOF IN AE OR IN PART, RECEIPT
OF THIS DOCUMENT SHALL BE DEEMED TO BE AN
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN.
SURFACE FINISH: gy
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CATALINA 350 oe 350-73050-—4
AE N/A HE SHEET
N/A
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IF POLARITY WARNING LAMP GLOWS
IMMEDIATELY DISCONNECT SHORE
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92,1880 OUTLETS
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1) TURN OFF BOATS SHORE CONNECTION SWITCH
BEFORE CONNECTING OR DISCONNECTING CABLE
2) CONNECT SHORE POWER CABLE AT BOAT FIRST
3) DISCONNECT SHORE CABLE AT SHORE OUTLET Fi
4) CLOSE SHORE POWER INLET COVER TIGHTLY
| \© ©,
NOTE: CUSTOMER:
1.) .187" ABS WHITE OVER BLACK Cataling Morgan
2.) ALL MOUNTING HOLES WITH NYLON DESCRIPTION
INSERTS AC 120V option panel - shore panel
3.) USE NO BUSS BAR OR JUMPERS ON THIS handle pion PD pa
PANEL USED ON
C-390 + 350 | 9 eaward Products
DRAWN BY: wrh SCALE: NONE a
REVISION: DATE: 8-31-2000 PB4382
—
9-6-2000
4383
CATALINA/MORGAN
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D BATTERIES BEFORE SERVICING PANEL | | | | |
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2.) ALL MOUNTING HOLES WITH NYLON INSERTS
DESCRIPTION: DRAWN
WRH
DC PANEL FOR C390 В Е
DATE 9-6-2000
CUSTOMER: DATE
9-6-2000
CATALINA/MORGAN PE
NUMBER, PB4383
USED ON:
PLUMBING:
THE HEAD: (SANITARY SCHEMATIC PAGE-49)
1. Read the instructions supplied by the toilet manufacturer for operating your marine toilet.
These instructions are also printed on the toilet pump housing. Be sure everyone who will be
using the head is familiar with these instructions.
2. Immediately before using the head, the inlet valve “A” must be opened. This provides flushing
water to the toilet. The valve should be kept closed when the head is not is use. This will prevent
water from flooding the boat if the valve in the toilet pump should fail.
3. Waste will be pumped directly into the holding tank when the bowl is emptied. A minimum
amount of water for every flush should be used in order to take best advantage of the tanks
capacity between pump-outs.
3. To clean the head, use hot water and soap. High strength cleaners may cause damage to the
valves and seals in your pump system. If there is any problem with the head, it should be
corrected immediately.
EMPTYING THE TANK THROUGH THE DECK DISCHARGE PLATE:
1. The holding tank should be emptied via the deck discharge plate only at approved shore-based
pump-out stations.
2. Remove the cap from the deck discharge plate. The threads on the plate cap should be
periodically coated with silicone spray or petroleum jelly to ensure a good seal.
3. The pump-out station suction hose should form a seal at the deck plate.
4. Be sure inlet valve “A” is closed when the tank is being emptied.
5. After the tank is empty, you may wish to open valve “A” and pump water through the toilet
and into the tank to dilute residual sludge and rinse the tank and lines.
6. Close all valves after the tank is emptied and recap the deck plate.
EMPTYING THE TANK:
1. Open the through hull valve “B”.
2. You may wish to rinse the tank, hose lines, and macerator pump by pumping clear water
through the head, then repeating the procedure for emptying the tank.
45
MACERATOR PUMP AND TROUBLESHOOTING:
PROBLEM 1: The macerator pump motor starts then stops.
A. Check the breaker: It should be “IN” or “ON”.
B. Check the valves: “B” valve must be open. (SANITARY SCHEMATIC —PAGE 49)
C.
D.
Check the vent line. Ifthe boat has been sailed at extreme angles of heel, fluid may be
clogging the vent line. Disconnect the vent at the tank and empty the hose into a disposable
container.
Sludge may have formed in the bottom of the tank. This should be diluted as much as
possible. The tank should be emptied regularly to prevent sludge build up.
PROBLEM 2: The head toilet pump has excessive back pressure and will not evacuate the bowl.
A. Refer to the toilet manufacturer’s specifications and operation instructions.
INSTRUCTION FOR SANITIZING POTABLE WATER SYSTEM:
To assure complete sanitation of your potable water system it is recommended that the following
procedures be used. This applies if it is a new system, one not used for a period of time, or one
that may have become contaminated.
(1)
(2)
(3)
(4)
(5)
(6)
Prepare a chlorine solution using one gallon water and % cup Clorox 2 household bleach
(5% hyperchlorite solution). With tank empty, pour chlorine solution into tank. Use one
gallon solution for each 15 gallons tank capacity.
Complete filling tank with fresh water. Open faucet and drain cock until all air has been
released and entire system is filled.
Allow to stand for three (3) hours.
Drain and flush with potable water. (IMPORTANT)
To remove excessive chlorine taste or odor which might remain, prepare a solution of one
quart vinegar to five gallons water and allow this solution to agitate in tank for several days
by vessel motion.
Drain tank and again flush with potable water. (IMPORTANT)
46
The above recommendations conform to section 10.8 in the A119.2 code covering electrical,
plumbing, and heating of a recreational vehicle. The solution is approved and recommended by
competent health officials.
MANUAL BILGE PUMP:
The manual bilge pump is located in the cockpit. Insert the handle through the water tight fitting
in the cockpit to operate the pump. The pump intake hose is in the keel stub under the main cabin
sole. There is a screen on the bilge pump pick-up. This screen should be periodically checked and
cleared of debris.
SEACOCKS:
All underwater through hull fittings are equipped with seacock Y4 turn valves. It is good practice
to close all seacock valves when leaving the boat, especially for long periods of time.
To close seacock valves, turn handle perpendicular to flow. To open, turn handle 4 turn to
parallel.
It is good practice to operate the seacock valves at least once a month to keep the seals lubricated.
Refer to the through hull and seacock maintenance guide supplied by the manufacturer enclosed
in this manual.
47
NO REVISION DATE
- - = — - 1 [DELETED GALLEY HAND PUMP.| 02/05/02
55 GALÓN ADDED DRAIN TO HOT WATER
AND COLD WATER MANIFOLDS.
| ADDED OPTIONAL WATER TANK
| DOS IN SALON SETEE.
STRAINER - AFT STARBOARD SALONS SETEE PORT| |? [COMBINED COLD AND HOT 03/15/02
WATER VALVES IN MANUFOLDS.
22.5 GALLON 20.8 GALLON E UroLb
PUMP >
SEA TECH SEA TECH
- COLD MANIFOLD HOT MANIFOLD
y ema F2 © o
2 oF & S HOT WATER HEATER| [uË 46 3
15 m 6 5 — 14m 5 =
as A) | GALÓN 2“ à 7 PESTE ORAN
© Y © © DOY FETA
|
STERN
SHOWER
y
GALLEY
SINK
HEAD
SINK
SHOWER
TEN PERMISSION OF CATALINA YACHTS, 21200
VICTORY BLVD, WOODLAND HILLS, CALIFORNIA 91387,
THIS LEGENO SHALL BE MARKED ON ANT REPRO-
DUCTIONS HEREGF IN WHOLE OR IN PART, RECEIPT
OF THIS DOCUMENT SHALL BE DEEMED TO BE AN
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN,
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
ANGLES : +0.5°
XX : 0.1
X,XX : x0,01
X.XXX - +0.005
SURFACE FINISH: 63
DO NOT SCALE DRAWING
Сетей Nachts
7200 BRYAN DIARY RD,
LARGO, FL, 33777
(727) 544-6681
TITLE:
FRESH WATER SCHEMATIC
e 350-64050-2
SCALE: N ON F SIZE SHEET
= CATALINA 350
DRAWN BY: G.T.B. APPROVED By:
2/17 01 B 1/71
DECK PUMP OUT NO REVISIÓN DATE
A 1 IREVISED TANK CAPACITY 04/22/02
SYPHON ;
BREAKER THROUGH WAS 38 GAL. FIRST BOAT #2
AN HULL
Lo N\ 14" VENT
| J»
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4 WILCOX SANITARY TANK
CRITTENDEN 22.5 GAL
TOILET EZELL
14”
SPEARS
V
| MACERATOR ALVE B
PUMP |
An
4 AAA WATERLINE
» FIBERGLASS TUBE
FORESPAR
=— HULL
Getalina Воть ET.
OVERBOARD DISCHARGE LARGO, FL. 33777
SEAWATER INLET PROPRIETARY INFORMATION | UNLESS OTHERMISE SPECIFIED | 5 _ (727) 544-6581
VALVE A SE SE es, "ont Toisas SANITARY SCHEMATIC
mena mae cre) OX RE - IPTCATALINA 350 ##w350-61050=1
CT E Ы ЧН OR of Per, NET SURFACE FINISH: 8 | Mm CHECKED Mi SAE NONE SQE SHEET
MCEPTANCÉ CEE CONITONI FETES ow] DO NOT SCALE DRAWIN ES) ре Fr 2 714/01 B 1/1
A B
90° STRAIGHT
3/4” 931153 #0050903 MUSHROOM 3/4" 931143 #0050901 MUSHROOM
1-1/2" 931146 #0050900 MUSHROOM manos | THRU HULL LOCATIONS
FUEL TANK
39 GALLONS
265.2 LBS
STERN FRESH WATER TANK
22.59 GALLONS
194.2 LBS.
HOT WATER HEATER
11 GALLONS
94.6 LBS.
OPTION ONLY
FRESH WATER TANK
20.8 GALLONS
178.88 LBS.
SANITARY TANK
22.5 GALLONS
193.5 LBS,
BOW WATER TANK
55 GALLONS
473 LBS.
TANK LOCATIONS
AUXILLARY POWER:
GENERAL ENGINE INFORMATION:
WARNING: Do not open engine compartment doors when engine is running. Contact with
hot or moving engine parts can cause serious injury.
For a complete description of your engine, please consult the guide supplied by the engine
manufacturer. This can be found in your owner's packet.
Two points are worth special attention. Firstly, marine engines work under conditions tougher
than those conditions of automotive engines. Your marine engine faces constant torque not
encountered on the highway. For this reason, you must change your engine's crank oil as
recommended in the engine manufacturer’s guide. Secondly, before using your engine, the shaft
coupling must be adjusted within a tolerance of .003 T.I.R. thousandths after launching. This 15
done during commissioning of the yacht. Be sure that your dealer has made this adjustment
before using your engine.
Change the oil in accordance with manufacturer’s recommendations. Keep spare filters and
alternator belts on hand. Keep your fuel tank full whenever possible to prevent water
condensation in your fuel tank.
To retard electrolysis, we recommend installing a zinc collar immediately on the propeller shaft
when the boat is to be used in salt water.
SHAFT PACKING BOX (STUFFING BOX):
The packing gland is located aft of the engine. Properly adjusted shaft packing gland should drip
slightly with the engine off. Too loose of an adjustment will allow too much water in the bilge
and
engine operation will spray water from the shaft. Too tight an adjustment will rob the engine of
power, and the lack of water lubrication in the packing gland can generate enough heat to damage
the gland and/or score the propeller shaft.
ADJUSTMENT:
1. Holding the packing nut with one wrench, use a second wrench to loosen the lock nut. Turn
the lock nut far enough to keep it from interfering with the next adjustment (2 or 3 turns).
2. Tighten the packing nut to obtain 1 to 2 drops per minute. Hand tightening of the packing nut
is often sufficient to obtain this adjustment. If this is not the case, an additional /4 to A turn
with the wrench should produce the desired result.
3. Hold the packing nut in place with one wrench, and use the second wrench to bring the
locking nut securely against the packing nut. Make certain that the locking nut is tight.
Failure to do this could allow the allow the packing nut to back off when the engine is
operating.
4. Operate the engine at slow speeds in forward and reverse and use a light to check for
excessive water at the packing nut. Shut off the engine and recheck packing for proper drip.
52
SHAFT ALIGNMENT:
For proper operation of the engine, the propeller shaft and engine must be aligned.
Alignment is gauged at the engine and shaft coupling. Alignment procedures must be done with
the boat in the water after the mast 1s stepped, and the rigged is tuned.
1. Remove coupling flange bolts and check propeller shaft for clearance.
2. Slide shaft away from engine and check coupling mating surfaces. These must be clean.
3. Slide shaft forward to connect coupling surfaces. Pilot on transmission flange must align with
recess in shaft coupling flange. This is an indication of correct axial alignment.
4. With coupling flanges in contact, measure gap around edge of coupling with .003 feeler
gauge. Maximum allowable gap at any point is three thousandths of an inch. Take this
measurement several times. ..rotating shaft /4 turn each time. Any gap in excess of .003 must
be corrected by changing engine position, especially fore/aft tilt. For example, excessive gap
at the bottom of the coupling (see drawing) indicates engine is tilted too far aft (front too
high). Using a 15/16 end wrench, loosen lock nuts on forward motor mounts(s). Lower front
of engine by clockwise rotation of motor mount nuts. Remeasure gap at coupling. A gap at
the top of the coupling would require the exact reverse procedure.
5. Pull shaft backwards as in step 2. Again slide shaft forward, rechecking axial alignment as in
step 3.
6. Repeat steps 4 and 5 until alignment within tolerance is achieved.
7. Tighten motor mount lock nuts and install coupling bolts.
NOTE: Alignment should be checked yearly, or whenever any excess vibration is noticed. The
alignment can also be affected by changes in rigging tension.
FUELING:
The fuel system consists of a fuel tank, fuel suction and return lines, a primary fuel filter/water
separator and a secondary fuel filter on the engine and an electric fuel pump (on engine)
controlled by the engine key switch, a deck fill plate, and an overboard vent through the transom.
Reliability depends on the clean fuel being supplied to the engine since the close tolerances
required by the engine’s fuel delivery system make it intolerant of dirt or water contamination.
The engine is supplied with primary and secondary filters that prevent contaminants from
reaching the engine where they could cause damage. However, a clogged filter, although
providing this protection, can also stop an engine. Keeping the filters free of dirt and water is
critical.
53
53
SAFETY WIRE THRU BOLT HEADS
MEASURE GAP BETWEEN MATING FACES OF COUPLING FLANGES.
FEELER GUAGE
MAXIMUM ALLOWABLE GAP AT ANY POINT IS .003 WHEN ANY
POINT OF COUPLING FACES ARE IN CONTACT.
TAKE THIS MEASUREMENT SEVERAL TIMES, ROTATING SHAFT 1/4 TURN EACH TIME.
THIS MEASUREMENT MUST BE MADE WITH COUPLING BOLTS REMOVED.
PROPRIETARY INFORMATION
THE DESIGNS, INFORMATION, AND DATA CONTAINED
HEREIN ARE PROPRIETARY AND ARE SUBMITTED IN
CONFIDENCE, AND SHALL NOT BE DISCLOSED, USED,
OR DUPLICATED, IN WHOLE OR IN PART, FOR ANY
PURPOSES WHATSOEVER, WITHOUT THE PRIOR WRIT--
TEN PERMISSION OF CATALINA YACHTS, 21200
VICTORY BLVD. WOODLAND HILLS, CALIFORNIA 91367.
THIS LEGEND SHALL BE MARKED ON ANY REPRO-—
DUCTIONS HEREOF IN WHOLE OR IN PART. RECEIPT
OF THIS DOCUMENT SHALL BE DEEMED TO BE AN
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN.
Censelime)) CIONES
7200 BRYAN DIARY RD.
LARGO, FL. 33777
(727) 544-6681
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
ANGLES : +0.5"
X.X : +01
X.XX : 0.01
X.XXX : 0.005
SURFACE FINISH: 6
DO NOT SCALE DRAWING
TITLE:
SHAFT ALIGNMENT
> CATALINA 350
ono e 250 -58050—0
DESIGNED BY:
CHECKED BY:
SCALE:
1
| BY: С. D.
APPROVED BY:
ED 3/19/02 A
NONE SIZE SHEET
1/ ||
BEFORE FUELING:
1. Extinguishing all smoking materials and check around the fueling area for other sources of
spark or flame. Remove if found.
2. Shut off the engine, and any electrical accessories or devices.
3. De-energize all electrical equipment by turning the selector switch to the off position.
4. Close all hatches and ports.
5. Ensure that a fire extinguisher 1s readily available.
6. Ensure that the proper (diesel, not gasoline) hose is about to be used.
WARNING: Do not fuel during an electrical storm. Besides the obvious hazard of lightning,
the possibility of static discharge is greatly increased at this time.
FUELING PROCEDURE:
1. Remove fill pipe cover using a proper tool.
2. Place nozzle of fuel hose in the fill pipe. Keep the nozzle in contact with the deck plate rim
during fueling to avoid the possibility of a static spark.
3. Fill slowly. Do not overfill. Ifit is not possible to see the meter on the fuel pump, the
attendant or a crew member should call out the gallonage from the fuel dock. Filling the tank
to only 95% of capacity will avoid overflow problems on a hot day.
4. Replace cover, clean up any spilled fuel. If any rags, etc., were used for this purpose, dispose
of them ashore.
5. Check below decks for presence of fumes or fuel leakage. Check bilge, engine space, and
main cabin. If fumes or evidence of leakage are found, determine the cause, correct it, and
clean up any spillage before proceeding.
6. The engine should be started only when it is certain that no potentially hazardous conditions
exist.
FUEL SANITATION:
BACTERIAL CONTAMINATION:
Bacterial contamination of the diesel fuel can cause problems. The bacterium need both water and
fuel to exist, and thrive at the fuel/water interface in a fuel tank. As they multiply, they form more
water and a filter choking brown slime. Their presence will not be known until rough weather
churns up the fuel tank causing clogged filters at the worst possible time.
Keeping water out of the fuel will prevent the problem entirely. However, a certain amount of
water, due to normal condensation in the tank, is to be expected.
FUEL ADDITIVES:
Fuel additives or fungicides provide another means of combating contamination. Additives break
the water down to a molecular level, dispersing it throughout the fuel and allowing it to pass
harmlessly through the fuel system. Several brands of this product are available at marine stores.
55
EXHAUST SYSTEM MAINTENANCE:
In-board engine installations on sailboats differ from engine installations on powerboats. The
primary difference is that the engine is usually installed below the waterline of the vessel.
The benefits of these locations are that the weight of the engine is where it will not adversely
effect trim, and that the shaft is at an efficient angle for powering and minimum drag when sailing.
Engine installations below the waterline require special attention to the design of the exhaust
system. The discharged cooling water must be exhausted above the waterline to
avoid excessive back pressure on the engine and prevent sea water from traveling up the
exhaust line and entering the engine.
To exhaust the engine above the waterline, the discharged cooling water and exhaust gas must be
“lifted” to a level above the through hull fitting on the transom.
The exhaust cooling water and exhaust gas are lifted above the waterline by an “aqua-lift” type
muffler. The aqua-muffler performs three jobs:
1. It mixes engine gas and water to cool the gas and lower exhaust line temperature.
2. It baffles and deadens engine exhaust noise.
3. It creates pressure required to lift and expel cooling water.
As shown in the illustration, the inlet tube into the aqua-lift is short and the outlet tube is long near
the bottom of the tank.
As water accumulates in the bottom of the tank, exhaust gas pressure builds in the top of the tank.
This forces the cooling water up the exit tube and through the exhaust line overboard.
The system required exhaust pressure in the tank to function. When the starter motor is turning
over, before the engines fires, water is being pumped through the cooling system
by the belt driven cooling water pump. It is very important not to operate the starter motor for
more than 30 seconds if the engine does not fire. Should it be necessary to operate the starter
motor more than 30 seconds, water must be drained from the aqua-lift by opening the drain at the
base of the aqua-lift.
The drain valve may be opened until the engine fires, if desired. All Catalina are equipped with
anti-siphon valves as an additional precaution to prevent cooling water from entering the engine.
The function of the anti-siphon valve is to prevent cooling water from being siphoned through the
through hull valve, through the engine cooling system and into the aqua-lift muffler when the
engine 1s not operating.
If the muffler were to fill completely with water, water would travel up to inlet tube and enter the
engine block.
56
The Catalina exhaust system is basically simple and will provide trouble free service 1f you
perform regular maintenance and inspection. The important points to remember are:
1. Close the engine cooling water through hull valve when you are not operating the engine.
2. Do not operate the starter motor for more than 30 seconds without draining the aqua-lift
muffler.
3. Periodically disassemble the anti-siphon valve. Be sure the valve is not fouled with salt
deposits and that it opens freely under the cap.
4. Check the operation by removing the valve:
A. Put a finger over one large hole and blow through the other. Air should not escape
through the cap.
B. If you suck through one large hole with a finger over the other, air enter the valve
through the cap.
57
STEERING:
EMERGENCY TILLER:
It is recommended that the skipper and crew become familiar with the emergency tiller
and its use.
The emergency tiller should be stored in a convenient location, known to everyone
operating the boat.
A dry run of the system will minimize confusion in an emergency:
1. Locate the emergency tiller.
2. Remove the wheel. Keeping a wrench handy for this purpose is a good idea.
3. Insert the emergency steering tiller in the rudder post cap.
NOTE: The emergency steering tiller moves the whole steering, including cables and
quadrant. These elements must be free to move in order to steer the boat.
CATALINA SAILBOATS WITH MARELON RUDDER BEARINGS AND PACKING GLAND:
This non-metallic bearing system is designed to operate with no lubrication other than water.
e Specifically, no lubricants such as: petroleum grease, WD-40, aerosol, or paste, silicon gel, Teflon gel
or Lanolin paste. ONLY WATER.
In the event that leakage occurs around the rudder shaft at the packing gland, and it should becomes
necessary to take up on the packing, observe the following procedures:
1. Over-tightening the take-up will result in stiffening the steering system.
2. The take-up must be equal at the bolt locations around the shaft. If not, stiffening will occur.
3. The proper amount of take-up should permit an occasional drop or two of water to weep out
when the shaft is being turned.
58
ACCOMMODATION:
GALLEY STOVE:
There is a gimbaled stove with oven in the galley area It comes with an operation and
maintenance booklet provided by the stove manufacturer. The standard LPG gas bottle is located
in a vapor-tight container located in the stern locker. The container is fitted with a drain and vent
fitting on the transom. Keep these clear at all times.
A few additional points of operation for the standard LPG stove are below:
It is recommended that every time the LPG tank valve is opened for use, the operator close the
valve and watch that the gauge needle remains constant. The gauge should read approximately
110 PSI. If you can detect a failing in pressure over a 15-minute period of time, there is a leak.
LEAKS CAN BE DANGEROUS.
a. If a leak occurs, check all appliance burners to see if they are in the “OFF” position.
b. Make sure the oven control is in the “OFF” position.
c. Check all fittings with a soap and water solution.
NEVER USE A FLAME TO CHECK FOR LEAKS.
If you cannot find the leak, contact the stove manufacturer promptly.
To light the oven: Light the right front burner to bleed air from the system for at least one (1)
minute. Turn the temperature control knob from the “OFF” position to the “PILOT ON” position.
After this has been done, light the pilot in the oven (constant pilot).
After the oven is lit, turn the oven temperature control knob to the desired temperature.
Notes on the Solenoid: The solenoid must be turned on to test gauge for leaks. Both the solenoid
and the tank valve must be turned on to receive fuel. The solenoid is an electrical device for
turning on or off the fuel from inside the cabin at the electrical panel.
Points to remember: All stoves have been safety tested, however, it is wise to remember to never
leave the boat when oven or burners are on. Turn off the tank when you leave the boat for more
than one or two days. Always blow out the pilot light when you will be away from the boat for
more than two days, and check for leaks when you open the tank.
59
com INTIERIOR PLAN
DO NOT SCALE D
DECOMMISSIONING
WINTERIZING YOUR ENGINE:
LAYING UP:
In cold climates where yachts are decommissioned during the winter, your Catalina may be
safely stored in the water, provided adequate measures are taken to prevent ice damage to the
hull. Check with your yard to determine the feasibility of storing in the water.
When the boat is to be stored on land, the mast may be left stepped on the deck. However, it is
recommended that the mast be removed at the time of hauling for a thorough inspection and
preparation for next season.
This allows plenty of time over the winter months to order and replace the shrouds or rigging parts
needed, avoiding any delays in the spring commissioning.
AFTER HAULING:
1.
2.
Wash bottom, removing growth (where permitted by environmental regulation).
Wash topsides, deck, and all other exterior fiberglass surfaces. Wax all except the nonskid
surfaces. |
. Remove all sails. Follow sailmaker’s instructions or instructions Section 3.8, in regard
to cleaning. Schedule any repairs required and store in a dry place.
Remove all sheets and lines, clean, store in a dry place.
. If the mast had been removed from the yacht, remove all stays and shrouds from the mast.
Wash the entire stay or shroud assembly, using fresh water and a stiff brush. Dry thoroughly,
and coil into large non-kinking coils. Store the coils in a dry place. Wash and wax all spars.
Coil halyards into non-kinking coils, and put in a dark colored plastic bag to protect them
from sunlight if storing outdoors. Lash them to the mast. Store the mast either inside or
outside with adequate support along its length.
. If mast is to be left in place, remove the boom, clean and store as described before. Clean
shroud/stay end fittings, toggles, etc. using fresh water and a stiff brush. Apply a light coat of
silicone grease, paying particular attention to the end fittings where they connect to the stays
and shrouds.
Clean and lubricate all deck hardware that contains moveable parts. Follow manufacturer’s
instructions on winches.
. Remove all gear such as books, documents, bedding, PFD’s, anything moveable that is subject
to rust, corrosion or mildew.
. Remove all food supplies from lockers or ice chest. Wash out ice chest interior with a weak
solution of Clorox. Leave ice chest lid open.
10. Stored batteries should be fully charged, and both positive and negative terminals should be
disconnected. The batteries may be either left aboard or stored in a cool, dry place. Sub zero
temperatures will not harm a fully charged battery.
61
11. Close all manual shutoffs for the stove fuel system.
12. Winterize the head system in accordance with the manufacturer’s instructions.
13.
14.
15.
16.
17.
18.
19.
20.
21.
A. Empty the holding tank, flush it out with fresh water several time. Add a holding
tank chemical.
. Pump all the water out of the head.
. Shut off the head intake through hull.
. Remove the head intake line from the through hull. Put it in a container of antifreeze
and pump it through the head. (Do not use ordinary anti-freeze), drain the head
completely.
Reconnect the intake line to the through hull.
Shut the discharge through hull (if applicable).
da
7
IMPORTANT: Always follow manufacturers instructions wherever possible for
winterizing the head system.
Hot and cold water system:
A. Empty the water tanks as much as possible. (There will always be a small amount of
water left.) Open drain tees, two required, both located under galley sink. One in hot
line to faucet other discharge of fresh water pump.
B. Add a potable water ant-freeze, sold in marine and RV stores (Do not use ordinary
anti-freeze, it is toxic), to your water tank and a small amount of water. Pump this
water/anti-freeze mixture through the water lines to all faucets. Do not forget to
pump some from both tanks, if the boat has two. Also, drain the pumps. Do not
allow anti-freeze to remain in the pump as this will damage the pump
C. Close the sink drain through hulls, or plug the sink, if the through hull is above the
waterline.
IMPORTANT: Always follow the manufacturer’s instructions wherever possible for
wintering the hot and cold water system.
Remove all electronic gear that may require servicing during the winter.
Remove fire extinguishers for weighing, checking, and any necessary recharging.
If an automatic fire extinguisher system is installed, return the cylinders to the yacht
and reinstall as soon as possible.
If cushions are left aboard, bring cockpit cushions below and place all cushions on edge to
encourage ventilation.
Leave all interior lockers open to encourage ventilation.
Ensure that cockpit and deck scuppers are open and free.
If the boat is to be covered, ensure that the cover is installed in such a way as to provide
adequate ventilation, and that the cover is not permitted to chafe against the hull or deck.
If the boat is not be covered, ensure that mechanisms, such as winches and steering pedestals
are provided with adequate covers.
If the mast is to remain stepped, snug all shrouds and halyards to minimize noise and wear.
62
GENERAL RULES:
We recommend the following procedures be followed when storing the yacht for prolonged winter
months. Begin by consulting your authorized dealer about storing the boat in or out of water in
freezing climates. If at all possible, the manufacturer recommends keeping the yacht in dry
storage for severe winters.
All through hull fittings should be drained and closed off. Water in the sanitation system and
other tanks should be pumped out. Fill the lines and fittings with anti-freeze to prevent water from
running in, freezing or expanding, and cracking the lines and fittings.
For diesel engines, consult the manufacturer’s manual for special instructions.
Unless the manufacturer’s manual states otherwise, drain the block, disconnect the
water hose from the through hull fittings, attach an additional length of hose and
place the end of this hose in a bucket of anti-freeze. Run the engine until straight anti-
freeze comes out of the exhaust line. Stop the engine at this point, plug or cap the
exhaust line, and remove the additional hose and bucket.
63
OWNER/USER RESPONSIBILITY
GENERAL SAFETY TIPS:
1. Do not venture out when the weather conditions are unfavorable or are predicted to become so.
Listen to weather forecasts, check with your Harbor Patrol office, and look out for small craft
warnings.
2. Be especially careful in areas where there may be commercial shipping traffic. Keep well
away from shipping channels. Keep a sharp lookout when crossing the shipping channels.
3. Learn to follow the rules of the road. All other sailors will expect that you know them and
abide by them. The U.S. Coast Guard (BBE-2), 400 S. Eleventh Street, S.W. ‚Washington,
D.C. 20590, will supply free literature on this. You local branch or Harbor Patrol office may
have it available.
4. If your boat has a genoa sail that obscures the helmsman’s vision, have a dependable person in
the crew keep a sharp look-out under the genoa sail for traffic.
5. When sailing at night, provide safety harnesses for yourself and your crew, and secure these
lines to the boat. Use approved harnesses.
6. Purchase all Coast Guard required safety equipment and learn how to use it.
7. Enroll in a C.G. class or other certified boating and sailing class. You will learn a lot and
enjoy sailing even more.
8. Do not take more than a safe number of persons aboard your boat when sailing.
9. Marine insurance is worth every penny you pay for it. Take out insurance from the start. See
your dealer for a recommended marine agent if you do not have one.
10. Keep all seat hatches and main hatch closed during rough weather or gusty winds which
could unexpectedly strike the boat and cause a knock down.
11. CAUTION! The aluminum mast, and the metal parts conduct electricity. Coming in contact
with, or approaching an electrical power line can be fatal. Stay away from overhead power
lines and wires of any kind, when launching, underway, or when stationary.
REQUIRED SAFETY EQUIPMENT:
FIRE EXTINGUISHER:
It is wise to locate a minimum of two, approved for marine use, fire extinguishers, one for
forward of the galley and one behind the galley, preferably below the cockpit hatch.
Should an alcohol stove or engine fire start, you can always reach a fire extinguisher.
For example, you do not want to locate both of your extinguishers in the bow area because if you
are located in the cockpit, you would have to get by the danger area to reach them if the fire 1s
either in the galley or engine area.
Dry chemicals extinguishers should be inverted occasionally to prevent the contents from
packing. Extinguishers should be recharged yearly or after each use, according to manufacturer’s
recommendations.
64
LIFE VESTS:
Keep a Coast Guard approved life vest aboard for each crew member. Wear them during rough
weather and night sailing. Children should wear vests at all times no matter how they object.
HORN:
Your yacht should be equipped with a horn capable of producing a blast that can be heard for a
distance of one mile.
FLARES:
The law requires that your yacht be equipped with a minimum of 3 day/night flares.
ADDITIONAL SAFETY EQUIPMENT AND SAFETY PACKAGE:
Refer to the Catalina Yacht available safety package, for a complete list on page 67
MEDICAL KIT:
A basic medical kit is a wise mvestment for any boat owner. Suggested items include:
Motion sickness pills, aspirin, bandages, etc. We recommend that you personalize your medical
supplied for you and your crew’s specific needs.
TOOL KIT:
A varied arrangement of tools is again, a wise investment, to have on your boat. Tailor your tool
box for the conditions that you sail. For local sailing, with professional help just a phone call
away, you only need a small array of tools. However, for long range cruising, a more extensive
supply of tools will be needed.
LIGHTNING PRECAUTIONS:
Your yacht was not provided with a lightning protection system during construction. The
reasons are as follows:
1. There is no a procedure for lightning protection which is proven reliable under all conditions.
Yachts with elaborate lightning protection systems have sustained serious damage from a
direct lightning strike.
2. If the builder were to assert that the yacht was lightning protected, it could instill a false sense
of confidence in the owner or operator, leading to less-than-prudent actions when lightning
threatens.
3. Lightning systems are “out of sight, out of mind”, except when lightening threatens.
Generally, they are not checked and maintained on a regular bases. A defect in the system
(i.e., a break in a ground line) could, in some cases, increase the risk of personal harm, as
well as damage to the yacht, as compared to a yacht with no protection. The reason for this
is that many lightning protection systems distribute the high voltage throughout the yacht
before allowing it to exit through the ground.
4. It is the impossible for Catalina Yachts to control changes which you, the owner, may make
to the yacht, which could affect lightning protection systems.
You, the owner, must decide whether or not you wish to equip your yacht with lightning
protection. And, if so, the method of doing it. For your guidance, a copy of ABYC
recommendations is attached. The following suggestions and comments are also offered:
65
1. Keep the system as simple as possible. This will facilitate both installation and inspection/
maintenance. Perhaps a single over-size ground (battery cable) from the mast to the engine,
coupled with external shroud grounds (see 2 below), will maximize reliability.
2. ABYC recommends straight-line wire runs, which is virtually impossible within the yacht.
For grounding the shrouds: A battery cable, which clips to each shroud and extends outside
the yacht to the water, can minimize the number of bends required. This method has the
added advantages of keeping the power surge outside the boat and allowing easy, routine
inspection. The obvious disadvantage is that the clip on cables are not a permanent
installation and may not be in place when an unexpected lightning strike occurs.
3. Use only top quality materials to go oversize wherever possible.
4. Keep all permanent attachment points and connections where they are readily available for
inspection, yet protected from damage or inadvertent disconnection.
Factory installed metal tanks, 100 volt systems and major components are grounded to the engine. The
engine is grounded via the shaft and propeller to the water. The purpose of internal grounding is for static
charge control and accidental shorts in the internal systems - - not to provide lightning protection.
However, you can incorporate the ground lines present in a lightning protection system you may wish to
add.
By far, the most important consideration regarding lightning is observing common sense safety precautions
when lightning threatens. The key considerations are listed in the American Boat and Yacht Council
(ABYC) publication, which is printed herein.
66
E-4 LIGHTNING PROTECTION
Based on ABYC's assessment of the existing technology,
and the problems associated with achieving the goals of
this standard, ABYC recommends compliance with this
standard for all systems and associated equipment
manufactured and/or installed after July 31, 1998.
4. PURPOSE
These standards and recommended practices are guides for
the design, construction, and installation of lightning
protection systems on boats.
NOTE: The probability of a lightning strike varies with
geographic location and the time of the year, but, when
the conditions that create an electrical charge between
clouds and the earth exist, there is nothing that can be
done to prevent the lightning discharge. A boat can be
struck in open water or while tied to the dock.
42 SCOPE
These standards and recommended practices apply to
powerboats and sailboats if a lightning protection system
is installed.
NOTES: 1 Complete protection from equipment
damage or personal injury is not implied
2. A lightning protection system offers no
protection when the boat is out of water, and is not
intended to afford protection if any part of the boat
comes in contact with power lines while afloat or
ashore. |
3. Protection of persons and small craft from
lightning is dependent on a combination of design and
maintenance of equipment, and on personnel behavior.
The basic guides contained in this standard shall be
considered and used in designing and installing a
lightning protection system. However, in view of the
wide variation in structural design of boats, and the
unpredictable nature of lightning, specific
recommendations cannot be made to cover all cases.
43 REFERENCED ORGANIZATIONS
ABYC - American Boat and Yacht Council, 3069
Solomon's Island Road, Edgewater, MD 21037-1416.
410-956-1050
NFPA - National Fire Protection Association, |
Batterymarch Park, PO Box 9101, Quincy, MA 02269-
9101. 617-770-3000.
12/96
44 DEFINITIONS
‘Air terminal - A device at the upper most point of the
lightning protection system to dissipate the charge or start
the lightning ground process.
Equalization bus - A metallic strap, which may be
installed on the interior of a boat, substantially parallel to
the exterior lightning ground plate, and connected to the
lightning ground plate at both ends. Secondary lightning
conductors can be connected to the equilization bus. The
equalization bus provides a low resistance path to the
hghtning ground plate.
Lightning bonding conductor - A conductor intended to be
used for potential equalization between metal bodies, and
the lightning protection system to eliminate the potential
for side flashes.
Lightning ground plate (or strip) - A metallic plate, or
strip on the hull exterior below the waterline, that serves
to efficiently transfer the lightning current from the system
of down conductors to the water.
Lightning protective gap (air gap) - A form of lightning
arrester wherein a small air space is provided between two
metallic plates, with one connected directly to the vessel
grounding plate or strip, and the other to an operating
electrical system, such as a radio transmitter or receiver.
Lightning protective mast - A conductive structure, or if
non-conductive, equipped with a conductive means, and an
air terminal.
Parallel path - A path to ground that may be followed by a
lightning strike. This path is separate from the path
formed by the primary lightning conductor.
Primary lightning conductor - The main vertical electrical
path in a lightning protection system formed by a metallic
mast, metallic structure, electrical conductors, or other
conducting means, to a ground plate, ground strip, or a
metallic hull.
Secondary lightning conductor - A conductor used to-
connect potential parallel paths, such as the rigging on a
sailboat, to the primary lightning conductor, or to the"
lightning ground plate, strip or equalization bus.
Side flash - An arc-over discharge that occurs from the
lightning system to any metallic object. -
‘Zone of protection - An essentially cone shaped space
below a grounded air terminal, mast, or overhead ground
wire, wherein the risk of a direct lightning strike is
substantially reduced. See Appendix 1.
© 1996 American Boat & Yacht Council, Inc.
1
67
E-4
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45 " REQUIREMENTS - IN GENERAL
45.1 To provide a conductive path for the adequate
discharge of lightning currents, from the air terminal at the
top of a lightning mast to the water (ground), the system
shall
"45. be essentially vertical, and
4.5.1.2 be essentially straight, and
45.13 have a conductivity not less than that of a #4
AWG (21.2mm?) copper conductor, and
4.5.1.3.1 where the system consists of multiple shrouds,
stays and mast, they shall have an aggregate conductivity
not less than a #4 AWG (21.2mm?) copper conductor.
4.52 Every metallic shroud and stay shall be
connected from the chain plate directly to the ground plate
or ground strip with a conductor at least #6 AWG
(13.3mm*).
4.53 No bend of a conductor shall! form an included
angle of less than 90°, nor
4.5.3.1 shall it have a radius of bend less than eight
inches (203mm).
4.54 Large metal objects such as tanks, engines, deck
winches, stoves, etc., within six feet (1.8m) of any
lightning conductor shall be interconnected by means of a
lightning bonding conductor at least equal to #6 AWG
(13.3mm? ) соррег.
NOTES: 1. To minimize flow of lightning discharge
current through engine bearings, it may be preferable to
bond engine blocks directly to the ground plate rather
than to an intermediate point on the lightning protection
system.
2. Large metal bodies on boats include any
large masses such as bow and stern pulpits, steering
pedestals, horizontal guardrails, handrails on cabin
tops, smokestacks from galley stoves, electric winches,
davits, metallic hatches, metallic arches, towers,
engines, water and fuel tanks, and control rods for
Steering gear or reversing gear.
3. It is not intended that small metal objects
such as compasses, clocks, galley stoves, medicine
chests, and other parts of the hoat's hardware be
grounded
4. For illustration purposes see Appendix,
Figure 1.
© 1996 American Boat & Yacht Council, Inc.
2
EXCEPTION:
46 — REQUIREMENTS - MATERIALS
46.1 Corosion - The material used in a lightning
protective system shall be resistant to corrosion.
NOTE: Where it is necessary to join dissimilar metals,
the corrosion effects can be reduced by the use of
suitable plating or by installing a metal fitting between
the two dissimilar metals that is galvanically compatible
with both metals,
46.2 Wire Conductors
"4.6.2.1 Wire conductors shall be stranded copper.
46.2.2 Stranding of copper wire shall be Type I
stranding in accordance with ABYC E-8, AC Electrical
Systems on Boats, and/or ABYC ES, DC Electrical
Systems under 50 Volts. |
"4.6.3 Other Conductive Means
4.6.3.1 Conductivity shall be equal to, or greater than,
#6 AWG (13.3mm?) copper wire.
4.632 The thickness of metal ribbon or strip shall be at
least 1/32 inch (0.8mm).
4.6.3.3. Copper braid shall not be used.
4.7 REQUIREMENTS - INSTALLATIONS
471 To minimize side flashes, and the induction of
high voltage to the boat's wiring, lightning conductors in
proximity to the boat’s wiring shall not be routed in
parallel to the boat’s wiring.
The primary lightning conductor.
4.72 Conductive Joints - Conductive joints shall be
made and supported in accordance with ABYC E-9, DC
Electrical Systems Under 50 Volts, and
4.7.2.1 shall have an electrical resistance not in excess
of that of two feet (0.6m) of the smaller diameter
conductor.
48 LIGHTNING PROTECTIVE MAST
48.1 The lightning protective mast shall be located so
that the cone of protection will cover the entire boat. See
Figure 1 and Figure 2.
48.2 Additional lightning protective means shall be
erected to form overlapping zones of protection, to protect
a boat of the size that renders the use of a single mast
impracticable.
68
NOTE: The zone of protection afforded by any
configuration of masts, or other elevated, conductive,
grounded objects, can readily be determined graphically.
Increasing the height of a mast above the striking
distance will not increase the zone of protection.
4.8.3 Lightning Protective Mast Alternatives
4.8.3.1 If the mast is composed of non-metallic
material, the associated lightning or grounding conductor
shall
4.8.3. ‘be essentially straight, and
4.8.3.1.2 be securely fastened to the mast, and
483.13 extend at least six inches (150mm) above the
mast, and
4.8.3.14 terminate in an air terminal, and
4.8.3.1.5 be led as directly as practicable to the
grounding connection. See E-4.5.1.
NOTE: Although partially conductive, carbon fiber
materials are regarded as non-conductive (non-metallic)
for the purpose of this standard
4832 An outrigger that serves as a lightning protective
mast shall have conductivity equivalent to #4 AWG
(21.2mm?) copper.
‘4.9 LIGHTNING GROUND
4.9.1 Primary and Secondary Lightning Ground - A
lightning ground for a boat shall consist of any metal
surface which is submerged in the water having an area of
at least 1 square foot (0.1m?) and consist of at least one of
the following methods.
49.1.1 External Ground Plate or Equivalent - The
external ground plate shall be located as close to the base
of the primary conductor as possible to minimize any
horizontal runs in the primary conductor.
“NOTE: The boat's rudders, struts, external ballast
keel, or other external metallic surfaces may provide an
external ground plate equivalent.
49.1.1.1 If the rudder(s) is used as an external ground
plate equivalent, the lightning conductor shall be
connected directly to the rudder shaft.
49.1.2 Grounding strip - An external grounding strip of
copper, copper alloy, stainless steel, or aluminum, shall be
installed under water to be used as an earth ground
connection for the lightning system. This strip shall have a
minimum thickness of 3/16 inch (Smm), and a minimum
width of 3/4 inch (19mm).
Е-4
12/96
NOTES: 1. The edges of the external ground plate or
grounding strip need to be sharp, exposed, and not
caulked or faired into the adjoining area.
2. A strip approximately one inch (256mm)
wide, and 12 feet (3.7m) long, has nearly six times the
amount of edge area exposed to the water, which,
compared to the ground plates, will improve the _
dissipation of charges.
4.9.1.2.1 The grounding strip, if used, shall extend from a
point directly below the lightning protection mast, towards
the aft end of the boat, where a direct connection can be
made to the boat’s engine.
NOTES: 1. The use of two thru-bolts at each end of the
strip will help to prevent the strip from twisting.
2. An equalization bus on the inside of the
boat, paralleling the grounding strip on the outside of
the boat, may be used as the lightning ground
conductor.
4.9.2 Seacocks and Thru-Hull Fittings - Seacocks and -
thru-hull fittings, if connected to the lightning ground
system, shall not be connected to the main down
conductor. They shall be connected to
"4.9.2. the underwater grounding strip, or
49.22 the lightning ground plate, or
4.92.3 the internal equalization bus.
493 Multihull boats shall provide a lightning ground
connection in accordance with 4.9.1 for each hull that has
items to be grounded, attached, or fitted to it.
410 REQUIREMENTS - VESSELS WITH METAL
HULLS
4.10.1 If there is electrical continuity between metal
hulls and masts, or other metallic superstructures of
adequate height in accordance with E-4.8, then no further
protection against lightning 1s necessary.
‘411 REQUIREMENTS - SMALL BOATS
4.11.1 Small boats without a permanent mast shall be
protected by means of a temporary lightning protective
mast that may be erected when lightning conditions are
observed.
4.11.1.1 The base of the temporary lightning protective
mast shall be located as close to the geometric center of
the boat as possible, but, if necessary, can be offset,
providing the cone of protection will cover the entire boat
when the mast is plugged in.
© 1996 American Boat & Yacht Council, Inc.
3
69
E4
12/96
4.11.1.2 The location of the mast base shall be such that
persons on the boat can avoid physical contact with the
mast or the base.
4.11.1.3 The base should extend as high as possible, and
provision shall be made to plug in the upper section of the
lightning mast so that it will not be displaced by the
rolling and pitching of the boat in rough water.
4.11.1.4 The temporary lightning protective mast shall be
all metal, or other material if provided with a conductor,
with a conductivity at least equal to a #4 AWG (21.2mm?)
conductor.
NOTE: A solid stainless steel whip antenna or
equivalent, that has a conductivity less than a #4 AWG
(21.2mm*) conductor, may be used, because of its higher
melting temperature, but it will not provide as low a
resistance path for the lightning.
4.11.1.5 The temporary lightning protective mast shall be
connected to a submerged ground plate of at least one
square foot (0.1 m?) in area.
© 1996 American Boat & Yacht Council, Inc.
4
4.112 Open Daysailers - As stainless steel rigging may
not provide an adequate conductive path for the discharge
of lightning currents, protection will depend on the
grounding of all rigging as well as the metal masts, or the
continuous metallic tracks on nonmetallic masts. These
shall be connected at the lower ends to a lightning
grounding plate, or a lightning grounding strip located
directly below the mast.
4.11.2.1 Metallic rudders at the aft end of the boat shall
not be used as the lightning ground for the mast because of
the need for a long horizontal conductor to the aft end of
the boat.
4.11.22 The tiller, or other connections to metallic
rudders that the operator will contact, shall be non-
conductive materials.
4112.3 Metallic keels or centerboards shall be directly
connected to the lightning grounding plate or strip, and
may serve as the lightning grounding means if they have
the required one square foot (0.1 m”) area in contact with
the water. If a centerboard is used as the lightning
grounding means, a waming sign shall be provided that
clearly states that the centerboard must be in the down
position to function as a lightning ground.
70
E-4
12/96
FIGURE 1 - BOAT WITH MAST NOT EXCEEDING 50 FEET (15M) ABOVE THE WATER
FIGURE 2 - BOAT WITH MAST NOT EXCEEDING $0 FEET (15M) ABOVE THE WATER
PROTECTED I08E «ITH , >
LICHTRINS PROTECTIVE STSTER —
EXTINCED TQ PAQTECT Tre ENTIRT 2047 x,
PROTECTED 317 SAT
= EQUIPMENT A
x PAPER: SRO.MOED
AT
Gy
|
!
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}
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~~ [mr ле
7
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7 И : ; ы 7
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+ € > 4 и
por 4e
E
FIGURE 3 - BOAT WITH MASTS IN EXCESS OF 50 FEET (15M) ABOVE THE WATER - PROTECTION BASED
ON LIGHTNING STRIKING DISTANCE OF 100 FEET (30M)
PROTEC TEN FOmek +04 7
o EE /
TEAC Lowes ;
NX Md TEA CELS
ob we 21 2
N A
|
La
\ 7 3 N /
7 \ \ > /
/ VAN
No 5m | > /
ie gy aa —
— N Fes a
© 1996 American Boat & Yacht Council, Inc.
5
71
E4
12/96
APPENDIX - LIGHTNING PROTECTION
"This appendix contains additional descriptive information
and recommendations pertaining to system maintenance
and behavior of personnel.
Ap.1 Zone of Protection - A grounded conductor, or
lightning protective mast, will generally divert to itself a
direct strike that might otherwise fall within a cone-
shaped space, the apex of which is the top of the conductor
of a lightning protective mast, and the base of a circle at
the surface of the water having a radius that is related to
the height of the top of the conductor or lightning
protective mast.
Ap.1.2 Boats with ungrounded or non-conductive
objects projecting above the metal masts or superstructure
may have these objects protected by a lightning ground
conductor terminating in an air terminal above the object.
‘Ap.13 Whip type radio antennas should not be tied
down during a lightning storm if they have been designed
as a part of the lightning protection system.
`Ар.2 Maintenance - Lightning protection provisions
are likely to receive scant attention after installation.
Therefore, their composition and assembly should be
strong, and materials used should be highly resistant to
corrosion.
‘Ap.2.1 Grounding of metallic objects for lightning
protection may increase the possibility of harmful galvanic
corrosion. See ABYC E-2, Cathodic Protection of Boats.
Ap.2.2 If a boat has been struck by lightning,
compasses, electrical, and electronic gear should be
checked to determine whether damage or changes in
calibration have taken place.
Ap.2.3 If a boat has been struck by lightning, the
lightning protection system should be inspected for
physical damage, system integrity, and continuity to
ground.
Ap.2.4 If a boat has been struck by lightning, it should
be hauled for inspection of the hull, underwater structures
and thru-hull fittings. Lightning can exit from one or
numerous locations below the waterline. Subsequent
flooding, sinking, or long term hull damage can result
from undetected lightning damage.
Ap.3 Precautions for Personnel - The basic purpose of
protection against lightning is to ensure the safety of
personnel. It is therefore appropriate that during a
lightning storm the following precautions be taken:
Ap.3.1 Personnel should remain inside a closed boat, as
far as practical.
© 1996 American Boat & Yacht Council, Inc.
6
“Ap.3.2 Arms and legs should NOT be dangled in the
water.
`Ар.3.3 Consistent with safe handling and navigation of
the boat, personnel should avoid making contact with any
items connected to a lightning protection system, and
especially in such a way as to form a bridge between these
items. For example, it 1s undesirable that an operator be in
contact with reversing gear levers and a spotlight control
handle at the same time.
“Ap.34 Personnel should NOT be in the water.
° Ар.3.5 Personnel should avoid contact with metal parts
of a sailboat's rigging, spars, fittings, and railings.
Ар.4 For mast heights in excess of 50 feet (15m), the
zone of protection is based on the striking distance of the
lightning stroke. Since the lightning stroke may strike any
object within the striking distance of the point from which
final breakdown to earth ground (the water) occurs, the
zone of protection is defined by a circular arc, concave
upward. See Figure 2. The radius of the arc is the striking
distance, and the arc passes through the tip of the mast,
and is tangent to the water. Where more than one mast is
used, the arc passes through the tips of adjacent masts. See
Figure 3.
The striking distance is related to the peak stroke current,
and thus to the severity of the lightning stroke. The greater
the severity of the stroke, the greater the striking distance.
In the vast majority of cases, the striking distance exceeds
100 feet (30m). Accordingly, the zone based on a striking
distance of 100 feet (30m) is considered to be adequately
protected.
The zone of protection afforded by any configuration of
masts, or other elevated conductive grounded objects, can
readily be determined graphically. Increasing the height of
a mast above the striking distance will not increase the
zone of protection.
‘Ap.5 Materials
Ap.5.1 The materials used in the lightning protection
system should be resistant to corrosion. The use of
combinations of metals that form detrimental galvanic
couples should be avoided.
Ap.5.2 In those cases where it is impractical to avoid a
Junction of dissimilar metals, the corrosion effect can be
reduced by the use of suitable plating or special
connectors, such as stainless steel connectors used
between aluminum and copper alloys. Except for the use
of conducting materials that are part of the structure of the
boat, such as aluminum masts, only copper should be used
72
as a lightning conductor system. Where copper is used, it
should be of the grade ordinarily required for commercial
electrical work, generally designated as being of 95
percent conductivity when annealed.
Ap.6 External Ground Plate - An exterior grounding
plate of copper, copper alloys, stainless steel or aluminum
may be provided by means of a plate which has an area of
at least one square foot (0.1 m*) area. The plate should be
located as nearly as possible directly below the lightning
protection mast. The boat's propeller(s), shafi(s), metallic
rudder(s), and other metallic surfaces that have the
required area, can be effectively used on small boats only
where the lightning protective mast is located at the stern,
above the in-water metallic objects to be used as the
lightning system ground. The stern mast must be tall
enough to provide a cone of protection that extends to the
bow of the boat.
Ap.6.1 Boats that use a lightning grounding plate
instead of the lightning grounding strip should ground
backstays, or other objects aft, to the engine negative
terminal, a metallic rudder, or other external ground at the
aft end of the boat. The lightning ground shall not be
routed through the boat to the lightning grounding plate
forward under the lightning mast.
Ap.7 Grounding Strip - An external grounding strip of
copper, copper alloys, stainless steel, or aluminum,
installed under the boat in a fore and aft direction, may be
used as the earth ground connection for the lightning
system. Except for stainless steel, the strip should have a
minimum thickness of 3/16 inch (4.8mm), and a minimum
width of 3/4 inch (20mm). Stainless steel should have a
minimum thickness of 1/8 inch (3.2mm). The length of the
strip should extend from a point directly below the
lightning protection mast, to the aft end of the boat, where
a direct connection can be made to the boat’s engine, but
the total length of the strip shall not be less than four feet
(1.22m). In a sailing vessel, the backstay and engine
should be connected to the aft end of the strip. The strip
should be secured to the hull with one, or preferably two,
galvanically compatible through bolts at each end. The
use of two bolts at each end, spaced one or two inches
apart, will help prevent any tendency for the strip to rotate
when the electrical connections are made inside the hull
The strip must be located so that the external strip is
submerged under all operating conditions. If the strip is
not located so as to be submerged when a sailboat is
heeled to port or starboard, then a strip will be required on
both the port and starboard sides. All connections to the
strip should be as short and direct as possible. Additional
thru-hull bolts may be located along the length of the strip
for additional connections, such as on a two masted
sailboat. Because of the possibility of stray current
E-4
12/96
corrosion of the securing bolts, the number of thru-huli
bolts should be kept to a minimum. To minimize the
number of thru-hull bolt connections, an equalization bus
can be installed.
Ap.7.1 The aft end of the lightning grounding strip
should be connected directly to the engine negative
terminal. This will provide a path inside the huli for any
DC stray currents that might be imposed on the thru-hull
bolts that attach the lightning grounding strip where those
bolts contact bilge water.
) Ap.8 Protection of Equipment - Wherever possible,
electronic equipment should be enclosed in metal cabinets
that are connected to the lightning grounding system with
a minimum #8 AWG (8.39mm?) conductor. Surge
suppression devices should be installed on all wiring
entering or leaving electronic equipment.
; Ap.8.1 The grounding of metal rod type radio antennas
provides some protection for boats without masts and
spars provided that
Ap.8.1.1 conductors in the grounding circuit of the
antenna have a conductivity equivalent to #4 AWG
(21.2mm?) copper in accordance with E-4.5, and
; Ap.8.1.2 the top of the antenna is not more than 50 feet
(15m) above the water, and
‘Ap.8.13 a line drawn from the top of the antenna
downward toward the water at an angle of 45 degrees to
the vertical does not intercept any part of the boat (see
E-4.8), and
‘ Ap.8.1.4 the antenna loading coil is provided with a
suitable protective device for bypassing the lightning
current.
NOTES: 1. Because a loading coil presents a high
impedance to the flow of lightning current, the portion
of an antenna above the bottom of a loading coil is not
as effective as a lightning protective mast.
2. Non-conducting antenna masts with spiral
wrapped conductors are not considered suitable for
lightning protection purposes.
Ap.8.2 In order to protect the radio transmitter, antenna
feed lines shall be
Ap.8.2.1 equipped with a means for grounding during
electrical storms, or
Ap.8.2.2 protected by lightning arresters or lightning
protective gaps.
© 1996 American Boat & Yacht Council, Inc.
7
73
AP. FIGURE 1 - LIGHTNING PROTECTION SYSTEM
Primary Lighting Conductor
unirme 94 AWCI
x
Secos Secondary, LIghTning Longuestoc
y Ligwrng Comactar miriam 265 AY!
‘плеть #8 AWG
Engine : Immer Gran Piste or Strip |
; Qurámu ares | 39 5 |
: |
Senna Conductor ‘
NOTES: 1. An eqnalization bus is used on the interior of the hull as the termination for secondary conductors and bonding
conductors. The primary conductor is connected directly to the immersed ground plate or strip. See E-4.9.
2. AU otherwise isolated bare metal objects within six feet (1.8m) of a Lightning conductor shall be connected to
the lightning protection system with a minimum #6 AWG (13.3mm’) bonding conductor.
3. The probability of a lightning strike varies with geographic location and the time of the year. When the
conditions that create an electrical charge between clouds and the earth exist, there is nothing that can be done to prevent
the lightning discharge. A boat can be struck in open water or while tied to the dock
© 1996 American Boat & Yacht Council, Inc.
8
74
COMMISSIONING PACKAGE 06/05/03
SAFETY PACKAGE, FACTORY OPTIONS
Contents subject to change without notice.
Qty. Description
| each COR 22 LB. Dan Forth Anchor
20 foot Acco 5/16” Galvanized Hi- test Chain
| each New England 1/2x250° anchor line
2 each 3/8 galv anchor shackle
2 each Taylor 87x20” Superguard Fender
14 foot New England 3/8 fender line
1 each Stearns USCG white throwable cushion
| each Aluminum folding radar reflector
3 each XLT Alert
3 each Locate Flare Kit
1 each Tempo “Nature Safe” horn
2 each Kidde 10BC fire extinguisher
1 each Medical Sea Pack First Aid Kit
| each Koehl halogen flashlight (with batteries)
6 each Kent USCG Type I lifejacket
1 each Chapmans Piloting & Small Boat Handling 63“. Ed
4 each New England 5/8x25” dock line
| each Beckson yacht log book
75
LITERATURE AND WARRANTIES FOR EQUIPMENT WHICH
MAY BE SUPPLIED WITH THIS MANUAL:
Batteries, 12 volt wet cell
Headsail furling gear
Dutchman flaking system
Furling mainsail mast
Furling mainsail boom
Diesel engine
Factory installed electronics (separate manual)
Running lights
Marine head
Galley stove with oven
Bilge pump, manual
Bilge pump, electric
Pedestal steering
Water heater
Pressure water pump
Rudder bearings
Dripless shaft seal
Anchor windlass
Through-hull valves “seacocks”
Read the Owners INSTALL NEXT TO ENGINE PANEL OR
Manual before DIRECTLY BELOW HULL 1.D. PLATE.
using this vessel
Keep curtains
away from stove INSTALL ON DECK LINER UNDER
when it is WINDOW OVER GALLY STOVE.
being used
Close the
through hull
valves each time
the head is used
ON VERTICAL SURFACE BEHIND EACH
TOILET.
INSTALL ON ENGINE COVER.
Do Not open door to the engine
compartment while engine is running
DANGEI
Keep hold of the INSTALL ON STEERING PEDESTAL
wheel when ABOVE INSTRUMENT HOUSING.
backing up
e Watch for
overhead wires
e Stay away
from overhead
power lines
ADJACENT TO VALVE LOCATION ON
BULKHEAD.
EACH SIDE 2-REQUIRED ON MAST 12"
FROM BOTTOM.
Catalina Yachts reminds you that is illegal for any vessel to dump plastic
trash anywhere in the ocean or navigable waters or the United States, Annex Y
of the Marpol Treaty is an International Law for a cleaner, sufer marine
environment. Violation of these requirements may result in civil penalty np to
$25,000. fine and imprisonment.
hs ama a wr we JT IS ILLEGAL TO DUMP THE FOLLOWING:
LIS. Lakes, Rivers, 3 to 12 Miles 12 10 25 Miles Outside 25 Miles
В ays, Sounds, and Plastic, Dunnage, Plastic, Dunnage, Plastic
3 Miles Fram Shore Linning and Packing Linning and Packing
Plastics Garbage Materials That Float, Materials that Float.
Paper Metal Also If Not Ground to
Rags Crockery Less Than One Inch:
Glass Dunnage Paper Crockery
Food Rags Metal Side ati Peel Nidia 15 Ata
Glass Food tariber estrados preto E lata Pace,
* THE ENGINE MUST BE ALIGNED TO THE SHAFT
WITHIN .003”.
* THIS COUPLING WAS ATTACHED TO THE SHAFT AT
THE FACTORY.
* THIS SHAFT IS DIMPLED FOR THE SET SCREWS. THE
SET SCREWS ARE SAFETY WIRED TO PREVENT
THEM FROM BACKING OUT.
* IF THE SAFETY WIRE 1S BROKEN OR IS REMOVED,
THE ENGAGEMENT OF THE SET SCREWS MUST BE
VERIFIED AND THE SAFETY WIRE SECURED BEFORE
OPERATION.
WARNING
THESE TIE RODS SUPPORT THE MAST. THE
LOCKING NUTS AT THE BOTTOM END MUST BE
TIGHT AGAINST THE BEARING SURFACE. CHECK
THE LOCKING NUTS, CLEVIS PINS AND COTTER
PINS IN THIS ASSEMBLY BEFORE STEPPING THE
MASTTO VERIFY THAT NO COMPONENTS HAVE
LOOSENED DURING TRANSPORTATION
THIS BOAT HAS TIE RODS.
DISCHARGE OF OIL PROHIBITED
THE FEDERAL WATER POLLUTION CONTROL
ACT PROHIBITS THE DISCHARGE OF OIL OR
OILY WASTE INTO OR UPON THE NAVIGABLE
WATERS AND CONTIGUOUS ZONE OF THE
UNITED STATES, IF SUCH DISCHARGE CAUSES A
FILM OR SHEEN UPON, OR 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 $5,000.
INSTALL IN COMPANIONWAY
INSTALL ON SHAFT COUPLING AFTER
POOL TEST.
INSTALL ON ONE CHAIN ROD ONLY
INSTALL ON ENGINE COVER.
15'—
ALONG SHEER
PROPRIETARY INFORMATION
THE DESIGNS, INFORMATION, AND DATA CONTAINED
HEREIN ARE PROPRIETARY AND ARE SUBMITED IN
CONFIDENCE, AND SHALL NOT BE DISCLOSED, USED,
OR DUPLICATED, IN WHOLE OR IN PART, FOR ANY
PURPOSES WHATSOEVER, WITHOUT THE PRIOR WRIT—
TEN PERMISSION OF CATALINA YACHTS, 21200
VICTORY BLVD. WOODLAND HILLS, CALIFORNIA 91367,
THIS LEGEND SHALL BE MARKED ON ANY REPRO-
DUCTIONS HEREOF IN WHOLE OR IN PART. RECEIPT
OF THIS DOCUMENT SHALL BE DEEMED TO BE AN
ACCEPTANCE OF THE CONDITIONS SPECIFIED HEREIN,
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
GENERAL TOLERANCES
ANGLES : 0,5
X.X : +0.1
XXX : £0.01
X.XXX : +0.005
SURFACE FINISH: 63
9’ —4”
ALONG SHEER
Etna Yachis
7200 BRYAN DIARY RD.
LARGO, FL. 33777
(727) 544-6681
TILE:
LIFT POINTS
CATALINA 350
res 350-91052-0
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