BOATSWAIN'S MATE

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-1 5 BOATS AND DA VITS

Learning Objectives After you finish this chapter, you should be able to do the following: 1. You will be able to describe the standard allowance and equipage of the boats. 2. Explain the weights and capacities of boats and the fire hazards in powerboats. 3. Describe the safe handling of boats using a crane to hoist in and out of the water. 4. Explain the use of boat slings and their proper use for hoisting a boat out of the water. 5. Explain the common types of boat davits and what class of ships they may be installed on. 6. Describe the proper procedures for hoisting boats in and out of the water. 7. Define boat boom. 8. Describe the purpose of the boat boom. 9. Describe the inflatable lifeboats used in the Navy today. 10. Explain what they are designed to do and how they operate, are maintained, and stowed aboard Navy ships.

5.0.0 INTRODUCTION When you finish this chapter, you should be familiar with the most common types of boats, davits, and the usual items included in a typical boat outfit. You should have learned the basics of lowering and hoisting a boat by davits and cranes, and also learned how to maintain inflatable lifeboats.

A Navy boat is an uncommissioned, waterborne unit of the fleet not designated as a service craft and is capable of limited independent operation. It may be assigned to and carried on a ship as a ship’s boat or assigned to a shore station or fleet operating unit.

5.1.0 STANDARD ALLOWANCE OF BOATS The allowance of boats for forces afloat is established by the Chief of Naval Operations (CNO). The allowance for shore stations is established by the Commander, Naval Sea Systems Command.

Boats may also be assigned by the CNO for the use of flag officers. When so assigned, these boats are not part of any ship’s allowance, but are the custody of the flag. Boats that are assigned for the personal use of flag officers are referred to as barges. Boats assigned for the personal use of chiefs of staff; for squadron, group, and division commanders, who are not of flag rank; and for the commanding officers of ships are referred to as gigs. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-2 5.1.1 Standard Equipage of Boats Every Navy boat in active service is required to be equipped with certain equipment. This equipment enables the boat, with its crew, to perform normal day-to-day functions and to weather minor emergencies, such as small tires. This equipment used to be issued with the boat, but now it is necessary to requisition part of it. The Allowance Equipage List (AEL) in your activity’s Coordinated Shipboard Allowance List (COSAL) includes all of the items each boat on your ship is allowed - the items furnished with each boat, and the items required to be requisitioned. The equipment initially furnished with each boat, called portable parts, generally consists of the following items:

• Backboards • Bitts, chocks, and cleats • Buoyancy tanks or flotation material • Canopies • Fire-extinguishing systems (built in) • Engine and engine accessories • Flagstaffs • Fuel tanks, piping, and fittings • Horn • Piping systems and hand bilge pumps • Portable gratings or shutters, rails • Seat cushions (refer to NSTM, Chapter 583) • Slings • Towing posts

Outfit items, also known as equipage for boats is defined as required equipment that is not permanently installed onboard the boat or craft, and may include required safety- related items. Examples of this type of equipment include, but are not limited to:

• Ropes • Boat hooks • Fiberglass or inflatable tube repair kits • Starting or other batteries • Anchors • Canopies, canopy bows, covers and cushions (Initial outfit only - Local support thereafter)

For a complete list of equipment required in your boats, consult your activity’s COSAL, NSTM 583, and OPNAVINST 3120.32 (series), Standard Organization and Regulations of the U. S. Navy . A copy of each boat’s outfit should be available to the boat coxswain and the division BM. It is also a good idea to enter the list in the front of the boat log.

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Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-3 When a boat is turned in, the boat’s outfit also must be turned in unless the boat is to be replaced by one of the same type. In that case, the outfit is retained on board. If a boat is to be replaced by a boat of a different type, only those items that are allowed on the new boat may be retained.

5.1.2 Man Overboard (Boat Recovery) Equipment To complete your boat’s outfit, there are specific items required for special situations, such as man overboard, when the boat is assigned to make the rescue. For a list of equipment required by the rescue swimmer during man overboard, refer to NTTP 3-50.1, Navy Search and Rescue Manual, App. D.

5.1.3 The Boat Bill Every Navy ship, regardless of class, is required to have a boat bill that is tailored to that ship’s needs. Regulations and guidelines for the boat bill are set forth in OPNAVINST 3120.32.

The boat bill will identify the responsibilities of the ship’s personnel and set the procedures for operation of the ship’s boats.

5.1.4 Daily Boat Report One of the many responsibilities of the first lieutenant is to make sure that an inspection of the ship’s boats and their equipment is conducted daily. This inspection must include a test of the boats’ engines, including their fuel and oil levels, lights, horns, and fog signals. It will also include an inspection of each boat’s hull, fittings, and the standard and required equipage.

Most ships have a boat report checklist form so that each item is inspected and nothing will be overlooked.

5.1.5 Weights and Capacities of Boats Specific data must be available to all personnel who work with boats. This data must indicate each boat’s size and dimensions, its hoisting weight, its cargo capabilities, and how many personnel it will accommodate safely.

The Navy has many types of boats whose daily use aboard ship includes carrying passengers, cargo, combat troops, and vehicles. For a complete list of characteristics for Navy boats and craft, including weight capacities, refer to NSTM Chapter 583, Boats and Small Craft, Vol 1.

CAUTION When carrying liberty parties, you must never exceed the boat’s capacity. When carrying stores, the load, including the crew and stores, must never exceed the maximum cargo load given on the boat’s label plate.

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Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-4 When carrying stores and liberty parties together, you must never exceed the boat’s rated cargo capacity. If necessary, a corresponding reduction in passengers must be made to accommodate the cargo. In addition, a reduction in weight and capacity is always needed in extreme weather and in the open sea.

5.1.6 Fire Hazards in Powerboats A fire can be serious anywhere, but it is particularly dangerous in a powerboat. Although boats are equipped with fire-fighting devices, the best safeguard for those concerned with handling boats is an intelligent appreciation of the fire hazards and knowledge of how to eliminate or reduce the hazards. A discussion of some of the more common fire hazards and how they can be avoided follows:

• Cleaning with fuel: Because fuel vapor is highly combustible when mixed with air, using fuel to clean the engine or bilges is strictly prohibited. • Clothing and oily waste or rags: Keep the engine space clear of clothing. Stow cleaning rags and waste in a closed container. After use, dispose of them safely. Clean engines, clean engine spaces, and clean bilges are requisites of a safe boat. • Fuel leaks: Fuel in the bilges or in a free state in a boat is dangerous. The fumes may be ignited easily, resulting in a fire. If fuel from a leak (or fuel spilled while the boat is being fueled) runs into the bilges, the bilges must be washed down, pumped out, dried, and aired thoroughly. • Bilges and sumps: Bilges and sumps must be kept dry and washed out frequently to clear them of fuel and oil. The forward and after engine space bulkheads must be watertight in the bilges so that liquid and gas will not pass into adjacent compartments. • Poorly insulated exhaust pipe: Improper insulation of the exhaust pipe where it passes through the hull may set the boat afire. Report any defects of this type immediately to the first lieutenant. • Dirty engines: Greases and oil, with which an engine becomes encrusted, will feed a fire, enabling it to get out of control rapidly. To prevent this, clean the engine at frequent intervals. • Electric wiring: Electric wiring is not permitted in the bilges. The battery box must be located outside a closed engine compartment and should be provided with a suitable drip-proof cover. Have all naked electric terminals wrapped with insulating tape. • Battery charging: Charging batteries produces sufficient hydrogen gas that if trapped and ignited will cause an explosion. Batteries should be charged either on deck or in an open space in the boat until the operation is completed. The lead-lined receptacle for batteries should be well ventilated. • Smoking and loose matches: Smoking in any powerboat is strictly prohibited. Only safety matches are allowed on board naval ships and in naval boats. • Fueling: Fueling of all boats should be accomplished during daylight hours with the boat in the water. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-5 Special fueling precautions as outlined in the NSTM, chapter 583, must be considered when gasoline-engine powerboats are being fueled, but the following general procedures are applicable for all powerboats. Although many of these precautions concern duties or functions specifically charged to the boat’s engineer or to the ship’s engineering department (such as cleaning the engine compartment, fueling the boat, and charging the batteries), the boat’s coxswain must be alert at all times for any violation of the following safety precautions:

a. See that no passengers are on board.

b. Close all engine covers to prevent vapors from entering engine spaces.

c. Inspect tanks and filling pipes and hoses. Do not fuel unless these are tight at the connection points.

d. Close shutoff valves at tanks.

e. Close all doors, hatches, windows, and other openings to ensure that fuel vapor does not enter or become trapped in closed compartments.

f. One member of the boat crew shall be tasked to stand by with a portable dry chemical fire extinguisher ready for use. Extinguisher is not to be returned to stowage position until fueling is completed and engine is operating satisfactorily.

g. The nozzle shall be manned and kept under control to ensure that the fuel flow rate is acceptable to prevent overfill and spilling at all times. Diesel oil passes through the strainer more slowly than gasoline.

h. If fuel spill has occurred wash/wipe down in accordance with current policy and guidelines.

For a complete list of safety precautions to be observed while fueling a boat, and procedures for fueling a boat in various conditions, consult NSTM Chapter 583, Volume 1, Boats and Small Craft.

5.2.0 HANDLING BOATS WITH A CRANE Hoisting boats in and out while the ship is at anchor is fairly simple, compared with the same operation when the ship is underway. For this reason, discussions in this chapter are concerned principally with the latter. This section describes the procedure when a crane is being used.

5.2.1 Boat Slings Except for certain boats, complete hoisting slings are issued with each boat fitted for hoisting by slings, even though a boat habitually is slung at davits. When a boat is transferred, either turn the slings in or transfer them with the boat. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-6 Because boats of a given type frequently differ in details of design, you will find that slings for a given boat are not always suitable for use on all other boats of that type. For this reason, slings are marked at the time of manufacture showing the type of boat for which they were made. The issuing shipyard adds to the bands the number of the boat for which the slings are issued. Each sling, after manufacture, must be tested for a 100- percent-over-normal working load; and when issued, the date, where, and by whom the sling was last tested must be labeled.

Any repair activity that has the capability of testing slings, hoisting shackles, rods, pins, chain links, and rings following the applicable plans is authorized to manufacture such equipment following the applicable plans. Manufacture cannot be accomplished if the equipment is available as a standard stock item.

Before your ship accepts a newly issued, repaired, or altered set of slings, the slings must be tested for fit by hoisting the boat with them, using the normal hoisting equipment.

Side-guys are steadying lines for slings. These side guys are not intended to take any part of the weight of the boat in lifting. The following procedures for adjusting the side guys should be followed in slinging a boat: In the event that surface inspection by ship or yard personnel reveals wearing of the serving and there is the possibility of exposing the wire- rope slings to moisture, remove the serving, parceling, and worming and carefully inspect the wire for signs of rust or deterioration. Survey any rusted or deteriorated slings at once and replace them if necessary.

5.2.2 Hoisting Out Regardless of when or how a boat is hoisted out, the coxswain is responsible for making the boat ready and for getting the crew into the boat. The coxswain must make sure that the engineer checks the fuel and tests the engine. The coxswain also checks the bilge plugs and makes sure that the appropriate boat equipment is in the boat and that the slings are rigged and fenders are in place. When the boat is ready in all respects and each member of the crew is wearing a life jacket and hard hat, the coxswain reports to the BM in charge.

On deck, have personnel rig the sea painter, break out ball fenders and steadying lines, clear the deck area of nonessential gear, test the crane, and rig the safety runner and tripping line. View A of figure 5-1 shows a safety runner rigged for hoisting out a boat. Once a boat with this rigging is waterborne, a pull on the tripping line drops the slings. (View B shows the runner rigged for hoisting in a boat.) This simple rigging arrangement enables personnel on deck to unhook or hook on a boat, quickly and safely, the instant the person in charge deems appropriate. Its value may readily be appreciated if you consider the way the sea falls from under a boat and the resultant sudden strain when the whip again takes the weight of the boat.

UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-7

Figure 5-1 Safety runner

If the sea is at all rough, there should be at least four steadying lines on the boat - two at each end (one leading well forward, one aft) and the other two inboard. If the position of the boat in its skids allows, the sea painter should be attached to the boat before hoisting. Often, however, you will find it necessary to swing the boat to the rail before you can secure the sea painter in the boat.

When you are ready to hoist away, set the whip or falls taut, release the gripes, and station personnel around the boat to steady it until it is clear of the skids. Hoist the boat just high enough to clear the rail, then swing it over the side. Stop the boat at the rail for the crew to board it (and when hooking it in, have the crew disembark at the same place). Adjust the sea painter so that when the boat is in the water, the boat tows from the sea painter - not from the whip or falls. While the boat is being lowered, rig two or more ball fenders and lower them down the ship’s side, keeping pace with the boat. Have the personnel on the steadying lines prevent the boat from swinging. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-8 If the crane has a fall instead of a whip, and the ship is rolling or pitching, use a steadying line on the fall block. If the crane has a fall, use a safety runner. The pendant consists of a length of nylon line, a thimble, and hooks compatible with the crane hook and boat sling thimble. The safety runner must have a safety factor of “six” on the ultimate strength of the material used. The safety runner will isolate the boat crew from handling the heavy lower block of the crane. During the boat’s descent, keep the safety runner taut, ready to trip instantly. Stop the boat before it becomes waterborne and start the engine. Once the engine is running properly, continue lowering the boat to the water.

The most dangerous time in hoisting out a boat is the moment it becomes waterborne. For the safety of the crew, as well as the gear, you must not allow the boat to become waterborne and then snap back on the fall or whip.

Therefore, try to set the boat down when the water under it is comparatively smooth. Judge the roll of the ship and watch the waves. As the ship rolls toward the boat, lower the boat smartly and trip the slings from the hook as soon as the boat is waterborne.

The boat then rides to the sea painter, and by using the rudder, you, as the coxswain, can steer the boat from the ship’s side. Have personnel standing by in the boat to cast off the after, then the forward steadying line as soon as the boat is waterborne. When the boat gains enough headway to take the strain off the sea painter, the bow hook casts off the painter and personnel on deck haul the end aboard ship by means of the retrieving line.

5.2.3 Hoisting In In general, the procedure for hoisting in a boat is the reverse of hooking out; but adjustment of the sea painter so that the boat will tow directly under the falls or whip is most important. Once the painter is rigged, mark it so that thereafter it may be rigged to the correct length, making it unnecessary to readjust it to get the boat in position to hoist. If the slings are not in the boat and the weather is mild, you may have the boat come alongside, take the sea painter, and secure it to a forward most inboard cleat. Lower the slings, as shown in view B of figure 5-1. Keep the boat under the hook while the slings are being secured.

If the weather is rough, however, bring the boat alongside to pick up the slings, then have the boat lie off while the crew rigs them. Lower the slings to the boat by the crane with the safety runner ready for tripping, as in view A of figure 5-1. With slings ready, have the boat come alongside. The bow hook secures the sea painter, and the coxswain slows the speed of the engine until the boat is towing from the sea painter. By judicious use of the rudder, the coxswain can keep the boat away from the ship’s side yet under the hook. At this time, the steadying lines are passed to the boat. The safety runner is disconnected from the tripping line, passed through the ring of the slings, and reconnected.

UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-9 The deck crew should lower the hook smartly, and once the boat crew hooks on, the boat should be picked up quickly and smoothly. There is no hard-and-fast rule that tells the boat crew when to slip the ring of the slings into the hook; however, they should watch the rise and fall of the boat, time it with the roll of the ship, and considering the speed of the hook, estimate the best time to hook on. No one should ever straddle a leg of a sling during the hooking-on process.

Great difficulty is often encountered in plumbing the boat over the skids or chocks long enough for it to be lowered in place accurately. In such a situation, use four steadying lines, especially if the boat stows close to the ship’s side. Lead the lines from opposite sides of the boat at the bow and stem so that they cross and give better leads for steadying the boat as you lower it into position.

Regardless of the method used to hook in a boat, in heavy weather you will normally find it best to disembark both passengers and crew at the lowest weather deck. Before attempting this, have the boat snubbed in against the ship’s side with frapping and steadying lines.

5.3.0 HANDLING BOATS WITH DAVITS There are davits of various designs to accommodate the needs of the ship’s boats and structure. This discussion will cover only a few types of boat davits. For more examples of types of davits and information on handling boats with davits see NSTM Chapter 583, Volume 2, Handling and Stowing Boats and Small Craft.

Basically, a set of davits is nothing more than a special crane that is designed for handling a boat or boats in a safe and timely way.

The essential function of the davit arm (or arms, as applicable) is to swing out the boat from the inboard position to a point outboard of the ship’s side from which the boat may be lowered; the reverse of this process occurs when the boat is hoisted. Hoisting operations are controlled by wire rope falls from which a hoisting hook (or hooks) is (are) suspended (depending on whether the davit is the single arm with trackway davits are placed across the tracks and the falls slacked off, allowing the davit arms to rest against the keeper bars. Depending upon design, a pair of these davits may handle from one to four boats and are designated as single-, double-, triple-, or quadruple-bank davits.

5.3.1 Double-Link Pivoted Gravity Davits The double-link gravity davit is designed to launch or stow one or more boats. Depending on the davit design, one boat may be stowed griped in against the davit arms, or two boats may be stowed between the davits, one above the other. A third boat may be carried suspended by the falls and secured to the ship’s side.

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Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-10 Each davit frame is made up of two identical units trussed together by structural steel. See fig. 5-2. The davit arm is supported by tow links and swings between the two units. One end of each link fits between two padeyes at the end of the davit arm base; the other end of the link is supported by the davit frames.

Figure 5-2 Double-link pivoted gravity davit

A davit arm locking mechanism is designed for locking the arm in one of two positions. The first (LOCKED) position prevents racking of the davit arms and strongback when the vessel is under way. The other is a READY position.

The winch is capable of hoisting the fully loaded boat at a speed of 40 feet per minute.

The single-arm gravity davit is used today on DD, CGN, and FFG class ships. It allows a superior boat-handling procedure and permits the extension of rescue boat handling to higher sea states than considered safe with conventional double-arm davits. The main features of the single-arm davit that permit this improvement are as follows: UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-11 • Use of a single lifting point that minimizes boat hookup time and effort. A quick- acting hook and special boat bail enable lifting at a single point. Hence, the relatively dangerous and time-consuming process of threading two hooks through bow and stern hoisting rings is eliminated. • Use of high speed to lift the boat clear of the water as soon as the hook is engaged with the boat bail. A two-speed winch (both high and low speed) is provided for lifting the boat at high speed.

A typical trackway, single-arm boat davit arrangement is shown in figure 5-3. A single part fall is rove from the single davit head, through a hydraulic ram hoist, to an electromechanically driven single-drum winch. The ram hoist is operated by hydraulic fluid from a nitrogen-charged accumulator and is actuated with a control valve located at the control console.

Figure 5-3 Single-arm trackway gravity davit

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Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-12

Figure 5-4 Trackway gravity davits

5.3.2 Slewing Boat Davit Slewing boat davits have a single arm mounted on a pedestal, which in turn is mounted to the ship. The arm slew rotates about the vertical axis of the pedestal to move the boat inboard and outboard. This boat davit design, commonly called a slewing arm davit (SLAD), is used to handle rigid hull inflatable boats (RHIB). The boat or boats is/are stowed on the deck of the ship next to the pedestal. The slewing boat davit is electrically powered and it is also a mechanical boat davit (fig. 5-5). ounted on a pedestal, which in turn is mounted to the ship. The arm slew rotates about the vertical axis of the pedestal to move the boat inboard and outboard. This boat davit design, commonly called a slewing arm davit (SLAD), is used to handle rigid hull inflatable boats (RHIB). The boat or boats is/are stowed on the deck of the ship next to the pedestal. The slewing boat davit is electrically powered and it is also a mechanical boat davit (fig. 5-5).

Figure 5-5 Slewing arm davit (SLAD) UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-13 5.3.3 Falls Tensioning Device The pivoting arm type of falls tensioning device is shown in figure 5-6. It consists of an arm, pivoting on the davit, which is just heavy enough to counterbalance the padded weight on the end of the single fall. It serves the purpose of keeping slack out of the fall when hooking on and unhooking.

Figure 5-6 Falls tensioning device

While you are preparing to hoist in a boat, the falls can be lowered within reach of the personnel in the boat. When the boat is in position, a person can pull the hook down and hook on. The weight of the pivot arm prevents the hook from flopping around if the boat rolls or pitches. When it is unhooked, the tensioning device hoists the hook clear of the boat.

HOISTING IN - You recover the boat by slamming the hook against the boat bail. When the hook tripper bill is latched, you can rapidly raise the boat clear of the water. You then use the winch to raise the boat and davit arm to the stowed position. You cock the extended ram to the retracted position by continuing to haul in the wire rope with the winch. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-14 5.3.4 Standard Release Gear On boat davits, the standard release gear used by the Navy is the Raymond releasing hook. The outer end of the tripper is weighted so that when the boat is in the water and the load is removed from the hook, the tripping device will automatically tumble, casting the boat shackle or sling hoisting ring out of the hook, releasing the boat. To assist the boat crew in hooking up, provide the weighted end of the hook with a lanyard, which is passed through the shackle or boat sling hoisting ring and hauled back on to engage the ring and hook. This lanyard must be held tight by one of your crew until the load on the hook prevents the tumbling of the tripping device.

5.3.5 Lowering Boats in Davits The boat coxswain is responsible for making the boat ready and getting the crew into the boat. The coxswain must make sure that all of the boat equipment is on hand and that the bilge plugs are in place. Everything must be rigged properly, and the fenders must be in place. The boat engineer checks the fuel and oil levels and tests the engine.

As coxswain, let the BM in charge know when the boat and crew are ready for lowering.

When the BM in charge of the lowering detail is satisfied that all is correct and the bridge gives permission to lower the boat, the operation can begin.

Have all personnel in the boat wear an inherently buoyant life jacket and hard hat. In addition, have them keep a monkey line or life line in hand for safety during lowering and hoisting operations.

Ensure that personnel riding in the boat use manropes when lowering or raising the boat. The manropes are to be rigged outboard of the boat.

When the boat is just clear of the water - that is, out enough that it is not slapped around by a wave-stop lowering and start the engine. This gives the boat maneuverability once waterborne. With the engine in operation, lower the boat to the water.

Once the boat is waterborne, at the order “Cast off aft,” have the after hook released. At the order “Cast off forward,” have the forward hook released. The hook are pulled clear of the boat by the frapping lines. The boat is now riding to the sea painter, and the boat crew will cast off first the after and then the forward steadying lines. When the boat gains headway, they cast off the sea painter and the boat is free. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-15 5.3.6 Hoisting Boats by Davits The procedure for hoisting a boat by davits is the reverse of the lowering operation. The personnel on deck should have everything ready in advance. The davits are swung out, and the boat falls and monkey lines are lowered and held to the ship by frapping lines. Fenders are rigged, and the handling equipment is energized and tested.

The ship should provide a lee for the approaching boat; that is, the ship moves slowly ahead in a direction to protect the boat from the sea and the wind.

As the boat comes alongside, the sea painter is passed to the boat and secured over the forward inboard cleat. As the boat rides back on the sea painter, the boat falls and monkey lines are eased out to the boat. The forward fall is secured first, then the after fall. When all is hooked up and secured, the crew on deck takes the slack out of the falls, hoists the boat aboard and secures it. Davits should be stopped at the lowest weather deck to disembark the boat crew.

For boats not equipped with a forward cleat, use the Sampson’s post.

5.3.7 Punt Operations While painting over the side of a ship in a punt boat, remember that all personnel must be in a life jacket at all times. You shall always have a petty officer in-charge when you are working in a punt. You shall have all boat equipment in the boat whenever in use.

5.4.0 BOAT BOOMS Ships that are at anchor, or are moored to a buoy, rig out their boat booms for the purpose of mooring their boats well clear of the side. This method of securing is known as “hauling out to the boom.” Forward booms are called lower booms; after booms are called quarter booms.

Verify rigging specifics by looking up ship’s blueprints.

The attachment point (fig. 5-7) is a spar secured by a gooseneck to a pin on the side of the ship, which allows free motion fore and aft. The outboard end of the boom hangs from a wire and tackle combination called the topping lift. Fore-and-aft motion is controlled by nylon forward and after guys or wire pendants.

A strong line called a guess-warp leads from well forward on the ship, out through a block in the end of the boom, and ends in a wood thimble through which boats can reeve their bow lines. A toggle is seized between strands of the guess-warp above the thimble to keep it from running up (out of reach) when a boat lets go. One or more Jacob’s ladders from the boom permit boat crews to come aboard. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-16

Figure 5-7 Parts of a boat boom

Rigging the boat boom is a simple matter. Ladder, guys, and guess-warp are attached, and the guys are led out fore and aft. The after guy usually is marked at the point where it secures, then it is made fast at this point first. Next, the boom is started out by a shove with a boat hook, or anything else suitable, and the forward guy is heaved around until the after guy is taut and secured.

You will find it easier to climb the Jacob’s ladder hand over hand from one side, as you would climb a rope, instead of facing it as you would a rigid ladder. Be certain you have a good hold on the life line before you transfer from the ladder to the boom, and keep hold of it as you come in to the side. If you fall off, you are as likely to injure yourself against the boat as you are by falling in the water. Always wear a properly secured life jacket when you travel over the boom. You may be a good swimmer, but you cannot swim if you are unconscious. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-17 In making fast to the guess-warp by the boat painter, always reeve the painter through the thimble and secure its end back in the boat so you will not have to get at the thimble to let go. Always have the boat ride to a long lead on the painter. The shorter the painter, the more up and down the strain, and the more the boat’s weight will come on the boom as it dives down on a swell.

5.5.0 INFLATABLE LIFEBOATS Experience from disasters and experiments conducted under different conditions have proven that it is essential that personnel who abandon ship in water below 70°F be kept entirely out of the water and protected from the elements if they are to survive.

Navy ships have inflatable lifeboats installed on board that not only keep surviving personnel out of the sea, but also have canopies to provide shelter from the elements. As with many safety items, we tend to accept them as just another fixture installed on board. Unfortunately, improper installation and maintenance have accidentally launched some inflatable boats or, worse, made them useless when needed.

5.5.1 Standard Allowance For ships with total accommodations greater than 295, life rafts shall be provided for 110 percent of accommodations, including surge or 110 percent of Manpower Authorization (MPA) whichever is greater.

For ships with total accommodations less than 295, life rafts shall be provided for 100 percent of accommodations, including surge, or 100 percent of MPA whichever is greater.

5.5.2 Types of Inflatable Lifeboats The Navy has successfully used many types of rigid and inflatable lifeboats throughout the years. Today, on Navy ships, there are three types of inflatable lifeboats in use:

• MK6, 25-person, air-inflated • MK7, 25-person, replaces the MK6 • MK8, 50-person

These lifeboats come packed in rigid fiber glass containers and are complete with survival gear and rations inside the lifeboat. These containers are then stowed in cradles or racks designed to accommodate them aboard ship.

5.5.3 Characteristics of Inflatable Lifeboats The MK6, MK7, and MK8 inflatable lifeboats are designed for compact stowage aboard ship and for quick inflation if it becomes necessary to abandon ship. The lifeboats may be inflated by pulling on the sea painter, which extends through the opening at one end of the container. The sea painter is faked into a tube inside the carrying case, and the entire length must be pulled out of the container to activate the inflation valves. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-18 The boat is constructed of neoprene-coated fabric and consists essentially of a lower tube 12 inches in diameter surrounded with an upper tube 10 inches in diameter. Each tube is individually inflated by a compressed air charge contained in a suitable size cylinder, and the canopy support tubes are interconnected with the respective compartment of the upper tube. Each tube is divided into two separate compartments by means of vertical fabric bulkheads so that puncturing either compartment will not allow complete deflation.

A fabric bottom is attached to the bottom of the lower tube and supports the manually inflatable and removable floors. These floors are equipped with hand lines so that they may be used as emergency flotation equipment.

The upper and lower tubes are individually inflated by compressed air contained in two cylinders. One cylinder inflates the lower tube. The other inflates the upper tube and the canopy bows.

The inflatable floors and cross tubes are inflated by means of the hand pumps stowed in the pockets attached to the canopy support tubes.

The hand pumps are also intended for topping-off the lower and upper tubes if the pressure becomes low after initial inflation.

The double-layered canopy has boarding openings at each end of the lifeboat that are fitted with closures that may be closed as desired. The air space (about 3 ½ inches) between the two layers of canopy fabric provides insulation against extremes of heat and cold.

A rain-catcher tube for the collection of rainwater is installed in the top of the canopy, near the center of the lifeboat. The lower end can be tied off to allow water to accumulate in it. Two plastic bags for the collection and storage of water are provided in the survival equipment.

Life lines are provided around the inner and outer circumference of the boat. The outside line is intended to be an aid to boarding, and the inside line is intended for use by survivors during heavy weather.

A righting line, knotted at 12-inch intervals, is attached to the bottom of the raft and can be used to right the lifeboat should it inflate upside down or be capsized from wave and wind action.

Rope ladders, located at each end of the lifeboat, are used for boarding.

5.5.4 Launching Procedures The MK6, MK7, and MK8 boats can be launched by being manually placed overboard or, if left on a sinking ship, they will automatically launch themselves. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-19 5.5.4.1 Automatic Launch In the event of a catastrophe causing loss of the ship before the boats can be launched manually, the boats will sink with the ship to a depth of 10 to 40 feet, at which depth the water pressure will activate the hydrostatic release, releasing the boats, automatically, to float to the surface. Boats stowed in rigid containers will have the sea painter attached to the cylinder valve actuating cables and the lifeboat stowage. As the ship continues down, the painter will pay out to its full length, creating a pulling force on the cylinder valve activating cables, releasing the compressed air into the boat and inflating it automatically. The painter has a predetermined breaking strength less than the buoyancy of the boat, allowing it to break once the lifeboat has surfaced.

5.5.4.2 Manual Release Launch In the event of an abandon ship situation when there is sufficient time, trip the hydrostatic release manually by hitting its release button with the heel of the hand. Upon clearing the stowage straps, push or roll the boat overboard. Then pull the painter, actuating the cylinder valves and inflating the boat. Secure the painter to a D ring on the boat (and at the stowage), which prevents the boat from drifting away from the ship.

NOTE The survival gear for boats packed in rigid containers is packed in the lifeboat, where it is immediately available when the lifeboat is inflated.

5.5.5 Inflation The boat has the latest in improved inflation systems. The compressed air cylinder, under high pressure, ensures rapid (20 to 30 seconds) inflation at temperatures as low as -20°F. At high ambient temperatures, the compressed air system creates a somewhat higher than normal pressure in the hull tubes. This pressure is relieved by the pressure relief valves installed in each of the tube compartments. These valves will relieve at 3.5 psi and close automatically at 2.6 psi.

The boat, after initial inflation, will be quite firm. Cooler air temperatures will cause the boat tubes to soften. This is normal. As the sun causes the temperatures to rise during the day, the heat causes the tubes to firm up again. Use the hand pumps to “top off’ the boat to normal pressure when required.

Inflate the inflatable floors and cross tubes by means of the hand pumps as soon as possible after you board the lifeboat, as they provide insulation against the colder water temperature.

UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-20 5.5.6 Stowage The standard Navy lifeboat stowage cradle requires a 15-degree lip on the outboard side of the lifeboat cradle. The purpose of this lip is to prevent the lifeboat from falling out of its cradle if the hydrostatic release is accidentally tripped. (See fig. 5-8.)

Figure 5-8 15-degree lip on cradle

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Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-21 Many cruisers, destroyers, frigates, and auxiliary-type ships have their inflatable lifeboats stowed in overhead racks. A ratchet assembly is used to pull a stainless-steel strap to lift each lifeboat out of its cradle. (For properly installed ratchets and stainless-steel straps, see fig. 5-9.)

Figure 5-9 Correct racket assembly arrangement

5.5.7 Securing Harness The lifeboat is held securely in its stowage by three assemblies in one. A hydrostatic release mechanism, a plastic-coated wire-rope harness, and a 1/4-inchdiameter double braided nylon cord. The 1/4-inch nylon cord is provided as an emergency means of launching the lifeboat in case the hydrostatic release device is frozen or inoperative. No substitutions of the nylon cord is authorized. It is attached to the shackle on the hydro- static release device by means of a bowline. The bitter end is passed through the thimble of the wire-rope harness, then back through the shackle five turns, and secured with a clove hitch and two half hitches. In an emergency, if the gear fails to work as designed, the nylon cord is easily cut with a knife. Figure 5-10 shows a properly secured lifeboat. Ref PMS card

UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-22

Figure 5-10 Properly secured lifeboat

5.5.8 Painter Line The painter line for automatic launching of encapsulated lifeboats is 100 feet long and faked inside the container to actuate the air inflation bottles. The following five-step procedure is recommended:

1. Remove the painter cork from the lifeboat container grommet.

2. Determine the length required for the painter to reach from the lifeboat to where it will be fastened to the ship’s structure.

3. Tie an overhand knot in the painter line at the point determined above and immediately on the inside of the container next to the cork. (See fig. 5-11.)

4. Reinstall the cork securely into the grommet.

5. Fasten the painter securely to the ship’s structure at a point accessible to the person launching the lifeboat. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-23

Figure 5-11 Container grommet (Mk 5 Mod 2 and Mk 6)

5.5.9 Maintenance and Repair of Lifeboats Minor and major repairs to the Mk 5 Mod 2 and Mk 6 lifeboats are accomplished only by certified repair facilities. A repair facility is any NAVSEA-approved activity designated to accomplish minor and major repairs, inspection, maintenance, and survey of inflatable boats.

Inflatable lifeboats and lifeboat stowages aboard ship must have periodic planned maintenance following the appropriate maintenance index page (MIP).

The container banding must be inspected to assure that both bands are intact. In the event that the bands have been parted or tampered with or that the container has been damaged extensively, the boat must be removed to a repair facility for inspection, repaired if necessary, repacked, recertified, and returned to shipboard stowage.

NOTE In some instances, nylon straps may be present instead of cables. The straps must be replaced with nylon-covered, corrosion-resistant steel (CRES) cables. UNCLASSIFIED

Boatswain’s Mate, NAVEDTRA 14343A UNCLASSIFIED

5-24 UNCLASSIFIED You visually check the hydrostatic release assembly. You ensure compression of the tensioning spring. You do NOT paint the release assembly. In the event the release is painted, you must remove and replace it. You will turn in the removed releases to a repair facility for testing and refurbishing.

You install the hydrostatic release device with the main body or diaphragm bell housing fastened to the ship’s structure and fasten the smaller release clip to the securing bridle. You face the hydrostatic release actuating mechanism outboard to alleviate the possibility of accidental release.

You check the painter line from the container to assure that it is securely tied directly to the ship’s structure.

For further information on inflatable lifeboats, including itemized lists of survival gear for other small boats that may be used for lifeboats and stock numbers, refer to NSTM, chapter 583.

5.6.0 SUMMARY This chapter has covered numerous areas that are very important to the BM rating. The areas discussed are just briefly covered here but are covered in detail in the NSTM, chapter 583. Just remember that when you are in any small boat being hoisted in and out of the water ALWAYS WEAR a hard hat and a life jacket.