Omc Io Stern Drive Repair Service Manual Engines

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TABLE OF CO 1 SAFETY

Piston Ring and Rod Service Disassembling Assembling Installat ion C a m s h a f t Service Removal Installation Crankcase Front Cover Crankshaft Service

INTRODUCTION CLEANING, WAXING, POLISHING CONTROLLING CORROSION Using Zinc PROPELLERS FUEL SYSTEh4 LOADING FLOTATION HORSEPOWER EMERGENCY EQUIPMENT COMPASS STEERING ANCHORS MISCELLANEOUS EQUIPMENT BOATING ACCIDENT REPORTS NAVIGATION 2 TUNING

INTRODUCTION TUNING FOR PERFORMANCE IGNITION FUEL SYSTEM

2-1 2-1 2-5 2-8

3 ENGINE GENERAL PRINCIPLES Valve Timing Engine Types Service Procedures Troubleshooting Mechanical Engine Problems GMC IN-LINE ENGINES Removal Installation Oil Pump Intake Manifold Exhaust Manif old Cylinder Head Service Reconditioning Installation Valve Lash Adjustment

3- 1 3-3 3-3 3-3 3-6

GMC V6 ENGINES Removal Installation Oil Pump Exhaust Manifolds Intake Manifold Cylinder Head Service Removal Installation Piston and Rod Service C a m s h a f t Service Removal Installation Main .Bearings Rear Bearing Oil Seal Timing Chain Service GMC V8 ENGINES Removal Installation Oil Pump Intake Manifold Exhaust Manifolds Cylinder Head -Service Removal Installation Prep.

Installation Valve Lash Adjustment Piston and Rod Service Camshaft Service Removal Installation

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GMC V 8 ENGINES (Continued)

Rochester 4MV Description Disassembling Assembling Bench Adjustments Holley Description Disassembling Assembling Adjustments

Crankshaft Service Removal Installation Main Bearings Timing Chain FORD V8 ENGINES Removal Installation Oil Pump Exhaust Manifolds Intake Manif old Cylinder Head Service Removal Assembling Installation Checking Hydraulic Lifter Clearance Piston and Rod Service Camshaft Service Removal Installation

5 IGNITION DESCRIPTION TROUBLESHOOTING Compression General T e s t s Primary Circuit T e s t s C o n t a c t Point T e s t condenser T e s t Secondary Circuit T e s t Rotor T e s t Ignition Voltage T e s t s Spark Plug Troubleshooting Polarity Check DISTRIBUTOR SERVICE Removal

Crankshaft Service Removal Installation Main Bearings Timing Chain

SERVICING A DELCO-REMY Disassembling - from a 4- or 6-cylinder in-line engine Assembling Disassembling from a GMC V6 1964-72 or V8 Assembling Gapping Con t a c t Points

4 FUEL TROUBLESHOOTING Fuel Pump Fuel Line Rough Engine Idle Excessive Fuel Consumption Engine Surge SINGLE-DIAPHRAGM FUEL PUMP D U A L - DI A P H R A G M FUEL PUMP FUEL FILTER REPLACEMENT CARBURETORS Rochester BC Carburetor Removal Assembling Adjusting C a r t e r RBS Carburetor Description & Operation Disassembling Assembling Bench Adjustments Rochester 2GC Disassembling Assembling Bench Adjustments

4-3 4-3 4-4 4-6 4-7 4-10 4-10 4-12 4-14 4-15 4-15 4-18 4-22 4-27 4-27 4-27 4-30 4-33

SERVICING A MALLORY Disassembling from All V6 and V8 engines 1981 and on Assembling SERVICING AN AUTOLITE OR PRESTOLITE DisassemblingAssembling ADJUSTING POINT GAP ALL DISTRIBUTOR INSTALLATION Adjusting t h e Dwell Adjusting Timing Adjusting Idle Speed and Mixture

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6 ELECTRICAL INTRODUCTION BATTERIES JUMPER CABLES DUAL BATTERY INSTALLATION GAUGES AND HORNS Oil and Temperature Gauges Warning Lights Fuel Gauges Troubleshooting Tachometer Horns CHARGING SYSTEM Alternator Troubles hooting Servicing Charging System with Separate Regulator Servicing Charging System with Integral Regulator CRANKING SYSTEM Troubleshooting Delco-Remy Starter Description & Operation Servicing Testing Assembling Autolite S t a r t e r Description & Operation Disassembling Bench Tests Assembling Prestolite S t a r t e r Description & Operation Disassembling Assembling

7 ACCESSORIES INTRODUCTION SHIFT BOXES Troubleshooting Single- and Side-Mount Boxes Removal & Repair Push Button Shift Box Removal & Repair Binnacle-Mounted Shift Box Removal & Repair THROTTLE CABLE INSTALLATION 7-8 SELECTRIM FOR IN-LINE ENGINES 7-9 Description & Operation 7-9 7-10 Removal & Disassembling Assembling 7-15 Installation 7-18

SELECTRIM FOR FORD V8 ENGINES Description & Operation Removal & Disassembling Cylinder Disassembling Cylinder Assembling Ins tallation HYDRAULIC PUMP & MOTOR Removal Disassembling _ Assembling , Installation Replacing Manual Release Valve Adding Fluid o r Filling a Dry System Electrical Checks TRU-COURSE STEERING Description & Operation ~isassernblin~ ~sseiirbling Cable Drum-and-Bracket Disassembling Assembling Adjustments MECHANICAL STEERING Cable Removal Cable Installation OVER-UNDER STEERING HELM Description Cable Replacement Helm Installation FINAL CHECKS & ADJUSTMENTS 7-40

8 TlLT MECHANISM DESCRIPTION AND OPERATION TROUBLESHOOTING TILT MOTOR SERVICE Removal Testing Disassembling Assembling Installation HAMMER BLOW COUPLING TILT CLUTCH & WORV GEAR Disassembling Assembling & Installation

9 COOLING DESCRIPTION TROUBLESHOOTING EXHAUST MANIFOLDS THERMOSTAT REPLACEMENT WATER PUMP REMOVAL Assembling

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10 STERN DRIVE DESCRIPTION EARLY STERN DRIVE UNITS 1964-77 Troubleshooting Removal Upper Gear Housing Removal Water Pump Removal Ball Gear Disassembling Bearing Housing Disassembling Worm Gear Steering Disassembly Ball Gear Assembling Bearing Housing Assembling Water Pump Assembling Exhaust Housing Removal Swivel Housing R emoval Lower Unit Removal & Disassembling Assembling Swivel Housing Assembling Exhaust Housing Assembling Upper G e a r Housing Installation Stern Drive Installation STERN DRIVE UNITS SINCE 1978 Troubles hooting Shift Converter Service Cable Removal Disassembling Assembling Stern Crive Removal Upper Gear Housing Removal Water Pump Removal Ball Gear Disassembling Bearing Housing Disassembling Worm Gear Steering Disassembling Ball Gear Assembling Bearing Housing Assembling Water Pump Assembling Exhaust Housing Removal Swivel Housing Removal Swivel Housing Assembling Lower Unit Removal & Disassembling Assembling Propeller Shaft Driveshaf t Bearing Housing

Oil Pump & Forward Gear Disassembling Assembling Propeller Shaft and Shif t e r Disassembling Assembling Power Assist Servo Disassembling Assembling Shift Cable Removal or Replacement Assembling Pinion Bearing Shimming Pinion Bearing R a c e Installation Oil Pump & Forward Gear Installation Driveshaft & Pinion Gear Installation Propeller Shaft, Assist Valve, & Plunger Installation Exhaust Housing Installation Upper Gear Housing Installation Stern Drive Installation Shift Converter C a b l e Installation Shift Adjustment Trim T a b Adjustment

I1 INTER MEDIATE HOUSING INTRODUCTION TROUBLESHOOTING SERVICING THE BOOT Removal Installation BALL GEAR DRIVESHAFT Disassembling Assembling INTERMEDIATE HOUSING Removal Installation

12 MAINTENANCE FIBERGLASS HULLS BELOW WATERLINE SERVICE OFF-SEASON STORAGE PRE-SEASON PREPARATION

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APPENDIX CONVERSIONS Metric Drill Size SPECIFICATIONS Tune- up Spark Advance C h a r t s Carburetor Specifications GMC In-Line Engine Specs Kaiser V6 (GMC V6) Specs GMC 6-Cyl In-Line Specs GMC V8 Specs GMC V6 Specs Ford V8 TORQUE VALUES GEAR RATIOS AND-OIL CAPACITIES WIRE IDENTIFICATION Second station Instrument Cable Connector Stern Drive Instrument, Cable, and Switch 185 & 225 hp SelecTrim Model "D" 185 & 225 hp Preset Trim Model "D" 185 & 225 hp SelecTrim Models "3"& "JI1 185 & 225 hp Preset Trim Models "H" & "J" 185, 200, 230, & 260 hp SelecTrim 185, 200, 230, & 260 hp Preset Trim 120 & 140 hp Preset Trim 120 & 140 hp SelecTrim Model "Dlt 120 & 140 hp Preset Trim Model "D"

120 & 140 hp P r e s e t Trim Model "H" and "H1" 120 & 140 hp SelecTrim Model "Htl and "H 1" 175, 195, and 235 hp with fixed mount 175, 195, and 235 hp with SelecTrim 240 hp SelecTrim Model "H" and "J" 240 hp Prese-tTrim Model "DM 240 hp Preset Trim Model "H" and "J" 240 hp SelecTrim Model "D" 250 hp SelecTrim 120 and 140 hp, also 2.5 and 3.0 L i t r e with fixed trim 120 and 140 hp also 2.5 and 3.0 L i t r e with SelecTrim 200, 230, 260 hp also 5.0 & 5.7 L i t r e 185, 200, 230 and 260 hp also 5.0 & 5.7 L i t r e with SelecTrim Tilt System 185, 200, 230 and 260 hp Tilt System 120 and 140 hp Tilt System 3.8, 4.3, 5.0 and 5.7 L i t r e Tilt System 2.5 Rc 3.0 L i t r e Trim System 5.0 & 5.7 L i t r e Ignition System 2.5, 3.0 3.8 and 4.3 L i t r e Trim S y s t e m 2.5 & 3.0 L i t r e Trim System 3.8, 4.3, 5.0 and 5.7 L i t r e

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SAFETY 1-1 INTRODUCTION

1-2 CLEANING, WAXING, AND POLISHING

Your b o a t probably r e p r e s e n t s a s i z e a b l e i n v e s t m e n t f o r you. In o r d e r t o p r o t e c t t h i s i n v e s t m e n t - and t o r e c e i v e t h e m a x i m u m a m o u n t of e n j o y m e n t f r o m your b o a t i t m u s t b e c a r e d f o r properly while being used and w h e n i t is o u t of t h e w a t e r . Always s t o r e your b o a t w i t h t h e bow higher t h a n t h e s t e r n and b e s u r e t o r e m o v e t h e t r a n s o m d r a i n plug and t h e inner hull d r a i n plugs. If you u s e a n y t y p e of c o v e r t o p r o t e c t your b o a t , p l a s t i c , c a n v a s , w h a t e v e r , b e s u r e t o allow f o r s o m e m o v e m e n t of a i r t h r o u g h t h e hull.

P r o p e r v e n t i l a t i o n will a s s u r e e v a p o r a t i o n of a n y condensation t h a t m a y f o r m d u e t o c h a n g e s i n t e m p e r a t u r e and humidity.

Any b o a t should b e washed w i t h c l e a r w a t e r a f t e r e a c h use t o r e m o v e s u r f a c e d i r t a n d a n y s a l t deposits f r o m use in s a l t w a t e r .

R e g u l a r rinsing will e x t e n d t h e t i m e b e t w e e n waxing and polishing. I t will a l s o g i v e you of ownership", by having a s h a r p looking p i e c e of equipment. Elbow g r e a s e , a mild d e t e r g e n t , and a brush will b e r e q u i r e d t o r e m o v e stubborn d i r t , oil, a n d o t h e r unsightly deposits.

S t a y a w a y f r o m harsh a b r a s i v e s o r s t r o n g c h e m i c a l cleaners. A w h i t e buffing c o m pound can b e used t o r e s t o r e t h e original gloss t o a s c r a t c h e d , dull, o r f a d e d a r e a .

T h e finish of your b o a t should b e thoroughly c l e a n e d , buffed, and polished at l e a s t o n c e e a c h season.

T a k e c a r e when buffing o r polishing with a ma.rine c l e a n e r n o t t o o v e r h e a t t h e s u r f a c e you a r e working, b e c a u s e you will burn it.

1-3 CONTROLLING CORROSION

When storing the boat, raise the bow and remove the s t e m drain plug t o drain all bilge water. Failure t o drain the bilge will cause rot. Attach the plug to the steering wheel so it will not be forgotten when the boat is launched the next time.

S i n c e m a n f i r s t s t a r t e d o u t on t h e w a t e r , corrosion on his c r a f t h a s been his enemy.

T h e f i r s t f o r m w a s m e r e l y r o t in t h e wood and then i t w a s r u s t , followed by o t h e r f o r m s of d e s t r u c t i v e corrosion in t h e m o r e modern materials. O n e d e f e n s e a g a i n s t c o r rosion is t o use similar m e t a l s t h r o u g h o u t t h e boat. Even though t h i s is d i f f i c u l t t o do in designing a new b o a t , p a r t i c u l a r i l y t h e undersides, similar m e t a l s should b e used w h e n e v e r and w h e r e v e r possible.

A second d e f e n s e against corrosion is t o i n s u l a t e dissimilar m e t a l s . This c a n b e d o n e by using a n e x t e r i o r c o a t i n g of S e a Skin o r by insulating t h e m w i t h p l a s t i c o r r u b b e r gaskets.

1-2

SAFETY

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A zinc plate attached t o the bottom side o f the intermediate housing.

The propeller wosher is installed on the hcb prior t o inserting the drive pin through the propeller me shcft.

The propeller, washer, nut, and drive pin should be checked regularly for cracks and weor.

Using Zinc The proper amount of zinc a t t a c h e d t o a boat is extremely important. The use of too much zinc can cause wood burning by placing t h e metals close together and they bec o m e "hot". On t h e other hand, using too small a zinc plate will cause m o r e rapid deterioration of the t h e metal you a r e trying to protect. If in doubt, consider t h e f a c t t h a t i t is f a r better to replace the zincs than to replace planking or other expensive metal parts from having an excess of zinc.

Zinc plate attached t o the boat transom A ground wire from one of the zinc attaching bolts mest be connected t o the negative battery terminal.

When installing zinc plates, t h e r e a r e t w o routes available. One is t o install many different zincs on all m e t a l p a r t s and thus run t h e risk of wood burning.

Another route, is t o use one large zinc on t h e transom of the boat and then connect this zinc t o every underwater m e t a l p a r t through internal bonding. Two types of zincs may b e purchased from t h e local OMC dealer. O n e t y p e bolts t o t h e boat transom with a wire connected t o t h e battery. The other type is bolted t o t h e bottom side of t h e intermediate housing. In later years, OMC stern drive units a r e sold with t h e zinc a t t a c h e d t o t h e intermediate housing a s standard factory equipment.

1-4 PROPELLERS As you know, t h e propeller is actually what moves t h e boat through t h e water.

This is how i t is done. The propeller operates in water in much t h e manner as a wood screw does in wood. The propeller "bites" into t h e water as i t rotates. Water passes between the blades and out t o the rear in t h e shape of a cone. The water in t h e shape of this cone pushing on the surrounding w a t e r is what propels t h e boat.

Diameter and pitch are the two basic dimensions o f a propeller. The diameter is measured across the circumferance of a circle scribed by the propeller blades, as shown.

PROPELLERS

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Diameter and Pitch Only two dimensions of t h e propeller a r e of real i n t e r e s t t o t h e b o a t owner: the d i a m e t e r and t h e pitch. These t w o dimensions a r e stamped on t h e propeller hub and always appear in t h e s a m e order: t h e diame t e r first and t h e n t h e pitch. For instance, t h e number 15-19 s t a m p e d on t h e hub, would m e a n t h e propeller had a d i a m e t e r of 15 inches with a pitch of 19.

The d i a m e t e r is t h e measured distance f r o m t h e t i p of one blade t o t h e t i p of t h e o t h e r a s shown in t h e accompanying illustration.

The pitch of a propeller is t h e angle at which t h e blades a r e a t t a c h e d t o t h e hub.

This figure is expressed in inches of w a t e r travel f o r each revolution of t h e propeller.

In our example of a 15-19 propeller, t h e propeller should travel 1 9 inches through t h e w a t e r e a c h t i m e i t revolves. If t h e propeller a c t i o n was p e r f e c t and t h e r e was n o slippage, then t h e pitch multiplied by t h e propeller rpms would be t h e boat speed.

Most s t e r n drive manufacturers equip their units with a standard propeller with a d i a m e t e r and pitch they consider t o be best suited t o t h e engine and t h e boat. Such a propeller allows t h e engine t o run a s near t o t h e r a t e d rpm and horsepower (at full t h r s t tle) a s possible for t h e boat design.

The blade a r e a of t h e propeller determines its load-carrying capacity. A twoblade propeller is used for high-speed running under very light loads.

A four-blade propeller is installed in boats intended t o o p e r a t e a t low speeds under very heavy loads such a s tugs, barges, o r large houseboats. The three-blade propeller is t h e happy medium covering t h e wide range between t h e high performance units and t h e load carrying workhorses.

1-3

PROPELLER

BUSH l NG C07TER PIN

-PROPELLER

SPACER PROPELLER

NUT Associated parts for a prop exhaust propeller installation.

Propeller

election

There is- no standard propeller t h a t will do t h e proper job in very many cases. The list of sizes and weights of boats is almost endless. This f a c t coupled with t h e many boa t-engine combinations makes t h e propeller selection for a specific purpose a diffic u l t job. In f a c t , in many c a s e s t h e propeller is changed a f t e r a few test runs. Proper selection is aided through t h e use of c h a r t s s e t up for various engines and boats. These c h a r t s should b e studied and understood when buying a propeller. However, b e a r in mind, t h e c h a r t s a r e based on a v e r a g e boats with average loads, t h e r e f o r e , i t may b e necessary t o m a k e a change in s i z e or pitch, in order t o obtain t h e desired results for t h e hull design or load condition.

Propellers a r e available with a wide range of pitch.

R e m e m b e r , a low pitch t a k e s a smaller bite of t h e w a t e r t h a n t h e high pitch propeller. This means t h e low pitch propeller will t r a v e l less distance through t h e water per revolution. The low pitch will require less horsepower and will allow t h e engine t o run f a s t e r and more efficiently.

Diagram to ewlain the pitch dimension of a propeller. The pitch is the theoretical distance a propeller would travel through the water in one revolution, if there was no slippage.

1-4

SAFETY

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I t s t a n d s t o reason, a n d it's t r u e , t h a t t h e high pitch propeller will r e q u i r e m o r e horsepower, b u t will g i v e f a s t e r b o a t speed if t h e e n g i n e is allowed t o t u r n t o i t s r a t e d rpm.

If a higher- pitched propeller is installed on a b o a t , in a n e f f o r t t o g e t m o r e s p e e d , extra. horsepower will b e required. If t h e e x t r a power is not available, t h e r p m s will b e reduced t o a less e f f i c i e n t level and t h e a c t u a l b o a t s p e e d will b e less t h a n if t h e lower- pitched propeller had been l e f t installed.

All engine m a n u f a c t u r e r s design t h e i r units t o o p e r a t e w i t h full t h r o t t l e at, o r slightly above, t h e r a t e d rpm. If you run your e n g i n e at t h e r a t e d rpm, you will i n c r e a s e spark plug life, r e c e i v e b e t t e r f u e l e c o n o m y , and o b t a i n t h e b e s t p e r f o r m a n c e f r o m your boat and engine. T h e r e f o r e , t a k e t i m e t o m a k e t h e proper propeller s e l e c t i o n f o r t h e r a t e d rprn of your e n g i n e at full t h r o t t l e w i t h w h a t you consider t o b e a n a v e r a g e load. Your b o a t will t h e n b e corr e c t l y b a l a n c e d b e t w e e n e n g i n e and propeller t h r o u g h o u t t h e e n t i r e s p e e d range.

A reliable t a c h o m e t e r m u s t b e used t o m e a s u r e engine speed at full t h r o t t l e t o e n s u r e t h e e n g i n e will a c h i e v e full horsepower and o p e r a t e e f f i c i e n t l y and safely.

T o test f o r t h e c o r r e c t propeller, m a k e your run in a body of s m o o t h w a t e r with t h e lower unit in f o r w a r d g e a r at full t h r o t t l e .

A C A V I TAT ION BURN

00

O

O b s e r v e t h e t a c h o m e t e r at full throttle.

NEVER run t h e engine at a high rprn when a f l u s h a t t a c h m e n t i s installed. If t h e r e a d i n g is a b o v e t h e m a n u f a c t u r e r ' s r e c o m m e n d e d o p e r a t i n g range, you m u s t t r y propellers of g r e a t e r pitch, until you find t h e o n e t h a t allows t h e e n g i n e t o o p e r a t e continually within t h e r e c o m m e n d e d full t h r o t t l e range.

If t h e engine is unable t o deliver t o p p e r f o r m a n c e and you f e e l i t is properly tuned, t h e n t h e propeller m a y n o t b e t o blame. O p e r a t i n g conditions h a v e a m a r k e d e f f e c t on p e r f o r m a n c e . For i n s t a n c e , a n e n g i n e will lose rprn when run in v e r y c o l d w a t e r . I t will a l s o l o s e rprn when run in s a l t w a t e r as c o m p a r e d w i t h f r e s h water. A h o t , l o w - b a r o m e t e r d a y will a l s o c a u s e your engine t o lose power.

-

Cavitation - _ , C a v i t a t i o n is t h e f o r m i n g of voids in t h e w a t e r just a h e a d of t h e propeller blades.

Marine propulsion designers a r e c o n s t a n t l y fighting t h e b a t t l e a g a i n s t t h e f o r m a t i o n of t h e s e voids d u e t o e x c e s s i v e blade t i p s p e e d a n d engine wear. T h e voids m a y b e filled w i t h a i r o r w a t e r vapor, o r t h e y m a y a c t u a l ly b e a p a r t i a l vacuum. C a v i t a t i o n m a y b e c a u s e d by installing a p i e c e of e q u i p m e n t t o o c l o s e t o t h e lower unit, such as t h e s p e e d o m e t e r pickup, d e p t h sounder, o r b a i t t a n k pickup.

Vibration Your propeller should b e c h e c k e d regularly t o b e s u r e a l l blades a r e in good

ROUGH

-\.

EDGE

Cavitation air bubbles formed at the propeller.

Manufacturers are constantly fiphting this problem, as explained in the t e x t .

Example o f a damaged propeller. This unit should have been replaced long before this amount o f damage was sustained.

PROPELLERS

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condition. If any of t h e blades become bent or nicked, this condition will set up vibrations in t h e drive unit and t h e motor. If t h e vibration becomes very serious i t will c a u s e a loss o f power, efficiency, and boat performance. If t h e vibration is allowed t o continue over a period of t i m e i t can have a damaging e f f e c t on many of t h e operating parts.

Vibration in boats can never b e completely eliminated, but i t can be reduced by keeping all p a r t s in good working condition and through proper maintenance and lubrication. Vibration can also b e reduced in s o m e cases by increasing t h e number of blades. For this reason, many r a c e r s use two- blade props and luxury cruisers have four- and five-blade props installed.

Shock Absorbers The shock absorber in t h e propeller plays a very important role in protecting t h e shafting, gears, and engine against t h e shock of a blow, should t h e propeller s t r i k e a n underwater object. The shock absorber allows t h e propeller t o stop rotating at t h e instant of impact while t h e power t r a i n continues turning.

A cracked hub, caused ~ ~ h the e n propeller struck on underwater object. The rubber hub and propeller sleeve may be replaced at nominal cost.

1-5

How much i m p a c t t h e propeller is a b l e t o withstand before causing t h e clutch hub t o slip is calculated t o be more than t h e f o r c e needed t o propel t h e boat, but less than t h e amount t h a t could damage any part of t h e power train. Under normal propulsion loads of moving t h e boat through t h e w a t e r , t h e hub will not slip. However, i t will slip if t h e propeller s t r i k e s an o b j e c t with a f o r c e t h a t would be g r e a t enough t o stop any p a r t of t h e power train.'

If t h e power t r a i n was t o absorb an impact g r e a t enough t o stop rotation, even for an instant, something would have t o give and be damaged. If a propeller is subjected t o repeated striking of underwater objects, i t would eventually slip on i t s clutch hub under normal loads. If t h e propeller would s t a r t t o slip, a new hub and shock absorber would h a v e to. be installed.

-

0'

RAKE

Illustration depicting the rake o f a propeller, as explcined in the text.

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SAFETY

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Propeller Rake If a propeller blade is examined on a c u t extending directly through t h e c e n t e r of t h e hub, and if t h e blade is s e t vertical t o t h e propeller hub, as shown in t h e accompanying illustration, t h e propeller is said t o have a zero d e g r e e (0') rake. As t h e blade s l a n t s back, t h e r a k e increases. S&andar%propellers have a rake angle f r o m 0 t o 15 A higher r a k e angle generally improves propeller performance in a cavitating o r ventilating situation.

On lighter, f a s t e r boats, higher r a k e o f t e n will increase perf o r m a n c e by holding t h e bow of t h e boat higher.

Progressive Pitch Progressive pitch is a blade design innovation t h a t improves performance when forward and rotational speed is high and/or t h e propeller breaks t h e s u r f a c e of t h e water.

Progressive pitch s t a r t s low at t h e leading edge and progressively increases t o t h e trailing edge, a s shown in t h e accompanying illustration.

The a v e r a g e pitch over t h e e n t i r e blade is t h e number assigned t o t h a t propeller. In t h e illustration of t h e progressive pitch, t h e a v e r a g e pitch assigned t o t h e propeller would be 21.

Cupping If t h e propeller is cast with a edge curl inward on t h e trailing edge, t h e blade is said t o have a cup. In most cases, cupped blades improve performance. The cup helps t h e blades t o "HOLD" and not break loose, when operating in a cavitating or ventilating situation. This action permits t h e engine t o b e trimmed o u t f u r t h e r , or t o b e mounted higher on t h e transom. This is especially t r u e on Either of t h e s e high-perf ormance boats. t w o adjustments -will usually add t o higher speed.

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Propeller with a "cupped v leading edge. "Cupping" gives the propeller a better lfhold" in the water.

The cup has t h e e f f e c t of adding t o t h e blade pitch, a s well as t h e rake. Cupping usually will reduce full- throttle engine speed about 150 t o 300 rpm below t h e s a m e pitch propeller without a c u t t o t h e blade.

A propeller repair shop is a b l e t o increase o r d e c r e a s e t h e cup on t h e blades.

This change, a s explained, will a l t e r engine rpm t o m e e t specific operating demands. Cups a r e rapidly becoming standard on propellers.

In order for a cup t o be t h e most e f f e ctive, t h e cup should be completely concave (hollowed) and finished with a sharp corner.

If t h e cup has any convex rounding, t h e effectiveness of t h e cup will b e reduced.

CON STANT P lTC H PROGRESSIVE P I T C H Comparison o f a constant and progressive pitch propeller. Notice how the pitch of the progressive pitch Propeller, right, changes to give the blade more thrust and therefore, the boat more speed.

PROPELLERS

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COUNTERCLOCKU OR LEFT HAND

CLOCKW l SE OR R l GHT HAND Right- and left-hand propellers showing how the angle of the blades is reversed. Right-hand propellers are by far the most popular.

A rebuilt propeller ready for service.

Rota tion P r o p e l l e r s a r e m a n u f a c t u r e d as righthand r o t a t i o n (RH), and as left- hand r o t a tion (LH). T h e s t a n d a r d propeller f o r o u t b o a r d s is RH rotation.

A right- hand propeller c a n easily b e identified by observing i t as shown in t h e a c c o m p a n y i n g illustration. O b s e r v e how t h e b l a d e s l a n t s f r o m t h e lower l e f t t o w a r d t h e upper right. T h e left- hand propeller s l a n t s in t h e opposite direction, f r o m upper l e f t t o lower right, as shown.

When t h e propeller is observed r o t a t i n g f r o m a s t e r n t h e b o a t , i t will b e r o t a t i n g clockwise when t h e e n g i n e is in f o r w a r d gear. T h e left- hand propeller will r o t a t e counterclockwise.

Rubber hub removed from a propeller. This hub was removed because the hub was slipping in the propeller.

Propeller ExhaustT o improve e n g i n e and b o a t p e r f o r m a n c e , s o m e OMC propellers f e a t u r e a h u b design with a f l a r e d trailing e d g e o r " Diffuser Ring". This f e a t u r e a s s i s t s e x h a u s t g a s flow, and provides a pressure b a r r i e r t o help p r e v e n t e x h a u s t g a s e s f r o m f e e d i n g back i n t o t h e blades. This a r r a n g e m e n t results in m o r e q u i e t e n g i n e o p e r a t i o n a n d t h e e x h a u s t f u m e s a r e buried f a r behind t h e boat.

Taking on fuel in preparotion for a day of fun on the water.

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SAFETY

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A neglected boat and stern drive. Such corrosion and marine growth will be costly t o the owner and great1 y reduce his boating enjoyment through poor performance. -

1-5 FUEL SYSTEM With Built-in Fuel Tank All p a r t s of t h e f u e l s y s t e m should b e s e l e c t e d a n d installed t o provide m a x i m u m s e r v i c e a n d p r o t e c t i o n a g a i n s t leakage. R e inforced flexible s e c t i o n s should b e installed in f u e l lines w h e r e t h e r e is a l o t of motion, such a s at t h e e n g i n e connection.

The f l a r i n g of c o p p e r tubing should b e a n n e a l e d a f t e r i t is f o r m e d as a p r o t e c t i o n a g a i n s t hardening.

CAUTION: Compression f i t t i n g s should NOT b e used b e c a u s e t h e y a r e s o e a s i l y o v e r t i g h t e n e d , which p l a c e s t h e m under a s t r a i n a n d s u b j e c t s t h e m t o f a t i g u e . Such conditions will c a u s e t h e f i t t i n g t o l e a k a f t e r i t is c o n n e c t e d a second t i m e .

T h e c a p a c i t y of t h e f u e l f i l t e r m u s t b e l a r g e enough t o handle t h e d e m a n d s of t h e e n g i n e a s s p e c i f i e d by t h e e n g i n e m a n u f a c turer.

A three-position valve permits fuel to be drawn from either tank or to be shut off completely. Such an arrangement prevents accidental siphoning o f fuel from the tank.

All f i t t i n g s a n d o u t l e t s m u s t c o m e o u t t h e t o p of t h e tank. An anti- siphon d e v i c e should b e installed c l o s e t o t h e tank. This spring- loaded v a l v e will a u t o m a t i c a l l y p r e v e n t f u e l f r o m being siphoned o u t of t h e t a n k if t h e line f r o m t h e t a n k t o t h e f u e l p u m p should b e d a m a g e d a n d begin t o leak.

A manually - o p e r a t e d v a l v e should b e ins t a l l e d if anti- siphon p r o t e c t i o n is n o t provided. This v a l v e should b e installed in t h e f u e l line as c l o s e t o t h e g a s t a n k as possible.

Such a valve will m a i n t a i n anti- siphon prot e c t i o n b e t w e e n t h e t a n k a n d t h e engine.

F u e l t a n k s should b e m o u n t e d in d r y , well v e n t i l a t e d places.

Ideally, t h e f u e l t a n k s should b e installed a b o v e t h e c o c k p i t floors, w h e r e a n y l e a k a g e will b e quickly detected.

In order- t o o b t a i n m a x i m u m c i r c u l a t i o n of a i r around -fuel t a n k s , t h e t a n k should n o t c o m e in c o n t a c t w i t h t h e b o a t hull e x c e p t through t h e n e c e s s a r y supports. T h e supp o r t i n g s u r f a c e s a n d hold- downs m u s t f a s t e n t h e t a n k f i r m l y a n d t h e y should b e i n s u l a t e d from t h e tank surfaces.

This insulation m a t e r i a l should b e non- abrasive a n d nona b s o r b e n t m a t e r i a l . F u e l t a n k s installed in t h e f o r w a r d portion of t h e b o a t should b e

At least one gallon o f emergency fuel should be kept on board in an approved container.

FUEL SYSTEM

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especially well s e c u r e d a n d p r o t e c t e d bec a u s e shock loads in t h i s a r e a c a n b e as high as 20 t o 2 5 gls ("g" e q u a l s f o r c e of gravity).

Engine Compartment Ventilation All m o t o r b o a t s built a f t e r April 25, 1940 a n d b e f o r e August 1, 1980, powered by a gasoline e n g i n e o r by f u e l s having a flashpoint of 1 1 0 ~F, o r less MUST h a v e t h e following, which is q u o t e d f r o m a C o a s t Guard publication d a t e d 1984:

At least two ventilation ducts fitted with cowls or their equivalent for the purpose of properly and efficiently ventilating the bilges of every engine and fuel tank compartment. There shall be at least one exhaust duct installed so as t o extend to the lower portion of the bilge and at least one intake duct installed so as to extend to a point at least midway to the bilge or at least below the level of the carburetor air intake.

All b o a t s built a f t e r July 31, 1978 b u t prior t o August 1, 1980, t h e r e q u i r e m e n t f o r ventilation of t h e f u e l t a n k c o m p a r t m e n t c a n b e o m i t t e d if t h e r e i s n o e l e c t r i c a l s o u r c e of ignition in t h e f u e l t a n k c o m p a r t m e n t a n d if t h e fuel t a n k v e n t s t o t h e o u t s i d e of t h e boat. A f t e r August 1, 1980, a l l b o a t s w i t h gasoline e n g i n e s m u s t b e built w i t h ventilation s y s t e m s which comply w i t h C o a s t Guard standards. T h e s t a n d a r d req u i r e s t h e e n g i n e c o m p a r t m e n t t o b e equipped w i t h a blower. Now, if t h e blower a n d

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ventilation system d o not m e e t Coast Guard regulations, t h e o w n e r c a n r e c a l l t h e manuf a c t u r e r t o m a k e i t right. O w n e r s c a n n o t r e c a l l t h e m a n u f a c t u r e r f o r b o a t s b u i l t prior t o August 1, 1980. T h e o p e r a t o r i s r e q u i r e d t o k e e p t h e s y s t e m in p r o p e r o p e r a t i n g cond i tion.

In addition t o t h e blower r e q u i r e m e n t f o r t h e e n g i n e c o m p a r t m e n t , a t a g MUST b e a f f i x e d t o t h e dashboard s t a t i n g t h e blower must be operated for at least four minutes before a n a t t e m p t is made t o s t a r t t h e engine.

This t a g r e q u i r e m e n t is m a d e t o t h e b o a t m a n u f a c t u r e r a n d t h e b o a t o w n e r is responsi b l e f o r keeping i t in p l a c e a n d in r e a d a b l e condition. T h e t a g m u s t b e yellow a n d a b l e to w i t h s t a n d s a l t spray.

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Citation An o w n e r m a y r e c e i v e a c i t a t i o n - - ticket a n d f i n e -- if t h e ventilation s y s t e m is n o t C o a s t Guard Approved, in good o p e r a t i n g o r d e r , a n d t h e blower t a g is n o t a f f i x e d t o t h e dashboard.

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Flame Arrestors A gasoline e n g i n e installed in a m o t o r b o a t o r m o t o r vessel a f t e r April 25, 1940, e x c e p t outboard motors, must have a C o a s t G u a r d Approved f l a m e a r r e s t o r f i t t e d t o t h e c a r b u r e t o r . This r e q u i r e m e n t a p p l i e s if t h e e n g i n e is enclosed o r if t h e c a r b u r e t o r i s below t h e gunwale of t h e boat.

Automotive Replacement Parts When replacing fuel, e l e c t r i c a l , a n d o t h e r parts, check t o b e sure they a r e marine t y p e a n d C o a s t Guard Approved. Automot i v e p a r t s a r e n o t m a d e t o t h e high s t a n d a r d s of m a r i n e parts. T h e c a r b u r e t o r s m u s t NOT l e a k fuel; a l t e r n a t o r s , g e n e r a t o r s , a n d v o l t a g e r e g u l a t o r s MUST b e a b l e t o o p e r a t e in a g a s f u m e enclosed a r e a w i t h o u t exploding; etc. A u t o m o t i v e p a r t s could c a u s e a f i r e endangering t h e c r e w a n d t h e c r a f t .

T h e p a r t m a y look t h e s a m e a n d e v e n h a v e a s i m i l a r n u m b e r , b u t if i t is n o t MARINE i t i s n o t s a f e t o use on t h e b o a t a n d will n o t pass C o a s t G u a r d inspection.

A fuel tank properly grounded to prevent static electricity. Static electricity could be extremely dangerous when taking on fuel.

Taking On Fuel T h e f u e l t a n k of t h e b o a t should b e k e p t full t o p r e v e n t w a t e r f r o m e n t e r i n g t h e s y s t e m through condensation c a u s e d by t e m p e r a t u r e changes. W a t e r d r o p l e t s forrning is o n e of t h e g r e a t e s t e n e m i e s of t h e f u e l

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SAFETY

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system. By keeping t h e t a n k full, t h e a i r s p a c e in t h e t a n k is k e p t t o a n a b s o l u t e minimum and t h e r e i s n o room f o r m o i s t u r e t o form. I t i s a good p r a c t i c e n o t t o s t o r e f u e l in t h e t a n k o v e r a n e x t e n d e d period, s a y f o r six months. Today, f u e l s c o n t a i n ingred i e n t s t h a t c h a n g e i n t o g u m s when s t o r e d f o r a n y length of time. T h e s e g u m s a n d varnish products will c a u s e c a r b u r e t o r probl e m s a n d poor s p a r k plug p e r f o r m a n c e . An a d d i t i v e (Sta-Bil) is available and c a n b e used t o p r e v e n t g u m s and varnish f r o m forming.

Static Electricity In v e r y s i m p l e t e r m s , s t a t i c e l e c t r i c i t y is called frictional electricity. It is generated by t w o dissimilar m a t e r i a l s moving o v e r e a c h o t h e r . O n e f o r m is gasoline flowing through a pipe o r i n t o t h e air. A n o t h e r f o r m is when you brush your hair o r walk a c r o s s a s y n t h e t i c c a r p e t a n d t h e n touch a m e t a l o b j e c t . All of t h e s e a c t i o n s c a u s e a n e l e c t r i c a l charge. In m o s t cases, s t a t i c e l e c t r i c i t y is g e n e r a t e d during very dry w e a t h e r conditions, b u t when you a r e filling t h e f u e l t a n k on your b o a t i t c a n happen a t a n y t i m e .

Fuel Tank Grounding O n e a r e a of p r o t e c t i o n a g a i n s t t h e buildup of s t a t i c e l e c t r i c i t y is t o h a v e t h e f u e l t a n k properly grounded (also known as bonding). A d i r e c t m e t a l - t o - m e t a l c o n t a c t f r o m t h e f u e l hose n o z z l e t o t h e w a t e r in which t h e b o a t i s floating. If t h e fill pipe is m a d e of m e t a l , a n d t h e f u e l n o z z l e m a k e s a good c o n t a c t with t h e d e c k p l a t e , t h e n a good ground is made.

As a n e c o n o m y -m e a s u r e , s o m e b o a t s u s e rubber o r p l a s t i c filler pipes b e c a u s e of compound bends in t h e pipe. Such a fill line d o e s n o t give a n y kind of ground a n d if your b o a t h a s this t y p e of installation a n d you d o n o t w a n t t o r e p l a c e t h e filler pipe w i t h a m e t a l one, t h e n i t is possible t o c o n n e c t t h e d e c k f i t t i n g t o t h e t a n k with a c o p p e r wire.

T h e w i r e should b e 8 g a u g e o r larger.

T h e f u e l line f r o m t h e t a n k t o t h e e n g i n e should provide a continuous m e t a l - t o - m e t a l c o n t a c t f o r proper grounding. If a n y p a r t of this line is p l a s t i c o r o t h e r non- metallic m a t e r i a l , then a c o p p e r w i r e m u s t b e conn e c t e d t o bridge t h e non- metal m a t e r i a l .

T h e power t r a i n provides a ground through t h e e n g i n e and d r i v e s h a f t , t o t h e propeller in t h e w a t e r .

Fiberglass f u e l t a n k s pose problems of t h e i r own. O n e m e t h o d of grounding is t o run a c o p p e r w i r e around t h e t a n k f r o m t h e fill pipe t o t h e f u e l line. However, such a w i r e d o e s n o t ground t h e f u e l in t h e tank.

M a n u f a c t u r e r s should imbed a w i r e in t h e f i b e r g l a s s a n d i t should b e c o n n e c t e d t o t h e i n t a k e and t h e o u t l e t fittings. This w i r e would avoid corrosion which could o c c u r if a w i r e passed through t h e fuel. CAUTION: It is not advisable to use a fiberglass fuel tank if a grounding wire was not installed..

Anything you c a n f e e l as a "shock" is Did you enough t o set off a n explosion. know t h a t under c e r t a i n a t m o s p h e r i c cond i t i o n s you c a n c a u s e a s t a t i c explosion yourself, p a r t i c u l a r l y if you a r e w e a r i n g s y n t h e t i c clothing. I t is a l m o s t a c e r t a i n t y you could c a u s e a s t a t i c s p a r k if you a r e NOT w e a r i n g insulated rubber- soled shoes.

As soon as t h e d e c k f i t t i n g is opened, f u m e s a r e r e l e a s e d t o t h e air. T h e r e f o r e , t o b e s a f e you should ground yourself b e f o r e opening t h e fill pipe d e c k fitting. O n e way t o ground yourself is t o dip your hand in t h e w a t e r overside t o discharge the electricity in your body b e f o r e opening t h e filler c a p .

A n o t h e r m e t h o d is t o touch t h e e n g i n e block o r a n y m e t a l f i t t i n g on t h e dock which g o e s down i n t o t h e w a t e r .

1-6 LOADING In o r d e r t o r e c e i v e m a x i m u m e n j o y m e n t , with s a f e t y a n d p e r f o r m a n c e , f r o m your b o a t , t a k e c a r e n o t t o e x c e e d t h e load A c a p a c i t y given by t h e m a n u f a c t u r e r . p l a t e a t t a c h e d t o t h e hull i n d i c a t e s t h e U S .

C o a s t G u a r d c a p a c i t y i n f o r m a t i o n in pounds f o r persons a n d g e a r . If t h e p l a t e s t a t e s t h e m a x i m u m person c a p a c i t y t o b e 750 pounds a n d you a s s u m e e a c h person t o weigh a n a v e r a g e of 150 Ibs., t h e n t h e b o a t could c a r r y f i v e people safely. If you a d d a n o t h e r 250 Ibs. f o r m o t o r a n d g e a r , and t h e maxim u m w e i g h t c a p a c i t y f o r persons a n d g e a r is 1,000 Ibs. o r m o r e , t h e n t h e five persons a n d g e a r would b e within t h e limit.

T r y t o load t h e b o a t evenly p o r t a n d s t a r b o a r d . If you p l a c e m o r e w e i g h t on o n e s i d e t h a n on t h e o t h e r , t h e b o a t will list t o t h e heavy s i d e and m a k e s t e e r i n g d i f f i c u l t .

You will a l s o g e t b e t t e r p e r f o r m a n c e by placing heavy supplies a f t of t h e c e n t e r t o k e e p t h e bow light f o r m o r e e f f i c i e n t planning.

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tions relating t o t h e m a t e r i a l s , construction, a n d p e r f o r m a n c e of such equipment.

U . S . COAST G U A R D

MAXIMUM CAPACITIES

PERSONS OR

FLOTATION

LBS

LBS PERSONS,MOTOR,GEAR

H.P. M O T O R

U.S. Coast Guard plate affixed t o all new boats.

When the blanks are filled in, the plate will indicate the Coast Guards recommendations for persons, gear, and horsepower to ensure safe operation of the boat. These recommendations should not be exceeded, as explained in the text.

Clarification Much confusion a r i s e s f r o m t h e t e r m s , c e r t i f i c a t i o n , requirements, approval, regulations, etc.

Perhaps t h e following m a y clarify a couple of t h e s e points.

1- T h e C o a s t Guard d o e s n o t approve b o a t s in t h e s a m e manner as they "Approve" life jackets. T h e C o a s t Guard applies a formula t o inform t h e public of w h a t is s a f e for a particular c r a f t .

2- If a b o a t has t o m e e t a particular regulation, i t m u s t have a C o a s t Guard c e r t i f i c a t i o n plate. The public h a s been led t o believe this indicates approval of t h e C o a s t Guard. Not so.

3- The c e r t i f i c a t i o n p l a t e m e a n s a willingness of t h e m a n u f a c t u r e r t o m e e t t h e C o a s t Guard regulations f o r t h a t p a r t i c u l a r c r a f t . The m a n u f a c t u r e r m a y recall a b o a t if it fails t o m e e t t h e C o a s t Guard requirements.

4- T h e C o a s t Guard c e r t i f i c a t i o n plate, s e e accompanying illustration, m a y o r m a y n o t b e metal. T h e p l a t e is a regulation f o r t h e manufacturer. I t is only a warning p l a t e and t h e public does not have t o a d h e r e t o t h e restrictions set forth on it. Again, t h e p l a t e s e t s f o r t h inforrnation a s t o t h e C o a s t Guard's opinion for s a f e t y on t h a t particular boat.

5- C o a s t Guard Approved equiprnent is equipment which h a s been approved by t h e C o m m a n d a n t of t h e U.S. C o a s t Guard and h a s been d e t e r m i n e d t o b e in compliance with C o a s t Guard specifications and regula-

1-7 HORSEPOWER T h e maximum horsepower engine f o r e a c h individual b o a t should n o t b e increased by a n y g r e a t a m o u n t without checking req u i r e m e n t s f r o m t h e C o a s t G u a r d in your a r e a . T h e C o a s t Guard d e t e r m i n e s horsepower re q uirements based on t h e length, b e a m , a n d d e p t h of t h e hull. TAKE CARE NOT t o e x c e e d t h e maximum horsepower l i s t e d on t h e p l a t e o r t h e w a r r a n t y a n d possibly t h e insurance on t h e b o a t m a y bec o m e void.

1-8 FLOTATION If your b o a t is-less t h a n 20 f t . overall, a C o a s t Guard o r BIA (Boating Industry of America) now changed t o NMMA (National Marine Manufacturers Association) requirem e n t is t h a t t h e b o a t m u s t h a v e buoyant m a t e r i a l built i n t o t h e hull (usually f o a m ) to k e e p i t f r o m sinking if i t should b e c o m e swamped. C o a s t G u a r d r e q u i r e m e n t s a r e mandatory, b u t t h e NMMA is voluntary. " Kept f r o m sinking" is defined as t h e ability of t h e f l o t a t i o n m a t e r i a l t o k e e p t h e b o a t f r o m sinking when filled with w a t e r and with passengers clinging t o t h e hull.

O n e restriction is t h a t t h e t o t a l weight of t h e motor, passengers, and equiprnent aboard does not e x c e e d t h e maximum load .on t h e plate. c a p a c i t y listed

Life Preservers -Personal Flotation Devices (PFDS) T h e C o a s t G u a r d requires at l e a s t o n e C o a s t G u a r d approved life- saving d e v i c e b e c a r r i e d on board all m o t o r b o a t s f o r e a c h person on board.

Devices approved a r e identified by a t a g indicating C o a s t G u a r d approval. Such devices m a y b e l i f e preserve r s , buoyant vests, ring buoys, o r buoyant cushions.

Cushions- used f o r s e a t i n g a r e serviceable if a i r c a n n o t b e s q u e e z e d o u t of it. O n c e a i r is released when t h e cushion i s squeezed, i t is no longer f i t as a f l o t a t i o n device.

New f o a m cushions dipped in a rubberized m a t e r i a l a r e a l m o s t indestructible.

L i f e preservers h a v e b e e n classified by t h e C o a s t G u a r d i n t o f i v e t y p e categories. All P F D s presently a c c e p t a b l e o n r e c r e a t i o n a l

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Type lV P F D ring buoy designed to be thrown. On ocean cruisers,-this type device usually has a weighted pole with flag,attached t o the buoy.

Type I P F D Coast Guard Approved life jacket. This type flotation device provides the greatest amount of buoyancy. NEVER use them for cushions or other purposes.

b o a t s f a l l i n t o o n e of t h e s e f i v e designations. All P F D s MUST b e U.S. C o a s t Guard approved, in good and s e r v i c e a b l e condition, a n d of a n a p p r o p r i a t e s i z e f o r t h e persons who i n t e n d t o w e a r them. Wearable P F D s MUST b e readily a c c e s s i b l e and t h r o w a b l e d e v i c e s MUST b e i m m e d i a t e l y a v a i l a b l e f o r use.

Type I PFD h a s t h e g r e a t e s t r e q u i r e d buoyancy and is designed t o t u r n m o s t UNCONSCIOUS persons in t h e w a t e r f r o m a

A Type N P F D cushion device intended to be thrown to a person in the water. If air can be squeezed out of the cushion it is no longer fit for service as a PFD.

f a c e down position t o a v e r t i c a l o r slightly b a c k w a r d position. T h e a d u l t s i z e d e v i c e provides a minimum buoyancy of 22 pounds a n d t h e child s i z e provides a minimum buoya n c y of 11 pounds. T h e T y p e I P F D provides t h e g r e a t e s t p r o t e c t i o n t o i t s w e a r e r a n d is m o s t e f f e c t i v e f o r a l l w a t e r s a n d conditions.

Type I1 PFD is designed t o t u r n i t s w e a r e r in a v e r t i c a l o r slightly b a c k w a r d position in t h e w a t e r . T h e turning a c t i o n is n o t as pronounced as with a T y p e I. T h e d e v i c e will n o t t u r n as m a n y d i f f e r e n t t y p e persons under t h e s a m e conditions as t h e T y p e I. An a d u l t s i z e d e v i c e provides a minimum buoya n c y of 15%' pounds, t h e medium child s i z e provides a minimum of 11 pounds, a n d t h e i n f a n t a n d s m a l l child s i z e s provide a mini m u m buoyancy of 7 pounds.

Type III PFD is designed t o p e r m i t t h e w e a r e r t o p l a c e himself (herself) in a v e r t i c a l o r slightly b a c k w a r d position. T h e T y p e I11 d e v i c e h a s t h e s a m e buoyancy as t h e T y p e I1 P F D b u t i t h a s l i t t l e o r no turning ability.

Many of t h e T y p e 111 P F D a r e designed t o b e p a r t i c u l a r l y useful when wat e r skiing, sailing, hunting, fishing, o r e n gaging in o t h e r w a t e r sports. S e v e r a l of t h i s t y p e will a l s o provide i n c r e a s e d h y p o t h e r m i a protection.

Type IV PFD is designed t o b e thrown t o a person in t h e w a t e r and g r a s p e d a n d held by t h e u s e r until rescued. I t is NOT designe d t o b e worn. T h e m o s t c o m m o n T y p e IV P F D is a ring buoy o r a b u o y a n t cushion.

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EMERGENCY EQUIPMENT

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Type V PFD is a n y P F D approved f o r r e s t r i c t e d use.

C o a s t Guard regulations state, in g e n e r a l t e r m s , t h a t on a l l b o a t s less t h a n 16 f t . overall, o n e Type I, 11, 111, o r IV d e v i c e shall b e c a r r i e d on board f o r e a c h person in t h e boat. O n b o a t s o v e r 26 ft., o n e T y p e I, 11, o r I11 d e v i c e shall b e c a r r i e d on board f o r e a c h person in t h e b o a t plus o n e T y p e IV device.

I t is a n a c c e p t e d f a c t t h a t m o s t b o a t i n g people own life p r e s e r v e r s , b u t t o o f e w a c t u a l l y w e a r them. T h e r e is l i t t l e o r n o e x c u s e f o r n o t wearing o n e b e c a u s e t h e m o d e r n c o m f o r t a b l e designs a v a i l a b l e t o d a y d o n o t s u b t r a c t f r o m a n individual's b o a t i n g pleasure. Make a l i f e j a c k e t a v a i l a b l e t o your c r e w and advise e a c h m e m b e r t o w e a r it.

If you a r e a c r e w m e m b e r a s k your skipper t o issue you one, especially when b o a t i n g in rough w e a t h e r , cold w a t e r , o r when running at high speed. Naturally, a l i f e j a c k e t should b e a m u s t f o r non-swimm e r s any t i m e t h e y a r e o u t on t h e w a t e r in a boat.

1-9 EMERGENCY EQUIPMENT

Visual Distress Signals

A sounding device should be mounted close to the helmsman for use in sounding an emergency alarm.

ily accessible. If t h e y a r e m a r k e d with a d a t e showing t h e s e r v i c e a b l e life, t h i s d a t e m u s t n o t h a v e passed. L a u n c h e r s , produced b e f o r e Jan.-1, 1981, i n t e n d e d f o r use w i t h a p p r o v e d s i g n a l s - a r e n o t required t o b e C o a s t G u a r d Approved.

USCG Approved p y r o t e c h n i c visual dist r e s s signals a n d a s s o c i a t e d d e v i c e s include: P y r o t e c h n i c red f l a r e s , hand held o r a e r ial.

P y r o t e c h n i c o r a n g e s m o k e , hand held o r floating.

L a u n c h e r s f o r a e r i a l r e d m e t e o r s o r para c h u t e flares.

The Regulation S i n c e J a n u a r y 1, 1981, C o a s t Guard Regulations r e q u i r e a l l r e c r e a t i o n b o a t s when used on c o a s t a l w a t e r s , which includes t h e G r e a t Lakes, t h e t e r r i t o r i a l s e a s a n d t h o s e waters directly connected t o the G r e a t L a k e s a n d t h e t e r r i t o r i a l seas, up t o a p o i n t w h e r e t h e w a t e r s a r e less t h a n t w o m i l e s wide, a n d b o a t s owned in t h e United S t a t e s when o p e r a t i n g on t h e high seas t o b e equipped w i t h visual d i s t r e s s signals.

T h e only e x c e p t i o n s a r e during d a y t i m e (sunrise t o s u n s e t ) for: R e c r e a t i o n a l b o a t s less t h a n 16 f t . ( 5 m e t e r s ) in length.

Boats p a r t i c i p a t i n g in o r g a n i z e d e v e n t s such as r a c e s , r e g a t t a s o r m a r i n e parades.

Open s a i l b o a t s n o t equipped with propulsion m a c h i n e r y a n d less t h a n 26 f t . (8 m e t e r s ) in length.

Manually propelled boats.

T h e a b o v e listed b o a t s n e e d t o c a r r y n i g h t signals when used on t h e s e w a t e r s a t night.

P y r o t e c h n i c visual d i s t r e s s signaling d e v i c e s MUST b e C o a s t Guard Approved, in s e r v i c e a b l e condition a n d s t o w e d 'tb b e r e a d -

Moisture protected flares should be carried on board for use as a distress signal in an emergency.

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c a n n o longer b e c o u n t e d t o w a r d t h e mini m u m requirements.

SPECIAL WORDS In s o m e states t h e l a u n c h e r s f o r m e t e o r s a n d p a r a c h u t e f l a r e s m a y b e considered a f i r e a r m . T h e r e f o r e , c h e c k w i t h your state a u t h o r i t i e s b e f o r e acquiring such a launcher.

An adequately stocked first-aid kit should be on board for the safety of crew and guests.

None- pyro t e c h n i c visual d i s t r e s s signaling d e v i c e s m u s t c a r r y t h e m a n u f a c t u r e r ' s c e r t i f i c a t i o n t h a t t h e y m e e t C o a s t Guard requirements. They m u s t b e in s e r v i c e a b l e condition a n d s t o w e d s o as t o b e readily accessible.

This group includes: Orange distress flag at least 3 x 3 f e e t w i t h a black s q u a r e and ball on a n o r a n g e background.

E l e c t r i c d i s t r e s s light -- n o t a flashlight b u t a n approved e l e c t r i c d i s t r e s s light which MUST a u t o m a t i c a l l y flash t h e i n t e r n a t i o n a l SOS d i s t r e s s signal (.

--.) f o u r t o six t i m e s e a c h minute.

..

..

Types and Quantities T h e following v a r i e t y and c o m b i n a t i o n of d e v i c e s m a y b e c a r r i e d in o r d e r t o m e e t t h e requirements.

1- T h r e e hand-held red f l a r e s (day a n d night).

2- O n e e l e c t r i c d i s t r e s s light (night only).

3- O n e hand-held red f l a r e a n d t w o p a r a c h u t e f l a r e s (day and night).

4- O n e hand-held o r a n g e s m o k e signal, t w o f l o a t i n g o r a n g e s m o k e signals (day) a n d o n e e l e c t r i c d i s t r e s s light (day a n d night).

If young children a r e f r e q u e n t l y a b o a r d your b o a t , c a r e f u l s e l e c t i o n a n d p r o p e r s t o w a g e of visual d i s t r e s s signals b e c o m e s especially i m p o r t a n t . If you e l e c t t o c a r r y p y r o t e c h n i c devices, you should s e l e c t t h o s e in tough packaging and n o t e a s y t o i g n i t e should t h e d e v i c e s f a l l i n t o t h e hands of children.

C o a s t Guard Approved p y r o t e c h n i c dev i c e s c a r r y a n expiration d a t e . This d a t e c a n NOT e x c e e d 42 m o n t h s f r o m t h e d a t e of m a n u f a c t u r e and a t such t i m e t h e d e v i c e

First Aid Kits T h e first- aid kit- is similar t o a n insura n c e policy o r l i f e jacket. You hope you don't h a v e t o use i t b u t if needed, you w a n t i t t h e r e . I t is only n a t u r a l t o overlook t h i s e s s e n t i a l i t e m b e c a u s e , let's f a c e i t , who l i k e s t o think of unpleasantness when planning t o h a v e only a good t i m e . However, t h e p r u d e n t skipper i s p r e p a r e d a h e a d of t i m e , a n d i s -t h u s a b l e t o handle t h e e m e r g e n c y without-a l o t of fuss.

Good c o m m e r c i a l first- aid k i t s a r e availa b l e such as t h e Johnson a n d Johnson "Mar i n e First- Aid Kit." With a v e r y m o d e s t e x p e n d i t u r e , a well- stocked a n d a d e q u a t e k i t c a n b e p r e p a r e d a t home.

Any k i t should include i n s t r u m e n t s , supplies, a n d a set of i n s t r u c t i o n s f o r t h e i r use.

I n s t r u m e n t s should b e p r o t e c t e d in a w a t e r t i g h t case a n d should include: scissors, t w e e z e r s , tourniquet, t h e r m o m e t e r , s a f e t y pins, eye- washing c u p , a n d a h o t w a t e r b o t tle.

T h e supplies in t h e k i t should include: a s s o r t e d b a n d a g e s in addition t o t h e v a r i o u s s i z e s of "band-aids", adhesive t a p e , absorbe n t c o t t o n , a p p l i c a t o r s , p e t r o l e u m jelly, a n t i s e p t i c (liquid a n d o i n t m e n t ) , local o i n t m e n t , aspirin, e y e o i n t m e n t , a n t i h i s t a m i n e , a m m o n i a inhalent, sea- sickness pills, a n t a c i d pills, and a laxative. You m a y w a n t t o c o n s u l t your family physician a b o u t including antibiotics. R e s u r e your k i t c o n t a i n s a first- aid m a n u a l b e c a u s e e v e n though you h a v e t a k e n t h e R e d C r o s s c o u r s e , you m a y b e t h e p a t i e n t and h a v e t o rely on a n untrained c r e w for care.

Fire Extinguishers All f i r e extinguishers m u s t b e a r Underw r i t e r s L a b o r a t o r y (UL) " Marine Type" a p proved labels. With t h e UL c e r t i f i c a t i o n , t h e extinguisher d o e s n o t h a v e t o h a v e a C o a s t Guard approval number. T h e C o a s t Guard classifies f i r e e x t i n g u i s h e r s a c c o r d i n g t o t h e i r s i z e and type.

Type B-I or B-I1 Designed f o r e x t i n guishing f l a m m a b l e liquids. R e q u i r e d on a l l motorboats.

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T h e C o a s t Guard considers a b o a t having o n e o r m o r e of t h e following conditions as a " boat of closed construction" s u b j e c t t o f i r e extinguisher regulations.

1- Inboard e n g i n e o r engines.

2- Closed c o m p a r t m e n t s under t h w a r t s a n d seats wherein p o r t a b l e f u e l t a n k s m a y b e stored.

3- Double bottorns n o t s e a l e d t o t h e hull o r which a r e n o t c o m p l e t e l y filled w i t h f l o t a t i o n materials.

4- Closed living spaces.

5- Closed s t o w a g e c o m p a r t m e n t s in which c o m b u s t i b l e o r f l a m m a b l e m a t e r i a l i s stored.

6- P e r m a n e n t l y installed fuel tanks.

D e t a i l e d classification of f i r e extinguis h e r s is by a g e n t a n d size:

B-I contains 1-114 gallons foam, or 4 pounds carbon dioxide, or 2 pounds dry chemical agent, or 2-1/2 pounds Halon.

B-I1 contains 2-112 gallons foam, or 15 pounds carbon dioxide, or 10 pounds dry chemical agent, or 10 pounds Halon.

T h e c l a s s of m o t o r b o a t d i c t a t e s how m a n y f i r e extinguishers a r e required on board. O n e B-I1 u n i t c a n b e s u b s t i t u t e d f o r t w o B-I extinguishers.

When t h e e n g i n e c o m p a r t m e n t of a m o t o r b o a t i s equipped with a fixed (built-in) extinguishing s y s t e m , o n e less p o r t a b l e B-I u n i t is required.

Dry c h e m i c a l f i r e extinguishers w i t h o u t g a u g e s o r indicating d e v i c e s m u s t b e weighe d and t a g g e d e v e r y 6 months. If t h e g r o s s weight of a c a r b o n dioxide (COZ) f i r e e x t i n guisher is reduced by m o r e t h a n 10% of t h e n e t weight, t h e extinguisher i s n o t a c c e p t a b l e and m u s t b e recharged.

READ l a b e l s 0.n f i r e extinguishers. If t h e extinguisher i s U.L. listed, i t is a p p r o v e d f o r m a r i n e use.

DOUBLE t h e n u m b e r of f i r e extinguishe r s r e c o m m e n d e d by t h e C o a s t Guard, bec a u s e t h e i r r e q u i r e m e n t s a r e a b a r e MINIMUM f o r s a f e operation. Your b o a t , f a m i l y , and crew, must certainly b e worth much m o r e t h a n " bare minimum".

A suitable fire extinguisher should be mounted close to the helmsman for emergency use.

o r just poor visibilty. Under t h e s e conditions, h e m a y h a v e n o o t h e r m e a n s of k e e p ing t o his desired c o u r s e e x c e p t with t h e compass. When crossing a n o p e n body of w a t e r , his c o m p a s s m a y b e t h e only m e a n s of making a n a c c u r a t e landfall.

During thick w e a t h e r when you c a n neit h e r see nor h e a r t h e e x p e c t e d a i d s t o navigation, a t t e m p t i n g t o run o u t t h e t i m e on a given c o u r s e c a n d i s r u p t t h e p l e a s u r e of t h e cruise. T h e skipper g a i n s l i t t l e c o m f o r t in a c h a i n of soundings t h a t d o e s n o t m a t c h t h o s e g i v e n -a n t h e c h a r t f o r t h e e x p e c t e d a r e a . Any stranding, e v e n f o r a s h o r t t i m e , c a n b e a n unnerving experience.

1-10 COMPASS

Selection T h e s a f e t y of t h e b o a t a n d h e r c r e w m a y depend on h e r compass.

In m a n y a r e a s w e a t h e r conditions c a n c h a n g e s o rapidly t h a t within m i n u t e s a skipper m a y find himself "socked-in" by a f o g b a n k , a r a i n squall,

Do not hesitate to spend a few extra dollars for a good reliable compass. If in doubt, seek advice from fellow boaters.

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A pilot will n o t knowingly a c c e p t a c h e a p p a r a c h u t e , a good b o a t e r should n o t a c c e p t a bargain in l i f e j a c k e t s , f i r e e x tinguishers, o r compass. T a k e t h e t i m e a n d spend t h e f e w e x t r a dollars t o p u r c h a s e a c o m p a s s t o f i t your e x p e c t e d needs. R e gardless of w h a t t h e s a l e s m a n m a y t e l l you, postpone buying until you h a v e had t h e chance to check more than one make and model.

L i f t e a c h c o m p a s s , t i l t a n d t u r n i t , simulating e x p e c t e d motions of t h e boat. T h e c o m p a s s c a r d should h a v e a s m o o t h a n d stable reaction.

T h e c a r d of a good quality c o m p a s s will c o m e t o r e s t w i t h o u t oscillations a b o u t t h e lubber's line. R e a s o n a b l e m o v e m e n t in your hand, c o m p a r a b l e t o t h e rolling a n d pitching of t h e b o a t , should n o t m a t e r i a l l y a f f e c t t h e reading.

Installa t i o n P r o p e r installation of t h e c o m p a s s d o e s n o t happen by a c c i d e n t .

Make a c r i t i c a l c h e c k of t h e proposed location t o b e s u r e c o m p a s s p l a c e m e n t will p e r m i t t h e helmsm a n t o use i t with c o m f o r t a n d a c c u r a c y .

First, t h e c o m p a s s should b e placed dir e c t l y in f r o n t of t h e h e l m s m a n a n d in such a position t h a t i t c a n b e viewed w i t h o u t body s t r e s s as h e s i t s o r s t a n d s in a p o s t u r e of r e l a x e d a l e r t n e s s . T h e c o m p a s s should b e in t h e helmsman's z o n e of c o m f o r t . If t h e c o m p a s s is t o o f a r a w a y , h e m a y h a v e t o

bend f o r w a r d t o w a t c h it; t o o c l o s e a n d h e m u s t r e a r b a c k w a r d f o r relief.

Secondly, g i v e s o m e t h o u g h t t o c o m f o r t in heavy w e a t h e r a n d poor visibilty conditions during t h e d a y a n d night. In s o m e cases, t h e c o m p a s s position m a y b e p a r t i a l l y d e t e r m i n e d by t h e l o c a t i o n of t h e wheel, s h i f t l e v e r , a n d t h r o t t l e handle.

Thirdly, i n s p e c t t h e c o m p a s s s i t e t o b e s u r e t h e i n s t r u m e n t will b e at l e a s t t w o f e e t f r o m a n y e n g i n e indicators, bilge v a p o r detectors, magnetic instruments, o r any s t e e l o r iron objects. If t h e c o m p a s s c a n n o t b e p l a c e d a t l e a s t t w o f e e t (six f e e t would b e b e t t e r ) f r o m o n e of t h e s e influences, t h e n either t h e compass o r t h e other object m u s t b e moved, if f i r s t o r d e r a c c u r a c y is t o b e expected.

O n c e t h e c o m p a s s location a p p e a r s t o b e s a t i s f a c t o r y , give t h e c o m p a s s a test b e f o r e installation. Hidden i n f l u e n c e s m a y b e conc e a l e d under t h e c a b i n top, f o r w a r d of t h e c a b i n a f t bulkhead, within t h e c o c k p i t ceiling, o r in a wood- covered stanchion.

Move t h e c o m p a s s around in t h e a r e a of t h e proposed location. K e e p a n e y e on t h e c a r d . A m a g n e t i c i n f l u e n c e is t h e only t h i n g t h a t will m a k e t h e c a r d turn.

You c a n quickly find a n y such i n f l u e n c e with t h e compass. If t h e influence c a n n o t b e moved a w a y o r r e p l a c e d by o n e of non- magnetic m a t e r i a l , test t o d e t e r m i n e w h e t h e r i t i s m e r e l y m a g n e t i c , a s m a l l p i e c e of iron o r s t e e l , o r s o m e m a g n e t i z e d s t e e l . Bring t h e n o r t h pole of t h e c o m p a s s n e a r t h e o b j e c t , t h e n s h i f t a n d bring t h e s o u t h pole n e a r it.

Both t h e n o r t h and s o u t h poles will b e a t t r a c t e d if t h e c o m p a s s i s d e m a g n e t i z e d .

If t h e o b j e c t a t t r a c t s o n e pole a n d r e p e l s t h e o t h e r , then t h e c o m p a s s is m a g n e t i z e d .

If your c o m p a s s n e e d s t o b e d e m a g n e t i z e d , t a k e i t t o a shop equipped t o d o t h e job

PROPERLY.

The compass is a delicate instrument and deserves respect. It should be mounted securely and in position where it can be easily observed by the helmsman.

A f t e r you h a v e moved t h e c o m p a s s around in t h e proposed mounting a r e a , hold i t down o r t a p e i t in position. T e s t e v e r y t h i n g you f e e l m i g h t a f f e c t t h e c o m p a s s a n d c a u s e a deviation f r o m a t r u e reading. R o t a t e t h e wheel f r o m hard o v e r t o hard over. S w i t c h on and off a l l t h e lights, radios, radio d i r e c tion f i n d e r , radio telephone, d e p t h f i n d e r a n d t h e shipboard i n t e r c o m , if o n e i s i n s t a l led. Sound t h e e l e c t r i c whistle, t u r n on t h e windshield wipers, s t a r t t h e e n g i n e (with w a t e r c i r c u l a t i n g through t h e engine), work t h e t h r o t t l e , a n d m o v e t h e g e a r s h i f t lever.

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If t h e b o a t h a s a n auxiliary g e n e r a t o r , s t a r t it.

If t h e c a r d m o v e s during a n y o n e of t h e s e tests, t h e c o m p a s s should b e r e l o c a t ed. Naturally, if s o m e t h i n g like t h e windshield wipers c a u s e a slight deviation, i t m a y b e n e c e s s a r y f o r you t o m a k e a d i f f e r e n t deviation t a b l e t o use only when c e r t a i n p i e c e s of e q u i p m e n t i s operating. B e a r in mind, following a c o u r s e t h a t i s only off a d e g r e e o r t w o f o r s e v e r a l hours c a n m a k e c o n s i d e r a b l e d i f f e r e n c e a t t h e end, p u t t i n gyou on a r e e f , rock, o r shoal.

Check t o b e sure the intended compass s i t e i s solid. Vibration will i n c r e a s e pivot wear.

COMPASS

1-17

r e a d i n g w a s observed.

This t i m e as 189 d e g r e e s , I 1 d e g r e e s off f r o m t h e original reading.

Finally, t h e c o n t e n t s of t h e c a n w e r e c o n s u m e d , t h e c a n p l a c e d on b o t h s i d e s of t h e c o m p a s s with N O a f f e c t on t h e c o m p a s s reading.

T w o v e r y i m p o r t a n t conclusions c a n b e d r a w n f r o m t h e s e tests.

1- S o m e t h i n g m u s t h a v e b e e n in t h e cont e n t s of t h e c a n t o a f f e c t t h e c o m p a s s s o drastically.

Now, you a r e ready t o m o u n t t h e c o m pass. T o p r e v e n t a n e r r o r on a l l c o u r s e s , t h e l i n e through t h e lubber line a n d t h e c o m p a s s c a r d pivot m u s t b e e x a c t l y p a r a l l e l t o t h e k e e l of t h e boat.

You c a n establish t h e fore- and- aft line of t h e b o a t w i t h a s t o u t c o r d o r string. Use c a r e t o t r a n s f e r this l i n e t o t h e c o m p a s s s i t e . If n e c e s s a r y , shim t h e b a s e of t h e c o m p a s s until t h e s t i l e - t y p e lubber line ( t h e o n e a f f i x e d t o t h e case a n d n o t gimbaled) is v e r t i c a l when t h e b o a t is on a n e v e n keel. Drill t h e holes a n d m o u n t t h e compass.

Magnetic Items After Installation Many t i m e s a n o w n e r will install a n expensive s t e r e o s y s t e m in t h e c a b i n of his boat. I t is n o t uncommon f o r t h e s p e a k e r s t o b e m o u n t e d on t h e a f t bulkhead up a g a i n s t t h e o v e r h e a d (ceiling).

In a l m o s t e v e r y case, this position p l a c e s o n e of t h e s p e a k e r s in v e r y c l o s e proximity t o t h e c o m p a s s , m o u n t e d a b o v e t h e ceiling.

As w e a l l know, a m a g n e t is used in t h e o p e r a t i o n of t h e speaker. T h e r e f o r e , i t is v e r y likely t h a t t h e s p e a k e r , m o u n t e d a l m o s t under t h e c o m p a s s in t h e c a b i n will h a v e a v e r y pronounced a f f e c t on t h e c o m pass a c c u r a c y .

Consider t h e following test a n d t h e accompanying photographs a s prove of t h e s t a t e m e n t s made.

F i r s t , t h e c o m p a s s w a s r e a d as 190 d e g r e e s while t h e b o a t w a s s e c u r e in h e r slip.

N e x t a full c a n of d i e t c o k e in a n aluminum c a n w a s placed on o n e side and t h e c o m p a s s r e a d a s 204 d e g-r e e s , a ~- o o d14 d e g r e e s off. can was moved to the Next' the o p p o s i t e s i d e of t h e c o m p a s s and a g a i n a

"Innocent" objects close to the compass, such as diet coke in an aluminum can, may cause serious problems and lead to disaster, as these three photos and the a,co,panying text prove.

1-18

SAFETY

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2- K e e p e v e n "innocent" things c l e a r of t h e c o m p a s s t o avoid a n y possible e r r o r in t h e boat's heading.

REMEMBER, a b o a t moving through t h e w a t e r at 10 k n o t s on a c o m p a s s e r r o r of just 5 d e g r e e s will b e a l m o s t 1.5 m i l e s off c o u r s e in only O N E hour. A t night, o r in thick w e a t h e r , this could v e r y possibly p u t t h e b o a t on a r e e f , rock, o r shoal, w i t h d i s a s t r o u s results.

1-11

STEERING

USCG o r BIA c e r t i f i c a t i o n of a s t e e r i n g system means t h a t all materials, equipment, a n d installation of t h e s t e e r i n g p a r t s m e e t or exceed specific standards for strength, t y p e , a n d maneuverability.

Avoid s h a r p bends when routing t h e cable. C h e c k t o b e s u r e t h e pulleys t u r n f r e e l y a n d a l l f i t t i n g s a r e s e c u r e . S e e C h a p t e r 7 f o r details.

1-12

ANCHORS

O n e of t h e m o s t i m p o r t a n t p i e c e s of e q u i p m e n t in t h e b o a t n e x t t o t h e p o w e r p l a n t is t h e ground t a c k l e carried.

The e n g i n e m a k e s t h e b o a t g o and t h e a n c h o r a n d i t s l i n e a r e w h a t hold i t in p l a c e when t h e b o a t is n o t s e c u r e d t o a dock o r on t h e beach.

T h e a n c h o r m u s t b e of s u i t a b l e size, type, and weight t o give t h e skipper p e a c e

The weight of the anchor MUST be adequate to secure the boat without dragging.

of mind when his b o a t is at anchor. Under c e r t a i n conditions, a second, s m a l l e r , l i g h t e r a n c h o r m a y h e l p t o k e e p t h e b o a t in a f a v o r a b l e position during a non- emergency d a y t i m e situation.

In o r d e r f o r t h e a n c h o r t o hold properly, a piece of chain must b e a t t a c h e d t o t h e a n c h o r a n d t h e n t h e nylon a n c h o r line att a c h e d t o t h e chain. T h e a m o u n t of c h a i n should e q u a l o r e x c e e d t h e l e n g t h of t h e boat. Such a p i e c e of c h a i n will e n s u r e t h a t t h e a n c h o r s t o c k will lay in a n a p p r o x i m a t e h o r i z o n t a l position a n d p e r m i t t h e f l u t e s t o d i g i n t o t h e b o t t o m a n d hold.

1-13 MISCELLANEOUS EQUIPMENT In addition t o t h e e q u i p m e n t you a r e legally required t o c a r r y in t h e b o a t a n d t h o s e previously mentioned, s o m e e x t r a i t e m s will a d d ' t o your boating p l e a s u r e a n d s a f e t y . P r a c t i c a l suggestions would include: a bailing d e v i c e (bucket, pump, etc.), b o a t hook, f e n d e r s , s p a r e propeller, s p a r e e n g i n e p a r t s , tools, a n auxiliary m e a n s of propulsion (paddle o r oars), s p a r e c a n of gasoline, flashlight, and e x t r a warm clothing.

The a r e a of your b o a t i n g a c t i v i t y , w e a t h e r conditions, length of s t a y a b o a r d your b o a t , a n d t h e s p e c i f i c purpose will a l l c o n t r i b u t e t o t h e kind and a m o u n t of s t o r e s you p u t aboard. When i t c o m e s t o personal g e a r , h e e d t h e a d v i c e of v e t e r a n b o a t e r s who s a y , " Decide on how l i t t l e you think you c a n g e t by with, t h e n c u t i t in half."

Bilge Pumps A u t o m a t i c bilge pumps should b e equipped with a n overriding m a n u a l switch. T h e y should a l s o h a v e a n i n d i c a t o r in t h e o p e r a tor's position t o advise t h e h e l m s m a n when t h e p u m p is operating. S e l e c t a p u m p t h a t will s t a b i l i z e i t s t e m p e r a t u r e within t h e m a n u f a c t u r e r ' s s p e c i f i e d l i m i t s when i t is o p e r a t e d continuously.

T h e pump m o t o r should b e a s e a l e d o r a r c l e s s type, s u i t a b l e f o r a m a r i n e a t m o s p h e r e . P l a c e t h e bilge p u m p i n l e t s s o e x c e s s bilge w a t e r c a n b e The r e m o v e d a t a l l n o r m a l b o a t trims. i n t a k e s should b e properly s c r e e n e d t o prev e n t t h e p u m p f r o m sucking up d e b r i s f r o m t h e bilge. I n t a k e tubing should b e of a high q u a l i t y a n d stiff enough t o r e s i s t kinking a n d n o t c o l l a p s e under m a x i m u m pump s u c t i o n condition if t h e i n t a k e b e c o m e s blocked.

T o test o p e r a t i o n of t h e bilge pump, o p e r a t e t h e pump switch. If t h e m o t o r d o e s

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n o t run, d i s c o n n e c t t h e l e a d s t o t h e motor.

C o n n e c t a v o l t m e t e r t o t h e leads a n d see if v o l t a g e is indicated. If v o l t a g e is n o t indic a t e d , then t h e problem m u s t b e in a blown fuse, defective switch, or some other a r e a of t h e e l e c t r i c a l system.

If t h e m e t e r i n d i c a t e s v o l t a g e is p r e s e n t at t h e leads, then r e m o v e , disassemble, a n d i n s p e c t t h e bilge pump. C l e a n i t , reassernble, c o n n e c t t h e leads, and o p e r a t e t h e s w i t c h again. If t h e m o t o r s t i l l f a i l s t o run, t h e pump m u s t b e replaced.

T o t e s t t h e bilge pump s w i t c h , f i r s t d i s c o n n e c t t h e l e a d s f r o -n t h e pump a n d c o n n e c t t h e m t o a t e s t light o r o h m m e t e r .

N e x t , hold t h e s w i t c h f i r m l y a g a i n s t the mounting location in o r d e r t o m a k e a good ground. Now, t i l t t h e opposite e n d of t h e s w i t c h upward until i t is a c t i v a t e d as indicat e d by t h e t e s t light c o m i n g on o r t h e o h m m e t e r showing continuity. Finally, lowe r t h e s w i t c h slowly t o w a r d t h e mounting position until i t is d e a c t i v a t e d . Measure t h e d i s t a n c e b e t w e e n t h e point t h e s w i t c h w a s a c t i v a t e d and t h e point i t w a s d e a c t i v a t e d .

F o r proper s e r v i c e , t h e s w i t c h should d e a c t -

NAVIGATION

1- 19

i v a t e b e t w e e n 1/2-inch a n d 1/4-inch f r o m t h e planned mounting position. CAUTION: The switch m u s t never be mounted lower than the bilge pump pickup.

1-1 4 BOATING ACCIDENT REPORTS New f e d e r a l a n d state r e g u l a t i o n s r e q u i r e a n a c c i d e n t r e p o r t t o b e filed w i t h t h e n e a r e s t S t a t e boating a u t h o r i t y within 48 hours if a person is lost, disappears, o r i s injured t o t h e d e g r e e of needing m e d i c a l t r e a t m e n t beyond f i r s t aid.

Accidents involving only p r o p e r t y or e q u i p m e n t d a m a g e MUST b e r e p o r t e d w i t h i n 10 days, if t h e d a m a g e is i n excess o f $500.00.

Some states r e q u i r e reporting o f accidents with p r o p e r t y damage less t h a n $500.00 or a total b o a t loss. A $1,000.00 PENALTY m a y be assessed f o r failure t o s u b m i t t h e report.

WORD OF ADVICE T a k e t i m e t o m a k e a c o p y of t h e r e p o r t t o k e e p f o r your r e c o r d s o r f o r t h e i n s u r a n c e company.

O n c e t h e r e p o r t i s filed, t h e C o a s t Guard will n o t g i v e o u t a copy, e v e n t o t h e person who filled t h e r e p o r t .

T h e r e p o r t m u s t give d e t a i l s of t h e a c c i d e n t a n d include: 1- T h e d a t e , t i m e , a n d e x a c t location of t h e occurrence.

2- T h e n a m e of e a c h person who died, w a s lost, o r injured.

3- T h e n u m b e r a n d n a m e of t h e vessel.

4- T h e n a m e s a n d a d d r e s s e s of t h e owne r and operator.

If t h e o p e r a t o r c a n n o t f i l e t h e r e p o r t f o r a n y reason, e a c h person on a b o a r d MUST notify t h e a u t h o r i t i e s , o r d e t e r m i n e t h a t t h e r e p o r t h a s b e e n filed.

1-15 NAVIGATION

The bilge pump line must be cleaned frequently t o ensure the entire bilge pump system will be able t o perform properly in an emergency.

Buoys In t h e U n i t e d S t a t e s , a b u o y a g e s y s t e m i s used as a n a s s i s t t o a l l b o a t e r s of a l l s i z e c r a f t t o navigate our coastal w a t e r s and our navigable r i v e r s in s a f e t y . When properly r e a d a n d understood, t h e s e buoys a n d marke r s will p e r m i t t h e b o a t e r t o c r u i s e w i t h c o m p a r a t i v e c o n f i d e n c e t h a t h e will b e a b l e t o avoid r e e f s , rocks, shoals, a n d o t h e r hazards.

In t h e spring of 1983, t h e C o a s t G u a r d began making m o d i f i c a t i o n s to U.S. a i d s to navigation in s u p p o r t of a n a g r e e m e n t spon-

1-20

SAFETY

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T h e t e r m s "PORT' a n d "STARBOARD" a r e used t o r e f e r t o t h e l e f t a n d r i g h t s i d e of t h e b o a t , when looking forward.

One e a s y way t o r e m e m b e r t h i s b a s i c f u n d a m e n t a l is t o consider t h e words "port" a n d "left" both h a v e f o u r l e t t e r s and g o t o g e t h e r .

Waterway Rules On t h e w a t e r , c e r t a i n basic s a f e - o p e r a t ing p r a c t i c e s m u s t be followed. You should l e a r n and p r a c t i c e t h e m , f o r t o know, is t o b e a b l e t o handle your b o a t with c o n f i d e n c e a n d s a f e t y . Knowledge of w h a t t o do, a n d n o t do, will add a g r e a t d e a l t o t h e enjoym e n t you will r e c e i v e f r o m your boating investment.

Internat ionally accepted distress signals.

s o r e d by t h e I n t e r n a t i o n a l Associaiton of Lighthouse A u t h o r i t i e s (IALA) a n d signed by r e p r e s e n t a t i v e s f r o m m o s t of t h e m a r i t i m e n a t i o n s of t h e world. T h e p r i m a r y purpose of t h e m o d i f i c a t i o n s i s t o i m p r o v e s a f e t y b y m a k i n g buoyage s y s t e m s around t h e world m o r e a l i k e a n d l e s s confusing.

The modifications mentioned moved ahead rapidly in the mid and late 1980's and were scheduled to be completed in the early 1990's.

Lights The following information regarding lights required on boats between sunset and sunrise or during restricted visibility is taken directly from a U.S. Coast Guard publication.

Rules of the R o a d T h e b e s t a d v i c e possible and a C o a s t Guard r e q u i r e m e n t f o r b o a t s o v e r 39' 4" (12 m e t e r s ) s i n c e 1981, is t o o b t a i n a n o f f i c i a l copy of t h e " Rules of t h e Road", which includes Inland Waterways, Western Rivers, and t h e G r e a t L a k e s f o r study and r e a d y reference.

T h e following t w o p a r a g r a p h s give a VERY brief condensed a n d a b b r e v i a t e d -a l m o s t a synopsis of t h e rules a n d should n o t b e considered in any way as c o v e r i n g t h e e n t i r e subject.

P o w e r e d b o a t s m u s t yield t h e right- ofway t o a l l b o a t s w i t h o u t m o t o r s , e x c e p t when being o v e r t a k e n . When m e e t i n g a n o t h e r b o a t head- on, k e e p t o s t a r b o a r d , unless you a r e t o o f a r t o p o r t t o m a k e this p r a c t i c a l . When o v e r t a k i n g a n o t h e r b o a t , t h e right- of- way belongs t o t h e b o a t being o v e r t a k e n . If your b o a t is being passed, you m u s t m a i n t a i n c o u r s e a n d speed.

When t w o b o a t s a p p r o a c h a t a n a n g l e a n d t h e r e is d a n g e r of collision, t h e b o a t t o p o r t m u s t give way t o t h e b o a t t o s t a r b o a r d .

Always k e e p t o s t a r b o a r d in a n a r r o w c h a n nel o r canal. Boats underway m u s t s t a y c l e a r of vessels fishing w i t h n e t s , lines, o r trawls. (Fishing b o a t s a r e n o t allowed t o fish in c h a n n e l s o r t o o b s t r u c t navigation.)

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TUNING 2-1 INTRODUCTION The efficiency, reliability, fuel economy and enjoyment you receive from t h e engine's performance a r e all directly dependent on having i t tuned properly. The importance of performing service work in t h e sequence detailed in this chapter cannot b e overemphasized.

Before making any adjustments, check t h e specifications in t h e Appendix. Do not rely on your memory.

Before beginning t o t u n e any engine, check t o be sure t h e engine cylinders have satisfactory compression. An engine with worn piston rings, burnt valves, or a blown gasket cannot b e made t o perform properly no m a t t e r how much t i m e and expense is Poor compression spend on t h e tune-up. must b e corrected or t h e tune-up will not give t h e desired results.

very important t o complete t h e ignition work before moving t o t h e fuel system because t h e ignition adjustments have so much a f f e c t on the carburetion.

-

2-3 MECHANICAL TASKS

Check the drive belt a t least once a year or during each tune-up. Replace t h e belt if there is any evidence of a crack or t e a r on t h e under surface.

If i t is necessary to install a new belt, be sure t o use only the size and type recommended by the engine manufacturer.

Adjust t h e belt tension by first loosening t h e brace and pivot bolts, and then pivoting

2-2 TUNING FOR PERFORMANCE First, check t h e b a t t e r y t o b e sure i t will deliver enough energy. The b a t t e r y must not only crank t h e engine rapidly enough t o draw in t h e proper amount of air-fuel mixt u r e and compress it, but t h e b a t t e r y must also have enough energy l e f t t o energize t h e ignition system for a hot spark t o ignite t h e mixture.

Mechanical checks and service includes adjusting t h e fan belt, checking t h e compression, tightening t h e cylinder head and manifold bolts, and adjusting t h e valve.

Ignition system service includes replacing and adjusting t h e contact points, checking t h e ignition advance, and adjusting t h e timing.

Fuel system service and carburetor adjustments a r e made a f t e r all ignition checks and adjustments have been completed. It is

Adjust the drive belt until the belt will depress approximately 1/4-inch under finger pressure.

2-2

TUNING

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t h e alternator away from t h e engine until t h e b e l t d e f l e c t i o n i s 1 / 4 inch (6.35mm) when you e x e r t a downward pressure a g a i n s t t h e belt. M a k e t h e b e l t d e f l e c t i o n measurem e n t midway b e t w e e n t h e c i r c u l a t i n g p u m p pulley and t h e a l t e r n a t o r pulley. Tighten t h e a l t e r n a t o r b r a c k e t and pivot b o l t s securely.

If t h e b a t t e r y h a s a r e c o r d of not holding a full c h a r g e , c h e c k t h e tension of t h e d r i v e belt. T h e f a i l u r e t o hold a full c h a r g e m a y also b e c a u s e d by a f a u l t y a l t e r n a t o r o r a d e f e c t i v e v o l t a g e regulator. T h e c a u s e of a b a t t e r y using t o o m u c h w a t e r is usually a t t r i b u t e d to t h e v o l t a g e r e g u l a t o r being set t o o high. In t h i s case, r e p l a c e t h e regulator.

R e f e r t o C h a p t e r 6 f o r s e r v i c e d e t a i l s of t h e e l e c t r i c a l system.

Battery Service C h e c k t h e b a t t e r y , c a b l e s , a n d surrounding a r e a f o r signs of corrosion. Look f o r l o o s e o r broken carriers; c r a c k e d o r bulged cases; d i r t and acid; e l e c t r o l y t e leakage; a n d low e l e c t r o l y t e level.

Add distilled w a t e r t o t h e cells t o bring t h e m up t o t h e proper level. K e e p t h e t o p of t h e b a t t e r y c l e a n and b e s u r e t h e b a t t e r y i s s e c u r e l y f a s t e n e d in position.

When cleaning t h e b a t t e r y BE SURE t h e v e n t plugs a r e t i g h t t o p r e v e n t a n y of t h e c l e a n i n g solution f r o m e n t e r i n g t h e cells.

F i r s t , wash t h e b a t t e r y w i t h a d i l u t e d a m monia o r soda solution t o n e u t r a l i z e a n y a c i d , and t h e n flush t h e solution off with c l e a n water.

K e e p t h e b a t t e r y hold-down d e v i c e t i g h t enough t o p r e v e n t a n y m o v e m e n t b u t not s o t i g h t t h a t i t p u t s t h e b a t t e r y case under a strain.

An inexpensive brush is the best tool for cleaning the inside diameter of battery cable connectors.

Many electrical problems can be traced to corroded battery terminals. The most serious damage could be a burned-out alternator.

Tighten t h e battery cables on t h e batt e r y posts t o e n s u r e a good c o n t a c t . C l e a n t h e posts or -cable terminals with a wire brush if t h e y h a v e b e c o m e corroded. A f t e r t h e p o s t s and t e r m i n a l s a r e c l e a n , a p p l y a t h i n c o a t i n g of Multipurpose L u b r i c a n t t o b o t h as a p r e v e n t a t i v e m e a s u r e a g a i n s t corrosion forming.

Using a special tool to clean the battery terminals.

After cleaning and the cables have been connected, coat the terminals and connectors with lubricant to prevent further corrosion.

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MECHANICAL TASKS

2-3

G r a s p t h e molded c a p , t h e n t w i s t slightly a n d pull i t loose f r o m t h e plug. Do n o t pull on t h e wire, o r t h e c o n n e c t i o n inside t h e c a p may become separated o r the boot may b e damaged. R e m o v e t h e s p a r k plugs a n d b e careful not t o tilt the socket, t o prevent c r a c k i n g t h e insulator. C o m p a r e t h e s p a r k plugs w i t h t h e i l l u s t r a t i o n s on t h i s p a g e a n d t h e n e x t page t o d e t e r m i n e how t h e e n g i n e h a s b e e n running. C l e a n a n d g a p t h e s p a r k plugs. Use t h e s p e c i f i c a t i o n s in t h e Appendix f o r t h e proper g a p dimension.

Test the battery electrolyte at regular intervals.

Engine misfire and poor fuel economy can be caused by corroded spark plug electrodes. To regain performance, file aria reset each spark plug, if they are the least bit corroded.

ALWAYS use a round gauge to measure spark plug A flat gauge will not give an accurate reading.

N E V E R use a gasket on a spark plug with a tapered

gap.

seat.

Spark plug fouled by oil. The engine may need an overhaul.

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TUNING

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Cylinder and Manifold Bolt Tightening Tighten t h e cylinder head and manifold bolts in t h e sequence detailed by t h e diag r a m s in C h a p t e r 3, Engine Service, and according t o t h e torque specification given in t h e Appendix.

Excessive overheating, heavy load. Use a spark with a lower heat mting.

Compression Testing Insert a compression gauge in each spark plug opening one-at-a-time; crank t h e engine and check t h e compression. A significant variation between cylinders is f a r m o r e important than t h e a c t u a l reading of each o n e individually. A difference of over 20 psi, indicates a ring o r valve problem. To d e t e r m i n e which needs a t t e n t i o n , insert a teaspoonful of oil into t h e spark plug opening of t h e low reading cylinder, and t h e n crank t h e engine a f e w times t o distribute t h e oil. Now, check t h e compression again t o see if inserting t h e oil caused a change.

If t h e reading went up, t h e n t h e compression loss is due t o worn rings. If t h e reading remained t h e s a m e , t h e loss is due t o a burned valve.

Powdery deposits have melted and shorted-out this spark plug.

Red, brown, or yellow deposits are by-products o f combustion from fuel and lubricating oil.

Check the compression of each cylinder.

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IGNITION SERVICE

2-5

Valve Adjusting Proper valve adjustment allows t h e hydraulic l i f t e r s t o o p e r a t e in t h e c e n t e r of t h e i r designed travel. Valve adjusting is not a simple one-two operation. Theref ore, t h i s procedure is covered in detail in C h a p t e r 3, in t h e following sections: CMC 4- and 6-cyl. in-line engines -- 3-7.

GMC V6 engines -- 3-12 GMC V8 engines -- 3-29.

Ford V8 engines -- 3-40.

2-4 IGNITION SERVICE Replace a pitted rotor.

It is not possible t o do a good job of replacing t h e c o n t a c t points with t h e distributor in t h e engine.

To remove t h e distributor, t u r n t h e crankshaft until t h e rotor points t o t h e No. 1 cylinder position.

Most distributor caps have a "1" s t a m p e d on t h e cap. Remove t h e hold-down bolt. Remove t h e distributor slowly and you will notice t h e rotor turn. When t h e rotor stops turning, t h e distributor gear is f r e e of t h e c a m s h a f t gear. A t this point scribe a mark on t h e distributor housing in line with t h e edge of t h e rotor a s an aid t o installation.

A t t h e t i m e of installation, align t h e rotor on t h e mark you s c r i b e d , o n t h e housing, t h e n lower t h e distributor slowly and you will s e e t h e rotor turn back until i t i s pointing t o t h e No. 1 cylinder position.

Always r e p l a c e t h e c o n t a c t points r a t h e r

A crack in the distributor cap can cause hard starting and misfire, especially at high speed.

' CRACK

Use a couple squirts o f engine oil into the cylinder t o determine if the com~ressionloss is a burned valve or worn piston 'rin g s, as ekplained in the text.

A cracked distributor cap may be the cause o f hard starting or misfiring.

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v

CORRECT

AREA NOT CENTERED

HISALIGNMENT

n

@

1 The dwell angle is directly related to the point gap.

n

CONTACT AREA NOT CENTERED

MISALIGNMENT Breaker point alignment guide.

t h a n filing, them. It is seldom necessary t o replace the condenser.

Adjust t h e point gap according t o t h e specifications listed in t h e Appendix. K e e p t h e f e e l e r gauge blade clean, because t h e slightest amount of oil film will cause trouble when i t oxidizes.

It is best t o add 0.003" t o t h e clearance specification when installing a new s e t of c o n t a c t points t o compensate for initial ALWAYS keep t h e rubbing block wear. c o n t a c t point retaining screw SNUG during t h e adjustment t o prevent t h e g a p f r o m changing when i t i s finally tightened.

A f t e r t h e proper gap adjustment has been made, apply a light layer of heavy g r e a s e t o c o a t t h e distributor cam. Turn t h e distributor s h a f t in t h e normal direction of rotation s o t h e lubricant is wiped o f f against t h e back of t h e rubbing blodk. The g r e a s e will remain on t h e rubbing block a s a

Check the contact burning, or pitting.

points

for abnormal

wear,

.Adjusting the point gap.

A faulty condenser will cause abnormal contact point wear and loss of engine performance.

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reservoir t o supply lubricant as t h e block wears.

Wipe off any excess lubricant.

Leave only t h e g r e a s e s t o r e d on t h e rubbing block.

R e p l a c e t h e distributor in t h e engine, with t h e rotor pointing toward t h e mark you scribed on t h e housing. Tighten t h e holddown bolt.

The ignition timing will b e adjusted a f t e r t h e engine is running, as described in t h e following paragraphs.

Ignition Timing Connect a t a c h o m e t e r t o t h e coil leads.

Connect a power timing light t o t h e No. 1 spark plug. Do not puncture t h e wire o r boot when you install t h e timing light bec a u s e a puncture could s t a r t a voltage l e a k and lead t o problems later.

S t a r t t h e engine and adjust t h e speed and timing t o t h e specifications listed in t h e Appendix.

CAUTION: Water must circulate through the lower unit to the engine any time the engine is run to prevent damage to the water pump in the lower unit. Just five seconds without water will damage the water pump.

If a point adjustment is required, s t o p t h e engine, remove t h e cap, a n d make t h e adjustment. R e m e m b e r , t h e dwell s e t t i n g (gap) of t h e c o n t a c t points a f f e c t s t h e ignition timing; t h e r e f o r e , i t is essential t h e dwell be s e t before adjusting t h e ignition timing.

Idle t h e engine at 600 rpm or less t o be s u r e no centrifugal advance is taking place.

Using a timing light connected to the No. 1 spark plug lead to adjust the timing.

IGNITION SERVICE

2-7

1dlk t h e engine a t 600 rpm o r less t o be s u r e no centrifugal advance i s taking place.

Loosen t h e hold-down bolt, adjust t h e ignition timing by r o t a t i n g t h e distributor housing, then tighten t h e hold-down bolt.

Checking Ignition Advance Ignition timing is varied according t o engine speed by means of a centrifugal advance unit. During tune-up, i t is essential t o check t h e operation of this unit. An a c c u r a t e check can b e m a d e using a timing light with a timing gauge and an advance control knob. If you do not have t h i s piece of test equipment,' a rough check can be m a d e t o b e s u r e t h e system is functioning properly.

With t h e ignition timing properly adjuste d and t h e .timing light connected t o No. I spark plug wire, i n c r e a s e engine speed t o t h e rpm @ven in t h e Centrifugal Timing Table in t h e Appendix. The ignition timing must a d v a n c e t o t h e range (in degrees) shown in t h e table. If t h e speed f a i l s t o advance t o t h e required range, remove t h e distributor and check t h e advance mechanism under t h e breaker plate.

Timing marks on late model in-line engines.

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TUNING

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Damage to this piston was caused by a!bnormal combustion because the fuel exploded violently, causing the spark plug, piston, and valves to overheat. Proper adjustment of the spark advance or a change in fuel to a higher octane rating may correct the problem.

Typical timing marks.

2-5 FUEL SYSTEM SERVICE

General Practices Change t h e fuel filter in t h e base of t h e carburetor at least once a year. When t h e filter is changed, b e sure t o use a new gasket under t h e nut t o prevent fuel from leaking out of t h e filter.

Change t h e water separator every year.

Clean t h e f l a m e arrestor a f t e r every 100 hours of operation.

N O ADVANCE

Twist the rotor and check weights for good movement. springy in one directon and direction. Encrine .performance . turns sluggish&.

FULL ADVANCE

the automatic advance The rotor must feel solid in the opposite will suffer if. the rotor ..

Typical timing marks on the crankshaft pulley.

~

~ ~ l~~~l -pump~ i ~ ~ As t h e n a m e implies, t h e dual-diaphragm fuel pump has two diaphragms separated by a metal spacer and an a t t a c h e d sight gauge.

Three important s a f e t y features a r e built into this type of pump.

The pump will continue t o o p e r a t e on t h e second diaphragm if t h e main diaphragm fails. Gasoline can only leak i n t o t h e space .between

Fuel in the sight glass means the diaphragms are must be replaced. leaking and the fuel

h

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t h e t w o diaphragms and not out of t h e pump. If gasoline is detected in t h e sight gauge, i t means t h e pump is defective.

If t h e dual-diaphragm becomes defective for any reason, i t must be replaced. Do not a t t e m p t t o repair this type of pump.

Carburetor Adjustment Because t h e carburetor is required t o accurately control and mix t h e air and fuel quantities entering t h e combustion chamber, proper adjustments a r e critical t o efficient engine operation.

Dirt and gum in t h e passages restrict t h e flow of air o r fuel causing a lean operating condition; hesitation on acceleration; and lack of power on demand.

The carburetor control linkage is subject t o wear which will change t h e synchronization and fuel mixture. These changes will a f f e c t engine performance and fuel economy.

Theref ore, a c c u r a t e fine carburetor adjustments can hardly be made or expected if t h e carburetor is not i n satisfactory condition. If considerable difficulty is encounte r e d in making t h e adjustments, t h e remedy m a y b e t o t a k e t i m e f o r a carburetor overhaul, see Chapter 4.

To make a preliminary adjustment, turn t h e idle mixture adjusting needles inward until t h e y BARELY make contact with their seats, then back t h e needle o u t t h e specified number of turns.

FUEL SYSTEM

2-9

NEVER turn t h e idle mixture screws TIGHTLY against t h e i r seats or t h e y will b e DAMAGED. Disconnect t h e t h r o t t l e cable.

S t a r t t h e engine and run i t at idle speed.

CAUTION: Water must circulate through unit to the engine any time the engine is run to prevent damage to the water pump in the lower unit. Just five seconds without water will damage the water pump.

Adjust each idle mixture needle t o obt a i n t h e highest and steadiest manifold vacuum reading. If a vacuum gauge is not available, obtain t h e smoothest running, maximum idle speed by turning one of t h e idle adjusting needles in until. engine speed begins t o fall off, then back t h e needle off over t h e "high spot" until t h e engine rpm again drops off.

S e t t h e idle adjusting needle halfway between t h e t w o points for an acceptable idle mixture setting. R e p e a t this procedure with t h e other needle.

If these adjustments result in an increase in idle rpm, reset t h e idle speed adjusting screw t o obtain t h e specified idle rpm and again adjust t h e idle mixture adjusting needles.

Shift t h e unit into forward gear and readjust t h e idle speed screw t o obtain t h e recommended idle speed as given in t h e Appendix.

Stop t h e engine and install t h e t h r o t t l e cable. Check t o be sure t h e t h r o t t l e valves a r e in t h e full open position when t h e remote- control is in t h e full forward position.

On t h e 120 hp t o 165 hp units, with t h e t h r o t t l e valves fully open, turn t h e wideopen t h r o t t l e s t o p adjusting screw clockwise until t h e screw just touches t h e t h r o t t l e lever.

Tighten the s e t nut securely ta prevent t h e adjustment screw from turning.

Return the shift lever t o the neutral gear and idle position.

The idle-stop screw should b e against i t s stop. or High Altitudes

The fuel filter in the base of the carburetor should be replaced every year.

Increased spark advance or carburetor recalibration have very l i t t l e a f f e c t on highaltitude perf ormance. Tests have proven However, a this s t a t e m e n t t o be true. marked increase in performance can be obtained by changing propellers for high-altit u d e operation.

Changing t h e prop should be t h e only modification considered t o obtain t h e r a t e d rpm. Any other recommendation should be considered a special case and should b e

2-10

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r e f e r r e d t o t h e f a c t o r y branch o r a r e a distributor f o r specific jet sizes and spark timing settings.

Changing jet sizes and spark timing settings will: Cause engine failure if operated at lower elevations; result in increased fuel economy but will not have any significant a f f e c t on performance; and may cause adde d problems at much lower elevations.

Idle speed adjusting screw location on GMC engines.

The idle mixture adjusting screw on early Ford V 8 enaines. A second adiustina screw is located on the op&site side of the carburet&.

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