BD ssaiser-assy HR352 R HallbergRassy 8-440 80 Eis, Tol 0308-502 90, The 2445 Telefax: 0904-513 31Se We are pleased to hear that you have made the HALLBERG RASSY 352 your choice, Probably you have sailed for years, you might even have had a boat from our yard before and know many details. Even so, please do not put this booklet away. In this we have tried to put together the most important instructions and hints that apply to the HR 38. This booklet does not in any way claim to be complete and is not intended as an "Operation Manual" but deals primarily with details which are specifically related to this boat. As a rule the new owner always has to dedicate sufficient tine in order to get him- self acquainted with his new boat and its constructions. The respons- ibility for the proper maintenance is also up to the owner. We wish you many happy days on your new HR 352. All particulars is this booklet are given in good faith but are not guaranteed.= Ba = R352 = Designers: Christoph Rasy & Ole Endortin Cortificate: 10h hul is bul according to Lioya's specifications for ‘Corticate of Hull Construction” and under persona! suparision of Lloyo's surveyor nthe respect of hull, deck and superstructures in GAP, main bulkheads, angina. foundations, chainplates, rudder with tings and bult in ft and water tanks. Hull moulding Ralase Note and Cortiicate are supped. un: GAP. Colour: White, Marine blue decoration stipe above the ubbing stake. Underwater hull treated with GRP ‘rier, 2-component primer and antioulng, Blue boot to. Buitin longitudinal stingers. Balastkeelof ron, mouidedin ‘and completely protected in GRP, Fucker blade GRP. Puclder main shaft 40 mm bronze. Heavy cast rudder tings in bron. Deck and superstructure: GRP-sandtvich constuction 25 man with polyvinyl colular plastics as core materia or strength and insulation Colour ory white ul and deck completely ined by overlapping the GRP laminate. Bulwark formed in the deck and rll mouldings ‘and tea with a sold capping In eak. Hanrals, Companionvay, Natonguides, Sole and seats in ‘cockpit are alm Banok-toak {ata teakceck ca top of GAP deck, 172", The deck s provided with four 1” scuppere draining Below the waterine. Two 12" scuppers from the watertight and seteraning cockpit ‘Spars and rigging: ‘Spars and rigging from Seldén Mast AB. ‘Mast anc boommade rem sive anodized aluminium alloy ‘Mast 208/189 mm, with one st of spreaders ‘The mast is provided wit separate cable condults, and flood igs. Tha masts steppedon abase on thecabin top rectly over arinforced bulkhead. Chanpiates are made ‘of stainless stoo. Halyara winches: Two Lewmar 16ST, reef Winch Lewmar 7C. ‘Main boom 150/105 mm witha modem slab reefing system (2 reef ines) + outhaul Rod kick Rigging screws: 58" ‘Standing rigging: All shrouds ancl stays: © 8 mm. Fanning rigging (al halyard ae intsral: ‘Main halyard: O5 mm wire + rope tal genoa hayarc: O'S nm wire + rope tal Main ahoet (6:1 purchase) genoa ‘sheets, Boom vang, Durges haya Higher ig wih 2 spreaders avaliable Detailed information (on request. Sails: Potyant, ‘Main sat appx. 25m 269 sqf). Two refs Working: i: appx. 27.5 m 295 sof Deck fittings: ‘Sheet winches: 2 Lewmar 43C 2-speed. Gamcleats Four 12° mooring cleats Two 10” mooring cists amidships. Pulpitin staniess steal Bultin nbbing stake with bronza profile, Double itelinas ‘ith four pars of conical stanchions. Height 26". The yacht Fs doivared with permanent wind sereans with hardaried {glass night aly ames. Ge windscreen panel's openable and s provided with ‘lect wiper. canvas spraynood protects the fonvara artortnecackott Portigntsn arm acy glass and ight ‘ley trams, Compass. Bige pump. Intemational navigation lights 4” Bathing adder on transom. Loose equipment: ‘One anchor, 80 ibs, folding sherman. (One anchor line 100" Fourmoorng ines 33" our fenders, Boat hook 2wvinch handias 10 onmast, Fag stat Cockpit table Steering: Pedestal steering, chain and sprocket system with stainless tnre transmission to Peavy quadrant, 30” stains, elkhie Covered steering whee! with adjustable friction brake, "Lack in” One winch handle pocket Engine Volvo Penta Disse! 2003 T, Output 32 KW (4 ho) at 3.200 ) mm. Tice cyinder turbo dieso! wit rec inaction. Te ‘Engine sean water cooled and equipped vith ol cooker FRavarse and reduction goar typo MIS2B single lever ‘reduction. 24:1. Instruments comprise tachometer, temp. {gauge and cptic and acoustic warming. Propoler: S-biade, pitch 16". dlarmeter 15” let hand. Propoler shaft 0:30 mm, stainless steel. Eine and shaft ‘areflyalgned and rubber suspended, Sha beeing, Ctlss watertibicated ber bearing, "Wet" exhaust line Ineubber wth water look and effective rubber since Two Bult fuel tanks 150 + 901 (fo abt. 63 US gallons) nth separate pump for craining eventual water or sludge. Watertark 300 (Abt. 66 US gall) “Allcrans tom th saibaling cock, sinks, washbasins are of durable plastic material Al through bul tings are brovided wit seacocks, Al hose alps n stains eta, ‘The engine compartments sound insulated for lowest ppossibie noise evel. The engine s accessibie rom the ‘passageway for service, A bolted pane! nthe cockpit is ‘detachable forlifing the engine, Electricity: 12 Valectica system, with two batteries, one for starting {60,4h and one separate cult for consumption, 140A. ‘One.50 amp engine ivan altator charging tha two ‘separate crcuits aver a double diode set. Batteries in Closed, vented compartement. All wiring with adequate sectional arsas. The cables are where possible protectedin plastic peso hoses. 19 cabin lights and 2 fuerescent lights, one in galley and one fn ‘angine oom. Central switch panel at navigation desk with ‘ses and suitohas forthe differant creute, Wiatr an fs! gauge. Voltmeter and 3 12 V outlets. Two main switches at {he companionway lade. ‘Accomodation: Firs class workmanship in selected mahogary, hand rubbed and treated oa sik smooth frish. The ecomodation consists trom forward of Water and gas tant focke for iquid gas bottles, anchor Chain below. The space is accessible rom deck and drained overboard. Forward cabin with tyo corortabe berths, Length of ‘bers 2,05 m (8°8") Filer between bers, Stow room Below berths Inside of hal iced with mahogany. Cupboard forward in ‘cabin above Darts. Shales tho sis, A door separates the forward eabin from the passage tothe main cabin. On ‘SB side ofthe passageway two good-sized hanging lockers. On port sige an unusuaily roomy tollet eabin with ‘marine head. Wash basin in porcelain, sunk int the Countertop. Miror and tat lockers. The Moor is made as @ ‘Shower stall with teak arating over a crained well Headroom 1,856). Themain cabin sbuil wih far sizedsotaberths Band SB. Port side sofa is made asa L-sofa, The sofas are 816" Book sheivas and lockers behind sofas. Large able. (87°4"} with folding wings. Stow room in midsection of faba, Inside of ul above bers s panelled with mahogany. Calling is tined with voy panels. Head room in main cabin 1.89(6'9").Atinmain cabin isa L-shaped galley squpped vith 2 2-bumer stove with oven in gimbals. Permanent {bing with shut-of valve for quid gas fram gas Botte. Drandicebox 8s Stainless double sink 24"% 14" with ‘manuel rsh water pump. ‘Surface of counter tops in galley in easy cleaned teak look plastic isminate. Locker for crookary. Wasto basket, ‘ravers, ote Gn PT side, navigation table with char locker, drawers, ‘lecrc switch panel with voltage, fresh water and fel tank Imeters. n the passageway tothe aft eabin thee isa work ‘bench with stowage lockers. Locke for ol skin gear Bolow ‘companionsvay lade. ‘Drawers below berths. Cypboard above bets aft. Shelves {atthe sides. Hanging locker on por side of ne cabin, Doar Tomain cabin. Escape hatch to deck. Insige ofl lined with mahogary. The upholstery in high quay future Tabric with cushions ind” heavy polysther foam, ‘Floorboarls made of 20 mm teak plywoed wit ight colour holy nie stipes, Wal to wallcarpets. Curtains i all’ windows, Four 12 Voutltsin tollet cabin, galley, aft cabin and cockpit The cockpit is selfraining. Seats and gratings in ak. ‘Stow room accessible ror cockpit, 12 9, 40 Cf. ‘Stowage for winen handles et, in coamings SB and P. anol or instruments. Anchor locker af on deck Ventilation: ‘Forward cabin: opening iylight and one vent. Passageway and tllet room: 'andona vent. ‘Main cabin: one opening skyight and ventisting panel in ‘main hateway, Aft cabin: one opening skylight, one Dorade ventistor.Measurements for transports, et Weight with empty tanks about .6,7tons (about 15-000 ibs), Overall height without windshields from underside keel to top of GRP coaming (compass, steering wheel and pulpit renoved) 3,38 (11-~ 0) . Overall beam including rubbing strake 3,42 (11~~ 2") If the boat is to be lifted with strops in a crane or travel lift, the after strop is placed about 0,5 m forward of the serew and the forward strop about 0,5 m forward of the mast step. The centre of gravity is located on a vertical line 0,6 m (2°= 0") forward Of the top of the forvard GRP cock pit coaming (where the central opening windshield panel is screwed). Length over all means length from the rear end of the transom to the foremost end of the stem and is 10,54 (34°-7") For road transport the windshields, compass, steering wheel Pulpits can be removed with the tools normally carried in board. 79-03 1954 m 870m 338m 187m a7t Sot sine vp mozoosT, s2Kwaa HP ‘knotsa The length of the main mast without any instruments or antenaee Te TEU IT The height of the main mast over water line isl4,4 m G7--3" without any instruments, etc. The small plans in the specification are made in scale and could give additional information. Measurements, specially as regards sails and rigging, are best checked on board. When lifting on s slipway, it is important that the boat will not rest directly on iron beams or rails. Two wooden blocks 8" wide are sufficient. An additional strut under the bow can give additional safety against tipping over under extre loads forward. When stored for the winter, it is important that the boat is horizontal, so the deck drains will take any water or snow that elsway will stay on deck. This can be checked by @ water lever under the flat keel. 79-035. If the boat is not delivered at our yard, the new Owner in most cases takes care of the rigging of the boat. The halyards and sheeves should be checked and the stays and shrouds attached to the mast. Do not forget to mount the top light and to check with a battery that all lights work. The cross tree is best mounted according to the sketch below. The correct adjustment of this is not only important for the look, but also for the safety of the mast. If a shroud is stretched along the mast and marked at the height of the spreader base fitting, this is the correct posi~ tion for the spreader tip on the shroud. The short lengths of PVC P+" chat come with the boat are used as protection over the rigging screws and mst be fitted be- fore stepping the masts. All rigging screws are best fitted so right turning will tighten the stay. 79-03The mast The mast is placed in the maststep with locating fin in the slot slot. Only one position is possible. Stays and shrouds are attached and first loosly set to prevent the mast from falling. The fore and after stays are set to about 2.000 lbs. The rake should be about 4". After this the forward lover shrouds are set and adjusted until the mast is vertical athvarships and at the same time the mast is pulled forward at half height about 1", Next come the top shrouds, which are also set to about 2.000 Ibs. The after lower are only set so loosely that the 1" bend is still there. The tension in the fore and aft stays and the top shrouds should be higher than the forward lower and the after lower next to loose. Tuning of the rigging ‘The complete rigging must be kept under observation during the first hours of sail. The rigging and mast will settle after the first hours in hard wind and a retuning must be done. It is true that a tight forestay helps the performance on the wind but puts also heavy loads on the hull. The use of hydraulic or mechanical jacks for the back stay must be made with care and heavy permanent loads are to be avoided. The purpose of the tuning of rigging is to provide a straight mast when sailing well heeled. S~bends and top bending for~ ward are to be avoided. The mast and rigging can under special conditions vibrate. This is caused by the airodynamically favourable form of the mast and the high tension in rigging. They appear almost only when the boat is moored with a strong breeze blowing from abeam. The vibrations are natural and harmless but if disturbing can in most cases be cured by hoisting the supplied "slip of sail" with the rope in the mast track. This will break the airflow around the mast. A leaflet from the sparmaker is available for the owner who wants to go in detail with the rigging and trimming of the masts. 79-03Start and running of engine ALI boats are tested in the water prior to the delivery from the yard regardless if the boat is to be trucked away or taken over at the yard, The motor has been run and is ready to start except during the winter, when the engines are winterized again after testing. When the boats are trucked away from the yard only enough fuel for testing is filled. Starting Under the main accomodation ladder are the two main switches. One for the engine starting circuit and one for the genctal purpoge circuit. To start the engine, the engine main ewitch must be on. Further follow the Volvo Penta instruction book, ‘produce before starting, starting and stopping". Note the instructions for running-in and the warning plate at the instrument panel, Gear_change The engine is fitted with single lever controls. Shifting should be made by firm slow movement on the lever, allowing the engine RPM to drop before engaging the gear in the opposit direction. Cavitation Below 1000 RPM the thrust of the propeller is very low and the running irregular. Over 2000 RPM when manoeuvering the propeller will cavitate especially in reverse. That means that the propeller looses ite grip in the water and the thrust drops. Avoid high RPM in manocuvers especially in reverse. The turning effect of the screw The screw is left hand, The bow is turning to port at astern manoeuvers. With the rudder hard over to port and engine shifting between slow ahead and slow astern the boat will turn 360° at the spot. As soon as the boat has started to move, ahead or astern, full steering control is obtained. General, Before getting used to the boat berthing in close quarter should be avoided in heavy wind. The fine steering control that is ob- tained on the vessel when going astern often makes it better to back out than try to turn the boat into the wind against a strong crosswind, if the room is not sufficient to pick up head- way. After some practice it is surprising to sce the precision which can be obtained in maneuvers also in close quarters and critical conditions. 79-03SAIL Sail setting As a general rule the tension on the bolt ropes of all sails should be adjusted so that no wrinkles will appear at these but not so tight as to form folds along spars and stays. This means that the tension has to be adjusted to the windstrength. The halyard winches and the internal purchase on the outhaul make this possible when on the wind. The drums of the main- and head sail halyard winches have two separate sections. When hoisting a sail the halyard is rolled up on the outer section until only a few feet are left. These are rolled up on the narrow inner drum to avoid that the wire will bury and bind under tension. The brake has a free~wheel effect and is best set before starting to hoist. WARNING! Do not release the brake to let down the sail with the winch handle still in the winch. The spinning handle may break an arm. Hints on sail carrying and trinming Light genua 34 _m? (375 eqft) can be carried on the wind up to force 5 (18-20 knots). It is sheeted outside the shrouds but inside the life lines. Working jib27,5_m? (302 sqft) is the best sail from 16 knots up to 35 knots on the wind. It is sheeted outside the shrouds or between the lover and the top shroud and inside the life Lines, Hard wind jib 19m” (210 egft) is the best headsail from about 30 knots and up. Main sail The main sail is carried without a reef up to force 6 together with the working jib, but can as reefing is easier than shift ing a fore sail, be used reefed together with the light genua. The main sail is best carried on the boom with a sail cover when not in use. Headsails should be folded before bagging to avoid too bulky sail bags. All sails are made in synthetic cloth and require no "break in" sailing. They are fairly water resistant and can if re~ quired be stowed wet. The sails must in that case be dried at first opportunity, as they can be miscoulored by mildew. 79-03Preparation for reefing On each side of the main boom a movable loop is fitted. There are two reef lines running inside the boom, one on each side appearing int the ends of the boom, The shorter one on SB side is for the first reef and the longer line on the port side is intended for the second reef. When the mainsail has been bent on in the usual way, the outer end of the reef line for the first reef is taken through the eye for the lower reef in the sail and is fixed to the loop on the port side with a bowline knot. The reef line for the second reef is taken through the second reefing eye in the sail and to the loop on SB side. The travellers with the loops are moved along the boom to give a 45° lead in when the sail is stretched along the boom. Reef ing 1, Head about 45° from appearant wind. 2, The boomlift is set but the boom is not lifted. 3 The halyard is slowly re~ leased and the sail is allowed to come down until the eye of the first reef can be hooked at the tack. 4, The reef line for the first reef is taken to the winch on the mst and is tightened until the sail is properly stretched along the boom. 5. The halyard is retightened 6. The lift is released. A reefed sail should be flat and the position of the loops fon the boom may have to be adjusted. The second reef is taken in the same way. To let out a reef, the same operation is made in reverse. 79-03ll. ENGINE INSTALLATION For the engine itself/we refer to the Instruction book from Volvo Penta. This should be read carefully. Engine hold down bolts and engine alignment After twenty hours running and once every year the engine hold down bolts should be checked and tightened if loose. The alignment of the engine and the propeller shaft must be checked by feeler gauge at the flange by a competent mechanic. Venting of the fuel system In the event of running the fuel tank empty or a filter has had to be cleaned, the fuel system must be vented, This is described in the Instruction book. It should be noted that the "banjo screw" mentioned as a standard has been replaced by a valve screw that should normally be open but is closed for the venting operation. Propeller shaft stuffing box The propeller shaft is in its outer end suspended in a cutless self lubricating rubber bearing, the propeller shaft seal is a rubber seal not requiring any lubricating exept a very small amount that should be pressed in by the spront of a grease tube at the same time that the rubber seal i squized by hand to open. ‘Also whenever the boat has been lifted out, the seal mst be _squize Fill the sten tube with water. The cooling water intake is located on port side in the engine room, In the intake line a water strainer is fitted. The strainer should be checked regularly. 79-0312, Vacuum valve In the cooling water line is a vacuum valve fitted to prevent water from entering the engine by suction after it has been stopped. This is placed in the engine room on the port side forward. Twice each season the vacuum valve should be opened and cleaned in fresh water. 1. Loosen the complete valve from its fixture and invert it. 2. Loosen the cap, check and clean the membrane and refit in opposit order. If the menbrane is damaged it must be replaced. . NOTE! Check carefully that the membrane is correctly located when reassembling. Do not overtighten. Fuel tanks and lines As illustrated there are two fuel tanks. One, the main tank, containing about 150 litres (about 33 inp gall or 42 US gall) is built in below the engine. The second is a reserve tank in stainless steel below the port side sofa in the main cabin, This tank contains about 9° 1 ( 20inp gall or 25 US gall). The contents of this tank can be piped into the main tank by opening the valve situated under the rear end of the sofa. In the main tank is a tankmeter with gauge in the instrument panel. Do not run the tank dry as the fuel system has to be vented before the engine is started if air has entered the suction pipes. There are suction pipes, one for the engine and one for the optional heater. There is also a third suction pipe for a test pump from the lowest point of the tank with which even- tual sludge and condensation water can be pumped out. The pump is situated in the engine compartment. With this pump the fuel should be tested regularly to avoid water reaching the filters and the fuel injection pump. If this happens, the pump can be seriously damaged.13. Hose clamps, important checkpoint Some time after delivery and then at least annually all hose connections should be checked for leaks and tightness. If the hose cannot be twisted by hand and no leaks are appearant, the hose clamps should not be further tightened, as this will only damage the hose or the treads. Almost all hose clamps are in stainless steel and will not rust. Electric wiring The electric circuits are divided in one for the engine and ome fer lightning and general purpose. One 70 AH battery sexves the engine and two 140 AH are for the other circuit. The-patteries are automatically charged together but the engine starting battery cannot be drained by lights or wefrigerator and will always be practically fully charged. ‘he warning in the Volvo Penta Instruction book not to turn the-main switches off while running the motor is not valid for unis boat, as the alternator is permanently connected to the batteries. Wiring diagrams are included. TE by mistake the two general purpose batteries have been totally drained, difficulties may arise to get the alternator to charge. If this happens, which is indicated by the amp. red.light not going out, this is helped if the two circuits ‘are,connected for a moment by a jumper or a tool (at the pack of the main switches). gpgional_second alternator T€ a second SS amp. alternator is fitted, this is charging the two light/general purpose batteries and the standard alternator is charging the starting battery. The wirering is shown by dotted lines on the diagram. Héating (optional) The optionaldiesel burning air heater is mounted on the SB pulkhead in the engine room. The exhaust is led through a fitting on the outside of SB bluestripe. Fresh air is taken by duct from the outer charttable. uhe starting of the heater is automatic and electronically programmed as is the stopping. The switch is flipped to "heat" for operation and to neutral for stop. Position "vent" Lg not normally used. The distribution of the warm air is gontrolled by closeable flars in the cabins.Un The thermostat at the navigating desk can be used to control the temperature but the frequent stopping and starting of the unit will put a heavier load on the batteries and discolour ing by soot around the exhaust. Engine room blower optional equipment For use when the main engine is not running, there is an electric blower in the engine compartment. This blower is normally only used if the heater has been running for a long period or after stopping the main engine after a long run, Bilgepump There is one manually operated bilgepump situated in the oil ski: locker under the accomodation ladder with optional electric pumps. Watertank and FW system The FW tank and lines are shown on attached diagram. The FW tank is built as an intergral part of the GRP hull. The curved tanktop is provided with two manholes for cleaning out. The automatic pressure water system is doubled up with footpump The electric FW pump is situated in the engine compartment and will start automatically when the pressure in the tap lines drops. A pressure vessel with built in rubber chambler should be checked for air pressure once a year. With stopped pump and open taps the air pressure should be abt. 1,0 bar (use motor cycle pump). After the air chamber { cylinder), which levels out pulsations in the pressure from the pump, the line branches off to different taps and to the water heater that is built in under the floor in the sail locker. The water heater is operating from the cooling system of the main engine. After the engine is started it will only take a quarter of an hour before hot water is available. The in- sulation will keep the water hot overnight. 79-0315. When leaving the boat the automatic FW pump should be switched off at the instrument panel. If the pump runs and stops without any tap is open, this indicates leak somewhere. To dr in the system, see chapter "Winterizing Wheel steering The wheel steering system should be examined carefully annually and the sheaves, the chain and the wire lightly oiled with motor oil. The bearings on the wheel shaft are greased every second year. The wire should be replaced at the sign of a broken stand, The tension of the wires is set up at the rudder quadrant. Toile A dependable marine toilet is fitted in the toilet room. The double acting pump is operated with the black handle at the same time flushing with seawater and euptying the bowl. The flushing action is controlled by the small lever below the pump handle. This lever should be in the "dry bowl" po- sition when the toilet is not used. The outlet valve and the valve to the optional holdingtank are also kept closed at sea or when the boat is left. NOTE: Any foreign objects can block the toilet Holdingtanks For European waters the boat can be equipped with a small holdingtank that can be emptied in open sea by opening the bottom valve. The valve to the tank should always be shut except when pumping in or dumping out to prevent back flow into the toilet bowl. Bottled gas As standards for bottled gas vary in different countries, the HR 352is delivered without such bottles and reduction valve for the propane gas stove. Stowage for two 6 kg (12 1bs) gas bottles is provided in a separate ventilated compartment in the forepeak. A one piece 8 um od copper pipe is dravn to a shut off valve at the gas range. The reduction valve should be for 30 mbar (300 mm water head). The connections should be periodically tested for leaks with soap water. 79-0316. The standard cooker is provided with a flame failure device that shuts off the gas supply in the event of a flame blow out. To light either burner the device is by- passed by pressing in the control knob turning to igniting position and holding in for 10-15 seconds. To ignite the oven the small separate button must be pressed. Optional anchor winch The boat can as an . optional extra be equipped with a manual or an electric anchor winch. In both alternatives the anchor is dropped by releasing the clutch controlled by the star nut on the outside of the chain gipsy. This is turned against the clock with the handle bar supplied with the anchor winch to disengage. The clutch can be used to brake the chain. For hauling, the clutch is first engaged and then the winch is operated either by inserting the handle bar at the rope gipsy side or on the electric winch by pushing the switch. The chain will stow itself in the bottom of the chain locker but the hatch is best kept open to make it possible to observe if the chain is building up to the mouth of the chain pipe. 79-03uw MAINTENANCE Gelcoat ~ Repair of Damages The outer, colored coating of a fiberglass boat is called the Gelcoat. This is a plain coating, which protects the fiberglass hull and at the same tine gives the boat an elegant and easy- to-care exterior, The thickness of the Gelcoat is approximately 1/32 - 1/64 of an inch and thus considerably thicker than a normal paint coat, It is completely homogenous and has the samo hardness right through. This is why it is often possible to remove bad scatches through grinding or polishing without faving to epply atly new plastic. It is not difficult either to repair deeper sératches or damages, Any air bubbles, scratches or ruptures that may occur in this outer coating does not mean that water can penetrate the laminate. Maintenance of plastic surfaces in good condition The plastic surfaces of the boat should be kept clean and spot- less for a nice appearance, Use regular detergents and water but avoid detergents which may cause scratches. Do not use de- tergents containing ammonia as they may damage fittings, plex glass, etc. Detergents and solutions should be thoroughly rinsed off, Should the shiny surfaces get dull they can be po- lished either by hand, using a polishing agent, or by using a low revolution machine. There are several special polishing agents for fiberglass boats on the market. Autosol is a good one. Waxing is not normally required, but can do no harm. When waxing notice that the wax has to be worked well. Do not wax any sur~ faces with pattern, which will make them slippery. 2) Repair of superficial scratches, etc. Scratches in the gelcoating may often look deeper than they really are and as the scratched surface is different in color than the shiny one, you may think that the colored coating has been penetrated. For reasonably deep scratches use water sanding. Start with a coarse paper and little by little change down to a fine paper (No 800). Rub the surface after sanding, i.e. use polish and an abrasive on the surface as well as on the surround- ing undamaged surfaces. 3) Repair of deep scratches and scaffings If the gelcoating has been damaged and completely removed, ,the repair is done as follows. Get Gelcoat in the proper color (see Information Sheet) and a hardener from a fiberglass manufacturer or the yard. The damage is then cleaned with the edge of a knife and covered with masking tape very closely on both sides of the hole. Mix the Gelcoat and the hardener (approximately 2% of the hardener). The temperature in the working area should be be~ tween 60-80 F.18. Use a generous amount of the gelcoat to fill in the damaged spot and inmediately place a piece of tape over the same to avoid the gelcoat from running. After the plastic has hardened, grind off the surplus and polish the surface. Scaffings under the waterline are filled with putty epoxy (Interpad) and then painted with a 2-comporent primer. Larger scaffings, in case the boat has hit bottom hard, have to be cleaned from crushed fiberglass through grinding and are then repaired with fiberglass mat and plastic before final putting (repair sets are available on the market). Maintenance of Wood - Interior The interior surfaces of mahogany are thoroughly treated with a synthetic laquer and even after many years of use do not normally need any other maintenance than a cleaning. Should a surface, however, be damaged to the extent that it would be necessary to re~varnish same, the whole damaged surface has to be sanded and then varnished with a mat laquer (Interna~ tional Lagolac or similar). Most of the minor damages are taken care of with a little bit of oil. Interior teak, mouldings, etc. can be oiled once in a while with teak oil. Exterior Wood The exterior wood is made of genuine teak and is not dependent on either laquer or oil for its protection. Itie thus a matter of taste whether the teak should be varnished or be left un- treated. It is our opinion that the varnished teak has a better appearance and that it sets off a better contrast against the other plastic surfaces. But of course a certain maintenance is required to keep it up from wear and tear. Decks and seats should never be varnished. When the teak is treated at the yard, we use a synthetic varnish with a oil-phenolic resin glue base. Varnish with a pure oil base is not suitable and a 2-component varnish should not be used on top of the old varnish. Untreated teak is scrubbed thoroughly at the same time as the cleaning of the fiberglass surfaces and will after some time take on a silvergrey shade. In our experience, the use of teak oil on the exterior may cause bad looking surfaces, which are difficult to maintain. Therefore we advise against oiling. It is most important that the maintenance treatment of var~ nished surfaces is made in time. When you con see that it is needed, it is too late. It is a good piece of advice to re- varnish already after one or two months in the first season and then at least once every year. When you re-varnish, the surrounding fiberglass surfaces must be well protected fron steaks or drips of varnish, which otherwise leave spots which are difficult to remove. Should you happen to spill some var- nish, be careful to remove samc inmediately as, even if it is practically translucent from the start, it will from the sun turn yellow very quickly on the fiberglass surfaces. 75-0319. Spars The masts and booms are made in anodised light alloy. Under special circumstances light alloy is subject to electrolysis. For this reason no bronze or brass fittings should be attached directly to the spars. Also bigger fittings in stainless steel should be isolated from the light alloy with a plastic sheet. The spars must not be stowed away with salt deposits for winter. Hosing down with fresh water, drying and waxing will prevent damage in store. Rigging should be removed or isolated if wrapped round the spar. Winches All winches should be greased at least once a year, preferably before the winter layup. When the locking ring at the top of a winch is removed the drum can be lifted for inspection cleaning and greasing. Carpets The quality of the carpets permits cleaning by scrubbing and hosing down with fresh water on deck. 79-0320. Winterizing in areas subject to freezing temperatures Engine ‘ The engine is prepared according to the instruction book. When your boat is delivered from the yatd antifreeze has been added to the freshwater coolant. Toilet and holdingtank A washing detergent is pumped through and the system is flushed with freshwater. The drainplug under the pumpmaniford is re~ moved. ‘The bilge When the boat is on dry land the drain plugs from the bilge~ well are unscrewed and the bilge is cleaned and flushed. Batteries If the batteries are well charged they can be left in the boat provided that the cables are disconnected and the terminals greased. 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