Boston Harbor Sailing Club

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OPERATING GUIDE: CAL 39

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LIST OF WARNINGS

1. Bilge pump
2. Shower pump
3. Toilet system
4. Stove
5. Depth sounder
6. Location of important valves and equipment
7. Roller furling system
8. Bleeding air from the fuel system
9. Tool kit contents
10. Lubrication

SPECIAL WARNINGS

  • STOVE: TURN OFF PROPANE SWITCH AND TANK VALVE WHEN NOT USING STOVE. NEVER COVER STOVE UNTIL FLAME IS OUT.
  • TOILET: NEVER FORCE THE TOILET PUMP. DO NOT OPUT SANITARY NAPKINS OR SIMILAR ITEMS IN THE TOILET.
  • FUEL SYSTEM: NEVER OVERTIGHTEN SECONDARY FILTER BLEED SCREW.
  • ROLLER FURLER: TOUCH JIB HALYARD ONLY TO REMOVE SAIL. NEVER USE A WINCH ON FURLING LINE.
  • SEACOCKS: DO NOT FORCE SEACOCK HANDLES.
  • SEA STRAINER: BE SURE STRAINER COVER IS ON TIGHT AND NOT LEAKING AFTER CLEANING.

1. AUTOMATIC BILGE PUMP OPERATION: Cal 39

DESCRIPTION: These vessel are equipped with a Jabsco 1750 electric bilge pump which is operated automatically with an electric switch and can be operated manually by flipping the bilge pump switch on or near the instrument panel to “manual”. This switch is spring loaded and will return to the “Off” position when released. The pressure switch is connected directly to the vessel’s batteries and operates independently of the switch panel, so even when the panel is switched to “Off” the automatic operation of the pump is still effective.

FUSE: The Jabsco 1750 bilge pump is protected by a 10 AMP fuse located in a yellow pull-apart holder at the buss bar in the battery box beneath the starboard main salon seat in front of the galley. Do not put a larger fuse in as a replacement since this will void the overcurrent protection offered by the correct fuse and could cause the pump wires to overheat in the event of a pump malfunction possibly causing a fire. Use a smaller fuse if the correct size is not available.

BILGE PUMP SWITCH: The switch is a plastic cylinder located adjacent to the pump in the bilge beneath the center floorboards. There is a float inside the cylinder which rises as water enters through holes in the bottom. When the float rises to a certain point it activates a magnetic switch in the top of the cylinder turning the pump on. The pump shuts off when sufficient water is evacuated to open the switch. To pump more water out use the panel switch or the manual pump.

ADJUSTING THE PUMP SWITCH: The switch can be adjusted by loosening the hose clamp holding the switch cylinder in place and raising or lowering the cylinder in the clamp. Lowering the cylinder will cause the pump to turn on at a bilge water level; raising it will cause more water to accumulate before the pump activates With water in the bilge you can fine tune the adjustment of the switch for the best operation. CAUTION: You can never pump the bilge down below the point at which the pump begins drawing in air instead of water. Also, water left in the discharge line can flow back into the bilge. Either condition (air or backflow) will cause the pump to cycle excessively and run the battery down

TROUBLESHOOTING BILGE PUMP PROBLEMS

  • SYMPTOM: Pump cycles excessively:
  • PROBLEMS: 1. Switch adjusted improperly, 2. leaking bilge hose, 3. boat leaking.
  • SOLUTIONS: 1. Adjust switch until pump stops. Retest by putting water into the bilge. 2. Follow hose line to check for leaks downstream, tape or resecure as needed. 3. Stop leaks by looking at the obvious places–stuffing box, through hulls, hoses lines, scupper drains.
  • SYMPTOM: Bilge pump inefficient (pumps slower than it should).
  • PROBLEM: 1. Pump strainer clogged with debris; 2. Battery voltage low.
  • SOLUTIONS: 1.Remove strainer basket and clean out; 2. Charge battery.
  • SYMPTOM: Pump won’t turn on manually or automatically despite water in the bilge.
  • PROBLEM: 1. Fuse is blown; 2.Loose wires; 3. Pump or switch defective.
  • SOLUTIONS: 1. Replace fuse (10 amps) ; Check battery for loose wires. 3. Replace pump/switch.

2. SHOWER SUMP DRAIN OPERATION: Cal 39

THE SYSTEM: On boats equipped with an shower sump drain (Pearson 31, and Cal 39’s) shower water collects on the floor and is withdrawn through a drain in the shower pan floor. A pump removes this water, passes it through a strainer and discharges it overboard.

LOCATION OF THE SHOWER DRAIN PUMP: On the Cal 39 the pump unit and strainer are located on the backside of the head bulkhead accessed through the cockpit locker. It is protected by a 10AMP fuse inside the yellow pull-apart fuse holder next to the pump and by the circuit breaker on the instrument panel switch marked shower sump pump.

ACTIVATING THE SHOWER DRAIN PUMP: On the Cal 39 activate the DC panel, turn on the breaker for the shower drain pump and pull the “push/pull” switch mounted on the wall of the shower stall above the wood seat. Turn the pump off when the water is gone.

TROUBLESHOOTING THE SHOWER SUMP DRAIN

  • SYMPTOM: Pump goes on but withdraws water very slowly if at all.
  • PROBLEM: Pump filter is clogged with hair/other debris.
  • SOLUTION: Clean filter.
  • SYMPTOM: Pump operates well but does not pump any water out.
  • PROBLEM: Air leak in suction hose caused by loose hose clamps, out of round hose fittings, or a filter that is not airtight.
  • SOLUTION: Check hose clamps on suction side of pump and filter, look for out of roundness of the hose barbs, be sure pump filter is screwed on tight and straight.
  • SYMPTOM: Pump blows fuses.
  • PROBLEM: Fuses too small, pump filter clogged causing excessive resistance.
  • SOLUTION: Replace with correct size fuse (10 AMP), clean pump filter.

3. TOILET AND HOLDING TANK SYSTEM: Cal 39

THE LAW: It is illegal to discharge untreated sewage into the waterway within 3 miles of shore. Many harbors are no discharge zones and holding tanks must be used.

THE SYSTEM: The sanitation system consists of a toilet, a complex of intake and discharge hoses, a “Y- valve” (on the back side of the shower bulkhead inside the cockpit locker) to direct sewage to a holding tank to contain sewage aboard, a manual discharge pump to empty the holding tank offshore (mounted to the shower bulkhead wall in the cockpit locker), and a separate dockside discharge port mounted on the port deck and labelled “waste”. The pump is operated by a handle through an opening that projects into the wall of the shower. There is an air vent in the holding tank plumbed to a stainless tube inside a lifeline stanchion at the gate on the port side.

USING THE TOILET: Place the black lever on top of the toilet pump to the “wet bowl”position and pump several strokes to wet the bowl before using. After using the toilet with the lever still on “wet bowl”, pump the bowl empty using about 15 strokes to clear the discharge hoses (if pumping overboard) and 5 strokes if pumping into the holding tank. Then place the lever on “dry bowl”, and pump until just a cup of water remains in the bowl.

SPECIAL CAUTIONS: TO AVOID CLOGGING THE TOILET USE TOILET PAPER VERY SPARINGLY, USE LOTS OF FLUSH WATER, DO NOT PUT HARD OBJECTS OR SANITARY NAPKINS INTO THE TOILET.

USING THE HOLDING TANK: There is a “Y” valve in the toilet discharge line which directs sewage flow either overboard or into the holding tank. The short pointer end of the “Y” valve handle CLOSES the hose line it is pointed to. The hoses are labeled “SEA, TANK and OFF” so that when the pointer aligns with the hose marked “SEA” sewage is discharged overboard (even though the line labeled sea actually goes to the holding tank. Conversely to pump into the holding tank turn the pointer to “TANK”. When the “Y” valve is in the middle it is OFF, meaning the toilet can’t be used for either overboard or tank discharge. The holding tank has a 20 gallon capacity and will have to be emptied regularly to function well.

EMPTYING THE HOLDING TANK AT SEA: The holding tank uses a manual pump to empty sewage from the tank and discharge it through a “T” fitting plumbed into the toilet discharge line. To empty the tank at sea place the handle in the manual pump inside the shower stall and pump until the tank is emptied. To empty it dockside place the suction hose into the deck fitting marked “waste” and activate suction pump.

REPLACING THE HEAD TREATMENT CANNISTER: All intake lines are fitted with a head treatment dispenser (in a small plastic bottle fitted to the head plumbing between the pump and the bowl.intake) which helps maintain the toilet system. It imparts a blue color to the intake water when flushing. It water does not flush blue the cannister is empty and needs to be replaced. Unscrew the empty plastic bottle and replace with a refill, being careful not to lose the rubber washer in the lid. Do not overtighten the bottle into the lid or the lid fitting could crack.

TROUBLESHOOTING THE TOILET SYSTEM

  • SYMPTOM: Lots of resistance when using the toilet pump (Y valve set to SEA).
  • PROBLEM: Clogged discharge line, most likely at the discharge seacock. Discharge line filled.
  • SOLUTION: Close seacock, carefully remove discharge hose and remove visible material, reopen seacock slowly to backflush anything remaining in line, REATTACH HOSE SECURELY. Catch sewage in container, wear gloves and DO NOT FORCE ANYTHING. Report work done to Office so work can be checked for safety.
  • SYMPTOM: Lots of resistance when I use the toilet pump (Y valve set to TANK).
  • PROBLEM: Holding tank is full.
  • SOLUTION: Empty the holding tank.
  • SYMPTOM: Sewage coming out of holding tank vent onto port deck, odor in cockpit.
  • PROBLEM: Holding tank is full.
  • SOLUTION: Empty the holding tank.
  • SYMPTOM: Weak inflow of seawater into bowl, weak discharge pump action.
  • PROBLEM: Weak spring on valve in intake line; Piston in pump cylinder is worn.
  • SOLUTION: Change piston and valves.
  • SYMPTOM: Manual pump moves but will not empty tank.
  • PROBLEM: Pump discharge valve held open by discharge debris.
  • SOLUTION: Disconnect hose at discharge side of pump and clean outlet valve.

CAUTION: NEVER FORCE THE TOILET PUMP. DO NOT PUT SANITARY NAPKINS OR SIMILAR ITEMS IN THE TOILET.

4. STOVE OPERATION: Cal 39

DESCRIPTION: The system consists of a propane tank (with spare) in a special cockpit propane locker connected to a regulator, pressure gauge and valve wheel on the tank top to shut off or open the gas supply. The tank is plumbed to a stove with three top burners and an oven with automatic igniter. An electric switch on the bulkhead over the icebox controls the electric shutoff solenoid in the propane locker and opens or closes the fuel flow to the stove. The automatic igniter provides initial ignition to the oven and reignites periodically to maintain even temperature.

FUEL TANK: There are two 10 lb propane tanks stored in the port aft cockpit locker, a working unit and a spare. To switch tanks, turn the valve wheel on the tank to the closed position, unscrew the hose connection (Propane fittings are reverse threaded, turn counterclockwise to loosen, clockwise to tighten.) and replace the tank with a filled one. Be sure the fittings are snug so they don’t leak.

LIGHTING THE TOP STOVE BURNERS: Open the valve wheel on the tank top, turn the electric fuel shutoff to “ON”. The right three knobs on the stove control the top burners. To ignite the stove top burner, push the correct control knob in and turn to the left until gas is emitted. Light as you would a home gas range. Adjust flame by turning the knobs. Extinguish flame by turning knobs fully to the right.

LIGHTING THE OVEN BURNER: Open the valve wheel on the tank top, turn the electric switch to the “ON” position. Push in and turn the oven control knob (to the left) and position to the desired temperature. Immediately light the Oven Pilot by pressing the pilot light switch on the panel. After 10-15 seconds, oven burner will light. When set temperature is reached, burner will drop back to low flame, and then go out. As the oven cools down, the burner will relight to maintain the desired temperature.

CAUTION: NEVER LEAVE AN OPERATING STOVE UNATTENDED

5. USING THE DEPTH SOUNDER: Cal 39

THE INSTRUMENT: Cal 39’s are equipped with the STANDARD DS45 depthsounder These instruments are switched on at the boat electrical panel (usually the instrument or depthsounder switch), and are protected by a 1AMP fuse located in a fuse holder immediately next to the instrument. and connected to the red (+) wire.

6. LOCATION OF SIGNIFICANT ITEMS: Cal 39

SEACOCKS/STRAINER ENGINE COOLING WATER INTAKE: Immediately beneath the engine oil pan. It is accessed by removing the lower set of stairs in the companionway ladder that are held in by the two sets of barrel bolts.

SEA STRAINER: Located in the engine compartment; access by lifting the top cover.

HEAD INTAKE AND DISCHARGE: Under the wood slat seat in the shower portion of the head, behind the removable round inspection port on the vertical wall of the seat.

BATHROOM SINK DISCHARGE: Immediately beneath the sink behind the wood door.

GALLEY SINK DISCHARGE: Immediately beneath the galley sink behind the wood doors.

BATTERIES/BATTERY SWITCH/CHARGER: (3) 130 Amp hour batteries are located in a fiberglass box beneath the starboard settee in the main salon immediately in front of the galley sink area. The battery switch is located on the front face of the navigator’s seat. The charger is located in a small locker beneath the chart table and accessed by a louvered door beneath the table.

TANKS:
HOLDING TANK: In the port lazarette locker, beneath the wood floor and aft of the fuel tank

FUEL TANK: A 35 gallon fuel tank is located in the port lazarette locker beneath the wood floor and just forward of the holding tank.

WATER TANKS: There are 3 water tanks, one each beneath the port and starboard settee berths and one more in the aftmost section of the port lazarette locker.

PROPANE: Two 10 pound propane tanks are located in the port aft cockpit locker which is expressly reserved and fitted for propane storage. Do not store propane anywhere else. It is a heavier than air gas and will settle in the bilge, creating an explosive situation if it should leak from the tanks. The cockpit propane lockers are plumbed to vent any leakage overboard.

EMERGENCY TILLER: Vessels with wheels are also equipped with an emergency tiller which is an L-shaped aluminum tube located in the cockpit locker. To use it, lift or unscrew the seat cover over the rudder shaft on the center portion of the helmsman’s seat behind the steering wheel. Fit the slot in the emergency tiller over the through bolt in the top of the rudder shaft. (It may help to remove the steering wheel to allow for freedom of movement of the emergency tiller.)

7. PROPER USE OF THE ROLLER FURLING SYSTEM

DESCRIPTION: The system used on the Cal 39 is a Profurl. It consists of a top swivel connected to the head of the jib, a series of extrusions which fit over the forestay, and a furling drum at the bottom fitted over the turnbuckle adjusting headstay tension. Projecting up from the furling drum is a torque tube which takes up much of the loading caused by the furling drum. A furling line is led to the aft area of the cockpit so the sail can be opened or furled from that area.

USING THE SYSTEM: The sail is unfurled (set) with the jib sheets. After raising the mainsail and when the boat is in the open away from other yachts, release the lightweight furling line so it is free to run without snarling. Then with the boat on a reach, pull the leeward jib sheet and the wind will unfurl the sail. To use less than the full amount of sail area, ease the leeward jib sheet so there is less tension on the sail and pull the furling line until the desired amount of sail area is reached. There should be some tension on the jib sheet while doing this to ensure a tight furl on the headstay. To furl the jib, ease sheet tension and pull in the furling line until the sail is fully furled. Again, maintain some tension on the jib sheet to permit a tight wrap on the furler.

LEAVING THE BOAT: When leaving a boat with a furler the jib should be tight on the furler, with only a postage stamp area of sail projecting (if any), The sheets should be tightly secured around the jib sheet cleats aft, and the furling line should also be firmly secured. Any looseness in the system will cause a problem if strong winds develop and the jib, because of looseness is allowed to unfurl and catch the wind. This is especially the case if the jib is loosely furled with the sheets not secured, and the clew facing forward in a “catch wind” position. A strong wind will cause a loosely furled sail to catch wind, damaging both sail and rig.

SPECIAL PRECAUTIONS:

1. HALYARD WRAP. The jib halyard should be taut at all times to prevent “halyard wrap” a condition in which the jib halyard is pulled out of the mast and wraps around the headstay when the sail is unfurled, tightens around the headstay wire, unlaying and weakening it. The symptoms of this condition are resistance when the sail is furled or unfurled or the inability to furl or unfurl the sail fully. If this condition occurs look aloft to be sure the jib halyard is not wrapping around the headstay–it should lead directly from the mast to the top furler swivel. If it is wrapped, do not use the boat since significant damage may have occurred. Furl the sail by hand by wrapping the sail manually around the headstay. It may be useful to untie the jib sheets to do this but reattach them after manually furling the sail.

2. FURLING LINE JAMMED OR JUMPS THE DRUM. Sometimes, if the sail is unfurled too quickly the furling line cannot unreel quickly enough and begins rewinding on the drum in the opposite direction (backlashing) similar what happens on a fishing reel that is unreeled too quickly. If this happens manually turn the furling drum until the rewrapped section of furling line can be pulled free. If the furling line jumps the drum, realign it so it does not drag over the cage surrounding the drum but wraps cleanly on the drum itself. WARNING: NEVER USE THE WINCH TO FURL A SAIL

8. BLEEDING AIR FROM THE FUEL SYSTEM: Cal 39

9: CONTENTS OF THE SPARES AND TOOL KITS:

Tools: Located in orange box marked “Tools”

  • Complete metric open end wrenches (for engine only) sizes 8 to 17 millimeter
  • Complete American standard open end wrenches 1/4 to 7/8
  • 5 assorted screwdrivers
  • 1 adjustable wrench
  • 1 adjustable pipe wrench
  • 1 set vise grips
  • 1 razor knife
  • Flashlight with 4 spare batteries
  • 1 set Allen wrenches 5/64 – 1/4

Spares: Located in orange box marked “Spares”.

  • Set of engine drive belts
  • Raw water pump impeller and O-ring gasket
  • Miscellaneous bulbs for running and interior lights
  • Sail slides and shackles
  • Clevis pins and cotter rings/pins assortment
  • Miscellaneous nuts bolts, screws
  • Set of hose clamps, various sizes
  • EMERGENCY WOOD PLUG SET
  • Boxes of spare fuses 1-20 amp
  • Set of shear pins for outboard motor
  • Toilet rebuild kit for Jabsco 29090 toilet

Other Spares:

  • 2 quarts of SAE 30 motor oil for engine only
  • 1 Qt of transmission fluid for gearbox only
  • 2 pts of outboard motor oil for dinghy motor only

Note: Not all tools and spares may be present due to “migration”.

LUBRICATION REQUIREMENTS: Cal 39

Engine: SAE 30 wt detergent oil specified for diesels. Do not use multi-viscisity oil in these engines since they will not mix well with single weight oil. Check oil regularly and add oil only through the yellow oil fill caps on the engine. Do not overfill.

Transmission: Dexron III transmission fluid. To test gearbox level, unscrew yellow fill cap on transmission, wipe clean and set on top of opening. Do not screw it back in for reading. Proper level will be at the mark on the bottom of the dipstick. Look carefully at it since the oil is transparent. Add oil if needed in small quantities, retesting for level as you go. Do not overfill.

Outboard Motor: Use outboard motor oil only. Mix with gasoline to achieve a 50 to 1 gas to oil ratio. When filling, add oil to tank first and then add gasoline to aid in mixing the fuel and oil.

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