1960 Johnson Evinrude Outboard 50hp-125hp Service Repair Manual

TABLE OF CONTENTS 1 SAFETY

INTRODUCTION CLEANING, WAXING, AND POLISHING CONTROLLING CORROSION PROPELLERS FUEL SYSTEM LOADING HORSEPOWER FLOTATION EMERGENCY EQUIPMENT COMPASS STEERING ANCHORS MISCELLANEOUS EQUIPMENT BOATING ACCIDENT REPORTS NAVIGATION

2 N NING INTRODUCTION TUNE-UP SEQUENCE COMPRESSION CHECK SPARK PLUG INSPECTION IGNITION SYSTEM SYNCHRONIZING BATTERY SERVICE CARBURETOR ADJUSTMENTS FUEL PUMPS STARTER AND SOLENOID INTERNAL WIRING HARNESS WATER PUMP CHECK PROPELLER LOWER UNIT BOAT TESTING

3 POWERHEAD INTRODUCTION Theory of Operation CHAPTER ORGANIZATION POWERHEAD DISASSEMBLING

HEAD SERVICE REED SERVICE Description Cleaning and Service Reed Assembling Installation EXHAUST COVER Cleaning TOP SEAL Removal -- V4 Engine Removal -- 3-Cylinder Engine BOTTOM SEAL Inspec tion CENTERING PINS MAIN BEARING BOLTS AND CRANKCASE SIDE BOLTS CRANKCASE COVER CONNECTING RODS AND PISTONS Removal Disassembling Rod Inspection and Service Piston and Ring Inspection and Service Cleaning and Inspecting Assembling CRANKSHAFT Removal Cleaning and Inspecting Assembling CYLINDER BLOCK SERVICE Honing Procedures POWERHEAD ASSEMBLING PISTON AND ROD ASSEMBLY INSTALLATION CRANKSHAFT INSTALLATION NEEDLE MAIN AND ROD BEARINGS CRANKCASE COVER BOTTOM SEAL INSTALLATION TYPE ATTACHED TO LOWER 3-43 END OF CRANKCASE

EXHAUST COVER AND BYPASS COVER INSTALLATION REED BOX INSTALLATION HEAP INSTALLATION BREAK-IN PR.OCEDURES

3-44 3-44 3-45 3-46

All Electric Choke F emovall & Pisassembling Assembling

4 FUEL INTPODUCTICPN GENERAL CARBIJR ETIPN INFORMATION FUEL SYSTEM

4-1 4- 1 4-3

TROUBLESHOOTING Fuel Pump Tests Fuel Line Test Rough Engine Idle Excessive Fuel Consumption Engine Surge JOHNSCaW/EVINW UTPE CAFBURETQPS

Water Choke Pescriptim P ernoval Installation

4-3 4-5 4-6 4-7 4-7 4-8 4-8

TYPE IA CARPURETOR HBOWNCPRAFT, CaOUBLE BRL. WITH HIGFJ- APJD LOWSPEED NEEDLE VALVES 50 HP -- 1958 AP'D IF39 1 60 HP -- 1964 A N C 1965 ) 75 HP -- 1960 1 TYPE IB CARBURETQR SAME AS TYPE IA EXCEPT WITH FIGF-SPEED FIXED ORIFICE 60 WP -- 1366 ANP 1367 65 HP -- 196% 75 HP -- -1961 TVRU 1965 80 IIP -- 1966 ANP 1967 85 MI? -- 196%

CEOKE SYSTEF"SEFV1CE P e a t / E l e c t r i c Choke I? ernoval Installation

4-9

1 1 1 4-9 1 1

DESCRIPT1C)N REMOVAL 4-1 1 4-14 4-17

CARBURETOR PISASSEMBLIP.'G CLEANING AND IblSPECTIPJG ASSEMBLING TYPE I1 CARBURETOR 30 HP -- 1964 AND 1965 100 I-?P -- 1966 TMRU 1968 DESCRIPTION Choke System REEK OVAL DISASSEMBLING

) 4-22

1

ASSEhWPWG IVYFALLATION Fl E L PUVP SERVICE Trsubleshaot ing Removal a n 8 Repair Cleaninp and Inspecting Assernbline, and Installation FUEL TAWK SERVICE

4-3$ 4-35 4-37 It-?.?

5 IGNITION

5- 1 5- 2 5- 3 5- 3 5-3 5- 5 5-5

INTRODUCTION Ignition Systems SPARK PLUG EVALUATION Removal EXAMINATI@N OTHER IGNITION PARTS Description TYPE I IGNITION DISTRIRlJTOF VAGNETO 50 HP -- 1958 AND 1959 60 HP -- 1964 TVRIJ 1?66 75 HP -- 196Q TI4RtI 1965 80 HP -- 1966

) )

1

Description TRCPUALESHOOTI1\?G SERVICING General Information Removal Servicing Cleaning: and Inspecting Installation BELT REPLACEMENT Engine M istimed TYPE I1 IGNITIQN DISTRIBUTOR BATTEP Y 75 HI? -- 1961 THRU 1965 80 HP -- 1966 AND 1967 90 HP -- 1964 AND 1965 108 HP -- 1966

)

1

Description TROUBLESHOOTING SERVICING Removal Cleaning and Inspecting Installation BELT REPLACEMENT Engine Mistimed Installation TYPE I11 IGNITION CAPACITOR lXSCHARGE (CLd) WITM SENSOR 100 MP -- 1967, 1968, ) AND 1972 115 HP -- 1969 AND 1970 125 HP -- 1971 AND 1972 ) TROUBLESHOQTING 100 HP -- 1967 AND 1968 TROUBLESHOOTING 115 HP -- 1969 AND 1370

TROLJBLESHQOTHNG 108 HP -- 1972 125 HP -- 1971 AN@ 1972 COVPONENT REPLACEMENT Rotor Replacement 100 hp -- 1967 Sensor Replacement 100 hp -- 1967 Powerpack Replacement 100 hp -- 1967 COMPONENT REPLACEArENT IGNITION PARTS UNPEF FLY WHEEL: STATOR, CISTRIBUTOR CAP, EIST WIBUTOR ROTCW, SENSOR ROTOR, APE? SEE1% 100 MP -- 8968 ANC 1972 115 HP -- 8969 A N P 1970 125 HP -- 1971 A N E 1972 W emoval Cleaning and Inspecting Assembling CAPACITOR DISCWAR GE ( C G ) WITM BREAKER P(3IbT5 55 HP 3-CYL. -- 1968 AND 1969 60 HP 3-CYL. -- 1 978 AND 1971 65 MP V4 -- 19653 $5 E P V4 -- 1968 TEIRU 1972 100 MP V 4 -- 197 1 Cescription Safety General Troubleshootiwe All CD Wodels Troubles hooting 55 hp -- 1968 and 1969 65 hp -- 1968 85 hp -- 1968 Troubles hooting 85 h~ -- 1969 thru 6972 100 hp -- 1971 Troubles hooting 40 hp -- 1970 and 197 1 CL) IGNITION SYSTEV

PARTS REPLACEWENT AND AEJUSTMENT 55 HP 3-CYL -- 1968 eC 1969 60 HP 3-CYL -- 1570 & 1571 65 HP V4 -- 1968 85 flP V 4 -- 1968 THRU 1972 100 HP V4 -- 1971 Removal Cleaning and Inspecting

5 IGNITION (CONT) SYWCFRCNIZING C"ISTRIBUT0R ANC CARBURETOR hvP,Gh'FTQIGNITION MGPELS 50 tiP 1958 ANL" 1959 5-92 SYNCH-'RCNIZING CISTRIBUTOR AND CARBURETOR BATTERY IGNITION NAGNETQ IGNITION 60 HP -- 1964 THRU 1966 75 PI? -- 1960 THRU 6963 $0 HI' -- 1906 ANI3 1967 90 IF? -- 3964 A N E 1965 100 E? -- 1966 ANC 1967

6 ELECTRICAL INTROIPUCTICPJ 6-1 BATTEPIES 6-1 Jumper Cables 6-5 P u a l B a t t e r y Installatic\n 6-5 6-7 GAUGES A N D F O R P S FUEL SYSTEbb 6-8 Fuel Gauge Fuel Gauge P o s k u p 6-8 Fuel Gauge Troubleshooting 6-9 TACFOPJETER 6-10 6-10 KOWNS ELECTRICAL SYSTEM GENERAL IPIF(?Ri?4ATI@N 6-1 1 GENER ATCF C P A R G I F G CIRCIJIT Troubleshooting 6-12 G e n e r a t o r Service 6-10 6-18 Cleaning and Inspecting Assemhli ng 6-20 ALTER NATPR CpAP G I P G CIRCUIT Pperation 6-22 Troubleshooting 6-24 ALTERblATOFs W I W PATTER Y IGb'.'ITI[ON 6-25 WC9PEkS 1901 THR tJ 1967 ALTER PIPTOP VJITF" C P IGWITION 100 F P -- 1907 A N D ALL cp IGPIITIC\P.I 1968 TPFelir 1972 6-27 Troubleshootinp 6-27 C Y P K E CIRCUIT SERVICE 6-31 STAP TEP F V T C P CIPCIJIT SEPVICE Circuit Pescription 6-31 6-32 S t a r t e r P'otor Description Tr~ubleshssting 6-34 Testim 6-34 ~ STAP T E PCTCP, r m v E GEAR S t a r t e r Removal 6-37 All \'hts 1958 Thru 1958 6-37 S t a r t e r Crive Removal Cleanine and Inspecting 6-38 6-38 Installation STARTEFF, PRIVE GEAR SEW VICE 55 HE' 3-CYLIIWPEP 1 1968 A F T 1965 60 WP 3-CXLIP.!@ER 1 1970 AND l Q 7 1 85 HP W4 -- lQ49 T F R U 1972 ) 115 HP V 4 -- 1969 ANT31 1870 ) 125 VP Yk -- 1971 AND 1972 ) R ernoval Pisassemblinp Cleaning and Inspecting Assembling

6-39 6-39 6-40 6-41 6-41

PELCO-W EF4Y SERVICE R ernoval Disassembling Armature Testing Cleaning and Inspecting Assembling

6-43 6-44 6-45

AUTOLITE SERVICE Removal Disassembling Armature Testing Cleaning and Inspecting

6-47 6-48 6-48 6-50

PR ESTOLITE SER VICE Removal from Starboard Installation with Separate Drive Gear Removal from P o r t Side Installation with Drive Gear on Armature Shaft Disassembling Armature Testing Cleaning and Inspecting Assembling

6 41 6-k2

Troubleshooting Disassembling clean in^ and inspect in^ Assembling CABLE E N P FITTIPIG IPJSTALEPTION AT EWGIF'E EFT"

6-52

6-52 6-53 6-53 6-55 6-56

STARTER MOTOR TESTIP'G 6-57 STARTER MOTOR INSTALLATION 6-57

7-26 7-29 7-31 7-32

7-34

8 LOWER UNIT DESCRIPTICN CPAPTER COVERAGE ILLUSTRATIONS PROPELLER SERVICE Propeller with Shear Pin Removal Installation Exhaust Propeller Removal Installation

8-11 8-1 8-2 8-2

8-2 8-3 8-3 8-4

8-4

7 ACCESSORIES DESCRIPTION 7-1 SHIFT BOXES 7- 1 OLD-STYLE DOUBLE LEVER Troubleshooting 7- 3 h)isassembling 7-4 7-5 Cleaning and Inspecting Assembling 7-5 NEW-STYLE SWIFT LEI'EF. Troubleshooting 7- 6 Removal 7- 8 Disassembling 7-8 Cleaning and Inspecting 7-0 Assembling 7- 10 ELECTRIC GEAR BOXES AbJD SINGLE LEVER CONTROL 7-12 JOHNSON I JNITS Troubleshooting 7-12 Disassembling 7-15 Cleaning and Inspecting 7-16 Assembling 7-17 PUSHBUTTON SHIFT BOX EVINRUDE UNITS Ob'LY 7-1" Troubleshooting 7-20 Disassembling 7-22 Cleaning and Inspecting 7-24 7-74 Assembling

WATER PUMP REMOVAL Lower Unit Pisassemblinp Cleaning and Inspectinn Lower Unit Assembling:

8-1 8 8-1 E

$-I& 8-16

WATER PUMP INSTALLATIQN 8- 19 Lower Unit %nstallation 8-20

8 LOWER UNIT (CONTI TYPE HI L@lVJEPhThTITSEPVICE VAPJUAL S F W T SIPfGEE ENCLOSEI" RQLJSIIPJG 1 48 P P -- 1964 TERU BQR7 65 I-'P -- 1068 75 PF -- 1968 T F R U 1965 ) 8-22 80 PP -- 1066 A N P 1967 'B 85 EP -- l"68 ) Description Troubleshooting Lower Unit Removal

WATER PUMP REMOVAL Lower 1Jnit P i s a s s e m b l i w clean in^ and Inspecting kewer (Init Assemhline

8-24 p-sk

8-3" 8-31

WATER PUMP INSTALLATION P-36 Lower [!nit I n s t a l l a t i o ~ P- ?P

WATER PUMP REMOVAL Lower Unit Pisassembling "Frozen'Tropeller Shaft Cleaning and Inspecting Lower Unit Assembling

WATER PUMP INSTALLATION 8-105 Lower Unit Ynstallation 8-108 'FFFOZEf."T!?OPEkkER Description P emaval

9 HAND STARTER

Pescription Type I11 and Type IV Units Troubles hooting Type I11 and Type IV Units Removal Type III Units

WATER PUMP REMOVAL Pisassembling Cleaninp a n 8 Inspectinp Assembling

8-40 8-48 8-43 8-Sg

8-44

$-50 8-52

WATER PUMP INSTALLATION 8-60 8-6 1 Lower l l n i t lInstallaticm TYPE 1IV LCYUER UP1.'IT EkECTROKATIlr BOO F B -- 1906 TPR P_I 11968 Troubleshooti~e

WATER PUMP REMOVAL Lower Unit Pisassembling C B e a n i n ~and Inspecting Lower i f n i t A s s e ~ b l i n p ,

8-62 8-63 8-64 8-h@ 8-Go 8-7 1

WATER PUMP INSTALLATICN 8-80 Lower Unit Installation 8-8 1

8-86 8-87 8-83 8-93 8-95

10 MAINTENANCE

8-1 18 8-1 10

APPENDIX

A-4 A-8 A- 10

A-IC A-P B

75 hp V 4 with P a p n e t s , Generator, and Standard Shift -- 1O 6 1 75 hp t h r u 90 hp V 4 with Electric Shift 1961 thru 1965 80 hrz V4 with Generator -- 1966 88 hp V 4 -- 1367 80 hp V4 with Electric Shift -- 1?67 85 hp V 4 -- 15568 85 h p V 4 with Electric Shift -- 1?68 $5 hp V 4 with PJternator %?69and 1970 85 hp Y 4 with Alternator -- 1972 $5 hp and 100 hp Vk with Alternator -- 1.971 100 hp V4 with CD Ignition I967 and 1968 100 hp V4 and 125 h p V 4 with Alternator -- 1972 1 15 hp V 4 -- 1969 and 1970 125 hp Y 4 -- 1971

SAFETY 1-1 INTRODUCTION Your boat probably represents a sizeable investment f o r you. In order t o protect this investment and to receive t h e maximum amount of enjoyment from your boat i t must b e cared for properly while being used and when i t is o u t of t h e water. Always s t o r e your boat with t h e bow higher than t h e s t e r n and be sure t o remove t h e transom drain plug and t h e inner hull drain plugs. If you use any t y p e of cover t o protect your boat, plastic, canvas, whatever, b e sure t o allow f o r some movement of a i r through t h e hull.

Proper ventilation will assure evaporation of any condensation t h a t may form due t o changes in t e m p e r a t u r e and humidity.

1-2 CLEANING, WAXING, AND POLISHING An outboard boat should b e washed with clear water a f t e r each use t o remove surface dirt and any s a l t deposits from use in s a l t water. Regular rinsing will extend t h e t i m e between waxing and polishing. It will also give you "pride of ownership", by having a sharp looking piece of equipment.

Elbow grease, a mild detergent, and a brush

Whenever the boat is stored, for long or short periods, the bow should be slightly higher than the stern and the drain plug in the transom removed to ensure proper drainage of rain water.

will be required t o remove stubborn dirt, oil, and other unsightly deposits.

Stay away from harsh abrasives or strong chemical cleaners. A white buffing compound can b e used t o restore t h e original gloss t o a scratched, dull, or faded area.

The finish of your boat should b e thoroughly cleaned, buffed, and polished at least once each season. Take c a r e when buffing o r polishing with a marine cleaner not t o overheat t h e surface you a r e working, because you will burn it.

A small outboard engine mounted on an aluminum boat should b e removed from t h e boat and stored separately. Under all circumstances, any outboard engine must ALWAYS b e stored with t h e powerhead higher t h a n t h e lower unit and exhaust system.

This position will prevent water trapped in t h e lower unit from draining back through t h e exhaust ports into t h e powerhead.

Lower unit badly corroded because the zinc was not replaced. Once the zinc is destroyed, more costly parts will be damaged. Attention to the zinc condition is extremely important during boat operation in salt water.

I--2

SAFETY

A new zinc prior to installation. This inexpensive item will save corrosion on more valuable parts.

Most outboard engines have a f l a t a r e a on t h e back side of t h e powerhead. When t h e engine is placed with t h e f l a t a r e a on t h e powerhead and t h e lower unit resting on t h e floor, t h e engine will be in t h e proper altitude with t h e powerhead higher than t h e lower unit.

1-3 CONTROLLING CORROSION Since man f i r s t s t a r t e d out on t h e w a t e r , corrosion on his c r a f t has been his enemy.

The first form was merely rot in t h e wood and then i t was rust, followed by other forms of destructive corrosion in t h e m o r e modern materials. One defense against corrosion is t o use similar m e t a l s throughout t h e boat. Even though this is difficult t o do in designing a new boat, particularily t h e undersides, similar m e t a l s should be used whenever and wherever possible.

A second defense against corrosion is t o insulate dissimilar metals. This can be done by using an exterior coating of S e a Skin or by insulating t h e m with plastic or rubber gaskets.

small a zinc plate will c a u s e m o r e rapid deterioration of t h e m e t a l you. a r e trying t o protect. If in doubt, consider t h e f a c t t h a t is is f a r b e t t e r t o replace t h e zincs t h a n t o replace planking o r o t h e r expensive m e t a l p a r t s from having an excess of zinc.

When installing z i n c plates, t h e r e a r e t w o routes available. O n e is t o install many d i f f e r e n t zincs on all m e t a l p a r t s and t h u s run t h e risk of wood burning.

Another route, is t o use one large zinc on t h e trans o m of t h e boat and then connect this z i n c t o e v e r y underwater m e t a l p a r t through internal bonding. Of t h e t w o choices, t h e one zinc on t h e transom is t h e b e t t e r way t o goSmall outboard engines have a z i n c p l a t e a t t a c h e d t o t h e cavitation plate. Therefore, t h e zinc remains with t h e engine at all times.

1-4 PROPELLERS

A s you know, t h e propeller is actually what moves t h e b o a t through t h e water.

This is how i t is done. The propeller opera t e s in w a t e r in much t h e manner as a wood screw does in wood. The propeller "bites" into t h e w a t e r a s i t rotates. Water passes between the blades and o u t t o t h e r e a r in t h e shape of a cone. The propeller "biting" through t h e w a t e r in much t h e s a m e manner a s a wood auger is what propels t h e boat.

Using Zinc The proper amount of z i n c a t t a c h e d t o a b o a t is e x t r e m e l y important. The use of t o o much zinc can cause wood burning by placing t h e metals close together and t h e y bec o m e "hot". On t h e other hand, using t o o

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

Propeller and associated parts in order, snear-pin, and nut, ready for installation.

washer,

PROPELLERS

1-3

Arrangement of propeller and associated parts, in order, for a small horsepower engine.

D i a m e t e r and P i t c h Only two dimensions of t h e propeller a r e of real interest t o t h e boat owner: the diameter and t h e pitch. These two dimensions are 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 then t h e pitch. For instance, t h e number 15-19 stamped on t h e hub, would mean t h e propeller had a diameter of 15 inches with a pitch of 19.

The diameter is t h e measured distance from t h e tip of one blade t o t h e t i p of t h e other as 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 water travel for 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 water each t i m e i t revolves. If t h e propeller action was p e r f e c t and t h e r e was no slippage, then the pitch multiplied by t h e propeller rpms would be t h e boat speed.

Most outboard manufacturers equip their units with a standard propeller with a diame 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 as near t o t h e rated rpm and horsepower (at full throttle) as 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.

Shear-pin installed behind the propeller instead of in front of the propeller.

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

Propeller Selection There is no standard propeller t h a t will do t h e proper job in very many cases. T h e list of sizes and weights of boats is almost endless. This f a c t coupled with t h e many boat-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 cases 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 set up for various engines and boats. These charts should b e studied and understood when buying a propeller. However, bear in mind, t h e c h a r t s a r e based on average boats

1 21" 1 Diagram to explain the pitch dimension of a propeller. The pitch is the theoretical distance a propeller would travel through the water if there was no slippage.

1-4

SAFETY

with average loads, t h e r e f o r e , i t may b e necessary t o make a change in s i z e or pitch, in order t o obtain t h e desired results f o r t h e hull design or load condition.

A wide range of pitch is available f o r e a c h of t h e larger horsepower engines. The choice available f o r t h e smaller engines, up t o about 25 hp, is restricted t o o n e or t w o sizes.

Remember, a low pitch t a k e s a smaller bite of t h e water t h a n t h e high pitch propeller. This means t h e low pitch propeller will travel less distance through t h e w a t e r 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 m o r e efficiently.

I t stands t o reason, and it's t r u e , t h a t t h e high pitch propeller will require m o r e horsepower, but will give f a s t e r boat speed if t h e engine is allowed t o t u r n t o its rated rpm.

If a higher- pitched propeller is installed on a boat, in an e f f o r t t o g e t m o r e speed, e x t r a horsepower will b e required. If t h e e x t r a power is not available, t h e rpms will b e reduced t o a less efficient level and t h e a c t u a l boat speed will be less t h a n if t h e lower - pitched propeller had been l e f t installed.

All engine manufacturers design t h e i r units t o o p e r a t e with full t h r o t t l e at, o r slightly above, t h e rated rpm. If you run your engine at t h e r a t e d rpm, you will increase spark plug life, receive b e t t e r fuel economy, and obtain t h e best p e r f o r m a n c e

f r o m your boat and engine. Therefore, t a k e t i m e t o m a k e t h e proper propeller selection f o r t h e rated rprn of your engine at full t h r o t t l e with what you consider t o b e a n a v e r a g e load. Your boat will t h e n be correctly balanced between engine and propeller throughout t h e e n t i r e speed range.

A reliable t a c h o m e t e r must b e used t o measure engine speed at full t h r o t t l e t o ensure t h e engine will achieve full horsepower and o p e r a t e efficiently and safely.

T o test for t h e c o r r e c t propeller, m a k e your run in a body of smooth w a t e r with t h e lower unit in forward gear at full t h r o t t l e . throttle.

Observe t h e t a c h o m e t e r at full NEVER run t h e engine at a high rprn when a flush a t t a c h m e n t is installed. If t h e reading is above t h e manufacturer's recommended operating range, you must t r y propellers of g r e a t e r pitch, until you find t h e one t h a t allows t h e engine t o o p e r a t e continually within t h e recommended full t h r o t t l e range.

If t h e engine is unable t o deliver t o p performance and you f e e l i t is properly tuned, then t h e propeller may n o t b e t o blame. Operating conditions have a marked e f f e c t on performance. For instance, an engine will lose rprn when run in very cold water. I t will also lose rprn when run in s a l t water a s compared with f r e s h water. A hot, low- barometer day will also c a u s e your engine t o lose power.

CAVITATION BURN

EDGE

Cavitation (air bubbles) formed at the propeller.

Manufacturers are constantly this problem, as . fighting explained in the text.

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

PROPELLERS Ventilation Ventilation is t h e forming of voids in t h e w a t e r just ahead of t h e propeller blades.

Marine propulsion designers a r e constantly fighting t h e b a t t l e against t h e formation of t h e s e voids due t o excessive blade t i p speed and engine wear. The voids may be filled with air or w a t e r vapor, o r t h e y may actually be a partial vacuum. Ventilation may b e caused by installing a piece of equipment too close t o t h e lower unit, such a s t h e k n o t indicator pickup, d e p t h sounder, o r b a i t tank pickup.

Vibration Your propeller should be checked regularly t o be sure all blades a r e in good 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 of 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 effect on many of t h e operating parts.

Vibration in boats c a n never b e completely eliminated, but i t c a n be reduced by keeping all parts in good working condition and through proper maintenance and lubrication. Vibration can also be 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

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

1-5

two- blade props and luxury cruisers have four- and five- blade props installed.

Shock Absorbers T h e 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 s t o p rotating at t h e instant of i m p a c t while t h e power t r a i n continues turning.

How much i m p a c t t h e propeller is able 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 t h a n t h e amount t h a t could d a m a g e a n y 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 a n o b j e c t with a f o r c e t h a t would b e g r e a t enough t o s t o p any p a r t of t h e power train.

Illustration depicting the rake of a propeller, as explained in the text.

1-6

SAFETY

If t h e power train 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 its 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 have t o be installed.

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 set 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 degree (0') rake. As t h e blade slants back, t h e r a k e increases. Skandardo propellers have a rake angle from 0 t o 15 A higher rake angle generally improves propeller performance in a cavitating o r ventilating situation.

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

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

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 surface 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, as shown in t h e accompanying illustration.

The average pitch over t h e entire 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 average pitch assigned t o t h e propeller would b e 21.

cupping If the 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 to "HOLD" and not break loose, when operating in a cavitating or ventilating situation. This action permits t h e engine t o be trimmed o u t further, or t o b e mounted highe r 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 to higher speed.

CONSTANT PITCH

PROGRESSIVE PITCH

.

Comparison of 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 The cup has the e f f e c t of adding t o the propeller pitch. 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 cup t o the blade. A propeller repair shop is able t o increase or decrease t h e cup on the 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 t o r a cup t o be t h e most effective, t h e cup should be completely concave (hollowed) and finished with a s h a r p corner.

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

Rotation Propellers a r e manufactured as righthand rotation (RH), and a s left- hand rotation (LH). The standard propeller for outboards is RH rotation.

A right-hand propeller c a n easily b e identified by observing i t as shown in t h e accompanying illustration. Observe how t h e blade slants f r o m t h e lower l e f t toward t h e upper right. The 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 boat, i t will b e rotating clockwise when t h e engine is in forward gear. The left-hand propeller will r o t a t e counterclockwise.

1-5 FUEL SYSTEM With Built-in Fuel Tank All p a r t s of t h e fuel s y s t e m should be selected and installed t o provide maximum

1-7

s e r v i c e and protection against leakage. Reinf orced flexible sections should be installed in fuel lines where t h e r e is a l o t of motion, such as at t h e engine connection.

The flaring of copper tubing should be annealed a f t e r i t is f o r m e d as a protection against hardening. CAUTION: Compression f i t t i n g s should NOT be used because t h e y a r e s o easily overtightened, which places t h e m under a strain and subjects t h e m t o fatigue.

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 connected a second time.

The capacity of t h e fuel f i l t e r must be large enough t o handle t h e demands of t h e engine as specified by t h e engine manufacturer.

A manually- operated valve should be installed if anti-siphon protection is not provided. This valve should b e installed in t h e fuel line as close t o t h e gas tank as possible.

Such a valve will maintain anti-siphon prot e c t i o n b e t w e e n t h e tank and t h e engine.

Fuel tanks should be mounted in dry, well ventilated places.

Ideally, t h e fuel tanks should be installed above t h e cockpit floors, where a n y leakage will b e quickly detected. In order t o obtain maximum circulation of air around fuel tanks, t h e t a n k should not c o m e in c o n t a c t with t h e boat hull e x c e p t through t h e necessary supports.

The supporting surfaces and hold-downs must f a s t e n t h e t a n k firmly and t h e y should b e insulated f r o m t h e tank surfaces. This insulation m a t e r i a l should be non-abrasive Fuel tanks and non-absorbent material. installed in t h e forward portion of t h e boat should b e especially well secured and prot e c t e d because shock loads in this a r e a c a n b e as high as 20 t o 25 g's.

COU NTERCLOCW I SE

LEFT HAND

CLOCKW I SE OR R l GHT HAND

I

Right- and left-hand propellers showing how the angle of the blades is reversed. Right-hand propellers are by far the most popular.

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

1-8

SAFETY

Taking On Fuel The fuel t a n k of your boat should b e kept full t o prevent w a t e r f r o m entering t h e s y s t e m thraugh condensation caused by t e m p e r a t u r e changes. Water droplets forming is o n e of t h e g r e a t e s t enemies of t h e fuel 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 tank is k e p t t o an absolute minimum and t h e r e is no room f o r m o i s t u r e t o form. I t is a good p r a c t i c e not t o s t o r e fuel in t h e t a n k over an extended period, s a y f o r six months. Today, fuels contain ingredients t h a t change i n t o gums when s t o r e d f o r any length of time. T h e s e gums and varnish products will cause c a r b u r e t o r probl e m s and poor spark plug performance. An additive (Sta-Bil) is available and can b e used t o prevent gums and varnish f r o m forming.

Static Electricity In very simple 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. I t is g e n e r a t e d by two dissimilar m a t e r i a l s moving over e a c h other. O n e f o r m is gasoline flowing through a pipe or into t h e air. Another f o r m is when you brush your hair or walk across a s y n t h e t i c c a r p e t and then touch a m e t a l object. All of t h e s e actions c a u s e a n elect r i c a l charge. In most cases, s t a t i c electric i t y is g e n e r a t e d during very d r y w e a t h e r conditions, but when you a r e filling t h e fuel tank on your boat i t can happen at a n y time.

Old style pressure-type tank showing the fuel line to the engine and quick-disconnect fitting.

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 fuel hose nozzle t o t h e w a t e r in which t h e boat is floating. If t h e fill pipe is m a d e of metal, and t h e fuel nozzle makes a good c o n t a c t with t h e deck plate, t h e n a good ground is made.

As an economy measure, s o m e boats use rubber or plastic filler pipes because of compound bends in t h e pipe. Such a fill line does not give any kind of ground and if your b o a t has this t y p e of installation and you do

Fuel Tank Grounding O n e a r e a of protection against 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 have t h e f u e l

An OMC fuel tank equipped with a quick-disconnect fitting. This type of arrangement is handy when the tank must be removed from the boat to obtain fuel.

Adding fuel to a six-gallon OMC fuel tank. Some fuel must be in the tank before oil is added to prevent the oil from accumulating on the tank bottom.

LOADING not want t o replace t h e filler pipe with a metal one, then i t is possible t o connect t h e ,deck fitting t o t h e tank with a copper wire.

The wire should b e 8 gauge or larger.

The fuel line f r o m t h e t a n k t o t h e engine should provide a continuous metal- to- metal c o n t a c t for proper grounding. If any p a r t of this line is plastic or other non-metallic material, then a copper wire must b e connected to bridge t h e non-metal material.

The power train provides a ground through t h e engine and drive shaft, t o t h e propeller in the water.

Fiberglass fuel tanks pose problems of their own. O n e method of grounding is t o run a copper wire around t h e tank from t h e fill pipe t o t h e fuel line. However, such a wire does not ground the fuel in t h e tank.

Manufacturers should imbed a wire in t h e fiberglass and i t should be connected t o t h e intake and t h e outlet fittings. This wire would avoid corrosion which could occur if a wire passed through t h e fuel. CAUTION: I t is not advisable to use a fiberglass f u e l tank if a grounding w i r e w a s n o t installed..

Anything you can feel as a "shock" is enough t o set off an explosion. Did you know t h a t under certain atmospheric conditions you can cause a s t a t i c explosion yourself, particularly if you a r e wearing synthetic clothing. It is almost a c e r t a i n t y you could cause a s t a t i c spark if you a r e NOT wearing insulated rubber-soled shoes.

As soon a s the deck fitting is opened, fumes a r e released t o t h e air. Therefore, t o b e safe you should ground yourself before

1-9

opening t h e fill pipe deck fitting. O n e way t o ground yourself is t o dip your hand in t h e water overside t o discharge t h e electricity in your body before opening t h e filler cap.

Another method is t o touch t h e engine block or any metal fitting on t h e dock which goes down into t h e water.

1-6 LOADING In order t o receive maximum enjoyment, with s a f e t y and performance, from your boat, t a k e c a r e not to exceed the load A capacity given by t h e manufacturer. plate a t t a c h e d to the hull indicates the U.S. Coast Guard capacity information in pounds for persons and gear. If the plate s t a t e s t h e maximum person capacity to b e 750 pounds and you assume each person to weigh an average of 150 lbs., then t h e boat could c a r r y five persons safely. If you add anothe r 250 lbs. for motor and gear, and t h e maximum weight capacity for persons and gear is 1,000 lbs. or more, then t h e f i v e persons and gear would b e within the limit.

Try to load t h e boat evenly port and starboard. If you place more weight on one side than on t h e other, t h e boat will list t o t h e heavy side and make steering difficult.

You will also g e t b e t t e r performance by placing heavy supplies a f t of t h e center to keep t h e bow light for more efficient planing.

0

U S . COAST GUARD

MAXIMUM CAPACITIES PERSONS OR

LBS

LBS PERSONS,MOTOR,GEAR H.P. MOTOR

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

U.S. Coast Guard plate affixed to all new boats.

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

1-10

SAFETY

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 , r e q u i r e m e n t s , a p p r o v a l , regulations, etc.

P e r h a p s 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 G u a r d d o e s n o t a p p r o v e b o a t s in t h e s a m e m a n n e r as t h e y "Approve" l i f e jackets. T h e C o a s t Guard a p p l i e s a f o r m u l a t o inform t h e public of w h a t is s a f e for a particular craft.

2- If a b o a t h a s to m e e t a p a r t i c u l a r regulation, i t m u s t h a v e a C o a s t G u a r d c e r t i f i c a t i o n plate. T h e public h a s b e e n led t o believe t h i s i n d i c a t e s a p p r o v a l 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 manufacturer m a y recall a boat if i t fails t o m e e t t h e C o a s t G u a r d requirements.

4- T h e C o a s t Guard c e r t i f i c a t i o n p l a t e , see a c c o m p a n y i n g 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 r e g u l a t i o n f o r t h e m a n u f a c t u r e r . I t is only a warning p l a t e a n d t h e public d o e s n o t h a v e t o a d h e r e t o t h e r e s t r i c t i o n s set f o r t h on it. Again, t h e p l a t e sets f o r t h i n f o r m a t i o n as t o t h e C o a s t Guard's opinion f o r s a f e t y on t h a t p a r t i c u l a r boat.

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.

5- C o a s t G u a r d Approved e q u i p m e n t is e q u i p m e n t which h a s b e e n a p p r o v e d 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 b e e n d e t e r m i n e d t o be in c o m p l i a n c e w i t h C o a s t Guard s p e c i f i c a t i o n s a n d regulations r e l a t i n g t o t h e m a t e r i a l s , c o n s t r u c t i o n , a n d p e r f o r m a n c e o f such equipment.

1-7 HORSEPOWER

T h e m a x i m u m horsepower e n g i n e f o r e a c h individual b o a t should n o t b e i n c r e a s e d by a n y g r e a t a m o u n t w i t h o u t c h e c k i n g 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 r e q u i r e m e n t s b a s e d 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 m a x i m u m horsepower l i s t e d on t h e p l a t e or t h e w a r r a n t y a n d possibly t h e i n s u r a n c e on t h e b o a t m a y bec o m e void.

1-8 FLOTATION

If the boat is less than 20 ft. overall, U.S. Coast Guard and the National Marine Manufacturers Association (formerly BIA) requires the craft to have adequate buoyant material built into the hull (usually foam) to keep it from sinking if the craft should become swamped.

"Kept from sinking" is defined as the ability of the floatation material to keep the boat from sinking when filled with water and with passengers in the water clinging to the hull. A serious

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.

FLOTATION restriction is: t h e total w e i g h t o f t h e m o t o r , passengers, a n d e q u i p m e n t on board MUST not exceed t h e m a x i m u m l o a d capacity listed o n t h e plate.

Life P r e s e r v e r s - Personal F l o t a t i o n D e v i c e s (PFDs) T h e C o a s t Guard 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 a l l m o t o r b o a t s f o r e a c h person on board.

Devices a p p r o v e d a r e i d e n t i f i e d by a t a g indicating C o a s t Guard approval. Such d e v i c e s m a y b e life 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 s e r v i c e a b l e 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 r e l e a s e d 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 material a r e almost indestructible.

Life preservers h a v e been classified by t h e U.S. Coast G u a r d into five distinct categories.

All PFD's presently acceptable on recreational b o a t s fall 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 an 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 throwable d e v i c e s MUST b e i m m e d i a t e l y available f o r use.

T y p e I P F D h a s t h e g r e a t e s t required buoyancy and is desi g ned 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 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 all w a t e r s and conditions.

T y p e I[ P F D is designed t o t u r n i t s weare 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 a s 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 o f 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 and s m a l l child s i z e s provide a mini m u m buoyancy of 7 pounds.

I- I I

Type III P F D is designed t o p e r m i t t h e w e a r e r t o plac? himself (herself) in a v e r t i c a l or slightly b a c k w a r d position. T h e T y p e 111 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 has l i t t l e or n o t u r n i n g ability. Many of t h e T y p e 111 P F D a r e designed t o b e particularly useful when w a t 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 also provide increased h y p o t h e r m i a protection.

T y p e IV P F D is designed t o b e thrown t o a person in t h e w a t e r and grasped and held by t h e user 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 or a buoyant cushion.

T y p e V P F D is a n y P F D a p p r o v e d f o r r e s t r i c t e d use.

C o a s t Guard r e g u l a t i o n s 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 T y p e 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 f t., o n e T y p e I, 11, o r 111 d e v i c e s h a l l 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 l i f e p r e s e r v e r s , b u t too f e w a c t u a l l y w e a r t h e m . T h e r e is l i t t l e or n o excuse for not wearing one because the 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 an 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 i

Type N PFD ring buoy designed to be thrown. On ocean cruisers, this type device usually has a weighted pole with flag, attached to the buoy.

1- 12

SAFETY

your crew and advise e a c h member t o wear it. If you a r e a crew member ask your skipper to issue you one, especially when boating in rough weather, cold w a t e r , o r when running a t high speed. Naturally, a life jacket should be a must f o r non-swimmers any t i m e they 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 The Regulation Since J a n u a r y 1, 1981, C o a s t Guard Regulations require all recreation boats when used on coastal waters, which includes the G r e a t Lakes, t h e territorial seas and t h o s e w a t e r s directly connected t o the G r e a t Lakes and t h e territorial seas, up t o a point where the w a t e r s a r e less than two miles wide, and boats owned in t h e United S t a t e s when operating on t h e high s e a s t o be equipped with visual distress signals.

Internationally accepted distress signals.

The only exceptions a r e during daytime (sunrise t o sunset) for: Recreational boats less than 16 f t . (5 m e t e r s ) in length.

Boats participating in organized events such a s races, r e g a t t a s or marine parades.

Open sailboats n o t equipped with propulsion machinery and less than 26 ft. (8 m e t e r s ) in length.

Manually propelled boats.

The above listed boats need t o c a r r y night signals when used on these w a t e r s at night.

Pyrotechnic visual distress signaling devices MUST b e C o a s t Guard Approved, in serviceable condition and stowed t o be readily accessible. If they a r e marked with a d a t e showing t h e serviceable life, this d a t e must not have passed. Launchers, produced before Jan. 1, 1981, intended for use with approved signals a r e not required t o be C o a s t Guard Approved.

USCG Approved pyrotechnic visual distress signals and associated devices include: Pyrotechnic red flares, hand held or a e r ial.

Pyrotechnic orange smoke, hand held or floating.

Launchers for aerial red m e t e o r s o r para c h u t e flares.

Moisture-protected flares should be carried on board for use as a distress signal.

COMPASS None-pyrotechnic visual distress signaling devices must c a r r y t h e manufacturer's certification t h a t they m e e t C o a s t Guard requirements. They must be in serviceable condition and stowed so a s t o be readily accessible.

This group includes: Orange distress flag at l e a s t 3 x 3 f e e t with a black square and ball on an orange background.

E l e c t r i c distress light -- n o t a flashlight but an approved e l e c t r i c distress light which MUST automatically flash t h e international --.) four t o six SOS distress signal (. t i m e s e a c h minute.

..

..

Types and Quantities The following variety a n d combination of devices may be carried in order t o m e e t t h e requirements.

1- Three hand-held red f l a r e s (day and night).

2- One e l e c t r i c distress light (night only).

3- One hand-held red f l a r e and two para c h u t e flares (day and night).

4- One hand-held orange smoke signal, two floating orange smoke signals (day) and one e l e c t r i c distress light (day and night).

If young children a r e frequently aboard your boat, c a r e f u l selection and proper stowage of visual distress signals becomes especially important. If you e l e c t t o c a r r y pyrotechnic devices, you should s e l e c t those in tough packaging and not easy t o ignite should t h e devices fall i n t o t h e hands of children.

C o a s t Guard Approved pyrotechnic devices carry an expiration date. 'This d a t e can NOT exceed 42 months from t h e d a t e of

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

1-13

m a n u f a c t u r e and at such t i m e t h e device can no longer be counted toward t h e minimum requiremen ts.

SPECIAL WORDS In s o m e states t h e launchers f o r m e t e o r s and parachute f l a r e s may b e considered a firearm. Therefore, check with your s t a t e authorities before acquiring such a launcher.

First Aid Kits The first- aid k i t is similar t o an insura n c e policy or life jacket. You hope you don't have t o use it b u t if needed, you want i t there. It is only natural t o overlook this essential i t e m because, let's f a c e it, who likes t o think of unpleasantness when planning to have only a good time. However, t h e prudent skipper is prepared ahead of time, a n d is thus able to handle the emergency without a lot of fuss.

Good commercial first- aid kits a r e available such a s t h e Johnson and Johnson "Marine First- Aid Kit".

With a very modest expenditure, a well-stocked and a d e q u a t e k i t can be prepared a t home.

Any kit should include instruments, supplies, and a s e t of instructions for their use.

Instruments should be p r o t e c t e d in a watert i g h t c a s e and should include: scissors, tweezers, tourniquet, t h e r m o m e t e r , s a f e t y

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

1- 14

SAFETY

pins, eye- washing cup, a n d a h o t w a t e r bottle. T h e supplies in t h e k i t should include: a s s o r t e d bandages in addition t o t h e various 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 and o i n t m e n t ) , local ointm 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, a n d a laxative. You m a y w a n t t o consult your family physician a b o u t including antibiotics. B 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 taken t h e R e d C r o s s course, 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 u n t r a i n e d c r e w f o r 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" approved labels. With t h e UL c e r t i f i c a t i o n , t h e extinguisher does n o t have 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 for extinguishing flammable liquids. This type extinguisher is required on all motorboats.

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

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

1- Inboard e n g i n e or engines.

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

3- Double b o t t o m s 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 combustible or 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 f u e l tanks.

Detailed classificationofthe fire extinguisher is by agent and size: B-I contains 1-114 gallons foam, or 4 pounds carbon dioxide, or 2 pounds dry chemical agent, or 2-112 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 class of m o t o r b o a t d i c t a t e s how many fire 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 When t h e e n g i n e t w o B-I extinguishers. c o m p a r t m e n t of a m o t o r b o a t is 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 e x t i n g u i s h e r s w i t h o u t

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

MISCELLANEOUS EQUIPMENT

I- I S

g a u g e s or 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 w e i g h t of a c a r b o n dioxide (CO ) f i r e extinguisher is reduced by m o r e thar? 10% of t h e n e t weight, t h e extinguisher is n o t a c c e p t a b l e a n d m u s t b e recharged.

READ labels on f i r e extinguishers. If t h e extinguisher is U.L. listed, i t i s approved f o r m a r i n e use.

DOUBLE t h e number 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 , family, and crew, must certainly be worth much m o r e t h a n " bare minimum".

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 her 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 so 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 bank, a r a i n squall, or just poor visibility. Under t h e s e conditions, h e m a y have no o t h e r m e a n s of keepi n g t o his desired c o u r s e e x c e p t w i t h t h e compass. When crossing a n open 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 t h i c k w e a t h e r when you c a n neit h e r see nor hear 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 gains l i t t l e c o m f o r t i n 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 given on 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 e x p e r i e n c e .

A pilot will n o t knowingly a c c e p t a c h e a p parachute. 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 extinguishers, 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 purchase 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 c h a n c e t o c h e c k m o r e than o n e m a k e and model.

L i f t e a c h compass, t i l t a n d t u r n it, 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 s t a b l e reaction.

T h e c a r d of a good q u a l i t y 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 i n your hand, c o m p a r a b l e t o t h e rolling and pitching

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

o f t h e boat, should n o t m a t e r i a l l y a f f e c t t h e reading.

Installation 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 l o c a t i o n 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 w i t h c o m f o r t and a c c u r a c y .

F i r s t , t h e c o m p a s s should b e p l a c e d d i r e c t l y i n f r o n t of t h e h e l m s m a n and 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 or 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 i n 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.

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

1-16

SAFETY

Second, give s o m e thought t o c o m f o r t in heavy weather and poor visibilty conditions during the day and night. In s o m e cases, t h e compass position may be partially d e t e rmined by the location of the wheel, s h i f t lever, and t h r o t t l e handle.

Third, inspect t h e compass s i t e t o be s u r e t h e instrument will be a t l e a s t two f e e t f r o m any engine indicators, bilge vapor detec tors, m a g n e t i c instruments, o r any s tee1

or iron objects. If t h e compass c a n n o t be placed at l e a s t two f e e t (six f e e t would b e b e t t e r ) from one of these influences, then e i t h e r t h e compass or t h e o t h e r o b j e c t m u s t b e moved, if f i r s t order accuracy is t o b e expected.

Once t h e compass location appears t o be satisfactory, give t h e compass a t e s t b e f o r e installation. Hidden influences may be concealed under t h e cabin top, forward of t h e cabin a f t bulkhead, withi; t h e cockpit ceiling, o r in a wood-covered stanchion.

Move t h e compass around in t h e a r e a of t h e proposed location. Keep an e y e on t h e card. A magnetic influence is t h e only thing t h a t will m a k e t h e c a r d turn.

You can quickly find any such influence with t h e compass. If t h e influence can not be moved a w a y or replaced by one of non- magnetic material, t e s t to d e t e r m i n e whether i t i s merely magnetic, a small piece of iron or s t e e l , or some magnetized steel. Bring t h e north pole of the compass near t h e object, t h e n shift and bring t h e south pole near it.

Both t h e north and south poles will be a t t r a c t e d if t h e compass is demagnetized.

If t h e o b j e c t a t t r a c t s one pole a i d repels t h e other, t h e n t h e compass is magnetized.

If your compass needs t o be demagnetized, t a k e i t t o a shop equipped t o do t h e job

PROPERLY.

ffIrtnocent"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 accompanying text illustrate.

A f t e r you have moved t h e compass around in the proposed mounting a r e a , hold i t down or t a p e i t in position. T e s t everything you f e e l might a f f e c t the compass and c a u s e a deviation from a true reading. R o t a t e t h e wheel from hard over t o hard over. Switch on and off all t h e lights, radios, radio direction finder. radio telephone. d e p t h finder and t h e shibboard intercom, if one is installed. Sound t h e e l e c t r i c whistle, turn on the windshield wipers, s t a r t t h e engine (with w a t e r circulating through t h e engine), work t h e t h r o t t l e , and move t h e gear s h i f t lever.

If t h e boat has an auxiliary generator, s t a r t it.

If the card m o v e s during any one of t h e s e tests, t h e compass should be relocated. Naturally, if something like the windshield wipers cause a slight deviation, i t may be necessary f o r you t o m a k e a differe n t deviation table t o use only when c e r t a i n pieces of equipment is operating. Bear in mind, follov.hg a course 'that is-only off a degree or two for several hours can make considerable d i f f e r e n c e a t t h e end, putting you on a reef, rock, o r shoal.

NAVIGATION Check t o be sure t h e intended compass s i t e is solid. Vibration will i n c r e a s e pivot wear.

Now, you a r e r e a d y t o m o u n t t h e compass. To p r e v e n t an e r r o r on a l l courses, 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 parallel 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 with a s t o u t c o r d or string. Use c a r e t o t r a n s f e r this line t o t h e c o m p a s s site. If n e c e s s a r y , shim t h e b a s e of t h e compass until t h e stile- type lubber line ( t h e one 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 an even 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 mounted 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, t h i s position places o n e of t h e s p e a k e r s in very close proximity t o t h e c o m p a s s , mounted a b o v e t h e ceiling.

A s 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 alm o s t under t h e c o m p a s s in t h e c a b i n will have a very 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 as p r o v e 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 deg r e e s while t h e b o a t w a s s e c u r e in her slip.

N e x t a full c a n of d i e t c o k e i n a n aluminum c a n w a s placed on o n e s i d e and t h e c o m p a s s r e a d as 204 d e g r e e s , a good I 4 d e g r e e s off.

N e x t , t h e full c a n w a s moved t o t h e opposite side of t h e c o m p a s s a n d again a r e a d i n g w a s observed.

This t i m e as 189 degrees, 11 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 consumed, t h e c a n placed on both sides of t h e c o m p a s s w i t h NO a f f e c t % o nt 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 drawn 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 been 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.

1- 17

2- K e e p even "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 i n 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 ONE hour. A t night, o r i n t h i c k w e a t h e r , t h i s 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.

1-1 1 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 o r exceed specific standards for strength, t y p e , a n d maneuverability.

Avoid s h a r p bends when r o u t i n g 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 and a l l f i t t i n g s a r e secure.

1-12 ANCHORS O n e of t h e m o s t i m p o r t a n t pieces 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 the ground t a c k l e carried.

The engine makes the boat go and t h e anchor a n d i t s line 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 or on t h e beach.

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

1-18

SAFETY

T h e anchor m u s t be of s u i t a b l e size, t y p e , and weight t o give t h e skipper p e a c e of mind when his b o a t is a t 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 help 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 order for t h e a n c h o r t o hold properly, a piece of chain m u s t b e a t t a c h e d t o t h e a n c h o r and then 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 equal or e x c e e d t h e l e n g t h of t h e boat. Such a piece o f chain will e n s u r e t h a t t h e anchor s t o c k will l a y in a n a p p r o x i m a t e horizontal position and p e r m i t t h e f l u t e s t o dig i n t o t h e b o t t o m and hold.

1-1 3 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 add t o your b o a t i n g pleasure 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

The bilge pump line must be cleaned frequently to ensure the entire bilge pump system will function properly in an emergency.

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 or oars), s p a r e c a n of gasoline, flashlight, a n d e x t r a w a r m clothing. T h e a r e a of your boating a c t i v i t y , w e a t h e r conditions, l e n g t h 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 a n d 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 , heed t h e a d v i c e o f v e t e r a n b o a t e r s who say, " 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 equipp e d with a n overriding m a n u a l switch. T h e y should also h a v e a n i n d i c a t o r in t h e o p e r ator's position t o advise t h e h e l m s m a n when t h e p u m p i s operating. S e l e c t a pump 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.

The pump motor should b e a s e a l e d or a r c l e s s t y p e , 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 be The r e m o v e d at 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 debris 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 maximum p u m p 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 p u m p switch. If t h e m o t o r d o e s 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 and 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 , t h e n t h e problem m u s t b e in a blown fuse, d e f e c t i v e switch, o r s o m e o t h e r a r e a of t h e e l e c t r i c a l s y s t e m .

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 i s p r e s e n t at t h e leads, t h e n 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 , r e a s s e m ble, c o n n e c t t h e leads, a n d 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 p u m p m u s t b e replaced.

T o test t h e bilge p u m p 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 m t h e p u m p and c o n n e c t t h e m t o a test light or 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 t h e m o u n t i n g l o c a t i o n in o r d e r t o m a k e a good ground. Now, t i l t t h e opposite end 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 the test 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

NAVIGATION 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 a n d t h e point i t was 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 i v a t e b e t w e e n 112-inch a n d 114-inch f r o m t h e planned mounting position. CAUTION: The switch must never be mounted lower than the bilge pump pickup.

1-14 BOATING ACCIDENT REPORTS

In the United States, new federal and state regulations require an accident report be filed with the nearest State boating authority within 48 hours if a person is lost, disappears, or is injured to the degree of needing medical treatment beyond first aid.

Accidents involving only property or equipment damage MUST be reported within 10days if the damage is in excess of $500.00. Some states require reporting of accidents with property damage less than $500.00 or a total boat loss. A $1,000.00 PENALTY may be assessed for failure to submit the report.

WORD OF ADVICE T a k e t i m e t o m a k e a copy of t h e r e p o r t t o k e e p f o r your records or 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 is filed, t h e C o a s t Guard will not give 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.

1- 19

be able to avoid reefs, rocks, shoals, and other hazards.

Several years ago the Coast Guard began making modifications to the U.S. aids to navigation in support of an agreement sponsored by the International Association of Lighthouse Authorities (IALA) and signed by representatives from most of the maritime nations around the world. The primary purpose of the modification is to improve safety by making buoy systems around the world more alike and less confusing.

The navigational buoys shown in the accompanying illustration depict aids .marking sides of channels, as seen when entering from seaward.

Lights T h e following i n f o r m a t i o n regarding lights required on b o a t s b e t w e e n s u n s e t a n d sunrise or during r e s t r i c t e d visibility i s taken d i r e c t l y f r o m a U.S. C o a s t Guard public a t i o n d a t e d 1984.

T h e t e r m s "PORT" a n d "STARBOARD" a r e used t o r e f e r to t h e l e f t and 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 this basic 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 have f o u r l e t t e r s a n d g o t o g e t h e r .

3- T h e number a i d n a m e of t h e vessel.

4- T h e n a m e s and 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 the authorities, o r determine t h a t the r e p o r t h a s been filed.

1-15 NAVIGATION

Buoys In the United States, a buoy system is used as an assist to all boaters of all size craft to navigate coastal waterways and navigable rivers in safety. When properly read and understood, these buoys and markers will permit the boater to cruise with comparative confidence they will

Hookup for testing an automatic bilge pump switch.

1-20

SAFETY

Waterway Rules O n t h e w a t e r , c e r t a i n basic safe-operating p r a c t i c e s m u s t b e 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.

Rules o f the Road T h e best 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 R i v e r s , and t h e G r e a t L a k e s f o r s t u d y a n d 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 and a b b r e v i a t e d -Starboard Side Even Numbers

Port Side Odd Numbers Light Rhythms

\I/

d

-

-

Lighted Buoy (Green Light Only)

Preferred Channel to Starboard Light Rhythm 1 1 - 1 1 1 \I/

RG "DM CGpFl R

Lighted Buoy (Red Light Only)

Lighted Buoy (Green Light Only)

GR C "F"

Can Buoy (Unlighted)

Daymark

Preferred Channel t o Port

Composite Group Flashing (2+ 1)

FIXED FLASHING OCCULTING QUICK FUSHINGEQ INT

G "9" FI G 4sec

a l m o s t a synopsis o f t h e r u l e s and should n o t b e considered in a n y 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 boats 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 overtaken. When m e e t i n g ano 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 are 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 i s being passed, you m u s t m a i n t a i n c o u r s e and speed.

When t w o b o a t s a p p r o a c h at a n a n g l e a n d t h e r e is danger 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 channel o r canal.

B o a t s underway m u s t s t a y c l e a r of v e s s e l s 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 f i s h in c h a n n e l s or t o o b s t r u c t navigation.)

Nun Buoy (Unlighted)

Daymark

MODIFICATIONS: Port hand aids will be green with green lights. All starboard hand aids will have red lights.

Can Buoy (Unlighted)

Day mark

Lighted Buoy (Red Light Only)

RG N "L"

Nun Buoy (Unlighted)

Daymark

MODIFICATIONS: Green will replace black. Light rhythm will be changed t o Composite Gp FI (2 + 1).

Thank you very much for your reading.

Please Click Here Then Get More Information.

TUNING 2-1 INTRODUCTION

The e f f i c i e n c y , reliability, fuel e c o n o m y and enjoyment available f r o m engine perf orm a n c e a r e all d i r e c t l y d e p e n d e n t on having i t t u n e d properly. T h e i m p o r t a n c e of perf o r m i n g s e r v i c e work i n t h e s e q u e n c e detaile d in t h i s c h a p t e r c a n n o t b e o v e r e m p h a s i z ed. B e f o r e making a n y a d j u s t m e n t s , c h e c k t h e Specifications in t h e Appendix. NEVER r e l y on m e m o r y when m a k i n g c r i t i c a l adjustments.

B e f o r e beginning t o t u n e a n y engine, c h e c k t o b e s u r e t h e engine has s a t i s f a c t o r y compression. An e n g i n e w i t h worn o r brok e n piston rings, burned pistons, or badly s c o r e d cylinder walls, c a n n o t b e m a d e t o p e r f o r m properly no m a t t e r how m u c h t i m e a n d e x p e n s e is s p e n t on t h e tune- up. Poor compression m u s t b e c o r r e c t e d o r t h e t u n e up will not give t h e desired results.

T h e o p p o s i t e of poor compression would b e t o consider good compression as e v i d e n c e of a s a t i s f a c t o r y cylinder. However, t h i s i s n o t necessarily t h e case, when working on a n o u t b o a r d engine.

As t h e professional m e c h a n i c h a s discovered, m a n y t i m e s t h e compression c h e c k will i n d i c a t e a s a t i s f a c t o r y cylinder, b u t a f t e r t h e h e a d s a r e pulled and a n i n s p e c t i o n m a d e , t h e cylinder will r e q u i r e service.

A practical maintenance program t h a t is followed t h r o u g h o u t t h e y e a r , is o n e of t h e best m e t hods of ensuring t h e e n g i n e will give s a t i s f a c t o r y p e r f o r m a n c e at a n y time.

T h e e x t e n t of t h e engine tune- up i s usually d e p e n d e n t on t h e t i m e l a p s e s i n c e t h e l a s t service.

A c o m p l e t e tune- up of t h e e n t i r e e n g i n e would e n t a i l a l m o s t all of t h e work outlined i n this manual.

A logical s e q u e n c e of s t e p s will b e p r e s e n t e d in genIf additional i n f o r m a t i o n o r eral terms.

Damaged piston, probably caused by inaccurate fuel mixture, or improper point setting.

Operating the engine in a test tank with the cowling removed in preparation to making adjustments.

2-2

TUNING

detailed s e r v i c e work is required, t h e chapt e r containing t h e instructions will b e referenced.

Each year higher compression ratios a r e built into modern outboard engines and t h e electrical systems b e c o m e m o r e complex, especially with e l e c t r o n i c (capacitor discharge) units. Therefore, t h e need f o r reliable, a u t h o r i t a t i v e , a n d detailed instructions becomes m o r e critical. T h e information in t h i s chapter and t h e referenced c h a p t e r s fulfill t h a t requirement.

Major Tune-up

R e m o v e heads.

Clean carbon from pistons and cylinders.

Clean and overhaul carburetor.

Clean and overhaul fuel pump.

Rebuild and adjust ignition system.

L u b r i c a t e engine.

Drain and replace gear oil.

Clean exterior s u r f a c e of engine.

Tank t e s t engine f o r fine adjustments.

Minor Turne-up Lubricate engine.

Drain and replace gear oil.

Adjust points.

Adjust carburetor.

Clean exterior s u r f a c e of engine.

Tank test engine f o r fine adjustments.

During a major tune-up, a definite seq u e n c e of s e r v i c e work should b e followed t o return t h e engine t o t h e maximum perf o r m a n c e desired. This t y p e of work should not b e confused with a t t e m p t i n g t o l o c a t e problem a r e a s of "why" t h e engine is not performing satisfactorily. This work is classified a s "troubleshooting". In many cases, t h e s e t w o a r e a s will overlap, b e c a u s e many t i m e s a minor o r major tune- up will c o r r e c t t h e malfunction and return t h e system t o normal operation.

T h e foIlowing list is a suggested sequence of tasks t o perform during t h e tuneup s e r v i c e work.

The tasks a r e merely listed here. Generally procedures a r e given in subsequent sections of t h i s chapter. F o r m o r e detailed instructions, s e e t h e referenced chapter.

1- P e r f o r m a compression c h e c k of e a c h cylinder. S e e C h a p t e r 3.

The time, e f f o r t , and expense o f a tune-up will not restore an engine to satisfactory performance, if the pistons are damaged.

A boat and lower unit covered with marine growth.

Such a condition is a serious hinderance t o satisfactory performance.

2-2 TUNE-UP SEQUENCE If twenty d i f f e r e n t mechanics w e r e asked t h e question, "What c o n s t i t u t e s a major and minor tune-up?", i t is entirely possible t w e n t y different answers would b e given.

As t h e t e r m s a r e used in t h i s manual and o t h e r outboard books, t h e following work is normally performed for a minor and major tune-up.

COMPRESSION CHECK 2- Inspect t h e spark plugs t o d e t e r m i n e their condition. T e s t for a d e q u a t e spark at t h e plug. See C h a p t e r 5.

3- S t a r t t h e engine in a body of w a t e r and check t h e water flow through t h e engine. S e e C h a p t e r 8.

4- Check t h e gear oil in t h e lower unit.

S e e C h a p t e r 8.

5- Check t h e carburetor adjustments and t h e need for an overhaul. S e e Chapt e r 4.

6- Check t h e fuel pump for a d e q u a t e performance and delivery. S e e C h a p t e r 4.

7- Make a general inspection of t h e ignition system. S e e C h a p t e r 5.

8- Test t h e s t a r t e r motor and t h e solenoid. S e e C h a p t e r 6.

9- Check t h e internal wiring.

See 10- Check t h e synchronization.

Chapter 5.

2-3 COMPRESSION CHECK A compression check is e x t r e m e l y important, because an engine with low or uneven compression between cylinders CANNOT b e tuned t o o p e r a t e satisfactorily.

Therefore, i t is essential t h a t any compression problem be c o r r e c t e d before proceeding with t h e tune-up procedure. S e e C h a p t e r 3.

If t h e powerhead shows any indication of overheating, such a s discolored or scorched paint, especially in t h e a r e a of t h e No. 1 cylinder (top on 3-cylinder units and t o p

Removing the spark plugs for inspection. Worn plugs are one of the major contributing factors to poor engine performance.

2-3

starboard bank on V4's), inspect t h e cylinders visually t h r u t h e transfer p o r t s f o r possible scoring. A m o r e thorough inspection can b e m a d e if t h e heads a r e removed.

I t is possible for a cylinder with s a t i s f a c t o r y compression t o b e scored slightly.

Also, c h e c k t h e w a t e r pump.

The overheating condition may be caused by a faulty w a t e r Pump An overheating condition m a y also b e caused by running t h e engine o u t of t h e water. For unknown reasons, many operat o r s have t h e misconception t h a t running an engine f o r a s h o r t period of t i m e without t h e lower unit submerged in w a t e r , can be done without harm.

FALSE! Such a p r a c t i c e will result in an overheated condition in a m a t t e r of SECONDS. Water must circulate through $he lower unit to the engine any t h e the engine is run to prevent damage to the water pump and an Just five seconds o v e r heating condition. without water will damage the water pump andl cause ttk engine to overheat.

Checking Compression Remove t h e spark plug wires. ALWAYS grasp t h e molded c a p and pull i t loose with a

A compression check should be taken in each cylinder before spending time and money on tune-up work.

Without adequate compression, efforts in other areas to regain engine performance will be wasted.