S9086-TX-STM-020 VOLUME 2 REVISION 1

Transcription

1 VOLUME 2 REVISION 1 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. PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND. *0910LP * 15 JAN 2013 TITLE-1 / (TITLE-2

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3 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 JAN 2013 TOTAL REVISION; CHANGE BARS NOT USED. TMER INCORPORATED: N 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. RECORD OF REVISIONS-1 / (RECORD OF REVISIONS-2 Blank)

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5 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 maintaining 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 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 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 therefrom. 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: FOREWORD-1 / (FOREWORD-2 Blank)

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7 TABLE OF CONTENTS Chapter/Paragraph Page 583 VOLUME 2 HANDLING AND STOWING BOATS AND SMALL CRAFT SECTION 13 HANDLING AND STOWING BOATS ABOARD SHIP GENERAL INFORMATION PURPOSE BOAT HANDLING DESIGN TYPES BOAT STOWAGE TYPES TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM TERMS AND DESCRIPTIONS GENERAL ANTI-PENDULATION APPARATUS (APA) BOAT HOISTING RIGID BAIL BOAT HOISTING SLINGS BOAT LAUNCH AND RECOVERY, OVER THE SIDE BOAT LAUNCH AND RECOVERY, STERN HOIST BOAT LAUNCH AND RECOVERY, STERN RAMP BOOM, BOAT HANDLING BOOM, BOAT MOORING BOAT REPORT DAVIT, DOUBLE ARM DAVIT, GRAVITY DAVIT, MECHANICAL DAVIT, OVERHEAD SUSPENDED (FIXED) DAVIT, PIVOTED DAVIT, PIVOTED LINK DAVIT, SINGLE ARM DAVIT, SLEWING ARM (SLAD) FALLS FALLS TENSIONING DEVICE FID GRIPE HOOKS, BOAT HOISTING HOOK, RAYMOND RELEASE HOOK, OFF-LOAD RELEASE LIZARD LINE MANROPES MCCLUNEY HOOK PENDANT, BOAT HANDLING Safety Runner and Tripping Line POSITIVE CONTROL DERRICK HEAD (PCDH) PREVENTER STAY RAMP RATED LOAD READY LIFEBOAT i

8 TABLE OF CONTENTS - Continued Chapter/Paragraph Page SEA PAINTER SHEAVE Sheave Groove Diameter SHOCK ABSORBER SPANWIRE SPREADER BARS STOWAGE, DAVIT STOWAGE, DECK STOWAGE, DOLLY STOWAGE, DOUBLE BANK STOWAGE, SINGLE BANK STRONGBACK, DAVIT ARM SURFACE TOW CRADLE (STC) TEST, DYNAMIC LOAD TEST, NO-LOAD OPERATION TEST, RATED LOAD TEST, STATIC LOAD TEST, SYSTEM TIE DOWNS TOW BOOM TOW WINCH TWO-BLOCKED FALLS WINCH, BOAT DAVIT WINCH, CONSTANT TENSION BOAT DAVIT SAFETY DEVICES GENERAL SAFE HOISTING POSITION INDICATORS SLEWING POSITION INDICATORS EMERGENCY DISCONNECT SWITCH HANDCRANK ELECTRICAL INTERLOCK SWITCHES DAVIT ARM OVERTRAVEL ELECTRICAL INTERLOCK SWITCHES HOIST LIMIT SWITCHES SLEW OVERTRAVEL SWITCHES MANUAL BRAKE ELECTRICAL INTERLOCK SWITCH SAFETY TYPE HANDCRANKS FALLS TENSIONING DEVICE FLUID BRAKE CENTRIFUGAL BRAKE SEA PAINTER TWO-BLOCKED PROTECTION EMERGENCY STOP PUSHBUTTONS GENERAL OPERATING PROCEDURES GENERAL PRECAUTIONS PRE-LAUNCH BOAT CHECKS PRE-LAUNCH BOAT DAVIT OPERATIONAL CHECKS ii

9 TABLE OF CONTENTS - Continued Chapter/Paragraph Page GENERAL OPERATING PROCEDURES FOR BOAT DAVITS Launching Procedures Recovery Procedures GENERAL OPERATING PROCEDURES FOR CRANE OR BOOM BOAT HANDLING GENERAL OPERATING PROCEDURES FOR STERN RAMP LAUNCH AND RECOVERY SYSTEMS Launching Procedures Recovery GENERAL OPERATING PROCEDURES FOR STERN SURFACE TOW CRADLE LAUNCH AND RECOVERY SYSTEMS Launching Procedures Recovery Procedures NIGHT OPERATIONS MAINTENANCE PLANNED MAINTENANCE WEIGHT TEST AND INSPECTION GENERAL BOAT DAVIT WEIGHT TEST REQUIREMENTS BOAT DAVIT WEIGHT TEST PROCEDURES Pre-Weight Test Inspection Static Load Test (200 Percent Davit Rated Load) Dynamic Load Test (125 Percent Davit Rated Load) Rated Load Test (100 Percent Davit Rated Load) No-Load Operational Test NEW ITEMS AND LOOSE GEAR WEIGHT TEST REQUIREMENTS Load Carrying Loose Gear Testing Post-Test Inspection BOAT DAVIT COMPONENT WEIGHT TEST REQUIREMENTS BOAT DAVIT WEIGHT TEST PROCEDURES USING WATER BAGS Definition of Terms Water Bag Test Weight System Water Bag Test Procedures LOCATION AND DESIGN OF BOAT STOWAGES GENERAL GENERAL STOWAGE CONSIDERATIONS DECK AND DOLLY STOWAGE Double Banked Stowage (Crane or Boom) Double Banked Stowage (Davit) Dolly Stowage DAVIT STOWAGE Boat Gripes and Tie Downs Chocks and Cradles iii

10 TABLE OF CONTENTS - Continued Chapter/Paragraph Page ILLUMINATION iv

11 LIST OF TABLES Table Title Page Boat Launch and Recovery Design Types and Configuration Fleet Configurations of Boat Handling Systems Vestdavit Off-Load Release Hook Models Component Load Testing Guidelines Water Bag Selection for Boat Davit Weight Tests v

12 LIST OF ILLUSTRATIONS Figure Title Page Typical Boat Handling System Component Diagram and Component Codes Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17 Class Davit, Fixed Overhanging (Sheet 1 of 2) Davit, Pivoted Davit, Pivoted Link Davit, Slewing Arm (Navy Standard) Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM) Falls/Wire Rope Reeving Diagram Falls Tensioning Device Hook, Raymond Release Hook, Off-Load Release M RIB Pendant PCDH Assembly Preventer Stay Sea Painter Assembly Sea Painter Arrangement Spreader Bars (from LCS 1 Variant) Surface Tow Cradle (used on LCS 2) Emergency Boarding Ladder Water Bag Weight System Upper Travel of Davit and Test Weight (Pivoted Type) Upper Travel of Davit and Test Weight (Trackway Type) vi

13 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 system 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 hoisting hook before releasing the bow hoisting hook. Releasing 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 hoisting hook before engaging the stern hoisting 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) vii

14 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 possible, 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) viii

15 CHAPTER 583 VOLUME 2 HANDLING AND STOWING BOATS AND SMALL CRAFT SECTION 13 HANDLING AND STOWING BOATS ABOARD SHIP GENERAL INFORMATION 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 BOAT HANDLING DESIGN TYPES. There are various types of boat handling, launch, and recovery 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 Some of the boat handling designs and configurations identified are configured to handle and stow multiple boats. Table Launch and Recovery Types Boat Launch and Recovery Design Types and Configuration 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 operational with the LCS 1 and is planned for DDG Subsequent updates to S9086-TX-STM-020/583 will incorporate 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 in paragraph 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

16 TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM. A typical boat davit functional block diagram is depicted in Figure This diagram, while not exact for every boat handling configuration used in the Navy, is representative of a typical boat handling system. Ship Class Figure Typical Boat Handling System Component Diagram and Component Codes Table Fleet Configurations of Boat Handling Systems # of Davits Per Hull Location Davit Type Manufacturer CG Stbd 7M RIB - Pivot Type, Electro-Hydraulic Lake Shore/ Gearmatic Port 7M RIB - Pivot Type, Electro-Hydraulic Vestdavit CG Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore Port 7M RIB - Pivot Type, Electro-Hydraulic Vestdavit CVN 68 2 Port & 7M RIB - Pivot Type, Electro-Hydraulic Vestdavit Stbd CVN 78 2 Port 7M RIB - Pivot Type, Electro-Mechanical Welin Lambie Port 11M PE - Fixed Overhanging, Electro-Mechanical OGI

17 Table Fleet Configurations of Boat Handling Systems - Continued Ship Class # of Davits Per Hull Location Davit Type Manufacturer DDG Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore DDG Stbd 7M RIB - SLAD, Electro-Hydraulic North Pacific Crane DDG Stbd 7M RIB - SLAD, Electro-Hydraulic OGI DDG 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, 1 Port 36FT LCPL - Pivot Type, Electro-Mechanical Lake Shore 48, 50 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 TERMS AND DESCRIPTIONS 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 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

18 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 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 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 hoisting fittings. Refer to Section 7, Volume 1 - Boats and Small Crafts, of S9086-TX-STM-010/583 for further information BOAT LAUNCH AND RECOVERY, OVER THE SIDE. Over the side handling systems are generally 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 ) 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

19 Figure Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17 Class 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 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 process 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 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 BOOM, BOAT MOORING. A horizontal spar, strut, or other long member, extending from the hull of the ship, to which boats are moored

20 BOAT REPORT. A daily inspection of the ship s boats and equipment in accordance with OPNAVINST C. 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 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 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 DAVIT, MECHANICAL. A davit requiring the application of an external force (other than gravity) 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 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 to Figure Figure Davit, Fixed Overhanging (Sheet 1 of 2)

21 Figure Davit, Fixed Overhanging (Sheet 2 of 2) DAVIT, PIVOTED. A davit consisting of an arm or arms which pivot around a single axis to move inboard and outboard. Refer to Figure

22 Figure Davit, Pivoted

23 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 Figure Davit, Pivoted Link 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 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 features and procedures. Refer to Figure and Figure for two examples of SLADs in the Fleet

24 Figure Davit, Slewing Arm (Navy Standard)

25 Figure Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM) 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 in Figure

26 Figure Falls/Wire Rope Reeving Diagram

27 FALLS TENSIONING DEVICE. A weighted sheave arrangement installed in the davit falls reeving 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 Falls tensioning devices are not employed on davits with Constant Tension (CT) winch systems. Refer to paragraph for CT winch description. Figure Falls Tensioning Device 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 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, constructed of corrosion resistant steel (CRES) 316, and readily accessible. When boat cradles are utilized for stowage 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 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 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 and depicted in Figure

28 These hooks are being phased out of service as LCPL boats are removed from active service in the Fleet. Figure Hook, Raymond Release 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 in Table 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 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

29 Figure Hook, Off-Load Release Table 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 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 sponson 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 for guidance MCCLUNEY HOOK. A quick-release type hook used in boat stowage tie downs and davit arm preventers 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 to Figure ). The quick release hook shall be compat

30 ible with the boat sling thimble or hoist sling lifting ring. The overall length of a pendant varies on crane configurations. 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. Figure M RIB Pendant 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 recovery, the safety runner is disconnected from the tripping line by the boat crew, passed through the boat sling lifting ring, and reconnected to the tripping line, enabling the deck crew to remotely lift and engage the boat sling 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 POSITIVE CONTROL DERRICK HEAD (PCDH). A device built into the boom tip of the Boat and Cargo Crane on LPD 17 class ships that interfaces with the RIB s rigid bail. This device permits a hard point connection between the crane boom tip and RIB s rigid bail. Refer to Figure

31 Figure PCDH Assembly

32 PREVENTER STAY. An adjustable wire or fiber rope assembly used for additional safety or security when the davit arm(s) is in the stowed position. Refer to Figure 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 positioning during capture and release. Figure Preventer Stay RATED LOAD. The working capacity [at the hook(s)] to which the davit is capable of handling while maintaining designated factors of safety 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 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 re-securing it to its securing bitt or cleat will never be required during boat launch/recovery operations; a properly positioned sea painter will allow the boat to tow directly under the davit. When a boat comes alongside a

33 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 and Figure 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. Figure Sea Painter Assembly Figure Sea Painter Arrangement SHEAVE. A rotating wheel or pulley with a grooved rim 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 /8 of an inch. The minimum groove diameter is equal to the nominal wire rope diameter multiplied by Any sheave having a groove diameter smaller than the minimum diameter must be re-grooved or replaced

34 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 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 SPREADER BARS. Lifting bars with multiple padeyes that serve as the interface between a multiple 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 (see Figure ). Figure Spreader Bars (from LCS 1 Variant) 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 STOWAGE, DECK. A stowage arrangement attached to the deck and capable of supporting the full weight of the boat(s) 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 STOWAGE, DOUBLE BANK. A stowage arrangement in which two boats are stowed, one above the other STOWAGE, SINGLE BANK. A single-boat stowage arrangement STRONGBACK, DAVIT ARM. A structural load bearing member (SPAR) attached to and spanning between the davit arms SURFACE TOW CRADLE (STC). An inflatable tube device (similar in construction to the inflatable 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 ) 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 the vehicle is secured in place in the STC, the STC and vehicle are lifted into the ship, with the vehicle weight supported by the belly bands of the STC during lifting. The vehicle is also lowered from the ship in the STC, and then released from the STC by releasing the tow line once waterborne

35 Figure Surface Tow Cradle (used on LCS 2) TEST, DYNAMIC LOAD. A test conducted using 125 percent of the rated load of the davit system moved through the full launch and recovery ranges of motion TEST, NO-LOAD OPERATION. A test conducted on the davit system with empty hook(s) 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) TEST, STATIC LOAD. A test conducted using 200 percent of the rated load of the davit system for a minimum of 10 minutes 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 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 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 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

36 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 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 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 BOAT DAVIT SAFETY DEVICES 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 operating 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 through describe various devices and their functions 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 hoisting 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 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 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 condition is found during equipment operation HANDCRANK ELECTRICAL INTERLOCK SWITCHES. The control interlock switches are mounted on the winch. These switches prevent energizing of the winch motor when the handcrank(s) is installed. Installation of the handcrank opens the electrical contacts

37 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 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 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 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 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 manually 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 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 tensioning device counterweighted sheave should cause the hook to raise clear of the boat and crew. Refer to Figure In Constant Tension Winch systems, these functions are performed automatically by the constant tension system 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 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 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

38 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 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 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 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 GENERAL OPERATING PROCEDURES 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 ), 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 position. 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. j. If the davit has a Constant Tension winch system, do not shift to constant tension operation during lowering until the boat is within 3 feet of the wave tops

39 k. Follow night operation guidelines (refer to paragraph for 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 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 , may be added as optional lifeboat equipment

40 Figure Emergency Boarding Ladder 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 identifying system position. j. Check that all handling lines are rigged and ready for handling as the boat is launched and recovered

41 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 GENERAL OPERATING PROCEDURES FOR BOAT DAVITS. The following are general operating 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 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 properly rigged to the boat s bow post

42 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 system 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 permission 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 hoisting hook before releasing the bow hoisting hook. Releasing 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 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 lower speed (always refer to TM for speed restrictions)

43 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 hoisting hook before engaging the stern hoisting 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

44 q. Report to OOD: RIB is secured for sea 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 Meteorological 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 pendant 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 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 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 Launching Procedures. The most favorable heading for launch is head seas. The ship should be travelling 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. f. RIB Coxswain confirms radio communication with the ship. g. Report to the OOD: crew embarked, and request permission to launch

45 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 Recovery. The most favorable heading for recovery is head seas. The ship should be travelling 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

46 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 configuration. 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 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 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 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 Launching Procedures. The most favorable heading for launch is head seas. The ship should be travelling 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. e. Rig the Surface Tow Cradle (STC) with the boat on the stowage cradle in accordance with system rigging diagram. f. Rig tow line/capture device to vehicle for launch configuration

47 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

48 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 Recovery Procedures. The most favorable heading for recovery is head seas. The ship should be travelling 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. s. Coxswain drift aft/back down using appropriate reverse throttle to tension the tow line and allow the STC to settle around the boat

49 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 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 ). d. Attach chemical lights to critical handling lines (i.e., sea painter, steadying lines, etc.) as appropriate MAINTENANCE 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

50 Prior to any attempt to operate, maintain, or repair the boat davit system, all warnings, cautions, and tag-out procedures should be thoroughly reviewed and understood. Refer to the PMS documentation, OPNAVINST , and the equipment technical manual. Specific requirements for minimum maintenance and inspection are contained in the PMS for each system. If conflicts exist, PMS documentation takes precedence. Failure to accomplish PMS in accordance with currently installed Maintenance Requirement Cards (MRCs) is a major contributing factor to boat handling and stowage system failure WEIGHT TEST AND INSPECTION GENERAL. The purpose, type, and extent of boat davit weight tests and inspections varies with the reasons for testing the boat handling system. A bi-annual (every months, but not to exceed 27 months) weight test generally only requires one cycle for each test. A complete weight test consists of following tests: a. No-Load Operational test, through one complete cycle. b. 200 percent static test, held for 10 minutes without load drift or permanent deformation upon visual inspection of accessible load bearing components. c. 125 percent dynamic test, through one complete cycle (if davit is double-arm, test load shall be divided between the two arms in the same ratio in which the hoisting weight of the boat is divided) at no specified speed. For davits that utilize Variable Speed Drives (VSDs), ensure the winch speed is varied during dynamic load testing. d. 100 percent Rated Load test, conducted with the rated load suspended from the davit falls (if the davit is a double-arm davit then the test load shall be divided between the two arms in the same ratio in which the hoisting weight of the boat is divided). The davit shall hoist and lower the rated load through one complete cycle (a cycle is defined as moving the RIB from inboard stowed position to just above the theoretical water line and back to inboard stowed position), at rated speed. The purpose of the bi-annual test is to demonstrate: a. The ability of the davit and winch to handle the rated load at the rated speed. b. The ability of the davit and winch to withstand the additional dynamic loads imposed on the system when handling boats under unfavorable sea conditions. Discrepancies found during the annual inspection and system testing that do not affect the safe operation or the load carrying capability of the system should be identified and recorded in the ship s Current Ships Maintenance Project (CSMP) for correction. These types of discrepancies are not cause for annual weight test failure. A new, modified, or repaired system may require two or more cycles of each test, depending on the type and

51 extent of work done. Refer to the General Specifications for Overhaul of Surface Ships, S9AA0-AB-GOS-010, Section 583, for test requirements of modified or repaired systems BOAT DAVIT WEIGHT TEST REQUIREMENTS. Boat davits shall be weight tested after each new installation, bi-annually (every months, but not to exceed 27 months), and after major repairs or modifications to load bearing components. Component weight test guidelines are provided and discussed in Table The numbers provided in parentheses following the system s components are for easy reference to Figure Specific test weights are selected on a basis of the rated load of the boat davit and not the weight of the boat(s) handled by the boat davit. The specific test weight values to be used are located on either the Maintenance Index Page (MIP) of the PMS or in the Integrated Class Maintenance Plan (ICMP) for each boat davit. The MIP shall be used as the first source of reference when selecting test weight values. At the successful completion of a system test, the davit system shall have a visible label plate indicating the following information: a. Activity that conducted the system test. b. Date when system test was conducted. c. Weights used for Static, Dynamic, and Rated Load tests. d. Results of operational tests. Table Component Load Testing Guidelines Component Test Requirement(s) Reason(s) (1100) Wire Rope 1. No-Load Operational test followed by a Rated Load Test 1 if all of the following (1200) Wire Rope Socket conditions are met: a. Wire rope was purchased IAW FED SPEC RR-W-410 or ASTM A1023. b. Wire rope is provided with certification validating its specifications (i.e., FED SPEC RR-W-410, diameter, breaking strength etc.). c. Wire rope and endfitting has certification document validating that it was successfully pull tested to 40 percent of the minimum breaking strength of the wire rope. d. Prior to installation the size, construction, and length of the wire rope has been verified to be IAW with the system technical manual. e. After installation of wire rope, proper amount of dead wraps remain on drum(s) at the full payout position (taking into account a 10-degree adverse list on the ship). f. Wire rope is installed IAW reeving and number of dead wraps documented within system technical manual. Failure of rope or socket will result in catastrophic lowering of load; however, the exception conditions listed are sufficient to negate the need for a system test

52 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) 2. System test required if above conditions are not met. (1500) Boat Hooks 1. Static Load test Failure of hook(s) will result in catastrophic lowering of load. (Raymond Release/Off-Load Release) 2. Load test may be waived if hook IAW with system tech manual and is provided with a test certificate proving the hook was load tested. 2. Qualifications ensured by test certificate. (1600) Spreader Bars 1. Static Load test. 1. Failure of bar and/or padeyes will result in catastrophic lowering of load. 2. Load test may be waived if spreader bar IAW with system tech manual and is provided with a test certificate proving the spreader bar padeyes were load tested. (1700) Surface Tow Cradle 1. Static Load test of belly bands in basket hitch configuration. 2. Load test may be waived if surface tow cradle IAW with system tech manual and is provided with a test certificate proving the belly bands were load tested. 2. Qualifications ensured by test certificate. 1. Failure of belly bands will result in catastrophic lowering of load. 2. Qualifications ensured by test certificate. (2100) AC Motor Controller No-Load Operational test. Failure of controller will not result in catastrophic lowering of load. (2200) Emergency Quick Disconnect/Stop Switch No-Load Operational test. Failure of switch will not result in catastrophic lowering of load. (2300) Master Control Switch/ Joystick No-Load Operational test. Failure of switch will not result in catastrophic lowering of load. (2400) Emergency Run Switch No-Load Operational test. Failure of switch will not result in catastrophic lowering of load. (2500) AC Motor Dynamic and Rated Load tests. Testing is required to ensure motor can meet operational needs. (2600) Limit Switches No-Load Operational test. 3 Failure of limit switches will not result in catastrophic lowering of load. (3100) Hoisting Components Refer to Section 7 of this NSTM chapter for Load bearing components. (Boat Slings/Bail) testing requirements. (4100) Winch, Reduction Gears, Oil and Sump (includes drive train piece parts) 1. No-Load Operational test if component (oil fill plug, access covers, etc.) is not load bearing. 1. Failure of component will not result in catastrophic lowering of load. 2. System test if component (gear, bearing, key, shaft, etc.) is load bearing. 2. Failure of component can result in catastrophic lowering of load. (4150) Handcrank Engaging Mechanism 1. Partial manual No-Load Operational test 4 if engaging mechanism is purchased to MIL Spec or NAVSEA standard drawings and delivered through the Naval Supply System. 1. Failure of mechanism will not result in catastrophic lowering load. Quality of mechanism is ensured at time of procurement

53 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) 2. Partial manual No-Load Operational test 4 if handcrank is repaired, overhauled, or modified. 2. Quality assurance of component is unknown. Dynamic Load test verifies handcrank can withstand maximum hoisting loads. (4200) Handcrank Partial manual No-Load Operational test. Failure of handcrank will not result in catastrophic lowering of load. (4300) Overrunning Clutch for Centrifugal Brake 1. No-Load Operational test if clutch is purchased to MIL Spec or NAVSEA standard drawings and delivered through the Naval Supply System. 2. Rated Load test if clutch is repaired, overhauled or modified. 1. Quality of clutch is ensured at the time of procurement. 2. Quality assurance of clutch after reassembly is unknown. (4400) Centrifugal Brake Rated Load test. Rated Load test required to ensure centrifugal brake controls lowering speed within design requirements. (4500) Manual Brake Assembly System test. Manual brake both regulates lowering and holds the load stationary and therefore is a critical control component. (4550) Manual Brake Overrunning Clutch System test. Overrunning clutch is critical load bearing component that operates in conjunction with the manual brake. (4600) Wire Rope Drum System test. Failure of wire rope drum can result in catastrophic lowering of load. (4700) Centrifugal Clutch Dynamic and Rated Load tests. Dynamic and Rated Load tests ensure that the centrifugal clutch can perform lifting requirements. (4800) Spooling Device No-Load Operational test. Failure of spooling device will not result in catastrophic lowering of load. (4900) Mechanical Payout Mechanism with Overrunning Clutch No-Load Operational test. Failure will not result in catastrophic lowering of load. (5100) Hydraulic Pump Dynamic and Rated Load tests. Dynamic and Rated Load tests ensure that the pump can perform lifting requirements. (5110) Hydraulic Hand Pump No-Load Operational test. Verify hand pump can provide adequate pressure to perform required function. (5120) Hydraulic Motor Dynamic and Rated Load tests. Dynamic and Rated Load tests ensure that the pump can perform lifting requirements. (5200) Filters No-Load Operational test. Failure of filters will not result in catastrophic lowering of load. (5300) Travel Limit Valves No-Load Operational test. Failure of valves will not result in catastrophic lowering of load. Verify proper operation of valves. (5400) Control Valves No-Load Operational test. Failure of valves will not result in catastrophic loss of load

54 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) (5500) Pressure Relief Valves No-Load Operational test. Failure of valves will not result in catastrophic lowering of load. Verify proper pressure setting of valves by bench testing. (5600) Cylinders 1. System test for luffing or topping cylinders. 2. Dynamic and Rated Load tests for slewing cylinders. (5700) Flex Hoses 1. No-Load Operational test if hoses have tagged and provided with certification of pressure testing IAW TED If condition not satisfied then Dynamic and Rated Load test required. (5800) HPU Sump No testing required. (5850) Accumulators No- Load Operational test required using the mode of operation with the accumulators (i.e., emergency operation). (6100) Davit Arm(s) 1. No-Load Operational test if davit arm rollers are replaced, repaired, overhauled, or modified (for trackway type davits only). 2. System test if davit arm load bearing parts, (bearing, pins, etc.) are replaced, repaired, overhauled, or modified, or if any structural repairs or replacement of the davit arm(s) are performed to restore strength integrity. (6150) Ramp Operational test using heaviest rated vehicle/ boat loaded to design hoisting weight if components (hinges, brakes, cylinders) are replaced, repaired, or overhauled. (6200) Deck Sheaves 1. No-Load Operational test if sheave or sheave component (pin, bearing, etc.) is a new replacement purchased to MIL Spec or NAVSEA standard drawings, delivered through the Naval Supply System and sheave mounting foundation to deck has not been repaired, overhauled, or modified. 2. Static and Dynamic Load tests if sheave, sheave components, or sheave foundation do not meet the above requirements. (6300) Shock Absorber Assembly 1. No-Load Operational test if the sheave is purchased to MIL Spec or NAVSEA drawings, delivered through the Naval Supply System, and the shock absorber foundation and spring assembly have not been repaired, overhauled, or modified. Cylinders are load bearing system components that are critical to safe operation of the davit system. 1. Certification satisfies pressure testing requirement. 2. Pressure validation required for flex hoses. Failure of the accumulators will not result in catastrophic loss of load. 1. Failure of davit arm rollers will not result in catastrophic lowering of load. 2. Failure of davit arm load bearing parts or davit structural integrity will result in catastrophic lowering of load. Failure of ramp will not result in catastrophic loss of load. 1. Quality of sheave or sheave component is ensured at time of procurement. 2. Quality of component or structural integrity of foundation is unknown. 1. Quality of component is ensured at time of procurement

55 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) 2. Static and Dynamic Load tests if components or foundation do not meet the above requirements. (6400) Davit Trackway(s) Static and Dynamic Load tests if any structural repair or replacement of the davit trackway(s) is performed to restore strength integrity. (6500) Davit Arm Sheaves 1. No-Load Operational test if sheave or sheave component (pin, bearing, etc.) is purchased to MIL Spec or NAVSEA standard drawings, delivered through the Naval Supply System, and sheave mounting foundation to davit arm has not been repaired, overhauled, or modified. 2. Static and Dynamic Load tests if components or foundation do not meet the above requirements. (6600) Stops Static Load test if any structural repair or replacement is performed to restore strength integrity. (6700) Falls Tensioner(s) 1. No-Load Operational test if components are purchased to MIL Spec or NAVSEA standard drawings, delivered through the Naval Supply System, and no structural repair or replacement of the falls tensioner(s) was performed to restore structural integrity. 2. Static and Dynamic Load tests if replaced load bearing parts or fall tensioner(s) structure do not meet the above requirements. (6800) Heavy Weather Pendant Pull test to 40 percent of the breaking strength of the wire rope if either of the following conditions apply: 2. Quality of component or structural integrity of foundation is unknown. Structural integrity of trackway(s) after repair is unknown. 1. Quality of sheave is ensured at time of procurement. 2. Quality of component or structural integrity of foundation is unknown. Failure of stops will result in catastrophic lowering of load. Quality of stops structural integrity is unknown. 1. Quality of replacement parts is ensured at time of procurement. 2. Quality of parts or structural integrity of falls tensioner(s) is unknown. Quality of wire rope and socket and the qualifications of the socket pourer are unknown. a. Wire rope and socket were not purchased to MIL Spec and delivered through the Naval Supply System. b. Socket was not poured by qualified personnel (refer to S9086-UU-STM- 010, NSTM Chapter 613, paragraph ). (6850) Sheath Screw Static and Dynamic Load tests. Failure of sheath screw will result in catastrophic lowering of load

56 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) (6900) Strongback 1. No-Load Operational test if components are purchased to MIL Spec or NAVSEA standard drawings, delivered through the Naval Supply System, and no structural repair of replacement of the falls tensioner(s) was performed to restore structural integrity. 2. Static and Dynamic Load tests if any of the following apply: a. Sheaves or sheave components do not meet the above requirements. b. Bearing blocks (including shaft and associated bearings) are replaced, overhauled, repaired, or modified. c. Any structural repair to restore strength integrity is performed to the strongback. 1. Failure of sheaves will not result in catastrophic lowering of load. Quality of sheaves and sheave parts is ensured at the time of procurement. 2. Quality of sheave or sheave component is unknown. Failure of bearing blocks or strongback structure can result in catastrophic lowering of load. (7030) Manropes No system test is required. Manropes are pull tested at time of manufacture. (7050) Spanwire 1. No-Load Operational test if wire rope socket was purchased to MIL Spec or NAVSEA standard drawings and socket was poured by qualified personnel (refer to S9086-UU-STM-010, NSTM Chapter 613, paragraph ). 1. Quality of wire rope and socket ensured at time of procurement. Qualifications of socket pourer ensured by S9086-UU-STM-010, NSTM Chapter Pull test to 40 percent of the breaking strength of the wire rope followed by an operational test if either of the above requirements are not met. 2. Quality of wire rope, socket, or socket pour is unknown. (7100) Latching Mechanism No-Load Operational test. Manual brake and boat gripes provide sufficient securing strength in the event of latching mechanism failure. (7200) Hook Latch Assembly 1. No-Load Operational test if any assembly parts are purchased to MIL Spec or NAVSEA standard drawings delivered through the Naval Supply System 2. Dynamic Load test if latch assembly is overhauled, repaired, or modified. 1. Quality assurance of parts are ensured at time of procurement. 2. Quality of latch assembly after repair is unknown. (8100) Keel Rests No load test required. 5 Ensure proper fit of boat. (8200, 8225, 8250) Raise or Lower Mechanism (Manual, Test operate Raise or Lower Mechanism. Ensure proper operation of mechanism. Hydraulic, Electrical) (8300) Cradle No load test required. 5 Ensure proper fit of boat. (8400) Platform or Cradle No load test required. 5 Ensure proper fit of boat. (8500) Cradle Winch Test operate cradle winch. Ensure proper operation of cradle winch

57 Table Component Load Testing Guidelines - Continued Component Test Requirement(s) Reason(s) (8600) Boat Gripes and Tie Downs Pull test to 40 percent of the rated breaking strength of the rope or synthetic webbing used prior to placing gripe or tie down in service. Refer to paragraph Load carrying loose gear. (8700) Dollies No load test required. 6 Ensure proper fit of boat. (8800) Skids No load test required. 7 Ensure proper fit of boat. NOTE: The footnotes below provide additional information regarding the testing guidelines provided. 1. Rated Load test shall be conducted in accordance with paragraph steps a through l. The boat may be used in place of a test weight (support crane not necessary) for this particular test only. This boat must be unmanned. 2. For these particular components, an alternative to performing a Static Load test is to perform a pull test equal to 200 percent of the rated load of the davit. This pull test is to be performed on the boat falls. 3. No-Load Operational test shall be conducted in accordance with paragraph while actuating limit switch and checking for proper operation. 4. Partial manual No-Load and Dynamic Load tests shall consist of hand cranking the davit arm(s) from the full outboard position to the inboard stowed position. Dynamic test to include appropriate test weight. NOTE: for SLAD, this specific Dynamic Load test shall either slew the davit arm (with the dynamic test weight) from outboard to the inboard position, or hoist the dynamic test weight a minimum distance of 15 feet, depending on the particular handcrank component. 5. Using the davit, the boat shall be placed in the keel rest to ensure proper fit of the boat within the keel rest. 6. Using the crane, the boat shall be placed on the dolly to ensure proper fit of the boat within the dolly. 7. Using the boom, the boat shall be placed in the skids to ensure proper fit of the boat within the skids BOAT DAVIT WEIGHT TEST PROCEDURES. When applicable, the ship specific Intermediate Maintenance Standard (IMS) shall be used to conduct the weight test of the boat davit systems Pre-Weight Test Inspection. An inspection shall be conducted, prior to the test, to ensure that the system is ready for testing. The inspection is intended to identify the adjustments and repairs necessary to ensure satisfactory operation under test conditions. It is recommended that the inspection be performed prior to scheduling crane services to perform the test(s) and again prior to starting the test(s). The inspection shall include the following steps, but a specific inspection plan should be developed for the boat davit. a. Preview ship s quarterly PMS logs to ensure it is current for the boat handling system. If PMS is not current, the system may not pass the inspection or tests. More specific system component inspection criteria are provided by the MRCs. Review the MIP for applicable MRCs

58 b. Inspect at least two areas of each wire rope (1100) in the areas that travel most over the sheaves. Look for wear, corrosion, and broken wires. c. Inspect wire rope (1100) connection to wire rope drum (4600) for looseness of fit. d. Examine wire rope socket (1200) for looseness of fit. e. Inspect winch gear case (4100) for proper oil level. f. Examine hooks (1500) for any distortion, permanent deformation, or cracked welds. g. Examine limit switches and related sensors (2600/2900) for proper operation and installation. h. Inspect all foundations for loose or missing parts, distortion, rust, deterioration, misalignment, and cracked welds. For overhead suspended boat davit designs, ignore inboard and outboard position statements. Unless otherwise specified by the system technical manual or drawings, double arm davits shall have the test weights equally divided between the two boat falls Static Load Test (200 Percent Davit Rated Load). Do not attempt to hoist or lower the static test weight with the davit winch. a. Position the davit arm(s) fully outboard and the boat hook(s) approximately 10 feet above the water level. In the event of a component failure, the load may drop uncontrollably. If possible, maintain a safety rig on the test weight with a crane. b. Suspend the test weight from the boat hook(s) for a period of 10 minutes

59 The manual brake shall hold the weight without applying additional weight or force to the brake lever. c. At the completion of the 10 minutes, remove the test weight from the boat hook(s) and inspect the davit, winch, and associated structures for any signs of permanent deformation. NONE ARE ALLOWED Dynamic Load Test (125 Percent Davit Rated Load). a. Attach weight to boat falls. Lower weight to lowest point above the water level possible. b. Raise test weight, at no specified speed, to furthest practical inboard position. c. Return weight to starting position. d. Repeat one more full cycle. Due to physical size of test weights/water bag, moving weight to full inboard position may not be possible in the given space. For SLADs, in lieu of furthest inboard position, slew test weight a minimum of 30 degrees in both directions. For davits that utilize Variable Speed Drives (VSDs), ensure the winch speed is varied during Dynamic Load testing Rated Load Test (100 Percent Davit Rated Load). a. Position the davit arm(s) fully outboard and the boat falls approximately 10 feet above the water level. In the event of a component failure, the load may drop uncontrollably. If possible, maintain a safety rig on the test weight with a crane

60 b. Suspend the test weight from the boat falls. Do not apply manual brake suddenly when stopping the test weight. c. Lower the test weight to the lowest point above the water level possible. d. Hoist and lower the test weight through one complete cycle. A cycle is defined as movement from the lowest point above the water level possible to the davit arm(s) inboard stowed position and return. e. Position the test weight approximately 3 feet below the davit arm(s). f. Place a mark on the wire rope(s) with tape, or equivalent, at the point where the rope(s) enters the davit winch. g. Using the davit winch, lower the test weight 20 feet and mark the rope(s) again as in step f. h. Using a stopwatch to record the time between tape marks, hoist the test weight until the mark placed on the rope(s) in step f is at the point where the rope(s) enter the davit winch. Do not apply manual brake suddenly when stopping the test weight. i. Using a stopwatch to record the time between tape marks, lower the test weight at rated speed. Refer to the system technical manual to determine the rated speed of the davit winch. j. Determine the rated hoisting time and the minimum payout time from the system technical manual. k. Compare the times recorded in steps h and i to the times determined in step j. l. Any recorded time on the stopwatch greater than or less than 10 percent of the rated hoisting is cause for failure. Any recorded time on the stopwatch less than the minimum payout time calculated is cause for failure. Rated speed can also be found using a tachometer measuring the winch revolutions per minute (RPM) or output of software used to run and monitor system, such as a Programmable Logic Controller (PLC)

61 Limitations due to available payout distance or up slow limit settings may not permit measurement in increments of 20 feet. In this case, reduce the distance being measured and adjust rated speed calculation accordingly. For extremely short distances, three or more measurements shall be used to verify speed No-Load Operational Test. With no weight on the boat falls and the davit arm(s) at the inboard position, lower the falls to the lowest point above the water level possible and then hoist back to the inboard position (one complete cycle). Ensure that the falls tensioner(s), if installed, operates and no fouling of the wire rope occurs NEW ITEMS AND LOOSE GEAR WEIGHT TEST REQUIREMENTS Load Carrying Loose Gear Testing. Any load carrying loose gear (i.e., hoist, heavy weather, or tow pendants, rigging hardware) procured or manufactured shall be tested prior to placement in service. This test is a static test equal to 200 percent Safe Working Load (SWL) of the part in question or 40 percent of the rated breaking strength of the wire rope used. If any sheave, block, or hook assembly is delivered to the ship that does not bear the manufacturer s test stamp (SWL, test data, factory abbreviation), it must be tested by a tender or shore facility in accordance with applicable requirements. In service hoist, heavy weather, and tow pendants shall be periodically tested (every 18 months) to 200 percent of the rated load. There is no periodic load test requirement for preventers, stays, gripes, or tie downs Post-Test Inspection. After performing the tests, tested gear shall be examined and rejected if there are any signs of damage or permanent set introduced by the testing. Inspection for proper fit and function is required after installation of any repaired or replaced items BOAT DAVIT COMPONENT WEIGHT TEST REQUIREMENTS. Refer to General Specifications for Overhaul of Surface Ships, S9AA0-AB-GOS-010, Section 583, for test requirements of modified or repaired systems. Component weight test guidelines are provided and discussed in Table The numbers provided in parentheses following the system s components are for easy reference to Figure BOAT DAVIT WEIGHT TEST PROCEDURES USING WATER BAGS. This section is intended to provide guidelines for test activities to select, use, and care for water bag test weights for use on boat davit systems. Water bags used for testing of boat davits shall meet the following criteria: a. Each water bag assembly shall have its maximum load capacity printed on the outside of the bag. b. Each water bag, and its associated rigging gear, shall be designed to a factor of safety of 6 to 1 based upon its maximum load capacity. c. Each water bag assembly shall have a certificate verifying that the water bag system was subjected to an initial load test [when procured from the original equipment manufacturer (OEM) to a minimum of 150 percent of the bag s maximum load capacity

62 The following procedures were developed based on water bags designed and manufactured by Water Weights Inc. If another manufacturer s water bag system is to be used for a boat davit weight test, the following procedures can still be used as general guidance. In this event, testing activity personnel should be familiar with that manufacturer s equipment instruction manual Definition of Terms. Definitions are provided as follows for terms directly associated with water bag test weights (see Figure ) or where a particular term has a specific meaning within this section: a. Bag Harness. The complete assembly of various types of polyester slings, shackles, and links which cradle the bag skin. b. Bag Skin. The actual water container manufactured from reinforced polymerized vinyl chloride (PVC), which is supported within the bag harness. c. Bottom Gathering Sling. A polyester sling which fits around the attachments flange of the dump valve, to which all main vertical straps are anchored. d. Dump Valve Flange. A flange that is used to attach the dump valve to the bag skin. The flange is located at the bottom center of the bag skin. e. Dump Valve Rope. A polypropylene rope whose purpose is to open or shut the valve assembly when emptying the bag. One end of the rope is attached to the valve assembly inside the bag and test personnel tend the other end that passes through the dump valve rope pulley. f. Dump Valve Rope Pulley. A single sheave pulley block around which the dump valve rope passes. The pulley is attached to one of the auxiliary links that are part of the master link assembly. g. Filling Hose Flange. A flange that is used to attach the filling hose to the bag. h. Hose. A water hose fitted to the upper part of the bag skin, the other end of which connects to the water supply for the purpose of filling the bag. i. Load Cell Readout. A readout electronic device that displays the weight of the water bag transmitted from the load cell shackle. j. Load Cell Shackle. An electronic load measuring device used to indicate the weight of each water bag during filling and dumping. k. Main Vertical Straps. Flat polyester support slings for the water bag which pass from the bottom gathering sling, around the bag, to the top gathering round slings. l. Master Link. The main suspension link with which the whole bag assembly is suspended Water Bag Test Weight System. Water bags used for boat davit weight testing consist of four major components: Water Bag Load Sensor Filling Hose Assembly Dump Valve Assembly

63 All water bags shall have documentation providing a certified factor of safety of 6 to 1 and a one-time proof test, performed by the OEM, of 200 percent of the rated capacity of the bag. The water bag test weight system (see Figure ) comprises a flexible bag that can be filled with water to act as the test weight. Water, supplied from the fire mains of a ship, is used to fill the water bag to the specified test weight. Dependent upon the weight value needed for the test, the amount of water supplied to the bag is controlled from the fire main valves. A wireless load cell shackle connected between the water bag master link and the davit hook provides an accurate reading of the weight of the water bag as it is filled with water. Once the test is complete or a different test weight value is needed, filling the bag with more water through the fill hose or draining water from the bag by using the dump valve assembly can adjust the amount of water in the bag. Once testing is complete, the water bag can be completely drained and packaged for storage until again needed for a weight test. Since the water bags can be drained and packaged to a relatively small size, no support crane to support or position the bags onto the davit is needed. a. Water Bag. The water bag consists of the bag skin, bottom gathering slings, main vertical straps, and master link assembly. The bag skin is manufactured from PVC and contains the water. The main vertical straps provide support to the water bag and provide attachment points to the bottom gathering sling. The bottom gathering sling provides an attachment of the dump valve assembly to the water bag. The auxiliary shackles connect the main vertical straps, and thereby the water bag itself, to the master link assembly. The master link assembly is the main attachment point for the entire water bag assembly to the davit hook. b. Load Cell Shackle and Readout. The load cell shackle and readout are wireless electronic devices that provides continuous feedback of the total weight of water and the water bag during testing on a digital readout. They are calibrated devices that periodically require recalibration. Typically, one load cell shackle is required per davit hook assembly (i.e., double arm boat davits require two load sensors, one per hook). c. Filling Hose Assembly. The filling hose assembly consists of the filling hose and the filling hose flange. d. Dump Valve Assembly. The dump valve assembly consists of the dump valves, dump valve rope, and pulley. The valve s purpose is to allow the water to drain from the water bag for stowage or to alter the water weight of the bag. The dump valve rope controls the drainage of water from the water bag

64 Figure Water Bag Weight System Water Bag Test Procedures. The following procedures shall be used to perform boat davit weight tests using water bags. The procedures are separated into four separate parts: Pre-Weight Test Inspection. The boat davit should be inspected prior to the actual weight test in accordance with the pre-weight test inspection guidance provided in paragraph Handling and Setup of Water Bags. Instructions to safely handle the water bags onboard the ship and onto the davit. Additionally, instructions provided to set up the water bags for the proper test weight value and safe rigging onto the davit hook and connection to the ship water main

65 Conducting Boat Davit Weight Tests with Water Bags. Procedures to perform the boat davit weight test, as well as the operation of the water weight system. Packaging of Water Weights and Transport. Procedures to package the water bags to be transported back to storage at the test activity facilities. a. Pre-Weight Test Inspection. The boat davit shall be inspected prior to transportation of weight test equipment in accordance with paragraph Furthermore, to assist in determining the proper water bags to be used for the boat davit weight test, use Table as a reference guide. Table General Boat Davit Type Davit handling a 7M/24FT RIB (Single arm trackway, pivoted, or slewing type) Davit handling a 33FT/11M Personnel (PE) Boat/11M RIB (Double arm trackway, pivoted, or fixed overhanging type) Davit handling a 36FT Landing Craft Personnel (LCPL) (Double arm trackway or pivoted type) Water Bag Selection for Boat Davit Weight Tests Water Bags Needed for Davit Weight Test Static Test Dynamic Test Rated Test Two 7,500-lb capacity One 7,500-lb capacity One 7,500-lb capacity bags bag bag Two 12,000-lb and two Two 12,000-lb capacity Two 12,000-lb capacity 7,500-lb capacity bags bags bags Two 12-LT * and two 7,500-lb capacity bags Two 12,000-lb and two 7,500-lb capacity bags Two 12,000-lb and two 7,500-lb capacity bags * LT=Long Tons (2,200 lbs) b. Handling and Setup of Water Bags. (1) Ensure that all necessary water bags and the accessory equipment for the bags are ready to be transported to the ship s boat davit. A list of accessory equipment typical for a complete water bag set is listed below: (a) Load Sensor (b) Rigging Shackles (c) Load Cell Shackle and Readout (d) Filling Hose (2) Ensure that load cell shackle will properly fit within the boat davit hook(s). (3) Transporting the water bags from the pier to the ship can be accomplished by using a pier crane, shipboard crane, or J-bar davit; some of the smaller water bags may be hand carried onto the ship using a hand truck or dolly. Care must be taken to avoid damage to the bags and load measuring equipment when transporting them to the boat davit. (4) Ensure that the boat is removed from the davit prior to weight testing. (5) Unpack the water bag set onto the deck at a convenient location near outboard edge of the ship in preparation for attachment to the davit hoist hook(s). (6) Lay out each water bag to be used for the weight test onto the deck and inspect the bag assembly for the following. The water bag should not be used for the weight test if any of the following inspections is not satisfactory: (a) Inspect the bag skin for any tears or holes. (b) Ensure that the dump valve rope is attached to the dump valve and that the rope passes through the dump valve pulley. (c) Inspect the bottom gathering slings on the bag for proper attachment and any visible signs of damage

66 (d) Inspect the bag harness and associated shackles and master links for damage or permanently deformed parts. (7) Ensure that the master link assembly is properly attached to the water bags. Ensure that a sufficient length of water hose is used and that it is properly routed so as to not restrict free movement of the water bag as the weight test is performed. (8) Attach the water bag filling hose to a nearby water fire main with a 2-1/2-inch fire hose. (9) When the water bag is hung from the davit hook over the side of the ship, turn the load cell readout device on and ensure that the digital identification numbers for the readout device and load sensor match. With no external load applied to the water bag, tare the water bags by pushing the TARE button on the remote readout device. Refer to the OEM load cell operator manual for detailed instructions. c. Conducting Boat Davit Weight Tests with Water Bags. (1) 200 Percent Static Weight Test Using Water Bags. (a) Ensure that the preparatory steps in paragraphs a and b have been accomplished. (b) Attach a lead line(s) to the davit hoist hook(s) and lower the davit arm(s) to the davit outboard stop. Continue to lower the hook(s) to the deck where the water bags are located using the lead line attached to the davit hoisting hook(s) to pull the hooks to the water bags. (c) Attach the water bags and load cell shackle to the davit hook(s) (refer to Table for the arrangement of the water bags). Ensure that the load cell shackle is properly attached between the water bags and each davit hook. (d) Attach the water filling hose to the filling hose flange for each water bag used. Insert this assembly into the top of each water bag. Care should be taken to avoid damaging the water bags or load sensors as the bags are positioned over the side of the ship. (e) Install steadying lines, as needed, to the water bag at either the forward or aft nylon padeye located on the water bag. (f) Hoist the davit hook(s) as far as practical to assist in moving the water bags over the side of the ship. Use the lead line(s) attached to the davit hook(s) to control the swing of the water bags as they are moved over the side of the ship. (g) Lower the davit hook(s) and water bag(s) to a point where the bottom of the bag is approximately 10 feet above the water level. (h) Begin filling the water bag(s) by opening the fire main and monitoring load sensors remote digital readout. Secure fire main when the static test value is obtained (+5/-0 percent of required test value). Incremental load levels required for the Static, Dynamic, and Rated Load tests are obtained by filling

67 the water bags with the fire main or dumping water out of the bags through the installed drain valve located in the bottom of the water bag. This feature is controlled by actuation of the dump valve rope, enabling accurate load increments. (i) Suspend the water bag(s) at the static test weight for a period of ten minutes. The manual brake shall hold the static weight without applying any external assistance to the davit winch brake system. (j) At the completion of the ten minutes, drain the water from the water bags through the installed drain valve located in the bottom of water bag. This feature is controlled by actuation of the dump valve rope. Inspect the hoist hook(s), davit, winch, and associated structures for any signs of permanent deformation. NONE ARE ALLOWED. Inspection of the hoist hook(s) will require that the empty water bags be brought onto the ship s deck and also require removal of the water bags from the davit hoist hook(s). (k) If no other load tests are to be accomplished on the boat davit, prepare the water bags and accessory equipment for transport from the ship per paragraph d. (2) 125 Percent Dynamic Weight Test Using Water Bags. (a) Ensure that the preparatory steps in paragraphs a and b have been accomplished. (b) Attach a lead line(s) to the davit hoist hook(s) and lower the davit arm(s) to the davit outboard stop. Continue to lower the hook(s) to the deck where the water bags are located using the lead line attached to the davit hoisting hook(s) to pull the hooks to the water bags. (c) Attach the water bags and load cell shackle to the davit hook(s) referring to Table for the arrangement of the water bags. Ensure that the load cell shackle is properly attached between the water bags and each davit hook. (d) Attach the water filling hose to the filling hose flange for each water bag used. Insert this assembly into the top of each water bag. Care should be taken to avoid damaging the water bags or load sensors as the bags are positioned over the side of the ship. (e) Install steadying lines, as needed, to the water bag at either the forward or aft nylon padeye located on the water bag. (f) Hoist the davit hook(s) as far as practical to assist in moving the water bags over the side of the ship. Use the lead line(s) attached to the davit hook(s) to control the swing of the water bags as they are moved over the side of the ship. (g) Lower the davit hook(s) and water bag(s) to approximately 5 feet above the water level. (h) Begin filling the water bag(s) by opening the fire main and monitoring the load cells remote digital readout. Secure the fire main when the static test value is obtained (+5/-0 percent of required test value). Incremental load levels required for the Static, Dynamic, and Rated Load tests are obtained by

68 filling the water bags with the fire main or dumping water out of the bags through the installed drain valve located in the bottom of the water bag. This feature is controlled by actuation of the dump valve rope, enabling accurate load increments. (i) Hoist and lower the test weight through one complete cycle at no specified speed. A cycle is defined as movement from the lowest point above the water level possible to a position where the davit arm and test weight have traveled at least 3 feet off of the davit arm outboard stop (see Figure ), with the exception of trackway type boat davits. For trackway type boat davits, the davit arm and test weight should travel to a position where the lower davit arm rollers are past the trackway knuckle, (see Figure ). (j) If the 100 percent Rated Load test is to be accomplished following the 125 percent Dynamic Load test, then drain a sufficient amount of water from the water bags so as to achieve the rated load of the davit. Draining the water bags is accomplished through the installed drain valve located in the bottom of water bag. This feature is controlled by actuation of the dump valve rope. (3) 100 Percent Rated Weight Test Using Water Bags. (a) (b) (c) Ensure that the preparatory steps in paragraph a and b have been accomplished. If the 125 percent dynamic weight test has been previously accomplished, proceed to paragraph c.(3).(h) to fill/drain the water bags to the proper weight value for the rated load of the davit. Attach a lead line(s) to the davit hoist hook(s) and lower the davit arm(s) to the davit outboard stop. Continue to lower the hook(s) to the deck where the water bags are located using the lead line attached to the davit hoisting hook(s) to pull the hooks to the water bags. Attach the water bags and load cell shackle to the davit hook(s) referring to Table for the arrangement of the water bags. Ensure that the load cell shackle is properly attached between the water bags and each davit hook. Figure Upper Travel of Davit and Test Weight (Pivoted Type)

69 Figure Upper Travel of Davit and Test Weight (Trackway Type) (d) Attach the water filling hose to the filling hose flange for each water bag used. Insert this assembly into the top of each water bag. (e) (f) (g) (h) (i) Care should be taken to avoid damaging the water bags or load sensors as the bags are positioned over the side of the ship. Install steadying lines, as needed, to the water bag at either the forward or aft nylon padeye located on the water bag. Hoist the davit hook(s) as far as practical to assist in moving the water bags over the side of the ship. Use the lead line(s) attached to the davit hook(s) to control the swing of the water bags as they are moved over the side of the ship. Lower the davit hook(s) and water bag(s) to approximately 5 feet above the water level. Begin filling the water bag(s) by opening the fire main and monitoring the load cells remote digital readout. Secure the fire main when the static test value is obtained (+5/-0 percent of required test value). Incremental load levels required for the Static, Dynamic, and Rated Load tests are obtained by filling the water bags with the fire main or dumping water out of the bags through the installed drain valve located in the bottom of the water bag. This feature is controlled by actuation of the dump valve rope, enabling accurate load increments. Hoist and lower the test weight through one complete cycle at the rated speed of the davit. A cycle is defined as movement from the lowest point above the water level possible to a position where the davit arm and test weight have traveled at least 3 feet off of the davit arm outboard stop (see Figure ), with the exception of trackway type boat davits. For trackway type boat davits, the davit arm and test weight should travel to a position where the lower davit arm rollers are past the trackway knuckle (see Figure ). Record the speed at which the rated load is power hoisted prior to contacting the davit arm. A measured hoist speed less than 10 percent of the rated hoist speed of the davit shall be cause for failure

70 (j) Position the test weights approximately 3 feet below the davit arm(s). (k) Place a mark on the wire rope(s) with tape, or equivalent, at the point where the rope(s) enters the davit winch. (l) Lower the test weight 20 feet and mark the rope(s) again as was done in step (k). (m) Using a stopwatch to record the time, hoist the test weight until the mark placed on the rope(s) in step (k) is at the point where the rope(s) enters the davit winch. Do not apply manual brake suddenly when stopping the test weight. (n) At the completion of the 100 percent Rated Load test, drain the water from the water bags. Draining the water bags is accomplished through the installed drain valve located in the bottom of the water bag. This feature is controlled by actuation of the dump valve rope. (4) No Load Operational Test. (a) With no weight on the boat falls and the davit arm(s) at the inboard position, lower the falls to the lowest point above the water level possible and then hoist back to the inboard position (one complete cycle). Ensure that the falls tensioner(s) operates and no fouling of the wire rope occurs. d. Packaging of Water Weights and Transport. (1) Hoist the emptied water bags onto the deck. Disconnect the bags from the davit hook(s) and remove any lead lines that were attached to the davit hook(s). (2) Pack, store, and maintain the water bags and any accessory equipment in accordance with the OEM s instructions. Transport the water bags from the ship to the pier using a pier crane, shipboard crane, or J-bar davit; some of the smaller water bags may be hand carried onto the ship using a hand truck or dolly. Care must be taken to avoid damage to the bags and load measuring equipment when transporting them to the boat davit LOCATION AND DESIGN OF BOAT STOWAGES GENERAL. There are three stowage types: deck, dolly, or davit. Some deck stowages are moveable (i.e., LPD 17, LCS) and are secured to the deck via ISO (International Standard Organization) fittings GENERAL STOWAGE CONSIDERATIONS. Proper design of boat stowages involves several basic details that shall be thoroughly considered in order to prevent damage to ships boats and to facilitate their handling. a. Stowages shall be designed and installed as low to the deck as practical. Boats which are davit handled shall be stowed such that the rake of the boat in stowage is the same as the rake of the boat during hoisting. The boats shall be stowed with the bow pointed forward. The only exception is when the SLAD handles two boats. One boat is stowed facing forward and the other is stowed with the bow pointed aft to facilitate handling with the SLAD. When the boats are secured in the stowed position, no part of the davit(s) and boat(s) shall project outboard of the ship s shell. b. Chocks, cradles, keel rests, strongbacks, gripes, gunwale guards, and necessary fittings shall be provided as required. Chocks, cradles, keel rests, and attachments shall be designed to prevent the retention of water. c. Boat chocks shall be mounted from fixed supports or frames. Chocks shall consist of metal shoes to which wooden inserts are attached. Where possible, wooden inserts shall be bolted through. Chocks shall be con

71 toured to suit the area of the hull they bear against and shall be of sufficient size to avoid localized pressure on the hull (i.e., 6 inches minimum width for wooden hull, 10 inches minimum width for metallic or plastic hulls). d. Chocks shall be contoured to match the boat hull with the ship on an even keel. Wooden inserts shall be a minimum thickness of 4 inches to permit refacing or replacement in the event of boat substitution. Chocks shall be located opposite frames, bulkheads, or areas in the boat where weights are concentrated. The face of the chocks shall be covered with synthetic rubber (in accordance with MIL-R-900) having a minimum thickness of 1/4 inch. e. In general, chocks should be located such that there is no more than 10 feet between chocks or 6 feet of unsupported length at each end. Keel rests and boat chocks should have 90 percent minimum contact in stowed position. f. Boats shall be secured in their stowage utilizing gripes or strongbacks with gripe rods. Loads imposed by the gripe pads on the boat s hull shall be applied to frames or bulkheads, or shall be distributed over as wide an area as is necessary to prevent deformation during long stowage periods. Gunwale guards shall be attached to gripes where there is contact with the boat s gunwale. Gripe attachments to fittings on the boat shall be such that no damage or deformation will occur to the boat and connection points. Adjusting devices on the gripes shall be marked to identify when the gripe is properly adjusted for a snug and tight fit. This mark is to serve as a guide to prevent overtightening which might cause permanent deformation to the gripe or boat hull. The takeup devices shall be provided with a locking feature to maintain set adjustment. The stowage arrangement shall provide safe access to the boat s batteries to facilitate charging in place. g. Portable and removable stowage fittings and equipment shall be provided, with stowages close to the boat stowage locations where used DECK AND DOLLY STOWAGE. Deck and dolly stowage shall comply with NAVSEA standard or type drawings that apply to the particular boats involved. For hull type drawings, refer to S0300-AO-IDX-010/ SATDI. For boats not covered by standard or type drawings, stowage designs shall be developed as required using the guidance contained in this section. Deck- and dolly-stowed boats shall have their weight supported at the keel rest running the full length of the keel. For boats without structural type keels, full-length support shall be installed under longitudinal strength members of the boat Double Banked Stowage (Crane or Boom). For double banked dolly and deck stowage where the boats are handled by a crane or boom, the cradle for the upper boat shall be designed for quick removal to facilitate unstowing the lower boat. The upper boat and cradle of a double banked dolly stowage shall not require removal in order to transport the dolly to the launch area Double Banked Stowage (Davit). For double banked deck stowages where boats are handled by a davit, the upper boat shall be supported independently of the lower boat. The upper cradle shall pivot out of the way and stow without interfering with the handling of the lower boat. Means shall be provided to stop, latch, and prevent overtravel of the upper cradle when in the stowed position Dolly Stowage. Dollies shall be capable of being secured to prevent damage and movement due to ship s motion. They shall be located such that when moved to or from a launch area, adequate space for line handlers is available. Deck fittings necessary for proper control of the dolly en route to and from the launch area shall be provided

72 DAVIT STOWAGE. Hull support shall be provided for all davit stowed boats. Davit stowages are generally rated for sea state 8 conditions, as defined by the World Meteorological Organization (WMO) standard, and can consist of a combination of hull support (i.e., cradle, chocks, etc.), tie downs, and possible boat gripes. Hull support should conform to the hull of the boat and be placed on boat frames for maximum support Boat Gripes and Tie Downs. Gripes and tie downs can be used to account for roll, heave, and surge in stowed conditions up to sea state 8, as defined by the World Meteorological Organization (WMO) standard. Gripes are used to secure the boat against chocks or into a cradle. Gripe and tie down releases shall be of the quick disconnect type, constructed of CRES 316, and readily accessible. When boat cradles are utilized for stowage 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. For cradle stowages, only the use of tie downs is preferred. LCS class has movable, reconfigurable boat stowages rated for Grade B Shock. In this class, along with the boat being secured to the stowage, the stowages are locked down to the deck with ISO sockets at various locations Chocks and Cradles. Chocks and cradles can be composed of either wooden blocks covered with rubber, solid rubber blocks, or Ultra High Molecular Weight Polyethylene (UHMWPE) material. Cradle pads and chocks should be positioned opposite of boat frames to achieve maximum support ILLUMINATION. Weather deck lighting for boat handling and stowage system operations should be positioned to illuminate critical areas. Those areas include the operator s control stand, all visual safety and operational aids (i.e., hoisting or slewing position stripes, latch indicators, etc.) and those positions where the hoisting hook is attached to or released from the boat. Glare conditions to the operator s normal field of view shall be avoided. The lighting fixtures should be located so as not to obstruct or be subject to damage during boat handling and stowage evolutions. Detailed requirements for fixtures, switches, and control of lighting systems are contained in S9086-K9- STM-010, NSTM Chapter 330, Lighting

73 Ref: NAVSEAINST NAVSEA S0005-AA-GYD-030/TMMP NAVSEA/SPAWAR TECHNICAL MANUAL DEFICIENCY/EVALUATION REPORT (TMDER) INSTRUCTIONS: Continue on 8 ½ x 11 on page if additional space is needed. 1. Use this report to indicate deficiencies, problems and recommendations relating to publications. 2. For CLASSIFIED TMDERs see OPNAVINST 5510H for mailing requirements. 3. For TMDERs that affect more than one publication, submit a separate TMDER for each. 4. Submit TMDERs at web site or mail to: COMMANDER, CODE 310 TMDERs, NAVSURFWARCENDIV NSDSA, 4363 MISSILE WAY BLDG 1389, PORT HUENEME CA PUBLICATION NUMBER 2. VOL/PART 3. REV/DATE OR CHG/DATE 4. SYSTEM/EQUIPMENT ID 5. TITLE OF PUBLICATION 6. REPORT CONTROL NUMBER (6 digit UIC-YY-any four: xxxxxx-10-xxxx) 7. RECOMMEND CHANGES TO PUBLICATION 7a. Page # 7b. Para # 7c. RECOMMENDED CHANGES AND REASONS 8. ORIGINATOR S NAME AND WORK CENTER 9. DATE 10. ORIGINATOR S ADDRESS 11. TMMA of Manual (NSDSA will complete) 12. SHIP OR ACTIVITY Name and Address (Include UIC/CAGE/HULL) 13. Phone Numbers: Commercial ( ) - DSN - FAX ( ) - NAVSEA 4160/1 (Rev ) S/N 0116-LF

74 FOLD HERE AND TAPE SECURELY PLEASE DO NOT STAPLE INCLUDE COMPLETE ADDRESS USE PROPER POSTAGE FOR OFFICIAL USE ONLY COMMANDER CODE 310 TMDERs NAVSURFWARCENDIV NSDSA 4363 MISSILE WAY BLDG 1389 PORT HUENEME CA FOLD HERE AND TAPE SECURELY PLEASE DO NOT STAPLE

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