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Operations Manual – R-Escape of 25

WELCOME ABOARD

R-ESCAPE It is a pleasure to have you aboard the R-Escape for your cruising vacation. The yacht owner and the AYC staff have worked hard to prepare the vessel for a trouble-free and safe operation, which is a likely outcome when the vessel, Captain and the crew function as expected. This operations manual is provided to introduce the Captain to R-Escape and its systems and features, yet is not intended to replace a basic understanding of seamanship, including navigation skills, tides and currents, weather interpretation, and boat handling. The Captain has represented to have an understanding of these subjects obtained through other sources, including training, seminars, reading, and perhaps most importantly, experience. Captain, prior to vessel checkout, please carefully review this manual and develop a list of questions you have for the AYC Checkout Skipper. The vessel checkout session should be a vessel orientation and systems review meant to supplement the information in this manual, to note some of the more important operational and safety concerns, and ensure the Captain is sufficiently familiar with R-Escape and her various systems. UNDERSTANDING THE PROPER OPERATION OF THE VESSEL’S SYSTEMS IS CRITICAL. The AYC staff expects and welcomes questions, so please don’t hesitate to have your questions or concerns about operating R-Escape thoroughly addressed during this checkout session, or call AYC during your charter. We strongly recommend the First Mate and other members of the crew also familiarize themselves with the operation of the vessel’s systems by reviewing this manual in order to support the Captain. At the end of your charter vacation, please feel free to make any comments or recommendations you may have for improving future charter operations aboard R-Escape. Thank you for choosing R-Escape and AYC. Enjoy your charter!

Anacortes Yacht Charters Table of Contents pages About Vessel 2 Specifications & Equipment 3 Engines 4 – 5 Fuel System 6 Electrical System 7 – 8 Potable Water System 9 Sanitation System 10 – 11 Galley & BBQ 12 Heating System 13 Tender, Outboard & Davits 14 Anchoring & Mooring 15 – 17 Close Quarter Maneuvering 18 – 19 Navigation Aids 20 Safety 21 Photo Exhibit 23 Ops Manual NEW ADDITIONS 24-25


WELCOME AGAIN ! THIS PAGE IS AN INDEX TO SOME ADDITIONAL NOTES

DUE TO SEVERAL RECENT EQUIPMENT ADDITIONS THIS LAST WINTER.

PLEASE READ ALL NOTES BEFORE USING THE LISTED EQUIPMENT !! THANKS !!

Ops Manual NEW ADDITIONS Page 24. Satellite TV and Dishnet controls for the HDTV and the Master Stateroom TV Page 24. Satellite Radio and Fusion Stereo information Page 25. Notes for Hardtop over the Sundeck (The roof holding the Kayaks) Page 25. Notes for the Wave Wifi system for enhanced wireless reception.


ABOUT VESSEL

Island Gypsy R-Escape is an Island Gypsy 44’ Flush Aft Deck Motor Cruiser built in 1984 by Kong & Halvorsen Marine & Engineering Co. Ltd., who under the leadership of Joseph H.H. Kong and Harvey Halvorsen began building Island Gypsy trawlers in 1975 in Hong Kong. Prior to this venture, Kong built Grand Banks and Alaskan trawlers as Manager of the American Marine manufacturing plant in Hong Kong, and Halvorsen operated Lars Halvorsen Sons, a leading dealer of Grand Banks and Alaskan trawlers and long term Australian boat building concern. Production of this Island Gypsy model commenced in 1980 and continued until 1986 when a factory fire destroyed most of the fiberglass molds. Kong & Halvorsen has evolved to Halvorsen Marine and Yardway Marine, who market Island Gypsy, Halvorsen and Solo brands. Design R-Escape has a semi-displacement hull with a deep forefoot and a full keel that runs nearly the boat length before flattening out aft for stability, has a wide beam, and displaces 38,000 lbs. This hull form is best suited for coastal cruising, economical to operate, provides protection of the underwater machinery, has excellent tracking, and unlike a planning hull, will not "blow" across the surface of the water. This hull form creates a large interior volume, coupled with a great layout to provide an incredible amount of useful space for its length, and is the roomiest 3-stateroom production trawler in its class, and is an ideal trawler choice for charters by 3 - 4 couples, 2 families, or large families. The layout features a very large light and airy central salon measuring 14’ 6” x 11’ or approx. 160 sq. ft. with many windows and generous 6’ 7” headroom. Interior living spaces are finished in traditional teak with the teak parquet sole carpeted. Accommodations Inside, starting forward is a large stateroom with V-berth and insert, ample drawer storage, large hanging locker to starboard, overhead hatch to foredeck, opening side ports, and chain locker. Next aft to port is a two-person stateroom with bunk bed berths. The lower berth can be converted into a double with insert. This stateroom also has a hanging locker on the forward bulkhead, opening side ports, and provides engine room access through a bulkhead door aft. To starboard there is a large head with VacuFlush toilet, stand-up shower, vanity and sink. Next aft, up a few steps is a large salon, is an L-shaped dinette to port with a Hi-Lo table that makes into a comfortable double berth. Aft is the up-galley with large refrigerator, propane stovetop and oven, microwave, double stainless sinks, fresh drinking water filter, and plenty of storage. To starboard and forward is the lower helm station with the sliding deck door, and just aft are occasional chairs, a TV/VCR and the door to the aft deck. Aft and down a few steps is the spacious master stateroom with an island queen on centerline with night stands to port and starboard. This stateroom has lots of drawer storage, hanging lockers on each side, opening side ports, a make-up table with mirror to starboard, and forward of that is a storage locker. To port is an ensuite head with VacuFlush toilet, shower stall, vanity and sink. Outside, the fiberglass decks are covered with teak, the best non-slip deck surface, with side decks generous in width with high bulwarks with access doors, and teak hand rails to afford crew security. The spacious aft deck measures around 12’ by 13’, or approx. 156 sq. ft. and offers much utility for lounging, and is also well-enclosed. Access from the aft deck to the flybridge is just 3 steps, making the flybridge and aft deck area an enormous “split level” entertainment area. The spacious flybridge area has an “L” shaped lounge with table, bench seating to port, along with 2 swiveling helm station seats to provide seating for 9. The flybridge has a canvas and isenglas enclosure that provides a great covered area in which to relax at anchorage or the dock.


SPECIFICATIONS & EQUIPMENT

Length L.O.A. is 44’ 3” and L.W.L. is 40’ 6”; overall dock length is 49’.

Beam O.A. is 15’ 4” and W.L. is 14’ 6”.

Draft 4’ 3”.

Displacement 38,000 lbs. (approx.).

Construction Hand-laid fiberglass hull, house, and deck (deck covered with teak).

Fuel Capacity 502 gallons (U.S.).

Water Capacity 368 gallons (U.S.) including 20 gallon hot water tank.

Holding Tank Capacity 58 gallons (U.S.) with Tankwatch indicator light.

Engines Twin 135 hp Ford Lehman diesels, model SP135.

Transmissions Velvet Drive 72 Series Drop Center with 2.03:1 reduction ratio; port 10-14-000-003, starboard 10-14-000-004. Propeller Shafts 1 ½” x 13’ 1” Stainless.

Propellers Faster 4-blade 23” x 16”; spares Michigan 3-blade 24” x 16”.

Generator Onan 8 kW diesel, Model MDKD-3CR.

Inverter / Charger Magnum 2000 watt, pure sine wave inverter/charger.

Battery Capacity 660 AH house (six 6-volt @ 220 AH), 220 AH starter (one 12-volt 8-D)

Refrigeration Norcold DE828 with 6.3 cu. ft. and avg. draw of 9 amps/hour.

Cabin Heat Hurricane CO45 3 zone hydronic system utilizing diesel (45,000 BTU).

Ground Tackle Windlass: Plastimo Herakles 500; Primary Anchor: Bruce 20 KG with 360’ 3/8” BBB chain; Stern Anchor: Danforth 20-H with 25’ ¼” chain and 300’ of ½” nylon; Stern tie line of 450’ ½” poly.

Tender 11’ 10” Artigiana Battelli (AB) 3.60 VS, capacity 6 persons or 1,631

lbs, equipped with 15 hp Yamaha outboard (4-stroke; uses regular gas). Hull ID Number KHE 440820484.

Coast Guard Reference Documented Name: R-ESCAPE; Hailing Port: Anacortes, WA; Official Coast Guard Number: 671168.

WA State Registration No hull # required since both vessel & tender listed with WA St. Dept.

of Revenue: Vessel CTV No. is 10639 and Tender CTV No. is 10732.

FCC Numbers Radio Service Ship License: WDA8149 (this number & R-Escape should be used as the vessel’s call sign); MMSI # 366851180.

R-ESCAPE IS A NON-SMOKING, NO-PET VESSEL. THANK YOU!


ENGINES

The propulsion engines aboard the R-Escape are two Ford Lehman diesel engines (Ford engines marinized by Lehman), each producing a maximum of 135 horsepower. These engines are very reliable if operated in accordance with the following instructions, and economical to operate if the maximum cruising RPM of 2000 is adhered to. The generator aboard is an Onan diesel engine, producing 8,000 watts of power (8 kW) while operating at a constant 1800 RPM.

I. PRE-START CHECKLIST AT CHECKOUT □ Cooling Water Thru-Hulls Open Confirm all 3 cooling water thru-hull seacock valves operate and are

in open position with handles upward (Photo 1). DO NOT CLOSE EXCEPT DURING CLEANING OF RAW WATER STRAINERS!

Propulsion Engines: located on starboard side (port under floorboard). Generator: located on aft side. □ Battery Water Levels Check each battery for proper water level, which should be just above

the bottom of filler indicator (Photo 2), and if low, add DISTILLED WATER. Overfilling can cause acid to boil over when batteries are charging. When inspecting batteries, be careful not to get battery acid on your clothing. If charter longer than 7 days, please check weekly.

□ Transmission Fluid Levels Check fluid levels of both transmissions by removing (unscrew) dipstick (Photo 3), clean & check level, and if low, add ATF fluid. Check by resting cap on case with “Warm Level” indicator (checked immediately after shutdown before oil drains from transmission cooler) or the “Cold Level” indicator (approx. ¾” higher). Replace dipstick and push down while turning clockwise until hand tight. Dipstick is located on port side of transmission case.

AT CHECKOUT & DAILY BEFORE USE □ Engine Oil Levels Check level by removing dipsticks, clean & check level, & if low add

Chevron Delo 400 30 wt. DO NOT OVERFILL. Propulsion Engines: Proper level above MIN and below MAX, with dipsticks located on inboard side of engines (Photo 4). Generator: Proper level is near full indicator. Remove aft side of sound shield for access, with dipstick located on lower starboard side.

□ Primary Fuel Filters Clear Check filters, located low on aft bulkhead of engine room (Photo 5). Using flashlight, check filter bowls for water or dirt, and if present, clean by: 1) shut off fuel supply valve on filter’s left side, 2) loosen filter drain valve letting contaminated fuel flow into empty container, 3) tighten drain valve, 4) open fuel supply valve, 5) check of leaks.

□ Raw Water Strainer Clear Check all 3 engine raw water strainers using flashlight to see if clear (Photo 6), and if not, clean by 1) closing cooling water thru-hull seacock valve, 2) open strainer lid, 3) remove & clean straining basket and glass housing with toilet brush provided while being careful not to splatter salt water on engine, 4) replace straining basket below strainer lid, 5) secure lid, 6) OPEN COOLING WATER THRU-HULL SEACOCK VALVE , 7) check for leaks.

□ Engine Coolant Levels Check coolant levels, and if low add pre-mixed 50/50 anti-freeze: Propulsion Engines: Proper level at coolant overflow containers

located forward and outboard of engines, should be at or near “Normal” indicator when cold. If coolant low, add to overflow containers. No header tank checks are necessary if coolant present in overflow container, but if header cap removed, please secure tightly.

Generator: Remove inspection lid located on top of sound shield to gain access to header tank, remove cap and using flashlight, examine level which should be about ¼” below bottom of filler neck, and add if low. Please secure header tank cap tightly after checking.

□ Alternator Belt Tension Check propulsion engines alternator belts for correct tension, which is 1/2'” of play each way from center.

□ Engine Oil Pans & Bilges Check propulsion engine oil pans, generator pan, and bilges for any evidence of fluid leaks, and keep watch for changes.


II. ENGINE STARTING PROPULSION ENGINES (start one engine at a time) 1. D.C. Switch “#2–Engines” Turn D.C. Selector Switch to #2-Engines (see Electrical System) 2. Instruments “Off” Turn circuit breaker “Instruments” within D.C. electrical panel “Off”

to prevent instrument fuses from blowing at engine startup. 3. Transmission in Neutral Place transmission in Neutral, with shift lever in middle/upright

position (Photo 7), otherwise when engine starts, vessel will move! 4. Throttle at Idle Speed Ensure throttle control is in Idle Speed position (pulled back). DO

NOT PUMP THE THROTTLES! 5. Engine Ignition “On” Turn engine ignition switch located on top side of electrical panel

“On” (note alarm buzzer). 6. Engage Starter Engage starter button and release once engine starts. If engine fails to

start within 5 seconds, release starter button and retry after 15 seconds. Once engine starts, alarm buzzer should stop when oil pressure builds up, which you should confirm on instrument panel.

7. Adjust Idle to 700 RPM’s Adjust engine throttle so engine is idling approx. 700 RPM’s’. 8. Cooling Water Checked Have crewmember check for engine cooling water flow and exhaust

at stern, and if none, shut engine down immediately and investigate. 9. Start Other Engine / Repeat 3-8 Start other engine by repeating steps 3 - 8. 10. Instruments “On” Turn circuit breaker “Instruments” within D.C. electrical panel “On”. 11. D.C. Switch “#1-House” Turn D.C. Selector Switch to #1–House when engines running. GENERATOR 1. Remove A.C. Load Rotate A.C. switch on electrical panel to “Off” (position “0”). 2. Pre-heat Engine Pre-heat engine for 20 seconds, unless engine warm from prior use. 3. Engage Starter Engage start switch and release after generator starts. If engine does

not turn over, ensure the On/Off switch (red) on generator is “On”. 4. Cooling Water Checked Check for engine cooling water flow and exhaust amidship on port

side, and if none, shut engine down immediately and investigate 5. Apply A.C. Load Rotate A.C. switch on electrical panel to “GENERATOR”.

III. ENGINE OPERATION & STOPPING

OPERATING PROPULSION ENGINES 1. Shift Only at Idle Make certain throttles are positioned at idle speed with engine RPM’s

approx. 700 before engaging transmission shift levers. Diesel engines normally vibrate at low idle speed, so don’t be alarmed.

2. Pause in Neutral when Shifting Pause 3 seconds in neutral when shifting between forward & reverse. 3. Warm Engine before Full Load Warm engines by cruising at 1200-1500 RPM for ~ 10+ minutes so

engines reach 160o F before a full load (1900-2000 RPM) is applied. 4. Monitor Engine Gauges Regularly monitor engine gauges noting RPM’s, temperatures, and

oil pressure. Normal oil pressure is between 45-60 PSI @ 1900 RPM (alarm <10 PSI), and normal temperature is between 180-185 o F (alarm (> 205 o F). If gauge reading is outside normal ranges or alarm sounds, shut down affected engine and contact AYC immediately.

5. Do Not Exceed 2000 RPM PLEASE DO NOT EXCEED 2000 RPM. Cruising speed of approx. 9 knots at slack tide is achieved at 1900 to 2000 RPM depending on vessel load, and higher RPM’s damages engines, and substantially increase fuel consumption.

STOPPING ENGINES * propulsion engines only 1. Throttles Idle Speed * Place throttle controls in Idle Speed position (pulled back). 2. Transmissions in Neutral * Place transmission in Neutral (shift lever middle/upright position). 3. Remove A.C. Load (Genset Only) Rotate A.C. switch on electrical panel to “Off” (position “0”). 4. Idle 5 minute w/o load Idle engines w/o load for 5 minutes to allow engines to cool down. 5. Engage Shut-Off Buttons Engage shut-off switch at lower helm; alarm buzzer will sound. * 6. Engine Ignition “Off” * Turn engine ignition switch “Off” only after engine has stopped,

otherwise damage to alternators could occur. Alarm buzzer will stop.


FUEL SYSTEM

R-Escape utilizes diesel fuel that supplies the propulsion engines, generator, and the diesel furnace heating system. Diesel fuel is light oil that is combustible only under very high compression, and thus compared to gasoline, is very safe. There are Racor 500 FG fuel filters with a 10 micron element (blue) dedicated to each propulsion engine (primary filter), and one filter unit shared by the generator and diesel heater. The filtration units are located on the aft wall of the engine room, and have vacuum gauges to indicate filter element status during engine operation. Each engine also has a secondary filter with a 2 micron element. The propulsion engines each draw about 20 gallons of fuel per hour yet only burn approx. 2-3 gallons, with the balance returned to the tanks. The vessel has a fuel capacity of 502 gallons held in 2 steel tanks (251 each) which are located outboard of the propulsion engines which will be full at the beginning of your charter. FUEL LEVELS & MANIFOLD Fuel levels for each tank should be checked periodically to ensure each tank is being drawn down at nearly the same rate, and thus providing a balanced fuel load. The fuel tank levels can be estimated by using the fuel “sight gauge” by opening the two valves located above and below the clear vertical hose located on the forward and inboard side of each tank (Photo 8). AFTER DETERMINING FUEL LEVELS, THE VALVES MUST BE CLOSED TO PREVENT A MAJOR FUEL SPILL IN CASE THE SIGHT GAUGE HOSES BECOMES DAMAGED! The Fuel Manifold located on the aft bulkhead of the engine room, is used to direct the fuel flow from the tanks (Photo 9), while the Return Valves, located inboard of the port drive shaft, is used to direct the return flow of unburned fuel (Photo 10). The manifold and return valves are set so each propulsion engine draws from, and returns fuel to the tanks on their respective sides, which should provide a balanced fuel usage and load. In the event the tank levels vary materially, open the “Crossover Valve”, located near the starboard fuel tank shut-off valve (Photo 11). This valve connects the two tanks and will allow their fuel levels to equalize, given time. After tank levels are equalized, please close crossover valve. PLEASE DO NOT CHANGE THE SETTINGS ON THE FUEL MANIFOLD OR THE RETURN VALVES UNLESS AUTHORIZED BY AYC. FILLING TANKS Because of the low fuel consumption of the diesel engines and the large fuel capacity onboard (502 gallons), it is unlikely your usage will dictate a need to refill them before the conclusion of your charter. When filling:

1. Be Selective Where You Fill-up Fuel with #2 Diesel Fuel Only, and DO NOT USE BIO-DIESEL. Marinas that sell a high volume of fuel generally provide the freshest and cleanest fuel.

2. Open Fuel Deck Fill There is a fuel deck fills located on each side deck that can be opened with deck fill wrench located in the port helm storage. DO NOT CONFUSE FUEL FOR WATER DECK FILLS.

3. Safeguard by Oil Absorbent Pads Have crew member with oil absorbent pad (supply located in engine room) at fuel vent, just in case. Use oil absorbent pad around nozzle to help guard against a fuel “burp”, or other possible fuel spillage.

4. Focus All Attention on Fueling DO NOT ATTEMPT TO FILL WATER TANKS AT SAME TIME! Disengage from conversations while fueling, and listen carefully for the sound of rushing air that signifies a rapidly filling pipe.

5. Avoid Fuel Spills If fuel is spilled on teak decks, immediately wipe with oil absorbent pad, and wash area with dishwashing soap and water. A fuel spill into the water can result in Coast Guard penalties. USE CAUTION!

6. Close Fuel Deck Fill Close the fuel deck fill moderately tight with wrench to compress o-rings, and return wrench to port helm storage.


ELECTRICAL SYSTEM

R-Escape has an electrical system comprised of both 12-volt D.C. and 120-volt A.C. power, and utilizes an A.C. shorepower connection, an electrical generator (genset), a combination Inverter/Charger, and alternators on the propulsion engines. An electrical panel located at the lower helm distributes the flow of D.C. and A.C. electricity throughout the vessel, with the upper half of the panel dedicated to the 12-volt D.C. system, and the lower half of panel dedicated to the 120-volt A.C. system (Photo 12). 12-VOLT D.C. ELECTRICAL SYSTEM This system distributes the electricity necessary to operate the vessel and its equipment, and draws D.C. power from the battery banks. A switch on the electrical panel with a red outline, directs which battery bank power is drawn from: #1-House, #2-Engines, or ALL (batteries paralleled). Different battery banks aboard serve different functions as follows: Battery Bank Type Description Capacity Usage #1-House six 6-volt @ 220 AH 660 AH at 12 volts everything #2-Engines one 12-volt 8D 220 AH at 12 volts starting engines & genset Genset Starter one 12-volt emergency genset start 120-VOLT A.C. ELECTRICAL SYSTEM This system distributes electricity to operate the A.C. outlets, and draws A.C. power from either the shorepower connection or generator, or through conversion of D.C. power into A.C. power by means of the Inverter/Charger (more later). A switch on the electrical panel directs where A.C. power is drawn from: #1 Generator, 0 (none), 2 Shorepower. Please note, one must select a source (1 or 2), otherwise 12-volt D.C. may be converted to 120-volt A.C. by Inverter/Charger when the INVERT function is inadvertently enabled, and thus draw down the battery banks. The shorepower inlet port located on the starboard side outside and forward of the sliding salon door, and the shorepower cord along with adapters are located within the inside step by the lower helm station. Most marina shorepower outlets are 30 amps, which allows for direct connection to the vessel’s shorepower cable. The vessel is equipped with several adapters (30A to 15A, 30A to 20A, 30A to 50A) for other common marina shorepower outlets. The proper sequence to connect to, or disconnect from shorepower, is shown on a label by the shorepower inlet port. THE SHOREPOWER CABLE SHOULD GO THROUGH HAWSEPIPE IN BULWARKS OR AFT DECK CHOCKS, NOT OVER RAILS, AND SECURRED AROUND CLEATS. PLEASE USE CARE TO KEEP CABLE AWAY FROM ANY CREOSOTE PILINGS OR SURFACES WHEN HOOKING UP TO SHOREPOWER. GENERATOR R-Escape is equipped with an Onan diesel generator (genset) providing 8 kW (8,000 watts) of 120-volt A.C. power for distribution to the vessel’s A.C. system. The generator provides large, household-type electrical loads while independent of a shorepower connection, and can recharge the vessels battery banks through the Inverter/Charger. Generator Pre-Start, Starting, Operation & Stopping were addressed in another section of the manual. Consider using generator during meal times and other high-load periods, when using the hot water heater, and when the battery banks need recharging. Although the genset has an effective sound shield, courtesy to other boaters is advised when utilizing the generator during early or late hours.


INVERTER/CHARGER R-Escape is equipped with a NEW (2010) Magnum 2012 Pure Sine Wave Inverter/Charger unit that can turn D.C. power into A.C. (inverting) and A.C. into D.C. (charging). The inverting function silently converts D.C. power from the vessels battery bank into pure sine wave A.C. power when there is no shorepower available, and when you are not using the generator. Such device is utilized only for low wattage or intermittent 120-volt A.C. needs. THIS INVERTER DOES CREATE PURE SINE-WAVE POWER REQUIRED FOR SENSITIVE ELECTRONIC DEVICES (such as some computers, breadmakers, small battery charges, and digital clocks) The charger function converts A.C. power provided by shorepower or the generator into D.C. power to re-charge the vessels battery banks. The Inverter/Charger is connected to a Magnum RC-50, which is a remote monitor/control unit located near the lower helm station, that controls the functions of the Inverter/Charger and digitally measures the battery banks state of charge.

INVERTING CHARGING 1. A.C Inverter Input Switch “On” 1. A.C. Inverter input Switch “On” 2. Press ON/OFF Inverter Button 2. A.C. power source selected by switch (1 or 2) 3. A.C. Main switch is “On” 3. A.C. Main switch is “On” 4. A.C. Circuit desired switched “On” 4. Charging is automatic with a good source of AC power. The green “INV” LED will be on when the inverter is actively inverting and the light will flash when searching for a load while it uses very little power from the batteries. To stop “Inverting” press INVERT ON/OFF button on RC-50 until same no longer enabled as indicated by the LED indicator. The Inverter/Charger has been hard-wired to not run the A.C. refrigerator and Hot Water Heater because of their high load demands. Because the Hurricane heating system runs through the hot water tank, you will get hot water from that source without turning on the water heater when using the Hurricane heater. D.C. POWER MANAGEMENT BATTERY CAPACITY IS LIMITED AND MUST BE MONITORED REGULARLY TO PREVENT OVER DISCHARGING THE BATTERY BANKS. The RC-50 will display battery capacity remaining as a percentage (i.e. 50 % equals half full, 75% equals ¾ full etc.) The RC-50 is only monitoring the “house batteries”. To check the engine start battery, check its voltage on the DC load meter on the main electrical panel by the helm. Do not let the engine battery voltage drop below 12.3 volts without charging. When the RC-50 is showing the CHG LED “on” it is charging the engine battery also, it just will not show capacity remaining in the engine battery. To display battery capacity remaining for the house batteries, follow these steps:

1. Push meter button 2. Rotate select knob until “02 BM: SOC Displayed 3. Push select knob to display “SOC” (status of charge) percentage

PLAN YOUR TRIP AND GENERATOR USAGE AROUND EXPECTED CHARGING NEEDS. Electrical power management must be kept in mind whenever any of the electric needs of the vessel are employed. It is imperative that only the 12-volt D.C. circuits needed are switched “On” and other circuits should be turned “Off” in order to conserve stored electrical power. THE BILGE PUMP SWITCH AND SHOWER SUMP SWITCH SHOULD ALWAYS BE LEFT “ON” AND FORWARD & AFT PUMPS LEFT IN “AUTO” POSITION!


POTABLE WATER SYSTEM

R-Escape has a large fresh water capacity of approximately 368 gallons, which supplies potable water to the galley sink, head sinks, head showers, toilets, aft deck shower, and to a spigot in the engine room. This system is pressurized by turning the “Fresh Water Pump” D.C. circuit breaker “On”. This fresh water pump coupled with an accumulator tank, provides a “pressure head” so the pump doesn’t need to cycle every time the faucets and fixtures are used. This pump will run whenever the system’s built-in pressure switch detects low water pressure. It is recommended to turn the “Fresh Water Pump” breaker “Off” when leaving the vessel lest a dripping faucet causes the pump to run and waste your water supply. All the water tanks onboard are connected, and remaining water capacity can be roughly estimated by a sight gauge located on the forward side of the water tank in the engine room between drive shafts. WHEN VESSEL IS OUT OF POTABLE WATER, TURN “FRESH WATER PUMP” CIRCUIT BREAKER “OFF”! Water is filtered prior to the fresh water pump, and drinking water is further purified by means of a fresh water filter and dispensed through a dedicated spigot located at the galley sink. CAPTAIN, PLEASE INSTRUCT ALL CREW MEMBERS ABOUT CONSERVATION OF THE WATER SUPPLY ONBOARD, ESPECIALLY DURING SHOWERING! FILLING TANKS The fresh water tanks were full at the beginning of your charter, but your usage may dictate refilling them before your charter concludes. When filling the 4 water tanks: 1. Be Selective Where You Fill-up Fill with potable water only. When adding water from a small

marina, run water through hose for a few minutes to clear out potential sediment, and taste before filling tanks to prevent distasteful water from contaminating the vessel’s water supply.

2. Open Water Deck Fills DO NOT CONFUSE WATER FOR FUEL DECK FILLS. A deck fill wrench for opening the 4 water deck fills is located on port helm storage. The location of the water deck fills is as follows: Deck Fill Tankage (US gallons) & Location forward, starboard deck 90 under forward head forward, starboard deck 90 under forward steps/floor mid-ship, port deck 52 between drive shafts in ER transom, starboard 116 under aft stateroom berth 20 hot water tank port side in ER 368

3. Fill Water Tanks DO NOT TRY TO FILL FUEL AT THE SAME TIME! 4. Tighten the Deck Fills Tighten deck fill moderately tight with wrench to compress o-rings,

and return wrench to port helm storage. HOT WATER R-Escape is equipped with a large capacity hot water tank (20 gallons) that is physically located in the aft port corner of the engine room, and can be heated through the following ways:

1. A.C. Power When the A.C. breaker labeled “Hot Water” is “On, and utilizing the genset or shorepower, the electric hot water heater is enabled. IF YOU RUN OUT OF WATER, ENSURE BREAKER IS TURNED “OFF” OTHERWISE THE ELEMENT WILL BURN OUT.

2. Surplus Engine Heat After the propulsion engines reach operating temperature, surplus heat is captured from the port engine through a heat exchanger that heats the potable water in the electric hot water heater tank.

3. Diesel Furnace Heat The diesel furnace (described later) also heats the potable water in the electric hot water heater tank.


SANITATION SYSTEM

R-Escape is equipped with 2 heads, each with sinks, showers and VacuFlush toilets. The sanitation system also has “Y” valves that route effluent from the toilets into a large holding tank (58 gallon) or directly overboard, macerator pump that can empty the holding tank contents overboard, and a deck fitting that allows for pumping out the holding tank at a pumpout station. All sanitation lines are hard PVC waste lines to help eliminate unpleasant odors onboard. SHOWERING Wastewater from the sinks and showers, or “grey water”, is legally plumbed directly overboard. Grey water from the sink basins flows by gravity overboard, while grey water from the two showers whose drains are below the vessel’s waterline, utilize a D.C. sump pump (located under V-berth floorboards) to lift shower grey water and pump it overboard. When showering, utilize this pump as follows: 1. Shower Sump Pump Circuit “On” Before the day’s first shower, switch the “Shower Sump Pump”

breaker on the 12-Volt D.C. panel “On” and in “AUTO” position. 2. Use Shower Scupper Grate There is no clearable strainer other than the shower scupper grate in

each shower basin before the shower sump pump, so please use care to keep hair from draining beyond this point! Dispose of body hair strained by scupper grate into waste container and not in the toilet.

3. Shower Sump Pump Circuit “Off” When there are no more showers for the day, switch the “Shower Sump Pump” breaker on the 12-Volt D.C. panel “Off”.

TOILETS The VacuFlush toilets are electric with fresh water flushing, and are very desirable on yachts because their ease of operation, use of little electricity, and use little water that in turn doesn’t fill up the holding tank as quickly as manual flush toilets. To utilize: 1. VacuFlush & Freshwater Pump

D.C. Circuits “On” Both 12-volt D.C. circuit breakers in electrical panel “VacuFlush Toilets” and “Freshwater Pump” must be “On”.

2. Toilet Power Switch “On” to Utilize Pull power switch located on the counter face in the desired head to “On” position (out) to pressurize system and create vacuum pressure.

3. Utilize with Care Prior to solid wastes, it is recommended to firmly lift the flush lever to partially fill the bowl with water, and then line a portion of the bowl with some marine grade toilet paper provided. WITH SOLIDS, FLUSH EARLY & OFTEN, SINCE TO MORE THAN 5 SHEETS OF TP IN ONE FLUSH CAN CAUSE PROBLEMS!

4. Press Flush Lever To evacuate the bowl, press & hold flush lever down for 3 seconds for liquids and 5-7 seconds for solids. With the lever down, the VacuFlush will macerate any waste, and rinse the bowl clean with fresh water. When finished, let the flush lever go without easing it back, which allows the seals that hold vacuum pressure to seal.

CAPTAIN, YOU ARE RESPONSIBLE THAT YOUR CREW KNOWS HOW TO USE THE MARINE TOILETS CORRECTLY, AND PUTS NOTHING INTO THE TOILETS EXCEPT WHATEVER GOES THROUGH A DIGESTIVE SYSTEM AND A MODERATE AMOUNT OF SINGLE-PLY, BIODEGRADABLE, MARINE GRADE TOILET PAPER. DO NOT USE TOILETS IN CASES OF SEASICKNESS, AND DO NOT DISPOSE OF NON-DISSOLVING ITEMS SUCH AS SANITARY NAPKINS, 2-PLY TOILET TISSUE, FACIAL TISSUE OR PAPER TOWELS SINCE DOING SO WILL CREATE BLOCKAGE. MISUSE OF TOILETS CAN CREATE VERY UNPLEASANT PROBLEMS ONBOARD!


Y-VALVES Each toilet is coupled with a Y-Valve which directs the discharge of effluent to either the “Holding Tank” (default position), or “Overboard Discharge”. The forward head Y-Valve is located next to the vacuum generator on the starboard side of engine room on shelf above battery banks (Photo 13). The aft head Y-Valve is located inboard of the hot water heater (Photo 14). At charter commencement, Y-Valves will be secured with a plastic tie in position that discharges all effluent directly to the holding tank. To discharge waste from the toilets directly overboard:

1. Know Discharging Laws When in U.S. waters, the Y-Valve must be kept secure in the “Holding Tank” position, except when lawfully discharging 3+ miles from shore. When in Canadian waters, it is legal to discharge overboard (as of 1999) but you should always use the holding tank in a marina, cove or other anchorage areas, and limit your discharges to areas of good tidal flow.

2. Open Toilets Discharge Thru-Hulls The thru-hull seacock valves to each head must be open by turning the handles upward. The overboard discharge thru-hull for the forward head is located under the closet in the V-berth and is accessed by removing floor section under the carpet. The overboard discharge thru-hull for the aft head is located inside the cabinet of the aft head, and is usually open since it is shared with the macerator. When returning from Canadian waters or following use when in U.S. waters, please return the forward head thru-hull to “closed” position.

3. Y-Valve to Overboard Discharge Break plastic ties and turn the Y-Valve to “Overboard Discharge” position. When returning from Canadian waters or following use when in U.S. waters, please return the Y-Valve to “Holding Tank” position and re-secure the with plastic ties provided for this purpose.

HOLDING TANK Effluent from the heads, or “blackwater”, is directed by the Y-Valve to a holding tank (default position) that is physically located under the generator. The tank is slightly translucent which enables determining the tank level with a flashlight lens against the aft wall of the tank. There is also a “Tankwatch” monitor located at the lower helm that indicates when the holding tank is nearly full provided the VacuFlush toilet circuit and power switch are both “On”, yet the sensor for the monitor can malfunction when fouled with blackwater debris. Contents of the holding tank can be evacuated by:

1. Pumpout Station Pumpout stations are located throughout the San Juan and Gulf Islands, with locations referenced in the AYC manual. The discharge fitting is located amidships on port side of vessel’s hull.

OR

2. Macerator Pump The Macerator pump is engaged by: A) Thru-Hull Open Ensuring “Overboard Discharge” thru-hull seacock valve is in

“Open” position (handle upright). This thru-hull is located inside the cabinet of the aft head.

B) Macerator Circuit “On” Turning “Overboard Discharge/Macerate” D.C. circuit “On”. C) Macerator Key “On” Turn macerator pump “On” by inserting macerator key into switch

located in front of pump located in forward port quarter of engine room, and turning right (Photo 15). Emptying the holding tank may take up to 10 minutes. This key is for your protection since improper discharges are serious, and turning the macerator on without the thru-hull seacock valve open will make the pump inoperable. Following use of the macerator, please return the macerator key and turn the “Overboard Discharge/Macerater” circuit “Off”

CAPTAIN, BE MINDFUL OF THE HOLDING TANK LEVEL AND EMPTY IT WELL BEFORE IT BECOMES FULL. SINCE YOU ARE RESPONSIBLE FOR IMPROPER DISCHARGES OF WASTE, BE SURE THAT YOU ARE FAMILIAR WITH APPLICABLE LAWS CONCERNING DUMPING OF RAW SEWAGE OVERBOARD OR FACE FINES!


GALLEY & BBQ

R-Escape is designed with an up galley layout and is equipped with refrigerator/freezer, oven, stove, double sink, microwave, toaster oven, toaster, and coffee maker. To supplement the refrigerator/freezer, there is a 70-quart built-in icebox located under the aft-most seat of the port side salon settee that drains overboard. Refrigeration The refrigerator/freezer is a Norcold unit with 6.3 cubic feet capacity that utilizes 12-volts D.C., or 120-volts A.C. through the use of a shorepower connection or the genset. This refrigerator/freezer will not run on 120-volts A.C. through the inverter. To utilize: 1. Select Power Source Select D.C. or A.C. circuit on electrical panel depending upon power

availability. 2. Set Thermostat The refrigerator thermostat is located in the inside back of the unit

and provides temperature control from 1 (minimum/warmest) through 7 (maximum/coldest). Since the refrigerator/freezer is one of the largest users of battery power onboard, is recommended to set the thermostat between 3 and 5, and perhaps lower during the night.

3. Ensure Door Closed Properly Ensure door is closed properly, with the seals meeting tightly around entire door. The bottom seal of door sometimes needs a little help.

Cooking The 3-burner stove and oven in the galley are supplied by propane, and the tanks were filled before your charter. The stove and oven will operate when: 1. Propane Tank Valve “Open” The propane supply tank (silver & on its side) located in the locker on

the port side of bridge has the valve turn “Open”. This valve should be open at the commencement of your charter, and should be left open unless propane odor is evident.

2. Solenoid Switch “On” The propane safety solenoid switch located on the port side of the galley is “On” (up). Flip this switch to “Off” when not in use.

3. Selected Burner Ignited Push in on the desired stove burner or oven control, and ignite with butane lighter located in aft top drawer in galley, or match.

4. Galley Fan “On” The galley overhead fan is utilized by turning the “FAN” circuit breaker on D.C. electrical panel “On” and fan switch in galley “On”.

BBQ The Magma propane BBQ is located on the aft port rail of the flybridge, and the associated LP tank, supply line and BBQ tools are stored in the forward port seat of the flybridge. Use care when using as to not lose BBQ pieces/tools, or have drippings land on vessel deck or elsewhere. To utilize BBQ: 1. Protect Cushions Consider removing cushion for aft deck storage locker, or covering

same with a towel where drippings could fall. 2. Remove BBQ Cover Remove cover to BBQ and place in forward port seat of flybridge. 3. Ready Propane Remove propane tank along with plastic storage crate along with its

associated supply line, and secure near BBQ, connect supply line, and turn tank valve “On”.

4. Light Burner Light burner using a long neck butane lighter with the flame as close to the heating element as possible. Push down regulator control knob and turn to high. A “puff” sound should be heard when gas ignites.


HEATING SYSTEM

R-Escape is equipped with a Hurricane heating system that heats the cabin areas and the hot water supply with either a 45,000 BTU diesel furnace, or by utilizing surplus heat from the port engine. There are also 2 portable electric A.C. heaters that each utilize 1500 watts and produce 5,200 BTU that are stored in the aft stateroom. The Hurricane diesel furnace is quiet, uses little electrical energy, and is fuel efficient in consuming only 0.3 gallons of fuel per hour when operating. The diesel furnace is located in the forward part of the engine room on the port side, and is attached to an electronic control board. This heating system has three separate heating zones, each controlled by thermostats. The system is a hydronic heating system that generates heat to the vessel by heating a liquid coolant at the diesel furnace and pumping it to a cabin fan heater in each zone, where heat is released through a small radiator and muffin fan as dictated by the setting on the thermostat located within the respective zone. WARNING: WHEN THE DIESEL FURNACE IS OPERATING, IT PRODUCES HOT EXHAUST GASES WHICH ARE RELEASED THROUGH A COMBINATION AIR INTAKE / EXHAUST OUTLET. THIS FITTING IS LOCATED ON THE VESSEL’S PORT SIDE JUST FORWARD OF MIDSHIP APPROX. 3’ ABOVE THE WATERLINE. TAKE NOTE OF THIS LOCATION, AND DO NOT OPERATE DIESEL FURNACE WHEN THIS FITTING IS CLOSE TO COMBUSTABLE MATERIALS OFTEN FOUND AT DOCKS, OR IF RAFTED TO ANOTHER VESSEL!!! This heating system is utilized by: 1. Set Zone Thermostats Turn the thermostats in the 3 heating zones to appropriate

temperatures. The heating zones on this vessel which are: 1) aft stateroom & aft head, 2) salon, and 3) V-berth stateroom, port stateroom & forward head.

2. Furnace Heat Switch “ON” Utilized furnace heat by turning the ON/OFF control switch on the furnace’s remote panel located at the lower helm station “On”. The igniter on the furnace unit will glow and the combustion air intake fan and the circulating pump will begin to run. Within a few seconds, combustion of the fuel commences, the igniter shuts off and the burner continues to operate until all zone thermostats are satisfied, or until the heater reaches its normal operating temperature of 180°. Once the normal operation temperature is reached, the burner itself will cycle off and the combustion fan will operate for an additional two minutes to purge the burner. Turn this switch “Off” when not in use, and the heater will automatically run through a purge cycle, which takes about two minutes. This heater can be damaged with an interruption of electrical power, and therefore it is wired directly to the battery bank (via fuse), and is not linked to the 12-volt D.C. electrical panel.

OR 3. Utilize Surplus Engine Heat Utilize surplus engine heat by turning the red switch located near the

lower helm station “On” after the propulsion engines reach operating temperature. Surplus engine heat is captured from the port engine through a heat exchanger and when the switch is enabled.


TENDER, OUTBOARD & DAVITS

R-Escape is equipped with a 11’ 10” rigid inflatable boat (RIB) tender manufactured by AB (Artigiana Battelli), powered by a 15 HP Yamaha 4-stroke outboard motor, and stored on its side on the swimstep by a SeaWise electric hydraulic davit system (Photo 16).

Tender The AB tender features a fiberglass hull, large non-skid fiberglass deck with forward raised storage hatch/seat, large diameter inflated tubes (hypolon), and maximum capacity of 6 persons or 1,631 lbs. This tender is outfitted with two 7-½ foot wooden oars for rowing that are stored inside the tender. To insert/remove the oarlocks into/from the tender’s oar sockets, first orient the paddle end of the oars inward and handle outward before making the attempt. There are comfortable life vests for the tender stored in R-Escape’s aft deck locker. A waterproof bag is in the tender’s locker that contains ………………………………………….

Outboard Motor The 15 hp Yamaha outboard provides plenty of power, and the inherent 4-stroke operational benefits of less noise, less exhaust smoke, no mixing fuel, improved fuel economy, and easy starting. There are specific instructions for starting & operating this outboard motor attached on a laminated instruction card secured to the tender.

OUTBOARD MOTOR USES REGULAR GAS ONLY! DO NOT USE 2-CYCLE MIXTURE! ALWAYS FILL TENDER FUEL TANK ON DOCK, AND NEVER ONBOARD TENDER OR ON R-ESCAPE’S TEAK DECKS.

Davits System The Seawise davit system, located on the port side of the swim step, is a hydraulic electric system that minimizes the time and effort to launch and retrieve the tender. The Seawise system keeps the outboard motor attached to the tender and allows it to pivot and remain in upright position as tender is either raised or lowered, and is recognized for its ease of use, safety, dependability and low noise operation. To operate, refer to the laminated directions located on side of the davit tower. When raising tender upright by davit system, please do the following: □ Remove Fuel Tank Remove the outboard motor fuel tank and attached fuel hose, and

secure on swimstep inside base of swim ladder.

□ Secure Oars Ensure oars are secured in tender by use of shock cords provided.

□ Rinse Tender after Use After use, rinse inside of tender clean of sands using washdown hose. TENDER / OUTBOARD MOTOR CAUTIONS: □ INSTRUCT ALL WHO WILL TRAVEL IN TENDER TO WEAR PFD’S. Coast Guard

requires a PFD for each person onboard, and any child under age 12 must be wearing a PFD when in a tender.

□ ENSURE OPERATOR IS CAPABLE OF TILTING MOTOR. When operating an outboard, occasions arise that require the motor to be tilted up, so ensure operator of tender understands how to tilt the outboard motor, and is strong enough to do so.

□ AVOID HIGH SPEED SHARP TURNS. □ ENSURE BOW LINE INSIDE TENDER WHEN OPERATING. □ DON’T LAND ONTO BEACHES WITH LARGE ROCKS (larger than golf balls). □ DON’T DRAG ON BEACH. A beach line is provided within the tender storage seat. □ DON’T OPERATE OUTBOARD MOTOR IN SHALLOW WATER. □ DON’T OPERATE OR STORE ON DAVITS WITH WATER INSIDE INNER HULL.


ANCHORING & MOORING

R-Escape is equipped with a 20 KG Bruce anchor with 360’ of 3/8” BBB chain rode, along with a Plastimo electric windlass controlled by switches located starboard of the windlass (Photo 17) and on the flybridge. Before attempting to anchor, check the weather reports to understand anticipated wind conditions and select an anchorage on the lee side preferably with a soft bottom such as sand, mud, or gravel. Look at the charts and the various cruising guides onboard for tips on good locations, then choose the spot in the anchorage where you have room to “swing” on the anchor without disturbing previously anchored vessels that rightly have priority in the anchorage. R-Escape also utilizes a 2-line anchor snubber to transfer all chain tension from the windlass to the forward cleats, and helps silence chain rode/roller noise. Other equipment includes a stern anchor and 300’ of ½” nylon rode located in aft port deckpipe, and a 450’ poly stern tie line on a wind-up reel. Amount of Anchor Rode The Captain determines the appropriate rode length for conditions warranted including forecasted wind direction/strength, current, swinging radius allowed, ocean bottom and type of rode used on adjacent vessels. For crowded anchorages in the San Juan and Gulf Islands with an all chain rode, little wind and on bottoms where anchors sets well, consider a scope of 4:1 or 5:1. SCOPE IS THE RATIO OF RODE LENGTH TO DISTANCE FROM BOW PULPIT TO THE OCEAN BOTTOM, TAKING INTO ACCOUNT TIDAL MOVEMENT. For storm or heavier sea conditions, a scope of 7:1 to 10:1 is recommended. To determine rode length, consider: Formula Example 1. depth from keel to ocean bottom (using flybridge sounder) ’ 20.00’ 2. add vessel’s draft 4.25’ 4.25’ 3. add distance from water surface to bow pulpit 7.50’ 7.50’ 4. add rising tide movement expected from current level + ’ 4.25’ Subtotal = potential distance from vessel bow pulpit to ocean bottom ’ 36.00’

5. multiply by scope desired x x 5.0 6. equals rode length to equal scope desired ’ 180’ Setting the Anchor When setting the anchor, always have the propulsion engines running and “Windlass” circuit breaker “On”. Setting the anchor safely requires two persons, one at the flybridge helm maneuvering the vessel, one on the bow operating the anchor windlass, and good communication between these crew members (hand signals recommended). The vessel should be piloted slowly toward the selected anchoring spot into the wind and/or current. Once the vessel is over the selected spot, and the anticipated rode is calculated per above, set the anchor by:

1. Ready Anchor Ready anchor by 1) Disengage the anchor safety line that secures the anchor when not in use, 2) lay out approx. 2’ feet of chain by rotating the windlass clutch mechanism aft with the removable handle (tighten the windlass clutch by rotating the windlass clutch mechanism forward), and 3) lower the anchor over the bow by hand until taut. Use care so that anchor does not swing into vessel.

2. Payout Chain Rode to Bottom Release the windlass clutch and payout chain rode slowly until anchor reaches bottom. Tightening or loosening the clutch controls the chain payout rate. Keep note of amount of rode played out with chain marked in 25’ increments with plastic yellow ties = 25’ & red ties = 100’, thus 150’ is shown by 1 red tie and 2 yellow ties. (Photo 18). DO NOT LET CHAIN FREE WHEEL UNRESTRAINED.


3. Payout Balance of Chain Rode When the anchor clearly reaches bottom, move away aft very slowly with the wind, current or engine power while paying out additional rode as calculated by the Captain per above. BE SURE NOT TO BACK AWAY FASTER THAT THE RODE CAN BE RELEASED.

4. Set Anchor & Test Set Set anchor by tightening windlass clutch, and applying strain on rode by reversing for 5 seconds using engine idle speed. A properly set anchor is indicated when the chain pulls straight off the bow toward the anchor, and when power is backed off, the vessel surges forward. NEVER PULL ON THE CHAIN FOR MORE THAN 5 SECONDS, AND NEVER AT ANY ENGINE RPM OTHER THAN IDLE SPEED, OTHERWISE DAMAGE TO GROUND TACKLE WILL OCCUR! If while checking the set, the chain rumbles and clunks, and seems to release in bursts, it means you're anchoring on a rocky bottom and the anchor is not holding. Be patient and make another attempt to get a good “set” on the bottom.

5. Engage Anchor Snubber Engage anchor snubber by: a) retrieving ~ 7’ of rode, b) slip snubber plate between chain links forward of roller, c) pass snubber lines through each hawsepipe to bow cleats, d) play out ~ 10’ of rode so snubber plate 1’ or 2’ underwater (in calm conditions), e) pull both snubber lines even with each other and taunt, then re-secure to bow cleats so tension between the windlass and anchor snubber plate is eliminated and slack rode hangs between snubber plate and roller (Photo 19). For heavier sea conditions, retrieve a greater amount of rode before attaching snubber plate, and utilize a longer snubber line.

6. Secure Vessel Secure vessel by a) storing windlass clutch handle, b) turn “Windlass” circuit breaker at the electrical panel “Off”, c) take hand bearings with compass to note vessel’s anchored position, and d) turn anchor light on between “dawn & dusk”.

7. Select #1 – House Battery Bank WHEN ANCHORING AND NOT UTILIZING GENERATOR, SELECT #1–HOUSE BATTERY BANK. This isolates the battery bank utilized for starting the engines (#2 – Engine), preventing it from being drawn down through electrical usage while anchored.

Raising the Anchor When raising the anchor, always have the propulsion engines running, and the “Windlass” and “Washdown Pump” circuit breakers “On”. Raising the anchor works best with three persons, one at the flybridge helm maneuvering the vessel over the anchor, one on the bow operating the anchor windlass controls and washdown hose, and one in the V-berth ensuring the retrieved rode stacks properly. As with setting the anchor, good communication between these crew members is important (hand signals recommended). To raise the anchor:

1. Take Up Slackened Rode Take up slackened rode as it becomes available, along with anchor chain snubber, by maneuvering vessel over the anchor. THE WINDLASS IS ONLY DESIGNED TO WEIGH AN ANCHOR AND RODE THAT IS NOT UNDER STRAIN. DO NOT USE THE WINDLASS TO PULL THE VESSEL TO THE ANCHOR OR TO PULL THE ANCHOR FREE FROM THE BOTTOM.

2. Spread Retrieved Rode As chain rode is being retrieved, instruct a crewmember to open the chain locker door in the V-berth and periodically spread all the chain rode as it is being retrieved so it doesn’t stack too steeply.

3. Rinse Retrieved Rode As chain rode is retrieved, please rinse chain rode clean of any clay, mud, grass or other debris using washdown hose.

4. Break Anchor Free with Vessel Once slack rode is taken up and remaining rode is vertical, break anchor free using vessel’s forward momentum into deeper water.

5. Secure Anchor & Other As anchor approaches the roller, stop retrieving rode and ensure anchor is positioned with flukes facing the bow, and if necessary, adjust anchor manually before securing anchor on roller. DO NOT TIGHTEN ANCHOR ONTO BOW PULPIT WITH WINDLASS POWER. When secure, engage safety line onto rode, secure anchor snubber device, and turn “Windlass” and “Washdown Pump” breakers “Off. Anticipate the forward bilge pump to automatically turn on soon after the wet rode is retrieved


Mooring Buoys A well-positioned State Park mooring buoys is preferable to anchoring out since their use eliminates the concerns related to properly setting the anchor, adequacy of scope for conditions, swing, etc. R-Escape has a Washington State Park sticker for the current year that allows you to pick up the mooring buoys in the Washington State Marine Parks for free. You only need to register at the kiosk usually located at the heads of the docks. Mooring buoys have a metal triangle at the top upon which is a metal ring. The metal ring is attached to the chain which secures your boat. To secure the vessel to a mooring buoy safely requires three persons: one at the flybridge helm maneuvering the vessel, one to aid the helmsman as he maneuvers near the buoy, and one to handle lines. As with anchoring, good communication between these crew members is important (hand signals recommended). The vessel should be piloted slowly toward the selected mooring buoy into the wind and/or current. The recommended procedure for securing to a mooring buoy is as follows: 1. Pull Alongside Mooring Buoy Helmsman pilots vessel slowly alongside selected mooring buoy,

with crew member aiding helmsman by pointing at the buoy with boat hook (stored on port side for flybridge).

2. Line Secured to Bow Cleat Crew member attaches a long mooring line to bow cleat and through hawsepipe, inside to outside, and stands ready with other end of line amid ship on side deck near rail gate/bulwark door.

3. Slip Line Through Buoy Ring Crew member uses boat hook to catch the buoy ring and pull within reach of other crew member to slip the line through.

4. Line Secured to Other Bow Cleat End of line that has been slipped through mooring buoy ring, is brought through hawsepipe, outside to inside, and secured to same bow cleat.

5. Secure Second Line To Buoy With one line secured to buoy ring, crew member pulls line and raises buoy ring to within reach and loops an additional line through and repeats steps 2 - 4 above.

Stern-tying Because of the many small bays offering limited mooring space at deep water anchorages, a common practice in the Gulf Islands and further north is to secure the vessel’s bow to a mooring buoy or anchor and rig a stern line to a secure place along the shoreline. The vessel’s stern-tie line is located on a windup reel in the forward flybridge locker space. Stern-tying is accomplished by:

1. Secure Vessel Bow Secure vessel bow line to mooring ring, if available, or anchoring as described previously. When setting anchor, back toward shoreline where vessel will stern tie. PLEASE BE VERY CAUTIOUS ABOUT BACKING TOWARD SHORE AND SHALLOW WATER, BY WATCHING DEPTHS, SHORELINE AND CALCULATING TIDE CHANGES. Because stern-tying does not let the vessel swing, consider utilizing a longer anchor rode scope (7+ :1) for greater holding power should winds or current hit the vessel broadside.

2. Vessel Backed Toward Shore Vessel should be backed by helmsman toward shore where vessel will stern-tie using short bursts of reverse thrust, once the bow is secured.

3. Tender Launched & Ready Tender should be down and made ready with stern-tie windup reel onboard tender with crewmember which will complete step 4 below.

4. Engage Stern-tie Line Slip Stern-tie line through ring provided on shoreline, or around tree, and bring doubled-up line back to R-Escape, and secure to an aft cleat through deck cocks. Allow just enough tension on line to keep vessel perpendicular to shoreline, which should allow stern-tie lines to float on water. When departing, simply release one end of the stern-tie line onboard and reel in the balance of the line.


CLOSE QUARTER MANEUVERING

Always operate R-Escape from the Flybridge during close quarter maneuvering and docking as there is limited visibility astern from the lower helm station in the salon. During close quarter maneuvering, it is recommended not to steer with the wheel, but instead center the rudders and use the port and starboard engines to direct the vessel at very slow and controlled speeds using only prop thrust. The flybridge helm station has a rudder position indicator on the steering wheel to center the rudders. When operating at idle speed, R-Escape has a tremendous amount of momentum, is easily influenced by the wind and current, and response to operator commands take time. Give consideration to these factors and learn to anticipate these conditions whenever piloting this vessel in close quarters. GO EASY! ALWAYS MAKE CERTAIN THROTTLE CONTROLS ARE PLACED AT IDLE SPEED WHENEVER TRANSMISSION GEARS ARE SHIFTED. ALWAYS PAUSE 3 SECONDS IN NEUTRAL POSITION WHEN SHIFTING BETWEEN FORWARD AND REVERSE. During close quarter maneuvering, engines should be at idle speed of 700 RPM’s. An occasional "gentle goose" on the throttle may be necessary to kick the stern one way or the other. The operator has little control over the movement of the bow but lots of control over the movements of the stern, since the vessel is essentially “skidding” through water. Pay attention to where the boat actually goes, which may bear little relation to where the bow is pointing. At idle speed, with one engine in forward and one engine in reverse, R-Escape can turn in its own length. For some helmsman, one reminder of the manner a twin-screw vessel course is altered by forward or reverse thrust, is by looking at the direction of the curve on the transmission handles (Photo 7). For example, if the port transmission handle is put in forward, the vessel will move forward and starboard in keeping with the starboard curve of the handle, and if the port transmission handle is put in reverse, the vessel will move aft and starboard. All Close Quarter Maneuvering Situations 1. Observe Conditions & Make Plan Observe local winds, currents, tide level, and vessel traffic, then

establish a clear maneuvering plan, as well as a back-up plan. 2. Make Crew Part of Plan The Captain should brief crew regarding the vessel’s anticipated

course to or from the moorage, and the crew’s responsibilities related to lines and fenders and execution of maneuvering plan. DO NOT PROCEED UNLESS THE CREW IS READY.

3. Vessel Made Secure Vessel’s doors, windows, hatches, tender, boarding ladder, and other items that might shift when the vessel moves, must be stored properly or otherwise made secure. Ensure no mooring lines or crab pot lines are left out to foul propellers.

4. Test Transmission Before untying, engage each transmission into both forward and reverse for an instant to ensure all is in order.

5. Go Easy Use Neutral a lot. Go easy. Reverse, and stop the vessel if the dock is on the fenders because continuing will only roll the fenders out of the way and hull scratches will result.

6. Patience Several attempts may be needed as you learn how the vessel responds and as you meet difficult conditions. A poor approach usually means a poor landing! Don’t hesitate to back off and trying again. Use patience.


Leaving Moorage 1. Disconnect from Shorepower Disconnect from Shorepower and secure power cords and adapters (if

any) in the step next to lower helm station. The proper sequence to connect to, or disconnect from shorepower, is shown on a label by the shorepower inlet.

2. Engine Warmed Up Engine warmed up for 5 minutes and operating at idle speed of 700 RPM’s.

3. Turn On Electronics Turn “Instruments” circuit to “On” and turn on GPS/Depthsounder and VHS radio.

4. Remove Dock Lines Direct the removal of all but 1 or 2 key dock lines, then have crewmember remove the last dock line(s), and get onboard. It is often possible to free the last dock line from onboard if same is looped through or around the dock cleats.

5. Largest Fender Ready to Fend Off Have capable crewmember standing “Ready” with the largest fender, and prepared to move to and “Fend Off” with fender at the location around vessel where any possible undesired collision or impact might occur. Unanticipated vessel movements happen with wind and current, and because Murphy loves boating, this very large fender can help cushion minor mishaps in docking situations. NEVER GET HANDS OR FEET IN A POSITION WHERE THEY CAN BE PINCHED OR CRUSHED!

6. Ease Out of Moorage Assume the helm controls and EASE out of the moorage. Remember to use Neutral a lot.

7. Secure Vessel Once clear of marina, bring up fenders and stow, and have crew neatly coil the dock lines.

Approaching Moorage 1. Secure Fenders Secure 4 primary fenders on side of vessel where landing is planned,

and secure extra fenders on opposite side of vessel. Please do not attach fender whips to teak rails, but instead secure at stanchion locations specified on by labels on vessel.

2. Dock Lines Ready Secure dock lines on vessel cleats, and ready to deploy as follows: Bow Line from bow cleat through hawsepipe, inside to outside,

and draped back inside vessel over handrail Stern Line from stern cleat through deck chocks, and draped back

inside vessel over handrail Spring Line from spring cleat through hawsepipe, inside to

outside, and draped inside vessel over handrail

CONSIDER USING AN AFT LEADING SPRING LINE TO BE APPLIED FIRST IN MOST DOCKING SITUATIONS

3. Largest Fender Ready to Fend Off Have capable crewmember standing “Ready” with the largest fender, and prepared to move to “Fend Off” with said fender at the location around vessel where any possible undesired collision or impact might occur. Unanticipated vessel movements happen with wind and current, and because Murphy loves boating, this very large fender can help cushion minor mishaps in docking situations. NEVER GET HANDS OR FEET IN A POSITION WHERE THEY CAN BE PINCHED OR CRUSHED!

4. No Jumping Or Muscling DO NOT ALLOW YOUR CREW TO JUMP FORWARDS OFF THE GUNWALES, BUT INSTEAD MANEUVER AT LEAST PART OF THE VESSEL IN CLOSE ENOUGH FOR A CREWMAN TO STEP ASHORE WITH THE DOCKLINE. DON’T FORCE YOUR CREW TO MUSCLE THE VESSEL OFF FROM A POOR OR FAST APPROACH. With as much weight as the vessel displaces, injuries are likely if desperation pushing is attempted. GO SLOW!

5. Secure Vessel After the vessel has landed, the Captain checks all the fenders and lines, and adjusts if necessary. Electrical panel settings are also checked.


NAVIGATION AIDS

R-Escape is equipped with a compass at each helm station, a hand-bearing compass, along with an assortment of navigation/chart plotting tools. There are a wide assortment of marine charts and navigation books / cruising guides (listed) and other electronic navigation aids on onboard described below: Marine Charts (* denotes Canadian chart) Navigation Books / Cruising Guides Maptech Chartkit Pacific NW–Puget Sound to Vancouver Chapman’s Piloting Seamanship & Boat Handing (Maloney, 63rd Edition) Chart 3312 * (Chartbook)Jervis Inlet & Desolation Sound Current Atlas: Juan de Fuca Strait - Strait of Georgia Chart No. 1 USA Nautical Chart-Symbols, Abbreviations Washburn’s Tables (current year) Chart 1 * Symbols Abbreviations Terms Ports and Passes – Tides, Currents & Charts (current year) LC 3462 * Juan De Fuca Strait to Strait of Georgia Exploring the San Juan and Gulf Island (Douglass & Hemming) L/C-3463 * Strait of Georgia – Southern Portion Exploring the South Coast of British Columbia (Douglass & Hemming) LC 3512 * Strait of Georgia – Central Portion Waggoner Cruising Guide -2002 (Robert Hale) 3513 * Strait of Georgia – Northern Portion Gunkholing in the San Juan Islands (Bailey & Nyberg) 3538 * Desolation Sound and Sutil Channel Gulf Island & Vancouver Island – Vol. 1 (Yeardon-Jones) 3536 * Discovery Passage Desolation Sound & the Discovery Islands – Vol. 2 (Yeardon-Jones) Weatherly Waypoint Guide – (volumes 1-3) Cruising Guide to British Columbia – Vol. 1 – Gulf Islands (Wolferstan) Cruising Guide to British Columbia – Vo. 2 – Desolation Sound (Wolferstan) Cruising Guide to British Columbia – Vo. 3 – Sunshine Coast (Wolferstan) GPS Chartplotter R-Escape is equipped with a Garmin 2010C GPS/Chartplotter, a 10” color monitor (Photo 20) that displays the vessel’s location and track on detailed electronic charts. This GPS Chartplotter is located at the flybridge helm station, and should be considered a supplement to track your position rather than being used as your primary navigation source. PLAN YOUR ROUTES USING CHARTS AND COMPASS BEARINGS AS YOUR PRIMARY MEANS OF NAVIGATION. This GPS/chartplotter also provides an accurate speed over the bottom adjusting for the effects of the tidal current and winds, and can display accurate tide information. GPS IS SET FOR MAGNETIC BEARINGS TO CORRESPONDE WITH COMPASS & MAPTECH CHARTKIT PRE-PLOTTED MAGNETIC BEARING COURSES. Depthsounder R-Escape is equipped with a Garmin GSD 20 remote black-box sounder module, with depth sounder data displayed in the Garmin 2010C GPS Chartplotter above. THIS SOUNDER HAS BEEN SET TO MEASURE IN FEET BELOW THE VESSEL’S BOTTOM. The vessel is also equipped with a Signet Scientific MK172 depth sounder in the lower helm station. Radar R-Escape is equipped with a Koden MD-3404 radar unit with a range adjustable up to 24 miles, and the radar display located at the flybridge helm station. THE VESSEL’S INSURANCE DOES NOT AUTHORIZE A CHARTER OPERATOR TO PILOT THE VESSEL IN LIMITED VISIBILITY SUCH AS NIGHT AND FOG! However, a charter operator can use the radar to become familiar with its operation, and a manual is provided for this purpose onboard the vessel. VHF Radios R-Escape is equipped with a VHF radio located at both helm stations. FCC regulations require you to monitor Channel 16 when underway, which is where safety and distress and routine communications are initiated. For marine weather, monitor the weather channel which varies per cruising area. FCC regulations also require you to give the call sign, “WDA8149” and“R-Escape” at the beginning and end of each call or you may be held liable for possible citations. The ship station ID is 366851180.


SAFETY

R-Escape is equipped with safety as a priority, but a safe and enjoyable charter can only happen when the vessel, Captain and crew function correctly. The following checklist is intended to be a checklist for the Captain: □ Captain Instructs about Systems Captain, before you depart, please be sure you are sufficiently

comfortable with the vessel that you can instruct your crew about the systems onboard that they are likely use. It is difficult to explain to a crewmember how to use the toilets or other system onboard when you are busy navigating at the vessel’s helm, or docking. Please review the information in the AYC Manuals.

□ Captain Gives Responsibilities Captain, before you depart, please instruct crew members of their responsibilities related to application of lines, fenders, shorepower, etc. R-Escape is much too large to manage single-handed.

□ Captain Uses Charts UTILIZE CHART BOOKS AS YOU TRACK YOUR POSITION. R-Escape is furnished with a full complement of chart books, planning charts, waypoint guides, current & tide tables, and cruising guidebooks to navigate and aid in trip planning. PLEASE REVIEW CHARTS YOU WILL TRAVEL BEFORE LEAVING YOUR MOORAGE, NOTING SHALLOW WATER, ROCKS AND OTHER DANGER AREAS. The chart books have many common passage course settings (magnetic) displayed, and there are navigation tools onboard to plot other courses. The GPS chartplotter is a great resource, but please use it as a secondary navigation tool.

□ Captain Knows Conditions The Captain should review and know the current status of the tides, currents, and weather forecasts. Conditions can change fast.

□ Adults Know Safety Equipment R-Escape is equipped with the following safety equipment, which every adult onboard should have and understanding of:

Personal Floatation Devices: 6 very nice PFD’s are located in the aft deck locker, and 15 other PFD’s located in the flybridge seat lockers on the starboard side.

Throwable Floatation Device: A throwable horseshoe buoy along with heaving line located on starboard aft side of flybridge.

Fire Extinguisher: Handheld units located in galley, aft locker of salon, flybridge, and by door in engine room. Additionally, there is an automatic Halon system in the engine room.

First Aid Kit: Kit located inside salon steps leading to aft deck. Sound Devices: Ship bell located in salon by pilothouse sliding door,

and portable air horn located on flybridge. These are supplemental to the D.C. air horn.

Signal Flares: Kit located inside salon steps leading to aft deck. VHF Radios: Located at each helm station. Captain, ensure your

crew can operate VHF radio in an emergency. Other: Flashlight, basic tools, and thru-hull wood plugs are located

inside salon steps leading to aft deck. □ Keep Sharp Lookout Helmsman on constant watch for logs and debris while underway.

Binoculars are provided and should be kept near the helmsman when underway. It is recommended that lines of floating debris be crossed very slowly to avoid propeller and drive shaft damage. Avoid cruising after dark or in low visibility conditions.

□ Engine Room Cautions When in the engine room and engines are operating, use ear protectors provided and EXERCISE EXTREME CAUTION SINCE MACHINERY IS EXPOSED THAT CAN INFLICT SERIOUS INJURY! Keep minors out of engine room unless accompanied by the captain or an adult familiar with the machinery and systems.

Congratulations & Thank You for reading this operation manual and being diligent and conscientious enough to lean beforehand about your charter yacht. This review will empower you with knowledge about R-Escape and her systems, and make you a better Captain or crewmember. May you have a trouble-free and safe vacation filled with happy memories.


PHOTOS # 1 – thru-hull seacock valve

# 5 – primary fuel filter

# 9 – fuel manifold

# 13 – forward Y-valve

# 17 – windlass

# 2 – battery level indicator

# 6 – raw water strainer

# 10 – fuel return valves

# 14– aft Y-valve

#18 – rode markers

# 3 – transmission dipstick

# 7–transmission shift levers

# 11 – fuel crossover valves

# 15 – macerator key

# 19 – anchor snubber

# 4 – engine dipstick

# 8 – fuel site gauge

# 12 – electrical panel

# 16 – tender & davit

# 20 – gps / chartpotter


SATELLITE TV AND DISHNET

Satellite TV antenna use is nearly purely automatic. Just turning on the circuit breaker on the DC bus panel will turn it on. The one big thing is if you are on battery power only and want to save battery power, the unit can be turned off with the power switch clearly labeled on it’s control panel. This may be useful if you are using the Wave Wifi for enhanced Wifi reception but not watching TV, since both units are connected to the same breaker. The satellite control panel is the furthest left control panel on the bank of control panels above the lower helm. Dishnet control stuff. The dishnet receiver is dual tuner! You can watch separate channels on the two TV’s. The manual for all functions is in the TV cabinet under the salon TV along with the remotes. The salon remote is already setup to work the TV as well as the Dishnet receiver. If you want it to control the TV push the red TV button. If you want to control dishnet functions push the SAT button. The Vizio TV remote is needed if you want to use the VHS/DVD player. Use the Vizio remote and push the A/V button to access the DVD player. Push the HDMI button on the Vizio remote to go back to the Dishnet provided programming. The VHS/DVD remote is needed to control stopping, starting, playing movies. Master Stateroom – The remote there is a UHF remote. It is already set to control the TV. It is all you need for the Master TV. Please, please do not remove it from the Master Stateroom. It will turn on the dishnet receiver with out going into the salon. Just push the red power button and you are ready to go. Use the red TV button to turn the TV off and on. If you wish to record shows for future use, please read the manual. Thanks!! There are over 30 DVD’s and VHS’s for your use onboard, please use, but please do leave them for every one else!

SATELLITE RADIO AND FUSION RADIO NOTES There are two stereo radio/CD/Ipod systems on the boat. The flybridge system has two speakers by the upper helm and two speakers under the hardtop on the sundeck. The flybridge stereo has a waterproof Ipod docking station. The salon system has two speakers in the salon and two speakers in the Master Stateroom, it is the same as the flybridge except it has an Ipod control connector hanging out of a hole behind the magazine rack next to the dinette. Both systems have their own satellite rado antennas and thus can listen to separate stations at the same time. They have dual zone controls and thus can raise or lower the volume on each set of two speakers. I.E. the salon can be louder while the Master stateroom is quieter. For the flybridge you can turn up or down the hardtop speakers and the fybridge speakers separately. The fusion stereo manual is in the salon TV cabinet.


HARDTOP OVER THE SUNDECK NOTES Just a few things to remember here. The big things are safety and not overloading the hardtop. For safety, please, please do not allow people to use it to jump off of for fun. Also do not put tables and or chairs on it. It will hold up to 700 pounds not including the kayaks. That means 3 to 4 people depending. Please do use it for sunbathing! There are two blue pads that allow you to sit up in them stored under the flybridge control console.

WAVE EC-SERIES COMET WIFI NOTES This is a cool and really pretty simple system. What it basically does is allow you to receive Wifi signals from up to 4 miles away. It is not a paid for web access service. On the boat is a wireless router with the wireless identifier “Linksys”. You just open your “view wireless networks” option on your computer, connect to “Linksys” (it does not have a security code), and then open your web browser and type in http://WaveWIFI.com . The Wave network scan page will come with all the different networks the wave is seeing. It tells you which networks have strong signals and which ones have security. Just pick the one you want, click on it and hit the web if it is free. Good hunting!! The network BBX is a very common one offered in most marina’s in the Northwest on a pay per use basis. They do have a couple of different plans that may work for you if you cannot find a free one. There is a quickstart guide with the manuals in the TV cabinet. There is also one following this page in the OPS manual appendix.

WELCOME ABOARD R-ESCAPE - Anacortes Yacht …anacortesyachtcharters.com/boats/R-Escape...

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