Volume I - Owners Manual.pdf

SEA FORCE® 490

SOLAS APPROVED

OWNERS MANUAL

Volume I

1250 NORTH GROVE ST, ANAHEIM, CALIFORNIA 92806

Willard Marine, Inc. Sea Force® 490 SOLAS i

CONTENTS

1. INTRODUCTION..................................................................................................................I

2. GENERAL INFORMATION AND CRAFT DATA

2.1. INTRODUCTION TO THE MANUAL

2.2. CRAFT DATA

2.3. Inflatable Tube

2.4. Propulsion System

2.4.1. Out board Engine

2.4.2. Propeller

2.5. Instrumentation

2.6. Fuel System

2.7. Gear Shift and Throttle Controls

2.8. Electrical System

2.9. Bilge Pump System

2.10. Steerign System

3. MAXIMUM NUMBER OF PERSONS AND LOADING WEIGHT

4. LOADING

5. RISK OF FLOODING AND STABILITY

5.1. Capsizing

5.1.1. General

5.1.2. Prevention

5.1.3. Precautions

5.1.4. Escape Procedures

5.1.5. Alongside A Capsized Boat

5.2. Self-Righting Techniques

5.3. Self-Righting System Standard Procedure

6. RISK OF FIRE AND EXPLOSION

6.1. Onboard Fire

6.2. Opening a Hatch

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7. HANDLING CHARACTERISTICS

7.1. Basic Boat Handling

7.2. Basic Boat Handling

7.3. Electrical System Shut down

7.4. Other Shutdown Procedures

8. PROPER OPERATION

8.1. Recovering Man Overboard

8.2. Docking and Mooring

8.3. Anchoring and Hoisting Anchor Procedures

i

1. INTRODUCTION

This manual has been compiled to help you to operate your craft with safety and pleasure. It contains details of the craft; the equipment supplied or fitted, its systems and information on their operation. Please read it carefully, and familiarize yourself with the craft before using it.

This owner’s manual is not a course on boating safety or seamanship. If this is your first craft, or if you are changing the type of craft you are not familiar with, for your own comfort and safety, please ensure that you obtain handling and operating experience before “assuming command” of the craft. Your dealer or national sailing federation or yacht club will be pleased to advise you of local sea schools, or competent instructors.

Ensure that the anticipated wind and sea conditions will correspond to the design category of your craft, and that you and your crew are able to handle the craft in these conditions.

Even when your boat is categorized for them, the sea and wind conditions corresponding to the design categories A,B and C range from severe storm conditions for category A, to strong conditions to the top of category C, open to the hazards of a freak wave or gust. These are therefore dangerous conditions, where only a competent, fit and trained crew using a well maintenance craft can satisfactory operate.

This owner’s manual is not a detailed maintenance or trouble-shooting guide. In this case of difficulty, refer to the boat builder or representative. If a maintenance manual is provided, use it for craft’s maintenance.

Always use trained and competent people for maintenance, fixing or modifications. Modifications that may affect the safety characteristics of the craft shall be assessed, executed and documented by competent people. The boat builder cannot be held responsible for modifications that he has not approved.

In some countries, a driving licence or authorization are required, or specific regulations are in force.

Always maintain your craft properly and make allowance for the deterioration that will occur in the time and as a result of heavy use or misuse of the craft.

Any craft no matter how strong it may be, can be severely damaged if not use properly. This is not compatible with safe boating. Always adjust the speed and direction on the craft to sea conditions.

All persons should wear a suitable buoyancy aid (life jacket/personal flotation device) when on deck. Note that, in some countries, it is a legal requirement to wear a buoyancy aid that complies with their national regulations at all times.

PLEASE KEEP THIS MANUAL IN A SECURE PLACE, AND HAND IT OVER TO THE NEW OWNER

WHEN YOU SELL THE CRAFT.

2. GENERAL INFORMATION AND CRAFT DATA

2.1. INTRODUCTION TO THE MANUAL

The Sea Force® 490 SOLAS is a 16 Foot Rigid Hull Inflatable Boat consisting of an inflatable tube attached to a rigid hull by means of re-usable fasteners. It is powered by a gasoline outboard engine. Equipment stowage is provided for in the forward locker and in the aft stowage box.

Figure 2.1-1 Sea Force 490 SOLAS

2.2. CRAFT DATA

Table 1 provides data on the principal characteristics of the Sea Force® 490 SOLAS .

Table 1 Principal Characteristic

Item Data

Length overall with tube inflated 16 ft, 0 in

Beam with tube inflated 6 ft, 10 in

Estimated Draft to Keel (full load) 4 in

Estimated Light Condition Weight 1,100 LBS

Estimated Hoisting Condition Weight 2,000 LBS

Propulsion Engine Evinrude E40DRLSC

Propeller 14” DX 9”P, 3 Blades

Fuel Capacity 6 gallons

Electrical System (nominal) 12 Vdc

Crew 2 persons

Full Load Capacity 6 persons

Hull Construction Glass Reinforced Plastic

Inflatable Tube Polyurethane

Figure 2.2-1 Sea Force 490 SOLAS

2.3. Inflatable Tube

The inflatable tube is made of heavy duty polyurethane coated, polyester weave fabric. The industrial quality tube is extremely damage resistant. An exterior rubrail provides additional protection for the tubes. The tubes are divided into seven separate chambers ensuring inflatable collar integrity in the event of a tube puncture. Inboard and outboard lifelines provide excellent handholds for crew and passengers.

2.4. Propulsion System

The propulsion system is made up of two major components: a 40 Hp Engine and a Propeller.

Figure 2.4-1. Propulsion System

2.4.1. Out board Engine

The Engine an Evinrude E40DRLSC 40Hp at 2-Stroke gasoline powered engine. The engine has be designed and modified by Umoe Schat Harding to comply with the SOLAS regulations and has been tested to meet the requirements of the U.S coast Guard.

2.4.2. Propeller

A Propeller is a 14” diameter x 9” Pitch, 3 blades, right hand, aluminum by SOLAS, part number 2411-140-09.

2.5. Instrumentation

The engine performance is monitored through a complete set of gauges supplied by the engine manufacturer.

Included in the instrumentation are the following gauges: engine tachometer, Engine temperature, voltmeter.

Also included as part of the instrumentation are alarm lights and buzzers to warn the crew of engine system problems. (See Figure 2.5-1- Instrumental Panel Layout)

Figure 2.5-1 Instrument Panel Layout

2.6. Fuel System

The fuel system consists of a 6 gallons fuel tank, fuel water separator, fuel lines, fuel vent and fuel supply valve.

The fuel is picked up from the tank pulled through the fuel filter/water separator and to the engine. (See Figure 2.6-1 – Fuel System).

Figure 2.6-1 Fuel System

2.7. Gear Shift and Throttle Controls

A shift lever operates the ahead astern directions. A twist Grip Throttle in the steering handle operates the throttle advancement. Refer to E-tec Operators Guide for proper operation.

Figure 2.7-1 Gear Shift and Throttle controls

2.8. Electrical System

The Electrical system is a 12VDC system. The 12VDC system includes a supply battery switch, 1 battery inside the Aft Stowage Seat, necessary switches and circuit breakers to run onboard systems. The primary electrical system includes running lights and searchlight.

2.9. Bilge Pump System

The electric bilge pump system includes float switch and is both automatic and manually operated. (See Figure 2.9-1).

Figure 2.9-1. Electric Bilge Pump

The electric bilge can pump 1100 gallons per hour and has both automatic and manual modes. Automatic pumping is controlled by a float switch in the bilge. The pump can be operated manually by a switch that is located on the instrument panel.

2.10. Steerign System

The Steering system is manually operated using the steering handle. Moving the steering handle standboard makes the boat goes in the port direction.

3. MAXIMUM NUMBER OF PERSONS AND LOADING WEIGHT

When operating the boat it is important that the crew and passengers remain in their positions holding on to available handholds. The coxswain must ensure that all personnel maintain their positions to allow for proper visibility and safe operation of the boat. There are seating positions for five persons including crew with one person in a stretcher.

Figure 3.1 Seating Position Schematic

Crew Positions:

The crew positions are in the following locations: coxswain either port or standboard of the seat, one crew member seated at the bow the coxswain, one person seated.

Passenger Seating:

The passengers sit in the following positions: two additional persons seated on the fwd seating stowage.

Stretcher Location:

The stretcher is to be located in the deck centered with the feet facing fwd.

WARNING:

Do not exceed the maximum recommended number of persons.

Regardless of the number of persons on board, the total weight of persons and equipament must never exceed the maximum recommended load. Always use the seats spaces provided.

4. LOADING

Maximum recommended load is 2,200 LBS which includes 200 LBS for each person (6 persons onboard total of 1200LBS), Boat in light condition, full fuel tank, all outfit.

WARNING:

When loading the craft, never exceed the maximum recommended load. Always load the craft carefully and distribute loads appropriately to maintain design trim (approximately level). Avoid placing heavy weights high up.

5. RISK OF FLOODING AND STABILITY

Inflate tubes with foot pump only!

5.1. Capsizing

5.1.1. General

The key to surviving a capsize is to avoid it ever happening. If it cannot be avoided, then the crew must recognize when it could happen and be prepared. The coxswain must continually assess conditions to ensure the safety of the boat crew and of those in distress; however, all crewmembers are responsible for keeping the coxswain advised if the situation changes.

5.1.2. Prevention

A boat is less likely to capsize in deep, open water. The chances of capsizing are greatest during operations in or near the surf or breaking seas. The force needed to capsize is most likely to come from heavy seas directly astern (following seas), or large breakers striking abeam. Stay at sea until conditions change. The safest point for most boats to take heavy seas is nearly bowed-on. Do not operate or tow in conditions beyond the capability of the boat or crew. In such conditions, advise the Reserve Coordination Center/Maritime Reserve Sub-Center (RCC/MRSC) so that the proper resource can respond. Conditions present in many capsizing include:

WARNING

In the event of capsize in cold water it is important to get all personnel out of the water as soon as possible to reduce the effects of hypothermia.

1. Surf or breaking seas

2. Shallow water depth (less than 20 ft)

3. Going against a strong tidal current with steep following seas

4. Escorting or towing another boat through an inlet

5. Restricted visibility due to darkness, rain or fog

6. Stability reduced by low fuel in the tank, excessive amounts of water in bilges, icing of topsides or too many people on board.

5.1.3. Precautions

If the hull is intact after capsizing, it will not sink for some time, even in rough seas. The crew will have time to escape if panic is avoided. Precautions to be taken ahead of time include:

1. Learn the boat’s interior. Initially the crew will be disoriented due to being upside down with inadequate lighting.

2. Stow all loose gear, have all equipment and doors, if any, operating properly for ease in escaping.

3. Know the location and use of all survival equipment. Check it regularly to be sure it is appropriate and in good repair, and that all signaling devices work.

4. Be ready to grab a sturdy support to prevent being thrown about.

5.1.4. Escape Procedures

1. If trapped in or under the boat, seek out an air pocket near the top (inverted bottom). Gather the crew together in the air pocket. Take time to have everyone settle down and focus on planning a safe escape. Discuss the escape route and objects of reference along the route. Look down; light may be visible and escape immediate.

2. Make every effort to escape. The boat may sink, or the air eventually escapes through hull fittings, cracks or holes or become unfit to breathe (fuel vapors, bilge waste, or lack of oxygen due to survivors breathing).

3. Before attempting to escape, check for needed survival equipment, especially flotation and signaling devices.

4. Personal Floatation Devices (PDF) may have to be removed temporarily for people to fit through spaces or to go underwater to reach an exit. If necessary, tie a line to the PFD and pull it out after exiting.

5. If caught in open cockpit area, swim down below the gunwales and surface alongside the boat.

5.1.5. Alongside A Capsized Boat

Survivors from a capsized boat should attempt to stay with the boat or other visible floating debris.

Get on board a life raft if available.

If a life raft is not available, climb onto the boat if possible. Otherwise, hold onto the largest floating object available.

Generally, everyone should stay with the boat and not swim for shore. Distances to the beach can be deceiving, and strenuous activities such as swimming in cold water can hasten the onset of hypothermia.

5.2. Self-Righting Techniques

Self-Righting System

The urethane bag is attached to the top of the frame at the stern of the boat, which in turn is connected to a CO2 bottle via a hose assembly. In the unlikely event that the boat capsizes, the bag can be instantly inflated, which consequently re-rights the boat. To inflate the bag, pull the control cable at the transom.

The bag is supplied with cover flaps, the base of which incorporated fabric straps for lacing the bag to the of the “A” frame.

Also included in the self-righting system is a manual inflation / deflation valve, pressure relief valve and the CO2 / Nitrogen mix and an operating head with a manual activation cord. A hose (with stainless steel connectors) connects the bottle to the CO2 inlet valve installed in the base of the bag.

The stability of rigid inflatable boat (RHIBS) in rough seas can be a mixed blessing. Crews operating such boats will probably have a tendency to go out in rougher seas than crews operating other kinds of boats. Although this is desirable in terms of SAR capabilities and coverage, it can increase the risk of capsizing. Since capsizing is a life-threatening situation, crews operating RHIBS should have a standard procedure to cover such an event. The following pages will describe such a procedure.

Figure 5.3-1. Self-Righting System

5.3. Self-Righting System Standard Procedure

The self-righting system is designed to operate manually, not automatically. When the system is triggered, the righting movement is fairly quick.

The sequence of events is as follows:

1 - Check crew for injuries and numbers.

2 - All crew to assemble at the transom. Try to stay on the downwind side of the boat, so the boat will drift towards you and not away from you.

3 - First of all, deploy the safety line and swim it out until the line is taut. The rest of the crew will assist in this process while the coxswain stays at the transom.

4 - Once the crew has the safety line out, the coxswain can now activate the self-righting system by pulling firmly on the handle. As soon as the system is activated, the coxswain will swim / pull him or herself down the safety line. The time from pulling the handle to a completely righted position is about 28 seconds. Caution should be taken to ensure that all personnel are clear of the craft prior to activating the self-righting system. The crew should position themselves downwind from the craft (once the boat is righted, the bag will cause the craft to sail).

5 - Once the boat has righted it’s self, all crew members should grab onto the boat as quickly as possible. The crew can then begin boarding the boat. Access to the righted boat can be gained by using the jet as a step.

Then, the first person on board helps the others into the boat.

Once the crew is on board:

1 - DO NOT DEFLATE THE RIGHTING BAG. If conditions were bad enough to cause the vessel to capsize, it may very well capsize again. If you deflate the bag, you will not be able to prevent further capsize. If risk of capsize no longer exists, the bag may be deflated.

2 - Check your crew for numbers and injuries.

3 - Try your radio and send a MAYDAY.

4 - If no contact, deploy the EPIRB (boat owner supplied) 5 - Deploy the sea anchor and recover the safety line.

6 - Remember that you do have flares but USE THEM WISELY.

7 - The engine is designed to start after capsizing.

6. RISK OF FIRE AND EXPLOSION

6.1. Onboard Fire

One fire extinguisher is located inside the aft seat. To use, remove from bracket, pull safety pin, point at base of fire and squeeze trigger to operate.

Use the following procedures when battling a fire that breaks out on the boat. When a crew member becomes aware of an engine compartment fire:

• Shut off all engines and ventilation systems.

• Energize fire extinguisher and check to ensure it is discharging.

• Initiate a mayday call to alert boats in the area of the situation.

Have all crew members don PFD’s (personnel floatation device) and move to a smoke free and flame free area of the boat.

6.2. Opening a Hatch

If someone must open a hatch to discharge a portable extinguisher, expect the possibility of burned hands and/or singed face. As the fresh air enters the compartment, it will feed the fire, and cause it to “blow up”. The best method of opening a hatch is to stand to the hinged side of the hatch. Then, wearing gloves or using something other than bare hands, pull the hatch open

7. HANDLING CHARACTERISTICS

The basic controls to operate the boat are the steering handle. The steering handle outboard engine operates the steering cable and has approximately 2.5 turns hard over to hard over. The engine throttle and shift control cables operates the engine throttle and the boat’s direction, ahead or astern.

CAUTION

Do not increase idle speed excessively immediately after starting. The engine oil needs to warm up to effectively lubricate the engine.

7.1. Basic Boat Handling

The boat should be operated by a trained coxswain using good seamanship techniques at all times. The boat is operated like any small vessel and is capable of operating at speed in extreme sea state conditions. Excessive speed in extreme sea state conditions can result in physical injury to personnel and/or damage to the boat.

Exercise caution and adjust your speed accordingly.

Special care must be taken in breaking sea conditions. The inflatable tube provides enormous buoyancy and makes the possibility of capsize unlikely

In the event of capsize in cold water it is soon as possible to reduce the effects of hypothermia.

7.2. Basic Boat Handling

For engine starting and engine stopping, refer to Evinrude E-Tec Operator’s guide.

7.3. Electrical System Shut down

The battery switch is turned OFF following an operation or service.

7.4. Other Shutdown Procedures

Clean the boat and return it to good working order. Review the operation log for any problems or reported damage. Immediately schedule repair work found in the log or during the shutdown procedure. If any of the problems discovered would make it difficult or impossible to operate the rescue boat effectively it must immediately be reported to the ship's safety officer.

8. PROPER OPERATION

8.1. Recovering Man Overboard

One of the primary functions of a rescue boat is the rescuing of individuals from the water. This task is possible even under the most difficult conditions if attempted with due care and caution.

Each rescue is different and any technique may have to be varied depending on the particular conditions at the time of the rescue.

The preferred technique is to position the boat directly downwind of the survivor. With the bow directly into the wind the boat is slowly maneuvered toward the survivor. The approach is made slowly to ensure that the survivor is not runover. The course chosen should bring the starboard side, if possible, alongside the survivor. This allows the coxswain to have good visibility of the side were the survivor will be picked up. The sea state should be bow on or slightly starboard forward quarter (less than 10 deg.) for a starboard side rescue. (See Figure 8.1-1)

Assuming the rescue boat is manned with three crew members the best position to pick up a survivor is just forward of the control console. Two crew members take a low position toward the center of the boat allowing the coxswain good visibility. As the survivor is reached the two crew members move to the side of the rescue boat and retrieve the survivor. This position should be as aft as possible to reduce the chance of the bow being pushed around possibly over the survivor.

If the survivor is missed on the first attempt the boat should circle keeping the survivor on the inside of the circle.

This rotates the transom and the outboard engine away from the survivor. The approach is then, again, made upwind to the survivor.

Once the survivor is out of the water, he should be made as comfortable as possible. If rescued from cold water wrap the survivor in a thermal protective aid.

If there is only one crew member, the procedure is the same except that the recovery is closer to the steering position with the coxswain assisting once initial contact is made.

WIND AND

SEA STATE

SETUP

APPROACH

SECOND ATTEMPT

COURSE

SURVIVOR

Figure 8.1-1. Man Overboard Recovery Details

8.2. Docking and Mooring

1 - Prepare docking line prior to coming along side of boat or docking aurface.

When approaching the docking position look for sharp objects (nails, metal, pipes, etc.) that might damage or puncture the inflatable tube.

2 - Steer the boat carefully alongside the boat or docking surface, taking the wind, seastate conditions, current or tide into consideration.

3 - Line handlers shall cast lines to or from ship personnel or disembark onto the dock when safe to do so.

4 - Secure lines to bollards, bits or cleats as appropriate.

5 - Two lines, under normal conditions, are sufficient to secure the boat (one bow and one stern line). In extreme weather conditions or if the boat is to be left for an extended period of time more lines may be required. 6 - Depending on available securing positions on the dock or pier, lines should lead free of the inflatable collar to reduce the chance of chafing damage to the inflatable collar.

WARNING

Ensure all personnel arms and legs are within the boats perimeter when coming along side a boat or docking surface.

There is a risk of serious injury, even with the inflatable tube if arms or legs are trapped between the boat and docking surface.

8.3. Anchoring and Hoisting Anchor Procedures

At some time the Sea Force 490 SOLAS may have to be anchored. The boat must be anchored with as much protection as possible from existing or prevailing weather. The anchoring procedures are as follows:

1 - Remove anchor and anchor line from its stowage position and connect the two. Lay out the line so it will run freely when released. Tie the bitter end to the bow bollard.

2 - Move the boat upwind or up current to where the anchor is to be dropped.

3 - Place engine throttle and shift control lever to neutral / idle position.

4 - Pay out anchor line until anchor bottoms on sea floor.

Before reversing away from the anchoring position ensure the line is free of the propeller.

5 - Put the boats control lever in reverse and slowly back away from the anchoring point paying out five to seven times the water depth of anchor line.

6 - Carefully tie off the anchor line and continue reversing. The line will become taught. When a good strain is achieved put the control lever in neutral position.

7 - The boat is now anchored

The anchor hoisting procedure is as follows:

1 - With the control lever in slow ahead steer the boat to the anchor location. To prevent overrunning the anchor line take up the slack as the boat moves forward.

2 - Stop the boat when the anchor line becomes vertical. Hoist the anchor. The anchor may be stuck to the bottom, if so, tie off the anchor line and continue forward slowly. This will free the anchor from the bottom. Again, put the control lever in neutral and hoist the anchor.

3 - Disconnect the anchor and line. Stow anchor and line.

Ensure all personnel stay clear of the anchor and line. There is a risk of injury if arms or legs become entangled during paying out of anchor line.