Brunswick 850 Impact, 750 IMPACT Operation & Maintenance Manual

Download

Operation & Maintenance Manual

850 IMPACT ®

Rigid Hull Inflatable Boat

420 Megan Avenue Edgewater Florida 32132 USA

Safety Notices

This manual uses three levels of notification for safety-related information.

The signal words CAUTION, WARNING, and DANGER identify specific levels of hazard. They are defined as:

! CAUTION

A hazard that might result in injury or damage to property or equipment.

! WARNING

A hazard that could result in death or serious injury.

! DANGER

Brunswick Commercial & Government Products reserves the right to make changes at any time, without notice, to features, specifications, and model availability. The right is also reserved to change any specification, part, or system without incurring any obligation to update older boats.

The information in this manual is based on the latest specifications available at the time of publication. The photographs and illustrations might not depict actual models or equipment, but are intended as representative views for reference only. The continuing accuracy of this manual cannot be guaranteed.

Certain features, parts, options, systems, and accessories discussed in this manual might not be found on your boat.

Be sure that the operator and at least one other person in the boat are familiar with the contents of this manual. A second person should be able to safely operate the boat if the primary operator is not available.

A hazard that will result in death or serious injury.

When you see a safety information box in this manual, carefully read the message before you proceed. Take these safety warnings seriously and be alert to the possibility of property damage, serious injury, or death.

If you do not understand a safety warning, call the Customer Service Department at Brunswick Commercial & Government Products.

About This Manual

The information and illustrations in this manual are protected by copyright. You may not merge, adapt, translate, modify, assign, store, reproduce, or distribute this manual’s contents without written permission from Brunswick Commercial & Government Products. All rights related to this manual are reserved and protected by Brunswick Commercial & Government Products.

Make this manual available to anyone who will operate this boat.

Warranty Information

Read the Brunswick Commercial & Government Products limited commercial war-

ranty statement located on the inside rear cover of this manual. The statement explains what is covered and what is not covered under the warranty. The statement also explains your responsibilities and obligations as the boat owner.

A product registration card was shipped with your boat. Complete this card and mail it to Brunswick Commercial & Government Products using the postage-paid envelope supplied. We use this information to initiate your warranty coverage and to contact you in case of a safety-related issue with your boat.

Include your boat’s Hull Identification Num- ber (HIN) on the product registration card and anytime you contact the factory. See information about your boat’s HIN in Section 6 of this manual.

Safety Section 1

Operator Responsibilities

It is expected by Brunswick Commercial & Government Products (BCGP) that the personnel authorized

to operate this boat are experienced boat handlers familiar with high-performance boating. BCGP cannot predict, nor warn against, every possible hazardous situation related to the operation and maintenance of this boat.

If you use a method or procedure different from one outlined in this manual, you must satisfy yourself that your method or procedure will not put your boat, your crew, or other boaters at risk.

The safety of this boat and its crew is your responsibility. Always follow these general guidelines when operating this boat:

• Always operate this boat within the limits of your skill and experience. If you do not have the appropriate level of experience, ask someone to instruct you.

• Understand all of the information contained in this manual, particularly Sections 1 and 2

• Understand the operation of all boat controls and systems

• Understand and follow all applicable boating regulations

• Always use safety equipment and operating procedures that are appropriate for your mission

• Never work alone around machinery such as outboard engines, generators, and fire pumps

Giving Assistance

The 1971 Federal Boat Safety Act grants protection to any person who offers good faith assistance to another boater who is in distress. The “Good Samaritan” rule will protect you from liability if you act in a reasonable and prudent manner while attempting to render assistance during a boating emergency.

You should attempt to give assistance when you see a distress signal while boating if you can do so without endangering your boat or your crew.

1-1

Section 1 Safety

TYPE I

TYPE II

TYPE III

TYPE V

TYPE IV

Personal Flotation Devices

Personal Flotation Devices (PFDs) are designed to save lives. It is your responsibility to ensure that the boat has a sufficient number of PFDs for your crew. It is your responsibility to ensure that non-swimmers wear PFDs at all times and that everyone wears a PFD during emergencies, special operations, and severe weather.

The United States Coast Guard recognizes four types of wearable devices and one type of throwable device.

• Type I – Life preserver, appropriate for off-shore and foul weather.

• Type II – Buoyant vest, appropriate for near-shore and inland waters.

• Type III – Flotation aid, appropriate for continuous use in calm inland waters.

• Typ e IV – Throwable device, appropriate to throw to a person already in the water. These devices must never be worn as a vest.

• Ty pe V – Special-purpose device; includes harnesses, certain jackets, and rafting vests. These devices vests must be worn while underway to count toward minimum PFD requirements.

All PFDs must be easily accessible. They must be removed from their shipping bags and they should be unbuckled. Make sure that everyone knows where the PFDs are located. Make sure that everyone knows how to put one on and correctly adjust it.

Check the availability and condition of all PFDs before each mission.

1-2

Safety Section 1

Exhaust Emissions

Gasoline-powered engines produce carbon monoxide when they are running. Carbon monoxide is a colorless and odorless gas. It is extremely toxic.

Always be aware of operating conditions that might allow carbon monoxide to collect in occupied spaces on your boat. Remember these general precautions:

• Avoid running engines or generator in confined areas such as boat houses

• Be aware of other boats when you are moored

• Be aware of wind direction when operating at slow speeds

• Adjust hatches, doors, windows, and canvas to increase air movement in confined spaces when engines and generator are running

! DANGER

Prolonged exposure to carbon monoxide can cause serious injury or death. Always insure that confined spaces in your boat have an adequate supply of fresh air.

For more information about the dangers of carbon monoxide, read the booklet What You Can’t See that is in your owner’s bag.

1-3

Section 1 Safety

KC-0160

Fire Extinguishers

Your boat is equipped with at least two 2¾-pound United States Coast Guard approved Type ABC fire extinguishers. Each extinguisher is UL Rated 1-A:10BC. This UL rating certifies that these extinguishers can be used to fight Class A, B, and C fires. These classes include fires involving wood, cloth, gasoline, oil, grease, and live electrical equipment.

Each fire extinguisher is mounted in a location that allows quick access during a fire emergency. Be familiar with these locations. Read and understand the instructions on the extinguisher label and in the manufacturer’s instruction booklet located in your owner’s bag.

Formulate a fire plan in advance that will help you evaluate your risk and response in case of an onboard fire emergency.

Fires

Most marine fires result from spilled gasoline or oil accumulating in the bilge. Careful use of on-board fire extinguishers should control small fires.

Direct the fire extinguisher output toward the base of the flames in a sweeping motion. Check carefully and verify that the fire has been extinguished. Evaluate the damage and get assistance immediately.

Larger fires involving the boat’s fuel tank might result in explosion and complete destruction of the boat. Formulate a fire plan in advance that will help you decide if you can fight the fire or if you should abandon the boat.

! WARNING

Gasoline floats on water. If you abandon the boat, swim up wind or up current from the boat to avoid burning gasoline that might spread on the surface of the water.

1-4

Safety Section 1

Severe Weather

Take these general safety precautions if you must operate your boat in severe weather conditions:

• Review the condition and operation of all safety and communication gear

• Have everyone wear personal floatation devices

• Use your ignition shutoff clip and lanyard

• Stow loose gear and lash down equipment

• Close all hatches, doors, and windows

• Reduce boat speed

• Periodically report your location and situation by radio

• Monitor marine weather advisories

EPIRB

Your boat might be equipped with an emergency position-indicating radio beacon (EPIRB).

The EPIRB is capable of sending important location information to the Cospas-Sarsat satellite system during an emergency. You must register the EPIRB with the National Oceanic & Atmospheric Administration (NOAA) to ensure an effective search and research response.

In case of an emergency, the beacon can be deployed manually or it can be released by a hydrostatic feature if the boat sinks.

The EPIRB requires regular attention to stay in mission-ready condition:

• Every 30 days – perform self-test procedure

• Every 90 days – inspect category 1 bracket

• Every 2 years – replace HRU unit

• Every 5 years – replace EPIRB battery

Refer to the EPIRB operator’s manual for detailed operation and maintenance information.

1-5

Section 1 Safety

KC-0170

Boat Load Capacities

The United States Coast Guard requires boats less than 20 feet (6 m) to display a capacity plate that indicates the maximum number of people and the maximum weight that the boat can support under normal operating conditions. Additional capacity information for your boat is listed in Section 6 of this manual.

• Do not exceed the capacity limits of this boat under any circumstances

• Consider reducing these capacity limits during emergencies, special operations, and severe weather

• You are always responsible for the safety of the boat and its crew even if the capacity limits have not been exceeded

! DANGER

Excessive loading, improper load distribution, and mismatching loads to existing conditions can contribute to boat swamping or capsizing. These situations can result in serious injury or death.

Capsizing

Your boat might capsize due to improper loading, improper operation, or severe weather conditions. Formulate a capsizing plan in advance that includes the following actions:

• Try to turn off the outboard engines to avoid injury and additional damage

• Locate all crew and evaluate their condition

• St ay with the boat, it should float and it is easier to locate

• Distribute PFDs if possible

• Try to climb onto the hull

• Initiate emergency locating signal or radio communication if possible

1-6

Safety Section 1

KC-0250

Swamping

Swamping (flooding the interior of the boat) can occur for a number of reasons, including severe weather conditions, improper operation, and improper loading. Consider the following:

• Know the safe loading limits for this boat under normal conditions. Refer to the boat specifications in Section 6 of this manual and the Certification Plate in the boat.

• Consider reducing those loading limits during emergencies, special operations, and severe weather.

• Distribute any load or cargo evenly front to back and port to starboard so that the approximate center of the load is near the middle of the boat.

• Close all hatches, doors, and windows during severe weather .

• Adjust boat trim and speed to match weather conditions.

• Avoid backing into large waves whenever possible.

• Check operation of all bilge pumps, float switches, and water level sensors before each trip.

Diving Operations

! DANGER

Never start or operate the engines when people are in the water near your boat. Contact with the boat, engines, or rotating propellers can cause serious injury or death.

Navigational Rules require a vessel which is engaged in diving operations to display a rigid replica of the international Alpha signal flag during daylight hours. During night operations, you would show RIAM lights on a special display mast. Both these displays indicate that your boat is operating with restricted maneuverability.

Some local or state regulations might require the red and white diver’s flag during daylight hours to indicate that a person is in the water.

1-7

Operator Notes

1-8

Safety Section 1

Proposition 65 Information

The following information is included in this manual as recommended by California’s Safe Drinking Water and Toxic Enforcement Act of 1986, amended through Proposition 65.

! WARNING

A wide variety of components used on this boat contains or emits chemicals known to the State of California to cause cancer, birth defects, and other reproductive harm.

Examples include:

• Engine and generator exhaust

• Gasoline, diesel fuel, coolants, and motor oil

• Cooking fuels

• Cleaners, solvents, and paint

• Waste materials that result from wear of boat components

• Lead from battery terminals and other sources

To avoid harm:

• Keep away from engine, generator, and cooking fuel exhaust fumes

• Wash areas thoroughly with soap and water after handling the substances listed in this warning

1-9

Section 1 Safety

Deck Occupancy Chart

1-10

Safety Section 1

Working Decks: Do not allow passengers on these

decks while the boat is underway. These decks can only be used when you are at the dock, mooring, or anchoring.

Accommodation Decks: You can allow passengers to move around these decks while the boat is underway. You must continually evaluate the sea state and boat performance. Restrict passenger access to these decks if conditions warrant. Keep accommodation decks free of loose gear.

! WARNING

Gelcoat surfaces are always slippery when wet. Use extreme caution when walking on wet surfaces to avoid slipping or falling. Never wax portions of the boat that have a non-skid pattern.

! DANGER

Never occupy working decks while the boat is underway. Do not sit on the collar or stand on any part of a working deck while the boat is underway.

1-11

Section 1 Safety

5 7

4 6

Warning Label Chart

1-12

Safety Section 1

1 1017078 Do Not Stand

2 0995704 Fuel Fill

3 1016443 Do Not Drill (Fuel Tank)

4 1017136 Hi-performance Boat

5 1950698 Rotating Propellers

6 1016518 Steering Effort

7 1016534 Fuel Level Readings

8 1811368 Carbon Monoxide

9 2084383 Collar Maintenance

0 1817722 Customer Information Tag

A 2078725 Customer Information Tag

B 1016922 Battery Terminals

C 1811367 Carbon Monoxide

D 1903624 Rotating Propellers

E 1016880 Do Not Paint

1-13

Operator Notes

1-14

Boat Operation Section 2

Pre-operation Checklist

Review all the items on this checklist each time you prepare for a mission. Resolve any issues before you begin your mission.

❑ Drain plug installed in hull ❑ Drain plug installed in engine bracket ❑ Submit mission plan to officer-in-charge ❑ Verify trip routing and navigational information ❑ Check regional weather advisories ❑ Operator’s manual on-board ❑ Safety equipment on-board ❑ Hull in mission-ready condition ❑ Collar in mission-ready condition ❑ VHF and HF radios operational ❑ GPS unit operational ❑ EPIRB in mission-ready condition ❑ Radar operational ❑ Adequate fuel load for mission ❑ Fuel tank and fuel hoses good condition ❑ Fuel filters in good condition ❑ No water in water separators ❑ Navigation lights operational ❑ RIAM lights operational ❑ Signal horn operational ❑ Bilge pump operational ❑ Bilge pump float switch operational ❑ Water level sensor operational ❑ Engine starting batteries in good condition ❑ House battery in good condition ❑ Battery OFF-ON switches correctly set ❑ Engine control levers in NEUTRAL ❑ Ignition shutoff clip and lanyard in place ❑ Engines in full Tilt Down position ❑ Engines operational and normal ❑ Steering system operational and normal

! CAUTION

Test your bilge pump and float switch before each mission. Manually activate the float switch when the rocker switch is in the AUTO position and verify pump operation. Clear away any debris that might restrict the pump or float switch.

2-1

Section 2 Boat Operation

Ignition Shutoff Switch

Your boat is equipped with one ignition shutoff switch. The ignition shutoff switch is located on the control console face.

The ignition shutoff switch is designed to shut off both engines if you move away from the helm station by accident, either by falling down or by being ejected from the helm seat. Both of these situations can be caused by unsafe operating techniques or severe operating conditions. Do not use the ignition shutoff switch to stop the engines during normal boat operation.

! WARNING

Do not activate the ignition shutoff switch during normal operations when the boat is on plane. Activating the ignition shutoff switch at planing speeds will cause the boat to suddenly decelerate, possibly injuring or ejecting passengers.

You should connect the ignition shutoff switch clip and lanyard to a sturdy part of your clothing. If you move beyond the scope of the lanyard, the ignition shutoff switch will be activated and the engines will shut off immediately.

2-2

Boat Operation Section 2

Understand this important information about your ignition shutoff switch:

• It is your responsibility to decide when to attach the switch lanyard, but we strongly recommend that you use the shutoff switch anytime you are operating the boat.

• Test the ignition shutoff switch periodically by pulling the clip and lanyard while the engines are at idle speed. The engines should stop immediately.

• The engines will not start if the clip and lanyard is not attached to the shutoff switch.

• The switch can only function properly when the lanyard is attached to a sturdy part of your clothing.

• Do not shorten the switch lanyard. It must be long enough to avoid inadvertent switch activation during normal operator activity.

• Refer to the outboard engine operator’s manual for specific information about the ignition shutoff switch.

2-3

Section 2 Boat Operation

Main Engine Key Switch

Your boat is equipped with two main engine key switches. The key switches are located on the control console face. The key switches control the starting, running, and stopping of the outboard engines. The key switches also control the operation of certain engine accessory systems.

Each switch has a unique key that can only be removed when the switch is in the OFF position. Record and save the key number following the instructions in Section 6.

! DANGER

Never start or operate the engines when people are in the water near your boat. Contact with the boat, engines, or rotating propellers can cause serious injury or death.

• You must turn the engine battery OFF-ON switches to the ON position before you use the main engine key switches.

• You must turn the main engine key switches to the OFF position after you secure the engines from service.

• You should turn the engine battery OFF-ON switches to the OFF position after you secure the engines from service.

2-4

Boat Operation Section 2

To START the port outboard engine, the control port lever must be in the NEUTRAL position. The ignition shutoff switch clip and lanyard must be attached to the shutoff switch. Turn the port main engine key switch to the ON position and then to the START position. DO NOT hold the key in the START position. The port engine’s electronic control module (ECU) will start the engine automatically. If the port engine does not start, turn the key to the OFF position and repeat the starting process.

To STOP the port engine, turn the port main engine key switch to the ACC or OFF position. If you are securing the port engine from service, turn the port main engine key switch to the OFF position.

! CAUTION

Leaving the main engine key switches in the ACC or ON position when the engines are not running will drain the starting batteries and might damage the engines’ electrical systems.

To start or stop the starboard engine, follow the procedures above using the control starboard lever and the starboard main engine key switch.

For additional engine control information, refer to the engine operator’s manual in your owner’s bag.

2-5

Section 2 Boat Operation

Battery Parallel Switch

Your boat is equipped with an emergency battery parallel switch. The switch is located on the control console face. You can use the emergency battery parallel switch to connect the two engine starting batteries in parallel if one engine will not start due to low battery voltage.

The battery parallel switch controls a solenoid that connects the two engine starting batteries. The switch is a three-position rocker switch that is ON-OFF-ON. The center switch position is OFF. Both the left and right switch positions are momentarily ON when held down. When you release the switch, it will return to the center OFF position.

If one of your outboard engines will not start due to low battery voltage, use the emergency battery parallel switch to provide power from the other starting battery.

Push and hold the battery parallel switch ON to either the left or right position. Note this position. Hold the battery parallel switch in the ON position and try to start the engine.

If the engine does not start, release the battery parallel switch to the OFF position. Move the battery parallel switch to ON in the opposite direction. Hold the battery parallel switch in the ON position and try to start the engine.

The emergency battery parallel system is protected by two 10-amp in-line blade fuses wired to the load sides of both engine battery OFF-ON switches. The two inline blade fuses protect the electrical wiring between the solenoid and battery parallel switch.

Periodically check the condition of the two 10-amp inline blade fuses located next to the parallel solenoid. One blown fuse would not allow the battery parallel solenoid to function in one switch position.

2-6

Boat Operation Section 2

Starting Procedure

Use the following checklist each time you start the outboard engines. Additional detailed information about these systems is covered in the engine operator’s manual.

! DANGER

Never start or operate the engines when people are in the water near your boat. Contact with the boat, engines, or rotating propellers can cause serious injury or death.

! CAUTION

Never start or run the outboard engines without an adequate supply of cooling water. The engines will be damaged immediately.

❑ Operator’s manual on-board ❑ Review Pre-operation Checklist ❑ Engine battery OFF-ON switches to ON position ❑ House battery OFF-ON switch to ON position ❑ Release engine tilt locks and lower engines to

full Tilt Down position

❑ Verify fuel supply ❑ Move engine control levers to NEUTRAL posi-

tion

❑ Attach ignition shutoff switch clip and lanyard ❑ Start engines using the main engine key

switches

❑ Use emergency battery parallel switch if required ❑ Verify engine cooling system operation by

observing the overboard indicators

❑ Verify all engine systems using the gauges ❑ Let outboard engines idle in NEUTRAL for five

minutes before leaving the dock

2-7

Section 2 Boat Operation

Shift and Throttle Control

Boat direction, boat speed, and close-quarter maneuvering are controlled by the dual-lever control. The dual-lever control includes gear selection, engine speed, and engine trim angle functions. Additional detailed information about your dual-lever control is covered in the engine operator’s manual.

Shifting

• Each shift lever controls gear selection for one engine. The shift lever must be in NEUTRAL before starting the engine. The engine will not start if the shift lever is in FORWARD or REVERSE.

• The engines must be running before you shift into FORW ARD or REVERSE.

• From NEUTRAL, move the shift lever forward to select FORWARD gear.

• From NEUTRAL, move the shift lever backward to select REVERSE gear.

• Never shift directly from FORWARD to REVERSE without pausing in NEUTRAL.

• Never shift directly from REVERSE to FORWARD without pausing in NEUTRAL.

! CAUTION

Shifting the engines from FORWARD to REVERSE at any boat speed above idle can cause catastrophic engine damage. This engine damage can include gearcase failure or water ingestion.

Neutral Throttle

• The dual-lever control has a neutral throttle feature. Depress the Throttle Only button and move the shift lever forward to increase engine speed in NEUTRAL. The warning horn will beep and the red NEUTRAL LED will flash, indicating that the neutral throttle feature is selected.

• Move the shift lever back to NEUTRAL to disengage the neutral throttle feature.

2-8

Boat Operation Section 2

Speed Control

• Move the shift lever forward from the FORWARD gear detent to increase engine speed in forward gear.

• Move the shift lever backward from the REVERSE gear detent to increase speed in reverse gear.

Engine Trim

! WARNING

Certain combinations of engine trim angle, boat operating angle, and boat speed can reduce your forward-facing visibility. Reduced operator visibility can contribute to collisions, causing serious injury or death.

Trimming your engines down or in is best for acceleration and carrying heavy loads. The boat ride tends to be slower and wetter, and the boat might bow steer.

Trimming your engines up or out increases boat performance and fuel economy. Excessive trim angle will reduce boat performance. Excessive trim angle might cause propeller ventilation and engine over-speed alarms.

! WARNING

Excessive engine trim angle can cause the boat to “porpoise” or bounce. Porpoising can reduce operator control and visibility, resulting in unsafe boat operation.

2-9

Section 2 Boat Operation

You must determine the correct engine trim adjustments through experimentation or experience, based on your mission loads and operating conditions.

• Adjusting engine trim angles can affect ride comfort and boat performance. 4° “bow up” is an average setting for boat operating angle.

• Adjusting engine trim angles can compensate for uneven boat loading and some weather conditions.

• Typically, your dual-lever control will have three engine trim switches located on the port control lever.

• The center trim switch moves both engines at the same rate to change general boat operating angle.

• The left and right trim switches are used to change the trim angles of the port and starboard engines individually. This function allows you to synchronize engine trim angles or compensate for changes in boat load distribution and some weather conditions.

! CAUTION

Do not trailer your boat with the engines in their fully tilted position.

! CAUTION

Center the engines before tilting to avoid contact with any special towing equipment on your boat.

2-10

Boat Operation Section 2

Engine Gauges

Your boat might be equipped with a number of dashmounted gauges that display the condition of various engine systems.

The gauges power up when the engine ignition switch is turned to the ON position.

The engine gauges are illuminated for nighttime operation. The brightness of the gauge lights is controlled by the dimmer switch located on the helm station switch panel.

Review this general information about each gauge. Refer to the engine operator’s manual for detailed

information about the gauges and their functions.

Tachometer

The tachometer displays engine speed in revolutions per minute (RPM). You can take the gauge reading on most tachometers and multiply by 1,000 to calculate engine speed. You can use engine RPM to influence fuel consumption, adjust boat performance, and evaluate propeller selection.

Some tachometers are driven by a signal from the engine’s battery charging system. If your engine is running and the tachometer is reading zero, you might have a charging system problem.

! CAUTION

Never allow your engines to exceed the maximum RPM listed in the engine operator’s manual. Excessive RPM will cause extensive engine damage.

2-11

Section 2 Boat Operation

Hour Meter

The hour meter records cumulative hours of engine operation. The hour meter powers up when the engine ignition switch is turned to the ON position.

Always turn the engine ignition switch to the OFF position when the engine is secured from service. The hour meter will continue to count time when the engine is not running if the ignition switch is left in the ACC or ON position.

The engine operating hours can be used to schedule periodic maintenance for the boat and the engine.

Fuel Gauge

The fuel gauge powers up when the starboard engine ignition switch is turned to the ON position. The fuel gauge displays the approximate fuel level in the fuel tank.

The correlation between the gauge reading and fuel load is approximately linear from FULL to ¼ FULL. The accuracy of the fuel level reading decreases below ¼ FULL because of the tank’s profile.

The most accurate reading is obtained when the boat is at rest and level.

! CAUTION

The fuel gauge reading is approximate. Verify the gauge reading using other methods. Be conservative when estimating fuel on-board.

2-12

Boat Operation Section 2

Water Pressure Gauge

The water pressure gauge displays the pressure in the engine’s cooling system. The gauge’s unit of measure is pounds per square inch (PSI).

The water pressure gauge is a good indicator of cooling system condition. Notice the readings at various engine RPM and watch for any variation.

Refer to the engine operator’s manual for PSI ranges for your engine.

! CAUTION

If the water pressure reading drops significantly while the boat is on plane, stop the boat immediately. Check the engine’s water intakes and cooling system. If the engine is overheating, continued operation could cause extensive damage.

Voltmeter

Each outboard engine has an alternator that charges its starting battery when the engine is running above idle speed. The voltmeter displays engine battery voltage measured in DC volts (VDC).

These readings indicate that engine battery systems are in good condition:

• Key OFF: 0 volts

• Key ON, engine not running: 12 volts

• Engine running above idle: 14½ volts

Refer to the engine operator’s manual for additional detailed information about the engine charging systems.

2-13

Section 2 Boat Operation

Trim Gauge

The trim gauge measures the engine’s angle position relative to the boat’s transom. The first 15° of movement is the engine’s trim range. The additional engine movement is referred to as the tilt range. Engine movement through the tilt range does not register on the trim gauge.

The trim gauge displays this value as relative Bow Up or Bow Down.

It takes specific experience with each boat/engine/propeller combination to identify the best engine trim settings for certain conditions. Remember that either extreme of the trim range is usually inefficient.

Generally, engine trim IN is good for acceleration and load carrying. Engine trim OUT is good for speed and fuel efficiency.

Refer to the engine operator’s manual for detailed information about the engine trim systems.

2-14

Boat Operation Section 2

SmartCraft Vessel View® System

Your boat might be equipped with Mercury Marine’s SmartCraft Vessel View boat and engine information system. The Vessel View color LCD display is mounted on the control console, directly above the steering wheel. The Vessel View system powers up when either engine main ignition key switch is turned to the ON position.

The Vessel View system is a comprehensive boat and engine information center that continuously monitors and reports detailed information about your boat, your engines, and your boating environment. Your Vessel View system is networked with the boat’s GPS to provide detailed operational information such as navigation, speed over ground, and fuel to destination.

Your Vessel View system has a user-friendly interface that is controlled by seven buttons and a track pad. These controls allow you to calibrate and control all of the information reports and formats.

The Vessel View information reports are grouped into four categories.

• Propulsion includes all engine systems information

• Vessel includes information about fuel use, tank levels, generators, and air conditioning

• Environmental includes information about water depth, navigation, and GPS

• Setup includes screens related to calibration, dis- play, and setup

The Vessel View system reports warnings using five levels of graphical icons. The icons change appearance as the warnings become more critical.

Refer to the SmartCraft Vessel View operation manual in your owner’s bag for detailed information about the setup and operation of this important system.

2-15

Section 2 Boat Operation

Propellers

Your outboard engines are equipped with propellers of a tested size and design to provide best engine and boat performance.

Refer to the engine operator’s manual for detailed information about propeller designs and the correct propeller selection method.

! CAUTION

Never use propellers that allow the engines to operate outside of their recommended RPM range at full throttle. Extensive engine damage can occur.

You should always carry a spare propeller, propeller hardware, and propeller wrench on-board. Universal propeller wrench P/N 1964627 is available from Boston Whaler. You should replace your propeller when it becomes damaged to avoid additional damage to the engine.

! WARNING

To prevent the engine from starting accidentally, turn the correct engine battery OFF-ON switch to the OFF position before changing a propeller.

In some situations, you might want to change the propellers to give your boat slightly different performance characteristics. Changes to your boat’s configuration, such as additional equipment or adding bottom paint, can affect the type and size of propellers required.

2-16

Boat Operation Section 2

Reducing propeller pitch and diameter will increase

acceleration and load carrying capability, with a slight decrease in top speed. It will also increase the engine’s full-throttle RPM at a rate of about 150 RPM per inch of pitch change.

Increasing propeller pitch and diameter will decrease acceleration and might increase top speed. It will also decrease the engine’s full-throttle RPM at a rate of about 150 RPM per inch of pitch change.

Your boat might be equipped with one engine that is counter-rotating, which means that the port propeller rotates in a counter-clockwise direction while in forward gear when viewed from behind the boat. Counter-rotating propellers have significant advantages for the boat operator. They improve slow-speed maneuverability, help cancel engine torque, reduce steering effort, and help carry extra weight.

! CAUTION

Mismatching propellers on a pair of counterrotating outboard engines could cause a loss of directional control and could result in catastrophic gearcase failure.

If you are considering a propeller change, the type, pitch, and diameter should be discussed with an authorized outboard servicing dealer.

Refer to the engine operator’s manual for detailed information about propellers.

2-17

Section 2 Boat Operation

KC-1521

Maneuvering

Maneuvering this boat requires experience and a high level of skill. Always operate any boat within the limits of your experience. If you do not have this experience, ask someone to instruct you or gain experience through experimentation under controlled conditions.

If you do not have this experience, do not operate this boat under high-risk conditions, such as:

• Heavy wind or current

• High-traffic areas

• Mission-related time limitations

• Confined or restricted areas

• Carrying hazardous cargo

• Compromised boat or engine systems

Always follow established boating regulations and directions from boating law authorities when maneuvering or underway. Always maneuver around objects, docks, and other boats at idle speed.

Always evaluate the wind strength, wind direction, current strength, and current direction as you maneuver. If possible, approach a dock or another boat moving into the wind or current.

Always keep your crew informed and prepared. Have mooring lines and fenders in place before you reach the dock.

2-18

Boat Operation Section 2

At idle speed, you can control boat direction and position by engine gear selection alone. With both outboard engines facing straight ahead:

• You can rotate the boat to port by shifting the starboard engine into FORWARD and the port engine into REVERSE.

• You can rotate the boat to starboard by shifting the port engine into FORWARD and the starboard engine into REVERSE.

Above idle speed in FORWARD, you can control boat direction with the steering wheel:

• Turn the steering wheel in a counter-clockwise direction to turn to port.

• Turn the steering wheel in a clockwise direction to turn to starboard.

You can use the engine throttles to greatly increase boat response while performing certain slow speed turning maneuvers. To turn quickly to port or starboard at slow speed, turn the steering wheel in the direction you want to go. After you have turned the steering wheel, increase the engine speed and the boat will turn quickly. It is important to turn the steering wheel before you increase engine speed, because the boat will accelerate in the direction it is steered.

Backing down, you can control boat direction with the steering wheel:

• Turn the steering wheel in a counter-clockwise direction to back down to port.

• Turn the steering wheel in a clockwise direction to back down to starboard.

2-19

Section 2 Boat Operation

Load Distribution

Placement and concentration of non-permanent loads in a boat can affect boat performance and crew safety. Refer to Boat Load Capacities in Section 1 of this manual for additional information.

! WARNING

Improper operation, excessive loading, improper load distribution, and mismatching loads to existing conditions can contribute to boat swamping or capsizing. These situations can result in serious injury or death.

Follow these guidelines for non-permanent loads:

• Never exceed the capacity limits listed in this manual.

• Consider reducing these capacity limits during emergencies, special operations, and severe weather.

• Never concentrate a heavy load in one small area.

• Equipment and people are considered part of your non-permanent load.

• Distribute any non-permanent load or cargo evenly, front-to-back and port-to-starboard.

• The center of the non-permanent load distribution should be in the center of the boat.

• Do not allow your non-permanent loads or cargo to shift unexpectedly. Always secure non-permanent loads and cargo with netting, tie-down straps, lines, and appropriate deck hardware.

• You must be prepared to adjust the load distribution as operating conditions change.

2-20

Boat Operation Section 2

Boat Trim Tabs

Your boat is equipped with Lenco® electro-mechanical trim tabs. The trim tab control switches and LED indicator lights are located on the control console face.

Using the boat trim tabs properly requires experience and skill. Always operate any boat system within the limits of your experience. If you do not have this experience, ask someone to instruct you or gain experience through experimentation under controlled conditions.

! WARNING

The boat’s attitude and steering effort can react very quickly to changes in trim tab position. Adjust trim tab deployment in small increments to avoid loss of boat control.

You can use the boat trim tabs to:

• Adjust for uneven load distribution

• Adjust for strong crosswinds

• Adjust for changing weather conditions

• Trim the boat fore and aft

• Trim the boat port and starboard

• Improve ride smoothness

• Improve boat performance

The electro-mechanical cylinders and trim tabs are located on the lower portion of the boat’s transom.

The trim tab control box senses switched 12 VDC at the starboard engine main ignition key switch.

• The trim tab system will only operate when the starboard engine main ignition key switch is ON

• The trim tabs will automatically retract when the starboard engine main ignition key switch is turned OFF

2-21

Section 2 Boat Operation

Operation

The trim tab switch panel is labeled and wired to make tab operation simple. When operating the trim switches, think of how you want the bow of the boat to move to properly trim the boat.

To lower the port side of the bow, push the left switch forward. This lowers the trim plane on the starboard side of the transom.

To lower the starboard side of the bow, push the right switch forward. This lowers the trim plane on the port side of the transom.

To evenly lower or raise the bow of the boat, you can push both switches in the same direction at the same time. To evenly lower the bow, push both switches forward. To evenly raise the bow, push both switches back.

The Lenco switch panel includes two LED segment bars that represent the relative position of both trim tabs. When you lower one or both of the trim tabs, the LED segment bars will extend to indicate that the trim tabs are moving down. When you raise one or both of the trim tabs, the LED segment bars will retract to indicate that the trim tabs are moving up.

! CAUTION

The trim tabs will automatically retract when the starboard engine main ignition key is turned OFF. Make sure that both trim tabs are fully retracted before you put the boat on a trailer, cradle, or boatlift. Contact with the trim tabs can cause serious damage to the tabs and boat.

Refer to the Lenco operator’s manual for detailed information about system operation and maintenance.

2-22

Boat Operation Section 2

Stopping Procedure

Use the following checklist at the end of each mission to verify that the appropriate boat systems are configured for a short period of non-use at the dock.

If you are not going to use the boat for a long period of time, refer to Off-Season Storage in Section 6.

❑ Put both engine control levers in NEUTRAL ❑ Secure the boat. Deploy fenders and fender

boards.

❑ Turn the main engine key switches to the OFF

position

❑ Verify that the boat trim tabs are fully retracted ❑ Power down all electronic equipment following

manufacturer’s instructions

❑ Center the outboard engines before tilting to

avoid contact with any special towing equipment

❑ Raise the engines to full Tilt Up position and

engage tilt locks

❑ Turn engine battery OFF-ON switches to OFF

position

❑ Turn house battery OFF-ON switch to OFF posi-

tion

❑ Remove battery OFF-ON switch knobs if appro-

priate

❑ Configure scupper extension tubes. Refer to

High-capacity Scuppers in Section 4.

❑ Bilge pump has an uninterruptible power supply

to support automatic operation

❑ Verify bilge pump rocker switch is in the AUTO

position

❑ Connect and activate shore power, if appropriate ❑ Verify shore power polarity

! CAUTION

Keep the bilge pump switch in the AUTO position anytime the bilge drain plug is in place, whether the boat is in the water or on a trailer. Keeping the switch in the AUTO position allows the system to sense rainwater or melting snow that might accumulate in the bilge.

2-23

Section 2 Boat Operation

Trailering

If Boston Whaler supplied the trailer for your boat, it is designed specifically for your boat and it is commercial-grade. The trailer construction is heavy-duty and it exceeds the capacity requirements for your boat. This trailer might be equipped with additional upgrades to suit your mission.

Regulations controlling trailer equipment and manufacture vary from place to place. You must verify that your trailer meets the laws and transportation regulations in the states or countries where you use it.

Refer to the trailer owner’s manual for detailed information about the operation and maintenance of this trailer.

! CAUTION

Do not trailer your boat with the engines in their fully tilted position.

! CAUTION

Center the engines before tilting to avoid contact with any special towing equipment on your boat.

2-24

Boat Operation Section 2

If you supplied the trailer for your boat, you must verify that the trailer’s design is adequate for your boat.

Review these guidelines when evaluating a customersupplied trailer:

• The trailer’s net carrying capacity must exceed the weight of the boat in its fully-loaded condition

• Construction materials must suit your operating environment

• The trailer should have torsion axles

• All trailer equipment (brakes, tires, winch, straps, etc.) should be heavy-duty

• Trailer bunks must be continuous and as long as possible

• Trailer bunk contact angle must match the hull deadrise angle

• Trailer bunks must be parallel with the boat centerline and must not touch any lifting strake

• Trailer should be equipped with a barge stop to support the boat’s bow

• Trailer bunks must not be segmented or swivel

• Trailer must not be an “all-roller” design

• Trailer must not support boat weight at any single, concentrated point such as a keel roller

! CAUTION

Transporting your boat on a sub-standard trailer can cause serious, permanent damage to the hull. This type of hull damage is considered “improper storage” and is not covered under the BCGP limited commercial warranty.

2-25

Section 2 Boat Operation

Safety Checklist

Use the following safety checklist to verify that your boat, trailer, and towing vehicle are in good condition. Use this checklist each time you prepare for a mission. Resolve any issues before beginning your mission.

❑ Trailer maintenance log is current ❑ Tow vehicle gross combined weight rating

(GCWR) must exceed combined weights of your tow vehicle, boat, and trailer

❑ Tow vehicle is in good condition ❑ All gear and equipment in boat is secured ❑ Outboard engines supported by trailering locks ❑ Boat correctly positioned on trailer bunks ❑ Winch cable tight and locked ❑ Bow safety cable attached ❑ Bow tie-down link secured ❑ Stern tie-down straps secured ❑ Trailer surge or electric brakes operational ❑ Trailer tires and spare in good condition ❑ Tire pressures are correct ❑ Lug nuts are correctly tightened ❑ Wheel bearings lubricated and functional ❑ Trailer pintle or coupler securely attached to tow

vehicle

❑ Trailer safety cables attached to tow vehicle

using criss-cross pattern

❑ Trailer brake emergency actuator chain attached

to tow vehicle

❑ Trailer light connector plugged in to tow vehicle ❑ Trailer clearance, brake, and turn signal lights

operational

❑ Trailer jack completely retracted and caster

wheel removed if possible

Refer to the trailer owner’s manual for detailed information about maintenance procedures and service specifications.

2-26

Boat Operation Section 2

Towing

! WARNING

Tow veh icle GCWR must exceed the combined weights of your tow vehicle, boat, and trailer. Overloading the tow vehicle is unsafe and could cause loss of vehicle control.

Towing your boat on a trailer requires experience and skill. Always operate a towing vehicle within the limits of your experience. If you do not have this experience, ask someone to instruct you or gain experience through experimentation under controlled conditions.

When maneuvering on streets or highways, always remember that the boat and trailer have at least doubled the effective length and weight of your tow vehicle. Follow these guidelines when towing:

• Always use common sense when trailering a boat

• Operate your tow vehicle well within the existing traffic regulations

• Pay close attention to road and weather conditions

• Always avoid traffic situations where rapid acceleration or deceleration is required

• Double the standard following distance for your vehicle speed

• Always be aware of traffic conditions around you

• Identify any possible “blind spots” behind or on either side of your trailer

• Plan ahead and check your mirrors carefully when changing lanes, stopping, or turning

• Always signal your intentions well in advance of a lane change or a turn

• Make very wide turns. Your trailer will not follow the path of your tow vehicle tires

• Stop periodically to check the condition of the trailer, boat, and tow vehicle

2-27

Section 2 Boat Operation

KC-1737

KC-1801

Backing

Backing a trailer requires experience and skill. Always operate a towing vehicle within the limits of your experience. If you do not have this experience, ask someone to instruct you or gain experience through experimentation under controlled conditions.

Follow these guidelines when backing your trailer:

• Have a spotter outside the vehicle to assist with instructions

• Check your mirrors constantly

• Always know where the boat is in relation to any fixed objects

• Never accelerate in reverse. Back up slowly!

• When the trailer is straight behind the tow vehicle, the rear of the trailer will move opposite the direction that you turn the steering wheel

• If you turn the steering wheel clockwise, the trailer will move to the left

• If you move the steering wheel counter-clockwise, the trailer will move to the right

• Half way through the turn, adjust the steering wheel to follow the trailer through its turn

• Do not allow the trailer to turn so sharply that the trailer or boat hits the tow vehicle

2-28

Boat Operation Section 2

Lifting and Slinging

Safety Warnings

! WARNING

Verify that the lifting equipment, spreader bars, slings, and attaching hardware are professionally certified to a working load of at least 7,600 pounds (3447 kg) with a safety factor of five. Failure of any lifting component could cause extensive damage to the boat, serious injury, or death.

! DANGER

Never allow anyone to be in the boat or under the boat while you are lifting it. A mist ake in the lifting procedure or a component failure could cause serious injury or death.

! DANGER

Inspect all lifting equipment for signs of wear or fatigue each time you lift the boat. Re-certify or replace the lifting equipment annually. Failure of any lifting component could cause serious injury or death.

! WARNING

Never use the boat’s bow eye, stern eyes, cleats, or railings as attachment points to lift this boat. Failure of these items during lifting could cause extensive damage to the boat, serious injury, or death.

! CAUTION

Before you lift your boat, inspect the bottom to determine if there are any thru-hull transducers installed. Contact between lifting gear and a transducer will cause immediate, extensive damage to the transducer and the hull.

2-29

Section 2 Boat Operation

Integral Lifting Eyes

Your boat might be equipped with integral lifting eyes.

These integral lifting eyes are only available as a factory-installed option.

Your hull would have a special lamination schedule and aluminum plate inserts to distribute the lifting load. If your boat has integral lifting eyes that were installed by the factory, you may use them as attaching points to lift your boat.

If you use the integral lifting eyes to move the boat, attach a four-point harness that is professionally certified to a working load of at least 7,600 pounds (3447 kg) with a safety factor of five. Your boat might have been shipped with a Boston Whaler lifting sling set that meets all manufacturer requirements for lifting this boat.

To provide a 5° bow-up angle during lifting, the front two straps are slightly longer than the rear two straps. The front two straps are marked FORWARD and rear two straps are marked REAR.

Attach at least two guide lines to control the boat while it is being lifted.

! DANGER

Never allow anyone to be in the boat or under the boat while you are lifting it. A mistake in the lifting procedure or a component failure could cause serious injury or death.

! CAUTION

Lift sling angles must always be greater than 60° from the deck, measured in any direction. Lift sling angles less than 60° will multiply the lifting forces and will damage the integral lifting eyes and the boat.

Move the boat slowly.

2-30

Boat Operation Section 2

Slings

You can use a spreader bar and slings to lift your boat. The system must be professionally certified to a working load of at least 7,600 pounds (3447 kg) with a safety factor of five. The slings must be a wide, flat, belted design to distribute the load and protect the boat.

Position the spreader bar and slings to lift the boat evenly. The boat’s longitudinal center of gravity (LCG) is approximately 87 inches (221 cm) forward of the transom. Position the slings so they do not contact any thru-hull fittings on the sides or bottom of the boat.

Protect the collar with carpet during the lift. Attach at least two guide lines to control the boat while it is being moved.

! DANGER

Never allow anyone to be in the boat or under the boat while you are lifting it. A mist ake in the lifting procedure or a component failure could cause serious injury or death.

Move the boat slowly.

2-31

Section 2 Boat Operation

Forklift

You can use a large marine forklift to move your boat. The forklift must be professionally rated to a working load of at least 7,600 pounds (3447 kg) with a safety factor of five. Adjust the forks to lift the boat evenly. The forks must not contact any thru-hull fittings on the bottom of the boat.

! DANGER

Never allow anyone to be in the boat or under the boat while you are lifting it. A mistake in the lifting procedure or a component failure could cause serious injury or death.

Move the boat slowly.

2-32

Fuel Systems Section 3

Safety Warnings

! WARNING

Inspect your fuel system and fuel tank before each mission. Correct the cause of any gasoline leak immediately . Ventilate the area to eliminate gasoline vapor before energizing any 12 VDC electrical circuits or starting the outboard engines.

! DANGER

Leaking gasoline is a fire and explosion hazard. Gasoline vapor is extremely flammable and highly explosive under certain conditions. Correct the cause of any gasoline leak immediately.

! WARNING

This fuel system is not designed to support an automatic “hands free” fuel nozzle. Never use an automatic fuel nozzle to fill this tank and never leave a fueling process unattended.

! WARNING

The components in your boat fuel system are designed to work with automotive gasoline containing up to 10% ethanol, by volume. Using automotive gasoline with higher concentrations of ethanol will damage boat fuel system components and might cause fuel leaks.

! CAUTION

Carefully follow the engine manufacturer’s recommendations when selecting gasoline for your outboard engines. Using non-recommended fuels can cause serious engine damage and might void your engine warranty.

! CAUTION

Gasoline and oil spills are a safety hazard and can contaminate the marine environment. Never allow gasoline or oil to be discharged into the water.

3-1

Section 3 Fuel Systems

General Description

Read and understand all the fuel-related information and warnings in this section and in your outboard engine operator’s manual.

Your boat is equipped with a built-in gasoline fuel system. The fuel system includes a single, centerline fuel tank. The fuel tank is manufactured from marinegrade 5052-H32 aluminum alloy and it is installed in the mid-bilge area. The fuel tank has a manufacturer’s compliance label next to the fuel level sending unit. The compliance label includes information about tank capacity, construction materials, and date of manufacture.

Your fuel system is designed to meet the diurnal emissions requirements outlined in ABYC Standard H24.18.4.1 and in Code of Federal Regulations (CFR) Title 40, sub-parts 1045 and 1060. These design elements work to limit liquid and hydrocarbon emissions from your on-board gasoline fuel system.

The fuel tank working capacity is 150 gallons (568 liters).

The fuel tank has an electric sending unit that sends fuel level readings to the fuel gauge at the helm station.

The fuel tank has a separate fuel withdrawal tube for each outboard engine. Each fuel withdrawal tube has a manual fuel shutoff valve. You can use these valves to stop fuel flow during storage, during fuel system servicing, or in the event of an on-board fire.

The fuel valve is in the ON position when the lever is parallel with the valve body and the fuel valve is in the OFF position when the lever is perpendicular to the valve body.

The Fuel System Diagram in this section shows locations of the fuel tank, fuel fill, fuel tank vent, fuel level sending unit, fuel withdrawal tubes, fuel shutoff valves, fuel filters, and certain emission system components.

3-2

Fuel Systems Section 3

The fuel fill and catch plate assembly is located on the forward step, just to the right of centerline. This assembly has an integral feature that will catch incidental amounts of liquid gasoline that might spill during the fueling process. This incidental gasoline will be directed overboard through a fuel drain hose and drain fitting. This system complies with ABYC standard H-24, subsection 24.17.2, and will control gasoline spilled at a rate of 5 GPM (18,9 lpm) for a period of five seconds.

The fuel fill cap and fill hose are equipped with a flowcontrol valve that will not allow liquid gasoline to escape from the fuel fill cap during normal fueling operations.

The fuel tank vent is located in the fuel fill and catch plate assembly. The fuel tank venting system is equipped grade level valves that keep liquid fuel from entering the vent hose. The fuel tank venting system is also equipped with a carbon canister which reduces hydrocarbon emissions (HC).

! WARNING

Do not allow any liquid gasoline to enter the boat or accumulate in the bilge. Liquid gasoline is a fire and explosion hazard. Gasoline vapor is extremely flammable and highly explosive under certain conditions.

3-3

Section 3 Fuel Systems

Fuel System Diagram

3-4

Fuel Systems Section 3

1 Canister, carbon, vent 2 Vent, fuel tank 3 Fuel fill and catch plate assembly 4 Hose, fuel vent 5 Hose, fuel fill 6 Valve, fuel level vent 7 Valve, flow-control 8 Tank, gasoline, 150 gallons (568 liters)

9 Sender, fuel level 0 Cap, fuel sounding, manual (optional) A Label, manufacturer compliance B B C D E

Tube, fuel withdrawal (2) Valve, fuel shutoff (2) Valve, grade level vent Hose, fuel distribution, USCG A1 Filter, gasoline, Racor (2) (optional)

3-5

Section 3 Fuel Systems

Contaminated Gasoline

Water from condensation and sediment from contaminated gasoline can collect in your fuel tank. Contaminated gasoline can damage boat fuel system components, corrode fuel tanks, clog fuel filters, and damage your engines’ fuel systems.

Your fuel filter inspection and servicing routine is directly related to the quality and quantity of gasoline that you take on-board. You should check the fuel filter sight bowls for evidence of moisture before and after every mission.

Refer to Blended Fuels in this section for more information about water in gasoline.

Use your fuel stripping pump to sample the gasoline for evidence of moisture or particulate contamination. Adjust the boat angle so that the lowest portion of the fuel tank is below the sounding hole. If possible, let the gasoline “rest” for 30 minutes before sampling. Pump the sample gasoline into a clean container and inspect for moisture or particulate contamination. Dispose of the test sample following all state and federal regulations.

Refer to Fuel Stripping Pump in this section for detailed information about this service procedure.

If the test sample shows evidence of moisture or particulate contamination, consult a professional tankcleaning contractor about having your fuel tank pumped out and cleaned.

Verify that the contractor is fully licensed and that he can dispose of the contaminated gasoline following all state and federal regulations.

! WARNING

3-6

Fuel Systems Section 3

Racor® Gasoline Filters

Your boat might be equipped with two Racor® 320RRAC-01 gasoline filters. This filter features a waterseparating 10-micron filter element, a replaceable spin-on canister, and a clear bowl to help detect water in your fuel.

Your inspection and servicing routine is directly related to the quality and quantity of gasoline that you take onboard. You should check the sight bowls for evidence of moisture before and after every mission.

Refer to Blended Fuels in this section for more infor- mation about water in gasoline.

Replace the filter elements on this schedule, whichever happens first:

• Every 100 operating hours

• Annually

• Noticeable engine performance loss

! WARNING

Follow the manufacturer’s recommendations exactly when servicing these filters to avoid engine damage or fuel leaks. Refer to the manufacturer’s instruction booklet in your owner’s bag for detailed information about these service procedures.

! WARNING

3-7

Section 3 Fuel Systems

Fuel Gauge and Sending Unit

The fuel tank has a sending unit that sends fuel level information to the electric fuel gauge installed in the control console. The fuel level sending unit is an ISSPRO 14-inch unit. The sending unit is fully electronic and compatible with Mercury Marine’s SmartCraft gauge system. The sending unit generates a fuel level signal ranging between 240 ohms (empty) and 33 ohms (full).

The fuel gauge powers up when the starboard engine main ignition key switch is turned to the ON position. The fuel gauge displays the approximate fuel level in the fuel tank. The correlation between the gauge reading and fuel load is approximately linear from FULL to ¼ FULL. The accuracy of the reading decreases below ¼ FULL because of the tank’s profile.

The most accurate fuel level reading is obtained when the boat is at rest and level.

! CAUTION

The fuel gauge reading is approximate. Confirm the gauge reading using other methods. Be conservative when estimating fuel on-board.

3-8

Fuel Systems Section 3

Fuel Level Sounding

Your centerline fuel tank might be equipped with a system that allows you to manually sound the tank to determine fuel on-board. You can use this system as a back-up in case of electrical malfunctions or as a method to confirm the electric fuel gauge reading.

You can access the fuel tank and sounding cap through the deck access plate just forward of the leaning post. Refer to the Fuel System Diagram in this section for exact location. The boat must be at rest and level before you remove the sounding cap.

! WARNING

Do not attempt to remove the sounding cap if the boat is in motion. Spilled liquid gasoline is a fire and explosion hazard. Gasoline vapor is extremely flammable and highly explosive under certain conditions.

Review Fueling Procedures in this section and understand all of the safety-related information before proceeding with this fuel sounding operation.

Remove the cap and integral sounding rod. The sounding rod has incremental markings to help you determine your fuel on-board.

Follow these guidelines when reinstalling the sounding cap:

• DO NOT over-tighten the sounding cap.

• DO NOT use tools to reinstall the cap.

• Confirm that no liquid gasoline is around the sounding cap after five minutes of boat operation.

3-9

Section 3 Fuel Systems

Fuel Stripping Pump

Your boat might be equipped with a system that allows you to manually strip gasoline and possibly water from the bottom of the fuel tank.

Refer to Contaminated Gasoline in this section for detailed information about the risks related to taking on gasoline that might contain ethanol or might be contaminated.

The manual fuel stripping pump supplied with this boat is designed to work through the fuel tank sounding port. The boat must be at rest and level before you remove the sounding cap.

! WARNING

Adjust the boat angle so that the lowest portion of the fuel tank is below the sounding hole. If possible, let the gasoline “rest” for 30 minutes before sampling. Install the pump so the pickup foot is touching the bottom of the tank. Pump the sample gasoline into a clean container and inspect for moisture or particulate contamination. Dispose of the test sample following all state and federal regulations.

Carefully remove the stripping pump. Remove all residual fuel from the stripping pump and reinstall the sounding cap following these guidelines:

• DO NOT over-tighten the sounding cap.

• DO NOT use tools to reinstall the cap.

• Confirm that no liquid gasoline is around the sounding cap after five minutes of boat operation.

3-10

Fuel Systems Section 3

Fill and Vent Locations

The Fuel System Diagram in this section shows loca- tions of the fuel tank, fuel fill, fuel tank vent, fuel level sending unit, fuel withdrawal tubes, fuel shutoff valves, fuel filters, and certain emission system components.

The fuel fill cap and fill hose are equipped with a flowcontrol valve that will not allow liquid gasoline to escape from the fuel fill cap during normal fueling operations.

! WARNING

3-11

Section 3 Fuel Systems

Bonding System

A green #8 awg insulated copper wire forms a common bond among the fuel tank, the fuel fill and catch plate assembly, and the bonding plate on the hull.

Maintenance

Check the bonding system periodically to assure that the wire and connections are not broken or damaged. You can verify the integrity of the system by checking for continuity with an ohmmeter or continuity light between the grounding plate and the fuel fill assembly. If the meter or light indicates a break in continuity, replace the bonding system wires. After testing, coat all screws and terminals with liquid neoprene.

Repair

The following procedure covers the removal and installation of the bonding system wires. Bonding wires are accessed through the deck access plates and access hatches. Refer to the Fuel System Dia- gram in this section for component locations.

Perform a continuity test as described in Bonding System Maintenance. Remove the screw at each terminal location of the faulty wire. Attach a new wire to the end of the faulty wire and use the faulty wire to pull the new wire into position. Secure the wire to the terminal with a screw. Coat the terminal and screw with liquid neoprene.

3-12

Fuel Systems Section 3

Fueling Procedures

Safety Warnings

! DANGER

Gasoline vapor is extremely flammable and highly explosive under certain conditions. Always stop the engines and never smoke or allow open flames or sparks within 50 feet (15 meters) of the fueling area when refueling.

! DANGER

A discharge of static electricity can ignite gasoline vapor, causing serious injury, death, and destruction of property.

! WARNING

This fuel system is not designed to support an automatic “hands free” fuel nozzle. Never use an automatic fuel nozzle to fill this tank and never leave a fueling process unattended.

! WARNING

! CAUTION

Carefully follow the engine manufacturer’s recommendations when selecting gasoline for your outboard engines. Using nonrecommended fuels can cause serious engine damage and might void your engine warranty.

3-13

Section 3 Fuel Systems

Static Electricity

A discharge of static electricity can ignite gasoline vapor that has accumulated during the fueling process. Use extreme caution when fueling your boat under unusual circumstances such as when the boat is suspended in a boatlift.

Your boat has important safety features and systems that can be defeated by not following standard fueling practices. Under normal conditions, your boat’s bonding system protects it from accumulating and discharging static electricity.

Here are some important guidelines to protect you from static electricity discharge while fueling:

• Always keep your boat in continuous contact with the water or a land-based grounding system during fueling.

• Always keep the fuel nozzle in contact with the fuel fill assembly or the edge of the fuel tank opening during the fueling process. This contact must be continuously maintained until fuel flow has stopped.

• Never fuel your boat under unsafe conditions that could increase the possibility of creating static electricity.

• Only fill portable fuel tanks while on land, never on-board the boat.

• Never use homemade containers as a source of gasoline to fill your tank.

• Only carry gasoline on-board in a UL-approved container or in a portable fuel tank such as those provided with outboard engines.

• Never store portable fuel tanks in living, engine, or mechanical spaces.

3-14

Fuel Systems Section 3

General Guidelines Also follow these important guidelines during fuel-

ing operations:

! WARNING

This fuel system is not designed to support an automatic “hands free” fuel nozzle. Never use an automatic fuel nozzle to fill this tank and never leave a fueling process unattended.

• Shut down outboard engines, motors, and fans before fueling. All possible sources of ignition must be OFF before you begin taking on gasoline.

• Close all ports, windows, doors, hatches, and compartments.

• Extinguish cigarettes, pipes, stoves, and all other flame-producing devices.

• Make sure all power is OFF. Do not operate any electrical switches.

• Never take on gasoline at night, except in welllighted areas.

• Insert fuel nozzle and make sure nozzle is in contact with or grounded against fill pipe before you pump gasoline. This contact must be continuously maintained until gasoline flow has stopped.

• Never exceed a fill rate of 9 GPM (34 lpm). Slow the fill rate to 6 GPM (23 lpm) for the final ¼ of tank.

• DO NOT fill the tank completely. Allow a mini- mum of 2% of tank volume for temperaturerelated expansion. Allow for 6% expansion if the temperature of the gasoline taken on-board is 32°F (0°C) or lower.

• Tighten fuel fill cap completely after fueling.

• Wipe up any spillage completely and dispose of rags or waste on-shore following all state and federal regulations.

• Ventilate the general area to eliminate any signs of gasoline vapor.

3-15

Section 3 Fuel Systems

Hose Routing

Fill Hose Replacement

Removal

Loosen the two hose clamps and remove the fill hose from the elbow at the fuel tank. Remove the clamps from the fill hose.

Loosen the two hose clamps and remove the fill hose from the fuel fill and catch plate assembly. Remove the clamps from the fill hose. Pull the fill hose from under the deck slowly until it is completely free.

Installation

Route the new static-conductive fill hose under the fuel fill and catch plate assembly until it reaches the elbow on the fuel tank.

Transfer the flow-control valve to the new fill hose. Match the original orientation of the valve exactly during installation. Secure the fill hose to the tank elbow with two hose clamps.

Attach the other end of the fill hose to the fuel fill and catch plate assembly and secure with two hose clamps.

! WARNING

3-16

Fuel Systems Section 3

Vent Hose Replacement

Removal

The fuel tank is vented through a fitting on the fuel fill and catch plate assembly.

Loosen the two hose clamps and remove the vent hose from the elbow at the fuel tank. Remove the clamps from the vent hose.

Loosen the two hose clamps and remove the vent hose from the fuel fill fitting. Remove the clamps from the vent hose. Pull the vent hose from under the deck slowly until it is completely free.

Installation

Route the vent hose under the deck until it reaches the vent fitting on the fuel tank. Secure the vent hose to the vent fitting elbow with two hose clamps.

Transfer the carbon canister to the new vent hose. Match the original orientation of the canister exactly during installation. Attach the other end of the vent hose to the vent fitting on the fuel fill and catch plate assembly with two hose clamps.

! WARNING

3-17

Section 3 Fuel Systems

Blended Fuels

! WARNING

Automotive gasoline has contained various oxygenated hydrocarbon compounds as replacements for lead since 1985. These compounds boost the octane rating of gasoline. Two familiar compounds are MTBE and ethanol. Ethanol is now the most common compound since MTBE was identified as a serious polluter of ground water.

Ethanol for gasoline is a highly refined grain alcohol rated at about 200 proof. The U.S. EPA currently allows automotive gasoline to contain up to 10% ethanol, by volume. While E-10 gasoline does not cause significant problems in road vehicles, it does require extra attention when used in your boat.

Follow these rules when using E-10 gasoline in your boat:

• Read and understand all of the fuel-related safety warnings and maintenance procedures outlined in this operator manual.

• Read and understand all of the fuel-related safety warnings and maintenance procedures outlined in your outboard engine operator’s manual.

• Ethanol is hygroscopic, meaning that it attracts and easily mixes with moisture. E-10 gasoline will corrode metal fuel system parts faster than gasoline without ethanol. If you are switching to E-10 gasoline, it can loosen scale and deposits in older fuel systems. Regularly inspect all fuel system components and fuel filters for signs of corrosion and particulate contamination.

3-18

Fuel Systems Section 3

• If E-10 gasoline absorbs enough moisture, it can suffer phase separation. The ethanol and water mixture will fall out of suspension and collect in the lowest parts of the fuel system. The ethanol and water mixture can damage engines, clog fuel filters, and corrode metal fuel system parts. Fuel tanks with E-10 gasoline should always be kept as full as possible to reduce exposure to moisture from condensation and humidity.

• Concentrations of ethanol greater than 10% can change the physical properties of some rubber and plastic fuel system parts such as gaskets, hoses, tanks, and filters. Regularly inspect all non-metal fuel system parts for signs of swelling or deterioration. In some extreme cases, rubber parts such as hoses and gaskets can actually sweat liquid gasoline. Be alert for the odor of gasoline or small droplets of gasoline near these parts.

• Always have fuel system repairs performed by a qualified marine technician.

3-19

Operator Notes

3-20

Boat Systems Section 4

General Description

This section contains general theory and functional information about the boat systems. This information is intended to give you an idea about how each boat system is configured and how it should be used.

The content of this section is based on the most current design and assembly information available at the time of publication. The information and illustrations are general representations of the boat systems, the information is not meant to be used as a detailed parts manual or a service manual.

Certain features, parts, systems, and accessories discussed in this section might not be found on your boat.

This boat and these boat systems should be maintained by an experienced marine technician.

Specific troubleshooting and parts information for each accessory component might be included in the OEM literature contained in your owner’s bag.

4-1

Section 4 Boat Systems

Console Layout

4-2

Boat Systems Section 4

1 Floodlights, 12 VDC 2 Radio, VHF 3 Panel, switch, floodlights 4 T-top 5 Radio box 6 Compass, magnetic 7 Display, navigation 8 Engine instrumentation

9 Panel, switch, helm station 0 Outlet, accessory, 12 VDC A Helm, steering, manual hydraulic B Control, engine, dual-lever C Horn, signal, 12 VDC D Panel, switch, Lenco trim tabs E Panel, switch, battery parallel F Switch, key, engine ignition (2 places) G Switch, engine shutoff, emergency H Storage, batteries, engines & house I Switches, battery, engines & house

4-3

Section 4 Boat Systems

Deck Layout

4-4

Boat Systems Section 4

1 Sampson post, bow (optional)

2 Hatch, access, bow storage

3 Plate, fuel fill & catch

4 Non-skid, collar, painted

5 Cover, tank

6 Hatch, access, storage

7 Plate, access, fuel level vent

8 Handle, six places

9 Plate, access, fuel fill hose 0 Storage, batteries, house & engines A Switches, battery, house & engines B Console, control C Plate, access, fuel shutoff valves D Leaning post with storage E Hatch, access, storage F Hatch, access, aft bilge G Cleat, stern, two places H Collar, air or air-over-foam

4-5

Section 4 Boat Systems

Steering System

The steering system installed in your boat is a Teleflex Sea Star II hydraulic system. This is a manually operated, closed-loop hydraulic system requiring no electrical pumps or motors. The system consists of the following components:

• Steering wheel

• Sea Star II helm pump

• Teleflex hydraulic hoses

• Front-mount steering cylinders

• Aero Shell® #41 fluid

The Sea Star II helm pump is an axial piston pump specifically designed for manual steering. It has a built-in lock valve to prevent the steering load of the engines from feeding back to the boat operator. The lock valve will not allow the outboards to move unless the steering wheel is turned. The lock valve also contains a pressure relief valve which provides over-pressure protection for the mechanical components, the hydraulic hoses, and the fittings.

When the steering wheel is turned clockwise, hydraulic fluid is pumped out of the helm unit, into the starboard hydraulic lines and then into the steering cylinders. As the fluid is pumped into one side of the steering cylinders, an equal volume of fluid is displaced from the opposite side. The steering cylinder bodies move to port. The cylinder bodies are connected directly to the engine steering arms. The engine steering arms also move to port and put the boat into a starboard turn. The fluid displaced from the steering cylinders returns to the helm pump reservoir.

Turning the steering wheel counter-clockwise results in a similar response, but in the opposite direction. When no course correction is required, the lock valve holds the outboard engines in place.

4-6

Boat Systems Section 4

Hydraulic fluid is added to the system through a fill port in the helm pump while air is purged through bleeder tees on the steering cylinders. This manual hydraulic steering system has been filled, purged, and checked for leaks prior to shipment. It is important to check the system for proper engine turning control before putting the boat into service.

Refer to the Teleflex owner’s manual for detailed system component descriptions and maintenance instructions.

Operation

To properly steer and control the movement of the boat, the operator should practice and become familiar with the following procedures.

Going Ahead

The bow turns to starboard when the steering wheel is turned clockwise.

The bow turns to port when the steering wheel is turned counter-clockwise.

The number of revolutions of the steering wheel and the speed of the boat determine the rate of directional change.

Return the steering wheel to the CENTERED position when you turn the engines OFF.

4-7

Section 4 Boat Systems

Going Astern

The steering system has less effect while backing up the boat.

The stern moves to starboard when the steering wheel is turned clockwise.

The stern moves to port when the steering wheel is turned counter-clockwise.

The stern can be made to run straight in reverse by determining the proper rudder angle. Experiment with engine speed and rudder angle to determine this position.

Return the steering wheel to the CENTERED position when you turn the engines OFF.

4-8

Boat Systems Section 4

1 2

Steering System Diagram

1 Port engine 6 Hydraulic hoses

2 Starboard engine 7 Steering wheel

3 Steering cylinder 8 Fill port

4 Tiller arm 9 Helm pump

5 Tie bar

4-9

Section 4 Boat Systems

Navigation Lights

Your boat is equipped with navigation lights for your safety. Regulations state that all boats, regardless of size, must display navigation lights at night.

Your navigation lights let people operating other vessels know the approximate size of your boat and the direction your boat is traveling. Depending on which lights are displayed, they let people operating other vessels know your position while you are underway or anchored.

Your navigation lights must be displayed at night or in low visibility conditions. It is your responsibility to verify that the navigation lights are in working condition and that proper lighting is displayed.

! CAUTION

Installing after-market accessories such as radar domes, arches, and strobe lights can obstruct the navigation lights and decrease their effectiveness. It is your responsibility to comply with regulations regarding the normal operation of the navigation lights.

Operation

Operate your navigation lights using the switch located on the helm station switch panel. It is a three-position rocker switch labeled NAV-ANCHOR.

While underway, move the switch to the NAV position. This turns on the port red, starboard green, and 360° white lights. The red and green lights are located on the T-top roof. The 360° white light is located on a mast.

At anchor, move the switch to the ANCHOR position. This turns on only the 360° white light.

The center position of the rocker switch is the OFF position. No lights are lighted when the switch is in the

OFF position.

4-10

Boat Systems Section 4

Bilge Pump

The bilge pump power circuit is wired directly to the battery side of the port engine battery OFF-ON switch. The bilge pump system has an uninterruptible supply of power that is not affected by the position of the port engine battery OFF-ON switch.

The uninterruptible bilge pump power circuit is protected by a 15-amp blade fuse. The fuse is located in a water-proof holder that is within seven inches of the port engine battery OFF-ON switch.

Your boat has a 1500 gallon per hour (GPH) bilge pump located in the aft bilge. Pump operation is controlled by a rocker switch located on the helm station switch panel and a mechanical float switch located next to the bilge pump. The mechanical float switch senses water in the bilge and will turn on the bilge pump when the rocker switch is in the AUTO position.

The bilge pump and mechanical float switch can be serviced through the deck access hatch just forward of the engines. The bilge pump discharges water through the transom on the starboard side.

! CAUTION

4-11

Section 4 Boat Systems

Operation

The bilge pump is controlled by a two-position rocker switch located on the helm station switch panel. The AUTO switch position supplies power to the mechanical float switch so water is pumped anytime it is detected.

The rocker switch has a red LED indicator that will be lighted anytime the bilge pump is running.

! CAUTION

The MANUAL switch position provides power directly to the bilge pump. When the rocker switch is in the MANUAL position, the bilge pump will run even if there is no water in the bilge.

The rocker switch has a red LED indicator that will be lighted anytime the bilge pump is running.

! CAUTION

The bilge pump will be damaged if it is run continuously when no water is in the bilge.

Maintenance

The bilge pump is a sealed unit and maintenance is very simple. Check the bilge area weekly to make sure there is no debris or sludge that could foul the float switch or clog the pump.

Regularly check the condition of the float switch to verify that it is not stuck in the ON or OFF positions by debris in the bilge.

4-12

Boat Systems Section 4

Battery Parallel Switch

If one of your outboard engines will not start due to low battery voltage, use the emergency battery parallel switch to provide power from the other starting battery.

Push and hold the battery parallel switch ON to either the left or right position. Note this position. Hold the battery parallel switch in the ON position and try to start the engine.

4-13

Section 4 Boat Systems

Trim Tabs

Your boat is equipped with Lenco® electro-mechanical trim tabs. The trim tab system consists of four major components. The switch panel with LED tab indicators is located on the control console. The system control box is located inside the control console. There are also two electro-mechanical actuator assemblies with stainless steel trim planes fastened to the transom.

When the switches are pressed, the trim tabs move into position. Water force on the trim tab surface creates upward pressure, raising the stern and lowering the bow. Properly sized trim tab planes improve the performance of your boat over wider load range, weather, and water conditions.

The switch panel is labeled to make tab operation simple. When operating the trim switches, think of how you want the bow of the boat to move to properly trim the boat.

To lower the port side of the bow, push the left switch forward. This lowers the trim plane on the starboard side of the transom.

To lower the starboard side of the bow, push the right switch forward. This lowers the trim plane on the port side of the transom.

To evenly lower or raise the bow, you can push both switches in the same direction at the same time. To evenly lower the bow, push both switches forward. To evenly raise the bow, push both switches back.

4-14

Boat Systems Section 4

Trim Tab Control Box

The trim tab control box, located inside the control console, operates on power supplied through the accessory fuse block. The trim tab power circuit is protected a 20-amp blade fuse. The trim tab control box senses 12 VDC when the starboard engine ignition key switch is in the ON position.

Because the trim tab control box senses switched 12 VDC at the starboard engine ignition switch:

• The trim tab system will only operate when the starboard engine ignition switch is ON

• The trim tabs will automatically retract when the starboard engine ignition switch is turned OFF

! CAUTION

The trim tabs will automatically retract when the starboard engine is turned OFF. Make sure that both trim tabs are fully retracted before you put the boat on a trailer, cradle, or boatlift. Contact with the trim tabs can cause serious damage to the tabs and the boat.

4-15

Section 4 Boat Systems

Proper Boat Trim

All boats “break over” or get on plane at a particular speed. This speed is determined by load distribution, water conditions, and other factors. Trim tabs allow your boat to plane at speeds below the natural planing speed. By pressing the control to the BOW DOWN position, your trim tabs move down. This will raise your stern and lower your bow, getting the boat on plane sooner.

When learning to use trim tabs, begin by pressing the control switches in ½ second bursts for gradual trimming. A momentary delay occurs from the time you move the control switches to the time the boat reacts. This is normal and varies with boat speed. Be careful not to over-trim the boat. An over-trimmed boat will “plow” or “bow-steer”. If you over-trim the boat, push both trim switches back to raise the bow.

! WARNING

The boat’s attitude and steering effort can react very quickly to changes in trim tab position. Adjust trim tab deployment in small increments to avoid loss of boat control.

Rough Water

When running in chop or heavy seas, press both switches forward to lower the bow elevation. This will bring the “V” of the hull in more contact with the waves and reduce the pounding effect.

! WARNING

Do not over-trim, particularly at high speeds, as the bow will dig in and wave action might cause the boat to veer. While underway, do not move one trim tab significantly farther down than the other, as undesirable listing will occur.

4-16

Boat Systems Section 4

Trim Tabs and Engines

Adjusting the trim tabs in conjunction with the trim function on your outboard engines will give you increased power, speed, and maneuverability. When the boat comes on plane adjust the trim tabs to achieve the desired running attitude of the boat. Then trim the outboard engines up using the trim function on the dual-lever control until the engine propellers are parallel with the surface of the water. If necessary, readjust the trim tabs to fine tune the running attitude of the boat.

Maintenance

Periodically check the condition of the trim tab actuators. The actuators are completely sealed and require no maintenance. However, marine growth should be removed from the actuator shafts by pressure washing.

Cold temperatures do not affect the trim tab system. No winterization procedure is necessary.

In saltwater, to control galvanic corrosion, a zinc anode should be attached to the top of each trim tab. The anode must be in clean, direct contact with the stainless steel trim plane. Do not ground the trim tabs to other underwater metal objects.

Erosion of the anode material is a natural result of its protective responsibility. Replace the anodes when

they have eroded to one-half their original size.

Refer to the Lenco operator’s manual for detailed information about system operation and maintenance.

4-17

Section 4 Boat Systems

Compass

! WARNING

All magnetic compasses are subject to magnetic interference, which can produce errors called deviation. Compass deviation can contribute to inaccurate course plotting and position fixes, placing your crew, your boat, and others at risk.

Deviation

Your magnetic compass is located in line with the helm station, below the operator’s line of sight so it can be easily read during normal boat operation.

The location of your compass has been selected to minimize deviation caused by other equipment installed on the boat. Magnets, ferrous metals, and current-carrying devices are common causes of deviation.

Periodically check the alignment of the compass to verify that it is installed properly and compensated. Compensation is the act of correcting for deviation.

Refer to the compass manufacturer’s literature for detailed information about the compensation procedure.

Variation

It is important to understand that magnetic compasses point toward magnetic north. There is a difference between magnetic north and true north. That difference is called variation. Variation differs depending on your geographical location and can be determined by referring to a local chart.

Night Lighting

The internal red night operation light is connected to the lighting circuit of the engine gauges. The compass night light, like the engine gauge lights, is dimmed using the dimmer switch on the helm station switch panel.

4-18

Boat Systems Section 4

Console Interior Dome Light

Your boat is equipped with a 12 VDC control console interior dome light. The dome light is used to light the interior of the control console for inspection or servicing. It is accessed through the control console door. The OFF-ON switch for the control console interior dome light is located on the light fixture.

The interior dome light circuit is protected by a 2½amp blade fuse located in the accessory fuse block inside the control console.

Turn off the console interior dome light when it is not required to avoid discharging the house battery.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to the control console interior dome light circuit.

Cockpit Lighting

Your boat might be equipped with red cockpit night lighting. The lights are used to illuminate the deck surfaces without creating glare at night. The red cockpit lights are usually installed in pairs where one light would be located on the port side, and one would be on the starboard side. Typically they are located on the interior hull sides under the gunwale boards or ring deck.

To operate the red cockpit lights, turn the COCKPIT LIGHTS switch at the helm station switch panel to the ON position. Each cockpit light fixture also has an OFF-ON switch that is used to control the individual light fixture.

The cockpit light circuit is protected by a 10-amp blade fuse located in the accessory fuse block inside the control console.

Turn off the cockpit lights when they are not required to avoid discharging the house battery.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to the cockpit light circuit.

4-19

Section 4 Boat Systems

Siren & Strobe Light

Your boat might be equipped with a Whelen® flushmount siren and strobe light. The normal mounting location is on the forward side of the console.

Use the siren control head to operate the various strobe, radio, siren, and public address features.

The siren amplifier circuit is protected by a 10-amp blade fuse located in the accessory fuse block inside the control console.

Turn off the siren and strobe features when they are not required to avoid discharging the house battery.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to the siren amplifier and strobe circuits.

Refer to the Whelen operator’s manual for detailed information about the siren and strobe functions.

Floodlights

Your boat might be equipped with one or more 12 VDC floodlights. The floodlights are usually mounted on the T-top frame. You can use the floodlights to illuminate the deck or surrounding water while you are working or doing boarding operations.

Each floodlight is controlled by an OFF-ON rocker switch located on the T-top radio box switch panel. Each floodlight power circuit is protected by a 10-amp blade fuse in the T-top fuse block.

Turn off the floodlights when they are not required to avoid discharging the house battery.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to all of the floodlight circuits.

4-20

Boat Systems Section 4

Signal Horn

Your boat is equipped with a 12 VDC signal horn. The signal horn is mounted on the forward face of the control console. The horn button is on the control console, just to the left of the steering wheel. This signal horn satisfies United States Coast Guard Navigation Rule 36 for signals to attract attention.

The signal horn circuit is protected a 10-amp blade fuse located in the accessory fuse block inside the control console.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to the signal horn circuit.

Battery Status Indicator

Your boat is equipped with a battery status indicator panel. The panel is mounted on the control console face. The panel has a green LED that is lighted anytime a battery switch or a boat accessory circuit is powered and active.

Turn all battery OFF-ON switches to the OFF position before you leave the boat unattended for any period of time. Check to make sure that the battery status green LED is not lighted.

Leaving the boat with the battery status green LED lighted might allow one or more of the batteries to become discharged.

Bilge Pump Special

The only exception to the 12 VDC circuit control described above is the bilge pump system. The bilge pump system has an uninterruptible power supply that originates at the battery side of the port engine battery OFF-ON switch. The bilge pump system is powered and active regardless of the position selected on any of the battery OFF-ON switches.

4-21

Section 4 Boat Systems

Manual Bilge Pump

Your boat might be equipped with a manual bilge pump. You can use the manual bilge pump to augment or temporarily replace the 12 VDC bilge pump.

The manual bilge pump is a Whale Water Systems model BP-4410, rated at 28 gpm (106 lpm). The pump is mounted on the transom, starboard side. The pump handle is stored near the pump. The handle is tethered to the transom to avoid loss overboard.

To operate the manual bilge pump, raise the pump cover, insert the handle, and begin pumping in a portto-starboard motion.

Regularly inspect the manual bilge pump and pickup hose to ensure that they will function during an emergency de-watering procedure.

Raw Water Washdown Pump

Your boat might be equipped with a 12 VDC raw water washdown system. The raw water pump and sea strainer are located in the aft bilge area. The pump and sea strainer can be inspected and serviced through the deck access hatch just forward of the engines.

The washdown pump output can be accessed through the hose fitting located on the port transom rigging box.

The raw water washdown pump is protected by a 15amp blade fuse located in the accessory fuse block inside the control console. The pump is equipped with a pressure switch that activates the pump on demand when the control switch is in the ON position.

Turn off the raw water washdown system when it is not required to avoid discharging the house battery.

Turning the house battery OFF-ON switch to the OFF position at the end of your mission will cut power to the raw water washdown system.

4-22

Boat Systems Section 4

Swimmer’s Ladder

Your boat might be equipped with a boarding block and a provision for a swimmer’s ladder on the port collar, mid-ship. Secure the swimmer’s ladder on its storage rack when you are not using it.

• Check the safety lock latch when using the ladder .

• Never move the boat when the swimmer’s ladder is deployed.

• Always store the ladder when you are not using it.

! DANGER

Never start or operate the engines when people are in the water near your boat. Contact with the boat, engines, or rotating propellers can cause serious injury or death.

Sampson Post

Your boat might be equipped with a Sampson post. The Sampson post is attached to the forward step and it is reinforced with plating inside the step.

• The Sampson post is provided as an attachment point for normal mooring and anchoring operations.

• Never use the forward Sampson post as an attachment point when towing this boat.

• Never use the forward Sampson post as an attachment point when lifting this boat.

Refer to Towing System in this section for detailed information about towing operations.

4-23

Section 4 Boat Systems

Towing System

Your boat might be equipped with a towing system. Towing another boat requires experience and skill. Always operate any boat within the limits of your experience. If you do not have this experience, ask someone to instruct you or gain experience through experimentation under controlled conditions.

! CAUTION

Your towing system is designed to tow another boat of similar displacement at non-planing speeds for an unrestricted period of time.

! DANGER

Never allow personnel to stand near a deployed tow rig. The tow line or a tow component could fail with a high level of energy, causing serio us injury or death.

Towing a Boat

Understand this information before towing another boat:

• Evaluate the condition of the target boat and its crew before beginning a tow operation.

• Remove all non-essential crew from the target boat.

• Make sure that all tow rig components on both boats are of sufficient capacity for the tow.

• Set the tow rig as low and as close to the boat centerlines as possible.

• Take at least one-half turn around the tow bar before you secure the tow line using a series of figure eights.

• DO NOT use any knots to secure the tow line.

• Set engines or rudders on target boat to maintain station behind your boat.

4-24

Boat Systems Section 4

• Keep all crew in both boats clear of the tow rig.

• Keep your tow line clear of your engines and propellers.

• Always avoid shock loading your tow rig and towing system. Never attempt to jerk an excessive load into motion.

• Maintain communications with crew on target boat.

• Continuously evaluate condition of tow rig and target boat.

Being Towed

Understand this information before being towed by another boat:

• Evaluate the condition of your boat before beginning the tow operation.

• Remove all non-essential cargo and crew from your boat.

• Make sure that all tow rig components on both boats are of sufficient capacity for the tow.

• Set the tow rig as low and as close to the boat centerlines as possible.

• Use your boat’s bow eye as the attachment point for the tow rig.

• DO NOT use the bow Sampson post as the towing attachment point.

• Set your engines to maintain station behind the towing boat.

• Keep your crew behind the console, clear of the tow rig.

• Maintain communications with crew on the towing boat.

• Continuously evaluate condition of your boat and the tow rig.

4-25

Section 4 Boat Systems

High-capacity Scuppers

Your boat is equipped with a high-capacity scupper system that includes scupper extension tubes. Your boat is self-bailing under light load conditions when the extension tubes are in the down and free position.

Scupper extension tube deployment is controlled by a lanyard and jamb cleat on each side of the transom.

The normal position for your scupper extension tubes is down and free. Consider raising and locking the scupper extension tubes if you are not on plane and have a very heavy load in the boat.

! WARNING

Never leave the boat unattended when the scupper extensions tubes are in the raised and locked position, whether the boat is in the water or on its trailer. Raised and locked extension tubes can allow water to accumulate in the boat, damaging equipment or swamping the boat.

4-26

Electrical Systems Section 5

General Description

Your boat is equipped with a 12 volt direct current (12 VDC) electrical system. The 12 VDC electrical system provides power to all DC electrical loads on the boat.

The complete 12 VDC electrical system consists of seven main power distribution circuits that are electrically connected on the negative side of the system.

Power for all 12 VDC systems is normally supplied by a house (electronics) battery and two engine starting batteries.

All three batteries are charged when the outboard engines are running above idle speed, regardless of battery OFF-ON switch position.

Each electrical circuit is configured as a two-wire, negative-return system, which includes a 12 VDC power lead and a negative-return lead. Each electrical circuit is powered by one of three 12-volt batteries, is controlled by one of three battery OFF-ON switches, and is protected by two or more circuit breakers.

All 12 VDC wiring in your boat conforms to ASTM Standard B-33 and is premium-grade tinned copper marine cable, designed to minimize voltage drop and resist corrosion. The termination of each 12 VDC electrical circuit is protected from moisture intrusion by self-sealing heat-shrink insulation on each connector.

5-1

Section 5 Electrical Systems

Batteries

Safety Warnings

! CAUTION

Batteries should always be enclosed in the covered battery boxes provided with your boat. The boxes will contain any spilled acid and will protect the battery terminals from damage or shorting due to contact with metal objects. The battery boxes should always be secured using the heavy-duty straps and aluminum trays provided. The boxes, heavy-duty straps, and aluminum trays are designed to hold the batteries in place while the boat is underway, reducing the possibility of damage to the batteries and other equipment in the storage area.

! DANGER

Never use an open flame in the battery storage area. Avoid striking sparks near the batteries. A battery can explode if a flame or spark ignites the free hydrogen gas vented during charging. Always disconnect the batteries before doing any work on the 12 VDC electrical systems.

! WARNING

Always wear eye protection when servicing batteries. Batteries contain sulfuric acid, which can cause serious injury. Avoid contact with skin, eyes, and clothing. If contact occurs, immediately flush the affected area with water and call for medical assistance.

5-2

Electrical Systems Section 5

Capacities

Exide® marine heavy-duty 12-volt batteries are normally selected for your boat. One Group 24 1000 marine cranking amp (MCA) battery is provided for each engine and one Group 27 115 amp hour, deep cycle battery is normally provided for the boat’s electrical accessories. These batteries are considered wetcell and require periodic maintenance.

Your boat might be equipped with Optima® Blue Top marine batteries. Optima batteries use spiral cell technology to improve vibration resistance and service life. These batteries are classified as non-spillable and do not require periodic checks of electrolyte levels.

With proper care, these marine heavy-duty batteries will last several years.

Maintenance

Only use elastic lock nuts with flat washers or standard hex nuts with split lock washers and flat washers to secure cables to the battery terminals. DO NOT use wing nuts to secure cables to the battery terminals.

Periodic battery maintenance is important to assure that the boat will be ready for operation when needed. Battery maintenance should include:

• Inspect the batteries and charging systems before each mission for loose connections and damaged wiring.

• Check and maintain the electrolyte level in all wetcell batteries. Add distilled water only, as nec- essary.

• Coat the terminals and cable connections with heavy grease to reduce corrosion.

• Keep the batteries dry and clean.

5-3

Section 5 Electrical Systems

Remove the batteries from the boat during cold weather or off-season storage. Always protect the batteries from freezing temperatures.

You must not allow your batteries to become completely discharged. As a battery discharges, the active material on both positive and negative plates changes to lead sulfate, causing the plates to become similar in chemical composition. The battery electrolyte becomes weaker and the voltage drops. As the battery remains discharged, this process continues until recharging the battery becomes impossible.

If the battery does become discharged, be sure to recharge it as soon as possible. Overcharging a battery can also reduce its effective life.

Cleaning

! WARNING

At least once a year, or when they appear to have dirt or corrosion on the terminals, the batteries should be cleaned. To clean the batteries, turn the battery OFFON switches to the OFF position. Disconnect the battery cables from the terminals. Remove the negative (black) cable first. Remove the battery from the plastic battery box. Clean the terminals and casing with a solution of baking soda and water. Use a soft wire brush on the terminals. Do not allow the cleaning solution to enter the battery cells. Wipe the battery and terminals dry with a clean cloth. Clean the battery cable ends in the same manner. Connect the cables to the appropriate terminals and recoat the cable connections with heavy grease. Connect the positive

(red) cable first.

5-4

Electrical Systems Section 5

Charging

The outboard engine alternators charge the three batteries when the engines are running above idle speed. The batteries are charged through a marine-grade battery charge isolator, which allows the outboard engine alternators to charge the starting batteries and the house battery. All batteries are charged when the outboard engines are running above idle speed, regardless of battery OFF-ON switch position.

The battery charge isolator output circuits are protected by three 70-amp push-button circuit breakers located inside the control console.

The charge isolator also prevents a higher-charged battery 1 from discharging into a lower-charged battery 2 by keeping the batteries electrically isolated.

If a battery fails to accept a charge from the engine alternators, check the following items before replacing the battery:

• Check the three 70-amp push-button circuit breakers

• Check for unexpected current draw from boat electrical devices

• Check the engine alternators following the engine manufacturer’s instructions

• Check for loose, corroded, or damaged wiring

Your boat might be equipped with an integral threebank battery charger that charges all batteries when the charger is connected to a 115 VAC GFCI power source. All batteries are charged when the battery charger is active, regardless of battery OFF-ON switch positions.

The AC battery charger output circuits are protected by three 40-amp push-button circuit breakers located inside the control console.

5-5

Section 5 Electrical Systems

Grounding and Bonding

Definitions

The terms grounding and bonding are often incorrectly used interchangeably. They are different systems that can work together to provide solutions to common problems and risks on the water.

Bonding is the process of connecting various metal components in the boat to a common electrical contact. This helps to reduce the chance of rails and other metal objects carrying dangerous electrical charges.

Grounding is defined as the method in which any electrical potential is connected to the surrounding water for the purpose of energy dissipation.

Properly designed grounding and bonding systems incorporating zinc or aluminum anodes and bronze plates will also help control corrosion of aluminum and stainless steel parts.

Grounding

The negative terminals of all three batteries and the negative cables from the outboard engines are connected together at a negative buss bar located inside the control console. This negative buss bar serves as the return point for the entire 12 VDC electrical system.

The accessory fuse block and negative terminal strip also connect to the negative side of the 12 VDC electrical system at the buss bar. The connections are made with #8 awg black wires from each device.

Note: All grounding wires and cables are black.

5-6

Brunswick 850 Impact, 750 IMPACT Operation & Maintenance Manual

Specifications and Main Features

Frequently Asked Questions

User Manual