NAVAL SHIPS’ TECHNICAL MANUAL
CHAPTER 583
VOLUME 2 - HANDLING AND STOWING
BOATS AND SMALL CRAFT
SUPERSEDURE NOTICE: THIS VOLUME SUPERSEDES S9086-TX-STM-020, DATED 1 MAY 2006, AND ALL CHANGES THERETO.
DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE, DISTRIBUTION IS UNLIMITED.
S9086-TX-STM-020
VOLUME
2
REVISION
1
PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND.
RECORD OF REVISIONS
REV NO. DATE TITLE AND/OR BRIEF DESCRIPTION/PREPARING ACTIVITY
0 1 MAY 2006 THIS NEW VOLUME WAS DERIVED FROM CONTENT
REMOVED FROM VOLUME 1.
1 15 JAN 2013 TOTAL REVISION; CHANGE BARS NOT USED. TMER INCORPORATED: N65540-10-TG01
FOR OPTIMAL VIEWING OF THIS TECHNICAL MANUAL THE PAGE LAYOUT IN ADOBE ACROBAT READER SHOULD BE SINGLE PAGE. CONTINUOUS PAGE DISPLAY CAN CAUSE PROBLEMS WITH LINK REFERENCES AND THE BOOKMARKS.
FOREWORD
This technical manual provides operation and maintenance information for boat handling launch and recovery systems. This technical manual is intended for guidance of and use by personnel operating and main-taining the equipment described herein.
This manual is divided into two volumes arranged as follows:
Volume Publication No. Title
Volume 1 S9086-TX-STM-010 NSTM CHAPTER 583; BOATS AND SMALL CRAFT Volume 2 S9086-TX-STM-020 NSTM CHAPTER 583; HANDLING AND STOWING BOATS
AND SMALL CRAFT
Volume 2, S9086-TX-STM-020, consists of one section as follows: Chapter 583 - Handling and Stowing Boats and Small Craft
Section 13. Handling and Stowing Boats Aboard Ship
Ships, training activities, supply points, depots, Naval Shipyards, and Supervisors of Shipbuilding are requested to arrange for the maximum practical use and evaluation of NAVSEA technical manuals. All errors, omissions, discrepancies, and suggestions for improvement to NAVSEA technical manuals shall be forwarded to:
COMMANDER, CODE 310 TMDERs
NAVSURFWARCENDIV NSDSA 4363 MISSILE WAY BLDG 1389 PORT HUENEME, CA 93043-4307
on NAVSEA/SPAWAR Technical Manual Deficiency/Evaluation Report (TMDER), NAVSEA form 4160/1. All feedback comments shall be thoroughly investigated and originators will be advised of action resulting there-from. One copy of NAVSEA form 4160/1 is at the end of each separately bound technical manual 8-1/2 x 11 inches or larger. Copies of NAVSEA form 4160/1 may be requisitioned from the Naval Systems Data Support Activity Code 310 at the above address. Users are encouraged to transmit deficiency submittals via the Naval Systems Data Support Activity web site located at:
https://mercury.tdmis.navy.mil/def_external/pubsearch.cfm
TABLE OF CONTENTS
Chapter/Paragraph Page
583 VOLUME 2 – HANDLING AND STOWING BOATS AND SMALL CRAFT . . 13-1
SECTION 13 HANDLING AND STOWING BOATS ABOARD SHIP . . . 13-1 583-13.1 GENERAL INFORMATION. . . 13-1 583-13.1.1 PURPOSE. . . 13-1 583-13.1.2 BOAT HANDLING DESIGN TYPES. . . 13-1 583-13.1.3 BOAT STOWAGE TYPES. . . 13-1 583-13.1.4 TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM. . . . 13-2 583-13.2 TERMS AND DESCRIPTIONS. . . 13-3 583-13.2.1 GENERAL. . . 13-3 583-13.2.2 ANTI-PENDULATION APPARATUS (APA). . . 13-3 583-13.2.3 BOAT HOISTING RIGID BAIL. . . 13-4 583-13.2.4 BOAT HOISTING SLINGS. . . 13-4 583-13.2.5 BOAT LAUNCH AND RECOVERY, OVER THE SIDE. . . 13-4 583-13.2.6 BOAT LAUNCH AND RECOVERY, STERN HOIST. . . 13-5 583-13.2.7 BOAT LAUNCH AND RECOVERY, STERN RAMP. . . 13-5 583-13.2.8 BOOM, BOAT HANDLING. . . 13-5 583-13.2.9 BOOM, BOAT MOORING. . . 13-5 583-13.2.10 BOAT REPORT. . . 13-6 583-13.2.11 DAVIT, DOUBLE ARM. . . 13-6 583-13.2.12 DAVIT, GRAVITY. . . 13-6 583-13.2.13 DAVIT, MECHANICAL. . . 13-6 583-13.2.14 DAVIT, OVERHEAD SUSPENDED (FIXED). . . 13-6 583-13.2.15 DAVIT, PIVOTED. . . 13-7 583-13.2.16 DAVIT, PIVOTED LINK. . . 13-9 583-13.2.17 DAVIT, SINGLE ARM. . . 13-9 583-13.2.18 DAVIT, SLEWING ARM (SLAD). . . 13-9 583-13.2.19 FALLS. . . 13-11 583-13.2.20 FALLS TENSIONING DEVICE. . . 13-13 583-13.2.21 FID. . . 13-13 583-13.2.22 GRIPE. . . 13-13 583-13.2.23 HOOKS, BOAT HOISTING. . . 13-13 583-13.2.24 HOOK, RAYMOND RELEASE. . . 13-13 583-13.2.25 HOOK, OFF-LOAD RELEASE. . . 13-14 583-13.2.26 LIZARD LINE. . . 13-14 583-13.2.27 MANROPES. . . 13-15 583-13.2.28 MCCLUNEY HOOK. . . 13-15 583-13.2.29 PENDANT, BOAT HANDLING. . . 13-15 583-13.2.29.1 Safety Runner and Tripping Line. . . 13-16 583-13.2.30 POSITIVE CONTROL DERRICK HEAD (PCDH). . . 13-16 583-13.2.31 PREVENTER STAY. . . 13-18 583-13.2.32 RAMP. . . 13-18 583-13.2.33 RATED LOAD. . . 13-18 583-13.2.34 READY LIFEBOAT. . . 13-18 S9086-TX-STM-020
TABLE OF CONTENTS - Continued
Chapter/Paragraph Page
583-13.2.35 SEA PAINTER. . . 13-18 583-13.2.36 SHEAVE. . . 13-19 583-13.2.36.1 Sheave Groove Diameter. . . 13-19 583-13.2.37 SHOCK ABSORBER. . . 13-20 583-13.2.38 SPANWIRE. . . 13-20 583-13.2.39 SPREADER BARS. . . 13-20 583-13.2.40 STOWAGE, DAVIT. . . 13-20 583-13.2.41 STOWAGE, DECK. . . 13-20 583-13.2.42 STOWAGE, DOLLY. . . 13-20 583-13.2.43 STOWAGE, DOUBLE BANK. . . 13-20 583-13.2.44 STOWAGE, SINGLE BANK. . . 13-20 583-13.2.45 STRONGBACK, DAVIT ARM. . . 13-20 583-13.2.46 SURFACE TOW CRADLE (STC). . . 13-20 583-13.2.47 TEST, DYNAMIC LOAD. . . 13-21 583-13.2.48 TEST, NO-LOAD OPERATION. . . 13-21 583-13.2.49 TEST, RATED LOAD. . . 13-21 583-13.2.50 TEST, STATIC LOAD. . . 13-21 583-13.2.51 TEST, SYSTEM. . . 13-21 583-13.2.52 TIE DOWNS. . . 13-21 583-13.2.53 TOW BOOM . . . 13-21 583-13.2.54 TOW WINCH. . . 13-21 583-13.2.55 TWO-BLOCKED FALLS. . . 13-22 583-13.2.56 WINCH, BOAT DAVIT. . . 13-22 583-13.2.57 WINCH, CONSTANT TENSION. . . 13-22 583-13.3 BOAT DAVIT SAFETY DEVICES. . . 13-22 583-13.3.1 GENERAL. . . 13-22 583-13.3.2 SAFE HOISTING POSITION INDICATORS. . . 13-22 583-13.3.3 SLEWING POSITION INDICATORS. . . 13-22 583-13.3.4 EMERGENCY DISCONNECT SWITCH. . . 13-22 583-13.3.5 HANDCRANK ELECTRICAL INTERLOCK SWITCHES. . . 13-22 583-13.3.6 DAVIT ARM OVERTRAVEL ELECTRICAL INTERLOCK SWITCHES. . 13-23 583-13.3.7 HOIST LIMIT SWITCHES. . . 13-23 583-13.3.8 SLEW OVERTRAVEL SWITCHES. . . 13-23 583-13.3.9 MANUAL BRAKE ELECTRICAL INTERLOCK SWITCH. . . 13-23 583-13.3.10 SAFETY TYPE HANDCRANKS. . . 13-23 583-13.3.11 FALLS TENSIONING DEVICE. . . 13-23 583-13.3.12 FLUID BRAKE. . . 13-23 583-13.3.13 CENTRIFUGAL BRAKE. . . 13-23 583-13.3.14 SEA PAINTER. . . 13-23 583-13.3.15 TWO-BLOCKED PROTECTION. . . 13-24 583-13.3.16 EMERGENCY STOP PUSHBUTTONS. . . 13-24 583-13.4 GENERAL OPERATING PROCEDURES. . . 13-24 583-13.4.1 GENERAL PRECAUTIONS. . . 13-24
TABLE OF CONTENTS - Continued
Chapter/Paragraph Page
583-13.4.4 GENERAL OPERATING PROCEDURES FOR BOAT DAVITS. . . 13-27 583-13.4.4.1 Launching Procedures. . . 13-27 583-13.4.4.2 Recovery Procedures. . . 13-28 583-13.4.5 GENERAL OPERATING PROCEDURES FOR CRANE OR BOOM BOAT
HANDLING. . . 13-30 583-13.4.6 GENERAL OPERATING PROCEDURES FOR STERN RAMP LAUNCH
AND RECOVERY SYSTEMS. . . 13-30 583-13.4.6.1 Launching Procedures. . . 13-30 583-13.4.6.2 Recovery. . . 13-31 583-13.4.7 GENERAL OPERATING PROCEDURES FOR STERN SURFACE TOW
CRADLE LAUNCH AND RECOVERY SYSTEMS. . . 13-32 583-13.4.7.1 Launching Procedures. . . 13-32 583-13.4.7.2 Recovery Procedures. . . 13-34 583-13.4.8 NIGHT OPERATIONS. . . 13-35 583-13.5 MAINTENANCE. . . 13-35 583-13.5.1 PLANNED MAINTENANCE. . . 13-35 583-13.6 WEIGHT TEST AND INSPECTION. . . 13-36 583-13.6.1 GENERAL. . . 13-36 583-13.6.2 BOAT DAVIT WEIGHT TEST REQUIREMENTS. . . 13-37 583-13.6.3 BOAT DAVIT WEIGHT TEST PROCEDURES. . . 13-43 583-13.6.3.1 Pre-Weight Test Inspection. . . 13-43 583-13.6.3.2 Static Load Test (200 Percent Davit Rated Load). . . 13-44 583-13.6.3.3 Dynamic Load Test (125 Percent Davit Rated Load). . . 13-45 583-13.6.3.4 Rated Load Test (100 Percent Davit Rated Load). . . 13-45 583-13.6.3.5 No-Load Operational Test. . . 13-47 583-13.6.4 NEW ITEMS AND LOOSE GEAR WEIGHT TEST REQUIREMENTS. . . 13-47 583-13.6.4.1 Load Carrying Loose Gear Testing. . . 13-47 583-13.6.4.2 Post-Test Inspection. . . 13-47 583-13.6.5 BOAT DAVIT COMPONENT WEIGHT TEST REQUIREMENTS. . . 13-47 583-13.6.6 BOAT DAVIT WEIGHT TEST PROCEDURES USING WATER BAGS. . . 13-47 583-13.6.6.1 Definition of Terms. . . 13-48 583-13.6.6.2 Water Bag Test Weight System. . . 13-48 583-13.6.6.3 Water Bag Test Procedures. . . 13-50 583-13.7 LOCATION AND DESIGN OF BOAT STOWAGES. . . 13-56 583-13.7.1 GENERAL. . . 13-56 583-13.7.2 GENERAL STOWAGE CONSIDERATIONS. . . 13-56 583-13.7.3 DECK AND DOLLY STOWAGE. . . 13-57 583-13.7.3.1 Double Banked Stowage (Crane or Boom). . . 13-57 583-13.7.3.2 Double Banked Stowage (Davit). . . 13-57 583-13.7.3.3 Dolly Stowage. . . 13-57 583-13.7.4 DAVIT STOWAGE. . . 13-58 583-13.7.4.1 Boat Gripes and Tie Downs. . . 13-58 583-13.7.4.2 Chocks and Cradles. . . 13-58 S9086-TX-STM-020
TABLE OF CONTENTS - Continued
Chapter/Paragraph Page
LIST OF TABLES
Table Title Page
583-13-1 Boat Launch and Recovery Design Types and Configuration . . . 13-1 583-13-2 Fleet Configurations of Boat Handling Systems . . . 13-2 583-13-3 Vestdavit Off-Load Release Hook Models . . . 13-15 583-13-4 Component Load Testing Guidelines . . . 13-37 583-13-5 Water Bag Selection for Boat Davit Weight Tests . . . 13-51 S9086-TX-STM-020
LIST OF ILLUSTRATIONS
Figure Title Page
583-13-1 Typical Boat Handling System Component Diagram and Component Codes . . . 13-2 583-13-2 Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17
Class . . . 13-5 583-13-3 Davit, Fixed Overhanging (Sheet 1 of 2) . . . 13-6 583-13-4 Davit, Pivoted . . . 13-8 583-13-5 Davit, Pivoted Link . . . 13-9 583-13-6 Davit, Slewing Arm (Navy Standard) . . . 13-10 583-13-7 Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM) . . . 13-11 583-13-8 Falls/Wire Rope Reeving Diagram . . . 13-12 583-13-9 Falls Tensioning Device . . . 13-13 583-13-10 Hook, Raymond Release . . . 13-14 583-13-11 Hook, Off-Load Release . . . 13-15 583-13-12 11M RIB Pendant . . . 13-16 583-13-13 PCDH Assembly . . . 13-17 583-13-14 Preventer Stay . . . 13-18 583-13-15 Sea Painter Assembly . . . 13-19 583-13-16 Sea Painter Arrangement . . . 13-19 583-13-17 Spreader Bars (from LCS 1 Variant) . . . 13-20 583-13-18 Surface Tow Cradle (used on LCS 2) . . . 13-21 583-13-19 Emergency Boarding Ladder . . . 13-26 583-13-20 Water Bag Weight System . . . 13-50 583-13-21 Upper Travel of Davit and Test Weight (Pivoted Type) . . . 13-54 583-13-22 Upper Travel of Davit and Test Weight (Trackway Type) . . . 13-55
SAFETY SUMMARY
Hand tending the sea painter or an improperly positioned or secured sea painter can allow the boat to tow from the boat falls or whip and cause the boat to broach, swamp, or capsize, resulting in personnel injury or death. (Page 13-23, page 13-27)
If the davit has a Constant Tension winch system, do not enable constant tension mode during lowering until the boat is within 3 feet of the wave tops. If the sys-tem should malfunction and shift into constant tension before the boat touches the water, the boat will free fall the distance to the water, possibly resulting in personnel injury or death. (Page 13-28)
When launching a boat using double arm davits, always release the stern hoist-ing hook before releashoist-ing the bow hoisthoist-ing hook. Releashoist-ing the bow hook first could allow the boat to broach and swamp or capsize, resulting in personnel injury or death. (Page 13-28)
When recovering a boat using double arm davits, always engage the bow hoist-ing hook before engaghoist-ing the stern hoisthoist-ing hook. If stern hook is attached first, the boat could broach and swamp or capsize, resulting in personnel injury or death. (Page 13-29)
Personnel should not stand in line with any lines under tension. Should a rope or fitting fail, it could recoil with considerable force. Failure to comply may result in injury to personnel. (Page 13-33, page 13-35)
Never allow anyone under a suspended load. (Page 13-33, page 13-35)
Do not attempt to hoist or lower the static test weight with the davit winch. (Page 13-44)
In the event of a component failure, the load may drop uncontrollably. If pos-sible, maintain a safety rig on the test weight with a crane. (Page 13-44, page 13-45)
Do not apply manual brake suddenly when stopping the test weight. (Page 13-46, page 13-46, page 13-56)
Care should be taken to avoid damaging the water bags or load sensors as the bags are positioned over the side of the ship. (Page 13-53, page 13-55)
CHAPTER 583
VOLUME 2 – HANDLING AND STOWING BOATS AND SMALL CRAFT SECTION 13
HANDLING AND STOWING BOATS ABOARD SHIP 583-13.1 GENERAL INFORMATION.
583-13.1.1 PURPOSE. The purpose of this section is to provide technical information to personnel engaged in the supervision, operation, or maintenance of boat handling launch and recovery systems. Included in this section are the accepted terms and definitions used in conjunction with boat handling and stowage systems; guidance concerning pre-weight test inspections and testing requirements; amplified general safety requirements; general operational procedures for boat handling launch, recovery, and stowage systems; and reference information intended to reduce interpretation errors concerning the requirements of boat handling and stowage systems. 583-13.1.2 BOAT HANDLING DESIGN TYPES. There are various types of boat handling, launch, and recov-ery systems currently in use to accommodate ship mission needs. The most common boat handling types are over the side, stern ramp, and stern hoist. Each of these types is available in various designs and configurations. When using this manual for guidance, it is therefore important to properly identify the type, design, and configurations of the boat handling system in question. The types and associated configurations are listed in Table 583-13-1. Some of the boat handling designs and configurations identified are configured to handle and stow multiple boats.
Table 583-13-1 Boat Launch and Recovery Design Types and Configuration
Launch and Recovery Types Configurations
Over the Side Launch and Recovery Slewing Arm
Single and Double Arm Pivoted Double Arm Trackway
Fixed Overhanging Double Arm Pivoted Link Cranes
Air Craft Crash Crane (ACCC) Stern Ramp Launch and Recovery Fixed Angled Ramp
Pivoted Ramp 1
Stern Hoist Launch and Recovery Twin Boom Extensible Crane (TBEC)2 1
A new boat handling system and ramp bunking arrangement for stern launch and recovery has become opera-tional with the LCS 1 and is planned for DDG 1000. Subsequent updates to S9086-TX-STM-020/583 will incor-porate design, configuration, and maintenance/test information for this system.
2
A TBEC will first become operational on the LCS 2. Subsequent updates to S9086-TX-STM-020/583 will incorporate design, configuration, and maintenance/test information.
These Boat Launch and Recovery types are discussed further inparagraph 583-13.2.
583-13.1.3 BOAT STOWAGE TYPES. There are four boat stowage types: deck mounted, dolly, overhanging suspended, and davit mounted. Specific information regarding stowages is provided in paragraph 583-13.7.
583-13.1.4 TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM. A typical boat davit func-tional block diagram is depicted inFigure 583-13-1. This diagram, while not exact for every boat handling con-figuration used in the Navy, is representative of a typical boat handling system.
Table 583-13-2 Fleet Configurations of Boat Handling Systems
Ship Class
# of Davits
Per Hull Location Davit Type Manufacturer
CG 52-68 2 Stbd 7M RIB - Pivot Type, Electro-Hydraulic Lake Shore/ Gearmatic Port 7M RIB - Pivot Type, Electro-Hydraulic Vestdavit CG 69-73 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore
Port 7M RIB - Pivot Type, Electro-Hydraulic Vestdavit
CVN 68 2 Port &
Stbd
7M RIB - Pivot Type, Electro-Hydraulic Vestdavit Figure 583-13-1 Typical Boat Handling System Component Diagram and Component Codes
Table 583-13-2 Fleet Configurations of Boat Handling Systems - Continued
Ship Class
# of Davits
Per Hull Location Davit Type Manufacturer
DDG 51-78 1 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore
DDG 79-90 1 Stbd 7M RIB - SLAD, Electro-Hydraulic North Pacific
Crane
DDG 91-108 1 Stbd 7M RIB - SLAD, Electro-Hydraulic OGI
DDG 1000 1 Stern 7M/11M RIB Pivoted Ramp PAR Jered
FFG 7 1 Port 7M RIB - SLAD, Electro-Mechanical Welin Lambie
LCC 19 4 Stbd (2) 7M RIB - SLAD, Electro-Hydraulic Allied Systems
Port (2) 11M PE - Trackway Type, Electro-Mechanical Lake Shore LCS 1 2 Port 5M RIB - Fixed Overhanging, Electro-Mechanical Vestdavit
Stern Pivoted Ramp * PAR Jered
LCS 2 2 Port 5M RIB - SLAD, Electro-Hydraulic Palfinger
Stern Twin Boom Extensible Crane** MAPC
LCS 3 2 Port 5M RIB - Fixed Overhanging, Electro-Mechanical Vestdavit
Stern Pivoted Ramp * OGI
LCS 4 2 Port 5M RIB - SLAD, Electro-Hydraulic Palfinger
Stern Twin Boom Extensible Crane** OGI
LHA 5 2 Stbd 36FT LCPL - Pivot Type, Electro-Mechanical Lake Shore Port 11M RIB - Fixed Overhanging, Electro-Mechanical Welin Lambie LHD 1, 2, 5 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore
Port 36FT LCPL - Fixed Overhanging, Electro-Mechanical Lake Shore LHD 3, 4, 6 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore
Port 11M RIB - Fixed Overhanging, Electro-Mechanical Welin Lambie
LHD 7, 8 2 Stbd 7M RIB - SLAD, Electro-Hydraulic Allied Systems
Port 36FT LCPL - Fixed Overhanging, Electro-Mechanical Lake Shore
LPD 9 1 Port 7M RIB - SLAD, Electro-Hydraulic Allied Systems
LPD 17 1 Stbd 7M RIB - SLAD, Electro-Hydraulic Caley Systems
LSD 41, 47, 48, 50
1 Port 36FT LCPL - Pivot Type, Electro-Mechanical Lake Shore LSD 42-46,
49, 51, 52
1 Port 7M & 11M RIB - Pivot Type (LUM 12A), Electro-Hydraulic Welin Lambie
*
LCS 3AF stern ramp and crane system OEM is Oldenburg Group Inc (OGI). **
LCS 6AF Twin Boom Extensible Crane OEM is OGI.
583-13.2 TERMS AND DESCRIPTIONS.
583-13.2.1 GENERAL. The terms utilized in this section are listed and defined in the following paragraphs in alphabetical order. Where applicable, amplifying information is provided to assist personnel engaged in the supervision of operation or maintenance of shipboard boat handling and stowage systems.
583-13.2.2 ANTI-PENDULATION APPARATUS (APA). The APA is a device fixed to the davit arm tip on the LPD 17 Class rescue boat davit. Its function is to control Rigid Inflatable Boat (RIB) positioning during davit S9086-TX-STM-020
arm slewing from the inboard stowed position to the outboard launched position. It interfaces with the hoist rigid bail of the 7M RIB to help maintain boat position, as well as dampen any tilt/trim motion through the use of several hydraulic cylinders.
583-13.2.3 BOAT HOISTING RIGID BAIL. A rigid hoisting fixture fitted to the boat for lifting at a single point. LPD 17 is the only ship class that handles RIBs outfitted with rigid bails. Rigid bails are used on LPD 17 class RIBs because of the requirement to handle boats from within the mission boat valley via the boat and cargo crane outfitted with the Positive Control Derrick Head (PCDH) or the rescue boat pocket using the APA on the davit system. The combination of the PCDH/APA and boat rigid bail reduce the need for a large amount of line handlers to control boat motion while moving from the boat valley to the launch position alongside the ship.
583-13.2.4 BOAT HOISTING SLINGS. Boat hoisting slings are made up of two or more flexible appendages. One end of each appendage is attached to a common hoisting ring and the other end is attached to the boat hoist-ing fitthoist-ings. Refer to Section 7, Volume 1 - Boats and Small Crafts, of S9086-TX-STM-010/583 for further infor-mation.
583-13.2.5 BOAT LAUNCH AND RECOVERY, OVER THE SIDE. Over the side handling systems are gen-erally referred to as a davit. A davit is a winch and support structure designed to move a boat from an inboard stowed position to a point outboard of the ship’s side from which the boat may be lowered to the water and launched. The reverse of this process occurs when the boat is hoisted and recovered. Boat and Aircraft (B&A) Cranes and Cargo Cranes can also be used for over the side boat handling, although they are not referred to as davits. Cranes used to launch and recover boats are limited to lower sea states and ship speed than davit systems. Some cranes, such as the Boat and Cargo Crane on LPD 17 Class (refer to Figure 583-13-2) are specifically designed to handle loads in higher sea states (SS 1-3), as defined by the World Meteorological Organization (WMO) standard, while the ship is underway. Davits are equipped with motion compensation devices for safer launch and recovery in higher sea states. Cranes lack this capability. Davits are specifically arranged for ease of line handling and sea painter rigging. Cranes do not have dedicated line handling cleats. Cranes are sometimes located on the deck in a location that restricts aspects of safe launch and recovery. Obstructed views, limited compartment space, and tripping hazards increase the level of risk when utilizing a crane for over the side boat launch and recovery.
583-13.2.6 BOAT LAUNCH AND RECOVERY, STERN HOIST. Dependent on the ship’s hull design, stern hoist systems can be at a fixed launch and recovery position at the stern of the ship or consist of a boom or set of booms that extend beyond the transom to launch and recover the ship’s boats. Both types of systems are capable of launching and recovering the boat.
583-13.2.7 BOAT LAUNCH AND RECOVERY, STERN RAMP. Stern ramp systems utilize a ramp located at the stern of the ship that is designed to allow the boat to move from within the ship and down a ramp to a point at which the boat becomes waterborne and can be launched from the stern of the ship. The reverse of this pro-cess occurs when the boat is recovered. The ramp angle may be fixed or pivoted depending on the design of the ramp. How the boat moves up or down the ramp is dependent on the launch and recovery design. Methods to move the boat up and down the ramp may consist of any combination of the boat’s gravity when launched or momentum when recovered, power assisted launch and recovery mechanisms, adjustable ramp angles or pivoted ramps.
583-13.2.8 BOOM, BOAT HANDLING. An inclined spar, strut, or other long member used to handle boats over the side of the ship for launch and retrieval.
583-13.2.9 BOOM, BOAT MOORING. A horizontal spar, strut, or other long member, extending from the hull of the ship, to which boats are moored.
Figure 583-13-2 Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17 Class S9086-TX-STM-020
583-13.2.10 BOAT REPORT. A daily inspection of the ship’s boats and equipment in accordance with OPNAVINST 3120.32C. The report of inspection shall be entered in the ship’s log and include inspection of the boat engine, hull, lights, boat gear, and emergency equipment, and a test of the fog signal. Inspection of the davit shall also be included to verify davit operational readiness.
583-13.2.11 DAVIT, DOUBLE ARM. A davit having two arms, falls, and hoisting hooks. With this type of davit, the boat is suspended from two points. These types of davits move the boat inboard and outboard over the side of the ship to permit hoisting and lowering of the boat to and from the water.
583-13.2.12 DAVIT, GRAVITY. A davit design that uses the force of gravity as the primary means to move the boat outboard, over the side, and to the water.
583-13.2.13 DAVIT, MECHANICAL. A davit requiring the application of an external force (other than grav-ity) to move the boat from the inboard position to the outboard position and to lower the boat to the water. These davits are common in the Fleet and use either electric or hydraulic power to operate.
583-13.2.14 DAVIT, OVERHEAD SUSPENDED (FIXED). The structure of this davit is fixed over the side of the ship and allows for the boat to be directly lowered and hoisted from this position. Refer toFigure 583-13-3.
583-13.2.15 DAVIT, PIVOTED. A davit consisting of an arm or arms which pivot around a single axis to move inboard and outboard. Refer toFigure 583-13-4.
Figure 583-13-3 Davit, Fixed Overhanging (Sheet 2 of 2)
583-13.2.16 DAVIT, PIVOTED LINK. A gravity davit consisting of two arms which pivot around multiple axes through links to move inboard and outboard. Refer to Figure 583-13-5.
583-13.2.17 DAVIT, SINGLE ARM. A davit having one arm, fall, and hoisting hook. With this type of davit, the boat is suspended from a single pick-up point.
583-13.2.18 DAVIT, SLEWING ARM (SLAD). A davit with a single arm or boom. The davit arm is mounted on a pedestal and rotates about a vertical axis when moving the boat outboard and inboard in a slewing type motion. This type of davit operates similar to a crane. Numerous Commercial Off The Shelf (COTS) SLADs, from various OEMs, are currently in service in the Fleet. These davits differ in specific design and operating fea-tures and procedures. Refer to Figure 583-13-6andFigure 583-13-7 for two examples of SLADs in the Fleet.
Figure 583-13-5 Davit, Pivoted Link
583-13.2.19 FALLS. The falls consist of the hoist rope, end fittings, blocks, links, and boat hook(s). Paying in and out of the falls is controlled by the davit winch to hoist and lower the boat. A typical falls is shown inFigure 583-13-8.
Figure 583-13-7 Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM)
583-13.2.20 FALLS TENSIONING DEVICE. A weighted sheave arrangement installed in the davit falls reev-ing arrangement. Its weight is enough to counterbalance and lift the hook(s) clear of the boat and its crew when launching the boat. A typical falls tensioning device is shown in Figure 583-13-9. Falls tensioning devices are not employed on davits with Constant Tension (CT) winch systems. Refer toparagraph 583-13.2.57for CT winch description.
583-13.2.21 FID. For boat handling, a fid is a hardwood tapered pin or dowel that is used to secure the sea painter to the bow of a boat. The fid is used as a toggle over the eye and under the standing part of the painter line and provides the capability to quickly release the sea painter from the boat during a launch operation. 583-13.2.22 GRIPE. An adjustable rope or strap assembly used to secure the boat to its stowage system by wrapping around the boat and securing to the davit or deck. Gripes shall be of the quick disconnect type, con-structed of corrosion resistant steel (CRES) 316, and readily accessible. When boat cradles are utilized for stow-age of RIBs, boat gripes are not preferred due to lack of restraint around the RIB inflatable sponson, as well as a history of causing damage to the sponson.
583-13.2.23 HOOKS, BOAT HOISTING. The hook is used to connect the boat sling or attachment point to the davit falls. Some davit arrangements have more than one boat hook. There are several types of boat hooks currently used by the Navy. The more common hooks used are further described below.
583-13.2.24 HOOK, RAYMOND RELEASE. The hook used for double arm davits that handle Landing Craft Personnel (Large) (LCPL) boats. The hook is shown on NAVSEA drawing 803-5000491 and depicted in Figure
Figure 583-13-9 Falls Tensioning Device
583-13-10. These hooks are being phased out of service as LCPL boats are removed from active service in the Fleet.
583-13.2.25 HOOK, OFF-LOAD RELEASE. This hook type is used on most boat davits in the Fleet. The most common manufacturer of this type of hook is Vestdavit who provides the hook in two load capacities as shown inTable 583-13-3. These hooks offer operators the split-second release control often needed at sea, and include a self-locking feature which prevents release while under full load. Refer to Figure 583-13-11.
583-13.2.26 LIZARD LINE. A line spliced into the sea painter near the eye splice end of the sea painter. It is used during launch and recovery of boats as a means to deploy and retrieve the sea painter from the water once the painter is no longer connected to the bow of the waterborne boat.
Table 583-13-3 Vestdavit Off-Load Release Hook Models
Vestdavit Hook Model No. Safe Working Load Hook Weight
LB 4 8,000 lbs 15.8 lbs
LB 10 22,000 lbs 44 lbs
583-13.2.27 MANROPES. Synthetic ropes made up with a series of overhand or figure-eight knots evenly spaced 18 to 24 inches apart. When installed, the ropes are typically attached to the davit arm or overhead spon-son depending on the shipboard arrangement. The boat crew can use the manropes for additional safety during hoisting and lowering of boats. The installation and use of manropes is optional and should be determined based on the boat handling configuration. The use of manropes on some davit configurations (SLADs) was deemed a safety hazard during operations because of fouling of the ropes with boat and deck mounted equipment as the davit arm traveled to its stowed to launch position. Use NAVSEA drawing 803-5184124 for guidance.
583-13.2.28 MCCLUNEY HOOK. A quick-release type hook used in boat stowage tie downs and davit arm preventers.
583-13.2.29 PENDANT, BOAT HANDLING. Pendants are typically used when handling boats with cranes only outfitted with heavy hook blocks, not remote release hooks. Pendants are designed for easy engagement, proper fit, and suspension from the crane. The typical pendant fabrication consists of a synthetic rope or strap, rigging hardware, and a quick release hook (refer toFigure 583-13-12). The quick release hook shall be
compat-Figure 583-13-11 Hook, Off-Load Release
ible with the boat sling thimble or hoist sling lifting ring. The overall length of a pendant varies on crane con-figurations. Some pendants can be rigged with a remote release hook for use on boats outfitted with tall and/or heavy slings. Use of a remote release hook actuated from the deck of the ship provides safety to the boat crew due to the falling of the sling assembly once released from the hook. A remote release hook also permits the launch of an unmanned 7M/11M RIB or PE boat since hook release can be accomplished from the ship’s deck.
583-13.2.29.1 Safety Runner and Tripping Line. Disengagement and engagement of the boat handling pendant remote release hook can be accomplished by use of a safety runner and tripping line, made up as follows: The hook shall have a small ring attached to its bill through which a shackle is passed. The safety runner, an 18-foot long wire rope, is connected to the shackle in the bill of the release hook. The tripping line, a 50-foot (minimum length), 3-inch circumference fiber rope (in accordance with MIL-R-24537), shall be connected to the other end of the safety runner by a shackle. The tripping line length is selected to allow operation of the tripping line from the ship’s deck and the boat sling to be engaged and disengaged from the pendant hook remotely while the boat is waterborne. For launching, the safety runner is passed under the boat sling lifting ring in the throat of the release hook so that it can be tripped out remotely by the deck crew when the boat is waterborne. During recov-ery, the safety runner is disconnected from the tripping line by the boat crew, passed through the boat sling lift-ing rlift-ing, and reconnected to the tripplift-ing line, enabllift-ing the deck crew to remotely lift and engage the boat sllift-ing into the release hook. In the event that the utilization of a pendant would result in increased boom length, the remote release hook features discussed above shall be incorporated into the crane or boom primary hook, or shall be furnished as a separate interchangeable hook.
Figure 583-13-13 PCDH Assembly
583-13.2.31 PREVENTER STAY. An adjustable wire or fiber rope assembly used for additional safety or secu-rity when the davit arm(s) is in the stowed position. Refer toFigure 583-13-14.
583-13.2.32 RAMP. When used for launch and recovery of a vehicle, ramps are commonly located at the stern of the ship. Ramps may be pivoted or fixed; some can be quickly released from the ship and left behind in an emergency. Ramp bunks, contoured support structures, and/or guides are used on ramps to control vehicle posi-tioning during capture and release.
583-13.2.33 RATED LOAD. The working capacity [at the hook(s)] to which the davit is capable of handling while maintaining designated factors of safety.
583-13.2.34 READY LIFEBOAT. The boat selected by ship’s force as the rescue boat that will be used in a man-overboard situation. Generally, a 7M RIB. In some cases (e.g., PC and LCS), smaller RIBs are employed in this capacity as “Rescue Boats.”
583-13.2.35 SEA PAINTER. A line secured to the ship and used to allow the boat to ride under the davit hook during launch and recovery.
Hand tending the sea painter or an improperly positioned or secured sea painter can allow the boat to tow from the boat falls or whip and cause the boat to broach, swamp, or capsize, resulting in serious personnel injury or death.
The sea painter should be adjusted and secured to a cleat or bitt prior to any boat handling operation such that the boat will be positioned directly under the hoisting hook or hooks when the boat becomes waterborne and begins to ride the sea painter. One end of the sea painter should be securely tied off to a designated cleat or bitt forward of the boat davit area. The sea painter should be free of any obstructions as the boat travels between the inboard stowed position and the water level. The sea painter should be positioned such that disconnecting and
ship underway to be hoisted onboard, the eye of the sea painter is lowered to the boat by means of a light line called a lizard line. The boat crew (bow hook) first secures the eye of the painter to the inboard bow cleat or bow post on the boat. The boat can now ride from the sea painter, as necessary, while the boat steadying lines and davit hoist hook(s) are connected to the boat. Refer to Figure 583-13-15 and Figure 583-13-16 for proper sea painter configuration and arrangement. Sea painter length will be based on the length that positions the boat directly under the hook when a waterborne boat begins to ride the sea painter. Sea painter diameter shall be sized based on largest vehicle being handled.
583-13.2.36 SHEAVE. A rotating wheel or pulley with a grooved rim.
583-13.2.36.1 Sheave Groove Diameter. The following calculations are provided to determine the maximum and minimum groove diameter for boat davit sheaves. Maximum groove diameter is equal to the nominal wire rope diameter multiplied by 1.05 + 1/8 of an inch. The minimum groove diameter is equal to the nominal wire rope diameter multiplied by 1.025. Any sheave having a groove diameter smaller than the minimum diameter must be re-grooved or replaced.
Figure 583-13-15 Sea Painter Assembly
Figure 583-13-16 Sea Painter Arrangement
583-13.2.37 SHOCK ABSORBER. A spring or hydraulic loaded assembly to which the falls are attached or reeved around via a sheave. The function of the shock absorber is to minimize shock loads on the davit and falls that may occur during launching or hoisting a boat in rough seas.
583-13.2.38 SPANWIRE. A wire or fiber rope assembly connected to, and bridging, two davit arms. This is the wire or line to which the manropes are attached.
583-13.2.39 SPREADER BARS. Lifting bars with multiple padeyes that serve as the interface between a mul-tiple hoist crane and vehicle’s lifting rigging. On the LCS 1, four spreader bars are configured in various rigging arrangements to transfer vehicles from stowage into the launch and recovery location (seeFigure 583-13-17).
583-13.2.40 STOWAGE, DAVIT. A stowage arrangement where the boat is stowed in the davit supported or suspended from the davit hooks and supported by a keel rest.
583-13.2.41 STOWAGE, DECK. A stowage arrangement attached to the deck and capable of supporting the full weight of the boat(s).
583-13.2.42 STOWAGE, DOLLY. A wheeled, movable platform capable of supporting the full weight of the boat(s). This type of stowage can transport the boats from one deck location to another.
583-13.2.43 STOWAGE, DOUBLE BANK. A stowage arrangement in which two boats are stowed, one above the other.
583-13.2.44 STOWAGE, SINGLE BANK. A single-boat stowage arrangement.
583-13.2.45 STRONGBACK, DAVIT ARM. A structural load bearing member (SPAR) attached to and span-ning between the davit arms.
583-13.2.46 SURFACE TOW CRADLE (STC). An inflatable tube device (similar in construction to the inflat-able sponson of RIBs) used for launch and recovery of surface crafts, manned and unmanned. The STC is a deployable floating cradle towed astern a ship. Vehicles enter into and are recovered with the STC. An STC is currently utilized on the LCS 2 (see Figure 583-13-18) variant and is part of the Twin Boom Extensible Crane System. When waterborne, the watercraft is positioned astern of the STC and a tow line is rigged through the release clips on the aft portion of the STC in an orientation that presents the line to the approaching vehicle. Once
583-13.2.47 TEST, DYNAMIC LOAD. A test conducted using 125 percent of the rated load of the davit sys-tem moved through the full launch and recovery ranges of motion.
583-13.2.48 TEST, NO-LOAD OPERATION. A test conducted on the davit system with empty hook(s). 583-13.2.49 TEST, RATED LOAD. A test conducted using 100 percent of the load for which the davit system was designed to handle at rated speed at the hook(s).
583-13.2.50 TEST, STATIC LOAD. A test conducted using 200 percent of the rated load of the davit system for a minimum of 10 minutes.
583-13.2.51 TEST, SYSTEM. A series of tests consisting of a No-Load Operational test followed by Static, Dynamic, and Rated Load tests. These tests are then followed by a second No-Load Operational test.
583-13.2.52 TIE DOWNS. An adjustable rope or strap assembly used to secure the boat to its stowage system utilizing hull mounted padeyes. Tie downs shall be of the quick disconnect type, constructed of CRES 316, and readily accessible. For RIBs, the boat should be secured to the deck using the bow eye and transom eyes. 583-13.2.53 TOW BOOM An extendable/retractable boom at the forward ship location used to deploy the sea painter outboard of the ship’s shell to provide better alignment of the RIB directly under the davit arm tip. The LPD 17 Class starboard boat davit is currently the only boat davit design to utilize a tow boom sea painter arrangement. LPD 17 Class ships should rig a backup sea painter deployed from the starboard forward mooring station in the event that the tow boom becomes inoperable.
583-13.2.54 TOW WINCH. A winch used in stern launch and recovery systems. For stern ramp design the tow winch is used to either inhaul/payout/secure the boat on ramp. Additionally, for stern ramp designs, the tow winch can be used to recover a disabled boat. For TBEC/STC designs, the tow winch tows the boat and STC astern of the ship and properly positions the boat beneath the TBEC for hoisting and lowering.
Figure 583-13-18 Surface Tow Cradle (used on LCS 2)
583-13.2.55 TWO-BLOCKED FALLS. A condition where the boat falls are prevented from further movement either by design or obstruction. Continued hoisting against a two-block condition will result in over-stressing or failure of davit components.
583-13.2.56 WINCH, BOAT DAVIT. A steel or aluminum case supporting a grooved drum or drums driven through a set of reduction gears by a motor, handcrank, or gravity to control boat handling.
583-13.2.57 WINCH, CONSTANT TENSION. A winch with a secondary mode that provides a means of maintaining a constant tension line pull on the boat falls. When in the constant tension mode, the davit winch shall in-haul and pay out rope to compensate for boat motion on the waves during boat launch and recovery.
583-13.3 BOAT DAVIT SAFETY DEVICES.
583-13.3.1 GENERAL. Boat davit installations are provided with various safety and protective devices. These safety devices are visual, electrical, and mechanical in nature. All safety devices should be functional and oper-ating in accordance with Planned Maintenance System (PMS) requirements whenever the boat davit is operated. Operation of a boat davit with one or more safety devices inoperative is not authorized without an approved Departure From Specifications (DFS) in accordance with Type Commander directives. Paragraphs 583-13.3.2 through 583-13.3.14describe various devices and their functions.
583-13.3.2 SAFE HOISTING POSITION INDICATORS. These indicators are used as a visual aid only for davits handling Utility Boats (UB) or LCPLs. They indicate when the davit should be deenergized during hoist-ing in order to avoid a two-blocked condition. They shall be visible from the boat davit operator station. The indicators, usually red in color and 2 inches wide, shall be used on all types of boat davits, when practical. The indicators shall be provided on the davit arm(s) and on a fixed structure to indicate the position of both arms relative to each other and to the davit structure (as applicable). They shall coincide at a minimum distance of 8 inches from the two-blocked position or the solidly compressed position of the buffer spring. The indicators may be painted to coincide at the stowed position so long as the minimum distance of 8 inches from the two-blocked position is maintained.
583-13.3.3 SLEWING POSITION INDICATORS. These indicators are used as a visual aid to indicate when to deenergize the slew drive during slewing. The stripes, usually red in color and 2 inches wide, shall be used on all types of slewing arm davits (standard and non-magnetic). One stripe shall be provided on the boat davit arm and two on the fixed pedestal. All shall be visible from the boat davit operation station. One of the two fixed pedestal stripes shall indicate when the davit is slewed to the stowed position and the other fixed pedestal stripe shall indicate when the davit is slewed to the launch position.
583-13.3.4 EMERGENCY DISCONNECT SWITCH. On some davit configurations, a switch is provided to control main 440 VAC power to the davit motor controller and operator control station. These configurations may have one disconnect switch located at the boat davit operation station. A second switch may be located in boat stowage location if the operation station is not in the vicinity of the boat stowage. These switches act as EMER-GENCY STOP PUSHBUTTONS to allow personnel to prevent further operation of the davit if an unsafe condi-tion is found during equipment operacondi-tion.
583-13.3.6 DAVIT ARM OVERTRAVEL ELECTRICAL INTERLOCK SWITCHES. These switches are located on the davit structure or at the shock absorbers. These switches, when actuated, deenergize the winch motor to prevent the davit arms from being driven beyond safe power hoisting position.
583-13.3.7 HOIST LIMIT SWITCHES. These control switches are usually of the geared type. This type of switch regulates the distance of boat hoist by deenergizing the winch motor after the winch has completed a set number of revolutions. This feature is to prevent a two-blocked falls condition.
583-13.3.8 SLEW OVERTRAVEL SWITCHES. These switches limit the amount of rotation that the davit can slew. The switch deenergizes the slewing drive when the davit is slewed beyond the safe position of the davit. 583-13.3.9 MANUAL BRAKE ELECTRICAL INTERLOCK SWITCH. The control interlock switch is located at the manual brake to prevent energizing the motor when the brake is set. This switch is intended primarily for protection of the winch gearing and shall not be used as a stop switch.
583-13.3.10 SAFETY TYPE HANDCRANKS. These types of handcranks include an overriding mechanism. This mechanism functions in such a manner that, if the winch motor is energized while the winch is being manu-ally cranked, no force is exerted on the crank handle from the winch side, and thus prevents back drive. This device is limited to use on non-reversing winches and may be used in place of handcrank electrical interlock switches on that type of winch. For the NAVY STANDARD SLAD, the formlock clutch in the planetary gear systems of slewing and hoist drives prevents the back drive of slewing and hoist handcranks, and thus both drives can be power driven with the handcranks being engaged.
583-13.3.11 FALLS TENSIONING DEVICE. The function of the falls tensioning device is to keep the hook assembly above the boat crew members’ heads prior to boat hookup and after release. This reduces the danger to boat and crew from a swinging hook assembly. When the hook is cast off during launching, the falls tension-ing device counterweighted sheave should cause the hook to raise clear of the boat and crew. Refer to Figure 583-13-9. In Constant Tension Winch systems, these functions are performed automatically by the constant ten-sion system.
583-13.3.12 FLUID BRAKE. A fluid brake is attached to the output shaft of the electric clutch on the NAVY STANDARD SLAD Hoist Drive Motor. The purpose of this fluid brake is to regulate the speed of a descending boat and thus prevent any damage to the equipment or personnel.
583-13.3.13 CENTRIFUGAL BRAKE. On some davit configurations, a centrifugal brake is mounted on the high-speed shaft end of the winch reduction gear. In the event of over speed during lowering, the brake drags, thus regulating the speed of the descending boat.
583-13.3.14 SEA PAINTER.
Hand tending the sea painter or an improperly positioned or secured sea painter can allow the boat to tow from the boat falls or whip and cause the boat to broach, swamp, or capsize, resulting in personnel injury or death.
A sea painter is a length of line attached to the ship forward of the boat stowage and to the bow of the boat. The sea painter is sized such that when the boat is under tow by the sea painter, the lifting point of the boat is positioned directly beneath the boat falls. Refer to NAVSEA Drawing 53711-583-8553054. An improperly sized painter could cause the boat to tow from the falls or whip, which could cause the boat to broach and result in swamping or capsizing of the boat.
583-13.3.15 TWO-BLOCKED PROTECTION. The purpose of these safety switches is to prevent mechanical two-block of either the hoist hook or davit arm against a hard stop. The switches are set to stop the travel of the davit winch or davit arm when either the hoist hook or davit arm is close to a two-block condition.
583-13.3.16 EMERGENCY STOP PUSHBUTTONS. Some davit configurations utilize a large pushbutton switch/box to act as a safety switch that permits personnel to prevent further operation of the davit if an unsafe condition is found during equipment operation.
583-13.4 GENERAL OPERATING PROCEDURES.
583-13.4.1 GENERAL PRECAUTIONS. During operation of any boat handling system, the following general precautions should be observed:
a. See that all non-operating personnel are clear of the area prior to any boat handling operation.
b. Keep the number of personnel riding in a boat to the minimum manning required. Exceptions may be made for combat operations and survival situations where potential dangers to human life exist.
c. Do not permit the davit arm to run into the outboard stop at full speed.
d. For double arm davits, always release the stern hoisting hook before releasing the bow hoisting hook when launching a boat. When retrieving a boat, engage the bow hoisting hook before engaging the stern hoisting hook.
e. Do not use over-travel switches as stop switches. When the painted safe hoisting position indicators coincide (refer to paragraph 583-13.3.2), move the CONTROL SWITCH for controlling the davit winch to the OFF position immediately. If the davit arm(s) come(s) to rest before reaching the stowed position, it should be hand cranked to the stowed position. In the event that the motor does not stop when the CONTROL SWITCH is moved to OFF, the EMERGENCY DISCONNECT switch should immediately be moved to the OFF posi-tion.
f. If the davit has manropes installed, ensure that personnel riding in the boat use manropes when lowering or raising the boat. The manropes are to be rigged outboard of the boat.
g. Ensure that hoisting hooks are seating properly and secured before a boat is raised or lowered. h. Ensure that any davit arm latching mechanisms are removed prior to moving the davit arm.
i. Boats shall not be launched or recovered with water in the bilges in excess of that which would normally be removed by properly functioning bilge pumps. In the event excessive bilge water cannot be removed with installed pumps, the water should be removed through the hull drain plugs or with a portable pump before launching or recovering. Refer to Section 7, Volume 1 - Boats and Small Crafts, of S9086-TX-STM-010/583 for precautions regarding boat hoisting fittings and slings.
k. Follow night operation guidelines (refer toparagraph 583-13.4.8for general guidance). For stern launch and recovery night operations ensure white lights are secured and red lights are on for night vision.
l. Establish direct communication between the Bridge, Davit Captain, Davit Operator, line handlers, and boat Coxswain. Davit Captain reports manned and read to the Bridge.
m. If performing a launch and recovery using a crane, ensure crane Operator’s Daily Checklist (ODCL) has been completed, critical lift checklist is completed and approved by Commanding Officer (CO), and any findings properly addressed.
583-13.4.2 PRE-LAUNCH BOAT CHECKS. Refer to S9086-TX-STM-010/583 for boat preparation.
a. A crew of the watch has been mustered and each person is at their station and understands their duties. This includes personnel handling the steadying lines, tripping line, and sea painter.
b. The boat is located in a stowage position with tension on the boat falls or the boat sling ring is hooked to the crane whip.
c. Forward and after steadying lines are rigged and coiled down, ready for paying out when the boat is hoisted out and lowered.
d. The sea painter is secured abaft the bow of the boat. The sea painter must be adjusted so that when the boat is in the water, the boat tows from the sea painter, not the falls.
e. Boat fuel tanks are full (ready lifeboat).
f. Lubricating oil reservoir is full and a reserve can of lubricating oil is in the boat. g. Required fire extinguishers are aboard.
h. Type I Inherently Buoyant life jackets shall be worn while being lowered/raised by a davit. Life jackets, one for each crew member, shall be available so that the crew can don them before manning the boat.
i. The bilges are dry.
j. The boat plugs are in place.
k. Suitable light for blinker signaling is in place. l. All articles of boat equipment are ready to use.
m. Two days’ supply of water and provisions for crew are in place (ready lifeboat).
Emergency boarding ladders, manufactured locally according to Figure 583-13-19, may be added as optional lifeboat equipment.
583-13.4.3 PRE-LAUNCH BOAT DAVIT OPERATIONAL CHECKS.
All members of the operating crew shall be Personnel Qualification Standard (PQS) qualified.
a. Muster the boat davit crew. Check that all members are wearing proper personnel safety equipment and understand their duties. This includes personnel handling the steadying lines, tripping lines, and sea painter. Conduct safety brief.
b. Inspect the operating area to be sure there are no foreign objects that might interfere with or create a hazard for operation.
c. Check that system power is available. d. Check hydraulic fluid level as applicable.
e. Check that the davit arm preventer stays are removed and clear of the operating area. f. Check that the boat gripes and tie downs are removed and clear of the operating area. g. Check that the davit latches are fully latched.
h. Ensure that the boat hoisting fittings are fully seated in the hoisting hooks and that the hooks are latched or moused closed.
i. Check that visual aids (painted positional indicators), if required, exist to assist operational personnel in iden-Figure 583-13-19 Emergency Boarding Ladder
k. Ensure that the sea painter is marked at the securing point, adjusted, and secured to the ship so that when the boat is in the water, the boat rides to the sea painter, not the whip or falls.
l. If provided, check that the manropes are available and ready for use. m. Correct any condition that does not meet a check.
583-13.4.4 GENERAL OPERATING PROCEDURES FOR BOAT DAVITS. The following are general oper-ating instructions for launching and recovering boats using davits. The Davit Captain, Officer, or Boatswains Mate-in-Charge (OIC/BM-in-C) and/or the Safety Officer (Observer) will be the only persons authorized to give commands during operations. All others will maintain silence unless directed otherwise and be attentive to their duties. Detailed operating instructions for boat davits can be found in the technical manuals supplied with the systems. Boat launching and recovery operations shall not be conducted in the absence of written procedures for the system involved in which the boat handling detail have been instructed. The procedures shall specify the tasks and responsibilities of all positions required for operation of the system and the experience and training required for each position.
583-13.4.4.1 Launching Procedures.
The boat should be launched on the leeward side of the ship. The ship should be travelling 5 knots maximum above ground unless system or class dictates a lower speed (always refer to TM for speed restrictions).
a. Report to the Officer on Deck (OOD), manned and ready, safety brief has been conducted. b. Remove boat gripes and/or tie downs from the boat.
c. Ensure that the boat hoisting hook(s) supports the weight of the boat. Disengage the boat stowage system from the boat.
d. Disengage davit arm(s) latching mechanism(s).
e. Request permission from OOD to take the RIB to the rail. f. Move davit arm(s) to the outboard position.
Hand tending the sea painter or an improperly positioned or secured sea painter can allow the boat to tow from the boat falls or whip and cause the boat to broach, swamp, or capsize, resulting in personnel injury or death.
g. Ensure that the sea painter is set at the correct length, attached to the designated ship cleat or bitt, and prop-erly rigged to the boat’s bow post.
h. Using steadying lines, secure boat at deck edge. Report to OOD RIB is at the rail, and request permission to embark the crew.
If the davit has a Constant Tension winch system, do not enable constant tension mode during lowering until the boat is within 3 feet of the wave tops. If the sys-tem should malfunction and shift into constant tension before the boat touches the water, the boat will free fall the distance to the water, possibly resulting in personnel injury or death.
i. Boat Crew boards RIB and takes up launch positions. Report to OOD; crew embarked and request permis-sion to lower and launch.
j. Lower the boat to a safe distance just above the water.
k. The boat crew will start the boat engine so that the engine is verified as running. Proceed to launch as soon as engines are verified as running.
When launching a boat using double arm davits, always release the stern hoist-ing hook before releashoist-ing the bow hoisthoist-ing hook. Releashoist-ing the bow hook first could allow the boat to broach and swamp or capsize, resulting in personnel injury or death.
l. When the boat is waterborne, and when ordered by the coxswain, the boat crew releases the boat hoisting hook(s) in the proper order. Ensure that the boat hoisting hook(s) will clear the boat crew when the hook(s) is (are) released.
m. Boat crew cast off the boat steadying lines; release AFT, then FWD steadying line. Line handlers retrieve steadying lines.
n. Drive the boat forward to release tension on the sea painter, and then pull/release the sea painter fid, and cast off the sea painter. Using the lizard line, line handler retrieves the sea painter.
o. Report to OOD; RIB is away.
583-13.4.4.2 Recovery Procedures.
The boat should be recovered on the leeward side of the ship. The ship should be travelling 5 knots maximum above ground unless system or class dictates a
a. Report to the OOD: mustering the detail and reporting manned and ready, safety brief has been conducted. b. Move davit arm(s) to the outboard position.
c. Using the lizard line, deck crew lowers the sea painter eye down to the boat crew.
Using the fid to attach the sea painter to the boat is not recommended during boat recovery evolutions.
d. Boat crew secures the sea painter to the boat’s bow fitting. (Sampson post for RIBs or outboard forward cleat for UBs/LCPLs.) To allow for quick attachment of the sea painter to the boat, the eye of the painter should be looped over the Sampson post or outboard forward cleat, depending on boat type.
e. Coxswain allows the boat to ride back onto the sea painter, aligning with the davit, then deck crew cast the boat steadying lines to the boat crew and attach FWD, then AFT steadying lines to the boat.
f. Request permission from OOD to recover the RIB.
g. Davit operator lowers the boat hoisting hook(s) to the boat crew. Shift system to constant tension mode if davit has CT capability.
When recovering a boat using double arm davits, always engage the bow hoist-ing hook before engaghoist-ing the stern hoisthoist-ing hook. If stern hook is attached first, the boat could broach and swamp or capsize, resulting in personnel injury or death.
h. Boat crew pulls down and attaches the hook(s) to the boat hoisting fitting(s).
i. Once the hoisting hook(s) is(are) secured, hoist the boat to the davit arm(s). Use the boat steadying lines to keep the boat parallel to the ship.
With constant tension systems, the shift from CT mode to normal hoist mode occurs automatically upon operation of the hoist control.
j. Secure RIB at rail.
k. Report to OOD: RIB is at the rail, request permission to disembark the crew.
l. Bring the boat and davit arm(s) to the inboard position and engage the davit arm(s) latching mechanism(s). m. Engage the boat stowage system to the boat.
n. Request permission from OOD to secure the RIB for sea. o. Place the boat gripes in position to secure the boat in stowage. p. Return equipment to normal readiness condition.
q. Report to OOD: RIB is secured for sea.
583-13.4.5 GENERAL OPERATING PROCEDURES FOR CRANE OR BOOM BOAT HANDLING. Crane and boom handling of boats is generally restricted to sea states of two or less, as defined by the World Meteoro-logical Organization (WMO) standard, when the ship is anchored. This includes the use of the Amphibious Assault Crash Crane (AACC) for handling of utility boats aboard LHA/LHD class ships. The crane or boom shall be provided with hooks which fit the boat lifting ring and allow for quick remote release of the boat when the boat becomes waterborne. If the crane or boom does not incorporate a remote release hook, a boat handling pen-dant or separate interchangeable release hook will be used with a Safety Runner and Tripping Line. Cleats, padeyes, and other fittings shall be provided for use of handling and steadying lines. Guidance concerning the operating procedures for cranes and booms may be found in S9086-T4-STM-010/589, NSTM Chapter 589, Cranes, and S9086-TM-STM-010/573, NSTM Chapter 573, Booms. When performing a launch and recovery using a crane, ensure crane ODCL has been completed, critical lift checklist is completed and approved by CO, and any findings have been properly addressed. Procedures for use of the AACC have been developed by NAVSEA and provided to the ships concerned.
583-13.4.6 GENERAL OPERATING PROCEDURES FOR STERN RAMP LAUNCH AND RECOVERY SYS-TEMS. The following are general operating instructions for launching and recovering boats using stern ramp systems. The Davit Captain, Officer or Boatswains Mate-in-Charge (OIC/BM-in-C), and/or the Safety Officer (Observer) will be the only persons authorized to give commands during operations. All others will maintain silence unless directed otherwise and be attentive to their duties. Detailed operating instructions for stern ramp systems can be found in the technical manuals supplied with the systems. Boat launching and recovery opera-tions shall not be conducted in the absence of written procedures for the systems involved in which the boat han-dling detail have been instructed. The procedures shall specify the tasks and responsibilities of all positions required for operation of the system and the experience and training required for each position.
583-13.4.6.1 Launching Procedures.
The most favorable heading for launch is head seas. The ship should be travel-ling 6 knots maximum above ground unless system or class dictates a lower speed (always refer to TM for speed restrictions).
a. Transfer boat to ready launch position.
b. Establish voice communications with bridge, boat crew, and boat handling crew. c. Report to the OOD: manned and ready, safety brief has been conducted.
d. If system requires, rig tow line/capture device to vehicle. e. Request permission from OOD to man the boat.
h. When granting permission to launch, OOD declares “GREEN BAY/WELL” and log. i. Alert boat handling detail operation is commencing.
j. Upon order of the Petty Officer in Charge (POIC), open stern doors. k. Upon order of the POIC, lower/deploy the ramp.
l. If applicable, payout tow line to allow RIB to slide down ramp and submerge engine intakes. m. Coxswain start boat engines.
n. Confirm boat engines have started and are ready for launch. o. Upon order of the POIC, release tow line/capture device.
p. Back down the ramp and clear of the stern doors and ship’s wash. q. Report to the OOD: RIB is away.
r. Hoist stern ramp to stow position, dog or lock to secure.
s. If no further boat operations are planned, request OOD order “RED BAY/WELL.” t. Close and dog stern doors.
u. Haul in tow line to stowed position.
v. Stow tow line/capture device and associated rigging hardware. w. POIC request permission to secure from boat handling operations. x. OOD grant permission to secure from boat handling operations. 583-13.4.6.2 Recovery.
The most favorable heading for recovery is head seas. The ship should be trav-elling 6 knots maximum above ground unless system or class dictates a lower speed (always refer to TM for speed restrictions).
a. Establish voice communications with bridge, boat crew, and boat handling crew. b. Report to the OOD: manned and ready, safety brief has been conducted.
c. If applicable, rig the tow line/capture device for recovery.
d. Verify with the boat Coxswain that the boat is ready to be recovered.
e. Request permission from the OOD to recover the RIB and for “GREEN BAY/WELL,” confirm ship’s speed and heading.
f. Alert the boat handling detail that operation is commencing. g. Upon order of the POIC, open stern doors.
h. Upon order of the POIC, lower/deploy the stern ramp.
i. Coxswain pilot boat directly astern of the ramp and to approximately 1 boat length of the entrance. j. Check with bridge to ensure ship’s speed, water jets, and wakefield are acceptable for recovery. k. POIC check tow line or capture device is ready to be engaged by boat/boat crew.
l. Drive boat up ramp at appropriate speed based on environmental conditions and specific system configura-tion.
m. Confirm connection with capture device. n. Haul in boat to stowage or transfer location.
o. Upon order of the POIC, raise/retract ramp, dog and/or lock ramp.
p. Report to OOD that the boat has been successfully recovered. If no further boat operations are planned, OOD orders “RED BAY/WELL.”
q. Upon order of the POIC, close and dog the stern doors. r. Stow all gear and secure the boat for sea.
583-13.4.7 GENERAL OPERATING PROCEDURES FOR STERN SURFACE TOW CRADLE LAUNCH AND RECOVERY SYSTEMS. The following are general operating instructions for launching and recovering boats using an extendable crane with a surface tow cradle. The Davit Captain, Officer or Boatswains Mate-in-Charge (OIC/BM-in-C), and/or the Safety Officer (Observer) will be the only persons authorized to give com-mands during operations. All others will maintain silence unless directed otherwise and be attentive to their duties. Detailed operating instructions for stern ramp systems can be found in the technical manuals supplied with the systems. Boat launching and recovery operations shall not be conducted in the absence of written procedures for the systems involved in which the boat handling detail have been instructed. The procedures shall specify the tasks and responsibilities of all positions required for operation of the system and the experience and training required for each position.
583-13.4.7.1 Launching Procedures.
The most favorable heading for launch is head seas. The ship should be travel-ling 6 knots maximum above ground unless system or class dictates a lower speed (always refer to TM for speed restrictions).
a. Transfer boat to ready launch position.
b. Establish voice communications with bridge, boat crew, and boat handling crew. c. Report to the OOD: manned and ready, safety brief has been conducted.
d. Upon order of the POIC, open the stern doors.
g. Prepare all tag and steadying lines for launch. h. Request permission from the OOD to man the boat.
i. OOD grants permission and boat crew boards boat and prepares for launch. j. Coxswain confirms communication with the ship.
k. POIC verify with the Coxswain the boat is ready for launch.
l. Report to the OOD: crew embarked, request permission to launch and OOD bring ship to speed and course for launch, set “GREEN WELL/BAY.”
Personnel should not stand in line with any lines under tension. Should a rope or fitting fail, it could recoil with considerable force. Failure to comply may result in injury to personnel.
Never allow anyone under a suspended load. m. Alert the boat handling crew that operation is commencing. n. Raise the boat clear of the stowage.
o. Line handlers, while attached with safety harnesses, lower any stern opening safety devices.
p. When directed by the POIC, translate the boat aft to the full extent; line handlers tend tow line as needed as the boat translates out the stern of the ship.
q. Line handlers reinstall temporary safety devices at the stern opening.
r. Lower boat to just above the waterline, adjust lift lines as necessary to position boat in a bow up position. s. Ensure tow, tag, and steadying lines are tensioned properly.
t. Signal to Coxswain to start engines.
u. Coxswain provides confirmation to POIC that engines have started and ready for launch. v. When directed by the Coxswain/POIC, lower the RIB immediately into the water.
w. Payout lift, tag, and tow lines such that the boat is an appropriate distance from the ship’s stern. x. When directed by the Coxswain, initiate tow line/capture device release.
y. Boat drifts away/backs down to ease away from the STC. z. Report to the OOD, RIB is away.
aa. When directed by the POIC, recover the STC.
bb. When translating the STC into the ship, line handlers lower the stern opening safety device. cc. Return the STC to the stowage position.
dd. Line handlers reinstall the stern opening safety device.
ee. Request “RED BAY/WELL” from the OOD. ff. Secure STC for sea, stow all gear.
gg. Upon order of the POIC, close and dog stern doors.
hh. Request permission from the OOD to secure from boat handling operations. 583-13.4.7.2 Recovery Procedures.
The most favorable heading for recovery is head seas. The ship should be trav-elling 6 knots maximum above ground unless system or class dictates a lower speed (always refer to TM for speed restrictions).
a. Report to the OOD, manned and ready, safety brief has been conducted. b. Rig the STC and tow line/capture device for recovery.
c. Verify with the boat Coxswain that the boat is ready to be recovered.
d. Request permission from the OOD to recover the RIB and for “GREEN BAY/WELL,” confirm ship’s speed, waterjets, wakefield, and heading.
e. Alert the boat handling detail that operation is commencing. f. Install stern opening safety device.
g. Upon order of the POIC, open stern doors.
h. Prepare all tow, tag, and steadying lines for deployment. i. Coxswain pilot boat directly astern of the ship.
j. Raise the STC clear of the stowage.
k. Line handlers, while attached with safety harnesses, lower any stern opening safety devices.
l. When directed by the POIC, translate the STC aft to the full extent; line handlers tend tow line as needed as the STC translates out the stern of the ship.
m. Line handlers reinstall temporary safety devices at the stern opening. n. Lower STC into the water.
o. If applicable, activate constant tension. p. Deploy STC to far field.
q. Approach STC with boat. r. Engage tow line/capture device.
t. Upon direction of the POIC, haul in boat to lift position. u. Lift boat clear of the water when directed by POIC. v. Coxswain immediately secures boat motors.
w. Line handlers remove stern opening safety devices.
x. Lower radar arch and secure forward gun/gun mount as necessary, and then translate boat into ship.
Personnel should not stand in line with any lines under tension. Should a rope or fitting fail, it could recoil with considerable force. Failure to comply may result in injury to personnel.
Never allow anyone under a suspended load. y. Lower boat onto stowage cradle.
z. Reinstall stern opening safety device.
aa. Inform the OOD that the boat has been successfully recovered. If no further boat operations are planned, OOD orders “RED BAY/WELL.”
bb. Upon order of the POIC, close the stern doors. cc. Stow all gear and secure the boat for sea. dd. Report to OOD: RIB is secured for sea.
583-13.4.8 NIGHT OPERATIONS. Boat handling operations that may be straightforward in the daylight can become more difficult and complicated after dark. All ships must maintain the capability to launch, recover, and stow boats at night. Night operations should be well-planned ahead of time. In addition to the general operating procedures provided, the following preparations for night operations are recommended:
a. Ensure personnel safety devices are used. Issue whistles, dye markers, and chemical lights to all personnel requiring life jackets. Ensure ring buoy light is operational.
b. Paint all attachment points and major fittings white to aid visibility under night lighting conditions.
c. Ensure weather deck and davit head lighting is operational and illuminates critical areas (refer to paragraph 583-13.8).
d. Attach chemical lights to critical handling lines (i.e., sea painter, steadying lines, etc.) as appropriate.
583-13.5 MAINTENANCE.
583-13.5.1 PLANNED MAINTENANCE. Although boat handling and stowage systems are designed for use in the marine environment, planned maintenance is necessary for sustained safe and reliable performance.