Moody54 Owners Handbook Complete

FOREWORD
Before 'dropping the hook· or attempting to use on board equipment,

but more importantly, before putting to sea for the first time - some
essential reading must be done. In the fust instance, this handbook
and the original equipment manufacturers (OEM's) literature must
be consulted. And secondly, any supporting literature referred to
therein. Th.is handbook has been explicitly provided to help you and
your crew attain the best performance from you1 Moody S4. Our aim
is to provide you with the information necessary to enjoy in safety.
the freedom of the open sea and the peace and tranquillity of that
'quiet anchorage'.
COPYRIGHT O 20()1 MARll>E PUBI.ICATIONS PARTNERSHIP
O
1\1.L RIGHTS RESERVED THIS HAN0800K MAY NOT BE COPIED PHOTocoPIEO. REPRODUCEO. TRANSLATED, OR CONVERTED TO ANY ELECTRONIC OR MACHINE-REAOABlE FRM IN WHOLE OR
IN PART WfT><O<JT l>RK)R WRITTfN APPROVAL OF MARINE PURUCATlONS PARTNFRSHlP
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PAGE2
TABLE OF CONTENTS
STANDARDS, WARRANTIES AND INSURANCE 9

1.1 r
Intoduction....................................................................................................................................... 9
1.2 Design, construction and compliancy ............................................................................................... 9
1.2.1 Compliance with the European Union recreational yacht drrective 9
1.2.2 Homologation, certifications, design category and identification IO
1.2.3 Engine cruising range and speed 11
1.3 After sales Support. ........ . ...... .... .................................................. . .......................................... 11
1.3. l Policy 11
1.3.2 Warranty~ help us to help you 11
1.4 lnsurancc ......................................................................................................................................... 11
2 HEALTH, SAFETY AND ENVIRONMENTAL CONSlDERATION 12

2.1 Introduction..................................................................................................................................... 12
2.2 Safety summary ..............................................................................................................................12
2.3 Considerations to be made before putting to sea............................................................................. 13
2.4 Basic yacht handling and good seamanship .................................................................................... 13
2.4.1 Yacht speed and visibility 13
242 Handling in confined waters 13
2.4.3 Handling in heavy weather 14
2.5 Docking and anchoring ................................................................................................................... 14
2.5.1 Docking 14
2.5.2 Anchoring 14
2.5.2.1 Anchor Windlass 14
2.5.2.2 Going to anchor 16
2.5.2.3 Retrieving the anchor 16
2.6 Audible aJanns and warning lamps................................................................................................. 17
2.7 Provision of distress, life saving and safety equipment................................................................... 19
28 Navigational equipment ........... .............. .................... ·······.............................. ·········..·······..·.... 19
2.8. l Magnetic steering compasses 19
2.8.2 Yacht speed indicator 19
2.8.3 Depth sounder 20
2.8.4 VHF-radiotelephone 20
2.9 Mobile telephones .. .. ....... .. .. ......... ... ... 20
2.10 Navigational charts, tide tables and publications ............................................................................ 20
2.11 Fire-fighting equipment and fire prevention ................................................................................... 21
2.11.1 Fire-fighting equipment 21
2.11.1.1 Seafire automatic fire control system 21
2 11.2 Fire prevention 23
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2.12 Carbon monoxide poisoning ........................................................................................................... 24

2.13 EnvironmentaJ ................................................................................................................................. 24
2.13.1 Fueloilspillages 24
2.13.2 Discharge and disposal of waste materials 24
2.13.3 Exhaust emissions 25
2.13.4 Antifouling 25
2 13.5 Solvents 25
3 GENERAL CONSTRUCTION AND SPECIFICATION 26

3.1 Introduction..................................................................................................................................... 26
3.1. l Variations to the standard specification 26
3.2 Hull and decks ................................................................................................................................ 26
3.2.1 Hull construction 26
3.2.2 Decks and superstructure 28
3.2.3 I IuJI to deck joint 28
3.2.4 Cockpit 28
3.2 5 Bathing platform / transom door 28
3.2.6 Deck and lazarette lockers 28
3.2.7 Hatches and po1tlights 28
3.2.8 Finish 30
3.2.9 Ballast keel 30
3.2.10 Deck equipment 31
3.2.11 Anchor windlass 31
3.2.12 Anchor 31
3.3 Sailing systems ............................................................................................................................... 31
3.3.1 Sails, spars and rigging 31
3.3.2 Deckgear 33
3.4 Main engine and propulsion system ................................................................................................ 34
3.4.1 Main engine and engine compartment 34
3.4.2 Transmission system 34
3.4.3 Cathodic protection system 34
3.4.4 Bow thruster 35
3.5 Main helm and steering gear ........................................................................................................... 35
3.5.1 Wheel steering system 35
3.5.2 Rudder and skeg 35
3.6 Electrical system ............................................................................................................................. 35
3.6.1 Generator set* 36
3.7 Seacocks and skin fittings ............................................................................................................... 36
-- 3.8
3.9
Freshwater and wastewater systems .......................................................................................... ..... 37
Toilet system ................................................................................................................................... 3 7
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3.10 Liquefied petroleum gas system ......................................................................................................37

3.11 Heating, ventilation and air-conditioning systems* ........................................................................ 37
3.12 Accommodation and domestic fittings ............................................................................................ 39
3.12.1 Water-cooled refrigeration and freezer systems 39
4 SAILING SYSTEMS 40
4.J Introduction ..................................................................................................................................... 40
4.2 Setting-up the rig and standing rigging ........................................................................................... 40
4.3 Sails and sail handling .................................................................................................................... 41
4.3.1 Sails 41
4.3.2 Using running rigging 41
4.3.3 Using headsaiJ and in-mast furling gear 41
4.3.4 Setting-up the sails 42
5 MAIN ENGINE, PROPULSION AND RELATED SYSTEMS 44

5.1 lntroduction ..................................................................................................................................... 44
5.2 The main engine system .................................................................................................................. 44
5.3 Fuel system .....................................................................................................................................45
5.4 Cooling system ............................................................................................................................... 46
5.5 Dry exhaust system ......................................................................................................................... 47
5.6 Alternator and engine electrics ........ . .............................................. ................ ..... .......... ....... .. 49
5.7 Engine controls and instrwnenation ................................................................................................ 49
5.7.1 Single-lever throttle control 50
5.7.2 Ignition and instrnmentation 50
5.8 Transmission system .......................................................................................................................50
5.8 l Gearbox 50
5.8.2 Propeller shaft arrangement 50
5.8.3 Propeller bracket and 'cutlass bearing' 51
5.8.4 Propellers 51
5.9 Engine compartment ....................................................................................................................... 51
5 JO Cathodic protection system ................................................. .......................... ........................... ... 52
5.lJ Main engine operation .................................................................................................................... 5 3
5.11.1 Before starting the main engine 53
5.11.2 Starting the main engine 54
5.11.3 Stopping the main engine 54
5 114 Stopping the main engine and setting sails 54
5.11.5 Over-cranking 55
5.11.6 Slow running 55
5.1 l.7 Exercising 55
5.12 Yacht handling under power ........................................................................................................... 5 5

Issue 2
PAGES
5.13 Bow thruster* .................................................................................................................................. 56

5.14 Generator set* ................................................................................................................................. 56
5.14.1 Over-cranking 57
5.14.2 'No-load' running 57
5.14.3 Exercising 57
6 MAIN HELM AND EMERGENCY STEERrNG SYSTEMS 58

6.1 lntroduction..................................................................................................................................... 58
6.2 Wheel steering system .................................................................................................................... 58
63 Emergency steering system ............................................................................................................. 59
6.4 Rudder and skeg.............................................................................................................................. 59
6.5 Autopilot syste1ns* .......................................................................................................................... 61
7 ELECTRICAL SYSTEMS 62
7.1 Jntroduction..................................................................................................................................... 62
7.2 Electrical safety and protection ....................................................................................................... 62
73 DC-power - 24-volt and 12-volt systems .... ................................................................................... 63
7.3.1 Battery charging 67
7.3.2 Battery chargers 67
7.3.2.1 Start-Up 68
7.3.2.2 Proper Load Sizing 68
7.3.2.3 DC-Output 68
7.3.3 Over-current protection box 68
7.4 AC Power - shorepower and spur-mains......................................................................................... 69
7.4 1 Hooking-up and using shorepower 69
7.5 Generator set* ................................................................................................................................. 70
7.6 Miniature circuit breakers and the main electrical switch panel.. ............................................ ,....... 70
7.7 Electrical wiring .............................................................................................................................. 70
7.7.1 Reserved cable runs/ conduits 70
8 FRESHWATER SYSTEM 71
8.1 Introduction..................................................................................................................................... 71
8.2 Freshwater system........................................................................................................................... 71
8.3 Filling, tank.age, filtration and water quality ................................................................................... 71
8.3.1 Filling 71
8.3.2 Tank.age 73
8.33 Filtration 73
8.3.4 Water quality 74
8.4 Delivery and water heating ............................................................................................................. 74
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8.4.1 Delivery~ pressure water system 74

8.4.2 Water heating~ calorific system 74
8.5 Grey water boxes ............................................................................................................................ 75
9 BILGE, TOILETS AND SEWAGE SYSTEM 77

9.1 lntroduction..................................................................................................................................... 77
9.2 Bilges.............................................................................................................................................. 77
9.3 Bilge pumps.................................................................................................................................... 77
9.3.1 Manual bilge pump system 77
9.3.2 Electrical bilge pw11p system 79
9.4 Cockpit and deck drains........ ... .. ... ............. ....... ........................................ ............ .................... 81
9.5 Toilets ............................................................................................................................................. 81
9. 5.1 Operating the toilet f1 ush 81
9.6 Holding tank options* ..................................................................................................................... 82
9.6. l Direct and offshore discharge (option 1) 82
9.6.2 Dockside discharge only (option 2) 83
9.6.3 Direct, offshore and dockside discharge (option 3) 83
10 LIQUEFIED PETROLEUM GAS SYSTEM 84

Jo I Introduction........................................................... .,......................................................................... 84
IO.2 Liquefied petroleum gas system...................................................................................................... 84
10.3 Health and safety ............................................................................................................................ 84
I 0.4 Gas detection systen1s ..................................................................................................................... 86
10.5 Carbon monoxidepoisoning ........................................................................................................... 86
10.6 Ventilation ...... .. ... ..... ...... .............................................................. .............. .. . .......... . ........ 86
11 HEATING, VENTILATION AND A£R-CONDITIONING 87

J J.1 lntroduction..................................................................................................................................... 87
11.2 Central heating* .............................................................................................................................. 87
11.3 Air-conditioning* ............................................................................................................................ 87
11. 4 Ventilation ...................................................................................................................................... 89
12 MAINTENANCE AND FAUL TFINDING PROCEDURES 91

12. l Introduction............................................................................................ ................ ....................... 91
12.2 Hauling-out, storage and laying-up................................................................................................. 91
12.2.1 Hauling-out 91
12.2.2 Storing In a cradle 91
12.2.3 Laying-up your yacht - winterisarion 92
12.2.4 Laying-up check list 92
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12.3 Structural and condition survey ....................................................................................................... 93

12.4 Maintenance procedures ................................................................................................................. 94
12.4.1 Navigational and safety equipment 94
12.4.1.1 Electronic navigation equipment 94
12 4.1 2 Life saving equipment 94
12.4.1.3 Fire extinguishers 95
12.4.2 Hull 95
12.4.2.I Topsides 95
12.4.2.2 Underwater appendages 96
12.4.3 Decks, coachroof and cockpit 97
12.4.3.1 GRP surfaces 97
12.4.3.2 Stainless steel work 98
12.4.3.3 Hatches and portlights 98
12.4.3.4 Teak decking 98
12.4.3.5 Windlass 99
12.4.3.6 Anchor and chain 99
12.4.3 7 Warps 99
12.4.3.8 Canvas work 99
12.4.4 Sailing systems 100
12.4.4.1 Spars 100
12.4.4.2 Mast gator / seal 100
12 4 4.3 Standing rigging 100
12.4.4.4 Furling gear 100
12.4.4.5 Running rigging 100
12.4.4.6 Sails IOI
12.4.4.7 Winches IOI
12.4.4.8 Deck fittings and blocks IOJ
12.4.5 Main engine, propulsion and related systems 10 I
12.4.5.I Main engine 101
12.4.5.2 Fuel system 102
12.4.5.3 Stemgear 102
12 4 5.4 Propellers 103
12.4.5.5 Bow thruster* 103
12.4.5.6 Generator* 104
12.4.6 Main helm and ancillary steering systems 104
12.4.6.l Wheel steering system 104
12.4.6.2 Rudder blade, bearings and lip seals 104
12.4.7 ElectI·ical System 104
12.4.7.l DC-Power - 12-volt system 104
12.4.7.2 Batteries 105
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PAGES
12.4.7.3 AC Power~ shorepower 105

12.4.7.4 Wiring 106
12.4.8 Freshwater system 106
12.4.8. I Sanitising the System 106
12 4.8.2 The System in General 106
12.4.8.3 Calorific System 106
12.4.9 Bilge, toilets and sewage system 107
12.4.9. I Bilges 107
12.4.9.2 Toilets 107
12.4.9.3 Holding tanks* 108
12.4.9.4 Shower and toilet compartments 108
12.4.10 Liquefied petroleum gas system 108
12.4.11 Heating*, venting and air-conditioning* 108
12.4.11.1 Central heating* 108
12.4.11.2 Air-conditioning* 109
12.4.12 General and domestic 109
12.4.12.1 Refrigeration and freezer 109
12.4.12.2 Interior furnishings 109
12.5 Periodic maintenance tables ........................................................................................ , ................. 110
12 5 1 Daily maintenance schedule 111
12.5.2 Weekly maintenance schedule 11 I
12.5.3 Monthly maintenance schedule I 12
12.5.4 Six-monthly maintenance schedule 113
12.5.5 Twelve-monthly maintenance schedule (requires hauling-out) 114
12 5 6 Two-to-three yearly m::iintenance schedule J 16
12.5.7 Five-to-six yearly maintenance schedule 116
12.5.8 Ten-to-twelve yearly maintenance schedule 117
12.5.9 After heavy weather or prolonged passage/ non-scheduled maintenance 117
12.5.10 As and when required / non-scheduled maintenance 118
12.6 Faultfinding procedmes ............ ...................................................... .... ................. ..................... I 19
12.6.1 Introduction I 19
12.6.2 Windlass 120
12.6.3 Main engines 121
12.6.3.1 Starting problems 121
12.6.3.2 Unusual noises or behaviour 122
12.6.3.3 Exhaust smoke 124
12.6.3 4 Faults identified hy the instn1mentation 125
12.6.4 Pressure pumps 126
Issue 2 Moody 54 Owner's Handbook

STANDARDS, WARRANTIES ANO INSURANCE
PAGES
1 STANDARDS, WARRANTIES AND INSURANCE
1.1 INTRODUCTION
blJ This handbook contains general advice concerning the safe operation and maintenance of the
systems and equipment fitted to your Moody 54. Must there be a conrnct between any of the
information contained in this handbook and that provided by the Original Equipment Manufactw·er
(hereinafter referred to as the OEM), then the latter shall prevail. OEM literature is provided under
separate cover and can generally be found loose in the chart table or chart table draw.
The reader must observe carefully the following terms and warnings:
a) This handbook defines the tenn 'owner' as that of the person charged with the
responsibility of commanding and maintaining your yacht.
b) As each Moody is completed to the individual requirements of the owner, the figures and
illustrations given herein must be viewed as general and not necessarily yacht specific.
c) Items suffixed in the text by an asterisk(*) denote fittings and equipment not supplied or
fitted as standard.
d) The following warning labels are displayed on board your yacht to warn you and your crew
of intrinsic dangers, where safety precautions and good practice need to be observed at ail
times. Where applicable, the same warning labels are used throughout this handbook:
D.... �ur K 1 denotes an extreme mtnn�1c ha?ara v.luch \\Ill threaten a lugh
prohabihty of death or irreparable inJwy 1f prop<..'T' precaution::. arc not taken.
\\ ARNl'l'-.G 1 denotes ii hazard exists \\htch could result m lllJUI) or death 1f

proper prc�uut1ons are not taken
CAl,TIOl\l! denotes a reminde1 of safety practices or directs attention to

unsafe practices which �ould result in pcnmnal mjmy 01 damage to)our yacht
or components fitted thereon
E·L tCTRlCAL HAZARD 1 highlights areas. equ1pmt:nt and operational
practices exposed to severe nsk of electncnl hazard 11' precautions are not
followed lncludmg that of death or se11ous lllJUf)'
FIRF R1SK 1 h1ghhghtc; areas, equipment and operational prncllccs C'X.posed to
se\ere fire risk 1f precauttonl) are not follo\,cd lncludmg that of death or senous
inwr
REFER TO OEM LITERATURE!~ read carefully the OEM's literature. When
used on board yow- yacht, this label refers to the owner's handbook whenever
OEM literature is W1available.
1.2 DESIGN, CONSTRUCTION AND COMPLIANCY
1.2.1 Compliance with the European Union recreational yacht directive

All Moody yachts are built to comply with the European Union Recreational Yacht Directive
(EURCD). The EURCD is a trading standard that requires all yachts supplied in countries that are
members of the European Union to meet certain minimum essential safety requirements when first
sold. These standards are laid down in a number of National and International Standards and
incorporated in the construction of your yacht.
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STANDARDS, WARRANTIES AND INSURANCE
PAGE10
1.2.2 Homo/ogation, certifications, design category and identification

Homologation and certification ~ to ensure that the exacting standards demanded in the manufacture
of a Moody are constantly met, all production methods used are approved by Lloyd's Register Quality
Assurance (QA) and comply with fSO9001 / TSO9002. Every Moody is CF compliant
Moody yachts are designed and built to 'World-Class' manufacturing standards in all areas of
construction and engineering. AU are supplied with CE and builders certification.
Design categorisation ~ the design category defines the builder's intended usage for your yacht and
is based upon the International Standard EN / ISO I 0240, J 995(E). Yow· Moody 54 is constructed and
approved for Category A (ocean) sailing.
Make and Model Moo'dy 5./

- --
Design Category Category A (ocean) - see designa11on listed below.
Maximum Crew 12
-
The designations given in categorising the usage of seagoing craft are:
a) Category A (ocean)~ yacht designed for extended voyages where conditions experienced may
exceed windforce 8 (Beaufort scale) and include significant wave heights of 4m, for vessels
that are largely self-sufficient.
b) Category B (off.<;hore) ~ yacht designed for offshore voyages where conditions up 10 and
including windforce 8 and significant wave heights up to and including 4m may be experienced.
c) Category C (inshore) - yacht designed for voyages in coastal waters, large bays, estuaries,
lakes and rivers, where conditions up to and including windforce 6 and significant wave
heighls up to and including 2m may be experienced.
d) Catego1y D (sheltered waters) ~ yacht designed for voyages on small lakes, rivers and crurnls,
where conditions up to and including windforce 4 and significant wave heights up to and
including 0.5m may be experienced.
Maximum crew, stores and equipment ~ the nwnber of persons tabled in the standard
specification is the absolute maximwn number recommended and must never be exceeded. It is
assumed that crew and guests are located with due consideration to the sailing conditions, their
physical ability and with due regard to the stability of the craft.
In addition to the crew, consideration must be given as to the maximwn amount of equipment and stores
you must carry. With regard to this, you can increase the amount of equipment and stores carried by
approximately 75kg ( 165lbs) per crewmember not embarked.
Hull, engine and gearbox identification numbers ~ the Hull Identification Number (HJN) is
moulded into the transom and is unique to your yacht. Engine and gearbox serial numbers are also
unique and cru.1 l>e found on lheir outer casings.
Having taken delivery of your new Moody 54. we would ask you to complete the ownership details
and postal reply coupon provided herein. This infonnation will be requested must you require after
sales service at any time. If you are at aU unsure as to where to find the infonnation requested, your
Moody dealer will be more than happy to help you locate it.
Moody 54 Owner"• Handbook

Issue 2
STANDARDS, WARRANTIES ANO INSURANCE
PAGE 11
1.2.3 Engine cruising range and speed

Hull speed using the main engine or range can vary widely according to the prevailing conditions.
With a marine diesel engine, fuel conswnption is detennined by a calculation of rwming time and
engine revolution. rather than 'distance-made-good-over-the-ground' Diesel fuel used for
generating sets, when fitted, will reduce your yacht's range still further. Therefore you must
consider only 80% of the fuel capacity as usable and plan accordingly.
1.3 AFTER SALES SUPPORT
1.3. 1 Policy
Any new work or warranty service on your yacht must be undertaken in accordance with the
warranty conditions. Your Moody dealer represents our company and will afford you the cowtesy
and necessal)' help to resolve any problems you may have.
w Nominated contractors or the OEM will provide the service direct. In order to ensure that OEM
support can be given, please complete and register all waiTanty cards for the equipment fitted on
your yacht~ on your behalf. Where you are required to cairy a copy of this registration in order to
obtain warranty support, the cards must be retained in a safe place on board your yacht as the
manufacturer will almost certainly wish to see it before providing support.
1.3.2 Warranty~ help us to help you

To help resolve warranty issues as quickly and as efficiently as possible, owners must familiarise
themselves with the terms and duration of warranties offered in their contract. As previously
mentioned regards making a warranty claim, it will greatly assist all concerned if you can contact
your Moody dealer in the first instance.
If making a claim, to assist your Moody dealer plan any work required. you must provide a full
description of the defect including the paiticular circumstances in which the defect became
apparent; what parts you believe may be faulty and an indication of the urgency of repair.
In order to ensure that free service can be provided, it is vital that you retain the original completed
warranty cards on board your yacht, as most service agents require sight of these before they will
start work. If you do not have the correct card available then an agent will usually request a non
refundable payment before they start work.
Do not attempt to engage any third party yards lo CaTI)' out work without prior approval. Any cost
so incurred will not be refundable.
Finally, please note payment may be required in advance (including carriage) for parts supplied
under a warranty claim. On receipt of any returned faulty pa.it and with the OEM's agreement that a
warranty claim is valid, we shall immediately credit your account. Please ensure that you have
operated and maintained equipment in accordance with the OEM's literature, as failure to do so
will invalidate warranties.
1.4 INSURANCE
Don't forget to arrange a comprehensive insurance policy to suit your cruising programme
including any lay-up period.

Issue 2
HEALTH, SAFETY AND ENVIRONMENTAL CONSIDERATION
PAGE12
2 HEALTH, SAFETY AND ENVIRONMENTAL CONSIDERATION
2.1 INTRODUCTION
Safety at sea and environmental consideration is governed ultimately by local regulations and
international law and will vary from COW1try-to-country. However. this chapter provides
infom1ation concerning health and safety and an insight into environmental awareness and
regulation. Owners are required to exercise the appropriate 'Regulations' and 'Codes of Practice'
as recognised and approved in the local waters where their yacht is operating.
Safety is our primary concern. It is a legal obligation of the owner to ensure that the safety of
anyone using your yacht is met, whether or not they are on board. If you are the owner, please
ensure that you read carefully the following safety swnmary.
2.2 SAFETY SUMMARY

The following safety summary is not designed to be comprehensive. It is not our responsibility to
answer all matters regards safety and good seamanship. lf you have any doubts regarding your
competence to handle your yacht or yow· understanding of any of the points itemised within this
memorandum, we would ask you to raise these matters with your Moody dealer before any outward
bound voyage.
Safety is our primary concern; therefore on taking delivery of your yacht, every owner (or crew
member charged with the responsibility of owner) must understand and appreciate that
Competence - you must not commence a voyage unless you consider yourself to have the
necessary competence and experience to handle and navigate your yacht safely, without
endangering your yacht, its crew or other vessels.
Depending on your nationality and the country of registration for your yacht, you may be required to
undergo statutory training or examinations. You must approach your National Marine Administration
�rvice for further advice.
Know your yacht~ never assume the competence of commissioning staff, service yards or crew.
Owners must check the fundamentals for themselves and must not put to sea without first hand
knowledge of your yacht's vital gear, systems and their condition. This point is particularly relevant
with any newly commissioned yacht when regular inspections are advisable.
Ultimately the onus is on you to carry out any checks and tests needed to satisfy yourself that your
yacht has been properly prepared and is fit for going to sea.
Know your crew ~ the owner must take full responsibility for the suitability. fitness and safety of
the crew (including any guests) for the voyage ahead and for your yacht itself. How experienced
are they? Have you sailed with them before and in what conditions?
Safety at sea ~ ensure that your guests and crew are familiar with the location and use of any
safety gear before going to sea. For example:
a) Where are the lifejackets stowed? Can you and your crew get into them quickly?
b) Do your crew know where the life raft is stowed and how to law1ch it?
c) Where are the flares, FPlRB and SART <;towed (depending on which you carry)?
d) Apart from yourself ~ does anyone else on board know how to operate your radio
c01mnunications equipment and make a distress call?
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HEALTH, SAFETY ANO ENVIRONMENTAL CONSIDERATION
PAGE 13
e) Have you established a 'man overboard drill" and do others know how to cany it out if it
is you in the water?
f) Do your crew know the position of fire-fighting and first aid equipment? Do they know
how to use this equipment in an emergency?
Seasickness ~ consider taking medication before going to sea, if in doubt of your own or any of
your crew's resistance to seasickness and conditions look rough. Ask your pharmacist for advice
about what is likely to work best.
In general~ sailing and generally just being on or around yachts can be potentially dangerous. For
example, equipment with moving parts such as the windlasses, winches and the like must only be
operated by competent cn::w and with the utmost vigilance.
Potentially hazardous fittings and systems are identified through the use of warning labels.
However, no attempt has been made to label every potentially dangerous item on this yacht. For
example, removing the engine space covers with the main engine running will expose potentially
dangerous working mechanisms that can cause serious injury. The lazarette and other deck locker
covers are by necessity heavy and therefore potentially dangerous. Care must be exercised at all
times when they are open and crew in close proximity.
111e crew must familiarise themselves with the location and operation of every seaco1.:k and
through-hull fitting (see chapter 3). To this regard, opening hullports and hatches must be included.
2.3 CONSIDERATIONS TO BE MADE BEFORE PUTTING TO SEA

You must always infonn your local Coastguard station (or equivalent organisation) of impending
departures from port. You must also report your safe anival at ymrr next port of call or safe anchorage.
Before leaving sheltered waters, always check the weather forecast.
It is fundamental to good seamanship to avoid extreme weather conditions whenever possible.
Always heed gale warnings.
Always ensure that you keep an up-to-date logbook and that your insurance covers your yacht for
its intended use. These docwnents along with proof of ownership / purchase, excise payments and
warranty documents must be kept on board in a safe and secure location when your yacht is in use
and taken ashore when leaving your yacht.
2.4 BASIC YACHT HANDLING AND GOOD SEAMANSHIP
2.4.1 Yacht speed and visibility

In confined and busy waters you are reminded of your responsibility under the International
Regulations for the Prevention of Collision at Sea (COLREGS) to navigate your yacht prudently
taking account of the prevailing conditions.
If the field of vision is limited, maintain a lookout forward and astern as required by COLREGS
and the Rules of tJ1e Road. The regulations require that a proper lookout be maintained at all times
and that you observe the steering and sailing rules.
2.4.2 Handling in confined waters

The only impo,tant reminders for handling your yacht in confined waters relate to abiding by
regulations imposed by the local Port or Harbour Authorities. In particular:
a) Keep within the imposed speed limits.
Issue 2 Moody 54 Ownor's Handbook

PAGE14
b) Respect other regulations (including such environmental regulations governing the

disposal of sewage, domestic waste, fuel spillages and noise) that are in force.
c) Respect other water users at all times.
2.4.3 Handling in heavy weather

Always pay due attention to the prevailing weather conditions and reduce your sail area and speed
accordingly. You must always adjust your course and speed to avoid the hull slamming off the
hack of waves.
2.5 DOCKING AND ANCHORING
2.5.1 Docking
When docking. your yacht must be secured in the first instance by warps (more commonly referred
to as mooring lines) utilising the fairleads and mooring cleats. Fenders must be used to prevent
damage to the hull, dock and other vessels. The windlass must never he used as a 'strong point' to
secure your yacht.
2.5.2 Anchoring
Veering and retrieving the anchor is controlled using an electric windlass fitted directly above the
self-stowing chain locker. 1l1e windlass is powered by the service battery bank (24-volts) and is
isolated by a switch (annotated 'WINDLASS') on the main electrical switch panel - this isolating
switch may only be activated when the main engine is running and will be tripped if the windlass
circuit is overloaded. To reset the circuit, re-depress the 'WINDLASS' isolating switch. A green
LED indicates when the circuit is live.
The windlass is controlled using a two-way rocker switch (fitted with a safety lock and annotated
with ru.1 anchor symbol) mounted at the binnacle. Alternatively, the anchorman can operate the
windlass using a handheld control unit (har<lwired directly into Lhe windlass circuit and stowed in
the anchor locker - see figure 2.1 ).
Good anchoring requires good communication between the helmsman and anchonnan. W11en
anchoring the anchorman must make sure that the chain is coming up on the right line to the
stemhead and that the anchor beds home properly in the stemhead fitting. The self-stowing feature
of the anchor retrieval process must ensure that the chain needs no attention as it runs across the
deck to the windlass and down the hawse into the chain locker.
When going to anchor, tl1e general rule is to veer out chain equal to Lhree-limes-tlte-depth-at-high
water. By clearly marking every ten metres of chain, the anchonnan can visually measure this.
2.5.2.1 Anchor Windlass

m Unless specifically permitted by the OEM, the windlass must only be used to veer and recover the
anchor chain. The windlass must not be used as a 'strong point' to secure your yacht. When
anchoring, it is advisable to use a rope bridle ( or strop) to transfer any load from the gypsy to a
forward mooring cleat.
Manual operation ~ in the event of a power failure, windlasses are fitted with a 'free fall' function as
standard. To free fall the anchor, you simply manually w1do the top nut half a tum This releases the gypsy
allowing it to free wheel. You can control the speed or stop the descent by re-tightening the top nut.

PAGE15
Figure 2.1 - Anchor Windlass and Handheld Control Unit lnstallation
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lssue2
HEAL TH, SAFETY AND ENVIRONMENTAL CONSIDERATION
PAGE 16
To retrieve the anchor manually, ensuring the top nut is correctly tightened, simply place a winch
handle in the fitting on top of the windlass and wind in a clockwise direction until the anchor is
retrieved (winch handles are not provided as standard and will need to be purchased separately).
2.5.2.2 Going to anchor

When going to anchor, the following observations must be made:
a) When choosing your anchorage, you must take other craft locally to you into account, so
although in preference it is good practice to go for as much chain as possible (even more
chain than the traditional rule-of-thumb 'three-times-the-depth-at-high-water', especially in
anchorages prone to high winds and tidal variation), it is not always possible.
b) Check your charts for datum (and / or with the local Harbour Master). Beware that
anchoring is prohibited in certain locations.
c) Check the tidal conditions and the local weather forecast to ensure that the proposed
anchorage will not become too exposed.
d) Check that the 'WINDLASS' isolation switch on the main electrical switch panel is
switched on (ready for retrieval ifrequired). Green LED will be illuminated.
e) Check that the ancho1T11an is ready and that the anchor is clear to lower. Do not lower the
anchor into the water until you have stopped at your intended anchorage. Remember the
anchor drop area will be set forward approximately three-times-the-depth-of-high-water.
Be careful to avoid fouling other anchors if the anchorage is crowded.
f) Leave adequate room from other vessels at anchor.
g) Just before dropping the anchor, put the engine astern momentarily to take the anchor and
chain away from the hull. Always allow the anchor chain to veer freely ensuring that it is
dear to run and free of any snags.
h) When you feel that the anchor has set (bedded) correctly and that the desired amount of
chain has been veered, secure the anchor chain / warp and give the engine a light kick
astern to check that the anchor is holding.
i) Tum the windlass isolator switch on the main electrical switch panel to off so that the
windlass may not be operated in error. Green LED will be extinguished.
j) Leave the depth sounder switched on. Depth sounders are supplied with an 'ANCHOR
WATCH' facility to monitor tidal height ~ low and high water alarm limits are
programmable. See OEM literature.
When your yacht has settled, use the depth sounder lo obtain the water depth, plot your
yacht's position on the chart and check the position at regular intervals.
2.5.2.3 Retrieving the anchor

When retrieving (or weighing) an anchor the following observations must be followed:
a) Start the main engme.
b) Check that the ·WINDLASS' isolator on the main electricaJ switch panel is switched on
(green LED will be illuminated) and that the anchor is ready to be raised.
c) Give the engine a light kick ahead to take the weight off the anchor chain. As the weight
on the chain eases, haul the chain in.
Issue 2 Moody 54 OWner's Handbook

PAGE17
d) If the anchor chain appears to be causing an excessive strain on the windlass with the
anchor pulling immediately under the bow, you must stop the windlass and secure the
chain before giving the engine a light kick astern to break out the anchor. Must the
isolator switch trip, it will need to be reset.
e) The anchorman must ensure that the chain is coming up on the right line to the stemhead
fitting and that the anchor is correctly stowed and secured using the locking pin (and
preferably lashed to the stemhead).
f) To avoid the risk of fouling another vessel's anchor or chain when moving away from an
anchorage, never move ahead until the anchor is safely retrieved and secured.
g) Switch off the 'WfNDLASS' isolator on the main electrical switch panel so that the
windlass may not be operated in error. Green LED wiU be extinguished.
C AlTION! ensure mat the anchor 1s salely secured and locked 111 rnc stemhead roller fin mg
before getttng um.ler Y-a). When smhng in rough seas or heavy \\Cather, the ancho1 must alY-8} s be
securelv lashed
Anchoring tips ~ when anchoring and faced with a rocky bottom or in an area where there
are old moorings on the seabed, a tripping line is important. However, if it is led directly
back to your yacht, it can cause problems if more chain has to be suddenly veered. To this
end, a floating trip line is advisable ~ this can easily be made using a fender to secure the
end of the tripping line.
If you intend spending a night at anchor, it i.:an be good idea to sleep 1ighl forward ~ thi� is the best
position to hear any chain movements and sense any change in motion.
2.6 AUDIBLE ALARMS AND WARNING LAMPS

Alanns and/ or warning lamps are fitted for specific items of equipment to wam of their operation
and for any maJfw1ction. In the event of an engine alarm. the engine must be stopped immediately
and the fault investigated and rectified. Alanns include:
Engine oil pressure (warning lamp and audible alann fitted at the binnacle) ~ warns of low oil
pressure. See chapter 5.
Engine water temperature (warning lamp and audible alarm fitted at the binnacle) ~ warns of
high cooling water temperature. See chapter 5.
Fuel contamination* (warning lamp)~ this alann is fitted as an option only and warns of water/
contamination in the fuel filter / water separator mounted to the aft bulkhead in the engine
compartment.
Electt·ic bilge pump (illuminated switch fitted below the main electrical switch panel) - if
the bilge pump is still running (switch illuminated) after 15 seconds continuous duty. then it
is an indication of excessive water in bilge or a fault in the pump/ float switch system. See
chapter 9.
Seafrre automatic fire control system (control unit LED) ~ this alann warns of a fire and
automatic extinguisher discharge.
Battery charging volts - these alarms (12-volt and 24-volt) indicate when a low charge state
exists (battery charging required) in either of the 12-volt or 24-volt battery banks.
Issue 2 Moody 54 Owne�s Handbook

PAGE18
Figure 2.2 - Life Raft Stowage Position
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tssuo 2 Moody 54 Owners Handbook

HEAL TH, SAFETY AND ENVIRONMENTAL CONSIDERATION
PAGE19
2.7 PROVISION OF DISTRESS, LIFE SAVING AND SAFETY EQUIPMENT

Yachts are supplied as standard with basic safety equipment such as an automatic and manual bilge
pump system, a Seafire automatic fire extinguisher system fitted to engine compartment. loose
handheld portable fire extinguishers, a VHF-radiotelephone and basic navigationaJ equipment
including magnetic compass, yacht speed indicator/ log and depth sounder.
It is the owner's responsibility hereafter to provide sufficient life saving and safety equipment
required by law for all crewmembers on board and to check that all safety equipment such as the
fire extinguishers, distress rockets, flares, lifejackets and life rafts are properly maintamed.
Provision for stowing a life raft is provided in a custom made locker (see figure 2.2).
The Marine Administration in the country where you register your yacht lays down the actual
equipment you are required to carry. Local bylaws of the country where you keep your yacht (this
might be different to your country of registration) may also require you to carry additional items.
2.8 NAVIGATIONAL EQUIPMENT

The use of electronic navigational equipment must not be used as a substitute for good
seamanship and that of watch keeping practices. Jn addition, any electronic equipment such
as radar systems or OPS can fail. It is therefore of fundamental importance that owners must
be familiar with using traditional navigational methods in correctly establishing your yacht's
position. Navigational equipment is illuminated and switched on using the switches provided
on the helm pedestal / binnacle.
2.8.1 Magnetic steering compasses

Although a binnacle mounted magnetic steering compass is fitted as standard, an additional
handheld bearing compass must be carried as standard equipment. Owners must note that all
compasses are prone to variation and deviation, wh.ich deflect the indicated heading from the 'trne
north' position. Variation and deviation are defined:
Variation - is caused by earth's magnetism. TI1e amowlt of variation changes with time and
geography. All navigational charts give infom1ation on the amount of vaiiation that exists. To
allow for variation error, it is only necessary to:
a) Look up the variation on the appropriate chart and make the necessary allowances due to
the annual changes given on the chart.
b) Apply the con-ection (due to variation) to the compass readings.
Deviation ~ is caused by your yacht's magnetism. The amount of deviation experienced will vary
depending upon the heading of your yacht ai1d can be as much as 30 °. Therefore, before taking
your yacht to sea for the first time, arrange for a qualified compass adjuster to correct your
compasses and provide you with deviation cards for them. These cards record the error on each
heading of the compasses. The ainount of deviation must be checked f rom time-to-time and the
cards updated. Owners must take note that certain modifications to yow· yacht can affect the
amount of deviation registered by the compasses.
l Al I ION , ne,er 1ea,c metallic or electncal equipment close to the compasses as lhis "-Ill induce
error<; f\en the -.111allcst of metal objects can be sufficient to deflect the compa¼ head mg.
2.8.2 Yacht speed indicator

Your yacht speed indicator (and log) is used to detennine your yacht's speed through the water and
the log records the distance-travelled-through-the-water. Data can be accwnulative or current.
Issue 2 Moody 54 Own.,·• Handbook

PAGE 20
Equipment must be calibrated to register your yacht's correct speed and distance through the water
in accordance with the procedures given in the OEM literature.
2.8.3 Depth sounder

The depth sounder is possibly the single most important instrnment on any yacht with regards to
safe navigation. It will give you accurate depth info1mation in all sea states and provides an
invaluable aid to anchoring.
Equipment must be calibrated to register the correct depth reading. Refer to the procedures given in
the OEM literature.
2.8.4 VHF-radiotelephone
w Refer to OEM's literature before operating the equipment fitted. Only competent qualified
operators or crew under their supervision must use VHF-radiotelephones. Radiotelephones need to
be licensed (refer to 'mandatory electronic transmitting licences'). The radiotelephone must not be
used for unnecessary or prolonged conversations. Only use channel 16 for emergencies and for
hailing other yachts. Check your local almanac for other professional channel usage, such as the
Coastguard and Port Authorities.
Mandatory electronic transmitting licences ~ aH on board radio equipmenl that includes a
transmitter of any kind, such as radar, VHF, SSB, EPIRB, SART and Satcom, requires the owner
of yow· yacht by law LO have possession of a currenL 'ship radio licence' at Lbc lime of insLallation.
2.9 MOBILE TELEPHONES

You will be aware of the existing prohibition on the use of mobile telephones on aircraft and in
hospitals. The same concerns apply to marine electronics.
You must be aware that despite the best efforts to sort out Electro Magnetic Compliance (EMC),
some vital navigational equipment (including simple magnetic compasses) can crash or give false
readings when mobile telepllones are switched on in their vicinity. Even the automatic updating
and receipt of text messages can cause problems.
(' Al I ION! - mobile telephones m use or on sta11dby can 1111crfere with electronic equipment lt has
been known for equipment, such a, a GPS receiver to crash and for an autopilot to fail, turning the
helm sharpl} to starboard, when a mobile was 111 use III close prox1m1t1 A text messaie bcmg
received on a mobile resting on the main mstrument panel v,as known to ha,e caused the
instrumentation to crash.
2.10 NAVIGATIONAL CHARTS, TIDE TABLES AND PUBLICATIONS

You must carry the following publications on board your yacht:
a) Current paper charts for your intended cruising area.
b) Current electronic charts for any navigation system you may have fitted.
c) A cwTent nautical almanac for your intended cruising area.
d) Current tide tables for your intended cruising area.
e) Pilots and cruising guides for your intended cruising area.
MOO<ly 54 OWne�s Handbook

l$$U8 2
HEAL TH, SAFETY ANO ENVIRONMENTAL CONSIDERATION
PAGE 21
2.11 FIRE-FIGHTING EQUIPMENT AND FIRE PREVENTION
2.11.1 Fire-fighting equipment

The Marine Administration of the country where you register your yacht lays down the minimum
requirement for the fire-fighting equipment you are obliged to carry. LocaJ bylaws of the country
where you keep your yacht (this might be different to your country of registration) may also require
you to carry additional items.
l11e 'general-purpose type' portable hand.held foe extinguishers provided with your Moody 54
have a nominal shelf life of five to six years.
Reserved locations for portable fire extinguishers~ you must ensure that these locations
are kept free for this purpose and where an extinguisher is kept in a locker it is not filled
with other equipment.
Tnfonn the crew of the location and operation of fire-fighting equipment and lo the whereabouts of
escape routes and hatches (see figures 2.3 and 2.4).
lJAl'-lmR! � a suitably woraea wammg label 11111st be affixed mfonmng the crm-. of the noxious
efTe<..1s caused by the release of the extinguisher and WI) procedures to be followed. such as opemtmg.
•'1r- rpn1nte rju,i•h"n'" C''"ltrol om1 • """ht"inl.' tlic "C"'lr''l"v1'ltio,, ,,flt. I C
Service and / or replace fire--fighting equipment at the intervals indicated on the equipment. Replace
fire-fighting equipment, if expired or discharged, by devices of identical or greater fire-fighting
capacity. OEM's generally offer a replacement service so that extinguishers can be recharged at a
lower price than a new extinguisher.
2.11.1.1 Seafire automatic fire control system

IJJ A Seafire automatic fire control system is fitted to the main engine compartment (see figure 2.3).
The system comprises an engine interrupt / restart system and an automatically discharged fire
extinguisher. However, if for any reason you suspect that there is a fire in the engine compartment
and the extinguisher appears to have failed to discharge, the fire extinguisher in the compartment
can be operated manually from inside the laza.rclle locker aft by pulling the red handle marked
'FIRE' (after removing a locking pin). See OEM literature.
The Seafire control system is operated automatically when the two-way switch on the control
panel (set next to the engine instrument panel) is in the 'NORMAL' position (the engine will
operate normally and the green 'CHARGE' LED will be illuminated). Check the gauge on top of
the fire extinguisher bottle - the needle must be centred in the green area. ln the event of a fire
(extinguisher being discharged) the red 'DISCHARGE' LED will be illuminated, the engine and
blower fans immobilised and an audible alann sounded.
DA'\iC.,l�R! m the event of the I ire, whether or not the Seafire system 1s d1scharg.ed automatically
or manually. the fuel stopcock for the main engine (and generator* \\ hen fitted) must be shut. the
engme 1gmtlon switched to the off pos1t1on and all elccmcal po�er to the mam cngmc and blower
fan system mu�t be isolated.
[)A1\/GER' unless you are fully sure that the fire is fully cxtingu1::.hed. ne\er attempt to open the
en,,me companm�r•
In the event of a false alarm - to restart the main engine and cancel the alarm, switch the
Seafire unit to 'OVERRIDE' (the LED and audible alarm will be cancelled), re-open the fuel
supply, switch on the engine compartment electrics and you will be able to restart the engine
as normal.
lssue2 Moody 54 Owner·• Handboolc

PAGE 22
Figure 2.3 - Reserved Locations for Po1table Fire Extinguishers
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Issue 2 Moody 54 Owner·• Handbook

PAGE 23
Figure 2.4 - Escape Routes and Hatches
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2. 11.2 Fire prevention

'Fire prevention' is the key to fire-fighting~ a fire at sea is the most hazardous and intrinsic danger
you will face, other than the sea itself~ therefore, the following items must be strictly adhered to.
You must never·
a) Obstruct passageways to exits and hatches (see figure 2.4 ).
b) Obstruct safety controls, for example fuclcocks, LPG taps and isolator switches for the
electrical system. See chapters 5, 7 and 11.
c) Obstruct portable fire extinguishers stowed in lockers or draws.
d) Leave yow- yacht unattended when cooking and/ or heating appliances are in use.
e) Use LPG or liquid fuel lights in your yacht.
t) Modify any of your yacht's systems (especially the electrics, fuel and LPG systems).
g) Fill any fuel tank or replace LPG bottles when machinery is running or when cooking or
heating appliances are in use.
h) Smoke while handling fuel oil or LPG.
i) Stow combustible material in machinery spaces, such as the engine compartment. If non
combustible materials are stowed in these spaces, they must be secured against falling
into machinery and in such a manner as not to cause an obstruction.
j) Enter any area where a fire extinguisher has recently been discharged as extinguishants
are invariably axphysiant by natw-e and will severely impede breathing.
lssue2 Moody 54 O..Oer·s Handbook

PAGE 24
Beyond this, you must always:

a) Keep the bilges clean and check for fuel oil and LPG leaks/ vapours at regular intervals.
b) When replacing parts of the fire-fighting installation, only use identically rated
components, bearing the same designation or being equivalent in their technjcal and fire
resistant capabilities.
c) Ensure that fire escapes other than the main companionway are identified (see figure 2.3).
2.12 CARBON MONOXIDE POISONING

The best protection against carbon monoxide poisoning is a frequent check of the exhaust system
(see chapter 5). Check for leaks around the manifold, gaskets and welds. Make sure exhaust lines
are not heat ng
i
surrounding areas excessively. If excessive heat is present, correct the situation
immediately. If you notice a change in the sound or appearance of the exhaust system, shut down
the engine (or generator*) immediately and have the system inspected and repaired at once hy a
suitably qualified engineer.
Some of the symptoms or signs of carbon monoxide inhalation 01 poisoning include dizziness,
vomiting, intense headache, muscular twitching, weakness, sleepiness and throbbing in temples.
V. AK1'-ll"'li' although d1e::;cl cng.1nc exhausr gases arc no1 as toxic as those lrom a petrol engme.
carbon monoxide is present in d1es:el exhaust fumes Carbon monoxide is a dangerous gas that can
cause unconscrousncss and 1s potentially lethal
2.13 ENVIRONMENTAL
2.13.1 Fuel oil spillages

Diesel fuel and lubricant spillages are the most common causes of pollution accounting for nearly a
quarter of all pollution incidents. The impact of spillages on wildlife is well documented. Diesel is
dispersive by nature and a single gallon can surface cover one acre of open water.
The following points must be observed when dealing with fuel oil spillages:
a) Never discharge engine oil or fuel overboard. Spillages must be mopped up and placed in
a sealed container for disposal at approved oil disposal points ashore. Do not mix solvents
with oil for disposal, the resulting combination cannot be recycled and greatly increases
the fire risk of the stored mixture.
b) If washing down spills, be careful not to overuse detergents which, when emulsified with
oil, cause more harm than the oil itself.
c) Avoid fuel spills at the dock by filling slowly and not overfilling tanks to the point that
the tank breathers spurt fuel.
2.13.2 Discharge and disposal of waste materials

Nearly all countries of the world legislate to control the discharge of waste material from seagoing
craft and in many places the requirements to comply are being made increasingly stringent and are
backed by punitive fines.
Non-biodegradable waste~ wherever possible this must be retained on board and jettisoned only
in approved disposal or recycling points ashore.
Moody 54 Owner's HaN!bOok

lasue 2
PAGE 25
Biodegradable waste ~ 'because it is biodegradabJe' is commonly quoted as a justification for

throwing food scraps overboard. However, especially in areas of dense yachting concentration,
there is increasing proof that this is reducing locally the available free oxygen in the water.
Sewage / foul waste ~ although the quantity of material discharged from a yacht is small, it is
much more highly concentrated Lhan pre-treated mw1icipal sewage. Not only is it visually
w1welcome, but it aJso introduces pathogens into the water posing a potential public health risk lo
nearby swimmers and those who consume shellfish from the vicinity.
Where yow- yacht is fitted with a holding tank facility, you must always use it in preference to
pumping raw sewage overboard in coastal waters and harbours (in many COWitries it is prohibited to
do this anyway). Sewage must onJy be disposed of by discharge when over 12 miles offshore or by
'pwnping out' at the increasingly numerous pump-out points provided in marinas and harbours.
2.13.3 Exhaust emissions

Marine diesel engines are typically serviced once or twice a year. It is essential to service an engine
regularly to keep it operating at its optimum efficiency. Regular servicing will also reduce the
engine's potential to create adverse environmental impact'>
After starting the main engine and allowing it to warm-up, check for emissions from the exhaust. If the
emission is smoky-grey or blue-black in colour, then the engine may need attention. Apart from being
hannful to the environment, such emissions indicate that the engine is not operating efficiently,
increasing fuel conswnption and reducing perfonnance. The most common causes of poor exhaust
emissions are dirty or badly serviced injectors and fuel pumps. See chapter 12.
2. 13.4 Antifouling
Antifouling paint does away with unwanted marine growth on the underwater parts of your yacht.
The following points must be observed when painting your yacht:
a) Take care to choose the 1igbt antifouling by reading the information provided on the
container. Make sure it does not contain Tributyl-tin (TBT). Check that it has the
appropriate level of toxicity for local conditions. the number of coats needed and the
active life of the product in use. Carefully follow the instructions provided for
application, use and disposal.
b) Remove old antifouling as far from the water's edge as possible to prevent dust 01 scrapings
from entering the water (when available in the marina, use a scrub-off berth). Use a vacuum
scraper or place a plastic liner or dusishcet bcnealh your yacill. Collecl and dispose of
scrapings and used antifouling containers safely in designated bins or disposal points.
2. 13.5 Solvents
When handling and storing solvents, you must adhere to the following points:
a) Tight fitting seals must be used on alJ storage containers to prevent evaporative loss of
any Volatile Organic Compow1d (YOC) from substances such as solvents and paint
thinners. TI1is must include any containers holding soiled cleaning materials.
b) Clean off any w1wanted paint or resin before it dries.
c) When cleaning engines and machinery parts, use paraffin-based agents instead of
organic solvents.
d) At all times, you must avoid the use of an Ozone Depleting Substance (ODS).
Moody 54 Owner',. Handbook

Issue 2
GENERAL CONSTRUCTION AND SPECIFICATION
PAGE 26
3 GENERAL CONSTRUCTION AND SPECIFICATION
3.1 INTRODUCTION
Your Moody 54 has been engineered for stiffness and strength and is built to withstand the rigours
of offshore sailing. l11e balance and power of her underwater sections and keel options give superb
sail carrying ability and stability for swift passage making.
llus chapter details the build and specification for your yacht, including the standard equipment fitted
and that supplied optionally by the builders. For operational advice on the systems and equipment
fitted to your yacht see chapters 4 to 11 inclusively. For maintenance and faultfinding see chapter 12.
3. 1.1 Variations to the standard specification

An up-to-date log must be kept of any major adjustments or additions made by the owner to the
design or systems fitted to their yacht. Any modifications to your yacht are required to comply with
the terms of the warranty agreement.
3.2 HULL AND DECKS

TI1e principal specification for your Moody 54 is given below and in figure 3.1.
Hull and Decks Metric Imperial
Length Overall (inc. pulpit overhang) 16. 72m 5-1'10"
Hull Length 16. ./5m 53'/J"

Length at Waterline l-l.02m ./6' l"
Maximum Beam -l.85m /5'1 l"
3.2.1 Hull construction

Hull mouldings are hand-laid in accordance with 1$09002 under temperature and humidity
controlled conditions. Glass reinforced plastic (GRP or glass fibre) in the form of 'powder bound
mat' is used along with isophthalic resin and gelcoat
The laminate is a composite structure incorporating a balsa core for increased panel stiffness and
weight saving to optimise ymrr yacht's centre of gravity. Laminates utilise modem combination
mats to increase skin strength.
Stiffening is achieved by a complex mix of glassed in floors through the keel bay areas and a moulded
in floor tray, plus structural bulkheads spaced throughout your yacht. Keel floors are moulded down
into the keel sw.np. Ring floors cany chai.uplate loadings tlu·oughout the hull ru1d keel Ooors.
Floor structures are a combination of over-laminated. foam-cored girders. Floors through the mast
heel area are hardwood cored, with over-bonding to carry mast compression loadings. Chainplate
frames run continuously through the hull floor to ring the chainplate landings together.
The main bulkheads are inserted on traymould / manix structural supports and structurally bonded to the
matrix supports and the matrix to the hull. Bulkheads are structw-ally bonded and through bolted to hull
topsides and the Wlderside of the deck and coachroof. Stiffening in forward and after ends incorporates
areas oftray mould flanging in addition to bonded in hull cross-floors and framing.

GENIRAL CONSTRUCTION AND SPECIFICATION
PAGE 27
Figure 3.1 - Principal Specification
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Moody 54 Owr1el"s Harwlbbl>k

lo:.uo2
PAGE 28
3.2.2 Decks and superstructure

Hand laid up in GRP with polyester resins Flat areas of the deck and coachroof are balsa cored
for strength and insulation. Load bearing areas within the deck, where fittings and fastenings are
secured, are reinforced using marine plywood backing plates. Inner and outer ,;kins of the deck
sandwich are laid up with chopped strand matt. Where reinforced plywood backing plates are
used, the inner skin is mcreased in laminate thickness. A solid swept teak deck is fitted as
standard (see figure 3.2).
3.2.3 Hull to deck joint

The hull is moulded with a return flange onto which the deck sits (the transom is moulded as part
of the hull moulding). The deck is structurally bonded to the hull flange and mechanically fixed.
The deck edge bulwarks are fitted with full-length teak cap rail
3.2.4 Cockpit
The cockpit is fitted with seating port, starboard and aft, pedestal steering system with binnacle
guard (a single engine control lever is fitted at the binnacle along with the engine instruments
and ancillary controls). The cockpit sole and seating is finished in teak. Stainless steel grab
handles each side of companionway. Instrument console fitted over companionway. Self-stowing
washboard. Deck filler for fuel oil (annotated 'DIESEL') and manual bilge pump fitting. Framed
windscreen with folding framed sprayhood.
An optional GRP 'doghouse· is available instead of the screen and sprayhood. Fitted to the forward
section of the cockpit, the doghouse host's stereo speakers (cables run to the saloon stereo / CD
system and VHF-radiotelephone), electric wipers, courtesy lighting and stainless steel framed
windscreens.
3.2.5 Bathing platform I transom door

An electrically operated hydraulic ram is used to open and close the hinged bathing platfonn /
transom door and is operated using a rocker switch fitted at the binnacle. A hydraulic reservoir
for the ram unit is fitted in the la7arette locker aft and should be kept as near full (maximum)
with standard hydraulic fluid. In the event of a failure in the hydraulic system. a manual override
tap is provided on the reservoir for manual operation (see figure 3.3). A boarding ladder stowed
in the lazarette is provided for the bathing platform when lowered (the ladder must be removed
before raising the platform).
C AllTIOi'\ ! � a1ways keep the transom door fully closed ,, hr:n under sail or "hen anchoring 111
heavy sea and wind conditmns.
3.2.6 Deck and /azarette lockers

Deck and lazarette lockers are provided primarily for stowage, however. they also house anchor
and chain, LPG cylinders. fuelcocks, manual release for the Seafire automatic fire control system,
transom door hydraulics/ manual release and central heating* unit when fitted
3.2. 7 Hatches and portlights

Lewmar Marine Limited manufactures aJl batches and portlights fitted to your Moody 54. Hatches
are fitted with friction hinges to support the lid in almost any open position. Waterproof seals are
acrylic and fully replaceable Portlights incorporate twin seals Where portlights are opening,
friction hinges are fitted. All hatches and portlights are supplied with smoke grey acrylic glass (see
figure 3.2).
Moody 54 °"'1er's Hendbook

Issue 2
PAGE 29
Figure 3.2 - Deck Plan
H,.,..1 •,"<f,.,-H"I
tr11.,..,.. "''"'" 11..-
.. "\i,et'loo �-�·
l,.t,.,, .y ,,.,,... 1,.,_ r"'PI' fell

t•••'l'f.7 ,-t•Nt�• D... -or• J<i t��
it..,.""'11" 1;�1-1;1,hl't!J �P'l<:1, 14,,;cr

�""",;ir- ,U•!)� ....,.,,. •.�_ ..
I,.�"""" \··- ( ., ....

,If!, P,,,11"7"!
Sr,; ........ t'"<fl M"-''"''l de,n
•""'1"11"" :;.i,. IO•K'l1 1,1,�fl ,4-j()P

,,...,..:i,, ,�,., Jiti,r. r,._·•c·O(;s
"'"'·-:-: ,Wt·• · .. 9&i;i.i t,,�16J

1. '"•"'0T" 1,1,)fl.\lU11''."1, ,or:s,
il'•""1Y �• ■.n9't .'i'-"'P (.Uf-:11
L.l!•'!'l<)r t'<�'l'Q'! a,:• J �<)ille"e>t1 l•,J,!,lc
Lt'.,,..� t,t,. 1 Rw,"""" �I -�•
rK& -�-"l"!(f'l'U
,,...,..,.er ..,y, "o'·" ,,,..,. (()
,,
FIGURE SHOWS rHE STANDARD SPECIFICATION
Moody � Own<!r's Handbook

luue 2
PAGE 30
Figw-e 3.3 - Transom Gate Platfonn Hydraulics
I l
�-j , t (, r i.,,, JA, v[ TAF
'
''JtlA, al • l)NIRC
3.2.8 Finish
Hulls can be finished in a choice of three colours (white, dark blue or burgundy). The hull is inset
with a cavita line topsides, painted boot top, waterline and anti fouling.
3.2.9 Ballast keel

Either of two ballast keel options are provided ~ a standard fin keel (weight 4800 kg/ I 0,584 lbs)
or optionally a shoal keel ~ the fin keel is supplied with a vestigial bulb, concentrating the keel's
weight as low as possible in the water to enhance your yacht's stability. The shoal keel option is
likewise shaped with a flattened bulb to concentrate weight at the base of the keel and to maintain
the same centre of gravity position as the fin keel. Keels are cast in lead/ antimony.
Keels are fitted to the hull keel stub by 16 steel studs and secured internally using nuts, lock nuts
and washers. The watertight integrity of the join is ensured using a mastic sealant, caulking cotton
and grommets. After tightening the nuts to the correct torque, each individual stud fitting is sealed
using a topcoat of w1saturated polyester resin.
Issue 2 Moody S.. 0wne,·� Handbook

PAGE 31
Keel, Displacement and BaUast Metric Imperial

Draft ~ Fin Keel 2.28.m ' 7' 6"
~Shoal Keel 1.80m - 5' 11"
Displacement 2006.0/cg -1-1, 132 lbs.

,,
Ballast 6800 kg 1./.,960 lbs,
3.2.10 Deck equipment

The deck equipment fitted to your Moody 54 includes a stainless steel stemhead fitting with twin
bow rollers, electric windlass, pulpit, pushpit and stanchions in stainless steel, twin guardwires with
boarding gates, pushpits with access to the transom gate platfom1, stainless steel mooring cleats and
teak handrails to coachroof (see figure 3. 2).
Equipment associated with the sailing of your yacht, such as winches, turning blocks and sheet
tracks, is described later. TI1e windlass operation is described in chapter 2.
3.2.11 Anchor windlass

The windlass is operated by using either the handset control (located in the anchor locker) or by
using the rocker switch control located on the steering pedestal in the cockpit. The windlass motor
(2.2 kW) draws power only when the main engine is running from the auxiliary batteries via a
toggle switch (located between the engine and auxiliary battery switches) on the main electrical
switch panel. In the event of power failure, the anchor will need to be retrieved manually.
Anchor Windlass
Make, Model and Rating I Lewmar Marine Liplited0 Concept 3, 24-volt with gypsy.
3.2.12 Anchor
The anchor supplied is a 25 kg (45 lb) Delta with 40m ( 130') of calibrated chain. The chain is
lashed using cord to the 'bitter end' in the chain locker. Note that the 'bitter end' is non-load
bearing and that the lashing can be easily cut to jettison the anchor and chain in an emergency.
3.3 SAILING SYSTEMS
3.3.1 Sails, spars and rigging

Your yacht is rigged as a masthead cutter, with keel stepped silver anodised mast and boom, triple
aft swept spreaders and stainless steel standing rigging supplied by Selden Masts Ltd. ln-mast
furling mainsail system (or optionally, a fully battened mainsail with re-circulating ball cars, single
line reefing and lazy jacks can be supplied). Headsails include a furling Yankee and self-tacking
staysail. As an option, down lighting* can be fitted into the boom, switched on using a switch fitted
at the pedestal / binnacle.
1,
Sail Plan Metric Imperial
I 20,93m 68 1 8 11
J 6.0Jm - �
1 9' 5 " .
Issue 2 Moody S4 Owner's Handbook

PAGE 32
p 18.83m 61' 9"

-
E 6.(J5m 20' 2"
Air Draft 22 . 75m 7./' 6 11
Sail Areas (Masthead Sloop Rig) Metric Imperial

Jn-Mast Furling Mainsail 57.0Jm 2 '
6/.I sq.ft -
Furling Yankee 77.06m 2 830 sq.Ji
Furling Self-Tacking Staysail

. 23.18nl - 2./9 sq.ft
Standing rigging ~ the standing rigging is primarily constructed from stainless steel wire and
fittings. The main chainplates for the caps, intermediates and the aft lowers incorporate a tip cup
system with underdeck tie rods and stainless steel backing plates through the chain plate girder.
The forestay chainplate is integrated into the bow roller / stemhead fitting. The inner forestay
chainplate is fitted to the anchor locker bulkhead, through bolted with secured with a backing plate.
The backstay chainplate is supported on the lazarette bulkhead and like the inner forestay is
through bolted and anchored with a backing plate.
Standing Rigging Specification
Forestay 2U30mm x.1-lmm (lx/9 slainless steel).

Inner Forestay I./ 190mm x }-Imm (Ix19 stainless steel).
Backstay 24000mm x I -Imm (lx/9 stainless steel). wilh eye and

riggirlg screw.
Runners ffe2 x I./OOOmm x 10mm (!xl9 stainless sfeel), with swaged

eye each end.
Cap Shrouds #-2 x 9200mm x 12mm (Jxl9 srainle� steel). with swaged
(V3/D4) eye (eye angled �0) and.fork.
Cap Shrouds #2 x 11 500mm x 14mm (lx/9 stainless steel), with eye and
(VJ /V2) rigglng screw rube.
Intermediates .ff-2 x ./600mm x 10mm (lx/9 stainless steel), wiih eye and
(D3) rigging sorew.
Intermediates #2 x 12000mm x 10mm (lxl9 slamless steel), with eye and

(VJ /D2) rigging screw + tube.
Lowers if-2 x 7000mm x ]./mm (l..x.19 stainless steel), with e.ye and
(DJ) rigging screw + tube.
_.
Running rigging ~ the running rigging comprises all running lines. the ropes used to hoist and
control the sails. These include halya rds, sheets, guys, lifts, downhauls, outhauls, Yankee car lines.
self-tacking lines and furling lines.
ls,ue 2 Moody 54 0wno,·s Handbook

PAGE 33
Running Rigging Specification
Main Halyard Wire. 1 rope. Wire: 19000mm x 7mm (7xJ9 vfain/ess <;feel)
Rope: 250()0mm x 14mm, 1rhite with shackle and protection
for 250mm whip end
Main Topping Lift Wire I rope. Fixed strop PVC wire: 19/Q0m.m x 5mm
stainless steel. binck fnwer end. Rnpe· 1-I000mm x I 0mm
(white).
Main Outhaul 20()00mm x 12mm rope (blue fleck).
Vang / Kicking Strap Purchase -1.: 1 with 3 blocks. Splice, 17000mm x 12mm
white rope on w Becket hlock, whip end.
-
Furling Line I 2000mm x 12mm 16 plait Polybraid (white). I
-
Yankee Halyard Wire rope. Wire: 19000mm x 7mm (7x/9 staq1/ess steel).
Rope: 27000mm x / -Imm, blue fleck �rilh snap shackle,
whip end
Staysail Halyard Wfre rope. WJre: 11500mm x 6mm (7x l 9 stainless steel}.
Rope· 17500mm r .J 2mm, grPen fleck with �nap ,·hackle,
whip end.
.
Staysail Sheet 25000mm x 12mm Dyneemic 2002 (blue red), eye one
end, whip the other.
I
Signal Halyard 12000mm x -Imm� plait rope.
Runnel' Tackle and Retainet· K11ul a11cl lii/Jip I 21i1h1 Dyneenui fu Le11 mar ,:,-1 Bed.el
block. Knot a!Jd whip ?imtn rope to shackle oj Lewmar 11-1
single blocl.,,
3.3.2 Deckgear
n�c-ke,Par :mrl fittinec; IJ',f'<l excl11c;ively with sajl handling include 24-volt electric seJf-tailing
primary (Yankee) winches; manually operated mainsheet and halyard winches (electric halyard
winches* can he provided as an option)· Yankee sheet tracks with adjuc;tahle cars and traveller
lines led aft to jamming htrning blocks; Yankee sheet turning blocks; self-tacking staysail track;
mainsail control lines led att through deck organisers and individual rope clutches (see figure 3.2).
Winch Quantity, Make, Model and Rating

-·· · ·
Primary Sheet 2 x lewmar 64f'EST two-p/u<1-nne-speed se(f-ta'iling

(Yankee) electric winches with air safety swifch.
(T,ine size R ~ /Rmm). I
Secondary Sheet 2 x f.,ewmar -I0C'ST, two speed_self-tailing wmches.

(running backstays & Spinnaker "') (I.me size�~ {2mm).
Upgraded to '2 x lewmar -18CST ldnches when your yacht

is supplied with a Spinnaker kit*.
l\,loody 54 Owner's Handbook

lssue2
GENERAL CONSTRUCTION ANO SPECIFICATION
PAGE34
Mainsbeet and Staysail Sheet 1 x Lewmar -18CST, fwd fpeed self-tailing winch.
(portside of coach roof) (Line size 8 ~ 14mm).
Mainsail Control Lines J-"x L�ll'mar 4-l(;ST, tw0 speed se!j�tailing winch.
(starboard side of coach roof) (Une size R ~ I ./mm). ..
L �
Mainsheet Traveller Lines, 2 x lewmar J 6CST, one speed self-tailinf( winches.

Furlex Control Lines for Yankee (line.size 8,~ 12mm).
and Staysail •
-
Halyard Mast winch. See OEM literature.
Spinnaker lrx Lewmar -18.CST, two speed self tailing Winch.

(optionaQ (Line size 8 ~ J...lmm).
3.4 MAIN ENGINE AND PROPULSION SYSTEM
3.4.1 Main engine and engine compartment

Your yacht is supplied with a turbo-charged marine diesel engine with reduction gearbox,
bronze P-bracket and 3-bladed propeller. The engine is fitted with twin alternators for battery
charging ( l x 50amp 12-volt, I x 11 Oamp 24-volt). Engine instruments and controls are
mounted on a panel at the steering binnacle in the cockpit. For safety. the fuel feed line (tank
end) 1s fitted with manual foelcock operated from the aft lazarette locker Them10stat1cally
controlled blown ventilation to engine compartment, sound insulated and a Seafire .automatic
fire control system (see chapters 2 and 5 ). Space 1s available in the engine compartment for an
optional diesel generator set*. The compartment also provides access to the manual bilge pump
selection manifold mounted on the aft bulkhead. See chapter 9.
Main Engine and Tani.age
Make, Model and Rating fanmar 4.!Fl2-T IT{B)E (JOO hp 73, n' kW) ./ cylinder lurho-
'\
cfiargeci engine mth reduct,on gearbox.
-
Tankage 682 litres (J 50 Imp. gallons 180 US gallons).
-·
3.4.2 Transmission system

l11e propeller shaft is manufacnll'ed from stainless steel and exits the hull th,rough a hull mounted
shaft log. The shaft is supported at the outboard end by a propeller bracket (P-bracket). The P
bracket is cast in bronze and through bolted to lhe hull in a similar manner to the keel. The shall is
suppo1ted within the bracket by a water-lubricated 'cutlass' type bearing. A fixed 3-bladed
propeller is fitted as standard. See chapter 5.
Shaft diameter
ImReria/ (I '1 ")

-
Coupling thread
,-
rentrajlex
- Propeller thread
M24x3 .•
Propeller torque (N-m)
230
�
3.4.3 Cathodic protection system

In order to avoid severe electrolytic corrosion, the main engine / gearbox, shafting, sterngear, rudder
and fuel system, are bonded by cables to a single hull mounted sacrificial zinc anode. See chapter 5.

PAGE 35
3.4.4 Bow thruster

The bow thruster is mounted in an integrally moulded GRP tunnel and is operated using a joystick /
control panel mounted at the steering pedestal / binnacle. The bow thruster unit is fitted with twin
counter rotating propellers. See chapter 5.
111e bow thruster panel is activated manually at the control panel and will be automatically
swttched off usmg a time-out fitted m the control loop.
Bo,,· Thruster
Make, Model and Rating I Sliepner S{({epower, 1 n hp.
3.5 MAIN HELM AND STEERING GEAR
3.5.1 Wheel steering system

Your yacht is fitted with a pedestal steering system The system comprises a pedestal / binnacle
unit, complete with a helm lock and a forward mounted steering wheel connected by stainless steel
control cables to a steering quadrant located on the rudder stock. A two-piece 'T' handled
emergency tiller (stowed in the lazarette locker aft) is supplied must there ever be a failure of the
mam steering system. See chapter b.
"'heel steering system

Make, Model and Rating Wh;flock Morine Steering ('nmpany Limited 'Premiere
Reflex' pedestal with 'Constellation ' stainless steel wire
,steering, ,<::tainless slee/ wheel and hinnacle rail with
binnacle mQi,nted co11trols, mstn,mentation and compass.
3.5.2 Rudder and skeg

This assembly comprises a semi-balanced rudder blade in GRP with stainless steel stock hung from
a half depth skeg. The rudder blade is secured to the stock by stainless steel flag supports. These
run internally throughout the blade and are welded directly onto the rudderstock. The rudderstock
is supported and sleeved through the hull and rudder tube to the steering quadrant by roller bearings
and lip seals.
l he skeg heel fittmg 1s cast in bronze and 1s fastened to an mtegra.lly moulded skeg strengthened
and supp011ed using steel T-bars and a laminated plywood over-bonded frame to provide optimum
support to the rudder blade. See chapter 6.
3.6 ELECTRICAL SYSTEM

The low voltage DC' electrics fitted to your Moody 54 employs two voltages, a dual 24-volt
system charged via an X-split diode from an engine driven l l 0amp, 24-volt alternator and a
single dedicated 12-volt engine start battery charged via a 50amp, 12-volt alternator The
AC-shore support system provides 240 / 220 volts ( or optionally. 110-volts* if specified) to
the mains d1stnbut1on system, battery charger, mams sockets and calonfier 1mmers1on heater
coil. The batteries are wired through master switch boxes (ET A boxes) and a main electrical
switch panel incorporating circuit breaker switches, indicator lights, battery state and charge
-
indicators and water gauge. Separate isolator switches are provided for engine starting,
electric wmches, wmdlass and auxiliary domestic circuits. The DC and AC electrics are
earthed via a keel stud and the keel. See chapter 7.
Moody 54 Owne<'s Hor.dbook

PAGE36
Batteries (DC-System)
24-Volt System 1 JO-amp, 2-1-rolt alternator char,?in!( 2 x -I heary-

duty 12-volt batteries. Each series of./ bafleries is
banked to gire an output of 2.:J-rolts.
Bank 1 ~ Domestic (lighdng, navigation, etcetera).
Accessed via a floor trap in the saloon at the foot of
the comptin1onway steps. below aft bunk
Bank 2 ~ Service (bowthruster, windlass, winchet.).
Fitted in box below aft double bunk. saloon
12-Volt System 50-amp, 12-volt alternator charging Ix heavy-duty

12-volt ballery for battery starling only. Fitted in
box below aft double bunk.
Shore Support and Generator Set• (AC-System)
Shore Support System 2./0 220 volt shore support system (110-volt
system fitted as an option) w[th spur-main, battery
charger, immersion heater coil lo calorifier.
Generator Set* ,Non-standard item, fitted solely to customer

specifi<:anon. Supplied w11h dedicated stan qauery
and 12-volt start bafJery.
.-
3. 6. 1 Generator set*
The diesel generator option, when fitted, will provide on board power at 220 / 240 volts AC'
Generators are fitted with their own dedicated 12-volt battery / alternator system for start-up
and battery charging, raw-water cooling inlet and outlet seacock,;; and exhaust systems. The
generator uses standard diesel fuel drawn from filter from the main fuel tank (a fuelcock is
fitted to the fuel supply line and operated from the lazarette).
Generators are fitted with remote operating panels and an AC-power source selector switch (main
electncal switch panel). See chapters 5 and 7.
3.7 SEACOCKS AND SKIN FITTINGS

Seacocks are fitted to all inlets and outlets below the waterline. The hull areas around the
penetration points are reinforced by plywood backing plates laminated into position. Seacocks
are used with the mam engine, galley refrigeration system, toilet mlet and outJets, grey water
boxes. deck and cockpit drains and where fitted, generator* and holding tank*. Custom deck
dram seacocks / heat exchangers are provided for the refngerat10n and freezer systems. See
figures 3.5, 3.6 and 3.7.
Seacocks are operated as follows.
To open~ tum the lever to align with the valve body.
To close~ turn the lever until it is at right angles to the valve body.
Mood'y 54 Ownec's Kandbool<

GENERAL CONSTRUCTION ANO SPECIFICATION
PAGE 37
( Al TIO'.\ whilst at sea, keep all mlet and Figure 3.5 Seacock Installation
outlet scacocks nm in use closed (other than
those used for the refrigeration and deck /
cockpit drainage seacocks) and opened only SEACOCK
" r"" necd,,.,J

Plastic skin fittings are fitted to penetrative
points below the waterline for components
such as depth and boat speed transducers (see
figure 3.6).
JUB LEo CLIPS
3.8 FRESHWATER AND WASTEWATER

SYSTEMS SEACOCK
Yachts are fitted with a pressurised bot and cold

freshwater system fitted with an accwnulator �ES,N COATING
tank and filter unit. Freshwater heating is by
calorifier or 240-volt immersion heater.
Freshwater Tanlmge
Freshwater 955 li1res (210 Imp. gallons 1 252 US ga/lnns)
Calorifier ,o litrp,· (JO Imp. gallon� 12 r IS gnllon.9.
Wastewater (Grey Water) 2 .t 11 litres (2 Imp. gallons 2..'i lrs gallom�. - '
-- ..-
Wastewater systems include pumped discharge via Etrey water boxes for the galley smks and
shower compartments. See chapter 8.
3.9 TOILET SYSTEM

Manually operated TTT Brydon 'Buoy' marine t()ilets are provided in the forward and aft shower I
toilet compartments. Inlet and outlet pipes are fitted with bronze skin fittings and seacocks (see
figure 3.6) Siphon breaks are fitted to toilet piping to prevent back siphoning. See chapter 9.
3.10 LIQUEFIED PETROLEUM GAS SYSTEM

Liquefied Pctrolewn Gas (LPG) bottles are stowed in a custom moulded deck locker located
portside aft. A pressure regulator / contents gauge is fitted within the locker. LPG is supplied via a
singk: length of copper piping and sleeved \vithin a clear plastic pipe to avoid chafing. A manual
shut-off valve is operated from the galley. A gas pressure testing point is fitted m the gas line. A
flexible LPG hose fitted within the cooker box supplies u gimba.lled cooker (cooker, giill and
oven). The cooker is fitted with an integral crash bar and lockable gimballing. See chapter l 0.
3.11 HEATING, VENT/LA TION AND AIR-CONDITIONING SYSTEMS*

blJ Heating, Venting and Air-Conditioning (HVAC) equipment may be fitted for air heating and air
cooling as ,tandard options The operation and care of these systems i,; best described in the
OEM's literature. Also see chapter 11.
I'"
j
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..
11
--( ""'---
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t
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SACRIF\C\�,L ZINC ANODE Pl<O
EM,INE WATER SEPARATOP OUTLET
GENERATOR WATER \SEPARATOR OUTU T"
10
1
12
REFRIGERATION/ DECK DRAIN
REFRIGERATION/ DECK DRAIN
HOLDING TANK MACERATOR OJTLET'
19
20
21
ECHO (CEPTH) SOUNDER
FORWAFO TOILE f OUTLE-
FORWAFO TOILEIINLET
28
29
30
OE5AUNAT ON Pl.A�JTINLET"
AIF-CON0\1\0NING INLET'
WASHBOAl>O DRAIN
"'C.,,
_f 4 DECK DRAIN 13 OPTION" 22 OUTLET 31 HCi..OING TANKVENT' m
'r
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5 OECKORAIN 14 GREY WATER BOX OUTLET 23 OUTLET
!
6 E�G\NE �W WATERINLET 15 GRE, WATER BOX OUTLET 24 AIR-CONDITIONING EXHAUST DUTUT"
7 GENERATOR RAW V'IA TER IN..ET' 16 ELECTRIC BILGE PUMP 25 AIR-CONDITIONING EXHAUST OUTLET"
8 AFT TOILET OUTLET 17 FIXTLRE REMOVED 26 AIR-CONDITIONING EXHAUST OUTLET"
0
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9 AFT TOILET INLET 13 LOG(YACHTSPEED IN'.)ICATOR) 27 -"JR-CONDITIONING EXHAUST OUTLET" ,:, )>
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PAGE 39
3.12 ACCOMMODATION AND DOMESTIC FITTINGS

Below decks, the furniture and hulkheads are made from nat1.1ral wood and veneered marine ply
and finished with a sprayed lacquer protective coating. Soft fwnishings include vinyl linings.
textile curtains, seating and bunk cushions Nat1.1ral leather* seating can be supplied as an optional
extra in the saloon.
The galley is fitted with a microwave oven, electric extractor fan, freezer and seawater-cooled
refrigeration as standard. A washing machine / tumble dlyer* can be provided a:, an option in the!
aft passageway cabin.
Figure 3.7 Refrigeration Seacock Assembly
3. 12. 1 Water-cooled refrigeration
and freezer systems
The galley refrigeration and
freezer systems are cooled directly
by the seawater surrounding your
yacht. The systems use low voltage
compressors and have no fans or
pwnps. The custom seacocks / heat
exchanger<; provide drainage for
the deck wastewater drains and
replace the need for air-cooled
condensers and cooling fans (see
figure 1 7)
<A� vAt..·t
As the hoses connected to the rlu"''• 1ft OP(N Pr.nT ••
seacock / heat exchangers are not

restricted by pumps or non-return
valves the flow inside the seacock
remains completely free. Each
movement of the seawater
surrounding your yacht repro
duces a similar change to the
water level inside the seacocks
hosing, resulting in a pumping (A .VAT[f'
action which transfen-ing the FE"RI ,ER�lll1fJ "1S•EM
waste heat from the refrigeration

cooling circuit directly into the
surrounding seawater.
By using non-restricting skin fittings and full-flow spiral heat exchangers for cooling the heated
retngeration agent - an extremely efficient coohng system 1s created. The seacocks are situated
some distance from your yacht's centre of gravity (accessed in the saloon below the aft portside
floor trap cover), so that even m the calmest of waters the smallest movement of the hull 1s
sufficient to create a pumping action.
The skin fittings are manufactured from saltwaler n::sislanl bras� and the full-flow coil heal
exchangers of copper-nickel alloy. The fittings must be left in the 'OPEN' position. During sailing
or motoring the seawater will flu�h the fitting an<l heat exchanger coil rapidly and keep it clean
from marine growth.
lf tJ1e skin fitting is closed and your yacht is in harbour the fridge wiH operate at a reduced cooling
level. During sailing or motoring the refrigeration will operate better but not to it's full potential.
The precise operation of this equipment is best described in the OEM's literature.
SAILING SYSTEMS
PAGE40
4 SAILING SYSTEMS
4.1 INTRODUCTION
The rig configuration comprises a cutter rigged masthead arrangement with silver anodised
alwninium spars (painted spars* are supplied as an optional extra). Rig geometry utilises triple aft
swept spreaders with cap shrouds, upper and lower mtermed1ates, aft lower shrouds, forestay,
inner-forestay and backstay. AU standing rigging is manufactured in I x 19 stainless steel wire.
Kunrung nggmg compnses mamsatl, Yankee and staysail halltards, toppmg litt and control Jines
for in-mast mainsail furling plus rod kicker. Mainsail control lines led aft to cockpit, halliards
retained on the mast. The mast is keel stepped with a heel fitting supponed on two hardwood-cored
floors over the forward end of the keel. A mast tie bar supports the deck. The tar bar is located and
adjusted via an access panel located on the forward side of the mast cover box.
The Yankee and staysail are provided with furling gear; the staysail is self-tacking with the sheet
led art to the cockpit.
The rig incorporates running backstays led aft to the stem quarters, which provide optimum support
for the mner-forestay. As an option to runrung backstays, diamond Jumper struts can be fitted to the
mast to inner-forestay support.
Main chain plates for caps, intenne<liates an<l aft lowe, shJOuds incorporate a lip cup system with
underdeck tie rods and stainless steel bach'lg plates through the chain plate girder. Forestay chain
plate integrated into bow roller and stemhead fitting. Inner forestay chainplate is suppo11ed on l11e
anchor locker bulkhead, through bolted with backing plate. Backstay chainplate is supported on the
lazarette bulkhead, llll'ough bolted with backing plate.
4.2 SETTING-UP THE RIG AND STANDING RIGGING

bIJ TI1e standing rigging is the only support supplied for the mast, therefore it is vital that this is adjusted
and maintained correctly. In a seaway. if the rig is too slack, the masthead / spreader can move
somewhat alanningly placing a dangerously higl1 shock loading on the stays. Alternatively, over
tensioning the rig puts a much higher total load on the stays and can be just as damaging. Owners are
asked to refer to the OEM's literature and/ or a suitable reference book on tuning rigs and rigging.
CAUl ION! the following procedure tor setting up the ng. v.111 Vil) ck:pt:nuc:111 on tl1t: p11.::,ml111g
sa1lmg conditions. It must be noted here that 111-mast furling gear �an bmd tf the mast 1s subjected
'" "'"C'.e'-�t\e bend
Having taken delivery of your Moody 54, your dealer will have set up the rig to optimise your
yacht's saihng potenttal. However, ngging will require adjustment from ttme to tnne, parttcularly
after the first few days sailing when the rigging has bedded-in and the residual stretch in the wire
and all the fittings have settled down. rhe ng, will also reqwre adJustrnent if the nggmg 1s disturbed
or the mast removed for any reason.
Check the ba�k�tay tension and re-tension, as required, when sailing. Another important point lo
remember when using the adjustable backstay system is that the tens.ion on the forestay must never
be completely relaxed when sailing downy,in<l in fresh condition::.. The reason fo1 this being that
the combined weight of the forestay furling gear and sails is considerable. If the forestay is allowed
to go slack, the inertia of the weight of this gear moving about, as your yacht rolls in a seaway, puts
a great deal 0f strain and wear 0n the forestay attachment and rigging toggle�.
The rig is fitted with running backstays, which help to achieve the desired forestay tension, but can
be released to relteve the stram on your yacht when not required. It 1s good practice to release the
tension on backstay adjusters when your yacht is at rest, particularly for long periods.
l$$U8 2 Moody 54 Owner's Handbook

SAILING SYSTEMS
PAGE 41
4.3 SAILS AND SAIL HANDLING
4.3.1 Sails
Your Moody ,;4 is supplied with high-quality sails. They are manufactured to give good tensile
strength, resistance against abrasion and are not unduly affected by moisture. However, they can be
damaged by ultra violet light and must not be exposed unnecessarily to sunlight. If treated with
care and maintained correctly. the sails will give many seasons of good service. Wherever possible
and as is practicable, sails must be kept folded, bagged and stored when not in use.
Mainsail ~ manufactured from Dacron sailcloth and configured for in-mast fw-ling as standard and
for single-line reefing as an option. Sails are provided with a leech line, Moody ms1gma, clew
block, UV protected clew and sail bag.
Yankee ~ manufactw-ed too from Dacron aud cut for beadsail furling gear, with lt:ed1 and foot
li'les, tell tales, UV strip in white acrylic and sail bag.
Staysail ~ as with the mainsail and Yankee, the staysail too is manufactured from polyester and is
designed for use with turlmg gear and is selt�tacking with a leech line and sail bag.
4.3.2 Using running rigging

All mnning rigging is subject to wear and tear; particularly chafe when on long passages. This
inevitable fair wear and tear is not covered by our warranty. To improve the longevity of all
running rigging it must be washed in freshwater to remove salt and dirt residues as part of the
routine yacht cleaning procedures. Halyard ends and other terminations must be inspected
several times a season for signs ot wear. Chafo tape can be used to extend the ltfo of running
rigging. Sometimes halyard ends can be cropped and re-made or the halyard or sheet "end-for
ended" to extend working life. On ocean passages, frequent inspections are advisable, 1.e. every
two or three days.
4.3.3 Using headsail and in-mast furling gear

w Refer to the OEM's literature for the operation of the in-mast and headsail furling gear along with
manual and electric* \.Vinches before setting sail.
C'Al1 flU\1 1 hoth hcndsa1l and rna111sa1l rurnng can become difficult to operate tf there 1::. either
cxcessne tension on the back�tays or on the halyard. If tlus lmppens lo you. you must ease the
backc:tnyl,:,) nr '"I' :-iard n 1iu1c ·md trv the fnrlin�• gear a11ain
Headsail furling~ when furling or reefing the headsail or staysail, progressively ease the sheet so
that most ot the sail 1s lutling. tb.Js will take some weight off the furbng gear and make 1t much
easier to operate. Look at what is going on forward and aloft. Stop winding at once, if the furling
gear lme becomes hard to haul. Check the halyard swivel to ensure the halyard has not taken a turn
around the top of the foil above the swivel. The sail must wind onto the foil smoothly and quite
easily. If it does noc, investigate before something breaks.
C'Al TIO;\I! ~ you must ensure that any excess 1ur11ng line 1,; removed from the furling drums when
the iorestay and inner forestays arc set-up Hcadsail furling systems arc commonly supplied with
an excess of rope and this must to be removed so that there arc about four turns left on the drnm
with the headsatl furled Lxcess,ve rope will increase the friction on the dium making 1t harder to
fiirl the sails
Remember, it may be necessary to move the sheet lead car forward when taking in a reef in your
furlmg headsail. The correct position for the slider can be set 1mt1ally with the sail w1turled. Place
_ _
it on an imaginary line bisecting the angle made by the foot and leech of the sail at its clew.
Moody 54 Ow�0<'s H..,,,iboo�

luue2
SAILING SYSTEMS
PAGE 42
When steering your yacht close to the wind, the sheet lead position is correct if the whole length of
the beadsrul luff lifts together. This 1s easier to see when 'woofhes' or 'telltaJes' are fitted near the
luff of the sail, as they will then lift away from the sail simultaneously on the windward side.
In-mast furling ~ to furl the sail the starboard ful"liug line must be used (clockwise rotation of
·fo.rling winch). To unfurl the port line must be used (counter-dockw.ise rotation of the furling
wi11ch). In both instances both lines must be free i.11 the coachroof jammers. An electJic i11 -mast
furling system is available as an option, operated by a switch mounted at the helm.
( AL 11,)r'-1. - crudess use 01 elt:cmc m-mast furlmg systems (when fitted) can cause severe
damage to the equipment, mast and sails. Watch the cle,, outhaul loads particularly carefully Also
--·, ,�� t .r,r th� ""lt,.,_,n,�r..J ..•�·1 - ..,. .-..f P"""r"-.;:-- K 1 i U"'' tn .1..c; tO\V!'tlf'J
m You will need to adjust the furling gear luff rod tension from time to time. Read the spar/ furling
geru OEM's insti-uctions fot maintenance and opeiation, these must be followed earl.fully.
Electric winches ~ pressure switches mounted on the cockpit coaming control the electrically
operated primary winches. See OEM literature
4.3.4 Setting-up the sails

Sail setting is a very comprehensive subject on which many books have been written. If you arc
new to sailing and would like us to advise on suitable reading material or arrange instruction on
board your yacht. we will onJy be too pleased to help -. please ask your Moody dealer for advice
concerning this matter.
When hoisting either a furling headsail or mainsail into a luff foil, great care mu�t be taken to
ensure that the luff tape of the sail is feeding smoothly into the groove. This is best done as a two
man operation, one to hoist on the halyard and the other to feed the sail into the groove.
If the sail becomes hard to hoist, stop at once and see if the sail luff is feeding correctly into the
teeder I foil. If it 1s pulling out and the halyard winch 1s pulled hard, there 1s a nsk of the luff tape
being ripped.
With the sail fully hoisted, enough tension must be used on the halyard to induce signs of a crease
beginning to form up the luff of the sail close to the foil. lf the sail is new, the luff will need re-
tensioning after the first sail in a fi.1111 breeze.
When your yacht is not in use, it is good practice to avoid unnecessary stretch by easing halyards a
little, remembering to re-tension before you next sail.
When tacking in 23 to 25 knots of wind (true) or more (this will also apply when tacking from reach
to reach), care must be taken with both the Yankee and staysail, that the Yankee is half furled before
tacking and w1furled 011 lhe new tack to reduce friction and chafing damage to the staysa.il.
Care must also be taken when tacking the Yankee, when the staysail is furled. If the Yankee sheets
are not handled carefully, they can run around the furled staysail and cause friction bums in the sail.
One option is to furl the Yankee sufficiently so that it does not overlap the staysail before tacking.
Using the running backstays - the running backstays are constructed from stainless steel wires
w1tl1 smgle part Dyneema tails that lead through deck mounted blocks to the windward and leeward
primary winches.
& WAR\/ING! 1t 1s essential when sailing in ail}1hmg but the \ery lightest of airs that the running
back,;;tav,;; are used to mainta111 ten ..10n ')11 the inn,,,· for�stnv
In light to medium airs, it is obvious that lighter tension is applied to the backstays than in higher
wmd condjtJons.
Moody 54 OWnor's HandbooK

fssuo2
SAILING SYSTEMS
PAGE 43
In very high wind conditions and the mainsail is furled below the height where the running
back stays are attached' to the mast, the staysail and not the Yankee must be used. Then both the
windward and leeward running backstays can be tensioned permanently and the furled mainsail
tacked inside of them.
Parking lines are attached to the backstay tails so they can be pulled forward to the shroud chain
h
plates when not in use and secured/ cleated off. f is allows the leeward stay to be secured and not
left swinging in and out of the cockpit area.
Moody 54 OWner's Handbook

issue 2
MAIN ENGINE, PROPULSION AND RELATED SYSTEMS
PAGE 44
5 MAIN ENGINE, PROPULSION AND RELATED SYSTEMS
5.1 INTRODUCTION
Standard fihnent is a 4-cylinder turbo-charged marine diesel engine. D1ivillg through a reduc11on
and reversing gearbox, bronze P-brackel and 3-bladed propeller. The shaft ex.its lhrough the hull
via a water-lubricated shaft seal.
Engine cooling is achieved by freshwater-cooling. An enclosed ti·esbwa1er jacket transfers hea1 ,-ia
a V-bell dnven centrifugal pump and an open-cycle raw water (seawater) cooling system. The
open-cycle raw water system draws seawater from via a seacock, raw water strainer (filter) unit
(lhis unit must be checked daily when the engine is in use for marine debris which can block the
raw water intake, such as weed and small crustucea) using a gear-dri, en seawater pump unit The
heated raw water 1s then mixed with the exliaust gases via a manifold filling lo help cool the
exhaust gases. A water separator is used 10 separate the cooled exhaust gases (exhaust gases are
expelled via a topsides skin filting) from the raw cooling water, which is ejected via a seacock.
·nie engine uses standard marine-grade diesel fuel supplied lo 1he engine by a single fuel tank fitted
with a remote fi1clcock located in the lazarctte locker aft (manually opcralcd}. The engine
compartmem is filled with an inspection light, is sow1d insulated and protected against fire by a
Seafire automatic fire control sys1em (see chapter 2). A chermostatically controlled blown
ventilation system is provided to vent lhe compartment or wann air and noxious fumes, The
compartment provides space for the generator set•, when fitted. A Sea fire automatic fire control
system is provided in the engine compartment to protect your yacht against fire.
The engine cootrol lever is mounted on the steering pedestal / binnacle. All instrmncntanon,
controls and alanns relming to the main engine are conveniently located at the steering pedestal /
binnacle. n,e engine is titled with a 12-volt marrne al1emator for battery charging. See chapter 6.
5.2 THE MAIN ENGINE SYSTEM

W 11,e OEM"s literature contains full instrnctions for running and servicing your yacht's engine. For
the more tecluucaJly minded, the OEM li1era1urc will also provide a detailed description of 1he
engine system. Owners are instruc1ed to read this literature very carefully before using the engine
for the first time.
a) Engine 11nd blo�k ~ the engine consists of an integrally cast wa1er jacket ruid
crankcase. Dry sleeve cylinder liners. The cylinder bead is inlegrally cast with jet
cooling between valves. Intake/ exhaust valve seat inserts. Steel compression and oil
scraper rings on each piston.
b) Fuel injection system ~ the fuel injection system consists of a disttibutor lype fuel
injection pump. A 5-hole compact injector. Internal fuel feed pump and paper element
cartridge type fuel filter with water separator. Electric engine slopping clevice.
c) Lubrkation system ~ consists of a trochoid lube oil pump, a full-now paper element
cartridge oil filter and raw water-cooled multi-tube oil cooler.
" R'-il a.,• ,I I , , the lul:.r 111011 ;y,1c111 ca11 cruh� scw,c h11111s AH1id sJ..m
c,m1act \'illh hot 011 En,111e th,tt the luhncntmn �)£tcn1 1s not under p�swre before
commcncmg. ,,.,rt... on 11 "1c,c1 ut1c111pt to opcnue tlie cn�111e wnh the 011 lillc1 cap
r u)\.1. ...sou � , llhl hi.cl � ej-. :J
d) Cooling system - the cooling system uses a 'wax pellet' type thennostaticalJy
controlled freshwaler cooling system. Integrated cons1ruction of exhaust manifold and
multi-rube fresh water cooler with expansion tank. V-beh driven centrifugal fresh
PAGE 45
water pwnp. L-type exhaust water mixing elbow. Gear-driven raw water pump with
rubber nnpeHer.
e) Exhaust system ~ the system is fitted with an aluminimn intake manifold, water-cooled
integral exhaust mamfold with water separator and a water-cooled turbocharger.
f) Alternators and engine electrics ~ 50-amp ( 12-volt) and l I 0-amp (24-volt) alternators
Wlth bwJt-m IC regulators and 12-volt, 2.SkW DC starting motor. See chapter 7.
w g) Transmission system ~ the reduction and reversing gear comprises a constant mesh gear
with servo-cone clutch. See OEM literature.
w h) Consumables ~ marine diesel engines and gearboxes are prone to disproportionate wear
and tear to their use. The reason for this is that engines are frequently run intensively for
short periods and then laid-up for long periods. 1t is therefore important to choose and use
OEM recommended consumables at the correct frequency.
Consumables such as oil filters, fuel filters, crankcase filters, air filters, impellers,
thermostats, hoses, drive belts, gaskets, anodes, etc., will need to be purchased and
replaced regularly in accordance with the OEM's prescribed table of frequency. Apart
from any basic concenu, regarding safety, u�e of w1authorised parb or fluids will
invalidate the OEM's warranty.
i) Engine and associated system alarms and warning lamps ~ audible alarms and/ or
warning lamps are fitted to specific equipment to warn of their operation and / or any
malfunction. For further infonnation refer to the OEM's literature.
5.3 FUEL SYSTEM

Fuel is supplied from an aluminium alloy fuel tank (maximum contents: 682 litres, 150 fmperial
gallons, 180 US gallons) mounted beneath the companionway / stairs. forward of the engine
space compartment (see figure 5 I) The fuel tank is fitted with a filler pipe, capped-off on deck
in the cockpit (marked 'DIESEL' - see chapter 3) and a breather pipe to ventilate the tank. The
foe] tank not only provides fuel 011 for the mam engme, but also for the generator* and centraJ
heating* systems when fitted. The fuel tank is fitted with a contents gauge mounted at the helm
and a remote fuelcock is provided for safety m the fuel supply hne. The fuel fdter I water
separator is mounted to the aft bulkhead in the engine compartment. The tank has a top fitting
inspection panei for periodic cleaning. For long distance cruising, an auxiliary or reserve fuel
tank* and contents gauge are available as an optional extra.
An engine driven feed pump draws diesel fuel fr om the fuel tank lo the main engine via fuel feed
line, a filter unit / water separator and the injectors. Any surplus foci is returned to the tank via
the fuel return line. The fuel lines are manufactured from a mixture of copper piping and
synthetic hoses. A fuelcock (st0pcock) fitted to the tank end of the fuel feed line and ic; 0pened
and closed using a pull cable release in the aft deck lazarette.
CAl IJO�• your manne diesel engrnc 1s not selt-pnmmg. II the engme is tumed O\er "''th the
fuelcock closed, the engine will start and nm until the fuel m ailnble m the feed pump and feed line
is used. Must this occur the fuel system will need to be bled before the engine can be re-started
("I>" the nprvt•,., ltte 1·"1turc reg�rck l,lnn,11•w thP. fuel svstem)
Refuelling and fuel storage ~ the fuel contents gauge mounted at the helm must only be used as
an approxima1e indicarion ro me amow1t of fuel oil remaining in the tank. lt is important to uear
any reading with caution and refuel your yacht well before it shows empty. Monitoring the reading
whilst refudling wiil hdp you tu visually �alibrate the gauge.
PAGE46
Figure 5.1 - Fuel System
1
\
�
0 0 �o,
� 0
I ...,.,,
J .f"�
0 � 0I
_o 0 o__o,,
--er
,,.
"I --
0 ◄ ►
0 0 0 0 0 .. 0
• •
,;rt,: RAT R
{ OPTIC Is'
_.I 0
f r f<
tl·1,.'.,11·1t ..___
When taking on fuel oil, it is prudent to reduce the rate of filling well before you sense the tank is
full. Overfilling Wlll flush any surplus fuel from the tank and out through the breather.
Always:
a) Before refuelling, switch off the main engine (this applies lo generators and central
heating systems too when fitted).
b) Extinguish any naked flames, cigarettes, et cetera.
c) Before screwing down, ensure the seal ring on the 'DIESEL" filler cap is free from grit
and undamaged othenvise salhvater will enter the tank from the cockpit when at sea.
Never allow the fuel tank to run close to empty as there is a chance that the yacht's motion will
cause the remammg fuel m the tank to surge, causing air to enter mto the fuel feed resultmg m
the engine being starved of fuel. In this event, you will need to bleed the fuel system of air.
1n order to reduce the risk of water condensLng in the tank and conlami.nating the fuel, it is always
advisable to leave the fuel tank as near full as possible, especially during the winter months and !ay•up.
5.4 COOLING SYSTEM

The cooling sy,;tem is an extremely important part of the main engine assembly A correct working
temperature contributes to better fuel economy and a longer operational lifespan of the engine.
Whilst the engine is running, raw water is continuously forced into the heat exchanger by an engine
mowtled wal�1 pu111p (geai-Jriv�n type wilh mbb�r i.mpelle1) via sy11lhelic ho:.ing a11J ti1e coolilig
PAGE47
water intake seacock and strainer. The raw water in the heat exchanger transfers the waste heat
from the enclosed freshwater loop gallenes and 1s then discharged mto the dry exhaust system /
water separator to help cool the exhaust gases. The raw water is ejected separately from the exhaust
gases via a skin fitting seacock.
An offshoot from the enclosed freshwater cooling circuit provides heating for the domestic hot water
usrng a calo1ifier. The calotifier operates in the same manner to the heat exchanger. transfoning heat
from the circuit to the potable water stored in the calorifier. l11e system also provides cooling water for
the turbocharger and exhaust manifold.
Raw water intake seacock and strainer ~ the cooling water intake is a through-hull fitting
seacock and a strainer/ coarse filter unit. The strainer separates any unpurities / debris from the
seawater. This unit must be checked daily for debris and is very simple to clean (the unit is
located m the engme compartment portside. The strainer/ coarse filter unit 1s housed in a bronze
casing with a lid secured using two wing nuts. See chapter 2.
Enclosed freshwater loop and coolants ~ engines are fitted with an expansion tartk as part of the
enclosed freshwater cooling system to assist filling and checking the coolant level The expansion
tank is manufactured from a semi-transparent material to facilitate visual checJ...ing of the coolant
level. Antifree7e and anti-corrosion agents contained within the coolant pe1mit all year running
Only use coolant additives approved by the OEM.
Owners must note that the water level in the expansion tank will rise (expand) when the engine is in
operation due to the rise in temperature of the freshwater coolant. When and if OEM approved
coolants I anti-corrosion additives are added, then they must be mixed wherever possible with soft
water. Both of these protect the cooling system and are necessary to avoid degradation of certain
metals and alloys.
WARNl�C1• - should the operating temperature of the cngme nse undul} (coohn!?, v.ater gauge).
the engine must be slopped immediately and the cooling sy�tem investigated. Check for the correct
coolant level and that there are no leaks from the coolmg circuits. Stop the engme and close the raw
w.1ter inlet / outlet si:acock before carl)'ing out any work on the cooling system
DA�GFR! ne\er attempt to remO\e the filler cap on the expansion tank when the engine is hot
Hot water and/ or steam will almost certainly be eJected under pressure
C \l 1101\J1 if your yacht is taken under tow for 8Jl}' reason, the raw water coohng, mlet and outlet
seacocks mu!-1 be kept closed
5.5 DRY EXHAUST SYSTEM

Once discharged into the exhaust system, the engine raw water co0lant is directed through the
exhaust system via the exhaust elbow to the water-cooled manifold (often referred to as either the
silencer or muffler), reducing the exhaust temperature and allowing the use of synthetic hoses
within the system. The heated raw water and the engine exhaust gases are then separated by a water
separator and discharged individually ~ a seacock is provided below the waterline for the heated
raw water (this seacock must be kept open at all times whilst the engine is in use) and an exhaust
skmfittmg topsides for the cooled exhaust gases (see figure 5.2).
WAR,..,.U\(11 ~ EXHAllSI GAS IS Dl�ADLY - engme exhau:,i g:.ises contrun carbon monoxide, a
nn•"'11l0U� 'ldOUTl�s ·wd •·olnurlP<.:S 11:1, that c·m "-iusc u110011sciousness :me! de:1th ,,.,.. 1".h"nt,,.,. ?
A small jet of water from a topsides skin fitting can be seen towards the stem when the engine is
under load (throttle set to 2000 revolutions or over). This jet provides a visual confinnation that the
dry exhaust system is operating correctly.
Issue i Moody 54 OWM<'s Handb<>OI<

PAGE 48
Figure 5.2 - Dry Exhaust System
� i
i
..
L
-.-' �
\ -,c
,?
i
(
1
• \i ...
�'\
�
l I
l
Mtwvfy '\-4 nw,,.,,.• 1-!Anrlnnnk

ls.we 2
PAGE 49
5.6 AL TERNATOR AND ENGINE ELECTRICS

The system comprises in general: an isolated 12-volt 'ENGINF START' battery, a 12-volt 50-amp
alternator (an additional 110-amp, 24-volt alternator is provided for the charging of service and
domestic batteries) and a 2 SkW DC' starter motor (see figure 5 3). It takes approximately 20
minutes engine running time to recharge the power lost in starting the engine.
Figure 5.3 - Engine Electrics
EA.TT£�·Y
Hl\Rl_ER:
tAA� �•� e
I-
n lO
.J
FIRE RISK 1 never allow a naked flame or electrical sparks near batteries �ever smoke m
pro·dmit) to the batteries. Batteries give off hydrogen gas dunng chargmg which, when mixed
w1lh au. can fom1 un explosive gas - oxyhydrogcn This gas is easily ignited and lughly volaule
Incorrect connect1011 of the battef) can caus(' a smglc spark, wluch 1s sufficient to cause an
explos10n. Refer to the instructions given in the OEM's literature
fLE('TRlC'AL HA7.ARD1 nC\er interfere with the battery trnnmals when the cngmc 1s runmng
f
as a high-energ) pulse may be genemted which can damage the ,;ystem. Switch of the engine and
isolate the start battet) before canying out any work on the electrical system.
CAL:11O"'-' ~ you must alway� ,..,car protective goggles when charging. and handling battenes. ll1c
battery electrolyte must it leak comams extremely corrosive sulphuric acid If electrolyte must come
mto contact with the skm. immediate!) wash with soap and plentv of water If 1t mu<;t come mto
contact ,,1th the eyes. immediately flush \�ith plenty of fresh clean water and obtam medical
assistance without delay
5.7 ENGINE CONTROLS AND INSTRUMENA TION

Your Moody '14 is fitted with a single-lever throttle control for acceleration and gear
changing. The engine ignition/ stop and instrumentation are mounted at the helm/ binnacle.
Other associated controls include the raw water inlet seacock and strainer, raw water outlet
seacock, fuel filter/ water separator, fuel stopcock, fueJ contents gauge and the 'ENGINE
START' battery isolation switch.

PAGE 50
5. 7. 1 Single-lever throttle control Figure 5.4 - Single-Lever

The single-lever throttle and gear change control (see fllrottJe Control
figure 5.4) is operated:
fj
Forward gear~ is selected by pushing the lever toward the
bow. The farther forward the lever 1s pushed, the higher the I I )
rate of engine revolution. I � /
I 'I
I, I
Reverse gear ~ i� selected by pulling the leve1 aft. TI1e
,I I'
further a.ft the !ever is pulled, the higher the rate of engine T
1evolution.
/ LLEVER
r·.· .-;:--;, 1tI1

To increase engine revoJutions without selecting a gear
(neutral) for engine starting or to charge batteries, press and
hold the 'neutral push-button' and move lever in either ( l -��
direction. Owners must note that the push-button will --1..
automatically engage the gearbox when the lever is returned ,
to 'neutral' or next passes through the 'neutral' position. I ,•
,__ •. tNuAlioc Nt.UlRA1. PU�rtButlUN
5.7.2 Ignition and instrumentation

w The main engine is supplied with an electrically operated key ignition/ stop control, gauges
for engine revolutions, fuel tank contents, cooling water temperature, lube oil pressure and
hour meter fitted to a panel on the steering pedestal / binnacle (see chapter 7). An alarm
panel and test facility (see chapter 2) is fitted along with switches for instrumentation
lighting. See OEM literature for the precise oper ation and calibration of these filtings.
5.8 TRANSMISSION SYSTEM
5.8.1 Gearbox
Constant mesh gear with servo-cone clutch with a 7 ° down-angle output shaft. Engaged and
disengaged using the single-lever engine throttle control lever mounted at the helm / steering
bmnacle m d1e cockpit.
5.8.2 Propeller shaft arrangement

The propeller shaft is manufactured from mruine grade stainless steel Seawater is prevented from
entering the hull via the shaft by a water-lubricated shaft seal. TI1is seal is raw-water-lubricated via
a feed from the pressure side of the siphon break in the engine cooling system and is relatively
maintenance free. However, the shaft must be checked regularly and kept clean, shiny and oil free
under the bond.mg brushes to ensure a good contact for the bonding system.
The shaft is coupled to the gearbox using a Flexi-coupling. This type coupling does reduces the
need for very accurate shaft to engme alignment. However, 1t 1s important that a protess1onal
engineer checks the shaft alignment annually.
If the shaft becomes misaligned. say by tl1e propeller or shaft hitting a submerged object, it cai1
cause vibration leading to excessive shaft/ stemgear wear and must be properly investigated.
Wherever possible, avoid keeping your yacht in inert, dirty and contaminated water. The low
oxygen content m such water m combmanon with accumulated du1 can cause corros10n on the
shaft even though it is made from stainless steel.
PAGE 51
('ALTJO:\ 1 m the event of excessive v1brahon, the main engine must he c;but down immediate))
and the cause invcsugatcd and repaired before rc-usmg. the engine
5.8.3 Propeller bracket and 'cutlass bearing'

The propeller bracket (P-bracket) is cast from bron7e and supports the outboard end of the shaft Jt
is fitted with a single 'cutlass' style water-lubricated bearing, which remains maintenance free
other than a wash down and a visual check for wear and damage during haul out.
5.8.4 Propellers
Propellers are cast from bronze with a fixed 3-bladed propeller fitted as standard A self-feathering
propeller* can be supplied as an optional extra.
When handling your yacht with a fixed blade propeller, the following points must be adhered to:
a) Under power, avoid changing between fo1ward or reverse gears at more than engine
idle c;peed
b) Again under power, avoid excessive speeds when going astern (to maintain control of the
rudder and not nsk the wheel spmnmg out of control, causmg mJwy and / or damage to
the rudder, rudder stops, and steering gear).
c) Once wider sail, pul the engiue gearbox into reverse to lock tl1e shaft and stop tl 1e
propeller from spinning. However, to prevent the transmission of high engh'1e / gearbox
loaclings from a rapidly spi,rning propeller, you must only place lhe gearbox i.u reverse
when your yacht is standing head to wind, for example when sails are unfurled. See
paragraph 5.1 l.4 for stopping the main engine and setting sails.
Handling your yacht with a self-feathering propeller*:
a) Avoid changing between forward and reverse gears at any more than idJe speed.
Excessively rapid gearstufts may well damage the propeller mechanism.
b) The propeller needs some time to reverse its blades when switched from one direction to
another. Jt will not respond mstantaneously to a gear change.
c) A too rapid gear change immediately foJlowed by full power may prevent the blades from
reversmg properly and cause the propeller to dnve in the opposite dt.rect:Ion. 1.e. the same
direction as before the gear change. The consequences can therefore be catastrophic.
d) The propeller blades will only be featllere<l lo the sailing position with the gear placed in
the forward position.
Dimensions ~ the dimensions of the propeller a.re identified with two measurements, with your
Moody 54 a 24 x 15 propeller 1s fitted as standard. The first of these two measw-ements reters to the
diameter of the propeller~ 2-/.cm; the second measurement refers to the pitch of the propeller~ 15cm.
Right-hand and left-hand propellers - you1 Moody 54 i:. fitted with a right-hand rotation
propeller as standard i.e. looking from ast.em the propeller is turning in a clockwise direction, when
the engine is in fo1ward gear. When replacing a propeller it is necessruy lo choose the same
dimensions a.'ld rotation of propeller.
5.9 ENGINE COMPARTMENT

The engine compartment houses the main engine and the generator set* when fitted as an option. A
blower fan system is fitted to cool and ventilate the compartment.
Moodv 54 OWT'er"s Handbook

Issue 2
PAGE 52
The blower fan system is fitted with a them1ostatically controlled continuous duty blower fan.
designed to cool the engine space by torcmg cooler fresh air into the engme space and at the same
tune expelling the warmer more noxious air via a vent located topsides. The fan 1s powered by the
l)( -electncaJ system. A thennostat 1s fitted on the fan s mounting bracket, this must be set to about
30 °C although this may need to be adjusted up in wanner climates. Never switch off the battery
isolator switches unt:II the blower fan stops - this process can run on for some nme.
A Seafire automatic fire control system is fitted to protect the compartJnent and guard your yacht
agamst an engine/ generator• fire. !:)ee chapter 2.
\\ AR�ING' \\hene,cr \\Orkmg on equipment fitted Ill the engme compartment. 11 l'i 11nperat1,c
thm the engine starter motor is isolated. so thnt there can be no question of the engine bc111g started
inad,crtently llus must mclude the generator set "'hen fitted
5.10 CATHODIC PROTECTION SYSTEM

The electrical current generated between the motion of your yacht and the water ,;urrouncling the
hull causes galvanic corrosion (sometimes referred to dez1ncificat1on) This effect. were 1t not for
the hull mounted 1inc anode (accesc;ed via a c;tarboard c;1de floor cover next to the vanity unit in
the aft cabin). would cause irreparable damage to the shafting. water-lubncated shaft seal,
propeller and those parts of your yacht that are most hkely to be allected by galvanic corrosion.
such as the rudder stock Therefore. the need to maintain very carefully the cathodic protection
system 1s of -..ual importance to the seaworthmess and integrity of your yacht {see figure :>.4 ).
Figure 5.4 - Cathodic Protecrion/ Earth Bonding System
,.... ,., ""'� ,.. ... "( "'

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-
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Zinc anode ~ in order to maintam the efficiency of the cathodic protection system the hull
mounted zmc anode must be replaced when 50% eroded. When you replace the zinc anode, 1t 1s
Moody 5-4 OwMr'• Handbook

PAGE 53
very important that the replacement anode is identical to that fitted by the builder and that the
bonding wires are reconnected correctly
5.11 MAIN ENGINE OPERATION

Do not run the engine continuously at full throttle. Full throttle operation must be reserved for
emer�ency use only. For nonnal use, tJ1e engine must be 'cruised· at approximately 200 revolutions
or more below mi:tximum Lower ilirottle openings will give increased range and, once an efficient
optimum cruising speed has been reached, the increased speed for higher engine revolutions
settings will be nominal.
If you suspect a cooling problem, such as debris in the raw water strainer or a failed impeUer in a
coolmg water pwnp, or 1f any of the engme warning alarms sound or 1llurrnnate. shut down the engme
immediately. Failw-e to do so could cause severe damage and will invalidate the OEM's warranty.
( Al,I10!\ the main cngmc must not be run 10r either propulsion or chargmg batte11es at
excessive heel angle<;. Check the figures gncn m the OEr-.-f's l11emture and do not exceed them.
\\ hen nmning with your yacht heeled. the oil pr�ssure must be watched , ery carefully. If motor
sailing. you must bnng your yacht onto an even keel approx1mntel)• every 20 minutes for a fow
mmutcs to he]p oil lubrication.
5.11.1 Before starting the main engine

Before strutmg the mam engme, the followmg checks must be earned out:
a) Check the engine compartment to make sure there is no loose equipment, bolts or nuts, no
unusual leaks or traces of heat damage.
b) Check that the raw water-cooling intake seacock is open and that the raw water strainer is
not obstructed with mruine debns.
c) Check the engine and gearbox for oil and freshwater coolant levels.
d) Ensure that there is no water/ contamination in the fuel filter/ water separator - empty
this out if necessary
e) Check the alternator and pump belts for tension and wear.
f) Check that the blower fan system is working correctly.
g) Check that the fuelcock is open and that there is sufficient fuei oil for the plaimed voyage.
h) Check Seafrre system (green LED must be illuminated and the control panel switched to
·NORMAL'). Check the gauge on top of the fire extmgmsher bottle. Ille needle must be
centred in the green area. See chapter 2.
General safety checks~ additionally, check that:
a) There is no one in a position of danger nearby your yachr or in a position on board your
yacht where they could fall overboard.
b) The AC-shore supply cable is disconnected and the shorepower socket is closed.
�) The battery �harger il> i.wit(;h�d off.
d) Any autopilot, when fitted, is switched off.
e) If not at anchor, that the anchor is correctly stowed and secured.
f) Tne transom door and any dinghies or otl1er equipment are properly secured.
g) The navigation lights and other navigational equipment are all fully operational.
lssue2 Moodl/ 54 Owne(s Handbook

PAGE 54
h) There is sufficient potable water (drinking water) for the planned voyage.
i) All gas appliances and gas cylinders are turned off when not in use.
jJ The levei of the raw water in the toilets is iowered and that the associated inlet and outlet
seacocks are closed when not in use.
k) That all opening portlights and hatches are shut and secured.
5.11.2 Starting the main engine

To start the engine:
m a) Cany out the pre-start checks given in this handbook along with the procedures listed in
the OEM's literature.
b) Switch on the 'ENGINE START' battery isolation switch.
c) With the engine tJ1rottle lever in the 'neutral' position (out of gear), set the lever to the
approximiitely half foll ahead position
d) Turn the ignition key to the start position to engage the starter motor. Crank the engine on
the starter motor until it fires and starts ~ do not over-crank. See OEM literature.
C AllTION! to prevent overheating damage to starter motor caused h> over-cranking,

you should never crank the main engme for more than 20 seconds continuously If the
e1"'me does nor s1ai1. lea\'c for 30 st-conds or so before trymg agam.
lmmediately on starting the engine:
a) Trim the throttle to about 1200-1400 revolutions.
b) Check that ali panel warning ramps and audible alarms are extinguished. See chapter 2.
c) Check that the engine oil pressure is correct.
d) Check that the alternators are charging correctly (battery charging volts gauges).
Whil.:;t the eng_ine i.:; running.. never 5witch off the 'FNGlNF START' haJtery
isolation switch. Although the engine will continue to run, switching off the battery
will damage the alternator. Never switch off the hattery isolation switches until the
blower fan cycle has stopped.
5.11.3 Stopping the main engine

m When stopping tJ1e main engine, in addition to procedures listed in the OEM's literature, you must
be aware of the following items:
a) ff the main engine has recently been running at high speed, alJow it to idle for a few
mmutes before switchmg off the 1grnt1on.
b) Never attempt to stop the engine by turning off the engine fuel stopcock.
\.Vhen leaving your yacht unattended for any prolonged period of time, remember to close the
engine raw water inlet and outlet seacocks and isolate the ·ENGINE START' battery. See
chapters 2 and 7.
5.11.4 Stopping the main engine and setting sails

When stopping the main engine to set sails, the following items must be observed·
a) Bring the main engine to idle in forward gear.
Moodv 54 Owne�s Handbook

lssue2
PAGE 55
b) Set your sails as required.

c) Select neutral momentarily and then reverse. This will bring the propeller shaft to a
locked position.
d) Once reverse has been selected stop the main engine.
5.11.5 Over-cranking
After over-cranking leave for 10 seconds or so before trying again to prevent overheating damage
to the starter motor.
If the engine fails to start after three attempts the raw water inlet seacock must be closed until the
engim; has startetl. The rt:�on fur closing l.he st:al.:01.:k, is that t:nough walt:r may havt: a1.:1.:wuu.latt:tl
in the exhaust system to be flooded back into the engine cylinders - caused by the lack of engine
exhaust pressure to force the excessive raw wate1 coHected in the exhaust uuxer box out thro ugh
the exhaust. lmmediately on starting the engine the raw water inlet seacock must be opened.
Should you need to drain the exhaust mixer box, it is fitted with a small drain tap at the base, which
can he opened. to drain off excess water into the hilge water and then closed.
5.11.6 Slow running

Avoid running the engine in gear at less than 1200 revolutions, as helow this speed the engine is
almost staJled and does not have sufficient oil circulation. Prolonged use at low revolutions will
result in the cylinder bores 'glazing' and a subsequent and pennanent loss of compression. 1200
revolutions is a fair setting for battery charging. Avoid prolonged charging periods with the engine
in neutral. It 1s better to try and arrange for battery chargmg to take place whilst motonng at sea.
See chapter 7.
5.11. 7 Exercising
As a mfoimum, the engine must be run at half-rated power (I 200 revolutions) for an hour every
week. Exercising the engine results in better starring, longer engine life and increased reliability by
reducing moi<;ture, re-lu.bricating the engine, using up fuel before it becomes stale and removing
oxides from electricaJ contacts.
5.12 YACHT HANDLING UNDER POWER

Owners must familiarise themselves with handling your yacht under power This is best carried out
initially in sheltered water with plenty of space and no navigational hazards.
l11e 'paddle-wheeling' effect of the propeller before your yacht gathers any appreciable way swings
the stem 10 !:>larboar<l going ahea<l autl to po1 L goiug asLt:m. This d1ara1.:Le1isLi\; l:an be ust:ful wht:n
manoeuvring in confined waters and your yacht can be turned through 180° or greater in little more
than your yacht's own length with pia�tice.
Note how the stern tends to swing to port and the bow to starboard. Unde1take this exercise at
mcreasmg speeds untJI you are confident that you can check all the way precisely from tuJI speed.
Repeat the exercise going astern. You will find it much more difficult as the propeller wash is no
longer acting on the rudder and the 'paddle-wheel' etfoct of the propeller will take charge until you
have sufficient way on for the rudder to bite. The trick here is to use the engine in short bursts until
you have rudder control.
CAl"flON! � damage can be caused to tl1e wheel stecnng system 1f lhc rndder quadrant 1s allowed
to slam hard onto its end stops.
PAGE 56
5.13 BOWTHRUSTER*
The bow thruster can be acces<;ed via a panel fitted below the forward double bunk The bow
thruster uses symmetrical 4-blade Kaplan propellers, which are driven by a custom-made reversible
24-volt DC' electric motor drawing power from the engine start batteries. An electronic time-lapse
device in the circuit protects against any sudden change of drive direction and for additional safety,
an overheat cut-off switch in the motor protects against overheating (this switch is automaticaJiy
reset when the drive motor cools down). The overheat cut-off will also shut down the control panel
so that these will have to be powered ·ON' agam betore using the thruster.
A shear pin (or flexible coupling) between the drive motor and the drive shaft protects the motor
and gear system must the propeller become accidentally snagged or Jammed. A 400-amp slow blow
fuse protects the circuit. See chapter 7.
The bow thruster is controlled by a joystick / control panel fitted al the helm / binnacle. Deprel:>Sing
simultaneously the two 'ON' switches activates t.'1.e panel. Move the joystick in the di.rectioe you
wish the thmsler lo move the bow - remember that die bow will cany momentum when moved so
release the joystick before the bow is in the desired position as the time-lapse protection will not
allow you Lo change the drive direction of the thruste1 to stop lhe bow wid1in the first second after
it has been running. To switch off, depress the 'OFF' switch (the thruster control panel will
automatically switch off after approximately 20 minutes after it was activated). An LED indicates
when the control panel is activated The high-p0wered D(' mot0r wil! get hnt finm use and mu�t he
used for limited periods. Ma>--imum continuous running time is appro>..imately 3 minutes.
When using the bow thruster always keep the main engine running:. This will keep the battery in a
good state of charge and will also give better perfonnance (a higher voltage results in higher torque
m
(power) m the thrusters motor).
Bow thrusters are fitted with zinc anodes for cathodic protection (see OEM's literature for exact
location and replacement).
LAL 1101"1 1 m ...ays mm the main engme power isolation switch ofTbefore touchmg. any pa,1 of
the thruster. � an incidental start while touchmg ntO\mg parts can cause serious mjunes Alwa)S
leave lhe bow thruster power off v.hen the thruster 1s 1101 in use.
CAUTION! ne,er operate the bow thruster when your yacht is out of the Y.atcr, as this \\Ill
serious!) damage the electnc motor unit.
CALlflO;\l! � 1fthe thruster stops giving thrnst while the motor is running. chances arc that there 1s
a problem in the dnve system. You must 11mned1ately tum it off and mvestigate the cause. In the
C\ cnt that •hi> nr"hll",n ;.,. rJe.-•r;"ql 1solntc the thruster b:itterv 11ninPd1ntf'I\.
Yacht handling using the bow thruster~ you can use the bow thruster to cause your yacht to
enter or leave a berth almost laterally. rtus must Lntttally be practised on a safe section ot pontoon
with no other craft in the vicinity and with your yacht well fendered, in calm conditions with little
wind and no ttde.
5.14 GENERATOR SET*

The generator set, when fitted, consists of a small diesel engine not too dissimilar to the main
engine. which is used to generate AC-electricity. It has a dedicated 12-volt start battery supply
(charged by a generator mounted alternator) and raw-water cooling inlet and outlet <;eacocks.
Exhaust is via a dry exhaust system operati11g as per the main engine. Generator sets must be used
and mamtamed on a similar basis to the mam engme.
CAl JTION ! ahrnys S\\ 1tch off the generator set be fore startmg phys1call)' canymg out art)
maintenance or semce related work lmmohihse the set by isolating the power supply
lssue2 Moody 54 Owne<'s Handbook

PAGE 57
Where a generator is fitted the AC-system will be supplied with a selector switch on the main
electncal switch panel tor choosrng either ·SH0REP0WER' or ·(H:NERATOR. The switch will
always default to 'SHOREPOWER' when the generator in W1available. An orange LED indicates
when 'UEN1::,RA 1 OR' power 1s available.
WAR"1ING 1 ensure that all AC cm.:mts arc S\\ltchcd off before .,.1a11ing 1'.ever attempt to start
•t·- -�•v' r"t�·· '"ith •�c ""I n \. ' ,.,.
ll} The generator set is operated from a remote controls fitted at the navigation table. Refer to the OEM's
Jjterature for operating instrnctions. Check the AC-voltage gauge on the main electrical switch panel
tor the correct output. See chapter 7.
l11ere are other important controls that must be identified before attempting to operate the set, such
as the raw-water inlet and outlet seacocks and tuelcock located m the deck lazarette att.
When stopping the generator, deselect the 'GENERATOR' using the selector switch on the main
electncal switch panel and allow the generator to run for three to five mmutes before stopping. This
process will help to stabilise the generator set's operating temperature.
5.14.1 Over-cranking
Must the set not start after approximately 30 seconds of cranking, enough water may have
accumulated in the generator's exhaust silencer/ water-lock to necessitate draining it. The silencer
is fitted with a small drain plug at the base of it, which may be opened to drain off this water
5.14.2 'No-load' running

fJl Avoid ruruiing the set for long periods wider 'no-load'. A newly installed generator must be run-in
at 20% to 60% of full load. After approximately the first ten hours of the set's operation life (this
will depending on the set fitted to your yacht - consult the generator set's OEM literature), the load
thereafter may be increased to the rated full-load output. Periodically vary the load. Prolonged use
under 'no-load' wiU result in the cylinder bores 'glazing' and thereafter a subsequent and
pennanent loss of compression.
5.14.3 Exercising
If nse is infrequent, nm the set for an hour every week Exercising the set results in better starting,
longer engine life and increased reliabi)jty by reducing moisture, re-lubricating the set, using up
fuel before it becomes stale and removing oxides from electrical contacts
lssue2 Moody 54 Owner's Handbook

MAIN HELM ANO EMERGENCY STEERING SYSTEMS
PAGE 58
6 MAIN HELM AND EMERGENCY STEERING SYSTEMS
6.1 INTRODUCTION
The main helm comprises a pedestal / binnacle unit and forward mounted stainless steel wheel. The
pedestal is fitted with a stainless steel binnacle rail, magnetic steering compass and binnacle
mounted controls and mstrumentat10n for the mam engme, nav1gat1on, transom door / bathmg
platform and windlass. Additional fit:ment can include controls for boom lighting*, bow th ruster*
autopilot• and electnc m-mast furhng*.
The rndderstock has a top-end fitting (milled square section) to enable the fitrnent of the emergency
ttller. The ttller 1s mounted through-deck directly above the rudderstock via a chromed access
fitting located on the aft deck. The emergency tiller is of tubular metal construction and supplied in
two sections stowed m the deck lazarette aft.
6.2 WHEEL STEERING SYSTEM

The wheel steering pedestal casing is moulded from GRP. The internal mechani <;m of the pedestal
contains a non-magnetic chain-drive connected onto stainless steel (8 x 19) steering wires housed
within conduits. The conduits and steering wires run aft to a tangential tenninal unit and quadrant
Stainless steel wires terminating on the quadrant via adjustable eyebolts providing adjustment to
the steering wire tensions. See figure 6.1.
Figure 6.1 - Wheel Steering System
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Moodv 54 Owner"s Handbook
Issue 2
MAIN HELM AND EMERGENCY STEERING SYSTEMS
PAGE 59
The wheel steering system consists of four principal parts:

a) Steerer~ the pedestal wiit.
b) Steering wires ~ these connect the steerer to the quadrant. Where they connect to the
steerer, the wire is replaced with a chain, which IUJlS over a toothed sprocket on the steerer.
W Steering wires must not deflect more than approximately 2.5cm (l inch) when squeezed
by hand adJacent to the quadrant. It 1s normal for the steenng wires to stretch
considerably when new and a certain amount of 'bedding in' will take place during the
early hte ot your yacht or on long passages. Any excessive pfay m your yacht's steering
may well be attributable to wire stretch and, whatever the cause, this condition must be
mvest1gated promptly to avoid the nsk of the steenng wire fall mg off the quadrant with
subsequent loss of control. Over-tight cables, however, will produce heavy steering.
See OEM iiterature.
c) Conduits~ the steering wires are run in contour fitting conduits back to the quadrant.
d) Quadrant~ the wires connect to the quadrant, which in tum fits over the rudderstock.
6.3 EMERGENCY STEERING SYSTEM Figure 6.2 - Emergency Steering System

A two-piece emergency tiller is supplied
should the wheel steering system fail. This is
fitted directly onto a square-cut fitting on the
rudderstock accessed through a removable
screw-m deck plate aft. Access to the
rudderstock is achieved by removing the aft
bunk cushions and a space cover. The tiller
will be found stowed in a custom bracket
'
located m the lazarette deck locker aft.
Practicing its installation and usage in open
deep water is highly recommended and will
save vital time when and if it's ever required.
See figure 6.2. r
lf your yacht is fitted with an autopilot l"'tt'-'' p,,,
system* connected directly to the rudder

stock I quadrant, then the autopilot can form
--�
a temporary back-up steering system subject
to the rudder being free. The c;teering wires 1
must be disconnected in order to allow the
autopilot to work safely in these circum I I :' �
stances. Never attempt any docking
m:moe11vr� 11sing th� m1topilot �j
II '
lf you are ever unfortunate enough to have a I), I }
steenng failure, remember that a lot of weight \ /
can be relieved from the helm by the careful \ )
trimming of sails, under-sheetmg the mamsail
will help in these circumstances.
6.4 RUDDER AND SKEG

The semi-balanced rudder assembly comprises a substantiaJ GRP rndder blade protected by a half
depth skeg with bronze cast heel fitting. The rudder blade is foam cored and hand-laid over steel
PAGE 60
flag supports and thereafter bonded to a solid stainless steel rudderstock (see figure 6.3). To
proVIde optnnum support to the rudder blade, the skeg heef fitting attaches to the rudderstock cfose
to the rudder's centre of effort. The skeg appendage is integrally moulded with the hull, foam filled
with steel l-bar supports and over-glassed m URP. An over-bonded frame made from laminated
plywood supports the top end of the skeg fitting.
Figure 6.3 - Rudder Assembly
LAi1 </lt.W r1r: t-1U[>Ct R iVBf

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The rudder is fitted with end stops to prevent excessive angle being applied to the blade. Care mm,1 be
taken when motoring in reverse to prevent the steenng wheel from being ·npped' trom your hands.
The rudderstock is sleeved through the hull onto the steering quadrant using low-friction roller
beanngs and watertight l ip seals. The bearings and hp seals are maintenance tree. However, the hp
seals must be checked now and then for any signs of undue leakage, note that a slight seep from the
seals 1s quite normal.
PAGE61
6.5 AUTOPILOT SYSTEMS*

IJJ An autopilot system may be fitted as an option~ this can vary depending on the OEM and model.
More sophisticated pilots process a multitude of data received via an NMEA interface and your
yacht's other navigational equipment. Owners are requested to carefully read the OEM's literatw-e
before atten1pting to operate or 111runta.in their equip111ent.
Beyond this, here are a few points to consider when using an autopilot system:
a) TI1e aulopilot will work more efficiently if your yachl is balanced lo trim weight off the
rudder. Do net allow your yacht to heel excessively and relieve any weat.11er helm by
ea�ing the mainsheet traveller or mainsheet slightly.
b) An autopilot will find it difficult, if not impossible, to sense the movement of the sea dead
downwind especially in heavy airs~ this may cause your yacht to gybe unexpectedly. Try
for at least Jov of apparent wind angle.
c) Do not attempt to manoeuvre your yacht in tight or crowded water conditions using the
autopilot m1less in an emergency.
d) Undertake course changes by a series of moderate adjustments, allowing the autopilot to
settle between movements. The autopilot's heading sensor may be confused with massive
sudden course changes. Keep any equipment likely to cause magnetic interference away
from the autopilot's compass.
e) ff any unfamiliar noise develops or steering becomes inconsistent, override the pilot
at once and mvest1gate. Do not reuse the autopilot lllltll the cause of the problem has
been investigated.
f) On longer passages under autopilot, keep a close watch on the battery power
consumption, recharge batteries so.oner rat'1er than later.
Moody 54 o.vner's Handbook

luue2
ELECTRICAL SYSTEMS
PAGE 62
7 ELECTRICAL SYSTEMS
7.1 INTRODUCTION
The DC electrical system consists of two engine driven alternators (see chapter 5):
a) A 24-volt alternator charges via an X-split diode mounted in the engine compartment,
eight (2 x banks ot fow· J 2-voJt, 1 J 0-amp / hour battenes wtred m senes to give 24-vofts)
heavy-duty batteries for domestic and service (engineering) use (see chapter 3).
b) A 12-voll alternator charges directly one heavy-duty 12-volt, 50-amp / hour battery for
engine starting.
Generators* when fitted, are provided with a dedicated start battery and generator driven alternator.
Batteries are mounted in ventilated battery boxes; the 12-voll battery is located beneath I.he aft
bunk along with the �-1-volt domestic services batteries the engineering services amidships beneath
the saloon sole. The shore-powered battery charger system is used to chruge !11e batteries when
'hooked up'. The batteries are wired through master switch boxes (miniature ETA boxes) and
0
a main electrical switch panel inco1 poratiug circuit breaker switches, indicator lights, battery
state and charge indicators and water gauge. Separate isolator switches are provided for
engine starting, electric winches, windlass and auxiliary domestic circuits.
The AC system comprises a 240 I 220-volt shore support system ( 110-volt system fitted as an
option) with spur mains, 40-amp 'split charge' battery charger and a calorifier immersion heater. A
240 / 220-volt generator• rs available as an option. Mams outlet sockets are prov1ded in the saloon,
galley and each cabin including electric shaver sockets in shower / toilet compartments. A shore
power mlet socket 1s provided on the aft cabm coach roof towards the stem {an additional
shorepower socket is provided when your yacht has an air-conditioning system* fitted). The AC
system is fitted wtth circutt breakers on the main distribution panel. Uomestic AC equipment
includes a microwave oven and stereo radio / CD player fitted as standard and a washing machine /
rumble dryer• and television set i video player• as options.
TI1e main electrical switch panel is located at the chart area and incorporates the DC and AC system
isolators. polanty test circwt breaker switches, mdicator lights, battery state mdtcators and water tank
contents gauge. When fitted, the panel will include controls / isolators for the generator set*, air
cond1nomng* and watermaker*.
The domestic and navigational lighting includes independently switched headlining lights, bunk
readmg ltghts and concealed pelmet hghttng (see figure 7. I). L1ghtmg is provided inside the
engine compartment for servicing and maintenance. Navigation lights and deck flood lighting.
TI1e elect1ical systems, including l11e generntor set* wheu fitted, are all ear!11ed via yom yacht's
earth bonding circuit (protective conductive circuit � the green wit11 yellow stripe conductor) via a
keel stud and the keel (see chapte1 5).
7.2 ELECTRICAL SAFETY AND PROTECTION

The electrical systems designed into your Moody 54 are all mstalled to be 'tiul safe' through the
use of miniature circuit breaker switches. However, to protect yourself and your crew against
electrical hazard ensure that you and your crew:
a) Tum off equipment at the main electrical switch panel and / or battery isolator switches
pnor to connecting, disconnecting or attemptmg to servtce any item of electncal
equipment.
Moody 54 Owner's Handbook_

t»uo 2
ELECTRICAL SYSTEMS
PAGE 63
Figure 7. l - Domestic Lighting and Power Distribution
Nlf H
b) Follow any listed procedures in the order given either in this handbook or in any relevant
OEM's Literature.
c) Isolate and repair any damaged equipment or wiring before using them again.
d) Do not modify your yacht's electrical systems. A qualified marine electrical technician
who must update any electrical drawings aftenvards must only perfom1 Service :md
maintenance.
e) Ensure that any work undertaken on the electrical system incorporates only double
insulated or three-wire protected electrical appliances.
f) Connect all metallic appliance housings and / or electrical enclosures to your yacht's
protective conductive circuit.
7.3 DC-POWER- 24-VOLTAND 12-VOLT Figure 7.2 - ETA Box

SYSTEMS
24-volts and 12-volts refer to the dual \
systems nominal voltages. Actual voltage
readings obtained will vary according to the
state of charge of 111div1dual battery banks.
The battery isolation switches provide
isolation for the engine, domestic, service
( engineering) and the windlass. These
switches operate relays sited in ETA boxes
(see figure 7.2) adjacent to the battery boxes
beneath the aft cabin berth and saloon sole (see -'QJ I J
figure 7 1). The relayc; wnnect the hatteriec:; to
the battery chargers and engine alternators.
The 12-volt engine c;tart hattery is isolated
from the 24-volt domestic system (see figr u es
w
7 4 a11d 7 5) aricl ill automatic-ally be charge.d
when the charging circuit is activated.
ELECTRICAL SYSTEMS
PAGE 64
Figure 7 .3 - Battery Boxes
Moody 54 O.-.nor•� ttt:ndtook

ELECTRICAL SYSTEMS
PAGE 65
Figure 7.4 - 24-volt Wiring Schematic# I
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lssue2 MOody 54 Ow,,-rs Handbook

ELECTRICAL SYSTEMS
PAGE 66
Figure 7.5 - 24-volt Wiring Schematic #2
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Issue 2 Mood..1_ 5-4 Owner's Handbook

ELECTRICAL SYSTEMS
PAGE 67
Low voltage equipment including the windlass, sheet winches and bow thruster are all connected to
the DC supply via m1ruature circUit breakers fitted to the main electncal dtstnbut:1011 panel and
auxili ary enclosures.
7.3.1 Battery charging

Battery charging is achieved using either the twin A(' powered battery chargers (switched on at the
main electrical switch panel) when your yacht is connected to an AC-supply or automatically using
the alternators when the main engine is nmning.
Your yacht is fitted with 24-volt / X-split diode and 12-volt battery chargers mounted to a bulkhead
in the engine compartment. See OEM literature regards the X-split diode. Battery charging is
re'111irecl when the open circuit voltage (all 01-e<J11ipment h1mec'I off) clrnp� helow 24 4-volt� (12 2-
volts on the 12-volt system). furthermore, if the voltage on a bank of batteries is allowed to drop
helow 2L0-volts (10.5-volts on the 12-volt system). the hatteries will he permanently damaged -
never recovering their full capacity and failing prematurely. Volt:Jneters (for engine starting and the
auxiliary battery banks) are provided on the main electrical switch panel for monitoring battery
condition and charging status.
When chargmg the batteries, the charging current reaches its maximum level 11mnediately after
engine staiting (or switching on a shorepower supply), and then graduaJly decreases as the batteries
become charged. Lhargmg voltages as high as 24.4-volts to 27-volts ( 12.2-volts to IJ.S-volts on
the 12-volt system) can be observed as a nonnal part of the charging process.
Charging time cat1 be anything from one to three or more hours per <lay. depending on batle1y
usage - the windlass, bow thruster*, electric winches, electric furling systems* and autopilot
systems* can use a fair amount of power - remember it is the accwnulative amp/hour drain of all
the DC-equipment that has to be replenished Disciplining yourself and your crew to only leave on
essentiaJ cabin lights and other power drains will always be helpful.
Where the main engine is used to charge batteries under sail. the main engine will be in neutral
with forward rotation in the propeller and shaft. This rotation must be eliminated before stopping
the main engine. See paragraph 5. I I .4 for stoppmg the mam engme and setting satls.
CAl'1 l(;r" ! 1he engmc snoulCJ nol be run tor c1tne1 propu1s1on or chargmg omtcries at excessive
heel angles. Check the figures given for yow engme in the OE\.1's literature and do not exceed
them When running with the yacht heeled, the oil pres�ur� should be watched ve1) carefully. If
motor sailing, you should bring the }flCht onto an even keel approx1mntely e\el)' 20 mmutes for a
few m111utcs to help oil lubrication. This caution also applies to the generator*
7.3.2 Battery chargers

The battery chargers feature a three-stage charge regimen to allow the fastest possible recharge
time without loss of electrolyte. This three-stage regimen is initiated each time AC is first applied,
when drained batteries are most likely to be encountered.
The regimen proceeds as follows:
a) Bulk Charge - When batteries are significantly discharged the charger responds
initially by delivering a high amount of DC -current, at or near the char;er's maximum
rated output, in order to rapidly replenish them. It is during this stage that charging
current is maintained at a high level as battery voltage increasez. Bu!k charging
continue!> until battery voltage reache!> the 'charge' voltage level (whe1e balleries are
at about 75-80% of capacity) ..A. current limit circuit prevents charger overload during
this maximum output stage.
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ELECTRICAL SYSTEMS
PAGE 68
b) Absorption Charge - During this second stage of the charge cycle, battery voltage is
mamtamed at the ·charge' voltage level. Output current begins to taper off as the
batte1y plates become saturated. Charge voltage is maintained until the current
sensing c1rcu1t detects that output current has tapered to about 5-15 % of charger
rating (absorption charge may also be ended by the time-out circuit). At this point, the
baneries are at about 9) % of full charge and the chargers switch to the third and final
stage of the charge cycle.
c) Float Charge - Fo1 extended batte1y life the chargers then automatically switch to a
lower float voltage level. This float charge keeps batteries at peak condition without
overcharging. The charger may be left in this stage for months without attention (though
periodic checks 0f electrolyte level in ffooded batteries is recommended)
7.3.2.1 Start-Up
Switch on the battery chargers and observe the ammeters on the unit casings. These gauges display
the total DC-output of the chargers, through all banks. They will give some indication of the
overall state of charge of your batteries. If a meter is reading mid-scale or higher, it is an indication
that the batteries are in a relatively low state of charge. The charger, sensing this, is supplying high
current to the battenes. lt the meter needle 1s at or near the bottom ot the scale, the battenes are at
or neaiing full charge.
A':> current is demanded from the batte1y banks, the charge1 will automatically increase its output in
response to the increased load demand. \A/hen load current exceeds 10-20 % of a charger's rated
capacity, the charger will go inlo the absorption mode and remain iliere Wilil cwTenL drops below
5-15 % of capacity or until the time-out circuit cycle is complete.
Chargers are self-limiting and will rarely blow an input fuse. If an input fuse should blow upon first
application of power, disconnect the AC-power supply to the charger and consult the OEM's
literature. If the input fuse needs replacing, ensure you replace it with a fuse of the same type and
value. 1 he fuse value 1s specified on the lower Jett hand comer of the chargers tront panel.
7.3.2.2 Proper Load Sizing

Chargers are rated for continuous duty (24-hours a day, seven days a week) While the chargers
cannot be damaged by overloads that exceed this continuous rating, excessive load demands may
draw battery voltage down faster than an individuaJ charger can re-supply it If batteiy voltage
continues to drop and the output current is at maximum while the charger is in service. check to see
that your average DC loads are not exceeding the charger's rated output.
7.3.2.3 DC-Output
The chargers circuitry will provide extremely well filtered DC-outputs. Therefore, the chargers, in
emergency, are able to power virtually any DC equipment (within the unit's rating) without the
need for batteries. All but the most sensitive DC powered electronic devices will function nonnally
as if powered by a battery. In addition, the current limiting circuitry enables the chargers to handle
the high start-up surges associated with inductive loads. such as the DC' motor in a radar set*.
7.3.3 Over-current protection box

Batteries can produce high amounts of current all at once if there is a sho1t or fault in a circuit. This
rapid discharge can heat wires or other components to critically high temperatures, melting insulation
and/ or starting fires. To protect against this possihility an over-current protection box is fitted
Mnnrly 54 0wn...·� Horwihnnlc

ELECTRICAL SYSTEMS
PAGE 69
7.4 AC POWER· SHOREPOWER AND SPUR•MAINS

The AC' system is powered by direct coupling to a shore based mains supply or by a diesel powered
generator set* when fitted, enabling the AC powered appliances on board to be used at any time.
Shorepower and generator supplied AC' power is selectable by a switch mounted on the main
electrical switch panel. The panel is provided with LEDs to highlight availability. Both
'SHOREPOWER' and 'GENERATOR'* can be available but only one can be selected. An
additional LED shows whether the shorepower polarity is correct.
Before hooking-up to a shorepower supply, you should be aware of the differing shorepower voltages
supplied worldwide. Take advice from the dockside st.a:ff in a new harbour before con11ecti.ng up.
Three-phase AC sborepower supplies should newr be conneck:d wider any circwnstan��-
&, liAZrd'-u! rl.\.. puwc:r at ym.:m generalco and u��..�iJ.:: vu huge:,
I:L, '- , "-''- AL. \;WI be fatal if
used mcmTcctl} or 1f the S) �rem 1s poorly maintruned
7.4.1 Hooking-up and using shorepower

The correct selection of shorepower supply is made difficult by varying plug and connector
startdards around tlie world. Be absolutely sure of the nature and correctness of the mains supply
before connecting up. To allow for these variations you can make up a short in-line socket with a
wire tail to allow tlle purchase of a local plug adapter. Always use a local electrician to wire the tail
ratller tllan rewmng tlle yacht's shorepower lead each time you arrive m a new port. fh1s will
ensw-e that the integrity of the shore supply lead is not compromised.
To switd1 on the 'SHOREPOWER' supply lift the circuit breaker switch above the polarity test
LED. To check whether the circuit overload breaker is working con-ectly. depress the 'TEST'
bullon localed on the same switch.
When connecting and disconnecting to a shorepower supply. you can minimise the risk of electrical
shock and fire hazards by:
a) Ensuring that the shorepower system is switched off before connecting or disconne1.:ting
the shore lead.
b) Connecting the shorepower lead at the yacht end before connecting to the mains supply.
c) Keeping shorepower leads away from the water. Never use the shorepower cable until
fully dry should a connector accidentally fall in the water
d) Ensuring that the polarity is OK before attempting to use the shore supply - the polarity
test checks tlle mams supply for contmmty with the yacht's AC-system. Connect up tlle
shore supply lead witllout switching on the AC-system and the polarity test LED will
11lummate when the supply 1s compatible. It tlle supply 1s not compatible, you should
consult the harbour master or a local electrician about a suitable adapter for your
shorepower lead.
e) Once the shorepower lead has been connected to the mains and the polarity test has
proved suitable, the various AC-circuits can be switched on. The functton of each
switch is clearly labelled.
f) Discom1ecting the shorepower lead at the mains before disconuecling from the yacht.
g) Securing the shorepower deck socket afte r use to avoid the ingress of water.
FL [·Cl J\.Jl rh , I�.1\1ill maKt: :su1\; lhm lm.-: :,hmc vumlgt. .�i(. !)hast: 111m\;ne,; with the
mstallation fitted to ) our ya1.:ht. Misuse �lf suppl) can compromise the earth circun on the yacht and
expose nil 011 board to the risk of an electncal shock haz.ard.
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ELECTRICAL SYSTEMS
PAGE 70
.& LLECTRICAL HAZARD! some [:uropean countnes and mannns supply lov. vc,ltage pov.er. \\h1ch
can be le--s than 30-runps or even as low as 10-amps. which could damage )Our A(: eq111pment. Check
your AC circu11 power supply before using. Voltages and phnses are not interchangeable. Also. beware
that some eqmpmcnt start-up loads are greater than their runmng. loads Do not switch on more than one
item of equipment at a tune and nllow a few mmutcs between sw11ching on the next item
EL FCTRJC Al IlAlARD! unless a su11ablc canh i� prO\ ,ded the shorepowcr system und on
board AC-equipment should ne\·er be used when the )acht is hauled-out and kept ashore
7.5 GENERA TOR SET"

llJ The generator handbook supplied by the OEM contains instructions for the safe operation and
maintenance of the generator set. You are advised to read this literature in conjunction with
chapter 5 before using the generator set.
7.6 MIN/ATURE CIRCUIT BREAKERS AND THE MAIN ELECTRICAL SWITCH PANEL
The main electrical switch panel provides an array of labelled 'power on' <;witches for each
unique circuit (item of equipment), each switch is protected by a dedicated miniature circuit
breaker (MC'B). The main electrical switch panel is wired via a distrihution board. See figures
7.4 and 7.5.
These switches protect tJ1e circuits and equipment by automatically tripping to break the circuit
when overloaded or following a short circuit due to a defect in the equipment. They act as a weak -
link in the circuit, which will trip or open before any damage or fire ha.t.anJ occw·s. If an MCB
trips, the circuit ! equipment shouJd be investigated for any faults and repaired as soon as possible.
Depressing the tripped switcl1 will re::,et the MCB.
To conserve power and as a matter of safe practice, it is recommended that circuits are switched off
when they are not required.
Any modifications or additions to the DC system should be protected in this way, with an MCB
rated for less current than t'1e wires can safely handle.
7. 7 ELECTRICAL WIRING
Prefonned looms provide electrical wmng. Tenninations are coded hoth ends for ease of
identification. All on board wiring confonns to TSO / CE standards. Wiring looms are secmely
fixed to the hull and bulkheads to escape chafe through the yacht's movement at sea AC' looms are
secured to the hull inside conduits and the DC looms are black taped.
7. 7.1 Reserved cable runs I conduits

Depending on the amount of optional equipment fitted to the yacht, there may be spare MC'Bs on
the main electrical switch panel for additional electrical equipment. Reserved cable runs for the
yacht are in the form of moulded conduits and will have a mouse line (feed line) left instaJled to aid
the 'pulling through' of electrical cables.
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FRESHWATER SYSTEM
PAGE 71
8 FRESHWATER SYSTEM
8.1 INTRODUCTION
The freshwater is stowed in two water tanks mounted beneath the saloon floor. Tanks are moulded
from rigid spun plastic and give a total capacity of 955 litres (210 impe1ial gallons, 252 US
gallons). Both tanks are fitted with breathers. A smgle tiller pomt 1s provided on the ports1cte deck.
The water contents are balanced via a balance pipe. Bartol pipework is used throughout the
treshwater cbstr1but1on mstaJlaoon (see figure 8.1 ). A water contents gauge 1s provided on the mam
electrical switch panel.
A calorifier provides domestic hot water, heated by the mai11 eugiue cooling system m,ing au
internal heat exchanger. As a safety measure, the calorifier is fitted with a pressure relief valve.
The freshwater system is pressurised using a marine freshwater pump to deliver a consistent flow
ot freshwater. The tlow is regulated by mtegral pressure sensor. A water filter 1s mounted adJacent
to the pressure pump. An accumulator tank (1 litre capacity) is fitted to smooth out any surges of
pressure and reduce the load.mg on the pressure pump. I he freshwater system provides hot and cold
water to the showers, galley and toilet sinks.
A washing machine/ tumble dryer* and a watermaker* can be fitted (the later only in conjw1ction
with a generator c;et*). See OEM literature regards the operation and maintenance of the equipment.
8.2 FRESHWATER SYSTEM

Freshwater is often referred to as 'potable water', which means simply 'fit for drinking' However,
to maintain the system in a marmer conducive to this, the following paragraphs must be carefully
adhered to
Water is distributed throughout the freshwater system from the tanking by an electric pressure pump
via a simple freshwater filter (see tigure 8.2). rhe pwnp (24-volt) 1s automattcalJy pnmed when 1t
registers a reduction in pressw·e within the enclosed freshwater circuit (an LED on the main elecnical
SWJtch panel annotated ·puMP KUNNlNG' 11lwmnates when the pwnp 1s runmng), for example,
when a hot or cold water tap is opened. Similarly, the pump will be deactivated when the taps are
closed and the pressure is restored to the system. An accumulator tank is fitted to smooth out any
surges in pressure and to help reduce the loading on the pressure pwnp. The pwnp, filter and
accumulator are located beneath a floor cover in the saloon at the base of the companionway steps.
The taps fitted on your yacht are of the nonnal domestic type with conventional washers.
Wastewater from the showers and sinks use 24-volt discharge pumps fitted with grey water boxes
and simple filter tmits. Filters should be inspected regularly and emptied as necessary. 111e
discharge pwnps are operaled locally (switches are illwuinated when operating) and isolated by
switches located on the main electrical switch panel.
8.3 FILLING, TANKAGE, FILTRATION AND WATER QUALITY
8.3.1 Filling
When your yacht is new and the freshwater tanks are being filled for the first time, you must take
the opportunity to visually calibrate the water gauge.
The freshwater tarlks are filled via a portside deck filler marked 'WATER'. Never push the hose
too far down the fille1 pipe a:, this can cause excessive p1es::.w-c: that �ould damage the ranks.
Overfilling the tanks can cause an undue pressure build-up in the system.
Issue 2 Moody 5-4 Owner's Handbook

FRESHWATER SYSTEM
PAGE 72
Figure 8.1 - Freshwater Distribution System
11
Issue 2 MoO<fy 54 Ownor'• Handbook

FRESHWATER SYSTEM
PAGE 73
Figure 8.2 - Freshwater System Schematic
FRESHWATER TANKAGE
WASHBASIN
PRESSURE PUMP
FRESHWATERFILTE�• �
ACCUMULATOR TANK
CALORIFIER
Many ports and marinas provide more than one water supply, ensure the supply used is the correct
one. Carry your own freshwater hose (hoses must be designated for use with potable water).
Flush thoroughly the shore supply and your own hose with freshwater before filling. Avoid on
board contamrnat1on by removmg any products close to the deck filler hable to cause pollut1on.
Ensure the seal ring on the filler cap is free from grit and is undamaged before screwing down or
saltwater may enter the tanks from the deck when at sea. At the end of a crmse or before retilhng,
drain the tanks completely.
8.3.2 Tankage
The freshwater tanks are fitted with anti-surge baffies running fore and aft to reduce surging within
the tanks. improve yacht stability and heighten the integrity of the tanks. Breather pipes made from
plastic hosing run from the top of the tanks to vents topsides. lf an air vent becomes blocked, it can
impede the flow of water and possibly cause a malfunction of the system. To ensure the stability of
your yacht and an equal dtstnbuaon of weight, a balance pipe 1s titted between the tanks to ensure
they are equally filled and exhausted (see figure 8.1).
8.3.3 Filtration
To protect tlte freshwater system from debris, a simple filter unit is fitted in-line between the water
tanks and the pressure pwnp (see figure 8.2). This filter is accessed via a floor cover located
Issa• 2 Moody 54 Owner's Handbook

FRESHWATER SYSTEM
PAGE 74
amidships in the saloon at the base of the companionway steps and must be cleaned and / or
replaced as necessary.
8.3.4 Water quality

Care must be taken, particularly in warm climates, that the water used to fill the tanks is potable
Owners must use proprietary treatments such as Chloramine tablets in the water tanks to help
purify the supply or Aquatabs a specialist product for marine grade water tanks available from
chandlers worldwide. These treatments must only be considered if the local water quality is poor.
8.4 DELIVERY AND WATER HEATING
8.4.1 Delivery - pressure water system

The pressure water system is operated by an electric pump (24-volt marine freshwater pump),
which is connected to an accumulator tank to prevent surging. The pump has its own master
switch on the main electrical switch panel and should be switched off whenever the water supply
is not required. This procedure will minimise any loss of freshwater if a tap or shower is
madvertently left on.
Occasionally, when the tanks have been emptied, the water supply can appear erratic due to air in
the system. To remedy tlus, leave a stngle tap open for a fow moments to allow the rur to evacuate
until a steady flow of water emerges. Naturally, freshwater tanks, pipes and pump systems must be
dramed whenever a yacht nsks freezmg temperatures. Never under any c1Tcwnstances must you
add standard 'automotive type' antifreeze to the freshwater system.
An adjustable pressure sensitive switch triggers the pressure pWTip. When the system is functioning
correctly, the pressure �tting of the switch mw;t not he adjuc;ted. However, if the flow rate hecomes
very slow or if the water pump keeps cutting in-and-out when the system is switched on with no open
taps, you must checl< that there is water in the tanks and if the water level is OK, the pressure setting
may need to be adjusted refer to the pressure pWJ1p's OEM literature for this procedure. Another
rMson for the pressure pump to cut in-and-out can he c:-im:ecl hy a small leak or weep in the pipework
When repairing a pipe leak. you must use only synthetic pipework and fittings suitable for the
delivery of pressurised potahle water.
8.4.2 Water heating ~ calorific system Figure 8.3 - Calorifier Installation

The pressure water system also feeds water dfrectly
to the calorific system (water heater). The calorifier
will only heat when the main engine is running (see
chapter 5) or when the AC-powered immersion
heater is switched on (see chapter 6). The calorifier
is made almost exclusively from copper and is well
insulated to keep the water content hot for some time 8AR'(L E.80W
(see figure 8.3).
The calorifier is fitted with a thennostatic valve and
drain pipe plumbed into the aft grey water box. This
valve will leak small quantities of water while the
calorifier heats under nonnal operation. However, if
'
there is any heavy venting of hot water from the
calorifier, you must tum off the immersion heater or
shut down the main engine, whichever is applicable,
and the mvestigate the cause.
FRESHWATER SYSTEM
PAGE 75
LD. WARNl"'-0 1 hot water under prc,;surc •� extremely hazardous. '!\ie,cr attempt any repair<; to the
calonfier or the hot U!<tlPf "Y"'PP1 u·J,;i._, it,_ cor1ti>r t" ""'I' "lill hot
1
Never attempt to use the caJorifier unless the caJorifier tank is full, this must fill automatically via
the freshwater system and can easily be checked by letting a little water run from a hot water tap. If
the calorifier is empty, the freshwater tanks must be refilled and the pressure pump switched to re
prime the system. To complete the filling of the calorifier tank, open a hot water tap until a steady
arr-free tlow of water 1s aclueved.
Engine heating ~ freshwater is heated using waste hot water delivered through piping to the
calontier by expanswn from the main engine coolmg system to a heat-exchanger coil m the
caJorifier. Must repairs be necessary, the cal01ifier and pipework can be isolated from the main
engme usrng shut-oil valves titted to the engme.
WARMNU - 1f for atl) reason these pipe� are d1sconnec1ed, the mnm cng.me must not be started
until llw njn..'- Hre reconnccterl
Immersion heating ~ when connected to shore power (or a generator*), water heating is
undertaken by a thermostically controlled immersion heater (electrical heating element). The
thennostat is graduated and the desired water temperature can easily be set Never set the electric
thermostat above 65 °C or the water temperature will trip the pressure relief valve.
8.5 GREY WATER BOXES

Your moody 54 is fitted with grey water boxes forward and aft. Grey water boxes reduce the
nwnber of through-bull fittings and eliminate the need for individual pumps for every shower and
sink drain. Tahks are constructed from Polyethylene provided with clear inspection hatches for
easy cleaning and maintenance. The aft grey water box (Whale Gulper 24-volt pump and filter) is
accessed via a floor cover to starboard, level with the companionway steps. The forward grey water
box (Whale Gulper 24-volt pump and filter) is accessed via a floor cover immediately into the
passageway for the torward cabm / toilet compartment.
The tanks are used to handle wastewater from the showers, sinks, the calorifier and air
cond1t1onmg units* when fitted. An mternal tloat switches activates the pump as the tank
fills and automatically discharges the grey water via a seacock. The grey water pumps are
operated usmg MCH switches on the mam electrical d1stnbut10n panel and these should
always be switched on and off with the pressurised freshwater system. Empty/ replace filters
as necessary. See figure 8.4.
Should at any time a wastewater pipe become blocked, pipes can be easily removed for
cleanng. Do not try to force rubbish or food debns down smk drains, as this will m time
block the pipe.
luue 1
FRESHWATER SYSTEM
PAGE 76
Figure 8.4 - Grey Water System
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BILGE, TOILETS AND SEWAGE SYSTEM
PAGE TT
9 BILGE, TOILETS AND SEWAGE SYSTEM
9.1 INTRODUCTION
The bilge consists of two main areas, the engine compartment (isolated to retain any oil spillage)
and the main bilge. The main bilge sump is located at the lowest point in the hull, directly above
the keel and is serviced by a manual bilge pwnp system and an automatic electnc bilge pump. By
way of a iechnicality, d1c anchor chain locker constitutes a bilge and drains directly overboard via
drain holes.
Manually operated, large bowl marine toilets are mounted forward and aft in the toilet
compartments. Toilets are fitted with inlet and outlet hoses attached at the outboard end with
bronze skin fitting seacocks; hoses are double-clipped for extra security. A siphon break is fitted to
the hosing run to prevent back siphoning. Sewage from the marine toilet system is discharged
directly overboard unless fitted with a holding tank option.
9.2 BILGES
The bilge compartment is fitted wi.t.'1 a strum box and manual bilge pump. A.., automatic electric
bilge pump is provided for the main bilge only. Bilge water is evacuated via hoses and skinfittings
located above the waterline.
Any seepage from seals and skinfittings all add to the water content of the main bilge. Any undue
leaks must be found and cured immediately. Any 011 from the mam engrne and generator* must
be mopped-up (alternatively use oil control matting), contained and disposed of at approved
disposal pomts.
To prevent foul odours and maintain your yacht's integrity, bilges must be kept as clean as possible
at all tunes. ensure that you recover any debris 10 the bilge compartments. Debns not recovered
can foul the bilge pump systems.
Wlulst your yacht is in use, bilge compartments musl be inspected daily for wakr contenl /
debris a.11d cleared. Ensure all limber holes in the longitudinal and transverse stiffeners are clear
of obstructions. Ensure that the strainers at the pick-up end of both manual and elecllic bilge
pump systems are clear. Bilge compartments must be checked and pwnped dry before leaving
yow· yacht.
9.3 BILGE PUMPS

Your Moody 54 1s fitted with manual and electnc bilge pwnp systems. The manual bilge pmnp 1s
fitted beneath the cockpit floor in the engine compartment and is actuated manually via a fitting
located to port ot the steenng pedestal 111 the cockpit. ·the bilge pump handle 1s stowed m chps
fitted to the steering pedestal. The electric bilge pump is pennanently active, operated
automatically by a level-sensmg float switch.
9.3.1 Manual bilge pump system

l11e manual bilge pump system is primarily fitted for safety should the electrical bilge pump fail.
The manual bilge pump, as the name suggests, is primed by hand by inserting the pw11p handle into
the bilge pump socket in the cockpit and moving the handle back-and-forth until the bilge is dry.
The pump is fitted with pick-up points / strwn boxes in the main keel sump and in the engine
compartment. Compartments are mdiv1dually selected usmg a manifold m the engme compartment.
See figure 9.1.
Issue 2 Moodv 5,4 Ownet's Handbook

PAGE 78
Figure 9.1 - Manual Bilge Pump Installation
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Moody 5-4 Ownor'3 Handbook

PAGE 79
9.3.2 Electrical bilge pump system

The electric bilge pump system comprises a single submersible pump (24-volt Whale Gulper) fitted
with an automatic level-sensing switch more commonly referred to as a float switch (see figures 9.2
and 9.3) An additional electric bilge pump can be fitted in the engine compartment as an option.
Pumps are hard wired directly to the service battery bank and are activated automatically whenever
the water m the bilge reaches a predetenruned level. Bilge pumps are isolated by manual ovemde
switches located near the chart table/ main electrical switch panel.
Figure 9.2 - Electric Bilge Pump Schematic
MANlJAI OVERI0f: �WJTC:H
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ELECTRIC BILGE PUMP
BATTERY SUPPLY
Bilge pumps can be manually operated, overriding the automatic function. This is achieved by pressing
the eiecn1c bilge pwnp SW1tch mowited below the mam electncal switch panel. The SWltch illummates
when the pump is in operation.
[fa pump nms on for a prolonged period of time (over 15 seconds), there is either excessive water
in the bilge or a malfancrion in the system, in either case an immediate inspecriou of the bilge must
be canied out.
The pwnp must be checked at regular intervals for its automatic operation by lifting the float switch
manually with a finger to check that the pump operates. As soon as you establish that the pump is
operat:Jng correctly, release the tloat sw1tch as the pump's impeller can be damaged 1f it's run ·ctry'
for to long.
Issue 2 Moody 54 Owners Handbook

PAGE 80
Figure 9.1 - Electric Bilge Pump Installation
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PAGE 81
9.4 COCKPIT AND DECK DRAINS

Rainwater and seawater spray is drained from the cockpit and decks via drain holes and hoses to
huU and transom mounted seacocks and skinfittings (see figure 9.4). Cockpit drains must be
checked at regular intervals for any signs of deterioration, blockage and leakage Ensure that the
drains are kept clear at all times with seacocks left in the open position. If a drain becomes blocked
at any time, it must be cleared using either an ordinary drain cleaner or by pressurising the pipe
with a sink plunger.
Figure 9.4 - Cockpit and Deck Drainage
9.5 TOILETS
Your yacht is fitted with manually operated marine toilets as standard (electrically operated
toilets* are available as an option). A sewage holding tank* may also be fitted as an option.
In the case of all marine toilets, you must be aware that it is inevitable that the smell of effluent will
permeate your yacht if soil is left co stand wirhin the pipework for any length of tune. To minimise
the effect of this, it is extremely important that the pipework is flushed thoroughly. This is
especially relevant where your yacht remains wutsed for prolonged periods, when the pipework
must be flushed through, preferably with freshwater. lf your yacht operates in waters contaminated
wiL.11 algat: or µalhogt:us, Ult:St: can cuuuiuult: lo Lht: s111dl, wltt:11 ll1t:y multiply wlulsl lyi11g i11 Litt:
pipework. Pre-treatment kits that reduce the number of rnicrob1olog1cal orgamsms can be fitted ~
yuw Mouuy Ut:alt:1 will Ut: ltaµµy lo µwvi<lc: Ut:laih, uf il1t:st: kib UH 1 t:4ut:�l.
From time-to-time put some suitable marine-grade toilet cleaner/ disinfectant in the bowl and flush
through. This 1s particularly important m wanner clunes or when your yacht 1s to be lett for longish
periods unattended.
In heavy sea conditions, ensure that both toilet inlet and outlet seacocks are closed to avoid back flooding.
9.5.1 Operating the toilet flush

fJJ Each toilet has its own seawater (raw water) inlet and outlet seacock and it is important that these
cocks are kept open when the toilet is in use. The aft toilet seacocks are located beneath a floor
cover in the same comparnnent (when fitted with a holding tank* option the two-way selector
vclve for the tank discharge will also be fow1d here). The forward toilet seacocks are located
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beneath a floor cover in Ll1e fo1wa d cabin/ passageway outside compa tment (the selecLor valve
for the holding ta.11k* discharge \Vil! be found here too). See OEM's literature for the precise
- operation and maintenance of the toilets.
Issue 2 Moody 54 Owner's Handbool<

PAGE 82
Basic operation - offshore discharge where permitted is achieved by:

a) Ensuring lhat lhe toilet inlet and outlet seacocks are open. ff a holding tank* is fitted,
ensure t.11.at the selector valve near the toilet is set conectly.
b) Switching the toilet flush valve to the flush position and pump a small quantity of water
mto the bowl.
c) Flushing the toilet thoroughly (using the macerator pwnp handle). This will probably
reqwre between 20 to 40 strokes of the pump to fully t1ush ettluent trom the pipework.
d) Closing the flush valve to the dry bowl position and pump the toilet w1til dry. The valve
must be left m the dry bowl position when not in use.
e) Close the inlet and outlet seacocks.
Marine toilets are easily blocked and far from pleasant to clear, so care must be taken nol to
obstruct a toilet •.,�th sanitary products. These must be disposed of separately.
9.6 HOLDING TANK OPTIONS*

W Holding tanks, when fitted, hold sewage (effluent) from your yacht's toilet system. Toilets can,
depending on the system fitted, can: 1) discharge directly overboard / holding tank for offshore
discharge 2) to a holding tank for dockside discharge only or 3) all options in one. Effluent from the
holding tank is discharged overboard using a manually operated macerator pump fitted at the cha..tt
table and operated in the same manner as the manual bilge pwnp (an electrically operated macerator"'
may be fitted as an option). Holding tank breathers are fitted wit'1 a charcoal filters to help prevent
any wipleasant odours. These filters must be changed annually or whenever unpleasant odow-s arc
detected. Holding tank systems are fitte<l V1.ith contents gauges. See ()EM's literature for operating
and maintaining these systems.
If you experience backpressure when flushing lo a holding tank, the tank may require emptying
(check the contents gauge) Alternatively, the pipework could he a blocked
Never overfill a holding tank as overfilling can damage the system. Additionally, the charcoal filter
titted m the breather will be contammated. In thts event, the filter will need to be replaced.
Ensure that the holding tank is fully emptied if your yacht is out of use for extended periods of
time, particularly in the winter months with the onset of freezing weather.
9.6.1 Direct and offshore discharge (option 1)

blJ lt is operated using a two-way selector valve fitted locally to each toilet. The valve controls the
discharging of effluent to the holding tank and/ or offshore. Tiris must be operated:
a) ln the red position ~ the toilet discharges effluent to the holding tank. To empty the
holdmg tank at sea. you must be at least 12 mtles otfahore. Stop your yacht and ensure
the tank breather is w10bstructed and operate the discharge pwnp. In order to reduce
odour and the poss1bL11ty of sewage splaslung back on board. you must turn your yacht so
that the tank is emptied to leeward.
b) lu the black position ~ tl1e lank discharge:. Lhe effiuent directly ove1 board. Ensw·e Lhal
the selector valve and seacock are set to Ll-ie open position for offshore discharge. Toilets
will discharge directly overboard, not via the holding lank.

Issue 2
PAGE 83
9.6.2 Dockside discharge only (option 2)

lntemational legislation ha,;; been introduced to limit the discharge of untreated sewage in coastal
waters. This will be progressively enforced over the next few years. As a result, more marinas and
harbours now pro\.ide pump-out points. When using a dockside pump-out point, you must follow
carefully the i11structions provided locally. Dockside discharge is via a capped deck fitting located on
the starboard deck and marked 'WASTE'.
Ensure the two-way valve and seacock are closed. connect up the hose from the pwnp-out facility
and allow the pump to fully empty the holdmg tank. To avoid any unwanted odours, ensure that the
deck fitting is securely closed after use. The tank's macerator pwnp system is not needed and must
not be used.
CAlfTION! lo reiterate the imp,,rtance of keeping the offshore dts�harg.e seacock and vahc
closed failure to ob5,ervc tlus action could lead to you pumpmg a constdcrablc amow1t of
seawater up through your system and, tf the tank vents ure blocked. then the tank could unplodc
whilst being sucked empty
9.6.3 Direct, offshore and dockside discharge (option 3)

Operation is as for options I and 2 with the option of offs hore or dockside discharge. See
figure 9.5.
Figure 9.5 - Direct, Offshore and Dockside Discharge (Option 3)
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LIQUEFIED PETROLEUM GAS SYSTEM
PAGE84
10 LIQUEFIED PETROLEUM GAS SYSTEM
10.1 INTRODUCTION Figure 10.1 - Gas Tap installation

There are two fonns of Liquefied Petroleum
Gas (LPG) - butane and propane. The system
fitted to your Moody 54 uses butane gas only
stowed in bottles in an extemaJ purpose built
deck locker located att on the ports1de. The
system is not suitable for use with propane.
LPU 1s odourless m its natural state, so a I
distinctive odour is added to aid detection. LPG r---:11dtc \� lt
bottles are titted with a pressure regulator and
contents gauge. Butane is supplied to the galley
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clear plastic tubing to avoid chafing.
A manual gas tap fitted in the eye-level cupboard to port of the cocker is used to isolate the gas
supply (see figure 10.1). An LPG pressure testing point is fitted within the gas !ine to test the
system's integrity. The galley cooker is connected to the system via a ::.hort flexible hose allowing
the appliance to move freely on its gimbals (see figure I 0.2).
10.2 LIQUEFIED PETROLEUM GAS SYSTEM

fJl The LPG system is regulated for low-pressure appliances and delivers butane at 37 millibar
(0.537 psi). Before using any equipment you must first read the OEM's literature.
LPG cylinders are especially made to store the fuel in its liquid state. The liquid turns to gas very
easily and gas tills the space above the bqwd in the cylinder. As the butane gas 1s drawn otl, more
liquid turns to gas to replace it. A regulator fitted in the supply line between the cylinder and the
appliance keeps the pressure ot the gas constant as the cylinder empties.
As previously stated, the LPG system provided is for butane gas only ~ never attempt to use
propane, not even 111 an emergency. When purchasmg butane, such as Calor or Campmg Gaz, you
will note that they are always supplied in blue cylinders, whilst propane is usually found in green.
However. you must not take this colour codmg as read ~ butane 1s not a colour-coded product,
bottle colour can change.
Butaue is heavier lhan ai1 and as a resul� therefore, any gas that escapes from tl1e system will
gravitate to the bilge. The LPG locker is fitted w-ith a gas drain cum vent. Never smoke or use open
flames on board must you suspect a gas leak - this goes for when changing LPG bottles too! And
ensure t'1at all electrical circuits are switched off and t'1at your yacht is ventilated t'1orough!y. The
fitting of a gas leak detector is strongly recommended.
10.3 HEALTH AND SAFETY

W It is essential that all installations are gas tight and that competent engineers have carried out any
modifications or repairs to the system. It is recommended. that only CORGI approved engineers are
used. All appliances must be fitted in accordance with the OEM's specifications and that
ventilation requirements are adequate to ensure a good flow of fresh air. The gas supply must be
turned off at the cylinder whenever the system is not in use, including overnight.
DANGf:.R! 1t you suspect a leak. you mus1 1mmcdiately isolate ttJe L,n.J supply and have the system
checked and repaired before us111g it again.
lssue2
Moodv 5<I Owner·• Handbook
PAGE 85
Figure 10.2 - LPG System Installation
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ISSYe2
PAGE 86
The following points concerning health and safety must be adhered to:
a) The LPG system provided is for use solely with butane gas. It is not designed for and
must never be used with propane gas :mder any circwnstances whatsoever.
b) Always close the gas tap located in the galley (see figure I 0.2) when the LPG system and
appltances are not muse. Close unmediately mthe case ofan emergency.
c) Be sure the cooker burner valves are switched off before opening the gas tap.
d) Cooker units consume cabin oxygen and release products of combustion into your yacht.
A..11 electrical s,"'1tched extractor and hood is provided for the cooker hob tmit when in
use. Never use the cooker or oven for space beating. Never obstruct ventilation openings
and never leave a cooker unattended whilst it is in use.
e) Keep any protective covers or caps provided with the bottle in place. Store reserve LPG
bottles mthe LPU locker only.
f) The minimum operating temperature of butane is 8°C (47° F). If the temperature drops
below tlus then the pressure wiU be m.sutlic1ent for 1t to work correctly. For example,
bw11ers may extinguish without warning and gas may leak into your yacht.
b) Do not use the LPG locker for tJ1e storage of any other equipment.
c) Hoses and supply pipework must be inspected regularly. at least annually. and replaced if
any deterioration is found. The flexible gas supply pipe has a limited safe life and must be
replaced every two years or before iftts condition 1s doubtful.
i) If you are in any doubt about the integrity of your LPG system, have a specialist inspect
and check 1t for you. Have them widertake a manometer test.
10.4 GAS DETECTION SYSTEMS

An electronic gas detection system will prove a good investment in tenns of peace of mind and
safety. There are a number of devices that can safeguard yachts against LPG related accidents.
Many of these devices are available from LPG dealers and chandlers
C Au I IUN! when using a gas detection system. owner s must be aware that detectors are not
mfalhble and can sometimes can gi\e out false alanns, rnistakmg other gas rchanl products such as
aerosol sprays. for cxrunple deodorants or even perliunc as gas leaks.
10.5 CARBON MONOXIDE POISONING

Devices to detect carbon monoxide are available from gas suppliers and good chandlers. Carbon
monoxide (which is invisible, tasteless, deadly poisonous and is the same density as air) is
produced by any gas-burning appliance when there is inadequate ventilation, i.e if all the hatches
are shut and the cooker is lit to heat the cabin, then it is likely that before long carbon monoxide
will be produced as the ventilation becomes inadequate. So take care
Ensure that you have adequate ventilation and consider fitting a carbon-monoxide detector. See chapter 2.
10.6 VENT/LA TION

When using LPG, adequate ventilation must be provided Your Moody 54 i<: fitted with a galley
forced air extractor fan (see chapter 3) for use at sea, especially during severe weather conditions.
See chapter 1 1 .
& \V,'\R.NlNG! - when cooking with LPG. which consu.-ncs oxygen. you must ensure that your yacht
is adequately ventilated. Failure to do so can result in a dangerous build up of carbon monoxide.

HEATING, VENTILATION AND AIR-CONDITIONING
PAGE 87
11 HEATING, VENT/LATION AND AIR-CONDITIONING
11.1 INTRODUCTION
(ll Heating, ventilation and air-conditioning (HY AC) equipment may be fitted for air heating and air
cooling a<; standard option,; The 0peration and care of these sy<;tem<; i<; hec;t descrihed in the
relevant OEM's literature.
11.2 CENTRAL HEATING*

blJ The central heating system provided for the yacht uses a diesel fuelled 'hydronic' water heater
fitted starboard side in the lazarette. drawing fuel from the main fuel engine fuel tank. The system
draws heating water from the freshwater system via the calorifier. It is then distributed via the
heater unit to individually located matrices (often referred to as heater boxes or heat exchangers -
see figure 11.1). Hot air is then blown using the individual electric fans into the cabins. Refer to the
OEMs instructions for operating and maintaining this system.
The central heating is operated by an ON/ OFF switch or by an optional programmable thermostat
and ciock .;. bulk.head mounted in the saloon.
The following additional points must be noted:
a) No inflammables such as outboard fuel, LPG canisters. paints or solvents can to be stored
in the same deck locker as the heater unit.
b) Beware of running units for extended pe1iods - consuJt the OEM's literature for
recommended running periods.
c) Regularly check the exhaust hose for leaks. If a leak is found, do not use the heater until
such nme as the repairs are affocted.
11.3 AIR-CONDITION/NG*
W Self-contained reverse-cycle systems fitted with rotary compressors are installed as a standard
option. Like the watenn:iker. the air-conditioning is AC powered :ind is only available in
conjunction with a generator set*. Where air-conditioning systems units are installed, a second
shorepower socket and /\C circuit / spur-mains will be fitted to power the increased load
iruposed by Lhe air-conditioning system. Air-conditioning un.its are fitted beneal11 Lhe forward and
aft double bunks and in the saloon below the starboard seating. lndividual climate controls are
provided in the saloon, forward cabin and aft stateroom / cabi11. Refer to the OEMs irn,truclions
fer operating and maintaining tJ-tjs system.
Reverse cycle units offer the advantage of two functions in one. Able to chill the air in your yacht
and waste the excess beat to water pumped m from outside your yacht (a seacock ts provided for
the system and accessed via a starboard aft floor cover in the saloon), the process can be reversed
to provide heat extracted from water outside your yacht. See t:Jgure l I . 2.
Condensate from the air-conditioning system is plumbed into grey water boxes fore and aft. Boxes
are constructed from Polyethylene and are proV1ded w1tl1 mspectton hatches for easy cleaning and
maintenance. Internal float switches activate the discharge pumps as the tanks fill automatically
d1scbargmg the contents via skmtittmgs.
PAGE88
Figure 11.1 - Central Heating System fnstallation
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PAGE 89
Figure I 1.2 Air-Conditioning System lnstallation
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11.4 VENT/LA TION

Your yacht must be ventilated as often as possible by allowing fresh air to enter through porthghts,
opening windows, hatches and saloon doors. Compartments, lockers and drawers must be opened
and cabin c;oles wherever possible must be lifted to allow fresh air to circuJate The galley ic; fitted
with a 24-volt forced rur extractor above the cooker. See figure 11.3.
Figure 11.2 - Forced Air Exo·actor
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Whilst at sea m fair weather. you may wish to open the porthghts and hatches in order to
improve ventilation. Owners must ensure that the crew know that this 1s only acceptable 1f
cleared with you first.
PAGE 90
You must avoid saltwater entenng and remammg in your yacht wherever possible. as the
hydroscop,c salt will make your yacht hard to dry and hold damp m your yacht.
(. Al 110 ! when usm�• ll)' screcns w1U1 opemng porthghts. U1c porthghts mu t not be shut "1th
thP c;crcenc;. m nl ice. a._ thP\. nrt> no lon11er cc.•rtmn 10 be wntertioht
When in port. you may wish to leave your yacht unattended and venhlated ~ you must onl> use the
hatches for this purpose. Hatches have a vent setting where they may be left sli.ll,htly open and then
locked 1 eaving portlights fully open risks the ingress of water See chapter 1.
------- Moody 5" Owners Hendbook

MAINTENANCE AND FAUL TFINDING PROCEDURES
PAGE 91
12 MAINTENANCE AND FAULTFINDING PROCEDURES
12.1 INTRODUCTION
Your Moody 54 operates in a harsh and taxing environment. For this reason. you must ensure that
your yacht is regularly and meticulously maintained to ensure its safe operation.
Only parts, materials or components recommended by the OEM or highlighted m this handbook
must be used for maintaining and repairing your yacht Use of parts, other than those described
may invalidate warranties provided by the OEM's or by the builder Further advice regarding the
selection of parts may be obtained from your 1\,fondy dealer
12.2 HAULING-OUT, STORAGE AND LAYING-UP
12.2.1 Hauling-out
Hauling-out must only ever he undertaken by a skilled yard (,;ce figure 12 I) Never allow
anyone on board your yacht or in a position directly below whilst your yacht is being lifted.
Check that your yacht',; rn,;urance covers the lay-up and rnform your rnsurancc company of any
laying-up period.
Figure 12.1 - Slinging Positions
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12.2.2 Storing In a cradle

We recommend the uc;e of a cuc_tom-made ,;teel cradle, wh,ch can he ,;upplied Ask your Moody
deaJer for details. Depending on the exact location and prevailing weather, experience with very
strong winds indicates that it is advic;ahle to remove the mast for winter <;torage on exposed sites to
Moody 54 Owner'• Halldbool<

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MAINTENANCE AND FAULTFINDING PROCEDURES
PAGE 92
prevent your yacht being blown over. You must seek the guidance of the particular yard you are
laying-up at.
12.2.3 Laying-up your yacht - winterisation

Before laying your yacht up, you must read the guidance given below in order to preserve your
yacht and help ensure its ease of access for the annual maintenance programme.
If you can, take as much of your yacht's gear ashore as possible, particularly things liable to
deteriorate or that may be affected by dampness, for e�ample:
a) Bedding, seats and cushion covers.
b) Personal clothing.
c) Sails (check your insurance cover on "ail" left furled on the rig) Take the sails ashore for
cleaning and valet service. Pay careful attention to any particular areas you wish the
sailmaker to check
d) Plan sat! modifications the re-cutting and replacement of sails is nonnally cheaper out
of season.
e) Yacht's papers and other documents.
f) Unused provisions.
ObV10u'-I )' a lot more could be removed so thmk of th1s as a bare minimum.
Frost precautions must be taken to prevent cockpit drain hoses from freezing, which would lead to
split hoses. fittmgs and flooding. Other through-hull fittmgs must be kept closed. If there's a power
supply available cons1de1 usmg a few tubular heacers ms1de your yacht to provide a ltttle
background wannth when it gets really cold. A de-hwnidifier is also very worthwhile as tJ11s keeps
yow yad1t free from damp and the ri!:>k of muui<l or 1ml<lew. Heater!:> mu::,1 ne\er be u!:>t:d a!:> a mean!:>
of keepmg your yacht dry, they are a notonous source ot yacht fires and will aJmost certamJy
iuvaliJalc;; yuw 111:.wa.111..:c;; µuli�y.
12.2.4 Laying-up check list

It is very strongly recommend that yachts are laid-up ashore The following item" list a number of
reminders for laymg-up:
a) When hauled-out and your yacht kept ashore, you must check for the security of the shore
cradle and i or props, shoes and wedges 1f used. Check aiso u1a1 yacht 1s safe agams1 the
likely wmd dtrectlon and protected against vandals.
b) If you regularly lay-up ashore in an inclement climate, consideration must be given to
having a fitted winter cover made up (Your Moody dealer can help you "ource this)
c) Have the main engine winterised by an OEM approved engineer.
d) If the mast is staymg up, ensure all halyards are either tied back or run out using mouse
line:, (this option will l�eep them clean). lf lea\ing in, run the halyard lo the top of mast 011
thin line and put halyard ends in a plastic bag ~ putting a hole in the bottom of the bag to
a!!O\\ \\ater to drain out.
e) Secure the rudder blade using the wheel brake.
f) Fully fill the fuel lank with fuel to prevent condensation
ls$ue2
PAGE 93
g) Treat the engines freshwater cooling circuit with antifreeze. Consult the OEM's literature
for the required antifreeze infonnation
lt) W�lt :.aih, lia1yai1h, ::,h1;;<.l::, ai1<l ::-ail l,ag::, iu fi�::il1wal�1.
i) Clean and check all running rigging. Replace damaged or perished items.
j) Check all standing ngging. Replace ngging :-c1ews, sha�kle::. and temuna1s if Lhere are
ariy signs of excessive wear.
k) Remove a-11 deck blocks and loose running tackle. Wash in freshwater.
I) Che�!- ma::it fittmg::. indudmg furhng gear , track:,, :,heave::,, ::.preade1 =>. elect .ncal cable:.
and equipment.
m) Drain down the following systems to prevent frost damage
rre:.hv.ater tank::,.
11 Calorifter
11 Sewage holding tanks*.
n) Pwnp dLy a-11 toilets. wate1 supply pump, sink / shower pump outs, bilge pwnp!> ~ both
manua-1 and electric.
o) Winterise the following systems:
m Check the engine cooling circuit is inhibited with an antifreeze solution as

recommended by the OFM
ii When firte� check the generator set• has the correct level of ant1 freeze.
1v Flush a-11 toilet!> through with a 5 litre!> ( 1 ga11on) of brown vinegar and a11ow
standing for 24 hours before pun1ping dry.
v Charge all battenes fu1ly and either remove from your yacht or arrange for them
to be re-charged on a monthly basis 1fnot on pennanent charge.
v1 Service seacocks as necessary. Leave deck and cockpit drain seacocks open.
p) Clean thoroughly:
The bilges through with freshwater and then pump dry.
11 Wash out the refrigerator and freezer / icebox with a mild solution of
bicarbonate ot soda. Leave doors and hds open.
111 Wash out shower trays and then pump dry.
q) Wedge all lo'-ker::. and lid:. ::.hghtl� open lo a1low ai1 to circulate.
r) Wash hull, decks and coachroofs with freshwater and mild soap solution.
s) Ensure your yacht is laid-up on the level so that no pockets of ramwater can form that
will freeze and damage your yacht.
12.3 STRUCTURAL AND CONDITION SURVEY

You mu<st con<s1der employing a <surveyor to advise you of the condition of your yacht in the
following circumstances:
- a) After any grounding.
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PAGE 94
b) After impact with other yachts or docks.

c) After extreme heavy weather where you believe your yacht may have been damaged.
d) Immediately prior to a refit to advise on a complete work lic;t
You must also check your insurance policy carefully, as it may well be a condition of your
msurance that your yacht 1s surveyed at reguJar detined mtervaJs.
12.4 MAINTENANCE PROCEDURES
12.4. 1 Navigational and safety equipment
12.4.1.1 Electronic navigation equipment

W These items must be maintained m accordance Wlth the OEM's literature. In addition, give special
conc;ideration to·
Masthead wind units ~ must be removed before removing or fittmg spars.
Yacht speed indicator / log ~ impellers must be withdrawn for inspection every six months or so
and if t'1e speed readout ever drops below what one considers con-ect. Log impeller units must be
withdrawn piior to hauling-out yow yacht to prevent slin�ng damage. The 11upeller sk111fttting
must be immediately capped using the blanking cap provided.
Depth sounder ~ the transducer must be carefully cleaned to remove any soiling. Ensure you do
not scratch the transducer's surface m the process. Depth sounder transducers must not be
anttfouled, however you must ensure the adjacent hull area 1s well coated.
12.4.1.2 Life saving equipment

bJ Life saving equipment will vary to suit your country of registratton and your individual choice.
Regards maintenance, you must carefully adhere to all OEM recommendations regarding the
storage and servicing of equipment.
The following guidance 1c; based on the ORC' ( 1994) suggec;ted equipment list
Life raft~ rerum to OEM or service agent for annual service.
Flares~ check expiry dates and replace as necessary.
Lifejackets ~ wash with freshwater and dry. ln0ate and leave for 24hrs ~ check that no significant
loss of pressure has taken place. Check expiry date on jackets fitted with a gas inflation cartridge -
freshwater wash and silicone grease fu·i_ng mechanism. Ensure each Jacket has a whistle an<l a cap
fitted to the topping-up \ alve. Check condition of tapes, stitching and buckles for ser. iceabi!ity.
Any hfejacket that does 1101 pas� auy of the above must be replaced 01 repaired by the OEM. Check
the expiry dates on batteries and replace as necessruy for survival lights.
Safety Harnesses ~ check spring-clips and adjusting and securing buckles operate correctly and
are not deformed. l::.nsure harness hnes are not chafed. Check cond1t1ons ot .1ackstays and deck
strong points for safety harnesses.
EPIRB ~ ensure you disan11 the unit before removing from its stowage. When fitted, check the
e,p,ry date on the hydroc;tatic relea"e unit and replace before it becomec: out of date Check expiry
date on EPIRB. Return to the OEM for service if time expired.
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Lifebuoys, lifeslings and lifejackets ~ fit retro-reflective tape~ check for wear and chafe~ renew
as necessary. With lifebuoys fitted with Argus lamps, you must remove the battenes during lay-up
and fit new ones when recommissioning.
Danbuoys ~ wash will, freshwater and dty. Eusw·e flag is intact
12.4.1.3 Fire extinguishers

IJJ These must be checked by a qualified service agent and serviced, refilled or replaced in accordance
with the intervals recommended hy the OEM
12.4.2 Hull
12.4.2.1 Topsides
GRP ~ glass fibre is not completely maintenance free. The surface collects dirt and slowly loses its
gloss. Regular cleaning and waxing is needed to keep the surfaces in top condition and protect
them from UV.
Cleaning ~ soap and water or a detergent will remove most of the dirt and salt (adding a small
amount of vinegar when washmg down will help to remove stubborn salt deposits). There are also
a number of special glass fibre cleaners available.
Harsh abrasives and chemical cleaners are not recommended. Wet anJ dry sandpaper 600 grit is the
strongest remedy, working down to 1000 or 1200 grit, and must be followed by polishing with
rnbbing compound to restore the gloss. Be ca.rt:ful not to sand through the gelcoal surface. Always
try to use ·white' cleaning and rubbing compounds as many non-marine products can result in
staining the GRP and will show up any small scratches.
Waxing~ wax your yacht at least once every year. Wax seals and protects the surface minimising
the coJlection of dirt. Use special boat wax or a silicone-free automotive type.
Painted surfaces with polyurethane or epoxy must not need polishing or waxing for several years,
just clean with a mild soap I detergent and water After several years, if one wishes to polish, then
use only a good light cream liquid polish, which is approved for the marine environment. At all
times, follow the OEM's instructions.
Scratches ~ shallow scratches are rather harrnJess, but if they are deep and expose the glass
mattrng, the lammate may absorb water by capillary action (osmosis). This may impair the strength
of the laminate, so prompt action is needed.
Patching~ if you do not have gelcoal repair materials to hand. consider using PVC 01 duct tape
to cover the damaged laminate as a very temporary measure, as this will keep the damaged area
dty until a profossioual repair can be effc¾:ted. Gekoat repair material& rue available from you1
Moody dealer.
Fenders ~ correctly used fenders will prolong the life of your topside finish. Pay particular
attention to cleamng and damage.
Wash fenders off with a strong detergent solution on a regular basis to remove tar spots, grease and
to prevent them transferring dirt from the dock to your topsides. Thoroughly nnse off with
freshwater before re-use.
[f you use feu<le1 socks, it is best to carry two sets and to always have one set getting laW1dered and
dried for fitting as soon as the last set have started to soil.
l$SU82 Moody 54 Owner's Handbook

PAGE 96
Heavily scored or scratched fenders must be disposed of. as they are more likely to pick up and
transter dirt.
12.4.2.2 Underwater appendages

The unde,water c;urface of your yacht is protected by gelcoat that muc;t be in'-pccted annually for
damage. You must powerwash the bottom of your yacht. dry it and then carefully examine it for
blistering and ahrasion damage
It is exLremely 11npo1tanl that the unde1water surface is kept intact or water will be able 10 penetrate
the lammate and possibly cause blistering. For example. harsh grinding of the anti-fouling must be
avoidt:d. if the geicoat 1s damaged, the hull must be dnt:d and its mtegnty must be restored as soon as
possible. Six layers of solvent free epoxy are recommended where the gelcoat 1s missing. When
making goo<l rni1101 abrasion:.. US(: t:poxy filk1
Prior to application of the epoxy, the hull must be thoroughly dned, abraded. degreased and dusted.
Solvents must not be used to prepare the surlace.
If you are in an} doubt as to the correct method for repair. you must seek the advice of a
reputable boatyard.
Zinc anode ~ m order to maintain the efficiency of the cathodic protection system the hull
mounted zmc anode must be replaced when 50% eroded. lhe anode must never be painted /
antifouled. When you replace the zinc anode, it is ve1y important that the replacement anode is
1denacal to that fitted by the builder and that the bondmg wires are reconnected correctly Replace
all nuts and washers (only serrated washers must be used - see figure 12.2).
Figure 5 7 - Sacrificial (Zmc) Anode Fitting
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Moody 5" OwMr's Handbook

------------------------------------- PAGE97
If your yacht has spent anytime in freshwater, the anode may have passivated and be ineffective
Ihis will be evident by a wlute powdery coating over the nonnaJI), grey metal A passivated anode
can be reactivated by wire brushing through to the grey metal.
If you iutend lo keep your yacht in fresbwale1 for any length of time, you must speak to you,
anode supplier about fitting magnesium-based anodes in place of the nonnal zinc ones to
p1 e, ent pa�!m at ion.
Anfifouling paint ~ tJ1ere are basically two types of antifouling - soft. which can be scmbbed
away, and hard. which tends to build up until it starts to peel off. As standard, we use a regular 'soft
type' antifoulmg pamt suitable for average usage. Your Moody dealer can give spec1aJ1st advice on
the most suitable coatings if required.
Anlifouling is kuown to be less eIT�Live in wan11 watei � and more n:gular scmbbing i� hkely 10 bt:
requm¾i. Vi'hen re-coating, choose a product that is compatible "ith your existing antifouling.
C'o11�ide1 tak111g advice from local chandle1� marine painbhop� and other yadtbmen to (ind out
which products work best for your area.
Remember that anrifouling contains toxic chemicals that can hann eyes and lungs. Never dry sand
old anafouhng that will cause dust to fly around. Wear appropnate goggles and respirator even
when wet scrubbing or sanding. Never use paint removers on GRP surfaces. Anttfouling containing
copper, lead or mercury may accelerate the detenoration of the zinc anode.
P-brackets and skeg heel fittings~ these are made from bronze and do not need to be antifouJ pamted.
Ballast keel your yacht has an external bolt-on keel, which is virtually maintenance free.
Howe,er, care must be taken to inspect the fof'\vard lowe1 area of the keel \\hen hauling-out your
yacht to check for any abr&iom, 01 giolllldin� damage.
lbe nnpact of nmning aground heavily can cause strucniral damage and must he carefully mspected.
lntemally the framing and flooring that carry the keel must be checked for their integnty.
On hauling yachts with bolt-on keds, you will notice that along the JOm between the hull and the
ball:::st keel there is a crack in the paint. Different thermal expansion and contraction in the
materials cause this. which is inevitable and 111usl cause 110 pioble111� Yow yacht has a deliberate
expansion joint made of soft polyurethane to accommodate the expansion. lf the crack opens up
�lightly afte1 g10w1ding, polyw-etl1a11e �ealant can be u�ed to make good the c1ai.;k. Au elastic
polyurethane sealant must be used; this can be antifouled over when dry.
If the crack appears large then the keel bolts may require re-tensioning and / or professional advice
must be sought. The requirement for re-tens1onmg keel bolts and tor mspectmg them every three
years must not be forgotten. To re-tighten the keel bolts, it is important to remove the nuts and
washers, clean off the old sealant and replace.
Seacocks ~ must be operated at frequent intervals (monthly at least) to prevent them from seizing.
up. Seacock valves must be closed wherever possible and inspected for their watertight integrity.
('heck security and integrity of hosing and clips. Refer to the OFM literature regards servicing an<I
maintaining the refrigeration and freezer scacocks / heat exchangers.
12.4.3 Decks, coachroof and cockpit
12.4.3.1 GRP surfaces

Mamtenance directions for the decks, coachroof and cockpit areas arc the same as those p.1ven for
the hull.
Moody S4 Own<or's Handbook

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Issue 2
PAGE 98
12.4.3.2 Stainless steel work

From time t0 time, it will he necec;c:ary to pohc:h c;tainlesc; c;teel fittingc; t0 rem0, e tamic;h Fittings
must be visually checked and polished when required. The exact frequency will depend on how
often your yacht is washed off with freshwater and on the purity of the local at111oc;phere.
Brown 'tea-staining' or even the development of rust cannot be d1scounted. Cast fittings are more
prone to sta,mng than machmed or welded tittmgs. This stammg must be removed by pohshmg
with a good quality metal polish sold specifically for cleaning stainless steel. The more often
fittmgs are polished. the less likely they are to suffer from further stammg.
A,oid using ferrous tools on starnless fittings as these leave microscopic quantities of steel pressed
into the stainless, which will rust and stam.
In particularly saline conditions such as those experienced in the West Indies, 1t 1s a good idea to
protect your stainless steel deck fittings with a lacquer, especially ,t your yacht 1s to be lrud up out
of commission for a while.
12.4.3.3 Hatches and portlights

Hatch and wmdow seals must be cleaned regularly with freshwater L se a soft cloth and plenty of
freshwater to avoid scratching, do not use a scrubbing brush. When cleaning opening portlights,
open the port and wipe around the mside of the gliiss to enc;ure that when cloc;ed 1 clean c;eal can be
achieved between the glass and the seal.
Seals must be cleaned of grit and debris and covered with a light smear of silicone grease. then
wiped off Tius wiJI prevent the Iubber from perishing and sticking to the frame in hot weather.
Remember to open and close all hatches and wmdows regularly. this stops the seal bemg
pt:nnanently :.4u<t!>he<l, which can eventually caw,e a batl seal anti theref01e a leak. \\ iutlow seal
replacements arc available from the OEM.
In moorings prone to high winds and airborne sand. we suggest you fit deadlights whenever
possible to avoid damage caused by pitting from the blown sand to the windows surface.
12.4.3.4 Teak decking

The grey loo!.. of a weathered teak deck is the result of l rv light degradation of the c:urface timber
fibres. Cleaning involves either flushing with water to remove dirt and stains and retaining the grey
look or cleaning with a proprietary cleaner to restore the teak brown colour n,c second process
involves the removal of microscopic quantities of surface wood fibres to expose fresh un
weathered timber. Abrasion w1th scrubbing brushes or high-powered Jet washes will also remove
surface wood fibres.
Any use of proprietary cleaner 01 excessive scrubbing 01 jet washing will reduce the life of the teak
deck and caulking by lea,i.ng the more resilient caulking material proud and liable to damage.
TI1e1efore the ownet must choose a balance between 111aintai111ng an acceptable appea.iance
commensurate with longevity.
The natural teak oil in the timber 1s an extremely good preservative in its own nght. We do not
recommend apphcabon of any add1tJonaJ propnetary preservative. fhe deck must snnply kept
clean and as free of dirt and caked salt as is possible.
Cleaning ~ where available freshwater must be u:,ed in preference lo :.all. Saltwaler crystal:, focu:,
L V light on the timber fibres and increases abrasion when di).
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Teak Cleaner~ any proprietary teak cleaner may be used as long as the directions on the product
are carefully followed. J'horoughly nnse otl of any product used to ensure that its effect 1s
neutralised especially adjacent to stainless steel fittings.
Scrubbing ouly a sofl broom or mop must be used and LIie <leek musl be scrnbbed with crue,
adopting a random scrubbing pattern mainly across the wood grain. A.long the gram scrubbing must
ouly be used to 1e111ove s1a111s and then with g1cal care, a:, this d11ectio11 of s1;rnbbi11g 1emoves
excessive amounts of timber
Where the caulking compound 1s damaged, prompt repair is recommended in order to prevent
water 10gress mto the seams causing forther damage. For details of the caulking used on your
yacht. contact your Moody dealer who can provide repair advice.
Stain removitl ~ scrub locally acioss the grai.11 with a stiff brush 01 semi-abrasive pad usmg wate1
a.'1d detergent (washmg up liquid). Rinse off thoroughly.
Damage to decking ~ mmor damage such as small abrasions can be sanded out carefully, Larger
areas of dainage must be reforred to a competent boatbuilder or teak deck spec1ahst.
Tropical considerations ~ in tropical climates, a daily wetting down of the teak deck is
recommended to reduce the drymg off ot the teak's natural presenring ml.
12.4.3.5 Windlass
W Wash the windlass with freshwater regularly and follow the OEM's maintenance mstruchons.
Windlosses must be run periodicolly to circulate the grease in their bearings.
The stripper arm that removes chain from the gypsy must be inspected for an� signs of deformanon
on a regular basis. It 1t 1s distorted, it 1s ltkely to prevent chain nmmng on the gypsy freely and
serious damage to the windlass can result.
12.4.3.6 Anchor and chain

Anchors muc;t be regularly in<;pected for damage~ commonly cauc;ed whilc;t herthmg. Oefonnation
of the original shape can have a dramatic effect on the anchor's ability to hold Swivelling parts
must al5o be regularly inspected for wear
Cham in the locker must be end-for-ended annually to ensure even wear and to prolong the life of
the galvanised protection. The locker must be washed regularly with freshwater to prevent the
build-up of salt ai1d mud. Ensure that the drain holes for the chain locker are clear
If the anchor 01 chain strut to rust, they musl be hot <lip re-galvanised or replaced. A void too thick a
zinc coating, which will affect the calibration of the chain in the windlass gypsy.
12.4.3.7 Warps
Inspect regularly for chafe and annually wash m freshwater If e:-<cessively chafed the) must be
replaced and if they strut to harden excessively ~ such that they are intractable and hard to handle
(thic; can be indicative of elongation prior to failure) brought about by 11ltra-v1olet light
degradation. ln this instance, replace.
12.4.3.8 Canvas work

Sailcoverc;. ,;prayhoods, dodgerc; himinic;, dinghy and outboard CO\er<;, pedestal cover<; winch and
windlass covers all benefit from frequent washing with freshwater to remove encrusted salt which
rots stitching (even c;ynthetics) and abrades the cloth When the colour of the cloth 5ta11c; to fade
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PAGE 100
significantly, you must consider replacing the article~ especially where it is called upon to protect
personnel ~ sprayhoods and dodgers bemg important cases.
12.4.4 Sailing systems
12.4.4.1 Spars
Anodised spars must be regularly inspected for chafe and washed off with freshwater wherever
possible. Damage to the anodising in the fonn of scratches or chafing must be protected with zinc
chromate paste applied by brush. The spar must be washed off and wax polished at least once a year.
All moving parts must be inspected annually for wear and replaced if worn. Lubricate - grease
types will vary according to beru.ings. Some sheaves incorporate self-lubricating bearings; others
will require greasing with the correct grease specified hy the OF.M.
All screws and rivets must be visually inspected to check they have not started or moved. A
profoss1onal rigger must be employed to examine any that have. If a wlute powdery corrosion ts
evident, this must also be exru.nined. Regular washing and waxing can help inhibit corrosion.
12.4.4.2 Mast gator I seal

The mast gator (or <.eal) must be checked at regular intervals for its correct fitment and watertight
integrity. Water leakage or incorrect fitting will lead to water seepage and eventual damage to the
interior woodwork. On any sign of damage or fatigue, the seal must be removed and replaced.
12.4.4.3 Standing rigging

Stainless steel standing rigging provides long service life with low levels of stretch and corrosion.
Maintenance must be limited to frequent washing with freshwater and regular damage inspections
- especially by way of all terminations, end fittings and wear points. Any stranding of wires must
be treated as an extremely serious matter and wires replaced immediately.
Annually, it is wise to employ a professional rigger to inspect the rig. Check 1igging screws are
sound, showing no signs of deformation or thread stretching.
Standing rigging must be replaced every ten years or so, regardless of apparent condition as it will
have staned co work hru.·den in service and may fail without warning.
12.4.4.4 Furling gear

bIJ Wash with freshwater and inspect on a weekly basis. Annually service, in accordance with the
OEM's literature. P:iy particular attention to the swivels ::it the tops of stays which :ire out of sight
and hard to inspect when i.n service. Replace the drum furling line if chafed.
12.4.4.5 Running rigging

Frequent washing with freshwater will remove impregnated salt crystaJs, which abrade the rope
intemaJly and shorten its life. Washing will also reduce the apparent hardness of the rope, making it
easier to handle.
Any frayed ends will quickly work their way aJong the rope and reduce its working length to the
pomt that 1t will become useless. Any rope that starts to fray must be whipped immediately.
Application of a flame will temporarily melt and seal the rope.
Wl1�11 i.nspecliug for chafe, pay pa1liculru.· attenliou to points where line� tum llu-ough sharp angles
or are held in jru.nmers or repeatedly tum around \,rinch drums.

PAGE 101
12.4.4.6 Salls
Modem sailcloth and building technique<; are <;uch that c;aiJ<; are incredibly <;trong and ahle to take far
more punishment than in the past. Nonetheless attennon to basics will make them last
Sruls must be washed at frequent mtervals w,th freshwater to remove salt bmld-up and dned fully
l,cfu,e stowing 01 fwling to prevent mildew.
When at s� care must be taken to ensure sails do not chafe on the ngging or spars and if stitching
does fray ,t must be restitched as soon as possible, especially on s111gle seams and leeches which
are highly stressed and will run if not caught immediately.
Don't cany too much sail unnccc�ly - reefing or handing sails early wdl make for a more
comfortable passage and boat speed will be maintained because your yacht is sailed upright.
Annually. you must put your sails m the care of a reputable sailmaker who can wash and \alet your
sruls. make repairs and replace suspect panels.
After five years or so (especially in the tropics), you must consider replacing your working sails -
the sailcloth by this nme 1s likely to be work hardened and can be bnttle and prone to tailure.
12.4.4.7 Winches
blJ Wash off with freshwater as often as possible. At the interval detailed in the OEM's literature,
winches must be dismantled for servicmg in accordance ,,1th their instructions
Investigate any winch that shows any sign of not 'clicking' smoothly This may be an indication of
faulty pawls or pawl sprmgs. which can be potentially dangerous. Avoid us111g the wmch until 1t
has been dismantled and checked. l11is is not a difficult job. if done with care.
When dismantled, light machine oil can be used to lubricate wmch pawls and the OEM's
recommended winch greii<;e mu<;t he 11c;ed on all hearing c;urface<;
When re-assembling self-tailing w111ches, care must be taken to ensure that the balmg arm 1s fitted
so that the tatl ot the sheet flakes neatly mto the cockpit.
12.4.4.8 Deck fittings and blocks

Blocks, track'!, cars, deck-organi<;er<. 11nd j11mmen ~ regular!> nn<:e with fre<;hwater to ensure
that moving parts are prevented from seizing. Inspect closely for wear to bearing surfaces and
protective anodising. Replace all c;u<;pect fittings
Shackles, clevis pins and swivels ~ must be replaced as soon as the wear pomt reduces the fitting
or pm by any noticeable amount.
12.4.5 Main engine, propulsion and related systems
12.4.5.1 Main engine

Future problems can often be alleviated by daily inspections of the engine for mmor water weeps.
oil weeps, dust from chafe, belt dust. fuel weeps. loose nuts and bolts. et cetera.
The engine OEM's handbook will show service intervals. Ensure an initlal first service is
unde11aken at the recommended interval or the engine will suffer unnecesc;ary wear and may
invalidate your warranty. At this time. engine mounts, shaft couplings. alignment and so forth must
also be checked It is also a time when any potential problems can be diagnosed earl).
==---------------------- --------- --
Issue 2
Moody 54 OwNr's�
PAGE 102
12.4.5.2 Fuel system

FuE'I and thE' fuel tank~ the diec;el tank cover,._ fitted with an in4-pection CO\'er to allo\.., acce"" for
cleaning and maintenance. The cover has a rubber seal that compresses on the top of the tank to
make the tank water and fuel tight When refitting the tank cover. make sure that the inside of the
tanl-. cover and the top around it. are very clean. Any grit or dirt will stop the seal working and
cause the tank to leak. When the tank cover 1s remov� smear a trace ot silicone grease around the
seal before refitting.
To clean the tank, you must first drnin off any fuel and then dispose of any wate1, <lift, sludge and
gelatmous material in the bottom of the tank. The whole of the tank must then be wiped dO\\n with
absolutely lint fiee cloth:. workiug f10111 tJ1e top to tJ1e bottom of the tank. Locate the coa, se wi1e
gauze fitted to the uplift pipe (there may be more than one if there is a draw for the central heating
system* and / or generator*) anJ ensure that it 1s clean and free from deb1i::. If you 1equi1e a
'-oh·ent to help with stubborn stain" and dirt U'-e paraffin (kerosene)
( Al no-....! ensure your workmg space 1s extremely well \ ented �md that )ou weru protective
clothm� to orotect vourself a1mmc;t all soill� and skm contact
Gelatinous material may be indicanve of biological organisms growing in the fuel tank tlmown as
'diesel bug'). A strong smell of hydrogen sulphide (similar to rotten eggs) is also indicative of the
problem. lf you suspect contamination, you must replace the fuel filters. then force compressed air
through the fuel lines from the filter head to the tank. This will clear any jelly that may be present.
On filling the tanks. you must treat the fuel and fuel system with a propnetary Lreaunem fo1 d1esei
bug' at the recommended dosage and repeat as often as you fill your tanks till your system shows
no 1race of jelly.
Preventing water entenng the fuel tank is the best method of stoppmg the diesel bug growing.
When mamtammg your tuel tank and throughout the season, mspect the 0-nng seal incorporated m
the deck filler cap. Keep the seal clean, free of dirt and intact and water must not enter the tanks.
LJo take care where you fuel and ensure that the fuel commg on board 1s not excessively dirty or
carrying water
Fud tank stoµ0ocks must be visually inspected to enswt: they are :.ound and opeiated to test that
they close. The fuel will provide lubrication.
Fuel filter ~ prior to use, the main fuel supply is filtered though a Separ filter / water
separator unit. The water separator must be checked at regular intervals for any signs of
water [f there is, you must stop using the fuel immediately. clean the filter bowl and change
the tilter. See OEM literature.
12.4.5.3 Stemgear
Your yacht ha" a P-bracket honded into the hull to support the outhoard end of the propeller shaft.
The P-bracket mcorporates a 'Cutlass' type bearing which is water-lubricated. These bearings are
presc;ed into the bore of the bracket and retained by 4-tainless steel gnib 4-crews
The bearing must have a long life in clean water, but high silt and mud levels will accelerate wear The
beanng will also wear more qwckly m the tropics where the rapid build up of coral will soon cause
detenoratioo. A spare cutlass bearing must be carried if distant water crwsmg is contemplated.
If it beco1m:s necessruy to replace a badly worn bearing and boatyaic.l facilitit:s are not available,
removal can be facilitated by remo, mg the propeller shaft and then making a lonf:!.1tudinal sa,, cut
tJuough the wall of tJ1e beaiing with a hachaw blade. l11e :.haft doe!:> not have to be 1e111oved in
order to remove the bearing but it certainly makes the job easier. Remove shaft; remove grub
:.cit:"":. and tap �utla:.:. beating out towards tJ1e an end of shaft.

Issue 2
PAGE 103
Fit new bearing in reverse direction, firstly dressing the inside of the bracket and then putting a
hght smear of grease around outer casing of beanng to help it sltde mto the bracket. Refit grub
screws with thread lock compound and put silicone over screws to seal off flush when finished.
Calcium deposits ~ in certain areas where yachts remain wiused for long periods, a hald calciwn
deposit may form between the rubber webs in the cutlass bearing. When the shaft revolves for the
first time, the hard calcium deposit Call damage the beating swf ace. This is normally a::.sociated
with noise and vibration from the bearing area. If this happens, stop the engine at once and
investigate. 111e deposit Call be removed with a shal·p scraper. To gain access to the bearing area.
uncouple the prope!Jcr shaft at the engine end and slide it back until the affected area is exposed.
When hauling-out your yacht or inspecting by diver ~ examine the cutlass bearing for excessive wear.
Shafting and shaft seals ~ the shaft is manufactured from marine grade stainless steel. It is very
impm+.:mt that a professional checks the shaft alignment annually. lf either shaft becomes misaligned,
:.ay by the propelJer or shaft hitting a submerged object, it can cause vibration and excessive shaft /
stemgear wear and must be properly investigated.
Seawater is prevented from entering the hull via the shaft by a water-lubricated shaft seal. Spare
seals are supplied already on the shaft in a small black plastic case. These seals are dnpless and
water-lubricated via the engine cooling system and are relatively maintenance free.
111e shall must be kept clean, ::.h.inny and fiee of any oil or grease thal may act a!) an i::.olator under
the bonding brushes.
IJJ Refer to the OEM literature for checking and replacing shaft seals and bonding brushes.
12.4.5.4 Propellers
Other than fouling or physical damage, the greatest risk to propellers is through de1incification
(galvanic corrosion) when the cathodic protection system is not maintained correctly.
[f yow- yacht is fitted with a self-feathering* propeller, it will require internal greasing to keep its
moving parl::. wu1k.iug pwperly. llii::. mu::,l be w1<lerla1'...:u c8(;h Lime yuw yad1l ii> haule<l-uul, bul a::. a
minimwn at least once a year. Some self-feathering props have a saetificial zinc anode built-in. It is
essential to check this frequently and ensure that it is changed as necessaiy. TI1ese anodes may I.Jc
difficult to source, as they are custom made for the propeller. See chapter 3 and al1y O1::.M literature.
12.4.5.5 Bow thruster•

W Bow thrusters use a single zinc anode outside each propeller for cathodic protection. These anodes
must be maintained in accordance with the OEM's literature. Pay particular attention to inspecting
and replacing this anode as part of your regular inspection of the cathodic protection system to
ensure the future integrity of the bow thruster.
There must always be oil in gearbox oil reservoir. Refill when necessary. Change the gear oil a
minimum of eve1y second year. Check ilie gear oil quality in the gearbox every time the yacht is
out of the water. See OEM literature for details.
Re-tighten the bolts holding the gearbox lo the motor bracket dw-ing the fLrsl on-land service with
the specified bolt tightening force.
Keep the propellers and gearbox clean from marine growth by painting with antifouling before
every season. Do not however, paint the seals or the zrnc anodes.
Annually, you must check that:
l. The propellers are secw-ely fastened.
Issue 2 Moody 54 OINner's Handbool<

MAINTENANCE ANO FAUL TFINDING PROCEDURES
PAGE 104
2. l11e bolts holding the electric motor to the motor bracket are fastened correctly.
3. TI1e a rea where the bow Lhrusler is installed is clean and d1y. If there are signs of water
leakage you must find the source and eliminate it.
4. All electrical connections are clean and fastened finnly.
5. Make sure lhat yow· batteties are in good condilion so that Lhe tluuster gels a good
voltage. Low voltages will give a reduced performance from the thruster.
12.4.5.6 Generator*
blJ The generator is in effect another engine; it must be maintained in accordance with the OEM's
literature. Ensure you check any internal anodes in the cooling circuit. The some checks carried out
for the engine compartment apply.
12.4.6 Main helm and ancillary steering systems
12.4.6.1 Wheel steering system

Steering wires must not deflect more than approximately 2.5cm (I") when squeezed by hand
adjacent to the quadrant. It is nonnal for steering wires to stretch considerably when new and a
certam amount of 'beddmg m' will take place during the early ltfe of your yacht or on long
passages. Any excessive play in your yacht's steering may well be attributable to wire stretch and,
whatever the cause, this condition must be investigated promptly to avoid the nsk of the steenng
wire falling off the quadrant and sheaves witl1 subsequent loss of control. Over-tight cables,
however, will produce heavy steering.
Finally. you must farniliatise yourself with the system's gear sheave grease points and lubricate
regularly in accordance with the OEM's literature. Please pay particular attention to tlle part
ree:irciing ::tssessing the steering cahle integrity. We recommend that you ch:mge the steering wires
every three years for safety.
Check tllat salt and rainwater are not gaining enuy to the inside of the pedestal assembly. lf water
appears to be entering the w1it at will, it may become necessary to remove tlle top cover and reseal
tlle umt using a proprietary sealant. Check the OEM's recommendations beforehand. Penodrcally
wash tlte pedestal unit with freshwater.
12.4.6.2 Rudder blade, bearings and lip seals

Other than through damage caused by grounding or by hitting a submerged object, rudder iip seals do
not need to be replaced for at least five years, however if there appears to be any excess of movement
or piay in the rudder they may need to be replaced. This can only be achieved when your yacht is
lifted and me rudder dropped out from the tube. Refer to your Moody dealer for information
regarding replacement parts.
Other than this, check annually when your yacht is hauled from the water the rudder blade and
beanngs for therr mtegnty and play. Steering becomes less efficient as beanng wear increases, the
bearings must tllerefore be checked annually and replaced if necessruy. Rudders can leak slightly as
the water-lubricated lip seals wear.
12.4. 7 Electrical System
12.4.7.1 DC-Power~ 12-vol tsystem

12-volts refers to the systems nominal voltages. Actual voltage readings obtained will vary
according to the state of charge of the battery bank.
!$sue 2 Moody 54 Owner's Handbook

PAGE 105
WAR"-IING! ~ nc,cr modify your yacht's electrical systems. Onl) a qualified mannc electrical
technician must pcrfonn alterattons to the clcctncal S) c;tcm Any wu mg d1agrrum; must be updated
at the same t1 me
12.4.7.2 Batteries
Topping up batteries~ batteries must be topped up at least every two to four weeks Make sure
the level of the electrolyte (battery acid) is always 10mm above the top of the plates. This level
can change suddenly because of evaporation, because of your yacht pitching in a seaway or
because of overcharging.
If the water level is low, top up with distilled water and nothing else (always carry it on board).
Never add tap water to a discharged battery. The plates absorb the acid when charging and eh.is is
forced back out causing electrolyte levels to rise, which may cause an overflow and thus weaken
lht: aci<l conct:ntration. Tnis rnsuits in an apprt:c.:iably shorlt:r battt:ry lifo.
The specifie gravity of the acid must be checked with a hydrometer every six months. If the value
of any individual cell differs from the rest of the bank by more than 5%, this 1s mdlcaave of cell
failure and the battery must be professionally confirmed prior to replacement. Never attempt to
move acid from one ceU to another. 8efore the ceJI caps are screwed down, check that the air holes
are not obstructed
Check, clean aud grease the battery cable connections between the post and the com1t:clor with
silicone grease every six months.
w Ai:, , "'' , 1 "ever use- nn npen tlm,,e Y. hen near batteries. battcnes 1•i, e f\ff h ,rll'""''ll ••'ls.
Do not leave batteries in a discharged state, as this will cause sulphating and the rapid deterioration
of the battery.
Battery charging ~ battery charging is required when the open circuit voltage (all DC-equipment
turned otl) drops below 24.4-volts (12.2-volts on the 12-volt system). Furtllennore, 1f the voltage
on a bank of batteries is allowed to drop below 21.0-volts (10.5-volts on the 12-volt system), the
battenes w1ll be permanently damaged - never recovering their full capacity and failing
prematurely. Voltmeters (for engine starting and the auxiliary battery banks) are provided on the
main electrical switch panel for monitoring battery condition and charging status.
When charging the batteries, the charging current reaches its maximum level immediately after
engme starting (or switching on a shorepower supply). and then gradually decreases as the batteries
become charged. Charging voltages as high as 24.4-volts to 27-volts (12.2-volts to 13.5-volts on
the 12-volt system) can be observed as a nonnal part of the chargmg process.
Charging time can be anything from one to three or more hours per day, depending on battery
usage - the wmdlass, bow thruster*, electnc wmches. electric furlmg systems* and autopilot
systems* can use a fair amount of power - remember it is the accumulative amp/hour drain of all
the UC-equipment that has to be replemshed.
Battery chargers ~ the equipment must only be serviced in accordance with the directions given i.n
the OEM's literature.
12.4.7.3 AC Power~ shorepower

& t:.u:.l 11,11... Al HAL.AKU 1 AC po"er at ship generated and dockside ..,oJtages can ktll 1f used
incorrectly or if the system 1s 1ncorrcctly maintamcd "'-lever modif) your yacht's elcctncal S) stems
Issue 2 Moody 54 Own0<'s Handbook

PAGE 106
or relevant drawmgs. Fmploy a qunhfied marine electncal techmcum to sen 1cc. ma111ta111 or cany
out M) modifi ..ations to the S)Stem
& El HTRIC'AL HAI.ARD! when your yacht 1s laid-up ashore. the AC' system must not be uc;ed
unless a suitable earth wstem 1s nrm 1ded
The only ovmer maintenance that must be earned out to the AC system is to visually check the
deck shorepower socket(s) and domestic outlet sockets below decks for physical damage. In the
case of mtemal sockets, care must be taken to ensure that the insulated covers fitted to outlet backs,
which may be visible in under cushion storage spaces, are not damaged by the contents of lockers.
Where the system becomes damaged, you must employ a qualified marme electnc1an to repair 1t.
Use double insulated or three wire protected electrical appliances whenever possible. Com1ect
metalltc housmgs or enclosures ot mstalled electncal apphances to the protective earth system.
Green with yellow stripe conductor
u t '- 1 k.1i.. AL nALAKLJ' nc,er attempt 10 modify n shorcpo\\er connector. l sc only
compatible connectors
12.4.7.4 Wiring
A.II electrical tenninations must be inspected for corrosion and the formation of verdigris. This is
especially important where the wiring terminates in damp compartments such as the anchor chain
locker Corroston must be cleaned off and the item sprayed with a de-wetting agent sold
specifically for the protection of electrical switches and circuits. The excess must be wiped off and
a smear of silicone grease applied to further protect the termination
12.4.8 Freshwater system
12.4.8.1 Sanitising the System

Freshwater systems require regular routine maintenance to deliver a consistent flow of
freshwater. Depending on usage and the environment the system 1s subjected to, sanitising may
become necessary.
12.4.8.2 The System in General

With regards to general maintenance the following items of maintenance must be undertaken:
a) The system pipework must be checked visually from time to time for leaks and mtegrity.
Leaks must be repaired or the offending pipework replaced.
b) Tue freshwater {iJtcr (in-line mesh strainer) must be checked monthly for foreign debris.
The filter unit has a twist-lock action allowing c;1mple accesc; for cleanmg The frec:hwater
filter as fitted to the tank side of the pump w11t.
c) The accwnulator tank may require topping up if the system starts to pulse excessively.
Refer to the OEM's literature.
12.4.8.3 Calorific System

Freshwater is heated using waste hot water from the main engmes indirect cooling system,
delivered throu!?,h piping to a heat-exchanger coil in the calorifier b)- expansion l\i1ust repairs be
necessary to the calorific system the calorifier and pipework can be isolated from the engine
coolmg system using taps fitted to the engine. If these pipes are disconnected for any reason, the
main engines mu<;t not be started until the pipes are reconnected.

PAGE 107
To re-prime an empty calorifier, open any single hot water tap until a steady air-free flow of water
1s achieved.
12.4.9 Bilge, toilets and sewage system
12.4.9.1 Bilges
111e bilge must be maintained as clean as possible at all times. Debris allowed to drop in the bilge
and not recovered is a significant factor in bilge pump blockages ~ especially if there is a major
leak to wash the deb1is around. Ensw·e you recover all debris dropped m the bilge. Check that
limber holes passing through stringers and frames are kept clear.
Weeps from the sewage and grey water systems must be fow1d and cured immediately. Oil from
the engine and generator bilge must be contained and disposed of at approved disposal points. Oil
control matting is effective at assisting with this task.
Attention to all these points will make the task of wac;hing out your bilge easy and prevent foul
'bilge' odours occurring. A Monthly wash through with a proprietary bilge cleaner and freshwater
W1IJ protect against smell.
After five years or so you must consider painting the bilge in order to make it cosmetically clean.
Details of pamt systems used can be obtained fi-om your Moody dealer.
12.4.9.2 Toilets
Tf your yacht is to be laid-up your for the winter where there is any risk of freezing, the following
precautions must be taken:
a) Pump the toilets to ensure that no soiled water remains in the system.
b) ln saltwater areru,, flush the toilet system through with freshwater ru1d treat with a suitable
ammonia-based disinfectant.
c) Close the inlet and outlet seacocks.
d) Remove the drain-plug in the base of the unit and operate the hand pump until the
system is dry.
The toilets must be cleaned frequently to avoid unpleasant odours. Wash the toilet bowls witll
freshwater (by closing the raw water inlet seacock and pumping W1th freshwater mtroduced to hose
or bucket the bowl) and a wasl1ing up liquid. Persistent stains can normally be removed by using a
propnetary marme toilet cleaner obtainable from most chandlers. Never use antifreeze, acids, harsh
alkalis. household bleach or abrasive pads to clean stains or calcium deposits in the marine toilet
system. Calcification build-up can be slowed through annuaJly filling the pipework and toilet bowls
with brown vinegar and allowing it to stand for 24 hours before pumping overboard witll
freshwater. This must be carried our immediately before the winter lay-up.
After a reasonable petiod of non-use such as the winter lay-up. the inner surface of the toilet pump
cylinders must be lightly coated with Vaseline. We recommended that OEM toilet spares be carried
at all times to allow on hoard servicing.
Flexible pipework in the whole toilet system must be replaced every three years or so due to
pipework becoming gas penneable with age and mtemal calc1ficat:Jon caused by manne organisms
and chemical reaction caused by cleaning agents flushed through the system reacting with
sattwater. Replacement pipes must be made of marine grade sanitation hose only.
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PAGE 108
12.4.9.3 Holding tanks*

When leaving your yacht for any period of time, you must always pump-out the holding tank in an
appropriate shore based facility, especially in areas of high temperature or where there is any risk
of freezing
Flexible holding tank piping must be replaced after every two to three years, as the piping will
become porous and odorous. The longevity of the p1pmg 1s affected by the climate and the hotter
the climate, the less the lifetime of the piping.
Anti-siphon loops on the inlet and discharge side of the pipework must be maintained as for anti
siphon devices.
12.4.9.4 Shower and toilet compartments

These compartments are subject to continuous dampness and must be well ventilated at every
opportunity to keep them sweet and to prevent mildew and damage to finishes.
The plastic trays must be treated as for the GRP hull maintenance. Only use soap and water to wash
down chromed fillings. D1y and polish wilh a soft cloth.
Sealant beads at angles must be repaired if they become damaged to prevent water ingress behind
the matenaJs. If aUowed to continue, this could start rot m structural umbers so thts pomt is
particularly important.
Scratches in Avonite type sink sunounds can be polished out, but you must seek specialist advice
from your !'v1oody dealer before carrying out this work.
Teak gratings, when fitted, must be cleaned of all soapy residues, especially in the recesses and set
out to dry as often as possible.
12.4. 1O Liquefied petroleum gas system

LPG (butane) is a safe fuel as long as the operating advice in chapter l O is followed and as long as
the system is well maintained. lf you have any doubts at all regarding this. you must employ the
services of a qualified gas fitter to cany out this work.
Annually the cooker must be serviced and leak tested by a gas fitter. The flexible hose at the back
of the cooker must be checked for chafe and replaced every two years. The gas bottle regulator
must be checked for corrosion and replaced if necessary. The gas solenoid valve and gas detector*
must be checked for operation.
The whole system must be visually inspected for chafe and pressure tested to verify that the
pipework is pressure tJgbt. The gas locker drain must be checked monthly to ensure the dram hole /
gas vent is unobstmcted and that the drain hose is properly secured at each end. Annually, have a
manometer test undertaken by a CORUl qualified gas fitter.
12.4.11 Heating*, venting and air-conditioning*
12.4.11.1 Central heating*

W Central heating maintenance must only be undertaken by a suitably qualified engineer unless
otherwise stated by the OEM See OEM literature for fmther detail
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PAGE 109
12.4.11.2 Air-conditioning*
II} Only qualified engineers who can make the specialised adjustments required of these systems must
maintain the air-conditioning system. You must absolutely :ivoid adjusting the system except by wny
of the cabin thermostat controls. See also the OEM's literature.
The air-conditioning units run at a much lower temperature than the surrounding atmosphere and
condensation will form on the w1its. which will drip off them. This is caught and collected by trays,
which the units sit in. These trays must be cleaned periodically ~ as often as weekJy in very humid
conditions in order to prevent the condensate tainting them. The fins and pipework of the w1its
must also be dned off takmg care not to bend any of the fins.
At the interval detailed in the OEM's service schedule. or if the compressor wastewater appears to
reduce in volume, you must check and clean the in-line filter in the saltwater inlet for the systems.
Annually, the �water pipework must he hack-flw,hed Wlth freshwater 10 enslrre it is cle1lr
Air-conditioning condensate is pwnped overboard via forward and aft grey water boxes using
electnc level sensmg pump uruts. Maintenance of the pumps consists of dtsmantlmg the head
armually to inspect the diaphragm and flap valves and replacing as necessary. See OEM's literature
to confirm details of this work.
12.4.12 General and domestic
12.4.12.1 Refrigeration and freezer \

w Both the refrigerator and the freezer cooling systems must be maintained by qualified refrigeration
engineers who can make the <;peeialised adju<;tment<; required of these ")',;;terns You must ahc:;olutely
avoid adjusting the system adjustment valves, wl1ich have been carefully set to ensure the correct
operation of the systems See also the OEM's literature.
When necessary clean the heat exchanger pipe coil. Do not use sharp or hard tools a brush will be
enoug11. lf necessary, the threaded bottom entrance washer can be removed.
Other maintenance consists of good food hygiene practice. Rinsing the boxes out regularly with a
solutton of food sate sterilising tlwd. Maintaining the door seals m sound condition and enswing the
door I lid latches operate correctly~ closing the door evenly down on its seal.
12.4.12.2 Interior furnishings

Curtains ~ carefully remove curtain tracks (top and bottom) ~ labelling them as to which curtain
they came from. Remove the curtains from the tracks and dry-clean only.
ln very humid conditions keep the curtains well aired and dry or they will mildew.
Headliners ~ headliners are usualJy removable to access deck fittings and systems. Out and stains
can be removed by careful wjping with a damp cloth with a little detergent in weak solution
followed by a thorough rinse with clean freshwater.
Lee cloths* ~ lee cloths can be fitted to sea berths to make them more comfortable when your
yacht is heeled over at sea These must be tied to overhead fittings and stretched tight when in use.
They are stowed tlat under the berth cushion when not in use. if the leecloths must get damp or
wet, leave t11em unstowed to dry or they may be affected by mildew. If they get wet or damp with
saltwater, they must be wiped over with freshwater which will d1y more readily.
Upholstery and berth cushions ~ most stains can be removed with a mild solution of detergent.
Sponge up any excess to minimise re-soiling.
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PAGE 110
<.'Al TIO�! use propriclaf) cleaners spanngly in accordance with the 0Pv1's 111c;tructions.
Cleaning leather cushions* ~ for long life, care must be taken to remove dust and grit, gently
brushin!! with a soft bristle brush, foUowed by the use of a hand vacuum cleaner. 'Feed' the leather
using leather cream or food. Stains must be removed immediately with a slightly damp cloth. If a
permauent stain develops you must seek specialist advice from your Moody dealer, as cleaning
methods will depend on the type of leather used on your cusluons.
Cleaning cockpit cushions* ~ these must be regularly flushed with freshwater to remove salt. Stains
such as suntan oils may respond to treatment with a weak solution of clothes washmg powder m
solution but it is vital that this is tested on an unseen area first and flushed off thoroughly afte1wards.
In order not to compromise the closed ceU, buoyant foam used m the cushions, absolutely no solvents
of any kind must be used. After two to three seasons, you may need to replace the foam inserts to the
cushions, which eventually shrink in strong sunlight and high temperatures.
Timber finishes ~ timber must be cleaned by washing with mild soap and freshwater ~ rinsed off
thoroughly and allowed to air-dry. Particular care must be taken to ensure that sealant between
areas such as the galley work surfaces and the timber finishes are meticu1ously maintained. Water
mgress where the seal fails is the most common cause of timber staming.
Annually or as needed, you can apply additional polish but this must be rubbed well to achieve a
smooth finish. Waxes sold for quality furniture polishing must be used.
Joinery is spray lacquered. Your Moody dealer will be pleased to advise you on any remedial work
you must requlfe.
Locker and drawer catches may require adjusting after a settling in period at sea.
Cabin soles ~ washing with mild soap and freshwater must clean timber finishes, then 1inse<l off
thoroughly and allowed to air-dry.
12.5 PERIODIC MAINTENANCE TABLES

The following tables provide a suggested schedule for maintaining your Moody 54 Each heading is
cross-referred with the relevant procedures in this chapter. However, it is very important that you
yourself develop a basic, preferably written down maintenance schedule, taking into account the
following points:
a) As yachts are generally intensively or rarely used in conditions ranging from ideal to
extremely hostile, it is exa-emely difucull lo sel exact service i11tervals for equipment.
Infrequent use usually leads to an increased maintenance requirement because lubricants
an: not cin;ulatt:<l ofltm t:nough to rt:main 1::ffoctiv1::, gri;:a:;1::s hankn an<l fail off tht:
surfaces they must protect, grit and encrusted salt accumulations abrade parts
um11::c1::ssarily am.i cumleusalion a.ml sLagnaul bilge wale, mildews a.n<l 1ols finishes.
Please take account of this schedule and adapt it to suit your sailing style and
envirom11ent.
b) Heavy weather sailing and prolonged passage making will necessitate more rigorous
servicing and reprurs to equipment. Remember your yacht 1s operatrng m a hostile
environment that will take its toll on the various systems fitted. For this reason, you must
ensure that your yacht is more regularly and more meticulously mamtamed than detruled
in this handbook.
c) You must carefully inspect the literature supplied by OEM's and integrate any
maintenance requirement listed therein. Where the OEM's advice differs from that

PAGE 111
written in this handbook. you must follow the OEM's advice. Warranty will almost
certamly depend on it.
Having developed a schedule for your yacht you are strongly encouraged to log. work c,UTied out.
TI11s will help highlight trends and will prove useful support in the unlikely e\ent of you making a
warranty claim OFM's will almoc;t certainly inc;ic;t on you supporting a claim with a record of the
servicing you have carried out.
12.5.1 Daily maintenance schedule
Reference Equipment/ Item Daily Maintenance

12.4.5 Main engine • Oil and coolant levels ~ check and top up.
• Fuel filters~ check.
1�124.5
.. Generator*
--
• Oil and coolant levels~ check and top up.
• Fuel filters ~ check. '
'1·2.4.7 24 and 12 volt DC • Check state of charge of battery banks.
electrics 11
I
=
-. I
12.4.5 Fuel tank • .....
Check level of fuel.
12.5.2 Weekly maintenance schedule
Reference Equipment/ Item Weekly Maintenance

12.4.5 ,;:,
. Main engine ••• Check overall engine for leaks.
I•
. I . .• Check overall engine for winng secunty.
I '
.
!'. • •
Check clcanJ,incss of engine b'lgc.
Raw / saltwater strainer~ check and clean .
.. ,-. Gearbox~ check oil level.
ll·- •·
..
Belts~ check all tensions.
. l
,
12.4.5 Generator* Bdb~ check all tem,ions.
- t
• 24 and 12 volt DC
.
12.4 7 IL e (;heck battery electrolyte level.
!L
.. electrics I�·•
.j
Check function of navigation lights.
· r,.
.1
·r12�4·. 10t;- LPG system Gas detector (when fitted)~ confirm
_ operation
-- -
12.4.hl�
12 4.9
--l Air-conditioning"
Bilge
-- I'!
•-
t·•
Mop out and clean condensate trays.
Confinn operation of electric pump.
Check for debris, e115w·e strum boxes are clear.
1:! 1.3 �
Deck finishes and
-
• freshwater w�h and damage inspection.
stainless steel work
.. . - •
�!.!.---------------------------- -�
Issue 2 Moody 54 Owner's Hanclbool<
PAGE 112
Refettnce Equipment/ Item Wttkly Maintenance

12.4.4 Mast gator / seal • Check fitmen� and integrity freshwater
.. : wash.
12.1.3
' Deck gear I • rrcshwatcr wash and inspect. -�
- ' Freshwater wash and damage inspection.
-•
12.4.4 -
12.4.3 r
--
Winches
Hatches and portligbts '.•
-
Check seals are clean and undamaged.
-
12 4.4 I
. Furling gear • Freshwater wash and damage inspection
12.5.3 Monthly maintenance schedule
Reference
12.4.5
-. Equipment / Item
Main engine
Monthly Maintenance
•.-•
- I
Fuel lines~· inspect all flexible portions for
chafe.
--
-
-
.�
12.4.5 Generator* Fuel lines -- inspect all flexible portions for
chafo.
12.4.6
"' Steering system • ,heck tension of wires of cahle system,._
J2.4.8
-=-
Freshwater system Check filter .
--
r•
!
-
12.4.9 Sewage system Toilets~ flush through thoroughly with
'
freshwater,
��- .. .•..
' F�nders / fender socks ~ wash and de-grease.
� ..
12.4.2 Hull topsides
1 P"" • �
12.4.3 Teak decking Freshwa_ter wash off and inspect caulking.�
..
12.4.3 n
.. II Anchor and chain
'·
·- Flush cham locker with freshwater.
I
12.4.4 II Standing riggint • - Check split pins, tenninarions for cracks and !
- - -· • I II wire rigging for wear
. -• Check action of toggles on rigging screw ends.

112.4.4 I I-• Running rigging
~
'
'
. Check over aJI for chafe.
·' 2 4 Q � Bilge ' •J FJ.vsv with Qjlge,deaner and freshwater,
-.-
remove debris.
• .
·11
•· I est maoual and electnc.btlge pump systems.
• I ..•
·1. I
Check seacocks for operation.
I •• Check function of all anti-siphon devices tn
I .,
' ..- < •
,
,,,pA.11
11
Lifesaving equipment
;I
I
••
overboard discharges.
Check Security of guardrails and stanchions. ,
•• I •I
.
Issue 2
_____________________ _0..-'•�
Moody---'�5"
PAGE 113
12.5.4 Six-monthly maintenance schedule
Reference Equipment/ Item Six-Monthly Maintenance

12.4.5
I
Maio engine .. Refer to engme OEM's literature.
� . •• Fuel filter replace.
I -. •
•
Air filter- clean.
..
II Confirm concentration of antifreeze solution .
1• 7 Check condition of engme mounts.
12.4,5 Generator* • Refer to Generator Set OEM's literature.
. • Confitm concent,talion of anllfr�e1.e �olut1on.
-� Fuel filter ~ replace.
12.4.8 Freshwater system
I'I
.• Freshwater pressure pump in-line strainer
-- filter~ check and clean.
12 4 9 .. • I Sewage system
r• Fmpty and fluc;h holding tankc; with'
.,I
I_
--- �
•
freshwater if not in regular use.
-• Service siphon breaks.

1241_i•� 24 and 12 volt OC • Clean batte-ry posts and silicone grease.
- electrics
-
:. Check specific gravity of batteries. '
-,r,
I
I �
�·.
12.4.6 Steering system Grease wjres. -
r •••
-
12.4.6 Bow thruster Check oil level.

I l
,_, - � I' • Grease points.
I I •
..
I Check_an9de.
-.
.
••
-
:12:4-12 Furnishings Clean as necessary ~•adjust locker and drawer

<.:atulu::..
12.4.12 Timber finishes • Wash surfaces with mild soap sdlution. rinse
r ___.__
I
II,
and dry.
•
-��
J 2.4.9 Shower and toilet Wash surJaces with mild soap solution, nnse
compartments and dry.
12.4.12· Cabin soles '·•� Wash surfaces with mild soap solution, rinse
12.4.2
·- .h . .
Hull ~ underwater
J ...
r
•
and dry .
Check zinc anode.
-
I - Jl appendages -
�-=. •
.. C
•o(.
.-.
1'2A'4 Winches Strip down and'lubricate.
Lu6ricate hitlges on opening_units.
---
12,4.2 Hatches and portligbts
12.43; I
...
-� Warps
1•
·•I Freshwater wash off.
Issue 2
- --------------------- ---------- Moody 54 Owner's Handbook
------------------------------------PAGE 114
12.5.5 Twelve-monthly maintenance schedule (requires hauling-out)
Reference Equipment/ Item Twelve-Monthly Maintenance

·-
·-
;12.4.5
ii
Main engine
.•• Fuel filter~ replace and bleed air.
Raw water impeller~ check condition .
-
.•
Exhaust system check for leaks and gas tight
integrity.
--�-
• Engine mount<:~ check secure to hoth engine
'
..
,- and hull.
. Gear anli throttJe cables - chcd-. security of
links~ top and bottom ~ grease links.
I
.
.I
.• t.ngme ~ change 011 and filter
.• Gearbox~ change oil.
Inspect and clean the tube stack of the heat
exchanger, if requited.
-
'12 4.5 . - Stemgear '• Self-featheri.r).g propeller~ check ogeration
. 1i.."
- '
•
and grease.
Cutla�s hearing - check for wear
•
- I Shaft coupling~ check security.
�. I '• •
i
Sha.ft ahgnmeot~ check with yacht afloat and
- - rig tensioned.
. . .-
12.4.5 Generator ft • Check for integrity of whole system. .
rj1112.4.8
•
.- Freshwater system
. .• Tanks~ flush with freshwater and cleaning
' A. l•
solution, check and clean inside.
Pressure pmru> ~ clean pre-fi�ter .
1 I• I'••
.I.�•
Check rest of system.
Calonficr check opcratjon ofpressure reliefvalve,
11.4 ,; 9
�
- Sewage system Toilets~ See OEM's literature.
12.4.7
l 24 and 12 volt DC ••. Fully charge and maintain charge on batteries.
electrics
-
-�
II
12.4.7
-
-
-
AC power
'I
• Ensure system is earthed correctly throujlh
shore power lead whilst ashore I
112�!5 J Fuel wnk
f� Drain, clean gauze uplift filter. Clean sludge
- - ' .,.•
and water from bottom of tank
- ..
'·, ..-1-r 1
��·-�10, : 1, LPG system Gas cooker and pipework~ See OEM
• servicing recommendations
'
..
--- 4. Replace aJl flexil;>le hoses.
----,
Steering system • Rudder bearings check for wear.
.. ..
. 124.6 '◄
I - •• Grease steering wires.

12.4. 1. �--, Fire-fighting equipment ..• Service at agent if1 date stamp requires. - -.J
luuo2
Moody 54 Owne<'a Handbook
PAGE 115

12.4.111 -
Central heating* •• Check for integrity of whole system.
124. 111; Air-conditioning* • Back flush seawater pipework with freshwater
I ~ clean i.Qlet strainer.
l2.4.12 Furnishings ·• Open lockers, lift mattresses, raise
cushions and lift fl6orboards to permit air
I '
circulation.
12.4.12 Timber fmishes •• Repair damage - polish.
12.4.9 Shower and toilet • Clean out thoroughly ~ air well.
- Compartments
I12.4.12
,
r.. Repair finish as necessary.
..
Cabin soles
12.49 Bilge Depth sounder and log transducers~ check
' I c:ound, lubncate log with silicone,grea.;;e
• Seacocks~ dismantle and grease.
• Pwnps~ dismantJe, inspect and replace
... II . flexib)e compon�nts
"' ·--.
·-
12.4.2· ,f Topsides • Wash over, dry, inspect and rnake good
I damage to gel coat, polish.
'II
-=----
I ' -
�12.4.2 • Freshwater scrub. wash and inspect for
rr•
Hull~ underwater
appendages damage.
'
II •
..
�fake good abrasions with epox, resm
.■' ..._ LL I
Antifoul paint.
Zinc Anodes - h. ull and bow thruster~
I .
&'I _..' !t
replace�
.� I
�
12.4.2 Ballast keel • Check and remake soft joint if needed. -•.
.
'·
- -
12.4.3 ;4·1 Deck finishes •. Freshwater wash, inspect.

�·
i
12,4:3 I�
' .;.
·
• Freshwater wash and lubricate Replace worn
=
Deckgear
parts.
� . -•
,......_
-
1'2.4.4 Winches Strip aJJ.d service per OEM's
'
• . . recommendations -
I •• <;trip 3Ad c:ervice _per OFM',;
....
1-2 4 1 -•· ,I Windlass
. �
recommendations .
-.
.! , I,- Sl !. Freshwater wash, chetk over for chafe,

' .;
·•12.'4':3 Warps
� replace when too hard.
I.,_..,,
�-
ff4f41 Spars
·~ -
• Wash. service movmg parts, rnspect for
damage, make good toucl;i up pamt, wax polish.
'- -. ,. - ,Furling mast - see OEM's literature.
Moody 5-4 Owne<'s Handbook

Issue 2
PAGE 116
-
-12.4.4 Standing rigging • Tape on all fittings - replace.
I
• Professional check.
124.4 -I Furling gear • Service per OEM's recommendations. �
..I
-12.4.4 --
Running rigging ·•
.·•--
Remove, freshwater wash and dry.
,12.
1 44
. Sails Sailmaker vaJet and freshwater wash if
. t .
possible
I•
,112.41
. �- Navigation equipment • Swing compass and correct after re-Iaw1ching.
[I"
I, ,. Check all aerial connections.
• For transmitting radios - radio check on
recommiss'ioniog.
1·2-:4.6
- - Bow thruster • Check for function and condition. Grease
I components accessed externally
-
I2. 1 . 6
-_,__ Spares • Check inventory and replace missing items.
12.5.6 Two-to-three yearly maintenance schedule
-
Reference Equipment/ Item Two-to-Three Yearly Maintenance
,-
.
�12.4.9 Sewage system • Replace all flexible hoses with sanitation
grade hose. .
124.7 >f 24 and 12 volt DC • Heavy duty discharge test all batteries and
electrics replace 1ffailed. ,,
12.41
. 0 •
- :-! LPG system Replace flexible hose at cooker and regulator.
124.6 I Steering system -
I • .Replace steering wires
. l l
12.4.12
I
I Refrigeration/ freezer • inspection by qualif(ed refrigeration engineer.
'12A. 2
�
Hu.U ~ topsides • R"efini-Sh to gloss. ..
- I
w_ I
-·I• -- -
.... -----
,
-124. 2 l\. Ballast keel Re-torque bolts.
12.4.3
- -
�l ..!
Deck finishes
-
Canvas work ~ inspect and consider
replacement. -
12.5. 7 Five-to-six yearly maintenance schedule
--..
Reference Equipmmt/ Item Five-to-Sill Yearly Maintenance
jl2.46
, Steering system .
,- .. Dis1vantle and inspect/ replace all
. • -·
I
'
component�. "
....
L f,• Rs,lace rudd� lip seals. -� ,'
I 12.4.9 Bilge '• Inspect, clean and repaint. I
1,.
l - . .- �
Issue 2
PAGE 117
Reference Equipment/ Item Five-to-Six Yearly Maintenance

n/a Whole yacht • Structural and condition survey.
• Refit and repair as recommended .
12.4.2 Hull~ underwater • Allow Rull to thoroughly dty out.
appendages
12.4.3 Teak decking • Inspect all cau�ed seams and planks repair as
I necessary.
· 12.4.4 Spars • Ptofessional inspection .
�
12.4.4 .. Standing rigging • Rei;nove ~ profess�onal survey including

' and rigging screws.
testing of all tenn1nations
I 12.4.4 - Sails • Oonsider replacement of all fore and aft
-
I
'=
working sails.
12.4.1
-=:
Lifesaving equipment • Cuardrail
f
wires~ replace all wires.
12.5.8 Ten-to-twelve yearly maintenance schedule
Reference Equipment/ Item Ten-to-Twelve Yearly Maintenance

12.4.9 Seacocks • Rep�ace all hoses under waterline that
.
maintain watertight integrity.
12.4.12 Interior furnishings • _consider all cushion and curtain replacement.
12.4.2 HuU ~ topsides • For painted hulls a repaint will al.wast
certainly be necessary'.
12.4.3 �- Teak decking • Check. condition and consider replacement if
12.4.4
-
Standing rigging •
worn.
Replace.
--
-
- .. -.
12.5.9 After heavy weather or prolonged passage I non-scheduled maintenance

12.4.5
J Main engine • Fuel filfer - check for pressure and water.
112.4.5
r- Fuel tanks • Check filter for sludge and water.
-
12.4,6 Steering system • Check tension of steering wires.
I ,1
• Check rudder lip seals~ replace as necessary.
l2.4.9 Bilge • Check water level
� I !1 � Qhe"Ck bilge PIJ.1TlPS- a.Qd 'Stru,J,n boxes for I
I
I
- OJ?,er�tion / blockage.
•
12.4.2 BuU •
-
Ghee!( for damage. -
12.4.3 Teak decking • Freshwater wash down to remove salt.
Moody 54 ONner's Handbook

Issue 2
MAINTENANCE ANO FAULTFINDING PROCEDURES
PAGE 118

12.44
. Winches •· Freshwater wash down to remove salt.
--�
12.4.3 �
Windlass • Freshwater wash down to remove salt.
12.4.4 Mast gator / seal !' Check i.ntegrily.
12.4.4 'I Standing rigging • Check split pins, tennmations for cracks, wire
for wear.
12.44
. Running rigging • Inspect and check for chafe.
. • Check all blocks and shackles for integrity.

12.4
J 4 Sails •• Check over for chafe
12.5.10 As and when required I non-scheduled maintenance
Reference Equipment/ Item As and When Required Maintenance

12,4.5 . Main engine • See OEM's literature.
- ,-,
12.4.5 • $ee OEM's literature.
.
Gearbox
12.41
. 2 Il Refrigeration and , Drain off condensate and clean box.
-
freezer
-• -
12.4.12 Interior ~ furnishings Spot cJean. -
124.12 Timber finishes � Polish.
12.49
. -· - Shower and toilet • Shower I toilet - remove and clean out
compartments - calcium deposits.
-
112�4. 12
�
Cabin soles I • Rub back and re-varnish.
.. �
'
n/a Whole yacht .! Structural and condition surve9.
12.4.3 Deck~ finishes � Stainless steel - polish if showing any tarnish.
.• Brightwork (stainless steel) ~ rub back and re-

_1 I
varnish.
I11 Hatches and portlights •
12.4.�
I I� On opening units clean and inspect seals,
- .! rub with silicone grease.
•12.4.3 .. Anchor and chain , •: Hot dip galvanjse when beginning to rust.
�
t "', ___,
12.4.4 Running rigging
-•, End for end to move chafe points - replace
..
I W. Il • when worn out
I"
12.4.4 1 Sails ••,• Re-stitch any broken stitching.
12.4.l .� ::- . Navigation equipment II
' . Log Impeller~ withdraw and clean if speed
I -
I
'
ceading low. .
Moody S'4 0.--'s Handbook

lssue2
PAGE 119
12.6 FAUL TF/NDING PROCEDURES
12. 6. 1 Introduction
Muc;t you wish to unde11ake a repair due to a malfunct1on in an emergency and you do not have
access to an OEM approved service agent, you must use these faultfinding tables to identify the
fault. workmg through them in a logical order. Always avoid making random changes or
adjustments. never do anything without a good reason and always remember (or write down) what
you've done so that 1t can be undone it if it doesn't solve the problem or makes 1t worse.
Most importantly though. remember that common simple problems, such as a blocked filter or
leaky pipe. are much more likely than more obscure or complicated faults.
Wherever possible. remedial action must only be diagnosed and undertaken by suitably competent
or qualified personnel Unauthonsed semcmg or repairs may as previous!} stated ·invalidate
warranties'.
Issue �-------------------------- ---- Moody54 <>,,,nor's Ha�

2
PAGE 120
12.6.2 Windlass
Yes No
I
.J
CM<:kdriwkeyand
circlip are fttted to lhe
snaft .._ No �Does
m•Y rotate?
the;> / ;! '
lety awttch on?
(where fttted
v
� No Swrteh on
Chock top nut 1s tight
,,,
Chock swrteh wiring

as per OEM
No ► Yes
..
Yes ◄ No
installation manual .._ No �h�� No

CM<:k motor
cormecbons
.....
I
No ._I Yes ◄- No
�
1wltch
Checkbattery power
..."",,,..
Yes
Check gypsy size lecilqnluH No Chango
matches chain and
rope size
Check cable sizes ·

a$ recommended ,n Yes ◄ No
the OEM installation
manual, windlass
performance fS
,,,T "'
directly related to wttch
Check wmnQ.d1agram in
ectty /
N0 ectlon1
cable size and length >◄
No the OEM ,nstallation
manual
Check that the tied?
volttge drop ls no "'
more than 2-volls
over the entire
1nstallal!O<l
Yes ◄ No
Check wmdlass base
and motor gearbox
are parrale! to tho
deck
Clean and'lighten
connktions
No Checkwiring d..agram
1n OEM mstallal!O<l
maual
Yes ◄ No
J. CheeR cable Si>&s
/v-d(op
as recommended In
more than 2-volls
the OEM IOstallal!O<l
IIC!Olathe Yes manoal. Windlass
lnitallatlon1/
performance 1s
directly rerate,;1 to
cable size and length
Issue 2 Moody54 Owner's Handbook

PAGE 121
12. 6.3 Main engines
12.6.3.1 Starting problems
Engine start t>anenes !>'Wrtoh off

Fuse t �CB fa11ur�
Engln• stan -� d1$cllarge<I o, et>arge stale 100 lcw
'{)efectcve Of d,rtv bdtteri, coooechor-;
Wrong..graoe , viseoe1ty � 0.1
Starter motor 19 oefectNe
SterUrig procedure Inco,1ecr
No
Air 1n fuel $-)'Stem
Air filter bloci<e-d
Compression poor
F!Jel contamination or Of poor i;.walrtt
Foe< �lt�t blOOked
F'l.lE'f liff,purnpdefecuve
Yes Fuel pipes blocl<ed or leakino
I'uel tanks r,,nn,ng very low or empty
FuelCOCk(•J Sll.t
Fuel tnJechon �mp defective
Fuel tnJeetorlsl delectrve
Starung p,ocedltfe incorrect
Enoine stO(> contt'OI deleet""'
No
Air Jn foel system

Alt fil'ter blOCketl
OomPt'es.s1on poor
Exheusl ovstern bloclO!Qe
Fuel contam1oatton or ol pooJ qualrtv
ftJeJ r,ner blocKeo
F081 llft-DtJmp defective
Yes
Fuei tank ventmg l>lool(oo
Fuel PIP<'$ blocked or l<!ak,ng
Fuek:ock(&) snu,
Fw� 1niec,100 pomp defeciNe
Fuel 1"J"Cl0<(s) defeotM>
Starting procedure inc:ouect
Engme"'MoP con1ro1 defec;t1ye,
No
Fuel tank empty

Dirt or water ,n fuel
Fue!Merchoked
Yes-"
Defeet""' tuet lllJmp
Air vent on U"k clOStiiO
Moo<ly S4 Owner's H�
Issue 2
PAGE 122
12.6.3.2 Unusual noises or behaviour
A,r Mer blocked

Air 1n tue1 system
C.Old start atd (where fitted} oefoctrve
CompresSIO" pool
Fu.tMe•-
Fu� 1/f\ pumpOOl'ectJye
-Yes
ln,eot10f' pump (kif�
ln,eetfonopump liming wtOOQ
� ln1ectot PPB($) (ll"i.1Qe:lfid or br�Pn
ff')jeoctof ptpe.($) oe&klOQ
ln)8ctOf(s)defe<tM>
0...flmHting
No
Beanng<wom
Cdd start aid ("MMre frttec:I) d�
Unusual n()lf5,M or r;.ehSVX)Ur
E.ng1no mounbngs klOSe ot blOkM
FUf'I hftsump �f9C'tfvo£1
F'uc-1 rA M"Ong grade or qual,ty
l�jfJCIOr(SJ Oefectr,,e
Yes Oil lew.'IOW
�bng
Pl&loo rinos o,• ,cy11nc:1e, bOte& "'M)f"n
St\aft couct,ng IOOM>
VaNe- e.$Nranc::M 1noorT11Ct
VaNe spnng broken
Valv9 hm<l'lg ,noocroct
Valvo!. stltrloog
No
AJr filter btock;9d
,I
A.1r1n�s.�m
COid s.ta:rt .etd rwtier� fitted} def'ectJV(>
Comrd system oefeeuveCompress.10n DOOr
Fu.I riner biockMI Foot 11� pump d&ftcilvo
Foel pope< Diock8d o, loal<lng
Yes
FL>f'I Umk empty'°' POar1)' iO)
F�l tank \l9fll QIOCk8d
IOJ8C,110n pump de1ootM:I
fnJtic�Ol Pt?e(S) d1S¼1ed Of brOkeo
I0)8ct0f(>)deloclrw
Stop <O!WOI d_,M>
No
Alrhltef-
CootJo+ ·- <lefeciM!
eomprns,on P00f'
Eng1nti and shan w. or alignment
l Unu•ua1 not&M Of t,eh�r

Engine mount1ng1> tOO!W or Drok&n
Fuel d wrong orad& 0< quality
Yes➔
,_pomp<Mec<rve
lr'ljec10J. p1oe(i) dtstorte40f btt>ken
� lnjOClOf'S<1ef8C11"'9
Propell•r oatnaQiia or wrong 51Ztt
Continued Propel�, or shart boot brOk&n 0t Ul')bllan<Aid

Shaft: ,ie,-oouphng loose
t
$1:)af\ml!wlltgned

PAGE 123
Atrtn Juel syg!em
Air fitt84' blOCked
Contro< SyS!em tlefectrve
Continued Compress,oo poor
Excess""' loo<! ce.- l)y Ql�y hull Of 100 mllth Wlllilht

on board
ExceuNe powt"r -IOS5eS doe to tnternal fnct100 in engine
Of trensm1ssl(lfl
Ext>auet o<oe blocked
Fuet Mer blocked

-Yes Fuel Jdt pump dcfecirve
Fuet ol wrong grade or qual�y
Fuel p,pe bloci<ed o, lea1ong
Fuet tank vent tJtocked

tn)eet,on p,,mp del""1M!
10,ectJOll pump t:m1ng wrong
IOJectc/(8) defectlYe
Turbool)a'l)el (-re fitted) defeotM,
1llefmoslal _.....,
Blower fan s.ysrem oefec'ltve
No
Alrhlterbk>ci<ed
COid stan •Id lwhere fitted) deloct""'
C'...ontrOI system do'ec\tve
l()n poor
<.:<,mJX...
E.xce&srve IOad eausecs oy dirty 0011 or roo mucti
� t>(M'ef IOsses dlR' to 1ntemai rnct10n 1n et1gJne

Of trBnsmJHM
E'xtlausl p,i,e i)l()Cked
�ue, ol lNfOCQ grade O< qual,ty
lnjecloon pull\p de��

ln,ecflOfl pump tim,r,o wrong
IOjector\S) defectM!
�nfee ma01fokl lt,a�
Leak-OIi pipe bloci<ed
�hecffl06tat oerect.w
Turoocna- (wnere litled) defecl""
No
Cylinder head g•f>ke\ delectove

Ptston nngs Of cy11ooe< bOres \¥0ff'l
Va� clearances lncor1'ect

Vetve- gu,dM •n cy1-1� nead wom
Yes•
Valve ""'1"11 ll«ll<e,,
Valve 11mIng ,noorreet

Vatves feakll'IO
Va1Ve8 �t,ckcng
Moody 54 O;;ner's Handbook

Issue 2
PAGE 124
12.6.3.3 Exhaust smoke
/>Jr filler blockO'd
Cold slart ald (where frtted) delectrve
CompreMIOO poor
Excessive load caused by dirty hull or too much weight

on boord
Excessive power losses due to internal friction in engine

or transmiss100
E�h•�t pipe blocked
Fuel ol wrong grade or quality

,>-Yes ►
lnject,on pomp delecbve
ln)eCllon pump bm1ng wrong
lnJectorts) defective
Ink!! manifold loai<1ng
Propeller damaged or wrong size
Thonnoslat defeciJve
Turboehargor (whero filled) dofacbve
No Blow<ir fan system delecbve
/>Jr fitter blocked
Cold S1art aid (whe,e filled> defecb\/e
Crankcase breathers clogged
Compress,on poor
Yes-
Otl levol too high
Wrong grade I vi=,ty of�,
Thermoslat defectlve
Turboeharge, (where filled) oll seals worn

lssue2
PAGE 125
12.6.3.4 Faults identified by the instrumentation
Raw-water intake seacock shut

Lack of coollr,g water
Raw-water strainer I filter blocked
Cylinder head gasket delect'Ve
Exhaust system blockage.
lnstrurrK!lntabon I gauge defecilve
Lack of coolant in heal exchanger.

Clrculabng water ptJmp worn/def8Cllve
Raw-water S)l'Stem blocked or seecock shut
Thermostat defectJve
Worn bearings
Rehef valve st1ck1ng
lnstrumentabon / pressure gauge de!ectNe.
Od cooler blocked
Yes
011 filter blocked
Low oll level in sump
Wrong grade / viscosity ol od
O<t pump defective
lnsttumentabon / gauge defective

�High oil pru1ure? . Yes
✓
Wrong grade, "'scoslty o1.-1

Issue 2
PAGE 126
12. 6.4 Pressure pumps
Elect11cal connections. fuse or b(eaker main swrtch,

and gro-und connection
Is the motor hot? Tt,ermal breaker may have triol)ered.

rt wtll resel when cool
Is voltage p,ewnt at the sw,,:h? Bypass the p<essu«>

Pump wtn not
Yes SWlteh Does the pump operate?
Charging System for correci voltage (:tl0%) and good

ground
� For an open or grounded cucutt. or motor. Of tmproperty
slZedwire
Por &e1Zed or locked diaphragm assembly (wale< frozen?),
No
Is the strainer clogged with debns?
Is there water {n the tank. or has air col�ed 1n the
1
hot water heater?
1$ 1h41 rnlet tublnglplumb1ng sucking 1n air et plumbing

connections (vacuum leak)">
Yes Is 1he lnlet/O<Jtlet plumbing severely restricted or kinked?
PToper voltage with the pump operebng (t10'1E.)
For debris In pump 1nleUO<llet valves or swollen

/dry valves
Pump housing for cracks 01 100$9 dnve assembly screws
No
Output side (p<essun•) plumbtng for leaks, and Inspect

for leaky valves or totlet
For alr trapp,d ,n oulfel soda (WIiier """1erl or pump heed

Pumpwil For correct voltage to pump (t1°')
not"""'°"
' Yes For looSe dnve assembly or pump head screws
tap
Md? v- Are the valves or internal check valve held open by
deb<ts or ,s rubber swollen•
Pressure swdeh ope,etlon/adJustmenl Incorrect, refer

Continued to shut-off adJUSlm8'lt for switch
T

Issue 2
PAGE 127
Continued For plumbing wt,,ch may ha,e vibrated loose

Is the pump plumbed with rigid plpe causing norse to
!ransmll?
Ooo• 1M mounbng surlaco mulbply no,so (flel(lble)?
<Noi.;!:i:,'t ,-Yes Fot mounting feet that are loose or are compressed
y
tooOght
For loose pump head to mol)r screws
The mot01 wrtb pump head removed Is norse from
motor 01 pump head?
No
1. Pressure swrtcn shut-off adJustmeot

• Water filter I pYrrller should be on separate feod hne
..,
For restrootiV9 plumbtng, flow reslnctors ,n taps I
shower heads
L
No
For loose screws at SW!lch er pump head

Lffks for pump Swrtch diaphragm ruptured 01 prnchod
head or awilch?
Yes
For l)llnciurod diaphragm K water ,s p<&sent ,n the
dnve assembly
Moody 54 Owner's Hlindbook

Issue 2

Moody54 Owners Handbook Complete

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FOREWORD

Before 'dropping the hook· or attempting to use on board equipment,

COPYRIGHT O 20()1 MARll>E PUBI.ICATIONS PARTNERSHIP

STANDARDS, WARRANTIES AND INSURANCE 9

2 HEALTH, SAFETY AND ENVIRONMENTAL CONSlDERATION 12

lssue2 Moody 54 0wner·$ Handbook

2.12 Carbon monoxide poisoning ........................................................................................................... 24

3 GENERAL CONSTRUCTION AND SPECIFICATION 26

Moody 54 Owner's Handbook

3.10 Liquefied petroleum gas system ......................................................................................................37

5 MAIN ENGINE, PROPULSION AND RELATED SYSTEMS 44

Moody 54 Owner's Handbook

5.13 Bow thruster* .................................................................................................................................. 56

6 MAIN HELM AND EMERGENCY STEERrNG SYSTEMS 58

Issue 2 Moody 54 OWner's Handbook

8.4.1 Delivery~ pressure water system 74

9 BILGE, TOILETS AND SEWAGE SYSTEM 77

10 LIQUEFIED PETROLEUM GAS SYSTEM 84

11 HEATING, VENTILATION AND A£R-CONDITIONING 87

12 MAINTENANCE AND FAUL TFINDING PROCEDURES 91

Issue 2 Moody 54 Owner·s Handbook

12.3 Structural and condition survey ....................................................................................................... 93

Issue 2 Moody 54 Owner·s Handbook

12.4.7.3 AC Power~ shorepower 105

Issue 2 Moody 54 Owner's Handbook

1 STANDARDS, WARRANTIES AND INSURANCE

\\ ARNl'l'-.G 1 denotes ii hazard exists \\htch could result m lllJUI) or death 1f

CAl,TIOl\l! denotes a reminde1 of safety practices or directs attention to

1.2 DESIGN, CONSTRUCTION AND COMPLIANCY

1.2.1 Compliance with the European Union recreational yacht directive

l•sue 2 Moody 54 Ownor·s H•ndbook

1.2.2 Homo/ogation, certifications, design category and identification

Make and Model Moo'dy 5./

Moody 54 Owner"• Handbook

1.2.3 Engine cruising range and speed

1.3 AFTER SALES SUPPORT

1.3.2 Warranty~ help us to help you

Moody 54 Owner's Handbook

2 HEALTH, SAFETY AND ENVIRONMENTAL CONSIDERATION

2.2 SAFETY SUMMARY

lssue2 Moody S4 Ownefs Handbook

2.3 CONSIDERATIONS TO BE MADE BEFORE PUTTING TO SEA

2.4 BASIC YACHT HANDLING AND GOOD SEAMANSHIP

2.4.1 Yacht speed and visibility

2.4.2 Handling in confined waters

Issue 2 Moody 54 Ownor's Handbook

b) Respect other regulations (including such environmental regulations governing the

2.4.3 Handling in heavy weather

2.5 DOCKING AND ANCHORING

2.5.2.1 Anchor Windlass

Issue 2 Moody 54 Owner's Handbook

Figure 2.1 - Anchor Windlass and Handheld Control Unit lnstallation

Moody 54 Owner's Handbook

2.5.2.2 Going to anchor

2.5.2.3 Retrieving the anchor

Issue 2 Moody 54 OWner's Handbook

2.6 AUDIBLE ALARMS AND WARNING LAMPS

Issue 2 Moody 54 Owne�s Handbook

Figure 2.2 - Life Raft Stowage Position

tssuo 2 Moody 54 Owners Handbook

2.7 PROVISION OF DISTRESS, LIFE SAVING AND SAFETY EQUIPMENT

2.8 NAVIGATIONAL EQUIPMENT

2.8.1 Magnetic steering compasses

2.8.2 Yacht speed indicator