s9086-tx-stm-020(volume 2 - handling and stowing boats and ... · pdf filevolume 2 - handling...

NAVAL SHIPS’ TECHNICAL MANUALCHAPTER 583

VOLUME 2 - HANDLING AND STOWINGBOATS AND SMALL CRAFT

SUPERSEDURE NOTICE: THIS VOLUME SUPERSEDES S9086-TX-STM-020,DATED 1 MAY 2006, AND ALL CHANGES THERETO.

DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE, DISTRIBUTION IS UNLIMITED.

S9086-TX-STM-020VOLUME 2REVISION 1

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PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND.

*0910LP1058747* 15 JAN 2013

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RECORD OF REVISIONSREV NO. DATE TITLE AND/OR BRIEF DESCRIPTION/PREPARING ACTIVITY

0 1 MAY 2006 THIS NEW VOLUME WAS DERIVED FROM CONTENTREMOVED FROM VOLUME 1.

1 15 JAN 2013 TOTAL REVISION; CHANGE BARS NOT USED.TMER INCORPORATED: N65540-10-TG01

FOR OPTIMAL VIEWING OF THIS TECHNICAL MANUAL THE PAGE LAYOUT IN ADOBE ACROBATREADER SHOULD BE SINGLE PAGE. CONTINUOUS PAGE DISPLAY CAN CAUSE PROBLEMS WITHLINK REFERENCES AND THE BOOKMARKS.

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FOREWORD

This technical manual provides operation and maintenance information for boat handling launch andrecovery systems. This technical manual is intended for guidance of and use by personnel operating and main-taining the equipment described herein.

This manual is divided into two volumes arranged as follows:

Volume Publication No. Title

Volume 1 S9086-TX-STM-010 NSTM CHAPTER 583; BOATS AND SMALL CRAFTVolume 2 S9086-TX-STM-020 NSTM CHAPTER 583; HANDLING AND STOWING BOATS

AND SMALL CRAFT

Volume 2, S9086-TX-STM-020, consists of one section as follows:

Chapter 583 - Handling and Stowing Boats and Small Craft

Section 13. Handling and Stowing Boats Aboard Ship

Ships, training activities, supply points, depots, Naval Shipyards, and Supervisors of Shipbuilding arerequested 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 TMDERsNAVSURFWARCENDIV NSDSA4363 MISSILE WAY BLDG 1389PORT HUENEME, CA 93043-4307

on NAVSEA/SPAWAR Technical Manual Deficiency/Evaluation Report (TMDER), NAVSEA form 4160/1. Allfeedback comments shall be thoroughly investigated and originators will be advised of action resulting there-from. One copy of NAVSEA form 4160/1 is at the end of each separately bound technical manual 8-1/2 x 11inches or larger. Copies of NAVSEA form 4160/1 may be requisitioned from the Naval Systems Data SupportActivity Code 310 at the above address. Users are encouraged to transmit deficiency submittals via the NavalSystems Data Support Activity web site located at:

https://mercury.tdmis.navy.mil/def_external/pubsearch.cfm

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TABLE OF CONTENTS

Chapter/Paragraph Page

583 VOLUME 2 – HANDLING AND STOWING BOATS AND SMALL CRAFT . . 13-1

SECTION 13 HANDLING AND STOWING BOATS ABOARD SHIP . . . . . . . . . . . . . . 13-1

583-13.1 GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1583-13.1.1 PURPOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1583-13.1.2 BOAT HANDLING DESIGN TYPES. . . . . . . . . . . . . . . . . . . . . . 13-1583-13.1.3 BOAT STOWAGE TYPES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1583-13.1.4 TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM. . . . 13-2

583-13.2 TERMS AND DESCRIPTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3583-13.2.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3583-13.2.2 ANTI-PENDULATION APPARATUS (APA). . . . . . . . . . . . . . . . . . 13-3583-13.2.3 BOAT HOISTING RIGID BAIL. . . . . . . . . . . . . . . . . . . . . . . . . 13-4583-13.2.4 BOAT HOISTING SLINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4583-13.2.5 BOAT LAUNCH AND RECOVERY, OVER THE SIDE. . . . . . . . . . . . 13-4583-13.2.6 BOAT LAUNCH AND RECOVERY, STERN HOIST. . . . . . . . . . . . . 13-5583-13.2.7 BOAT LAUNCH AND RECOVERY, STERN RAMP. . . . . . . . . . . . . . 13-5583-13.2.8 BOOM, BOAT HANDLING. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5583-13.2.9 BOOM, BOAT MOORING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5

583-13.2.10 BOAT REPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6583-13.2.11 DAVIT, DOUBLE ARM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6583-13.2.12 DAVIT, GRAVITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6583-13.2.13 DAVIT, MECHANICAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6583-13.2.14 DAVIT, OVERHEAD SUSPENDED (FIXED). . . . . . . . . . . . . . . . . 13-6583-13.2.15 DAVIT, PIVOTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7583-13.2.16 DAVIT, PIVOTED LINK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9583-13.2.17 DAVIT, SINGLE ARM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9583-13.2.18 DAVIT, SLEWING ARM (SLAD). . . . . . . . . . . . . . . . . . . . . . . . 13-9583-13.2.19 FALLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11583-13.2.20 FALLS TENSIONING DEVICE. . . . . . . . . . . . . . . . . . . . . . . . . 13-13583-13.2.21 FID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13583-13.2.22 GRIPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13583-13.2.23 HOOKS, BOAT HOISTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13583-13.2.24 HOOK, RAYMOND RELEASE. . . . . . . . . . . . . . . . . . . . . . . . . 13-13583-13.2.25 HOOK, OFF-LOAD RELEASE. . . . . . . . . . . . . . . . . . . . . . . . . . 13-14583-13.2.26 LIZARD LINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14583-13.2.27 MANROPES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15583-13.2.28 MCCLUNEY HOOK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15583-13.2.29 PENDANT, BOAT HANDLING. . . . . . . . . . . . . . . . . . . . . . . . . 13-15

583-13.2.29.1 Safety Runner and Tripping Line. . . . . . . . . . . . . . . . . . 13-16583-13.2.30 POSITIVE CONTROL DERRICK HEAD (PCDH). . . . . . . . . . . . . . . 13-16583-13.2.31 PREVENTER STAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18583-13.2.32 RAMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18583-13.2.33 RATED LOAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18583-13.2.34 READY LIFEBOAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18

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TABLE OF CONTENTS - Continued


583-13.2.35 SEA PAINTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18583-13.2.36 SHEAVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-19

583-13.2.36.1 Sheave Groove Diameter. . . . . . . . . . . . . . . . . . . . . . . 13-19583-13.2.37 SHOCK ABSORBER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.38 SPANWIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.39 SPREADER BARS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.40 STOWAGE, DAVIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.41 STOWAGE, DECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.42 STOWAGE, DOLLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.43 STOWAGE, DOUBLE BANK. . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.44 STOWAGE, SINGLE BANK. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.45 STRONGBACK, DAVIT ARM. . . . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.46 SURFACE TOW CRADLE (STC). . . . . . . . . . . . . . . . . . . . . . . . 13-20583-13.2.47 TEST, DYNAMIC LOAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.48 TEST, NO-LOAD OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.49 TEST, RATED LOAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.50 TEST, STATIC LOAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.51 TEST, SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.52 TIE DOWNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.53 TOW BOOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.54 TOW WINCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21583-13.2.55 TWO-BLOCKED FALLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22583-13.2.56 WINCH, BOAT DAVIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22583-13.2.57 WINCH, CONSTANT TENSION. . . . . . . . . . . . . . . . . . . . . . . . . 13-22

583-13.3 BOAT DAVIT SAFETY DEVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22583-13.3.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22583-13.3.2 SAFE HOISTING POSITION INDICATORS. . . . . . . . . . . . . . . . . . 13-22583-13.3.3 SLEWING POSITION INDICATORS. . . . . . . . . . . . . . . . . . . . . . 13-22583-13.3.4 EMERGENCY DISCONNECT SWITCH. . . . . . . . . . . . . . . . . . . . 13-22583-13.3.5 HANDCRANK ELECTRICAL INTERLOCK SWITCHES. . . . . . . . . . 13-22583-13.3.6 DAVIT ARM OVERTRAVEL ELECTRICAL INTERLOCK SWITCHES. . 13-23583-13.3.7 HOIST LIMIT SWITCHES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.8 SLEW OVERTRAVEL SWITCHES. . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.9 MANUAL BRAKE ELECTRICAL INTERLOCK SWITCH. . . . . . . . . . 13-23

583-13.3.10 SAFETY TYPE HANDCRANKS. . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.11 FALLS TENSIONING DEVICE. . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.12 FLUID BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.13 CENTRIFUGAL BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.14 SEA PAINTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23583-13.3.15 TWO-BLOCKED PROTECTION. . . . . . . . . . . . . . . . . . . . . . . . . 13-24583-13.3.16 EMERGENCY STOP PUSHBUTTONS. . . . . . . . . . . . . . . . . . . . . 13-24

583-13.4 GENERAL OPERATING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . 13-24583-13.4.1 GENERAL PRECAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24583-13.4.2 PRE-LAUNCH BOAT CHECKS. . . . . . . . . . . . . . . . . . . . . . . . . 13-25583-13.4.3 PRE-LAUNCH BOAT DAVIT OPERATIONAL CHECKS. . . . . . . . . . . 13-26

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583-13.4.4 GENERAL OPERATING PROCEDURES FOR BOAT DAVITS. . . . . . . 13-27583-13.4.4.1 Launching Procedures. . . . . . . . . . . . . . . . . . . . . . . . 13-27583-13.4.4.2 Recovery Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 13-28

583-13.4.5 GENERAL OPERATING PROCEDURES FOR CRANE OR BOOM BOATHANDLING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-30

583-13.4.6 GENERAL OPERATING PROCEDURES FOR STERN RAMP LAUNCHAND RECOVERY SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . 13-30

583-13.4.6.1 Launching Procedures. . . . . . . . . . . . . . . . . . . . . . . . 13-30583-13.4.6.2 Recovery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-31

583-13.4.7 GENERAL OPERATING PROCEDURES FOR STERN SURFACE TOWCRADLE LAUNCH AND RECOVERY SYSTEMS. . . . . . . . . . . . . 13-32

583-13.4.7.1 Launching Procedures. . . . . . . . . . . . . . . . . . . . . . . . 13-32583-13.4.7.2 Recovery Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 13-34

583-13.4.8 NIGHT OPERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35

583-13.5 MAINTENANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35583-13.5.1 PLANNED MAINTENANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-35

583-13.6 WEIGHT TEST AND INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36583-13.6.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36583-13.6.2 BOAT DAVIT WEIGHT TEST REQUIREMENTS. . . . . . . . . . . . . . . 13-37583-13.6.3 BOAT DAVIT WEIGHT TEST PROCEDURES. . . . . . . . . . . . . . . . . 13-43

583-13.6.3.1 Pre-Weight Test Inspection. . . . . . . . . . . . . . . . . . . . . . 13-43583-13.6.3.2 Static Load Test (200 Percent Davit Rated Load). . . . . . . . . 13-44583-13.6.3.3 Dynamic Load Test (125 Percent Davit Rated Load). . . . . . . 13-45583-13.6.3.4 Rated Load Test (100 Percent Davit Rated Load). . . . . . . . . 13-45583-13.6.3.5 No-Load Operational Test. . . . . . . . . . . . . . . . . . . . . . 13-47

583-13.6.4 NEW ITEMS AND LOOSE GEAR WEIGHT TEST REQUIREMENTS. . . 13-47583-13.6.4.1 Load Carrying Loose Gear Testing. . . . . . . . . . . . . . . . . 13-47583-13.6.4.2 Post-Test Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . 13-47

583-13.6.5 BOAT DAVIT COMPONENT WEIGHT TEST REQUIREMENTS. . . . . . 13-47583-13.6.6 BOAT DAVIT WEIGHT TEST PROCEDURES USING WATER BAGS. . . 13-47

583-13.6.6.1 Definition of Terms. . . . . . . . . . . . . . . . . . . . . . . . . . 13-48583-13.6.6.2 Water Bag Test Weight System. . . . . . . . . . . . . . . . . . . 13-48583-13.6.6.3 Water Bag Test Procedures. . . . . . . . . . . . . . . . . . . . . . 13-50

583-13.7 LOCATION AND DESIGN OF BOAT STOWAGES. . . . . . . . . . . . . . . . . . 13-56583-13.7.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-56583-13.7.2 GENERAL STOWAGE CONSIDERATIONS. . . . . . . . . . . . . . . . . . 13-56583-13.7.3 DECK AND DOLLY STOWAGE. . . . . . . . . . . . . . . . . . . . . . . . . 13-57

583-13.7.3.1 Double Banked Stowage (Crane or Boom). . . . . . . . . . . . . 13-57583-13.7.3.2 Double Banked Stowage (Davit). . . . . . . . . . . . . . . . . . . 13-57583-13.7.3.3 Dolly Stowage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-57

583-13.7.4 DAVIT STOWAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-58583-13.7.4.1 Boat Gripes and Tie Downs. . . . . . . . . . . . . . . . . . . . . 13-58583-13.7.4.2 Chocks and Cradles. . . . . . . . . . . . . . . . . . . . . . . . . . 13-58

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583-13.8 ILLUMINATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-58

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LIST OF TABLES

Table Title Page

583-13-1 Boat Launch and Recovery Design Types and Configuration . . . . . . . . . . . . . . 13-1

583-13-2 Fleet Configurations of Boat Handling Systems . . . . . . . . . . . . . . . . . . . . . 13-2

583-13-3 Vestdavit Off-Load Release Hook Models . . . . . . . . . . . . . . . . . . . . . . . . 13-15

583-13-4 Component Load Testing Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-37

583-13-5 Water Bag Selection for Boat Davit Weight Tests . . . . . . . . . . . . . . . . . . . . 13-51

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LIST OF ILLUSTRATIONS

Figure Title Page

583-13-1 Typical Boat Handling System Component Diagram and Component Codes . . . . . 13-2

583-13-2 Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17Class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5

583-13-3 Davit, Fixed Overhanging (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . 13-6

583-13-4 Davit, Pivoted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8

583-13-5 Davit, Pivoted Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9

583-13-6 Davit, Slewing Arm (Navy Standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10

583-13-7 Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM) . . . 13-11

583-13-8 Falls/Wire Rope Reeving Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12

583-13-9 Falls Tensioning Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13

583-13-10 Hook, Raymond Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14

583-13-11 Hook, Off-Load Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15

583-13-12 11M RIB Pendant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-16

583-13-13 PCDH Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-17

583-13-14 Preventer Stay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-18

583-13-15 Sea Painter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-19

583-13-16 Sea Painter Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-19

583-13-17 Spreader Bars (from LCS 1 Variant) . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20

583-13-18 Surface Tow Cradle (used on LCS 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21

583-13-19 Emergency Boarding Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-26

583-13-20 Water Bag Weight System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-50

583-13-21 Upper Travel of Davit and Test Weight (Pivoted Type) . . . . . . . . . . . . . . . . . 13-54

583-13-22 Upper Travel of Davit and Test Weight (Trackway Type) . . . . . . . . . . . . . . . 13-55

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SAFETY SUMMARY

Hand tending the sea painter or an improperly positioned or secured sea paintercan allow the boat to tow from the boat falls or whip and cause the boat tobroach, swamp, or capsize, resulting in personnel injury or death. (-23, page13-27)

If the davit has a Constant Tension winch system, do not enable constant tensionmode during lowering until the boat is within 3 feet of the wave tops. If the sys-tem should malfunction and shift into constant tension before the boat touchesthe water, the boat will free fall the distance to the water, possibly resulting inpersonnel injury or death. (Page 13-28)

When launching a boat using double arm davits, always release the stern hoist-ing hook before releasing the bow hoisting hook. Releasing the bow hook firstcould allow the boat to broach and swamp or capsize, resulting in personnelinjury or death. (Page 13-28)

When recovering a boat using double arm davits, always engage the bow hoist-ing 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 ordeath. (Page 13-29)

Personnel should not stand in line with any lines under tension. Should a rope orfitting fail, it could recoil with considerable force. Failure to comply may resultin injury to personnel. (Page 13-33, page 13-35)

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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. (Page13-44)

In the event of a component failure, the load may drop uncontrollably. If pos-sible, maintain a safety rig on the test weight with a crane. (Page 13-44, page 13-45)

Do not apply manual brake suddenly when stopping the test weight. (Page 13-46,page 13-46, page 13-56)

Care should be taken to avoid damaging the water bags or load sensors as thebags are positioned over the side of the ship. (Page 13-53, page 13-55)

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CHAPTER 583

VOLUME 2 – HANDLING AND STOWING BOATS AND SMALL CRAFT

SECTION 13

HANDLING AND STOWING BOATS ABOARD SHIP

583-13.1 GENERAL INFORMATION.

583-13.1.1 PURPOSE. The purpose of this section is to provide technical information to personnel engaged inthe supervision, operation, or maintenance of boat handling launch and recovery systems. Included in this sectionare the accepted terms and definitions used in conjunction with boat handling and stowage systems; guidanceconcerning pre-weight test inspections and testing requirements; amplified general safety requirements; generaloperational procedures for boat handling launch, recovery, and stowage systems; and reference informationintended to reduce interpretation errors concerning the requirements of boat handling and stowage systems.

583-13.1.2 BOAT HANDLING DESIGN TYPES. There are various types of boat handling, launch, and recov-ery systems currently in use to accommodate ship mission needs. The most common boat handling types are overthe side, stern ramp, and stern hoist. Each of these types is available in various designs and configurations. Whenusing this manual for guidance, it is therefore important to properly identify the type, design, and configurationsof the boat handling system in question. The types and associated configurations are listed in Table 583-13-1.Some of the boat handling designs and configurations identified are configured to handle and stow multiple boats.

Table 583-13-1 Boat Launch and Recovery Design Types and Configuration

Launch and Recovery Types Configurations

Over the Side Launch and Recovery Slewing ArmSingle and Double Arm PivotedDouble Arm TrackwayFixed OverhangingDouble Arm Pivoted LinkCranesAir Craft Crash Crane (ACCC)

Stern Ramp Launch and Recovery Fixed Angled RampPivoted Ramp 1

Stern Hoist Launch and Recovery Twin Boom Extensible Crane (TBEC) 2

1A new boat handling system and ramp bunking arrangement for stern launch and recovery has become opera-tional with the LCS 1 and is planned for DDG 1000. Subsequent updates to S9086-TX-STM-020/583 will incor-porate design, configuration, and maintenance/test information for this system.

2A TBEC will first become operational on the LCS 2. Subsequent updates to S9086-TX-STM-020/583 willincorporate design, configuration, and maintenance/test information.

These Boat Launch and Recovery types are discussed further in paragraph 583-13.2.

583-13.1.3 BOAT STOWAGE TYPES. There are four boat stowage types: deck mounted, dolly, overhangingsuspended, and davit mounted. Specific information regarding stowages is provided in paragraph 583-13.7.

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583-13.1.4 TYPICAL BOAT HANDLING SYSTEM COMPONENT DIAGRAM. A typical boat davit func-tional block diagram is depicted in Figure 583-13-1. This diagram, while not exact for every boat handling con-figuration used in the Navy, is representative of a typical boat handling system.

Table 583-13-2 Fleet Configurations of Boat Handling Systems

Ship Class# of Davits

Per Hull Location Davit Type Manufacturer

CG 52-68 2 Stbd 7M RIB - Pivot Type, Electro-Hydraulic Lake Shore/Gearmatic

Port 7M RIB - Pivot Type, Electro-Hydraulic VestdavitCG 69-73 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore

Port 7M RIB - Pivot Type, Electro-Hydraulic VestdavitCVN 68 2 Port &

Stbd7M RIB - Pivot Type, Electro-Hydraulic Vestdavit

CVN 78 2 Port 7M RIB - Pivot Type, Electro-Mechanical Welin LambiePort 11M PE - Fixed Overhanging, Electro-Mechanical OGI

Figure 583-13-1 Typical Boat Handling System Component Diagram and Component Codes

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Table 583-13-2 Fleet Configurations of Boat Handling Systems - Continued

Ship Class# of Davits

Per Hull Location Davit Type Manufacturer

DDG 51-78 1 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake ShoreDDG 79-90 1 Stbd 7M RIB - SLAD, Electro-Hydraulic North Pacific

CraneDDG 91-108 1 Stbd 7M RIB - SLAD, Electro-Hydraulic OGIDDG 1000 1 Stern 7M/11M RIB Pivoted Ramp PAR JeredFFG 7 1 Port 7M RIB - SLAD, Electro-Mechanical Welin LambieLCC 19 4 Stbd (2) 7M RIB - SLAD, Electro-Hydraulic Allied Systems

Port (2) 11M PE - Trackway Type, Electro-Mechanical Lake ShoreLCS 1 2 Port 5M RIB - Fixed Overhanging, Electro-Mechanical Vestdavit

Stern Pivoted Ramp * PAR JeredLCS 2 2 Port 5M RIB - SLAD, Electro-Hydraulic Palfinger

Stern Twin Boom Extensible Crane ** MAPCLCS 3 2 Port 5M RIB - Fixed Overhanging, Electro-Mechanical Vestdavit

Stern Pivoted Ramp * OGILCS 4 2 Port 5M RIB - SLAD, Electro-Hydraulic Palfinger

Stern Twin Boom Extensible Crane ** OGILHA 5 2 Stbd 36FT LCPL - Pivot Type, Electro-Mechanical Lake Shore

Port 11M RIB - Fixed Overhanging, Electro-Mechanical Welin LambieLHD 1, 2, 5 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore

Port 36FT LCPL - Fixed Overhanging, Electro-Mechanical Lake ShoreLHD 3, 4, 6 2 Stbd 7M RIB - SLAD, Navy Standard Electro-Mechanical Lake Shore

Port 11M RIB - Fixed Overhanging, Electro-Mechanical Welin LambieLHD 7, 8 2 Stbd 7M RIB - SLAD, Electro-Hydraulic Allied Systems

Port 36FT LCPL - Fixed Overhanging, Electro-Mechanical Lake ShoreLPD 9 1 Port 7M RIB - SLAD, Electro-Hydraulic Allied SystemsLPD 17 1 Stbd 7M RIB - SLAD, Electro-Hydraulic Caley SystemsLSD 41, 47,48, 50

1 Port 36FT LCPL - Pivot Type, Electro-Mechanical Lake Shore

LSD 42-46,49, 51, 52

1 Port 7M & 11M RIB - Pivot Type (LUM 12A), Electro-Hydraulic Welin Lambie

*LCS 3AF stern ramp and crane system OEM is Oldenburg Group Inc (OGI).

**LCS 6AF Twin Boom Extensible Crane OEM is OGI.

583-13.2 TERMS AND DESCRIPTIONS.

583-13.2.1 GENERAL. The terms utilized in this section are listed and defined in the following paragraphs inalphabetical order. Where applicable, amplifying information is provided to assist personnel engaged in thesupervision of operation or maintenance of shipboard boat handling and stowage systems.

583-13.2.2 ANTI-PENDULATION APPARATUS (APA). The APA is a device fixed to the davit arm tip on theLPD 17 Class rescue boat davit. Its function is to control Rigid Inflatable Boat (RIB) positioning during davit

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arm slewing from the inboard stowed position to the outboard launched position. It interfaces with the hoist rigidbail of the 7M RIB to help maintain boat position, as well as dampen any tilt/trim motion through the use ofseveral hydraulic cylinders.

583-13.2.3 BOAT HOISTING RIGID BAIL. A rigid hoisting fixture fitted to the boat for lifting at a singlepoint. LPD 17 is the only ship class that handles RIBs outfitted with rigid bails. Rigid bails are used on LPD 17class RIBs because of the requirement to handle boats from within the mission boat valley via the boat and cargocrane outfitted with the Positive Control Derrick Head (PCDH) or the rescue boat pocket using the APA on thedavit system. The combination of the PCDH/APA and boat rigid bail reduce the need for a large amount of linehandlers to control boat motion while moving from the boat valley to the launch position alongside the ship.

583-13.2.4 BOAT HOISTING SLINGS. Boat hoisting slings are made up of two or more flexible appendages.One end of each appendage is attached to a common hoisting ring and the other end is attached to the boat hoist-ing fittings. Refer to Section 7, Volume 1 - Boats and Small Crafts, of S9086-TX-STM-010/583 for further infor-mation.

583-13.2.5 BOAT LAUNCH AND RECOVERY, OVER THE SIDE. Over the side handling systems are gen-erally referred to as a davit. A davit is a winch and support structure designed to move a boat from an inboardstowed position to a point outboard of the ship’s side from which the boat may be lowered to the water andlaunched. 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 asdavits. Cranes used to launch and recover boats are limited to lower sea states and ship speed than davit systems.Some cranes, such as the Boat and Cargo Crane on LPD 17 Class (refer to Figure 583-13-2) are specificallydesigned 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 saferlaunch and recovery in higher sea states. Cranes lack this capability. Davits are specifically arranged for ease ofline handling and sea painter rigging. Cranes do not have dedicated line handling cleats. Cranes are sometimeslocated on the deck in a location that restricts aspects of safe launch and recovery. Obstructed views, limitedcompartment space, and tripping hazards increase the level of risk when utilizing a crane for over the side boatlaunch and recovery.

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583-13.2.6 BOAT LAUNCH AND RECOVERY, STERN HOIST. Dependent on the ship’s hull design, sternhoist systems can be at a fixed launch and recovery position at the stern of the ship or consist of a boom or setof booms that extend beyond the transom to launch and recover the ship’s boats. Both types of systems arecapable of launching and recovering the boat.

583-13.2.7 BOAT LAUNCH AND RECOVERY, STERN RAMP. Stern ramp systems utilize a ramp located atthe stern of the ship that is designed to allow the boat to move from within the ship and down a ramp to a pointat which the boat becomes waterborne and can be launched from the stern of the ship. The reverse of this pro-cess occurs when the boat is recovered. The ramp angle may be fixed or pivoted depending on the design of theramp. How the boat moves up or down the ramp is dependent on the launch and recovery design. Methods tomove the boat up and down the ramp may consist of any combination of the boat’s gravity when launched ormomentum when recovered, power assisted launch and recovery mechanisms, adjustable ramp angles or pivotedramps.

583-13.2.8 BOOM, BOAT HANDLING. An inclined spar, strut, or other long member used to handle boatsover the side of the ship for launch and retrieval.

583-13.2.9 BOOM, BOAT MOORING. A horizontal spar, strut, or other long member, extending from the hullof the ship, to which boats are moored.

Figure 583-13-2 Boat and Cargo Crane used for Boat Launch and Recovery Arrangement, LPD 17 Class

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583-13.2.10 BOAT REPORT. A daily inspection of the ship’s boats and equipment in accordance withOPNAVINST 3120.32C. The report of inspection shall be entered in the ship’s log and include inspection of theboat engine, hull, lights, boat gear, and emergency equipment, and a test of the fog signal. Inspection of the davitshall also be included to verify davit operational readiness.

583-13.2.11 DAVIT, DOUBLE ARM. A davit having two arms, falls, and hoisting hooks. With this type ofdavit, the boat is suspended from two points. These types of davits move the boat inboard and outboard over theside of the ship to permit hoisting and lowering of the boat to and from the water.

583-13.2.12 DAVIT, GRAVITY. A davit design that uses the force of gravity as the primary means to movethe boat outboard, over the side, and to the water.

583-13.2.13 DAVIT, MECHANICAL. A davit requiring the application of an external force (other than grav-ity) to move the boat from the inboard position to the outboard position and to lower the boat to the water. Thesedavits are common in the Fleet and use either electric or hydraulic power to operate.

583-13.2.14 DAVIT, OVERHEAD SUSPENDED (FIXED). The structure of this davit is fixed over the side ofthe ship and allows for the boat to be directly lowered and hoisted from this position. Refer to Figure 583-13-3.

Figure 583-13-3 Davit, Fixed Overhanging (Sheet 1 of 2)

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583-13.2.15 DAVIT, PIVOTED. A davit consisting of an arm or arms which pivot around a single axis to moveinboard and outboard. Refer to Figure 583-13-4.

Figure 583-13-3 Davit, Fixed Overhanging (Sheet 2 of 2)

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Figure 583-13-4 Davit, Pivoted

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583-13.2.16 DAVIT, PIVOTED LINK. A gravity davit consisting of two arms which pivot around multipleaxes through links to move inboard and outboard. Refer to Figure 583-13-5.

583-13.2.17 DAVIT, SINGLE ARM. A davit having one arm, fall, and hoisting hook. With this type of davit,the boat is suspended from a single pick-up point.

583-13.2.18 DAVIT, SLEWING ARM (SLAD). A davit with a single arm or boom. The davit arm is mountedon a pedestal and rotates about a vertical axis when moving the boat outboard and inboard in a slewing typemotion. This type of davit operates similar to a crane. Numerous Commercial Off The Shelf (COTS) SLADs,from various OEMs, are currently in service in the Fleet. These davits differ in specific design and operating fea-tures and procedures. Refer to Figure 583-13-6 and Figure 583-13-7 for two examples of SLADs in the Fleet.

Figure 583-13-5 Davit, Pivoted Link

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Figure 583-13-6 Davit, Slewing Arm (Navy Standard)

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583-13.2.19 FALLS. The falls consist of the hoist rope, end fittings, blocks, links, and boat hook(s). Paying inand out of the falls is controlled by the davit winch to hoist and lower the boat. A typical falls is shown in Figure583-13-8.

Figure 583-13-7 Commercial Off The Shelf (COTS) Slewing Arm Davit (Allied Systems OEM)

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Figure 583-13-8 Falls/Wire Rope Reeving Diagram

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583-13-12

583-13.2.20 FALLS TENSIONING DEVICE. A weighted sheave arrangement installed in the davit falls reev-ing arrangement. Its weight is enough to counterbalance and lift the hook(s) clear of the boat and its crew whenlaunching the boat. A typical falls tensioning device is shown in Figure 583-13-9. Falls tensioning devices arenot employed on davits with Constant Tension (CT) winch systems. Refer to paragraph 583-13.2.57 for CT winchdescription.

583-13.2.21 FID. For boat handling, a fid is a hardwood tapered pin or dowel that is used to secure the seapainter to the bow of a boat. The fid is used as a toggle over the eye and under the standing part of the painterline and provides the capability to quickly release the sea painter from the boat during a launch operation.

583-13.2.22 GRIPE. An adjustable rope or strap assembly used to secure the boat to its stowage system bywrapping around the boat and securing to the davit or deck. Gripes shall be of the quick disconnect type, con-structed of corrosion resistant steel (CRES) 316, and readily accessible. When boat cradles are utilized for stow-age of RIBs, boat gripes are not preferred due to lack of restraint around the RIB inflatable sponson, as well asa history of causing damage to the sponson.

583-13.2.23 HOOKS, BOAT HOISTING. The hook is used to connect the boat sling or attachment point tothe davit falls. Some davit arrangements have more than one boat hook. There are several types of boat hookscurrently used by the Navy. The more common hooks used are further described below.

583-13.2.24 HOOK, RAYMOND RELEASE. The hook used for double arm davits that handle Landing CraftPersonnel (Large) (LCPL) boats. The hook is shown on NAVSEA drawing 803-5000491 and depicted in Figure

Figure 583-13-9 Falls Tensioning Device

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583-13-10. These hooks are being phased out of service as LCPL boats are removed from active service in theFleet.

583-13.2.25 HOOK, OFF-LOAD RELEASE. This hook type is used on most boat davits in the Fleet. The mostcommon manufacturer of this type of hook is Vestdavit who provides the hook in two load capacities as shownin Table 583-13-3. These hooks offer operators the split-second release control often needed at sea, and includea self-locking feature which prevents release while under full load. Refer to Figure 583-13-11.

583-13.2.26 LIZARD LINE. A line spliced into the sea painter near the eye splice end of the sea painter. It isused during launch and recovery of boats as a means to deploy and retrieve the sea painter from the water oncethe painter is no longer connected to the bow of the waterborne boat.

Figure 583-13-10 Hook, Raymond Release

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Table 583-13-3 Vestdavit Off-Load Release Hook ModelsVestdavit Hook Model No. Safe Working Load Hook Weight

LB 4 8,000 lbs 15.8 lbsLB 10 22,000 lbs 44 lbs

583-13.2.27 MANROPES. Synthetic ropes made up with a series of overhand or figure-eight knots evenlyspaced 18 to 24 inches apart. When installed, the ropes are typically attached to the davit arm or overhead spon-son depending on the shipboard arrangement. The boat crew can use the manropes for additional safety duringhoisting and lowering of boats. The installation and use of manropes is optional and should be determined basedon the boat handling configuration. The use of manropes on some davit configurations (SLADs) was deemed asafety hazard during operations because of fouling of the ropes with boat and deck mounted equipment as thedavit arm traveled to its stowed to launch position. Use NAVSEA drawing 803-5184124 for guidance.

583-13.2.28 MCCLUNEY HOOK. A quick-release type hook used in boat stowage tie downs and davit armpreventers.

583-13.2.29 PENDANT, BOAT HANDLING. Pendants are typically used when handling boats with cranesonly 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 583-13-12). The quick release hook shall be compat-

Figure 583-13-11 Hook, Off-Load Release

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ible with the boat sling thimble or hoist sling lifting ring. The overall length of a pendant varies on crane con-figurations. Some pendants can be rigged with a remote release hook for use on boats outfitted with tall and/orheavy slings. Use of a remote release hook actuated from the deck of the ship provides safety to the boat crewdue to the falling of the sling assembly once released from the hook. A remote release hook also permits thelaunch of an unmanned 7M/11M RIB or PE boat since hook release can be accomplished from the ship’s deck.

583-13.2.29.1 Safety Runner and Tripping Line. Disengagement and engagement of the boat handling pendantremote release hook can be accomplished by use of a safety runner and tripping line, made up as follows: Thehook shall have a small ring attached to its bill through which a shackle is passed. The safety runner, an 18-footlong wire rope, is connected to the shackle in the bill of the release hook. The tripping line, a 50-foot (minimumlength), 3-inch circumference fiber rope (in accordance with MIL-R-24537), shall be connected to the other endof the safety runner by a shackle. The tripping line length is selected to allow operation of the tripping line fromthe ship’s deck and the boat sling to be engaged and disengaged from the pendant hook remotely while the boatis waterborne. For launching, the safety runner is passed under the boat sling lifting ring in the throat of therelease hook so that it can be tripped out remotely by the deck crew when the boat is waterborne. During recov-ery, the safety runner is disconnected from the tripping line by the boat crew, passed through the boat sling lift-ing ring, and reconnected to the tripping line, enabling the deck crew to remotely lift and engage the boat slinginto the release hook. In the event that the utilization of a pendant would result in increased boom length, theremote release hook features discussed above shall be incorporated into the crane or boom primary hook, or shallbe furnished as a separate interchangeable hook.

583-13.2.30 POSITIVE CONTROL DERRICK HEAD (PCDH). A device built into the boom tip of the Boatand Cargo Crane on LPD 17 class ships that interfaces with the RIB’s rigid bail. This device permits a hard pointconnection between the crane boom tip and RIB’s rigid bail. Refer to Figure 583-13-13.

Figure 583-13-12 11M RIB Pendant

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Figure 583-13-13 PCDH Assembly

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583-13.2.31 PREVENTER STAY. An adjustable wire or fiber rope assembly used for additional safety or secu-rity when the davit arm(s) is in the stowed position. Refer to Figure 583-13-14.

583-13.2.32 RAMP. When used for launch and recovery of a vehicle, ramps are commonly located at the sternof the ship. Ramps may be pivoted or fixed; some can be quickly released from the ship and left behind in anemergency. Ramp bunks, contoured support structures, and/or guides are used on ramps to control vehicle posi-tioning during capture and release.

583-13.2.33 RATED LOAD. The working capacity [at the hook(s)] to which the davit is capable of handlingwhile maintaining designated factors of safety.

583-13.2.34 READY LIFEBOAT. The boat selected by ship’s force as the rescue boat that will be used in aman-overboard situation. Generally, a 7M RIB. In some cases (e.g., PC and LCS), smaller RIBs are employed inthis capacity as “Rescue Boats.”

583-13.2.35 SEA PAINTER. A line secured to the ship and used to allow the boat to ride under the davit hookduring launch and recovery.

Hand tending the sea painter or an improperly positioned or secured sea painter can allow the boat to towfrom the boat falls or whip and cause the boat to broach, swamp, or capsize, resulting in serious personnel injuryor death.

The sea painter should be adjusted and secured to a cleat or bitt prior to any boat handling operation suchthat the boat will be positioned directly under the hoisting hook or hooks when the boat becomes waterborne andbegins to ride the sea painter. One end of the sea painter should be securely tied off to a designated cleat or bittforward of the boat davit area. The sea painter should be free of any obstructions as the boat travels between theinboard stowed position and the water level. The sea painter should be positioned such that disconnecting andre-securing it to its securing bitt or cleat will never be required during boat launch/recovery operations; a prop-erly positioned sea painter will allow the boat to tow directly under the davit. When a boat comes alongside a

Figure 583-13-14 Preventer Stay

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ship underway to be hoisted onboard, the eye of the sea painter is lowered to the boat by means of a light linecalled a lizard line. The boat crew (bow hook) first secures the eye of the painter to the inboard bow cleat or bowpost on the boat. The boat can now ride from the sea painter, as necessary, while the boat steadying lines anddavit hoist hook(s) are connected to the boat. Refer to Figure 583-13-15 and Figure 583-13-16 for proper seapainter configuration and arrangement. Sea painter length will be based on the length that positions the boatdirectly under the hook when a waterborne boat begins to ride the sea painter. Sea painter diameter shall be sizedbased on largest vehicle being handled.

583-13.2.36 SHEAVE. A rotating wheel or pulley with a grooved rim.

583-13.2.36.1 Sheave Groove Diameter. The following calculations are provided to determine the maximumand minimum groove diameter for boat davit sheaves. Maximum groove diameter is equal to the nominal wirerope diameter multiplied by 1.05 + 1/8 of an inch. The minimum groove diameter is equal to the nominal wirerope diameter multiplied by 1.025. Any sheave having a groove diameter smaller than the minimum diametermust be re-grooved or replaced.

Figure 583-13-15 Sea Painter Assembly

Figure 583-13-16 Sea Painter Arrangement

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583-13.2.37 SHOCK ABSORBER. A spring or hydraulic loaded assembly to which the falls are attached orreeved around via a sheave. The function of the shock absorber is to minimize shock loads on the davit and fallsthat may occur during launching or hoisting a boat in rough seas.

583-13.2.38 SPANWIRE. A wire or fiber rope assembly connected to, and bridging, two davit arms. This isthe wire or line to which the manropes are attached.

583-13.2.39 SPREADER BARS. Lifting bars with multiple padeyes that serve as the interface between a mul-tiple hoist crane and vehicle’s lifting rigging. On the LCS 1, four spreader bars are configured in various riggingarrangements to transfer vehicles from stowage into the launch and recovery location (see Figure 583-13-17).

583-13.2.40 STOWAGE, DAVIT. A stowage arrangement where the boat is stowed in the davit supported orsuspended from the davit hooks and supported by a keel rest.

583-13.2.41 STOWAGE, DECK. A stowage arrangement attached to the deck and capable of supporting thefull weight of the boat(s).

583-13.2.42 STOWAGE, DOLLY. A wheeled, movable platform capable of supporting the full weight of theboat(s). This type of stowage can transport the boats from one deck location to another.

583-13.2.43 STOWAGE, DOUBLE BANK. A stowage arrangement in which two boats are stowed, one abovethe other.

583-13.2.44 STOWAGE, SINGLE BANK. A single-boat stowage arrangement.

583-13.2.45 STRONGBACK, DAVIT ARM. A structural load bearing member (SPAR) attached to and span-ning between the davit arms.

583-13.2.46 SURFACE TOW CRADLE (STC). An inflatable tube device (similar in construction to the inflat-able sponson of RIBs) used for launch and recovery of surface crafts, manned and unmanned. The STC is adeployable floating cradle towed astern a ship. Vehicles enter into and are recovered with the STC. An STC iscurrently utilized on the LCS 2 (see Figure 583-13-18) variant and is part of the Twin Boom Extensible CraneSystem. When waterborne, the watercraft is positioned astern of the STC and a tow line is rigged through therelease clips on the aft portion of the STC in an orientation that presents the line to the approaching vehicle. Oncethe vehicle is secured in place in the STC, the STC and vehicle are lifted into the ship, with the vehicle weightsupported 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.

Figure 583-13-17 Spreader Bars (from LCS 1 Variant)

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583-13.2.47 TEST, DYNAMIC LOAD. A test conducted using 125 percent of the rated load of the davit sys-tem moved through the full launch and recovery ranges of motion.

583-13.2.48 TEST, NO-LOAD OPERATION. A test conducted on the davit system with empty hook(s).

583-13.2.49 TEST, RATED LOAD. A test conducted using 100 percent of the load for which the davit systemwas designed to handle at rated speed at the hook(s).

583-13.2.50 TEST, STATIC LOAD. A test conducted using 200 percent of the rated load of the davit systemfor a minimum of 10 minutes.

583-13.2.51 TEST, SYSTEM. A series of tests consisting of a No-Load Operational test followed by Static,Dynamic, and Rated Load tests. These tests are then followed by a second No-Load Operational test.

583-13.2.52 TIE DOWNS. An adjustable rope or strap assembly used to secure the boat to its stowage systemutilizing hull mounted padeyes. Tie downs shall be of the quick disconnect type, constructed of CRES 316, andreadily accessible. For RIBs, the boat should be secured to the deck using the bow eye and transom eyes.

583-13.2.53 TOW BOOM An extendable/retractable boom at the forward ship location used to deploy the seapainter outboard of the ship’s shell to provide better alignment of the RIB directly under the davit arm tip. TheLPD 17 Class starboard boat davit is currently the only boat davit design to utilize a tow boom sea painterarrangement. LPD 17 Class ships should rig a backup sea painter deployed from the starboard forward mooringstation in the event that the tow boom becomes inoperable.

583-13.2.54 TOW WINCH. A winch used in stern launch and recovery systems. For stern ramp design the towwinch is used to either inhaul/payout/secure the boat on ramp. Additionally, for stern ramp designs, the tow winchcan be used to recover a disabled boat. For TBEC/STC designs, the tow winch tows the boat and STC astern ofthe ship and properly positions the boat beneath the TBEC for hoisting and lowering.

Figure 583-13-18 Surface Tow Cradle (used on LCS 2)

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583-13.2.55 TWO-BLOCKED FALLS. A condition where the boat falls are prevented from further movementeither by design or obstruction. Continued hoisting against a two-block condition will result in over-stressing orfailure of davit components.

583-13.2.56 WINCH, BOAT DAVIT. A steel or aluminum case supporting a grooved drum or drums driventhrough a set of reduction gears by a motor, handcrank, or gravity to control boat handling.

583-13.2.57 WINCH, CONSTANT TENSION. A winch with a secondary mode that provides a means ofmaintaining a constant tension line pull on the boat falls. When in the constant tension mode, the davit winchshall in-haul and pay out rope to compensate for boat motion on the waves during boat launch and recovery.

583-13.3 BOAT DAVIT SAFETY DEVICES.

583-13.3.1 GENERAL. Boat davit installations are provided with various safety and protective devices. Thesesafety devices are visual, electrical, and mechanical in nature. All safety devices should be functional and oper-ating in accordance with Planned Maintenance System (PMS) requirements whenever the boat davit is operated.Operation of a boat davit with one or more safety devices inoperative is not authorized without an approvedDeparture From Specifications (DFS) in accordance with Type Commander directives. Paragraphs 583-13.3.2through 583-13.3.14 describe various devices and their functions.

583-13.3.2 SAFE HOISTING POSITION INDICATORS. These indicators are used as a visual aid only fordavits handling Utility Boats (UB) or LCPLs. They indicate when the davit should be deenergized during hoist-ing in order to avoid a two-blocked condition. They shall be visible from the boat davit operator station. Theindicators, usually red in color and 2 inches wide, shall be used on all types of boat davits, when practical. Theindicators shall be provided on the davit arm(s) and on a fixed structure to indicate the position of both armsrelative to each other and to the davit structure (as applicable). They shall coincide at a minimum distance of 8inches from the two-blocked position or the solidly compressed position of the buffer spring. The indicators maybe painted to coincide at the stowed position so long as the minimum distance of 8 inches from the two-blockedposition is maintained.

583-13.3.3 SLEWING POSITION INDICATORS. These indicators are used as a visual aid to indicate when todeenergize the slew drive during slewing. The stripes, usually red in color and 2 inches wide, shall be used onall types of slewing arm davits (standard and non-magnetic). One stripe shall be provided on the boat davit armand two on the fixed pedestal. All shall be visible from the boat davit operation station. One of the two fixedpedestal stripes shall indicate when the davit is slewed to the stowed position and the other fixed pedestal stripeshall indicate when the davit is slewed to the launch position.

583-13.3.4 EMERGENCY DISCONNECT SWITCH. On some davit configurations, a switch is provided tocontrol main 440 VAC power to the davit motor controller and operator control station. These configurations mayhave one disconnect switch located at the boat davit operation station. A second switch may be located in boatstowage location if the operation station is not in the vicinity of the boat stowage. These switches act as EMER-GENCY STOP PUSHBUTTONS to allow personnel to prevent further operation of the davit if an unsafe condi-tion is found during equipment operation.

583-13.3.5 HANDCRANK ELECTRICAL INTERLOCK SWITCHES. The control interlock switches aremounted 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.

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583-13.3.6 DAVIT ARM OVERTRAVEL ELECTRICAL INTERLOCK SWITCHES. These switches arelocated on the davit structure or at the shock absorbers. These switches, when actuated, deenergize the winchmotor to prevent the davit arms from being driven beyond safe power hoisting position.

583-13.3.7 HOIST LIMIT SWITCHES. These control switches are usually of the geared type. This type ofswitch regulates the distance of boat hoist by deenergizing the winch motor after the winch has completed a setnumber of revolutions. This feature is to prevent a two-blocked falls condition.

583-13.3.8 SLEW OVERTRAVEL SWITCHES. These switches limit the amount of rotation that the davit canslew. The switch deenergizes the slewing drive when the davit is slewed beyond the safe position of the davit.

583-13.3.9 MANUAL BRAKE ELECTRICAL INTERLOCK SWITCH. The control interlock switch is locatedat the manual brake to prevent energizing the motor when the brake is set. This switch is intended primarily forprotection of the winch gearing and shall not be used as a stop switch.

583-13.3.10 SAFETY TYPE HANDCRANKS. These types of handcranks include an overriding mechanism.This mechanism functions in such a manner that, if the winch motor is energized while the winch is being manu-ally cranked, no force is exerted on the crank handle from the winch side, and thus prevents back drive. Thisdevice is limited to use on non-reversing winches and may be used in place of handcrank electrical interlockswitches on that type of winch. For the NAVY STANDARD SLAD, the formlock clutch in the planetary gearsystems of slewing and hoist drives prevents the back drive of slewing and hoist handcranks, and thus both drivescan be power driven with the handcranks being engaged.

583-13.3.11 FALLS TENSIONING DEVICE. The function of the falls tensioning device is to keep the hookassembly above the boat crew members’ heads prior to boat hookup and after release. This reduces the dangerto boat and crew from a swinging hook assembly. When the hook is cast off during launching, the falls tension-ing device counterweighted sheave should cause the hook to raise clear of the boat and crew. Refer to Figure583-13-9. In Constant Tension Winch systems, these functions are performed automatically by the constant ten-sion system.

583-13.3.12 FLUID BRAKE. A fluid brake is attached to the output shaft of the electric clutch on the NAVYSTANDARD SLAD Hoist Drive Motor. The purpose of this fluid brake is to regulate the speed of a descendingboat and thus prevent any damage to the equipment or personnel.

583-13.3.13 CENTRIFUGAL BRAKE. On some davit configurations, a centrifugal brake is mounted on thehigh-speed shaft end of the winch reduction gear. In the event of over speed during lowering, the brake drags,thus regulating the speed of the descending boat.

583-13.3.14 SEA PAINTER.

Hand tending the sea painter or an improperly positioned or secured sea paintercan allow the boat to tow from the boat falls or whip and cause the boat tobroach, swamp, or capsize, resulting in personnel injury or death.

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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 ispositioned directly beneath the boat falls. Refer to NAVSEA Drawing 53711-583-8553054. An improperly sizedpainter could cause the boat to tow from the falls or whip, which could cause the boat to broach and result inswamping or capsizing of the boat.

583-13.3.15 TWO-BLOCKED PROTECTION. The purpose of these safety switches is to prevent mechanicaltwo-block of either the hoist hook or davit arm against a hard stop. The switches are set to stop the travel of thedavit winch or davit arm when either the hoist hook or davit arm is close to a two-block condition.

583-13.3.16 EMERGENCY STOP PUSHBUTTONS. Some davit configurations utilize a large pushbuttonswitch/box to act as a safety switch that permits personnel to prevent further operation of the davit if an unsafecondition is found during equipment operation.

583-13.4 GENERAL OPERATING PROCEDURES.

583-13.4.1 GENERAL PRECAUTIONS. During operation of any boat handling system, the following generalprecautions 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 madefor 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 whenlaunching a boat. When retrieving a boat, engage the bow hoisting hook before engaging the stern hoistinghook.

e. Do not use over-travel switches as stop switches. When the painted safe hoisting position indicators coincide(refer to paragraph 583-13.3.2), move the CONTROL SWITCH for controlling the davit winch to the OFFposition immediately. If the davit arm(s) come(s) to rest before reaching the stowed position, it should behand cranked to the stowed position. In the event that the motor does not stop when the CONTROL SWITCHis moved to OFF, the EMERGENCY DISCONNECT switch should immediately be moved to the OFF posi-tion.

f. If the davit has manropes installed, ensure that personnel riding in the boat use manropes when lowering orraising 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 beremoved by properly functioning bilge pumps. In the event excessive bilge water cannot be removed withinstalled pumps, the water should be removed through the hull drain plugs or with a portable pump beforelaunching or recovering. Refer to Section 7, Volume 1 - Boats and Small Crafts, of S9086-TX-STM-010/583for 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 loweringuntil the boat is within 3 feet of the wave tops.

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k. Follow night operation guidelines (refer to paragraph 583-13.4.8 for general guidance). For stern launch andrecovery 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 boatCoxswain. 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 beencompleted, critical lift checklist is completed and approved by Commanding Officer (CO), and any findingsproperly addressed.

583-13.4.2 PRE-LAUNCH BOAT CHECKS. Refer to S9086-TX-STM-010/583 for boat preparation.

a. A crew of the watch has been mustered and each person is at their station and understands their duties. Thisincludes 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 thecrane whip.

c. Forward and after steadying lines are rigged and coiled down, ready for paying out when the boat is hoistedout and lowered.

d. The sea painter is secured abaft the bow of the boat. The sea painter must be adjusted so that when the boatis 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, onefor 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 Figure583-13-19, may be added as optional lifeboat equipment.

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583-13.4.3 PRE-LAUNCH BOAT DAVIT OPERATIONAL CHECKS.

All members of the operating crew shall be Personnel Qualification Standard(PQS) qualified.

a. Muster the boat davit crew. Check that all members are wearing proper personnel safety equipment andunderstand 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 hazardfor 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 ormoused closed.

i. Check that visual aids (painted positional indicators), if required, exist to assist operational personnel in iden-tifying system position.

j. Check that all handling lines are rigged and ready for handling as the boat is launched and recovered.

Figure 583-13-19 Emergency Boarding Ladder

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k. Ensure that the sea painter is marked at the securing point, adjusted, and secured to the ship so that when theboat is in the water, the boat rides to the sea painter, not the whip or falls.

l. If provided, check that the manropes are available and ready for use.

m. Correct any condition that does not meet a check.

583-13.4.4 GENERAL OPERATING PROCEDURES FOR BOAT DAVITS. The following are general oper-ating instructions for launching and recovering boats using davits. The Davit Captain, Officer, or BoatswainsMate-in-Charge (OIC/BM-in-C) and/or the Safety Officer (Observer) will be the only persons authorized to givecommands during operations. All others will maintain silence unless directed otherwise and be attentive to theirduties. Detailed operating instructions for boat davits can be found in the technical manuals supplied with thesystems. Boat launching and recovery operations shall not be conducted in the absence of written procedures forthe system involved in which the boat handling detail have been instructed. The procedures shall specify the tasksand responsibilities of all positions required for operation of the system and the experience and training requiredfor each position.

583-13.4.4.1 Launching Procedures.

The boat should be launched on the leeward side of the ship. The ship should betravelling 5 knots maximum above ground unless system or class dictates a lowerspeed (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 systemfrom 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 paintercan allow the boat to tow from the boat falls or whip and cause the boat tobroach, swamp, or capsize, resulting in personnel injury or death.

g. Ensure that the sea painter is set at the correct length, attached to the designated ship cleat or bitt, and prop-erly rigged to the boat’s bow post.

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h. Using steadying lines, secure boat at deck edge. Report to OOD RIB is at the rail, and request permission toembark the crew.

If the davit has a Constant Tension winch system, do not enable constant tensionmode during lowering until the boat is within 3 feet of the wave tops. If the sys-tem should malfunction and shift into constant tension before the boat touchesthe water, the boat will free fall the distance to the water, possibly resulting inpersonnel injury or death.

i. Boat Crew boards RIB and takes up launch positions. Report to OOD; crew embarked and request permis-sion to lower and launch.

j. Lower the boat to a safe distance just above the water.

k. The boat crew will start the boat engine so that the engine is verified as running. Proceed to launch as soonas engines are verified as running.

When launching a boat using double arm davits, always release the stern hoist-ing hook before releasing the bow hoisting hook. Releasing the bow hook firstcould allow the boat to broach and swamp or capsize, resulting in personnelinjury or death.

l. When the boat is waterborne, and when ordered by the coxswain, the boat crew releases the boat hoistinghook(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 retrievesteadying lines.

n. Drive the boat forward to release tension on the sea painter, and then pull/release the sea painter fid, and castoff the sea painter. Using the lizard line, line handler retrieves the sea painter.

o. Report to OOD; RIB is away.

583-13.4.4.2 Recovery Procedures.

The boat should be recovered on the leeward side of the ship. The ship shouldbe travelling 5 knots maximum above ground unless system or class dictates alower speed (always refer to TM for speed restrictions).

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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 boatrecovery evolutions.

d. Boat crew secures the sea painter to the boat’s bow fitting. (Sampson post for RIBs or outboard forward cleatfor UBs/LCPLs.) To allow for quick attachment of the sea painter to the boat, the eye of the painter shouldbe 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 theboat 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 ifdavit has CT capability.

When recovering a boat using double arm davits, always engage the bow hoist-ing 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 ordeath.

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 tokeep the boat parallel to the ship.

With constant tension systems, the shift from CT mode to normal hoist modeoccurs 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.

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q. Report to OOD: RIB is secured for sea.

583-13.4.5 GENERAL OPERATING PROCEDURES FOR CRANE OR BOOM BOAT HANDLING. Craneand boom handling of boats is generally restricted to sea states of two or less, as defined by the World Meteoro-logical Organization (WMO) standard, when the ship is anchored. This includes the use of the AmphibiousAssault Crash Crane (AACC) for handling of utility boats aboard LHA/LHD class ships. The crane or boom shallbe provided with hooks which fit the boat lifting ring and allow for quick remote release of the boat when theboat becomes waterborne. If the crane or boom does not incorporate a remote release hook, a boat handling pen-dant or separate interchangeable release hook will be used with a Safety Runner and Tripping Line. Cleats,padeyes, and other fittings shall be provided for use of handling and steadying lines. Guidance concerning theoperating 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 recoveryusing 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 byNAVSEA and provided to the ships concerned.

583-13.4.6 GENERAL OPERATING PROCEDURES FOR STERN RAMP LAUNCH AND RECOVERY SYS-TEMS. The following are general operating instructions for launching and recovering boats using stern rampsystems. 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 maintainsilence unless directed otherwise and be attentive to their duties. Detailed operating instructions for stern rampsystems can be found in the technical manuals supplied with the systems. Boat launching and recovery opera-tions shall not be conducted in the absence of written procedures for the systems involved in which the boat han-dling detail have been instructed. The procedures shall specify the tasks and responsibilities of all positionsrequired for operation of the system and the experience and training required for each position.


The most favorable heading for launch is head seas. The ship should be travel-ling 6 knots maximum above ground unless system or class dictates a lowerspeed (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.

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h. When granting permission to launch, OOD declares “GREEN BAY/WELL” and log.

i. Alert boat handling detail operation is commencing.

j. Upon order of the Petty Officer in Charge (POIC), open stern doors.

k. Upon order of the POIC, lower/deploy the ramp.

l. If applicable, payout tow line to allow RIB to slide down ramp and submerge engine intakes.

m. Coxswain start boat engines.

n. Confirm boat engines have started and are ready for launch.

o. Upon order of the POIC, release tow line/capture device.

p. Back down the ramp and clear of the stern doors and ship’s wash.

q. Report to the OOD: RIB is away.

r. Hoist stern ramp to stow position, dog or lock to secure.

s. If no further boat operations are planned, request OOD order “RED BAY/WELL.”

t. Close and dog stern doors.

u. Haul in tow line to stowed position.

v. Stow tow line/capture device and associated rigging hardware.

w. POIC request permission to secure from boat handling operations.

x. OOD grant permission to secure from boat handling operations.

583-13.4.6.2 Recovery.

The most favorable heading for recovery is head seas. The ship should be trav-elling 6 knots maximum above ground unless system or class dictates a lowerspeed (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 speedand 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.

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i. Coxswain pilot boat directly astern of the ramp and to approximately 1 boat length of the entrance.

j. Check with bridge to ensure ship’s speed, water jets, and wakefield are acceptable for recovery.

k. POIC check tow line or capture device is ready to be engaged by boat/boat crew.

l. Drive boat up ramp at appropriate speed based on environmental conditions and specific system configura-tion.

m. Confirm connection with capture device.

n. Haul in boat to stowage or transfer location.

o. Upon order of the POIC, raise/retract ramp, dog and/or lock ramp.

p. Report to OOD that the boat has been successfully recovered. If no further boat operations are planned, OODorders “RED BAY/WELL.”

q. Upon order of the POIC, close and dog the stern doors.

r. Stow all gear and secure the boat for sea.

583-13.4.7 GENERAL OPERATING PROCEDURES FOR STERN SURFACE TOW CRADLE LAUNCHAND RECOVERY SYSTEMS. The following are general operating instructions for launching and recoveringboats using an extendable crane with a surface tow cradle. The Davit Captain, Officer or Boatswains Mate-in-Charge (OIC/BM-in-C), and/or the Safety Officer (Observer) will be the only persons authorized to give com-mands during operations. All others will maintain silence unless directed otherwise and be attentive to theirduties. Detailed operating instructions for stern ramp systems can be found in the technical manuals supplied withthe systems. Boat launching and recovery operations shall not be conducted in the absence of written proceduresfor the systems involved in which the boat handling detail have been instructed. The procedures shall specify thetasks and responsibilities of all positions required for operation of the system and the experience and trainingrequired for each position.


The most favorable heading for launch is head seas. The ship should be travel-ling 6 knots maximum above ground unless system or class dictates a lowerspeed (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 riggingdiagram.

f. Rig tow line/capture device to vehicle for launch configuration.

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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 coursefor launch, set “GREEN WELL/BAY.”

Personnel should not stand in line with any lines under tension. Should a rope orfitting fail, it could recoil with considerable force. Failure to comply may resultin 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 asthe 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.

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ee. Request “RED BAY/WELL” from the OOD.

ff. Secure STC for sea, stow all gear.

gg. Upon order of the POIC, close and dog stern doors.

hh. Request permission from the OOD to secure from boat handling operations.

583-13.4.7.2 Recovery Procedures.

The most favorable heading for recovery is head seas. The ship should be trav-elling 6 knots maximum above ground unless system or class dictates a lowerspeed (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 neededas 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 tosettle around the boat.

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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 orfitting fail, it could recoil with considerable force. Failure to comply may resultin injury to personnel.

Never allow anyone under a suspended load.

y. Lower boat onto stowage cradle.

z. Reinstall stern opening safety device.

aa. Inform the OOD that the boat has been successfully recovered. If no further boat operations are planned,OOD orders “RED BAY/WELL.”

bb. Upon order of the POIC, close the stern doors.

cc. Stow all gear and secure the boat for sea.

dd. Report to OOD: RIB is secured for sea.

583-13.4.8 NIGHT OPERATIONS. Boat handling operations that may be straightforward in the daylight canbecome more difficult and complicated after dark. All ships must maintain the capability to launch, recover, andstow boats at night. Night operations should be well-planned ahead of time. In addition to the general operatingprocedures 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 personnelrequiring 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 paragraph583-13.8).

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

583-13.5 MAINTENANCE.

583-13.5.1 PLANNED MAINTENANCE. Although boat handling and stowage systems are designed for usein the marine environment, planned maintenance is necessary for sustained safe and reliable performance.

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Prior to any attempt to operate, maintain, or repair the boat davit system, allwarnings, cautions, and tag-out procedures should be thoroughly reviewed andunderstood. Refer to the PMS documentation, OPNAVINST 3120.32, and theequipment technical manual. Specific requirements for minimum maintenanceand inspection are contained in the PMS for each system. If conflicts exist, PMSdocumentation takes precedence. Failure to accomplish PMS in accordance withcurrently installed Maintenance Requirement Cards (MRCs) is a major contrib-uting factor to boat handling and stowage system failure.

583-13.6 WEIGHT TEST AND INSPECTION.

583-13.6.1 GENERAL. The purpose, type, and extent of boat davit weight tests and inspections varies with thereasons for testing the boat handling system. A bi-annual (every 21-27 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 inspec-tion of accessible load bearing components.

c. 125 percent dynamic test, through one complete cycle (if davit is double-arm, test load shall be dividedbetween the two arms in the same ratio in which the hoisting weight of the boat is divided) at no specifiedspeed.

For davits that utilize Variable Speed Drives (VSDs), ensure the winch speed isvaried during dynamic load testing.

d. 100 percent Rated Load test, conducted with the rated load suspended from the davit falls (if the davit is adouble-arm davit then the test load shall be divided between the two arms in the same ratio in which thehoisting weight of the boat is divided). The davit shall hoist and lower the rated load through one completecycle (a cycle is defined as moving the RIB from inboard stowed position to just above the theoretical waterline 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 whenhandling boats under unfavorable sea conditions.

Discrepancies found during the annual inspection and system testing that do not affect the safe operation orthe load carrying capability of the system should be identified and recorded in the ship’s Current Ships Mainte-nance 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

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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.

583-13.6.2 BOAT DAVIT WEIGHT TEST REQUIREMENTS. Boat davits shall be weight tested after eachnew installation, bi-annually (every 21-27 months, but not to exceed 27 months), and after major repairs ormodifications to load bearing components. Component weight test guidelines are provided and discussed in Table583-13-4. The numbers provided in parentheses following the system’s components are for easy reference toFigure 583-13-1. Specific test weights are selected on a basis of the rated load of the boat davit and not the weightof the boat(s) handled by the boat davit. The specific test weight values to be used are located on either theMaintenance Index Page (MIP) of the PMS or in the Integrated Class Maintenance Plan (ICMP) for each boatdavit. The MIP shall be used as the first source of reference when selecting test weight values. At the successfulcompletion 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 583-13-4 Component Load Testing Guidelines

Component Test Requirement(s) Reason(s)

(1100) Wire Rope 1. No-Load Operational test followed by aRated Load Test 1 if all of the followingconditions are met:

Failure of rope or socket will resultin catastrophic lowering of load;however, the exception conditionslisted are sufficient to negate the needfor a system test.

(1200) Wire Rope Socket

a. Wire rope was purchased IAW FEDSPEC RR-W-410 or ASTM A1023.

b. Wire rope is provided with certifica-tion validating its specifications (i.e.,FED SPEC RR-W-410, diameter,breaking strength etc.).

c. Wire rope and endfitting has certifica-tion document validating that it wassuccessfully pull tested to 40 percentof the minimum breaking strength ofthe wire rope.

d. Prior to installation the size, construc-tion, and length of the wire rope hasbeen verified to be IAW with the sys-tem technical manual.

e. After installation of wire rope, properamount of dead wraps remain ondrum(s) at the full payout position(taking into account a 10-degreeadverse list on the ship).

f. Wire rope is installed IAW reevingand number of dead wraps docu-mented within system technicalmanual.

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Table 583-13-4 Component Load Testing Guidelines - Continued


2. System test required if above conditionsare not met.

(1500) Boat Hooks 1. Static Load test. 2 1. Failure of hook(s) will result incatastrophic lowering of load.(Raymond Release/Off-Load

Release) 2. Load test may be waived if hook IAWwith system tech manual and is providedwith a test certificate proving the hookwas load tested.

2. Qualifications ensured by testcertificate.

(1600) Spreader Bars 1. Static Load test. 1. Failure of bar and/or padeyeswill result in catastrophic lower-ing of load.

2. Load test may be waived if spreader barIAW with system tech manual and is pro-vided with a test certificate proving thespreader bar padeyes were load tested.


(1700) Surface Tow Cradle 1. Static Load test of belly bands in baskethitch configuration.

1. Failure of belly bands will resultin catastrophic lowering of load.

2. Load test may be waived if surface towcradle IAW with system tech manual andis provided with a test certificate provingthe belly bands were load tested.


(2100) AC Motor Controller No-Load Operational test. Failure of controller will not result incatastrophic lowering of load.

(2200) Emergency Quick Dis-connect/Stop Switch

No-Load Operational test. Failure of switch will not result incatastrophic lowering of load.

(2300) Master Control Switch/Joystick

No-Load Operational test. Failure of switch will not result incatastrophic lowering of load.

(2400) Emergency Run Switch No-Load Operational test. Failure of switch will not result incatastrophic lowering of load.

(2500) AC Motor Dynamic and Rated Load tests. Testing is required to ensure motorcan meet operational needs.

(2600) Limit Switches No-Load Operational test. 3 Failure of limit switches will notresult in catastrophic lowering ofload.

(3100) Hoisting Components(Boat Slings/Bail)

Refer to Section 7 of this NSTM chapter fortesting requirements.

Load bearing components.

(4100) Winch, Reduction Gears,Oil and Sump (includes drivetrain piece parts)

1. No-Load Operational test if component(oil fill plug, access covers, etc.) is notload bearing.

1. Failure of component will notresult in catastrophic lowering ofload.

2. System test if component (gear, bearing,key, shaft, etc.) is load bearing.

2. Failure of component can resultin catastrophic lowering of load.

(4150) Handcrank EngagingMechanism

1. Partial manual No-Load Operational test 4

if engaging mechanism is purchased toMIL Spec or NAVSEA standard drawingsand delivered through the Naval SupplySystem.

1. Failure of mechanism will notresult in catastrophic loweringload. Quality of mechanism isensured at time of procurement.

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2. Partial manual No-Load Operational test 4

if handcrank is repaired, overhauled, ormodified.

2. Quality assurance of componentis unknown. Dynamic Load testverifies handcrank can withstandmaximum hoisting loads.

(4200) Handcrank Partial manual No-Load Operational test. Failure of handcrank will not resultin catastrophic lowering of load.

(4300) Overrunning Clutch forCentrifugal Brake

1. No-Load Operational test if clutch is pur-chased to MIL Spec or NAVSEA standarddrawings and delivered through the NavalSupply System.

1. Quality of clutch is ensured atthe time of procurement.

2. Rated Load test if clutch is repaired,overhauled or modified.

2. Quality assurance of clutch afterreassembly is unknown.

(4400) Centrifugal Brake Rated Load test. Rated Load test required to ensurecentrifugal brake controls loweringspeed within design requirements.

(4500) Manual Brake Assembly System test. Manual brake both regulates lower-ing and holds the load stationary andtherefore is a critical control compo-nent.

(4550) Manual Brake Overrun-ning Clutch

System test. Overrunning clutch is critical loadbearing component that operates inconjunction with the manual brake.

(4600) Wire Rope Drum System test. Failure of wire rope drum can resultin catastrophic lowering of load.

(4700) Centrifugal Clutch Dynamic and Rated Load tests. Dynamic and Rated Load testsensure that the centrifugal clutch canperform lifting requirements.

(4800) Spooling Device No-Load Operational test. Failure of spooling device will notresult in catastrophic lowering ofload.

(4900) Mechanical PayoutMechanism with OverrunningClutch

No-Load Operational test. Failure will not result in catastrophiclowering of load.

(5100) Hydraulic Pump Dynamic and Rated Load tests. Dynamic and Rated Load testsensure that the pump can performlifting requirements.

(5110) Hydraulic Hand Pump No-Load Operational test. Verify hand pump can provideadequate pressure to performrequired function.

(5120) Hydraulic Motor Dynamic and Rated Load tests. Dynamic and Rated Load testsensure that the pump can performlifting requirements.

(5200) Filters No-Load Operational test. Failure of filters will not result incatastrophic lowering of load.

(5300) Travel Limit Valves No-Load Operational test. Failure of valves will not result incatastrophic lowering of load. Verifyproper operation of valves.

(5400) Control Valves No-Load Operational test. Failure of valves will not result incatastrophic loss of load.

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(5500) Pressure Relief Valves No-Load Operational test. Failure of valves will not result incatastrophic lowering of load. Verifyproper pressure setting of valves bybench testing.

(5600) Cylinders 1. System test for luffing or topping cylin-ders.

Cylinders are load bearing systemcomponents that are critical to safeoperation of the davit system.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 ofpressure testing IAW TED 10.

1. Certification satisfies pressuretesting requirement.

2. If condition not satisfied then Dynamicand Rated Load test required.

2. Pressure validation required forflex hoses.

(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).

Failure of the accumulators will notresult in catastrophic loss of load.

(6100) Davit Arm(s) 1. No-Load Operational test if davit armrollers are replaced, repaired, overhauled,or modified (for trackway type davitsonly).

1. Failure of davit arm rollers willnot result in catastrophic lower-ing of load.

2. System test if davit arm load bearingparts, (bearing, pins, etc.) are replaced,repaired, overhauled, or modified, or ifany structural repairs or replacement ofthe davit arm(s) are performed to restorestrength integrity.

2. Failure of davit arm load bearingparts or davit structural integritywill result in catastrophic lower-ing of load.

(6150) Ramp Operational test using heaviest rated vehicle/boat loaded to design hoisting weight if com-ponents (hinges, brakes, cylinders) arereplaced, repaired, or overhauled.

Failure of ramp will not result incatastrophic loss of load.

(6200) Deck Sheaves 1. No-Load Operational test if sheave orsheave component (pin, bearing, etc.) is anew replacement purchased to MIL Specor NAVSEA standard drawings, deliveredthrough the Naval Supply System andsheave mounting foundation to deck hasnot been repaired, overhauled, or modi-fied.

1. Quality of sheave or sheavecomponent is ensured at time ofprocurement.

2. Static and Dynamic Load tests if sheave,sheave components, or sheave foundationdo not meet the above requirements.

2. Quality of component or struc-tural integrity of foundation isunknown.

(6300) Shock Absorber Assem-bly

1. No-Load Operational test if the sheave ispurchased to MIL Spec or NAVSEAdrawings, delivered through the NavalSupply System, and the shock absorberfoundation and spring assembly have notbeen repaired, overhauled, or modified.

1. Quality of component is ensuredat time of procurement.

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2. Static and Dynamic Load tests if compo-nents or foundation do not meet the aboverequirements.


(6400) Davit Trackway(s) Static and Dynamic Load tests if any struc-tural repair or replacement of the davittrackway(s) is performed to restore strengthintegrity.

Structural integrity of trackway(s)after repair is unknown.

(6500) Davit Arm Sheaves 1. No-Load Operational test if sheave orsheave component (pin, bearing, etc.) ispurchased to MIL Spec or NAVSEA stan-dard drawings, delivered through theNaval Supply System, and sheave mount-ing foundation to davit arm has not beenrepaired, overhauled, or modified.

1. Quality of sheave is ensured attime of procurement.

2. Static and Dynamic Load tests if compo-nents or foundation do not meet the aboverequirements.


(6600) Stops Static Load test if any structural repair orreplacement is performed to restore strengthintegrity.

Failure of stops will result in cata-strophic lowering of load. Quality ofstops’ structural integrity is unknown.

(6700) Falls Tensioner(s) 1. No-Load Operational test if componentsare purchased to MIL Spec or NAVSEAstandard drawings, delivered through theNaval Supply System, and no structuralrepair or replacement of the fallstensioner(s) was performed to restorestructural integrity.

1. Quality of replacement parts isensured at time of procurement.

2. Static and Dynamic Load tests if replacedload bearing parts or fall tensioner(s)structure do not meet the above require-ments.

2. Quality of parts or structuralintegrity of falls tensioner(s) isunknown.

(6800) Heavy Weather Pendant Pull test to 40 percent of the breaking strengthof the wire rope if either of the following con-ditions apply:

Quality of wire rope and socket andthe qualifications of the socket pourerare unknown.

a. Wire rope and socket were not pur-chased to MIL Spec and deliveredthrough the Naval Supply System.

b. Socket was not poured by qualifiedpersonnel (refer to S9086-UU-STM-010, NSTM Chapter 613, paragraph613-1.11.2.1).

(6850) Sheath Screw Static and Dynamic Load tests. Failure of sheath screw will result incatastrophic lowering of load.

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(6900) Strongback 1. No-Load Operational test if componentsare purchased to MIL Spec or NAVSEAstandard drawings, delivered through theNaval Supply System, and no structuralrepair of replacement of the fallstensioner(s) was performed to restorestructural integrity.

1. Failure of sheaves will not resultin catastrophic lowering of load.Quality of sheaves and sheaveparts is ensured at the time ofprocurement.

2. Static and Dynamic Load tests if any ofthe following apply:

2. Quality of sheave or sheavecomponent is unknown. Failureof bearing blocks or strongbackstructure can result in cata-strophic lowering of load.

a. Sheaves or sheave components do notmeet the above requirements.

b. Bearing blocks (including shaft andassociated bearings) are replaced,overhauled, repaired, or modified.

c. Any structural repair to restorestrength integrity is performed to thestrongback.

(7030) Manropes No system test is required. Manropes are pull tested at time ofmanufacture.

(7050) Spanwire 1. No-Load Operational test if wire ropesocket was purchased to MIL Spec orNAVSEA standard drawings and socketwas poured by qualified personnel (referto S9086-UU-STM-010, NSTM Chapter613, paragraph 613-1.11.2.1).

1. Quality of wire rope and socketensured at time of procurement.Qualifications of socket pourerensured by S9086-UU-STM-010,NSTM Chapter 613.

2. Pull test to 40 percent of the breakingstrength of the wire rope followed by anoperational test if either of the aboverequirements are not met.

2. Quality of wire rope, socket, orsocket pour is unknown.

(7100) Latching Mechanism No-Load Operational test. Manual brake and boat gripes pro-vide sufficient securing strength inthe event of latching mechanism fail-ure.

(7200) Hook Latch Assembly 1. No-Load Operational test if any assemblyparts are purchased to MIL Spec orNAVSEA standard drawings deliveredthrough the Naval Supply System

1. Quality assurance of parts areensured at time of procurement.

2. Dynamic Load test if latch assembly isoverhauled, repaired, or modified.

2. Quality of latch assembly afterrepair is unknown.

(8100) Keel Rests No load test required. 5 Ensure proper fit of boat.(8200, 8225, 8250) Raise orLower Mechanism (Manual,Hydraulic, Electrical)

Test operate Raise or Lower Mechanism. Ensure proper operation of mecha-nism.

(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.

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(8600) Boat Gripes and TieDowns

Pull test to 40 percent of the rated breakingstrength of the rope or synthetic webbing usedprior to placing gripe or tie down in service.Refer to paragraph 583-13.6.3.

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 583-13.6.3.4 steps a through l. The boat may beused 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 200percent 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 583-13.6.3.5 while actuating limit switchand 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 out-board position to the inboard stowed position. Dynamic test to include appropriate test weight. NOTE: for SLAD, thisspecific Dynamic Load test shall either slew the davit arm (with the dynamic test weight) from outboard to the inboardposition, or hoist the dynamic test weight a minimum distance of 15 feet, depending on the particular handcrank compo-nent.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.

583-13.6.3 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.

583-13.6.3.1 Pre-Weight Test Inspection. An inspection shall be conducted, prior to the test, to ensure that thesystem is ready for testing. The inspection is intended to identify the adjustments and repairs necessary to ensuresatisfactory operation under test conditions. It is recommended that the inspection be performed prior to sched-uling crane services to perform the test(s) and again prior to starting the test(s). The inspection shall include thefollowing 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.

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b. Inspect at least two areas of each wire rope (1100) in the areas that travel most over the sheaves. Look forwear, 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 crackedwelds.

For overhead suspended boat davit designs, ignore inboard and outboard positionstatements.

Unless otherwise specified by the system technical manual or drawings, doublearm davits shall have the test weights equally divided between the two boat falls.

583-13.6.3.2 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 pos-sible, 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.

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The manual brake shall hold the weight without applying additional weight orforce 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.

583-13.6.3.3 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 inboardposition may not be possible in the given space.

For SLADs, in lieu of furthest inboard position, slew test weight a minimum of30 degrees in both directions.

For davits that utilize Variable Speed Drives (VSDs), ensure the winch speed isvaried during Dynamic Load testing.

583-13.6.3.4 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 pos-sible, maintain a safety rig on the test weight with a crane.

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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 lowestpoint 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 therope(s) in step f is at the point where the rope(s) enter the davit winch.


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 davitwinch.

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 fail-ure. 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 revolu-tions per minute (RPM) or output of software used to run and monitor system,such as a Programmable Logic Controller (PLC).

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Limitations due to available payout distance or up slow limit settings may notpermit measurement in increments of 20 feet. In this case, reduce the distancebeing measured and adjust rated speed calculation accordingly. For extremelyshort distances, three or more measurements shall be used to verify speed.

583-13.6.3.5 No-Load Operational Test. With no weight on the boat falls and the davit arm(s) at the inboardposition, lower the falls to the lowest point above the water level possible and then hoist back to the inboardposition (one complete cycle). Ensure that the falls tensioner(s), if installed, operates and no fouling of the wirerope occurs.

583-13.6.4 NEW ITEMS AND LOOSE GEAR WEIGHT TEST REQUIREMENTS.

583-13.6.4.1 Load Carrying Loose Gear Testing. Any load carrying loose gear (i.e., hoist, heavy weather, ortow pendants, rigging hardware) procured or manufactured shall be tested prior to placement in service. This testis a static test equal to 200 percent Safe Working Load (SWL) of the part in question or 40 percent of the ratedbreaking strength of the wire rope used. If any sheave, block, or hook assembly is delivered to the ship that doesnot bear the manufacturer’s test stamp (SWL, test data, factory abbreviation), it must be tested by a tender orshore facility in accordance with applicable requirements. In service hoist, heavy weather, and tow pendants shallbe periodically tested (every 18 months) to 200 percent of the rated load. There is no periodic load test require-ment for preventers, stays, gripes, or tie downs.

583-13.6.4.2 Post-Test Inspection. After performing the tests, tested gear shall be examined and rejected ifthere are any signs of damage or permanent set introduced by the testing. Inspection for proper fit and functionis required after installation of any repaired or replaced items.

583-13.6.5 BOAT DAVIT COMPONENT WEIGHT TEST REQUIREMENTS. Refer to General Specificationsfor Overhaul of Surface Ships, S9AA0-AB-GOS-010, Section 583, for test requirements of modified or repairedsystems. Component weight test guidelines are provided and discussed in Table 583-13-4. The numbers providedin parentheses following the system’s components are for easy reference to Figure 583-13-1.

583-13.6.6 BOAT DAVIT WEIGHT TEST PROCEDURES USING WATER BAGS. This section is intendedto provide guidelines for test activities to select, use, and care for water bag test weights for use on boat davitsystems. 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 uponits maximum load capacity.

c. Each water bag assembly shall have a certificate verifying that the water bag system was subjected to an ini-tial load test [when procured from the original equipment manufacturer (OEM) to a minimum of 150 percentof the bag’s maximum load capacity.

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The following procedures were developed based on water bags designed and manufactured by Water WeightsInc. If another manufacturer’s water bag system is to be used for a boat davit weight test, the following proce-dures can still be used as general guidance. In this event, testing activity personnel should be familiar with thatmanufacturer’s equipment instruction manual.

583-13.6.6.1 Definition of Terms. Definitions are provided as follows for terms directly associated with waterbag test weights (see Figure 583-13-20) 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 cradlethe 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, towhich 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 atthe bottom center of the bag skin.

e. Dump Valve Rope. A polypropylene rope whose purpose is to open or shut the valve assembly when emp-tying the bag. One end of the rope is attached to the valve assembly inside the bag and test personnel tend theother 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 pul-ley 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 watersupply for the purpose of filling the bag.

i. Load Cell Readout. A readout electronic device that displays the weight of the water bag transmitted fromthe load cell shackle.

j. Load Cell Shackle. An electronic load measuring device used to indicate the weight of each water bag dur-ing filling and dumping.

k. Main Vertical Straps. Flat polyester support slings for the water bag which pass from the bottom gatheringsling, around the bag, to the top gathering round slings.

l. Master Link. The main suspension link with which the whole bag assembly is suspended.

583-13.6.6.2 Water Bag Test Weight System. Water bags used for boat davit weight testing consist of fourmajor components:

• Water Bag

• Load Sensor

• Filling Hose Assembly

• Dump Valve Assembly

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All water bags shall have documentation providing a certified factor of safety of6 to 1 and a one-time proof test, performed by the OEM, of 200 percent of therated capacity of the bag.

The water bag test weight system (see Figure 583-13-20) comprises a flexible bag that can be filled withwater to act as the test weight. Water, supplied from the fire mains of a ship, is used to fill the water bag to thespecified test weight. Dependent upon the weight value needed for the test, the amount of water supplied to thebag is controlled from the fire main valves. A wireless load cell shackle connected between the water bag mas-ter 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 thefill hose or draining water from the bag by using the dump valve assembly can adjust the amount of water in thebag. Once testing is complete, the water bag can be completely drained and packaged for storage until againneeded for a weight test. Since the water bags can be drained and packaged to a relatively small size, no supportcrane 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 mas-ter link assembly. The bag skin is manufactured from PVC and contains the water. The main vertical strapsprovide support to the water bag and provide attachment points to the bottom gathering sling. The bottomgathering sling provides an attachment of the dump valve assembly to the water bag. The auxiliary shacklesconnect the main vertical straps, and thereby the water bag itself, to the master link assembly. The master linkassembly 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 pro-vides 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 requiredper 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 pul-ley. The valve’s purpose is to allow the water to drain from the water bag for stowage or to alter the waterweight of the bag. The dump valve rope controls the drainage of water from the water bag.

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583-13.6.6.3 Water Bag Test Procedures. The following procedures shall be used to perform boat davit weighttests 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 accordancewith the pre-weight test inspection guidance provided in paragraph 583-13.6.3.1.

Handling and Setup of Water Bags. Instructions to safely handle the water bags onboard the ship and ontothe davit. Additionally, instructions provided to set up the water bags for the proper test weight value and saferigging onto the davit hook and connection to the ship water main.

Figure 583-13-20 Water Bag Weight System

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Conducting Boat Davit Weight Tests with Water Bags. Procedures to perform the boat davit weight test, aswell as the operation of the water weight system.

Packaging of Water Weights and Transport. Procedures to package the water bags to be transported back tostorage at the test activity facilities.

a. Pre-Weight Test Inspection. The boat davit shall be inspected prior to transportation of weight test equipmentin accordance with paragraph 583-13.6.3.1. Furthermore, to assist in determining the proper water bags to beused for the boat davit weight test, use Table 583-13-5 as a reference guide.

Table 583-13-5 Water Bag Selection for Boat Davit Weight Tests

General Boat Davit Type Water Bags Needed for Davit Weight Test

Static Test Dynamic Test Rated TestDavit handling a 7M/24FT RIB (Singlearm trackway, pivoted, or slewing type)

Two 7,500-lb capacitybags

One 7,500-lb capacitybag

One 7,500-lb capacitybag

Davit handling a 33FT/11M Personnel(PE) Boat/11M RIB (Double armtrackway, pivoted, or fixed overhangingtype)

Two 12,000-lb and two7,500-lb capacity bags



Davit handling a 36FT Landing CraftPersonnel (LCPL) (Double arm trackwayor pivoted type)

Two 12-LT* and two7,500-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 transportedto 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, ship-board crane, or J-bar davit; some of the smaller water bags may be hand carried onto the ship using ahand truck or dolly. Care must be taken to avoid damage to the bags and load measuring equipment whentransporting 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 prepa-ration 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 thefollowing. The water bag should not be used for the weight test if any of the following inspections is notsatisfactory:

(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 thedump valve pulley.

(c) Inspect the bottom gathering slings on the bag for proper attachment and any visible signs of damage.

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(d) Inspect the bag harness and associated shackles and master links for damage or permanently deformedparts.

(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 routedso as to not restrict free movement of the water bag as the weight test is per-formed.

(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 deviceon and ensure that the digital identification numbers for the readout device and load sensor match. Withno external load applied to the water bag, tare the water bags by pushing the TARE button on the remotereadout 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 583-13.6.6.3.a and 583-13.6.6.3.b have been accom-plished.

(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 lineattached 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 583-13-5 for thearrangement of the water bags). Ensure that the load cell shackle is properly attached between thewater bags and each davit hook.

(d) Attach the water filling hose to the filling hose flange for each water bag used. Insert this assemblyinto the top of each water bag.

Care should be taken to avoid damaging the water bags or load sensors as thebags 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 locatedon 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 aremoved 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 10feet above the water level.

(h) Begin filling the water bag(s) by opening the fire main and monitoring load sensors’ remote digitalreadout. 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

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the water bags with the fire main or dumping water out of the bags through the installed drain valvelocated 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 externalassistance to the davit winch brake system.

(j) At the completion of the ten minutes, drain the water from the water bags through the installed drainvalve located in the bottom of water bag. This feature is controlled by actuation of the dump valverope. Inspect the hoist hook(s), davit, winch, and associated structures for any signs of permanentdeformation. NONE ARE ALLOWED. Inspection of the hoist hook(s) will require that the emptywater bags be brought onto the ship’s deck and also require removal of the water bags from the davithoist hook(s).

(k) If no other load tests are to be accomplished on the boat davit, prepare the water bags and accessoryequipment for transport from the ship per paragraph 583-13.6.6.3.d.

(2) 125 Percent Dynamic Weight Test Using Water Bags.

(a) Ensure that the preparatory steps in paragraphs 583-13.6.6.3.a and 583-13.6.6.3.b have been accom-plished.


(c) Attach the water bags and load cell shackle to the davit hook(s) referring to Table 583-13-5 for thearrangement of the water bags. Ensure that the load cell shackle is properly attached between thewater bags and each davit hook.





(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 digitalreadout. Secure the fire main when the static test value is obtained (+5/-0 percent of required testvalue). Incremental load levels required for the Static, Dynamic, and Rated Load tests are obtained by

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filling the water bags with the fire main or dumping water out of the bags through the installed drainvalve located in the bottom of the water bag. This feature is controlled by actuation of the dump valverope, enabling accurate load increments.

(i) Hoist and lower the test weight through one complete cycle at no specified speed. A cycle is definedas movement from the lowest point above the water level possible to a position where the davit armand test weight have traveled at least 3 feet off of the davit arm outboard stop (see Figure 583-13-21),with the exception of trackway type boat davits. For trackway type boat davits, the davit arm and testweight should travel to a position where the lower davit arm rollers are past the trackway knuckle,(see Figure 583-13-22).

(j) If the 100 percent Rated Load test is to be accomplished following the 125 percent Dynamic Loadtest, then drain a sufficient amount of water from the water bags so as to achieve the rated load of thedavit. Draining the water bags is accomplished through the installed drain valve located in the bottomof water bag. This feature is controlled by actuation of the dump valve rope.

(3) 100 Percent Rated Weight Test Using Water Bags.

(a) Ensure that the preparatory steps in paragraph 583-13.6.6.3.a and 583-13.6.6.3.b have been accom-plished. If the 125 percent dynamic weight test has been previously accomplished, proceed toparagraph 583-13.6.6.3.c.(3).(h) to fill/drain the water bags to the proper weight value for the ratedload of the davit.


(c) Attach the water bags and load cell shackle to the davit hook(s) referring to Table 583-13-5 for thearrangement of the water bags. Ensure that the load cell shackle is properly attached between thewater bags and each davit hook.

Figure 583-13-21 Upper Travel of Davit and Test Weight (Pivoted Type)

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(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 testvalue). Incremental load levels required for the Static, Dynamic, and Rated Load tests are obtainedby filling the water bags with the fire main or dumping water out of the bags through the installeddrain valve located in the bottom of the water bag. This feature is controlled by actuation of the dumpvalve rope, enabling accurate load increments.

(i) Hoist and lower the test weight through one complete cycle at the rated speed of the davit. A cycleis defined as movement from the lowest point above the water level possible to a position where thedavit arm and test weight have traveled at least 3 feet off of the davit arm outboard stop (see Figure583-13-21), with the exception of trackway type boat davits. For trackway type boat davits, the davitarm and test weight should travel to a position where the lower davit arm rollers are past the track-way knuckle (see Figure 583-13-22). Record the speed at which the rated load is power hoisted priorto contacting the davit arm. A measured hoist speed less than 10 percent of the rated hoist speed ofthe davit shall be cause for failure.

Figure 583-13-22 Upper Travel of Davit and Test Weight (Trackway Type)

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(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.


(n) At the completion of the 100 percent Rated Load test, drain the water from the water bags. Drainingthe water bags is accomplished through the installed drain valve located in the bottom of the waterbag. 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 completecycle). 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-bardavit; some of the smaller water bags may be hand carried onto the ship using a hand truck or dolly. Caremust be taken to avoid damage to the bags and load measuring equipment when transporting them to theboat davit.

583-13.7 LOCATION AND DESIGN OF BOAT STOWAGES.

583-13.7.1 GENERAL. There are three stowage types: deck, dolly, or davit. Some deck stowages are move-able (i.e., LPD 17, LCS) and are secured to the deck via ISO (International Standard Organization) fittings.

583-13.7.2 GENERAL STOWAGE CONSIDERATIONS. Proper design of boat stowages involves severalbasic details that shall be thoroughly considered in order to prevent damage to ships’ boats and to facilitate theirhandling.

a. Stowages shall be designed and installed as low to the deck as practical. Boats which are davit handled shallbe stowed such that the rake of the boat in stowage is the same as the rake of the boat during hoisting. Theboats 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 withthe SLAD. When the boats are secured in the stowed position, no part of the davit(s) and boat(s) shall projectoutboard of the ship’s shell.

b. Chocks, cradles, keel rests, strongbacks, gripes, gunwale guards, and necessary fittings shall be provided asrequired. 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 whichwooden inserts are attached. Where possible, wooden inserts shall be bolted through. Chocks shall be con-

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toured to suit the area of the hull they bear against and shall be of sufficient size to avoid localized pressureon the hull (i.e., 6 inches minimum width for wooden hull, 10 inches minimum width for metallic or plastichulls).

d. Chocks shall be contoured to match the boat hull with the ship on an even keel. Wooden inserts shall be aminimum thickness of 4 inches to permit refacing or replacement in the event of boat substitution. Chocksshall be located opposite frames, bulkheads, or areas in the boat where weights are concentrated. The face ofthe chocks shall be covered with synthetic rubber (in accordance with MIL-R-900) having a minimum thick-ness 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 ofunsupported length at each end. Keel rests and boat chocks should have 90 percent minimum contact instowed position.

f. Boats shall be secured in their stowage utilizing gripes or strongbacks with gripe rods. Loads imposed by thegripe pads on the boat’s hull shall be applied to frames or bulkheads, or shall be distributed over as wide anarea as is necessary to prevent deformation during long stowage periods. Gunwale guards shall be attached togripes where there is contact with the boat’s gunwale. Gripe attachments to fittings on the boat shall be suchthat no damage or deformation will occur to the boat and connection points. Adjusting devices on the gripesshall be marked to identify when the gripe is properly adjusted for a snug and tight fit. This mark is to serveas a guide to prevent overtightening which might cause permanent deformation to the gripe or boat hull. Thetakeup devices shall be provided with a locking feature to maintain set adjustment. The stowage arrangementshall 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 boatstowage locations where used.

583-13.7.3 DECK AND DOLLY STOWAGE. Deck and dolly stowage shall comply with NAVSEA standardor 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 usingthe guidance contained in this section. Deck- and dolly-stowed boats shall have their weight supported at the keelrest running the full length of the keel. For boats without structural type keels, full-length support shall beinstalled under longitudinal strength members of the boat.

583-13.7.3.1 Double Banked Stowage (Crane or Boom). For double banked dolly and deck stowage where theboats are handled by a crane or boom, the cradle for the upper boat shall be designed for quick removal to facili-tate unstowing the lower boat. The upper boat and cradle of a double banked dolly stowage shall not requireremoval in order to transport the dolly to the launch area.

583-13.7.3.2 Double Banked Stowage (Davit). For double banked deck stowages where boats are handled bya davit, the upper boat shall be supported independently of the lower boat. The upper cradle shall pivot out ofthe 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.

583-13.7.3.3 Dolly Stowage. Dollies shall be capable of being secured to prevent damage and movement dueto ship’s motion. They shall be located such that when moved to or from a launch area, adequate space for linehandlers is available. Deck fittings necessary for proper control of the dolly en route to and from the launch areashall be provided.

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583-13.7.4 DAVIT STOWAGE. Hull support shall be provided for all davit stowed boats. Davit stowages aregenerally 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.

583-13.7.4.1 Boat Gripes and Tie Downs. Gripes and tie downs can be used to account for roll, heave, andsurge in stowed conditions up to sea state 8, as defined by the World Meteorological Organization (WMO) stan-dard. Gripes are used to secure the boat against chocks or into a cradle. Gripe and tie down releases shall be ofthe quick disconnect type, constructed of CRES 316, and readily accessible. When boat cradles are utilized forstowage of RIBs, boat gripes are not preferred due to lack of restraint around the RIB inflatable sponson as wellas a history of causing damage to the sponson. For cradle stowages, only the use of tie downs is preferred. LCSclass has movable, reconfigurable boat stowages rated for Grade B Shock. In this class, along with the boat beingsecured to the stowage, the stowages are locked down to the deck with ISO sockets at various locations.

583-13.7.4.2 Chocks and Cradles. Chocks and cradles can be composed of either wooden blocks covered withrubber, solid rubber blocks, or Ultra High Molecular Weight Polyethylene (UHMWPE) material. Cradle pads andchocks should be positioned opposite of boat frames to achieve maximum support.

583-13.8 ILLUMINATION.

Weather deck lighting for boat handling and stowage system operations should be positioned to illuminatecritical areas. Those areas include the operator’s control stand, all visual safety and operational aids (i.e., hoist-ing or slewing position stripes, latch indicators, etc.) and those positions where the hoisting hook is attached toor released from the boat. Glare conditions to the operator’s normal field of view shall be avoided. The lightingfixtures should be located so as not to obstruct or be subject to damage during boat handling and stowage evo-lutions. Detailed requirements for fixtures, switches, and control of lighting systems are contained in S9086-K9-STM-010, NSTM Chapter 330, Lighting.

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Ref: NAVSEAINST 4160.3 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 https://nsdsa.nmci.navy.mil or mail to: COMMANDER, CODE 310 TMDERs, NAVSURFWARCENDIV NSDSA, 4363 MISSILE WAY BLDG 1389, PORT HUENEME CA 93043-4307

1. 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 E-MAIL 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. 9-2010) S/N 0116-LF-985-4100

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FOR OFFICIAL USE ONLY

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