KEWA's Owner's Manual



Table of Contents

Introduction 5

KEWA Inventory 6

Cheat Sheets 10

Guidelines for Workers 10

Sail Rig Cheat Sheets 10

Departure/Dock Cheat Sheets 11

Returning to the Boat 11

Basic Cruise Prep 11

Extended Cruise Prep 12

Returning to Slip 12

Leaving the Boat (Short Term) 12

VHF Channels 13

NATO Phonetic Alphabet 14

Detailing 15

Exterior Washing 15

Teak 15

Wax/Polish 15

Mast/Boom 15

Bottom 15

Interior 15

Engine Room 16

Bilges 16

Sailing 17

Mainsail 17

Genoa 17

Jib 17

Staysail 17

Code Zero 17

Heavy Air Asymmetric 17

Light Air Asymmetric 17

Motoring 18

Mechanical 19

Yanmar 4LH-TE 105 HP Turbocharged Diesel Auxiliary 19

Fisher Panda Model 6 PMS Genset 19

Oil Changing 21

AquaDrive system 21

Gori Folding Propeller 21

Side Power 10 HP Bow Thruster 22

Electrical 23

Batteries 23

Mastervolt 24V Charger / 220v Inverter 25

Mastervolt 24V 110v Inverter 25

Balmar 65amp Alternator (24v) 25

24v Voltage Regulator 25

Original Batteries 26

Electronics 27

Chart Plotting 27

Autopilot: Robertson AP300X 27

Instruments 28

Radar: Anritsu 48 NM radar with repeater RA 771 UA 28

SSB: SGC Powertalk with SG230 Auto Antenna Tuner 28

GPS: Shipmate GN 30 DGPS Navigator 29

Inmarsat C & Mini-M: Thrane & Thrane C/Mini-M Combo Unit 29

VHF: Simrad RS 8300 VHF Transceiver with Remote 29

Loudhailer: Raytheon 430 29

Weatherfax: Furuno D-Fax 30

Ground Tackle, Anchoring & Docking 31

Windlass: Vertical Lofrans Progress 2 31

Primary Anchor: 75 lb. CQR 31

Secondary Anchor: 20KG Bruce 31

Third anchor: H35 Danforth 31

Mooring 31

Canvas and Cushions 32

Bimini 32

Cockpit Enclosure 32

Sun Awning 32

Cushions 32

Safety 33

ACR RapidFix 406 EPIRB with GPS Interface 33

Jacklines 33

Liferaft: Autoflug ALK2000R 6-Man Raft 33

MOM-8A 33

Flares 33

Fire Extinguishers 33

Emergency Pump 33

Lifejackets 33

Ditch Kit 34

Radar Reflector: Firdell Blipper 34

Deck Gear Notes 35

Deck Lights 35

Granny Bars 35

Dorade Vent Plugs 35

Drop Boards 35

Galley 36

Force 10 – 3 Burner Stove 36

Propane System 36

Magma Barbeque and Table 36

Frigoboat Refrigerator/Freezer 36

Electrolux Microwave 37

Heads 38

Electric Flush Toilets 38

Water 39

MT Freshwater AB – MT 3200 39

MT-3200 Watermaker 40

Water Tank Maintenance 40

Dinghy 41

Technical Notes 43

Breakers 43

Preventer 43

INMARSAT Config 43

Radar Repeater 44

Wireless Temp / Atomic Clock 44

Vickie Vance Parts Comments 44

Todd Rickard 44

Medications 46

Cinnarizine 46

Stugeron 46

Miscellaneous 47

Entertainment 47

Washing machine: Kenny Euronova 600 washer 47

Swim ladder 47

Safe 47

Helm step 47

Squeegee 47

The Aft Lazarette 47

Introduction

KEWA is a blue water sailing vessel designed, outfitted and maintained for serious offshore cruising. She was designed by Frers and built by Hallberg-Rassy in Ellos, Sweden in 1999. The hull number is 126.

This is a living document designed to serve as a general operating reference for the boat and also to comment on relevant information related to the configuration, upgrading and servicing of KEWA.

KEWA Inventory

|Item |Mfg |Model/Serial # |Description |Volt |Man |Date |

|Transmission | |KM5A | | | | |

|Drive System |Aqua Drive | | | | | |

|Regulator |Balmar |MaxCharge MC-624 |24v multi-stage regulator |24v | | |

| |Balmar |MaxCharge MC-612 |12v multi-stage regulator |12v |Y |10/06 |

|Alternator |Balmar |91224 |24v 65A alternator; 9-Series single output |24v | | |

| |Balmar | |12v 100A alternator w/ internal backup regulator |12v | |10/06 |

| |Hitachi |LR180-03C 119573 77201 |12v 80A alternator |12v | | |

|Inverter/Charger and Related |Mastervolt |24/2500/70 |Combi Inverter/Charger 24v/220V; 70A charger |220 | | |

| | |P# 028022500 | | | | |

| | |S# A01066814/A4 | | | | |

| |Mastervolt |24/1000 |Inverter 24v/110v modified sine wave |24v | | |

| |Mastervolt |IVO 12/35 |12V 220V 35a charger |220 | |10/06 |

| |Xantrex | |Echo Charge |12vdc | |10/06 |

| |Mastervolt | |Softstart | | | |

| |Mastervolt |CSCP |Combi System Control Panel (24v) | | | |

| |Xantrex |Link 2000 |12v Battery monitor | | | |

|Batteries |Discover |EV4DA AGM |24v House Service (4 x 12v 245a) |24vdc | |10/06 |

| |Discover |EV8DA AGM |12v House Battery (1 x 12v 290a) |12vdc | |10/06 |

| |Discover |EV31A AGM |Starter Battery (1 x 12v 114a) |12vdc | |10/06 |

|Compass |Simrad |RFCS5R |rategyro compass | | | |

| |Suunto | |Binnacle compass | | |Orig |

|Autopilot |Robertson |AP20/HLD 2000LS |Autopilot computer | | | |

| |Robertson | |(3) Autopilot controls (helm, nav station and under dodger) | | | |

| |Whitlock | |autopilot drive attached to rod steering system in engine room | | | |

| |Robertson | |hydraulic autopilot drive unit on independent rudder post arm | | | |

|Genset |Fischer Panda |P6 980902 |Model 6 PMS Genset 6kW 220v 50hz generator w/ Soundguard |12v start |Y |Orig |

|Backstay Tensioner |NAVTEC |A 370-A-22 |Hydraulic backstay tensioner | | | |

|Galley Range |Force 10 |M:61358 S:801988 |3-Burner galley range | | | |

|Bow Thruster |Sidepower | |10hp | | | |

|Instruments |Simrad |IS11 |Speed, log, depth, wind, central (multifunction display) mounted over | | | |

| | | |companionway | | | |

| |Simrad |IS11 |Multifunction display in master cabin | | | |

|VHF |Simrad |Shipmate RS 8300 Dual |VHF with SOS function | | | |

| |Simrad | |(2) VHF handsets - nav station, helm | | | |

| |Simrad | |(2) VHF speakers - nav station, cockpit | | | |

| |Simrad | |Spare VHF handset | | | |

| |Standard | |VHF hand held | | | |

| |Apelco | |VHF hand held | | |WK |

| |ICOM | |VHF hand held | | |WK |

|GPS/Plotter |Simrad |GN 32 |GPS/DGPS @ nav station | | | |

| |Garmin |GPS 48 |Hand held GPS | | |WK |

| |Garmin |GPS 192C |Chart Plotter @ helm | | |7/05 |

|Loudhailer |Raymarine |430 |Loudhailer with preprogrammed fog signals and speaker mounted on mast. | | | |

|SSB |ICOM |IC-M802 |Single sideband radio |12v | |1/07 |

| |ICOM |AT-140 |SSB auto antenna tuner | | |1/07 |

|Antenna System |RR Electronic |Pacific |Antenna/amplifier/filter system (GSM/VHF/TV/SSB/AM/FM/Weatherfax) | | | |

| | | |Insulated backstay | | | |

|Radar |Simrad/Anritsu |RA771-3 |4kw, open array radar with antenna mounted on stainless steel pole | | | |

| | | |Radar CRT display at nav station | | | |

| | | |8" LCD radar repeater in cockpit | | | |

| | | |8” LCD radar repeater (spare) | | | |

|Weatherfax |Furuno |FAX-208 Mark-2 |Weatherfax | | | |

|EPIRB |ACR |RapidFix 406 |EPIRB Beacon ID: 2DCC361EBAFFBFF | | | |

|Life Raft |Autoflug |ALK2000R |6-person, low profile | | | |

|Barometer |Speedtech | |Electronic barometer | | | |

|Temp Monitor |Radio Shack | |Local plus 3 wireless remotes (Fridge, Freezer, Engine Room) | | |WK |

|PC |Fujitsu |Lifebook S6231 |Notebook PC | | |WK |

| |Planar |Part #997-2165-00, ID PV-150, s/n |15” Flatscreen monitor |12V 2.5A | | |

| | |M0036HE2104135 | | | | |

| |Logitech | |Keyboard (Bluetooth) | | |WK |

| |Logitech | |Trackball (USB) | | |WK |

| |Sea Level |SeaPORT |4x USB Hub | | |WK |

| |Linksys |Wireless-G |USB network adapter | | |WK |

| |Nobeltec |0075-651548-7196-097491 |Visual Nav Suite | | |WK |

| |Nobeltec |UG124-57B2D-20E0F-B73CD |Sailing Package | | |10/06 |

| |Nobeltec |59360-45961-08260-49915 |Region 14 chart kit | | |WK |

| |Nobeltec |61100-22926-65080-87679 |Region 15 chart kit | | |WK |

| |Nobeltec |68557-31435-12092-35575 |Region 12 chart kit | | |WK |

| | | |Starry Night software | | | |

| |Canon |PIXMA iP90 |Printer w/ optional Bluetooth interface | | |WK |

| |RAM | |PC mount with wiring | | | |

|SatCom |Thrane & Thrane |C: TT3020CM (or is it TT3626CM as on |Inmarsat-C (or mini-C?) | | | |

| | |phone?) Transceiver serial number | | | | |

| | |00205020 | | | | |

| |Thrane & Thrane |Serial # 76TT0755E6D2 |INMARSAT Mini-M | | | |

|Stereo |Pioneer |DEH-P4100 SuperTuner |Deck | | | |

| |Pioneer |CDX-P6305 CD charger |CD Changer | | | |

| |Apple | |iPOD w/ powered cradle | | | |

| |RadioShack | |Audio input selector box (iPOD or DVD player) | | | |

| |Boston Acoustic |Pro 60 |Component salon speakers | | | |

| |Sea & Symphony | |Cockpit speakers | | | |

|Video |Sharp | |Flatscreen TV | | | |

| |Colby | |Progressive Scan DVD |220 | |WK |

|Windlass |Lofrans |Progress II | | | | |

|Watermaker |MT Freshwater AB |MT 3200/SSH |1998 #231 |230 | | |

|Washer | | | |220 | | |

|Flotation Devices |Mustang |150N/35lb, Serial 971294, 971296 |Crewfit, Uses Mustang Survival Rearm Pack C10019 or C10014 | | |WK |

| |Stearns | |Hip Pack, Halkey-Roberts Inflation 840, 840 AMUXEP6, Replacement Kit 905 or | | |WK |

| | | |906 (0906KIT-00-000) | | | |

| |West Marine | |Autoinflate vest w/ integral harness, qty 2 | | |WK |

| |Crewfit | | | | | |

|Refrigeration |Frigoboat | |Two separate systems, each frig or freezer |24 | | |

|Safety |Survival Technologies | |MOM8 | | | |

| |Group (Switlik) | |Service by Westpac Marine Services | | | |

| | | |Throw Rope | | | |

| | | |Life Sling | | | |

|Power Connections |Marinco |Shorepower connector on boat |50A 125/250V Male | | | |

| | |Pigtail |50A 125/250V Female to 30A 125V Male | | | |

| | |Cordset |50’ 125V | | | |

|Sails |Elvstrom | |Main, original non-battened as a spare | | | |

| |Elvstrom | |Main, w/ full-length vertical battens | | |6/03 |

| |Elvstrom | |Jib | | | |

| |Elvstrom | |Genoa | | | |

| |Quantum | |Spinnaker, light air asymmetric with control sock | | | |

| |Elvstrom | |Spinnaker, heavy air asymmetric with control sock | | | |

| |Elvstrom | |Spinnaker, furling cruising (Code Zero) | | | |

| |Elvstrom | |Staysail | | | |

Key Suppliers

|HR Parts |info@ (Vickie) |Factory parts supply |

| | | |

| | |Bow thruster zincs |

| | |Gori prop zincs |

| | |Watermaker chemicals |

| | |Watermaker filters |

|Max Boring | |Yanmar parts |

| | |Fischer Panda parts |

| | | |

Cheat Sheets

Guidelines for Working on KEWA

Nothing personal, but some less-than-optimum past experiences have made it necessary to make certain that anyone performing work on KEWA knows the following guidelines:

❑ The bilge is clean, so please keep it that way. Do not allow oil, fuel, sawdust, debris, antifreeze or water to drain into the bilge. If something does enter the bilge, no matter what it is, please clean the bilge out thoroughly and properly dispose of it.

❑ Wipe your feet before setting foot on the deck. Protect the deck and cockpit if there is going to be traffic.

❑ Take your shoes off or wear booties when stepping on deck or going below.

❑ If there is work to be done below deck, put down protective cardboard, tarps or paper.

❑ It is assumed that all jobs include proper clean up to return the boat to the condition it was in prior to starting the job.

❑ Please thoroughly test the installation/repair.

❑ Please provide a written summary of the work completed and any notes on special considerations, configuration selections, etc. Also, please report if you saw anything anywhere on the boat that you believe I should pay special attention to.

❑ Please provide manuals and receipts for any equipment provided as part of the job.

Sail Rig Cheat Sheets

When running, vang hard

Can hoist or drop genoa/jib when sheeted in on any point of sail (depends on how tight the headfoil is)

Pole rig (see USS Passage Making pg 19; also Calder’s Cruiser’s Guide)

Departure / Return Cheat Sheets

Returning to the Boat at Dock or Mooring

❑ Drop boards stored in cockpit lazarette

❑ Check refrigerator temp & odor (under 42 degrees); drain excess water

❑ Check freezer temp (under 15 degrees)

❑ Open hatches

❑ Electric Panel: All light switches ON

❑ Electric Panel: Freshwater pump ON

❑ Electric Panel: Both toilets ON

❑ 110v Inverter ON

❑ 220v Inverter ON

❑ Check bilge

❑ If staying at dock

o Plug in water heater (in engine room) and turn on at 220VAC Panel

o 12v battery charger on if less than 12.6v

o 24v battery charger on if less than 25.0v

Basic Cruise Prep

❑ If going to charge 24v system from Genset, set 24v charger Power Share to 20 for full charge

❑ Turn AC selector panel OFF

❑ Heavy Duty 220v breakers OFF

❑ Remove shore power cord from boat and leave on dock or fully remove and store in aft lazarette

❑ Check water tank level

❑ Winch handle at helm and mast

❑ Simrad VHF handset at helm

❑ Handheld VHF at helm

❑ Air horn at helm

❑ Halyard bungee cords removed; halyards led to mast

❑ Remove hatch & winch covers and store in cockpit lazarette

❑ Helm & helm instrument covers removed and stored in cockpit lazarette

❑ Windscreen instrument covers removed and stored under nav seat

❑ Simard GPS ON at nav station

❑ Ensure Simrad GPS selected (behind nav station breaker panel)

❑ Garmin GPS ON at helm

❑ PC on with Nobeltec started; Autopilot input to PC if using PC charts

❑ Bow thruster cockpit switch on

❑ FURL breaker on

❑ Winch breaker in nav station footwell on

❑ Windlass breaker in nav station footwell on

❑ Radar ON if required

❑ Knotmeter transducer inserted / rinse bilge are with fresh water / pump bilge

❑ Destow mainsheet

❑ Tie down dingy

❑ VHF on

❑ Autopilot on

❑ Check genset coolant

❑ Check genset oil

❑ Check engine coolant

❑ Check engine oil

❑ Pump bilge

❑ Close hatches and ports

Extended Cruise Prep

❑ Prepare cruise log

❑ Reset Simrad log

❑ Reset Garmin GPS logs

❑ Plot route on Nobeltec

❑ Upload Nobeltec routes to Garmin at helm

Returning to Slip

❑ Knotmeter transducer plug replaced / fresh water rinse / pump bilge

❑ Winch handles from helm and mast stored in cockpit lazarette

❑ Halyards led to pulpit or bungeed away from mast to shrouds

❑ VHF handset off helm and stored at Nav station

❑ Wash boat

❑ Replace instrument covers

❑ Replace hatch & winch covers

❑ Replace helm cover

❑ Set 24v charger Power Share to 10 if 30A shore power service

❑ Shore power connected (MasterVolt confirms AC IN)

❑ Turn ON shore power at AC Panel

❑ Close out ship’s log; record any issues, required supplies, etc.

Leaving the Boat (Short Term)

❑ Clear perishables out of refrigerator and freezer; drain

❑ 12V charger ON at 220V AC Panel

❑ 24V charger ON at Mastervolt CSCP

❑ 110v Inverter OFF

❑ Water heater – OFF at 220V AC Panel and pull plug in engine room

❑ Close and lock hatches

❑ Replace hatch and winch covers

❑ Ensure Propane OFF at tank & electric panel

❑ VHF handheld, Simard VHF handset and air horn below decks

❑ Electric Panel: Everything OFF except:

o Refrig (leave at least one on to keep water circulating and prevent growth in hoses)

o Lights #4 (allows use of lights under dodger when returning at dark)

o GPS (provides for longer life of the GPS internal memory battery)

o Bilge Pump

o Water Pressure ON if watermaker flush active

❑ Drop boards replaced & locked

VHF Channels

|DISTRESS SAFETY AND CALLING - Use this channel to get the attention of another station or the Coast Guard (calling) or in emergencies (distress and safety). |16 |

|INTERSHIP SAFETY - Use this channel for ship-to-ship safety messages and for search and rescue messages and ships and aircraft of the Coast Guard. |6 |

|COAST GUARD LIAISON - Use this channel to talk to the Coast Guard (but first make contact on Channel 16). |22 |

|NONCOMMERCIAL - Working channels for voluntary boats. Messages must be about the needs of the ship. Typical uses include fishing reports, rendezvous, scheduling repairs |96, 68, 69, 71, 72, 78, 794, 804, |

|and berthing information. Use Channels 67 and 72 only for ship-to-ship messages. |677 |

|COMMERCIAL - Working channels for working ships only. Messages must be about business or the needs of the ship. Use channels 8, 67, 72 and 88 only for ship-to-ship |15, 7, 8, 9, 10, 11, 18, 19, 635, |

|messages. |677, 79, 80, 881 |

|PUBLIC CORRESPONDENCE (MARINE OPERATOR) - Use these channels to call the marine operator at a public coast station. By contacting a public coast station, you can make and|24, 25, 26, 27, 28, 84, 85, 86, |

|receive calls from telephones on shore. Except for distress calls, public coast stations usually charge for this service. |87, 882 |

|PORT OPERATIONS - These channels are used in directing the movement of ships in or near ports, locks or waterways. Messages must be about the operational handling |15, 53, 12, 14, 20, 635, 65, 66, |

|movement and safety of ships. In certain major ports, Channels 11,12 and are not available for general port operations messages. Use channel 20 only for ship-to-coast |73, 74, 77 |

|messages. Channel 77 is limited to intership communications to and from pilots | |

|NAVIGATIONAL - (Also known as the bridge-to-bridge channel.) This channel is available to all ships. Messages must be about ship navigation, for example, passing or |13, 67 |

|meeting other ships. You must keep your messages short. Your power output must not be more than one watt. This is also the main working channel at most locks and | |

|drawbridges. | |

|MARITIME CONTROL - This channel may be used to talk to ships and coast stations operated by state or local governments. Messages must pertain to regulation and control, |17 |

|boating activities, or assistance to ships. | |

|DIGITAL SELECTIVE CALLING - Use this channel for distress and safety calling and for general purpose calling using only digital selective calling techniques. |70 |

|WEATHER - On these channels you may receive weather broadcasts of the National Oceanic and Atmospheric Administration. These channels are only for receiving. You cannot |Wx-1 162.55, Wx-2 162.4, Wx-3 |

|transmit on them. |162.475 |

Channel Superscript Translation

1. Not available in the Great Lakes, St. Lawrence Seaway, or the Puget Sound and the Strait of Juan de Fuca and its approaches.

2. Only for use In the Great Lakes, St Lawrence Seaway, and Puget Sound and the Strait of Juan de Fuca and its approaches.

3. Available only In the Houston and New Orleans areas.

4. Available only in the Great Lakes.

5. Available only In the New Orleans area.

6. Available for Intership, ship, and coast general purpose calling by noncommercial ships.

7. Available only In the Puget Sound and the Strait of Juan de Fuca.

NATO Phonetic Alphabet

|Alpha |Juliet |Sierra |

|Bravo |Kilo |Tango |

|Charlie |Lima |Uniform |

|Delta |Mike |Victor |

|Echo |November |Whiskey |

|Foxtrot |Oscar |X-ray |

|Golf |Papa |Yankee |

|Hotel |Quebec |Zulu |

|India |Romeo | |

Communications

VHF

SSB

Detailing

Exterior Washing

It is desirable to do a complete soap wash-down of the exterior after every use, using Brand X boat soap. A professional wash-down at the dock is presently scheduled for two times per month.

Auto wash mitts help in getting all the rails, stanchions, and other hard-to-reach areas on the boat.

Teak

While cruising, which generally results in plenty of saltwater on the decks, no particular cleaning is required. At other times, wash the decks with boat soap using a very soft chamois mop, mopping perpendicular to the grain. The best way to lighten up teak is to sail the boat. The combination of saltwater on the deck and walking the deck will refresh it. If the teak deck becomes dark, which generally occurs when not used frequently, it can be cleaned annually with a very light mixture of either TSP and water, or bleach and water. Wet the deck, rub with a stiff sponge against the grain with the solution. Let stand for five minutes then rinse. Do it in small sections, one at a time so it does not dry before rinsing. Boracol solution from HR Parts & Accessories treats the deck to reduce the build up of mildew, which causes the black discolorations, but Boracol is not legal in the US.

Wax/Polish

3M Marine Wax for the fiberglass and 3M Metal polish for the stainless. Wax around the exhaust ports to remove the black stains as soon as possible after a voyage.

Mast/Boom

Polish the mast and boom periodically with Aluminum polish.

Bottom

In the Bay Area, a quarterly bottom cleaning with a haul out every two years should be sufficient. The previous owner reported that in tropical waters he would use scuba gear and clean the bottom with a stiff sponge, along with a 3M scrub pad as necessary, and a paint scraper for the propeller. He found once a month to be adequate, except when at a marina, especially a well-protected one, in which case more frequent cleaning was required.

Interior

Wipe the mahogany wood with a microfiber cloth and Cabinet Magic spray. Polish the metal using Flitz metal polish. Use small Red Devil hand-held vacuum to vacuum the carpets. A Makita portable vac is in the hall cabinet for small vacuum clean-up jobs.

For the heads and galley, Simple Green is a good cleaner that is widely available. Occasional use of 409 to kill bacteria is also recommended.

Engine Room

Freshwater rinse anytime that saltwater is spilled (e.g., when cleaning the saltwater intake strainers). Clean with 409 as required.

Bilges

Occasional rinses with bilge cleaner (Starbright xxx) and/or a light mix of bleach water to kill any bacteria. Dump a 5-gallon bucket of fresh water through the engine room and the forward sole locker. The bilge pump should come on and pump out, then use the hand pump to make sure the bilge is pumped clear.

Sailing

Mainsail

The previous owner reported that the best method to furl and unfurl is to have the backstay slacked and the boom down to keep tension on the leach. Then head about 5-10 degrees to starboard of the wind and furl or unfurl. Keep some slack in the foot of the sail (do not pull it tight against the boom.) Once the sail is all the way out of the mast, ease the mainsheet and ensure there is no tension on it, then tighten the outhaul the remainder of the way. Tightening the outhaul with the mainsheet tight and the sail loaded puts undue stress on the outhaul block and will break the sheave. Replacing this block is complex as it requires removing the headliner in the master head.

Genoa

Jib

Staysail

Code Zero

This is the loose luff, furling headsail. How to rig it and run the sheets.

Wind conditions, max wind speed for wind direction:

25 knots max by 125°

20 knots max by 100°

12 knots max by 80°

Heavy Air Asymmetric

This is the light blue and white spinnaker with an ATN sock. How to rig it and run the sheets.

25-30 knots max by 140°

20 knots max by 115°

15 knots max by 90°

Light Air Asymmetric

This is the white spinnaker with the flower logo and an ATN sock. It is used the same way as the heavy air asymmetric, but do not recommend using on the pole. Allowable wind conditions should be approximately one half that of the heavy air sail.

Motoring

Mechanical

Yanmar 4LH-TE 105 HP Turbocharged Diesel Auxiliary

Previous owner used Mack Boring as a parts supplier and reports that they can also help answer technical questions such as what to do when the fuel filter bleed bolt sheers off (replace it with any stainless steel bolt that fits, don’t worry about the small pre-drilled hole in the original bolt.)

Fisher Panda Model 6 PMS Genset

Fisher-Panda 6kW 220v 50hz generator w/ Soundguard.

Main distributor is in Florida (800) 508-6494. Hallberg-Rassy installed a Racor instead of the normal FP fuel filter, so do not order any fuel filters from FP. Always order their belts - do not order generic belts as they cannot stand up to the heat produced in the sound proof box.

Do not replace the coolant block as described in the FP manual. This is only necessary if the genset is raw water cooled, which, as installed, this genset is not.

The previous owner had the 12v voltage regulator go out and tech support walked him through working around it by email. He recommended carrying a spare 12v voltage regulator for the genset. As of 2006, the 12v genset alternator is disconnected as the batteries are better charged by the 12v AC charger set up (an Echo Charger is used to charge the second 12v battery which is used a dedicated starting battery). The problems he had more frequently with the genset were cooling system related. Two impellers self-destructed, the fan belt came lose twice, and the hose on the exhaust side split. He added to the annual maintenance list the need to remove and inspect all cooling hoses on the genset to avoid that problem. Also recommend installing the Speed Seal cover to the impeller to make it quick and easy to check/replace the impeller.

To install the spare 12v regulator, per FP support: All you have to do is change the plug on the end. Bend the tabs down on the white plug and re install the black end on the plug. The shim you do not replace, all injection pumps have shims just depends on what engine all engines have a set which can be different and if not installed correctly can throw off timing but you do not replace them only if they are damaged. The fuel solenoid piece you have to disassemble the plug remove the screw and you have to de-solder the connections and the diode and remember the way the diode goes because it is polarity sensitive, unless the harness has melted.

If I can be of further help please email or call,

parts@ 1-800-508-6494.

Thank You, Ricardo Colõn

-----Original Message-----

From: Will Kruka [mailto:Will.Kruka@]

Sent: Friday, September 08, 2006 12:50 PM

To: parts@; 'Will Kruka'

Subject: RE: Parts for P6 980902

Ok, thanks. Is the order for the wiring harness and the replacement

regulator being processed? Is the black plastic thing that sits between

the engine case and the injection pump the shim that you are referring

to? Is that not normally replaced when the injection pump is replaced?

Tx, will

-----Original Message-----

From: "Ricardo Colon"

To: "'Will Kruka'"

Sent: 9/8/06 9:30 AM

Subject: RE: Parts for P6 980902

No gasket required for the injection pump only shims. The screws are not

available. I apologize for not letting you know.

If I can be of further help please email or call,

parts@ 1-800-508-6494.

Thank You, Ricardo Colõn

-----Original Message-----

From: Will Kruka [mailto:Will.Kruka@]

Sent: Friday, September 08, 2006 11:48 AM

To: parts@

Cc: bgrubert@

Subject: Parts for P6 980902

Importance: High

Received the parts and was able to install the new fuel injection pump

and the bleed upgrade kit. Genset now starts and runs beautifully.

Thank you.

I do need to do the following, however:

1) Exchange the 12v regulator -- the regulator on my genset has a long,

flatish, black connector, not the wider, shorter, white one.

2) Purchase a wiring harness for the new fuel solenoid I was sent. My

old solenoid has the wiring fairly permanently connected to it, whereas

the new solenoid has three prongs for a harness/cable of some sort to

connect to it, so I'll need the proper harness/connector for that.

3) I did not receive the fuel injection pump gasket that I requested,

nor did I receive the screws & nut for the injection pump.

Can you please send these parts and I will return the regulator I have

to you?

Thanks again,

Will

650-906-2234

Oil Changing

Yanmar manual says change the oil every 150 hours. I try to change the oil every 100 hours and always change the filter at the same time.

1. Use Delo 15w40 (reported capacity is 5.8 quarts, seems like it needs at least 7 or more if the oil filter is changed).

2. Warm engine for 10 mins (5 mins is too short to thin the oil).

3. Drain using Jabsco drain system (takes about 3 hours if 5 min engine warm-up is used and it is cold outside).

4. Put zip lock around the old oil filter, a diaper below it, and remove with an oil filter wrench. A lot of used oil will drain out, so be sure the diaper is well positioned.

5. Lube the oil filter gasket on the new oil filter w/ oil and install until gasket touches and then 2 – 3 more turns.

6. Log oil change and engine hours.

7. Start engine and run for 10 minutes to ensure no leaks.

8. Stop engine and check oil level. Top off as necessary.

AquaDrive system

This comes standard on the HR 46 and all larger HRs. It is a mounting system that ensures that the full thrust of the propeller is used to move the boat forward in the water and not move the engine forward on the engine mounts.

Gori Folding Propeller

This is a folding prop where the blades can fold out at a different pitch in either direction.

The proper requires, ideally, annual servicing. The gears are exposed and a good cleaning, replacement of the “bumpers” and lubing keeps the prop in great working order.

Reverse provides the same pitch as in the normal forward gear. Also, by keeping the blades folded for the reverse gear, but going forward instead, you have what essentially is a forward “high gear.” To achieve this, motor in reverse until the boat is moving through the water backwards, then switch into forward gear and motor forward (if you put the boat in neutral, the blades will flip back to normal gear). In normal gear and flat water, the boat typically achieves approximately 6 knots at 1700 rpm. In high gear, the boat should achieve approximately 7 to 7.5 knots at 1700 rpm.

The previous owner reported 3 occurrences of rope/nets wound into the propeller and had “spurs” (line cutters) installed. The debris never wrapped on the shaft, only in the prop itself. They noticed it pulling into an anchorage and trying to stop the boat. With all the rope around the prop, it doesn’t fold properly (when putting it in reverse, the blades are supposed to flip through to the other side), resulting in a tangled mess and a prop that only unfolds about 1/3 as far as it should thus providing very inadequate power. They usually putting on dive gear to cut the fouling away.

When the propeller starts to turn under power, water pressure develops immediately on the exposed portion of the blade. The water pressure determines if the blades open to the right or to the left... the propeller opens one way when turning clockwise and the other way when turning counterclockwise. The face of each blade has one pitch and the back of each blade has a higher pitch.

When the vessel is put into forward, the propeller opens so that the face of each blade is the positive pressure side. The water pressure pushing on the blade face pushes the vessel forward. When the vessel is put into neutral before putting the vessel in reverse, the blades fold immediately under the current caused by the forward motion of the vessel. In reverse, the propeller rotates in the opposite direction, flipping the blades over. The water pressure is again pushing on the blade face and pulls the vessel in reverse. When under sail in favorable conditions, the skipper can decide to motor sail using the back face of the propeller blades, which have a steeper pitch than the front face of the blades. This is accomplished by starting the engine and backing down to put the propeller in the correct orientation. While putting the vessel in neutral, the current keeps the blades open. When the transmission is put into forward, the propeller blades do not flip over, because the positive pressure that develops when the prop starts to turn holds the blades in place. The sails are raised and the vessel is now overdrive, achieving higher speeds for a given RPM, or better feul economy by running at reduced RPM's at a given speed.

The "overdrive" is used when motorsailing in fair weather or when using the engine under sail. The "overdrive" gives the same speed at lower rpms. The result is less engine noise, less vibration and better fuel economy.

The function is simple. E.g. when changing from "overdrive" to normal ahead the shift and throttle control is set in neutral, which allows the propeller to fold. Then the shift and throttle control is set in forward again.

You gotta be serious about it though, because to get into overdrive, you gotta go backwards, then pop the throttle into neutral, then forward and you're in overdrive. It is nice when motorsailing though. I've never had a problem accidentally winding up in OD. It's pretty easy to tell when you're in OD inadvertently (i.e. no sails helping out) because the engine will be laboring and won't wind up like normal when throttle is applied. If you think about it (and this is one of the reasons I don't use OD all THAT much), putting the prop in OD without the sails helping to move the boat is basically like having an over-pitched prop, which is overloading the engine.

Side Power 10 HP Bow Thruster

The controls are integral to the engine throttle lever on the binnacle. Always test the bow thruster before you need it to make sure that it is turned on and functioning properly. Wait xx seconds after thrusting in one direction before thrusting in the other direction in order to let the gears stop spinning and to avoid severe damage. The unit blocks a too-rapid-direction reversal itself, by disengaging the switch in the opposite direction, but it is still best to wait xx seconds and avoid any risk of damage.

As with the prop, the zincs must be regular monitored and replaced as necessary (current estimate is replacement approximately every 6 months).

Electrical

KEWA has a very comprehensive and flexible electrical system. Shore power can be 220v or 110v,via 30a, 50a 125v or 50a 125/250v service. On-board, 12vdc, 24vdc, 110vac and 220vac power is available throughout the boat at all times, supplied via shore power, the batteries, the inverters and/or the genset.

Batteries

All the batteries were upgraded to Discover AGM batteries in October 2006. These batteries provide high capacity for the space they require (higher than the original Tudor 140s from the factory). They also require no maintenance in terms of filling with water, which is a big convenience in that the process of pulling apart the bunks to get to the batteries and topping them all off with water, while definitely not complicated, was quite tedious. Further, avoiding the generation of hydrogen gas, inherent in non-closed cell battery systems, was potentially dangerous even though the battery boxes are vented.

Unfortunately, the battery boxes installed by HR are sized tightly to the non-standard Tudor batteries. The Discover batteries are taller than the Tudors and therefore required some modifications to the battery restraint system, including screwing down the battery box covers.

AGM batteries require a different and more carefully controlled charging process than traditional open cell lead acid batteries. To accommodate this requirement, a new 12v Balmar alternator with external three-stage regulator was installed to replace the existing Hitachi alternator with its internal single-stage regulator. Additionally, the 12v alternator and regulator on the genset, which used to charge the start battery at a fixed voltage (about 14.7v) that is too high for the AGM batteries, was disconnected entirely. This means that that genset utilizes the start battery to operate and thus drains it slightly (about 0.1 to 0.3a) during operation, unless, as would normally be the case, the 12v charger is turned on while the genset is running. If a situation were to warrant it, the 12v regulator can be easily reconnected to supply a charge to the starter battery.

Discover AGM Charging per Discover documentation

@ 77 degrees F: CHARGE = 14.20v to 14.72v (std to max)

FLOAT = 13.40v to 13.80v

BULK charge should be less than or equal to 30a per 100ah and should end when voltage is 14.4v to 14.7v (28.8V to 29.4v)

ABS charge maintained at 14.4v to 14.7v (28.8v to 29.4v) until current acceptance drops by less than .1a in a 1-hour period.

FLOAT charge is 13.5v to 13.8v (27.0v to 27.6v)

Discover Battery Capacity

[pic]

[pic]

Getting the charging profiles configured properly and functioning adequately is a challenge. As of March 2007, numerous problems remain:

Alternator charging of the 24v house bank is way too high – I see 31 volts or slightly more at an ambient temperature of the mid 50’s. This appears to be related to the temperature sensor (when it is disconnected, the voltage appears to top out at a few volts less), and that is under investigation. Additionally, when charging with the alternator, the 24v system starts cycling up and down – both the voltage and the current – varying more than one volt and 20 amps over a couple of minutes.

The 12v system never appears to reach the desired voltage whether alternator or charger driven. Not sure if this is potentially related to the Echo Charge system.

Genset charging of the 24v and the 12v battery systems is not functioning properly either. With the batteries significantly discharged (25% or less based on voltage reading), the following was experienced when both the 12v and 24v chargers were running in parallel:

2007 03 17

|Start genset; 24 & 12v chargers |1200 | | |

|on | | | |

| |1215 |27.05v |13.25v |

| |1230 |27.35v |13.30v |

|@bulk |1400 |27.95v / 35a | |

| | |26.45v / 12a | |

| | |cycling up & down between these two extremes over a few mins | |

|Chargers off; engine on @ 1500 |1500 |27.95v/47a |13.9v/35a |

|rpm | | | |

| |1530 |28.15v/47.4a |13.85v/34.3a |

|After increase to 2000 rpm |1600 |29.05v/50a |13.85v/33.3a |

|Back to 1300 rpm |1615 |27.7v/38.5a |13.85v/32.1a |

| |1700 |28.05v/38.7a |13.75v/27.5a |

| |1715 |28.25v/38.2a |13.8v/26.7a |

| |1745 |28.45v/35.6a |13.85v/24.5a |

| |1830 |29.3v/35.6a |13.85v/23.3a |

2007 03 18

|@ rest; strt genset; 24v chrg|1045 |25.15v / -4.0a |12.55v / -0.5a |12.95v / 0a |

|on | | | | |

| |1050 |28.2v / 32a | | |

|@ bulk chrg |1055 |28.65v / 21.9a | | |

| |1100 |28.7v / 18.2 | | |

| |1105 |28.75 / 16.0 | | |

| |1115 |28.8 / 13.6 | | |

| |1123 |28.85 / 12.3 | | |

|12v chrg on |1124 | | | |

| |1125 |28.85 / 11.7 |13.55 / 17.3 |12.95 / 1.6 |

| |1137 |28.85 / 11.4 |13.7 / 13.4 |13.2 / 0.8 |

| |1210 |28.85 / 8.9 |13.75 / 11.9 |13.25 / 0.5 |

|@ Float |1211 |27.15 / 4 | | |

|24v chrg off |1221 | |13.8 / 11.6 |13.25 / 0.4 |

| |1234 | |13.8 / 11.3 |13.25 / .4 |

Deep cycle batteries shouldn’t be discharged more than 50% of total amp hour capacity. When charging a battery to its full capacity, the last 15% of the charging is very inefficient. Therefore it is recommended that a battery bank be discharged to 50% of its capacity and then recharged to 85% of its capacity. Charging back to 100% is fine, but takes excessive genset hours or engine hours to achieve the final full charge. For KEWA’s house bank, following this approach results in 171.5 24V amp-hours of usable capacity. Assuming the batteries are in good shape, batteries can be discharged until the Mastervolt control panel reads –245 amp-hours, and then should be charged until the reading is approximately –73.5 amp-hours.

Battery Charge Indication by Reading Voltage

| |100% |75% |50% |25% |

|12V |12.6 |12.4 |12.2 |12.0 |

|24V |25.2 |24.8 |24.4 |24.0 |

These are open circuit voltage reading (no load on battery).

Battery Charging Profiles

❑ 12v regulator is a Balmar 3-stage external unit and charges based on the selected/programmed profile . There is a backup regulator built into the Balmar 12v alternator. The Balmar external regulator and the switch to select which regulator to use is located under the nav station footwell.

❑ 24v regulator is a Balmar 3-stage external unit and charges based on the selected profile. Standard Flooded Lead Acid profile is BULK at 28.8v, ABS at 28.4v and FLOAT at 28.4v. Gel = 28.2, 27.8, 27.4. AGM = 28.76, 28.36, 26.76.

❑ 12v charger BULK charges until it hits 14.25v, ABS charges for 4 hrs or until current is less than 1A for 15mins, whichever is earlier, then FLOAT charges at 13.25v. Jumper setting provides optional FLOAT voltage of 13.8v.

❑ 24v charger BULK charges until it hits 28.8v, holds for 4 hrs for ABS, then FLOATS at 26.8v

Mastervolt 24V Charger / 220v Inverter

This system is controlled by the Combi System Control Panel (CSCP) located above the engine room access in the hallway to the owner’s cabin. Produces a true sine wave output.

Mastervolt 24V 110v Inverter

Produces a modified sine wave output (trapezoid) that seems to power everything okay, except for a breadmaker machine.

CSCP Set Up

Press Set Up button for 5 seconds (the green LED will flash when Set Up mode is active). Then briefly press the button for the function to be set up (blue lettering). The present value will be displayed. After 3 seconds of pressing the function button, the display will begin to scroll through the range of values that can be selected. Release the button when the desired value is displayed.

The Power Share feature sets the AC current limit for battery charging to ovoid over-loading available AC sources. To enter Power Share set up, ensure that the green LED on the charge button is illuminated before entering set up mode. The selections are 5, 10, 15 and 20. The higher the number, the greater the amps available for charging. 10 appears to be a good setting for 30amp shore power service (20 will definitely overload 30amp shore service). At 10, a peak of about 44amps goes into the 24v house bank during charging. The genset can handle 20.

Reportedly the full specification charging rate for the MV charger is 70 amps, although the previous owner never saw more than just under 60amps.

The previous owner reported an electrical problem for which they never found the cause. The symptom was that the charging parameters got scrambled. Unplugging the control panel from the system to reset it to factory defaults solved the problem.

Turning the 24v gauge on at the electrical panel also illuminates the CSCP backlight. Ditto for the 12v gauge.

Balmar 65amp Alternator (24v)

The previous owner replaced the alternator with a new unit in 2004, and the old unit is kept as a working spare.

24v Voltage Regulator

A Balmar multi-stage programmable regulator is installed under the floorboard at the nav station seat. With this regulator the charging program can be selected from a set of factory-predefined programs.

Installed next to the regulator (under nav station foot board) are two switches to disable charging from the alternator. If the batteries are fully charged, the alternator can be switched off to avoid too much charge to the batteries, which may result in damage. Because the Balmar regulator wants to run a minimum 30-minute bulk charge to start, if you are starting and stopping the engine or if you run the Genset when the batteries are fully charged (???), you can disable the regulator. Also don’t run both the 24v AC charger and alternator at the same time as that may overheat the batteries.

The labels on the switches under the footwell indicate which wire they are disconnecting to the alternator and the resulting impact.  ON = connected and OFF = disconnected. They both have to be connected to get any charge. Ignition Resets Cycle disconnects the Ignition wire to the alternator. When reconnected it will reset the charging cycle on the Balmar voltage regulator to the beginning of the cycle. The MaxCharge regulator display next to the switches indicates the present charging stage. The Field Resumes Cycle disconnects the field wire to the alternator. This temporarily disables charging, and when reconnected will resume at the charging stage where it left off.

Original Batteries

The batteries provided by the HR factory are nicely set up (isolated, vented battery boxes with removable locking boards to lockdown the batteries), but the batteries are a difficult to replace type/size. The system originally consisted of 6 x 12volt @ 140amp-hours for the 24v side, (providing at total of 420amp at 24volts), 1 x 12volt @ 140amp-hours for the 12v service and 1 x 12volt @ 140 amp-hours for the starter battery.

HR Yahoo group user reports that the original 140amp Tudor domestic batteries measure 51cm x 19cm x 19cm. Others think they are actually 513 x 189 x 223 mm, and have used the Tudor HD (4D LT) (as installed by HR in many Yachts) as well as the HDX (improved version) and found that they worked quite well for 3-4 seasons.

Some HR Yahoo group users reported that they installed 4 of the newest SHD, SuperHeavyDuty, and so far are very happy with them, as they are more adapted to deep-discharge situations. The size is the same but they had to change the cabling as the

poles are only available in one version and it was reversed from the previous installation.

Tudor is a part of the Exide Group, which has distributors worldwide. Some report that you can get an ExideGel battery in the exact same size, the G120 120 Ah.

Nearly all flooded batteries are in the 1.260 to 1.280 range when fully charged at room temperature. Most deep cycle batteries should be in the 1.277 to 1.280 range at 77 degrees F.

Per Calder: In the US, the standard temp is 80 dF. If 70 dF, subtract 0.004. If 90 dF, then add 0.004. Let the battery rest for up to 24 hours if coming off a vigorous use

Per The specific gravity, SG, of the electrolyte in each cell of a battery shows the battery's state of charge:

Full 100% charged = 1.280

75% charged = 1.240

50% charged = 1.200

25% charged = 1.160

Dead 0% charged = 1.120.

Electronics

Chart Plotting

KEWA has two independent chart plotting systems, with flexible input and output choices.

Nobeltec Visual Navigation Suite

This PC-based chart plotting system is an extremely feature-rich tool. A switch mounted on the back of the nav station breaker panel allows selection of the Garmin GPS192C or the Simrad GN30 as the GPS feed into the software.

Waypoints and routes created in Nobeltec can be uploaded to the Garmin GPS192C for viewing at the helm and for general redundancy via installed NMEA wiring interfacing the two systems. Unfortunately, this interface is not robust as the GPS192C is very finicky:

❑ Create waypoints and route in Nobeltec. Do not share any waypoints with other routes. Keep route and waypoint names short (less than xx characters), with no special characters or spaces.

❑ Turn on GPS192C and delete all existing routes and waypoints.

❑ Ensure that Comm menu is configured to be in xx mode.

❑ Initiate upload from Nobeltec software.

❑ Confirm proper receipt of routes and waypoints in GPS192C. If unit is frozen, disconnect power, reconnect power and reboot. Do not delete whatever routes or waypoints have made it through. If the upload was incomplete, initiate another upload from Nobeltec.

Garmin GPS 192C

This self-contained GPS/Chart Plotter mounted at the helm is its own GPS and includes very detailed built-in charts. Waypoints and routes created on the GPS192C can be downloaded to Nobeltec, but I do not do this in an effort to avoid corrupting the integrity of the Nobeltec data.

Autopilot: Robertson AP300X

The Simrad/Robertson AP300 is installed with control heads at the Helm, Nav station, and instrument panel under the dodger.

The normal mode of using the autopilot with a sailboat is to simply have it maintain a compass heading, however it can be driven by routes from either Nobeltec or the Garmin GPS192C. The APILOT switch at the nav station selects between these two inputs.

There is an intermittent problem with the autopilot heads not powering up properly. Sometimes repeated power-on attempts at a single head or going to another head helps. In one extreme case, two of the three heads were disconnected from the system resulting in the nav station head being able to power up the system (the heads can easily be disconnected from behind the nav station head).

The previous owner reported extensive use of the autopilot, and had occasional problems with it having a hard time getting back on course. The symptom was that the display indicated the needed correction, but the autopilot had difficulty achieving the correction in a reasonable amount of time and eventually the off course alarm would go off indicating the need for a manual correction. This most often occurred when on a point of sail that causes the steering resistance to change considerably as it corrects the steering. He reviewed the problem with a Simrad technician and after changing the system parameters these problems have been resolved. The settings are noted in the manual for the autopilot.

There are two drive units for the Autopilot and the selection switch is at the helm. The primary system (the one most used by the previous owner) is connected to the Whitlock steering system, inside the engine room. The secondary is the standard pushrod connected to the steering quadrant under the bunk in the aft stateroom. The advantage of the Whitlock, which is located in the engine room, is that it is much quieter than the Robertson hydraulic drive unit that is located under the aft port bunk.

Instruments

The previous owner reports no problems with the Simrad IS-11 instruments.

Radar: Anritsu 48 NM radar with repeater RA 771 UA

The main unit works great. The display is mounted so you can see it while seated on the starboard side of the cockpit. I especially like the auto-tune feature, which in most conditions, does a better job of tuning than I can do manually. It also integrates well with the other instruments: displays SOG, displays active GPS mark and a line from boat to mark, position of target, etc. The repeater in the cockpit has worked well since getting the system parameters set correctly. The unit must be setup as a slave unit, otherwise system errors will occur. Also, the range on the repeater must be equal to or lower than the range on the nav station unit. The transmitter is mounted aft on a pole, which has extension arm with a dinghy motor lift and the mini-M antenna.

Radar Repeater

Power on main unit; transmit when ready

Power on repeater

Menu – SetUp – Display – Moni

Ensure range ................
................

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