All the systems in the Fleming 75 have been designed with reliability in mind. This starts by selecting only the best equipment then installing it correctly in a proper environment and making sure that it is easily accessible for maintenance or replacement. Every system has been designed to be simple for the user to operate yet flexible in operation. In every case where a failure could cause a problem to the operation of the boat or could bring a cruise to an end, there is an alternative system or back up equipment already in place.
The following is an overview of the main systems. All equipment mentioned is standard unless otherwise stated.
ELECTRICAL
Introduction
The AC system is 110v and 220v single phase, 60 Hz. The main DC is 24volts but a converter, with back-up system, provides 12volts for electronics.
The Fleming 75 comes standard with two generators - either Onan 27.5 KW or optional northern lights 32 KW. Both have soundshields and can be started from the pilothouse or the engineroom.
DC System
The heart of the DC system is the service battery bank made up of eight deep-cycle 6-volt batteries connected in series/parallel to provide 790 ampere hours at 24volts. The service batteries are housed in a sealed compartment vented to the deck by a small sparkproof fan, from their location in the machinery space. A Xantrex Link 10 Battery Monitor in the pilothouse displays the charge state of the service batteries which can be charged in two ways:
When underway, 100 amp auxiliary alternators, one on each main engine, charge the battery bank through a single 3-stage regulator. This ensures that both alternators share the load and that the batteries are charged but not over-charged. Voltmeters and ammeters display the output from each of the alternators. The system includes provision for running on only one engine.
Whenever an AC source is available from either of the two generators or from shorepower, two series-stacked Trace inverters automatically operate as as heavy-duty battery chargers each providing a controlled charge rate of up to 120 amps.
The service batteries, their master switches and the circuit breakers controlling the DC supply to the inverters are all in the machinery space.
Both main engines and both generators have their own dedicated starting batteries. The main engine batteries are charged by the standard Caterpillar alternator on its respective engine. The generator batteries are charged in the same manner by their respective generators. A 40-amp charger in the engine-room provides an additional charging source for all these batteries. The service batteries can be paralleled to the starter batteries for emergency engine starting and each engine can be started from the opposite engine's battery.
All the battery banks in the engine-room are connected to selector and cut-off switches located on a panel outside the engine-room in the aft lobby. Also on this panel is a digital voltmeter displaying the voltage of all the batteries.
All DC Loads are protected with circuit breakers on the main DC distribution panel in the pilothouse. All breakers have back-lit labels whose brightness is controlled by a dimmer. There is also a small subsidiary panel located at the top of the stairs to the aft lobby.
A Hot DC buss provides power to emergency loads, such as automatic bilge pumps and fire alarms, regardless of the setting of the master switch. The hot buss has a separate feed direct from the batteries and has its own circuit breaker protection. With this system, the master switch can be used as a convenient way to turn off power to all the service breakers while ensuring that power will be maintained to the safety circuits.
The power to the 12-volt DC distribution panel in the pilothouse is supplied from a 24 volt converter/charger connected to a back-up 12 volt battery. Both converter and its associated battery are located on the upper flying-bridge which provides emergency power for electronics and radios in the event of a failure of the converter or an interruption in the 24 volt supply. This system meets the USCG requirements for an emergency radio transmission buss.
AC System
The AC electrical system can be powered by either of the gensets, shorepower inlets, or a combination of both. There are four main shorepower inlets that accept 220-volts up to 50 amps each. They are located port and starboard on the transom and are duplicated on the bow in a locker adjacent to the anchor platform.
The port and starboard shorepower inlets are colour coded red and green; it is only possible to use one of each colour at a time. For safety one of two A/B selector unit's automatically ensures the unused inlet is locked out when its opposite inlet is in use.
The two aft 220-volt inlets each utilise a Cablemaster system and have 100' of cable. All shorepower inlets have circuit breakers and are connected to Isoboost transformers which not only isolate the supply from the shore but also measure the incoming voltage and, when necessary, boost it up to 220-volts. Each transformer has a status display located on the pilothouse advisory panel.
An additional 110 volt, 30 amp shore inlet has been provided for those occasions when a 220v source is not available. This inlet is connected to an isolation/step-up transformer which, by means of a center-tap on the secondary, provides two 110 volt outputs and a limited amount of 220v.
The shorepower inlets and generator outputs are connected to a series of heavy-duty contactors located in the machinery space. They are controlled by source select switches mounted on the main AC distribution panel in the pilothouse.
Indicator lamps on the AC panels show which power sources are available and digital meters display the voltage and frequency of each of these sources. This allows the user to evaluate the quality of the power available. Using selector switches on the AC panel, the user can connect any source to any AC buss. Each buss can be connected to a different source or to the same source but two sources cannot be inadvertently connected together. Once a buss is connected , its current and power draw (in watts) will be indicated by the digital meters which can also be programmed to provide a high and low voltage alarms.
All AC Loads are protected with circuit breakers on the main AC distribution panel in the pilothouse. All breakers have back-lit labels whose brightness is controlled by a dimmer.
Inverter
Two series-stacked Trace 4,000 watt inverters are installed in the machinery space. The inverters provide an uninterrupted power source for the essential AC loads. In case of inverter failure, a bypass switch ensures that power can still be maintained to all essential AC circuits from an alternative AC source. Each inverter has a remote display and control panel in the pilothouse. When an external AC source is not available, the inverters can supply up to 8,000 watts of pure sine wave AC power from the service batteries which, with the main engines running, will be recharged by the 100 amp auxiliary engine alternators.
FIRE PROTECTION
Engine Room
The engine room is equipped with an automatic fire detection and extinguishing system, including remote shutdown of engines, generators and ventilation systems. A display panel in the pilothouse indicates the status of the system and provides an override of the shutdown feature. There is a pull control in the cockpit for manual discharge.
A second detection system is installed, and includes individual heat detectors connected to audible and visual alarms.
Machinery Space
The machinery space and bow thruster compartment are also protected by a fully automatic detection and extinguishing system. A remote panel in the pilothouse indicates the status of the system and a manual discharge pull cable is located in the guest lobby area.
A second detection system is installed and includes individual heat detectors connected to audible and visual alarms.
WATER SYSTEMS
Seawater
A 24vdc pump, with its thru-hull fitting, strainer and expansion tank, is installed in the machinery space. There is a seawater outlet on the foredeck for anchor washdown and a selector valve in the machinery space diverts water to the toilets for flushing. A second valve, also in the machinery space, sends water to blackwater tank so it can be flushed while being pumped out.
To protect the vessel from a fractured seawater hose or fitting, the seawater pump has a timer which will shut off the pump if it runs continuously for more than 10 minutes.
A light on the advisory panel in the pilothouse indicates whenever the pump is running.
Fresh Water
500 US gals of freshwater is stored in three aluminium tanks in the lazarette. The Freshwater pump is a 110v Mach 5 constant flow pump with a strainer and pressure regulator. A second Mach 5 pump is installed as a back up. Lights on the advisory panel in the p/house show when either of the pumps are running, An expansion tank and 40 gallon water heater are installed in the machinery space. There is a second 10 gal water heater in the lazarette for the crew's quarters.
Grey Water
Basins, showers and optional whirlpool tub drain to individual sumps each with their own automatic/manual pump. Each pump has a 3-way valve to allow a choice between discharging directly overboard or into the 250 US gal grey water tank located in the machinery space. The sinks in the galley and the deck head can drain directly overboard or into the grey water tank through 3-way valves. The grey water tank has vents with anti-odor filters port and starboard to aid cross-flow ventilation. The tank level is indicated on the Computank display in the pilothouse and incorporates a high level alarm. The tank is emptied by a 110v AC discharge pump.
Black Water
Black water is stored in a 250 US gal tank with anti-odor vents port and starboard to aid cross-flow ventilation. A 110v AC diaphragm pump is used to empty the tank with a second 24vdc diaphragm pump as a back up. Both pumps may be used simultaneously to speed up the emptying of the tank. Provision has been made to flush the tank with seawater during discharge. The tank can also be emptied by a dockside pump-out facility using the fitting at the starboard house side.
The tank level is indicated in gallons on the Computank display in the pilothouse. A high level alarm will sound when the tank is nearly full and an automatic shut-off system will prevent operation of the toilets until the tank level has been lowered. All heads discharge directly into the blackwater tank although the day head can also be discharged directly overboard through a 3-way selector valve. An emergency over-ride switch is installed to allow the pilothouse head to be discharged overboard even when the holding tank is full.
With the exception of the one in the crew's quarters, the toilets are all Headhunter pressure-jet heads which have no mechanism downstream of the toilet bowl. This means that the toilets are very similar in operation to household toilets. The toilet in the crew's quarters is a Tecma, sold and serviced by Wilcox Crittenden, which has its own integral macerator and is capable of pumping effluent long distances through a small diameter hose. All toilet hoses and piping have the highest anti-odor rating.
BILGE SYSTEM
The Fleming 75 has a total of four bilge pumps located as follows: Rule submersible 3,700 gph in machinery space and engineroom (total 2 pcs) Rule submersible 2,000 gph aft (total 2 pcs)
In addition, the sumps in the machinery space and engine room have Whale gulper (220 gph) scavenger pumps to keep them absolutely dry.
A hydraulically-driven Pacer emergency bilge pump with 2" suction is optional.
FUEL
Total fuel capacity is 3,000 US gals which is stored in two main tanks at the forward end of the engine room and two auxiliary wing tanks. The main engines and generators are fed from the main tank through a fuel selection panel. All tanks have external sight gages and capacitance probes which allow fuel levels to be read in gallons on the Computank pilothouse display. A fuel transfer pump with meter and filter allows fuel to be transferred from any tank to any tank. Level switches in each tank will shut off the pump to prevent it overfilling. All tanks can be filled from either port or starboard fuel fills located under the side-deck steps. The fills have an anti-spill design and the tanks have oversize vents to prevent blow-back.
HYDRAULICS
General
A central hydraulic system supplies the 12 sq ft stabilizers, the 60 hp bowthruster, two anchor windlasses and optional emergency bilge pump. The system is powered by variable displacement hydraulic pumps on each transmission and is designed so that the stabilizers, bilge pump and bowthruster - the latter at reduced power - will still operate with only one engine running. The stabilizers are speed sensitive using rpm sensors on the prop shafts. The fins are automatically centered when the transmissions go astern. The cooling pump is hydraulically-driven - eliminating the need to have AC or DC pumps with their associated circuit breakers. There is a touch screen master control in the pilothouse and, at each helm station, there are push-button controls for the stabilizers and proportional joystick controls for the bowthruster.
Steering
A PTO on each engine drives a hydraulic pump for the Hynautic twin-ram power steering. This system is independent from the main hydraulic system and, because of the dual pumps, will continue to operate if one engine should be shut down or if there is a problem with one of the pumps. Even with no pumps operating, the steering will continue to work although this requires many turns of the steering wheel. Connection points, with valves, are provided for installation of the auto-pilot.
Davit
The hydraulic davit is a stand-alone system with its own electrically driven (110v AC) hydraulic pump and it does not require the main engine to be running. The davit is rated at 1500 lbs at 14' radius. It is all stainless construction with powered lifting. luffing and slewing. It has a linear winch operated by a ram which results in smoother operation and means that the cable is not wrapped around a drum which shortens its life.
ALARMS
Alarms and/or indicators are installed for: fire detection, bilge high level, bilge pumps running, blackwater tank level, grey water tank level, high/low system voltage, water in fuel and raw water flow to main engines and generators. The main engines also have audible and visual alarms incorporated into their Caterpillar Marine Power digital display units. Audible and visual alarms have repeaters at the electrical panel in the lobby aft adjacent to the optional crews quarters.
