DEPARTMENT OF THE NAVY
NAVAL SURFACE FORCE
UNITED STATES PACIFIC FLEET
2841 RENDOVA ROAD
SAN DIEGO CALIFORNIA 92155-5490
NAVAL SURFACE FORCE ATLANTIC
1751 MORRIS STREET BOX 168
NORFOLK VIRGINIA 23511-2808
COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
N7
12 Oct 2021
COMNAVSURFPAC/COMNAVSURFLANT INSTRUCTION 3340.3F
From: Commander, Naval Surface Force, U.S. Pacific Fleet
Commander, Naval Surface Force Atlantic
Subj: WET WELL OPERATIONS MANUAL
1. Purpose. To issue a consolidated Commander, Naval Surface Force, U.S. Pacific Fleet
(COMNAVSURFPAC) and Commander, Naval Surface Force Atlantic,
(COMNAVSURFLANT) Wet Well Operations Manual.
2. Cancellation. COMNAVSURFPAC/COMNAVSURFLANTINST 3340.3E
3. Discussion. The Wet Well Operations Manual is a single source document discussing in
detail all facets of wet well operations. It provides the base information for the officers and crew
assigned to amphibious ships and describes in detail those evolutions required to properly and
safely execute wet well operations. The following procedures are representative and are not to
be considered as covering all situations which might occur. As with any operation with a great
number of variables, common sense, sound basic seamanship and on-scene decision making will
be required, based on the circumstances as they occur.
4. Action
a. Commanding Officers will use the information contained in this manual as the basis for
developing Wet Well, Ballasting and De-ballasting Operations Bill.
b. Recommendations for improvements to this manual are solicited. Proposed changes
should be submitted via the chain of command to COMNAVSURFPAC or
COMNAVSURFLANT as appropriate.
5. Records Management. Records created as a result of this instruction, regardless of media and
format, must be managed per Secretary of the Navy Manual 5210.1 of September 2019.
6. Review and Effective Date. Per OPNAVINST 5215.17A, COMNAVSURFPAC and
COMNAVSURFLANT N7 will review this instruction annually around the anniversary of its
issuance date to ensure applicability, currency, and consistency with Federal, DoD, SECNAV,
COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
and Navy policy and statutory authority using OPNAV 5215/40 Review of Instruction. This
instruction will be in effect for 10 years, unless revised or canceled in the interim, and will be
reissued by the 10-year anniversary date if it is still required, unless it meets one of the
exceptions in OPNAVINST 5215.17A, paragraph 9. Otherwise, if the instruction is no longer
required, it will be processed for cancellation as soon as the need for cancellation is known
following the guidance in OPNAV of May 2016.
T. E. WHALEN
Chief of Staff
M. B. DEVORE
Chief of Staff
Releasability and Distribution:
This instruction is cleared for public release and is available electronically only, via
COMNAVSURFPAC/COMNAVSURFLANT directives website,
https://cpf.navy.deps.mil/sites/cnsp/Pages/Directives.aspx
2
COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
WET WELL
OPERATIONS
MANUAL
COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
TABLE OF CONTENTS
PAGE No.
CHAPTER 1: GENERAL WELL DECK SAFETY
100 Safety
101 General Well Deck Safety
1-1
1-1
CHAPTER 2: BALLASTING/DE-BALLASTING OPERATIONS
200 Background
201 General
202 The Principal Conditions of Operation
203 Requirements
204 Responsibilities
205 Considerations
206 Precautions
2-1
2-1
2-1
2-2
2-3
2-4
2-5
CHAPTER 3: OPERATIONS OF THE STERN GATE
300 General
3-1
CHAPTER 4: WELL DECK COMMUNICATIONS
400 General
401 Procedures
4-1
4-1
CHAPTER 5: EMBARKING AND DEBARKING LANDING CRAFT
500 Purpose
501 Control of Well Deck Evolution
502 Planning and Preparation
503 Wet Well Operating Procedures
504 LCM Operations
505 LCU Operations
506 LARC V Operations
507 LARC V A1/A2 Lashing Arrangement
508 Combat Rubber Raider Craft (CCC) and Rigid Raiding Craft (RRC)
Operations
509 Underway Launch of Assault Craft
510 Heavy Weather Operations
511 Water Barrier Operation on LSD 41 Class Ships
512 Operation of Bow Ramps in a Wet Well
CHAPTER 6: WELL DECK CARGO AND VEHICLE HANDLING
600 Planning and Preparation
601 General Safety and Operating Procedures
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5-10
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5-15
5-21
5-22
5-24
5-25
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12 Oct 2021
CHAPTER 7: WELL DECK FUEL AND AMMUNITION HANDLING
700 General
701 Fueling
702 Ammunition Handling
7-1
7-1
7-2
CHAPTER 8: STERN GATE MARRIAGES
800 General
801 Planning and Preparations
802 Procedure
8-1
8-1
8-2
CHAPTER 9: AMPHIBIOUS ASSAULT VEHICLE OPERATIONS
900 General Safety
901 Operations
902 Embarkation
903 Debarkation
904 Emergency
9-1
9-2
9-7
9-9
9-12
CHAPTER 10: AMPHIBIOUS COMBAT VEHICLE OPERATIONS
1000 General Safety
1001 Operations
1002 Embarkation
1003 Debarkation
1004 Emergency Procedures for Disabled or Sinking ACV
10-1
10-3
10-8
10-10
10-13
CHAPTER 11: LANDING CRAFT-AIR CUSHION (LCAC) OPERATIONS
1100 LCAC
1101 Craft Characteristics and Capabilities
1102 Launch and Recovery
1103 Procedures
11-1
11-1
11-1
11-2
CHAPTER 12: SECURING ASSAULT CRAFT IN THE WELL
1200 Background
1201 General
1202 Restraining Material
1203 Procedure
1204 Responsibilities
1205 Prominent Factors in Well Deck Casualties
1206 Securing Law
1207 Planning Factors for Securing Vehicles
1208 Securing Vehicles
12-1
12-1
12-1
12-2
12-3
12-4
12-5
12-5
12-7
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12 Oct 2021
CHAPTER 13: WELL DECK CASUALTY CONTROL PROCEDURES
1300 Discussion
1301 Effective Fire Fighting
1302 General Guidelines
1303 Specific Situations
13-1
13-1
13-2
13-2
CHAPTER 14: INLS OPERATIONS WITH AMPHIBIOUS WET WELL SHIPS
1400 Background
14-1
1401 Shipboard Planning and Preparations
14-1
1402 INLS Introduction
14-1
1403 INLS Wet Well Operations
14-4
1404 INLS Lashing Points
14-4
1405 Craft Preparation
14-9
1406 GO and NO GO Criteria for INLS Operations in L-Class Ships
14-10
1407 Lighter Preparations
14-10
1408 Duties and Responsibilities
14-11
1409 INLS Line Handling Operations
14-12
1410 Securing INLS Modules in the Well Deck
14-14
1411 Underway Launch of Landing Craft (Dynamic Launch and Recovery)
14-14
CHAPTER 15: MK VI PATROL BOAT WELL DECK PROCEDURES
1500 Purpose
1501 Discussion
1502 Scope and Applicability
1503 Well Deck Precautions
1504 Duties and Responsibilities
1505 Procedures for MK VI Recovery
1506 Procedures for Recovery Using MK VI Kickstands
15-1
15-1
15-1
15-1
15-1
15-2
15-5
CHAPTER 16: 11M RIB DECK PROCEDURES
1600 Purpose
1601 Discussion
1602 Scope and Applicability
1603 Well Deck Precautions
1604 Duties and Responsibilities
1605 Procedures
16-1
16-1
16-1
16-1
16-1
16-2
CHAPTER 17: COMBATANT CRAFT ASSAULT (CCA) WELL DECK PROCEDURES
1700 Purpose
17-1
1701 Discussion
17-1
1702 Scope and Application
17-1
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12 Oct 2021
1703 Well Deck Precautions
17-1
1704 Duties and Responsibilities
1705 Procedures
17-1
17-2
CHAPTER 18: COMBATANT CRAFT HEAVY (CCH) WELL DECK PROCEDURES
1800 Purpose
18-1
1801 Discussion
18-1
1802 Scope and Applicability
18-1
1803 Well Deck Precautions
18-1
1804 Duties and Responsibilities
18-1
1805 Procedures
18-2
ILLUSTRATIONS
Figure 4-1
Well Deck Day and Night Traffic Control Visual Signals
Figure 5-1
Line Handling Sequence for Married LCM 8
Figure 5-2
Line Handling Sequence for Single LCM 8
Figure 5-3
Line Handling Sequence for LHA Split Well
Figure 5-4
Line Handling Sequence for Single
Figure 5-5
Lateral and Longitudinal Restraint Concept
Figure 5-6
Normal and Augmented “Squat”
Figure 8-1
LCU Stern Gate Marriage with LHD/LPD/LSD Class
Figure 9-1
AAV Stowage and Single Lashing Arrangement
Figure 9-2
AAV Stowage and Double Lashing Arrangement
Figure 10-1 ACV Stowage and Single Lashing Arrangement
Figure 10-2 ACV Stowage and Double Lashing Arrangement
Figure 10-3 ACV Stowage and Double Lashing Arrangement
(LCAC/LCU/LCM)
Figure 10-4 ACV Stowage and Quadruple Lashing Arrangement
(LCAC/LCU/LCM)
Figure 10-5 ACV 3-Point Turn
Figure 14-1 Relative Sizes of Well Deck Space and Lighters
Figure 14-2 Deck Fittings for Lashing Down INLS Modules
Figure 14-3 Available Lashing Points on INLS Beach Module
Figure 14-4 Available Lashing Points on INLS Power Module
Figure 14-5 Available Lashing Points on INLS Intermediate Module
Figure 14-6 Available Lashing Points on INLS Warping Module
Figure 14-7 Masts and Antennas
Figure 14-8 Sequence in LHD/LPD/LSD
Figure 15-1 Mast Lowered
Figure 15-2 Kickstand
Figure 15-3 Pneumatic Fender Arrangement
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Figure 15-4
Figure 15-5
Figure 15-6
Figure 15-7
Figure 15-8
Figure 16-1
Figure 16-2
Figure 16-3
Figure 16-4
Figure 16-5
Figure 16-6
Figure 17-1
Figure 17-2
Figure 17-3
Figure 17-4
Figure 17-5
Figure 17-6
Figure 17-7
Figure 17-8
Figure 18-1
Figure 18-2
Figure 18-3
Figure 18-4
Figure 18-5
Figure B-1
Figure B-2
Figure B-3
Figure B-4
Figure B-5
Figure B-6
Figure B-7
Figure H-1
Figure H-2
Figure H-3
Figure H-4
Figure H-5
Figure H-6
Figure H-7
Figure H-8
Figure H-9
MK VI Height and Depth
MK VI PB Tiedown Arrangement
MK VI PD Tiedown Arrangement
MK VI PD Tiedown Arrangement
MK VI PD Tiedown Arrangement
Typical Pneumatic Fender Arrangement
11M Rib Tiedown Arrangement
USS WASP (LHD 1) Class
USS SAN ANTONIO (LPD 17) Class
USS WHIDBEY ISLAND (LSD 41) Class
USS HARPERS FERRY (LSD 51) Class
Pneumatic Fender Arrangement
CCA Height and Depth
Tie Down Arrangement, USS WASP (LHD 1) Class
Fender Tie Down Arrangement, USS WASP (LHD 1) Class
Tie Down Arrangement, USS SAN ANTONIO (LPD 17) Class
Fender Down Arrangement, USS SAN ANTONIO (LPD 17) Class
Tie Down Arrangement, USS WHIDBEY ISLAND (LSD 41) Class
Fender Tie Down Arrangement, USS WHIDBEY ISLAND
(LSD 41) Class
Pneumatic Fender Arrangement
CCH on Pneumatic Fenders
CCH on Pneumatic Fenders
Tie Down Arrangement, USS SAN ANTONIO (LPD 17) Class
Fender Tie Down Arrangement, USS WHIDBEY ISLAND
(LSD 41) Class
Sample Watch Bill for Embarkation/Debarkation of LCU
Sample Watch Bill for Embarkation/Debarkation of AAV
Sample Watch Bill for Embarkation/Debarkation of LCAC
Sample Watch Bill for LCU Stern Gate Marriage
Sample Watch Bill for Well Deck Cargo Handling
Sample Watch Bill for Embarkation and Debarkation of CRRC
Sample Watch Bill for Embarkation and Debarkation of LARC V
Position of INLS in Amphibious Ship Well Deck
Position of INLS in Amphibious Ship Well Deck
LRIP INLS Lashing and Shoring on LSD Class 41
FRP INLS Lashing and Shoring on LSD Class 41
LRIP INLS Lashing and Shoring on LSD Class 49
FRP INLS Lashing and Shoring on LSD Class 49
LRIP INLS Lashing and Shoring on LPD 17
FRP INLS Lashing and Shoring on LPD 17
LRIP INLS Lashing and Shoring on LHD 1
v
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B-4
B-5
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H-5
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H-7
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12 Oct 2021
Figure H-10
Figure H-11
Figure H-12
Figure H-13
Figure H-14
Figure H-15
Figure H-16
Figure I-1
Figure I-2
Figure I-3
Figure I-4
Figure I-5
Figure I-6
FRP INLS Lashing and Shoring on LHD 1
Shoring Locations for INLS WT
Shoring Locations for INLS PM
Shoring Locations for INLS IM
Shoring Locations for INLS BM
Typical Shoring Installation
FRP Beach Module Fr 9 Shoring Installation
LDP 17 Class Alongside Cargo Handling Recessed Shell Bit
Mooring Arrangement
LPD 17 Class Alongside Cargo Handling Recessed Shell
Bit Mooring Arrangement, Forward Line Placement
LPD 17 Class Alongside Cargo Handling Recessed Shell
Bit Mooring Arrangement, Aft Line Placement)
LSD 41 Class Alongside Cargo Handling Mooring Arrangement
60 Ton Crane
LSD 41 Class Alongside Cargo Handling Mooring Arrangement
60 Ton Crane
LSD 41 Class Alongside Cargo Handling Mooring Arrangement
20 Ton Crane
LIST OF TABLES
Table 5-1
Lashing and Chafing Gear Used on the LARC-V A1/A2
Aboard LCU
Table 5-2
Equipment Required on Station During Landing Craft Operations
Table 5-3
Equipment Required on Station for LARC Operations
Table 5-4
Equipment Required on Station for CRRC Operations
Table 8-1
LCU Stern Gate Marriage Equipment Checklist
Table 9-1
AAV Well Deck Launch and Recovery Equipment Checklist
Table 10-1
ACV Well Deck Launch and Recovery Equipment Checklist
Table 14-1
INLS Module Characteristics
Table 14-2
Well Deck Control Signals
Table 15-1
Well Deck Signals
Table 16-1
Pneumatic Rope Lengths
Table 17-1
CCA Fendering Parts List
Table 17-2
Pneumatic Rope Lengths
Table 18-1
Bill of Materials
Table H-1
INLS Lashing Assembly Quantities
APPENDICES
Appendix A Standard Terminology
Appendix B Minimum Manning for Wet Well Operations
Appendix C Sample Ballast Bill
vi
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H-18
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Tab 1
Tab 2
Tab 3
Tab 4
Tab 5
Tab 6
Tab 7
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I
Sample Condition 1A and Ballasting Detail Personnel Assignments
Sample Ballasting Plan
Sample Ballasting Checklist
Sample Well Deck Communications Checklist
Sample Stern Gate Operating Checklist
Sample Cargo Handling Checklist
Shoring / Restraining Material Handling Checklist
Craft Mix
Endorsement Letters for Special Operations Craft
Combatant Craft Smart Cards
Amphibious Operations Go and No-Go Criteria
Improved Navy Lighterage System Lashing and Shoring Plan for
LSD Class 41/Class 49, LPD 17 or LHD 1
LCU Alongside Cargo Handling Procedures
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12 Oct 2021
EXECUTIVE SUMMARY
The purpose of this manual is to provide one document that addresses all facets of Wet Well
Operations. The necessity for a single volume is evident in the number of accidents and minor
incidents which could have been prevented if all personnel were familiar with and followed
proper operating procedures. This manual is not intended to replace or supersede technical
manuals or manufacturer’s operating procedures, which will be referred to whenever specific
hull, equipment, or safety issues arise.
This Wet Well Operations Manual has been developed as an aid not only for Commanding
Officers, but for the entire wet well team. It is a ready reference and training manual for officers
and crews assigned to amphibious ships.
Changes in ship design, standard operating procedure, equipment, and craft mandate nearly
continuous update of this manual. Proposed changes should be submitted via the Immediate
Superior in Command (ISIC) to the Type Commander (TYCOM) for change or addition in the
next revision.
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CHAPTER 1
GENERAL WELL DECK SAFETY
100. Safety. Wet well operations may take place pier-side, at anchor, or underway. Regardless
of location, wet well operations are potentially dangerous to personnel, craft, and equipment.
Well deck ballasting, de-ballasting, and craft launch and recovery operations require a high
degree of coordination and precision, leaving little room for personnel error or equipment failure.
Therefore, safety considerations are of paramount importance and all personnel involved in these
operations must be constantly alert to identify and report unsafe conditions. Additionally, Well
Deck Control Officers (WDCO) must ensure that assigned safety observers are present
throughout well deck operations; are qualified in the positions they are observing; are assigned in
sufficient numbers to observe all aspects of the operation; and are able to quickly communicate
any unsafe condition or practice to the control station. If an unsafe condition arises, the
evolution must be suspended and immediate action taken to rectify the problem and prevent
reoccurrence. Any team member may use their life jacket whistle to indicate an emergency or
developing unsafe condition. This chapter provides a summary of safety precautions to be
followed during wet well operations in order to reduce the potential for injury to personnel or
damage to equipment, craft, and machinery. Safety precautions for conducting LCAC operations
are addressed in the LCAC Safe Engineering and Operations (SEAOPS) Manual.
101. General Well Deck Safety
1. A thorough safety and operations brief will be given to all assigned personnel concerning the
upcoming evolution, specifying their duties and responsibilities and applicable safety precautions
and procedures. Tables 5-2, 5-3, 5-4, and Figures 8-1 and 9-1 provide the minimum basic
equipment requirements for embarking and debarking landing craft, cargo and assault vehicles.
2. Once Condition 1A is set, ensure all personnel don and maintain proper battle dress. Proper
battle dress consists of an authorized personal flotation device with a whistle and light, protective
headgear, hearing protection as appropriate, long sleeve shirt, trousers tucked into socks or boots
or bloused, and steel-toed foot gear. The use of auto inflated life preservers is authorized. The
Petty Officer-In-Charge (POIC)/Ramp Marshal will wear yellow helmets or cranials and may
wear yellow auto inflated MK-I life vests for ease of identification. Safety observers will wear
white helmets or cranials and white lifejackets. Personnel involved in well deck operations will
remove all jewelry, gloves, key rings, or objects hanging from belts or pockets which may
become dislodged and fall or hamper an individual’s timely and safe performance of duty.
During night operations all personnel in the well deck will wear a green light or chemlight.
3. Ensure well deck plenum doors are open if equipped and all well deck ventilation blowers
are operating at full power for 45 minutes prior to, during and 45 minutes after operations.. The
accumulation of carbon monoxide and other toxic fumes is of primary concern but vehicle
exhaust also affects visibility. Telltales will be rigged on all ventilation ducts to indicate the
direction and volume of flow.
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NOTE: In the event that well deck ventilation is degraded, operations can continue based on an
approved Departure from Specifications (DFS) from Commander, Naval Surface Forces
(COMNAVSURFOR).
4. Use of standard terminology and proper telephone and radio procedures when
communicating between control stations is required. Standard terminology eliminates confusion
and ambiguity even in the most stressful and difficult situations.
5. Only authorized personnel are allowed in the well deck, well deck control, catwalks, ballast
control station, or wing walls during well deck operations.
6. Establish a preferred method of loading and off-loading landing craft crews (e.g. via the
craft's ramp in a dry well). Craft crews will not embark or debark craft from rung ladders or
batter boards.
7. Ensure all ballasting and de-ballasting operations are conducted strictly per Ballasting
Operational Sequencing System (BOSS) and Engineering Operational Sequencing System
(EOSS) procedures and per the ship's ballast bill. Shortcuts for use in high-volume operations or
short-notice evolutions are prohibited without the approval of the Commanding Officer (CO).
8. Ensure loose gear is properly stowed and secured to prevent fouling of craft screws, chafing
of lines, or personnel trip hazards. Particular attention should be given to synthetic decking,
which should be inspected after every evolution for possible damage which could result in the
decking coming up fouling screws or foreign object damage (FOD) hazard.
9. Ensure communications between the WDCO, Ballast Control Officer (BCO), Debark Control
Officer (DCO), and the Officer of the Deck (OOD) are established early and maintained
throughout the evolution. Redundant means of voice communication will always be a benefit,
especially when conducting multi-ship evolutions where radio frequencies are at a premium.
10. Identify and assign only qualified personnel to operate or direct rolling stock if necessary to
load or off-load landing craft in the well deck. To afford better control, visibility, and more
power, fork trucks will climb all ramps driving forward and drive down all ramps in reverse
when carrying a load. No vehicles, regardless of use, will be ungriped, started, or moved without
the WDCO or Combat Cargo Officer's (CCO) permission. All material handling equipment will
be secured with brakes and lashing when the operator is not with the equipment.
11. Coordinated flight and well deck operations are authorized for all classes of amphibious
ships. It is the DCO’s responsibility to ensure that during these evolutions all efforts are made to
reduce the incidence of low-level overflight of landing craft by aircraft. Rotor or jet wash can
damage exposed cargo and vehicles, injure boat crews, and cause difficulties in craft handling
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during the critical phases of launch and recovery. Aircraft should not be allowed to approach or
operate near the stern of the ship during wet well operations unless their movement is
coordinated with WDCO through the DCO.
12. Passengers in assault craft will remain in the craft until directed to debark by the POIC. Craft
crews in a forward nest of craft will be positioned in the well deck while the after nest is being
recovered or launched (weather conditions may require the partial closure of the stern gate). All
personnel in assault craft must be in battle dress and wear authorized personal flotation devices.
13. Safety observers and line petty officers will ensure line-handlers tend lines a minimum of 24
inches from T-bitts. All line-handlers will wear inherently buoyant life preservers.
14. Ensure landing craft lower masts, radar and radio antenna, light posts, and dog all watertight
doors and hatches prior to entering or operating in the well.
15. Before operating landing craft in the well, all wing wall cleats and bitts will be clear of
obstruction.
16. Under no condition will the external draft of the ship aft be permitted to exceed that point
where seawater can rise through the "ballast tank vent valves" and into the vent air piping.
Sufficient overhead room for a light-loaded LCU to enter the well is also a consideration in
deciding maximum allowable draft.
17. At no time will the ship maneuver while craft are alive in the well or operating near the sill.
18. The following will be enforced to reduce the threat of fire hazards:
a. Properly stow and protect all combustibles.
b. Prevent the stock piling of excess or unauthorized flammable materials in landing craft or
the well deck.
c. Inspect and test operate installed fire extinguishing systems after repairs.
d. Educate all well deck and landing craft personnel in the reduction of fire hazards and
perform frequent fire drills.
e. When flammable liquid leaks occur, immediately secure operations in the well, isolate
the leak, contain the spill, and begin clean up. Operations should not be continued until the
hazard has been removed.
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f. Ensure organic firefighting equipment on all craft is in good operating condition and
crew members are familiar with proper operating procedures.
g. Ensure hatches and fittings are secured when not in use.
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CHAPTER 2
BALLASTING AND DE-BALLASTING OPERATIONS
Ref:
(a) OPNAVINST 5090.1E
(b) Naval Ship’s Technical Manual 079
(c) Naval Ship’s Technical Manual 593
(d) COMNAVSURFOR/COMNAVAIRFORINST 3530.4F
(e) Engineering Operational Sequencing System (ship specific)
(f) Ballast Operating Sequencing System (ship specific)
200. Background. This chapter specifically addresses the safety precautions associated with
ballasting and de-ballasting the ship. Effective ballasting enables the efficient and safe
embarkation or launch of small boats, conventional landing craft, amphibious vehicles or
LCACs. The contents of this chapter and Appendix C are written with the LSD 41 class in mind
and if not applicable, should be tailored prior to implementation.
201. General. The clean ballast system is designed and normally used to ballast and deballast ships to increase or decrease draft, list, and trim. Primarily for wet well operations, it also
supports ballasting for stability and damage control. In general, the normal ballasting procedure
is to gravity flood ballast tanks below the third deck, and fill the ballast tanks above the third
deck (if installed) using the firemain. The well deck is flooded by opening the stern gate and
well deck drains when the deck is below sea level. The normal de-ballasting procedure is to
gravity drain the ballast tanks above the third deck and to empty the tanks below the third deck
by pumping, eductors, or blowing them clear of water with low pressure air.
202.
The Principal Conditions of Operation
1. Phase I – Operating Condition. The ship is at the draft which affords the best stability. This
condition is dependent on quantities of cargo, fuel, ammunition, water, supplies, and troops
embarked. This condition is also referred to as steaming draft. Prior to conducting well deck
operations, the ballast detail may start filling supplemental ballast tanks with firemain prior to
commencing ballast operations.
2. Phase II – Ballasted Condition. Prior to conducting well deck operations the ballast detail
may start filling supplemental ballast tanks with firemain prior to commencing ballast operations
required. The depth of water available in the well during this condition is dependent on the ship
class and the evolution being conducted but in general is sufficient to operate all types of landing
craft including LCUs. The term "steep wedge" refers to a ballasted condition which generally
applies only to the LSD 41 class which provides a dry well forward and eight feet of water at the
sill. A steep wedge is useful for conducting limited wet well operations while protecting cargo
or vehicles in the forward section of the well deck from salt water damage. A steep wedge does
not normally allow large craft, such as LCU, to have a dry ramp.
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203.
Requirements
1. All ships capable of ballasting will have a comprehensive ballast bill, which defines
personnel assignments and responsibilities, equipment and procedures, communications
procedures, and precautions during ballasting operations.
2. A pre-ballasting brief will be conducted with the CO, Executive Officer (XO), OOD, DCO,
WDCO, BCO, CCO, Engineer Officer (EO), Damage Control Assistant (DCA), and all other
qualified personnel assigned to key positions. The brief will, at a minimum, include the
following:
a. The current distribution of the ship's liquid load and what liquid management procedures
will take place before the start of ballasting. If redistribution of the ship's liquid load is required
before ballasting down for well deck operations, it is essential to allow sufficient time to
complete the transfer prior to the well deck evolution.
b. The status of all ballasting equipment including pumps, air compressors, valves,
controllers, and associated equipment.
c. The status for conducting ballast water exchange (BWE) operation per reference (a). For
clarification and guidance, review reference (c).
d. The sequence, number, loading, and type of craft and equipment to be embarked or
debarked.
e. The type and quantity of cargo to be moved ashore or brought aboard.
f. The target depth of water at the sill to which the ship will be ballasted for each segment
of the evolution. A list of ballast tanks to be filled or emptied during each segment of the
evolution. The material status of tanks, indicators, and ballast control equipment.
g. The personnel requirements for the main and supporting equipment stations and other
ship evolutions which impact on the ballasting operation.
h. The maximum draft and minimum depth of water when ballasted.
3. The CO will continually be informed of the progress and status of well deck operations.
4. Ballasting will be done only at Condition 1A unless the CO has approved procedures which
allow ballasting under modified Condition 1A or a specific ballasting detail.
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5. The WDCO will have overall control of the ballasting operation with the Ballasting Officer
(BO) reporting directly to the WDCO for proper ballast control. Once ballasting operations
begin, the WDCO will keep the DCO informed of depth of water at the sill.
6. Normal communications will be by sound-powered telephone or interior voice
communication system (IVCS). Communication will be maintained continuously between the
Bridge, Debark Control, Well Deck Control, and Ballast Control. Additionally, Man-On-theMove (MOMS) radios will also be used (emissions control (EMCON) permitting) for LCAC
operations. Other wireless systems (e.g., HYDRA) may be used if installed. All personnel
involved in ballasting will be familiar with, and will use, the standard terminology listed in
Appendix A.
7. Liquid load management procedures must be put in place for fuel and water to minimize the
number of partially loaded tanks, reducing free-surface effect. Before starting well deck
operations, verify the liquid load and take action to consolidate tank loading if necessary.
204.
Responsibilities
1. DCO. The DCO is responsible for the safe and effective coordination between the Bridge,
Combat Information Center, and Well Deck Control during the execution of amphibious
operations, and for any other duties prescribed by the CO. The DCO will keep the CO via the
OOD fully informed of the status of amphibious operations, and will immediately report any
casualties or incidents which may impact the timeline of operations. The DCO, when authorized
by the CO, will direct the employment of assigned boats and landing craft and direct the OOD to
maneuver as required to ensure the safe launch and recovery of those units. The DCO will stand
watch in the Debark Control Center or the Bridge, depending on ship's configuration. Well deck
evolutions and the associated navigation of the ship during launch and recovery operations are
complex by nature; therefore it is imperative a clear division of responsibility exists between
control stations during condition 1A. Per reference (d), "the XO will assist the Navigator and
Navigation Team during all restricted water transits unless otherwise directed by the CO. The
XO will review the navigation brief, and, on surface force ships, the charts and route plans (e.g.,
Track Data Sheet, ECDIS-N Navigation Plan) for completeness as outlined in Appendix B of the
NAVDORM.” Therefore, the XO should not be specifically assigned as the Debark Officer.
The Debark Control Officer must be a Limited Duty Officer (LDO), Chief Warrant Officer
(CWO), or Surface Warfare Officer (SWO) qualified officer who has completed the required
personnel qualification standards (PQS) 43220 (series) and is designated in writing by the CO.
2. WDCO. WDCO supervises all well deck operations. The WDCO is responsible for the safe
handling, embarkation and debarkation of all boats, vehicles, and personnel in the well deck.
The WDCO will monitor and report the level of the water in the well deck to the BO and the
DCO, and direct the operation of the stern gate as pre-briefed. The WDCO reports directly to the
DCO.
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3. BO. BO, normally the DCA, is stationed in ballast control. The BO supervises the actual
ballasting and de-ballasting operations and provides the wet well conditions as specified by the
WDCO in the pre-ballast brief. The BO will:
a. Ensure the safe operation of all ballasting equipment including the control console,
valves, and pumps. The BO will ensure all ballast tank accesses are closed and secured, and all
applicable tag outs, DFS, and Temporary Standing Orders (TSO) are considered in the ballasting
plan.
b. Maintain direct communications with the WDCO and keep the WDCO advised of the
approximate time required for the various ballasting operations.
c. Be familiar with the technical manuals for the operations of the ballasting system, and
ensure personnel assigned to operate systems are qualified in accordance with the applicable
PQS.
d. Be familiar with the capacities and limitations of the ballasting system, and monitor the
status of all tanks and the material condition of all parts of the system.
e. Be proficient in calculating stability data and in using functions of form and liquid
loading diagrams.
f. Maintain direct communications with topside lookouts who will keep watch for any fuel
or other hazardous material leakage into the water during ballasting operations.
4. OOD. The OOD will obtain permission from the CO to commence ballasting operations.
a. The OOD must keep all stations aware of the ship's maneuvers or evolutions which could
affect ballasting operations and embarkation/debarkation of the vehicles and craft.
b. Use bridge and aft lookout when underway or post topside lookout in best position to
observe any fuel or other hazardous material in de-ballasting water.
5. The EO is responsible for the maintenance and upkeep of all engineering equipment
associated with ballasting.
6. The First Lieutenant or CCO, if assigned, is responsible for the planning of safe cargo,
vehicles, and personnel onload and offload.
205. Considerations. The depth of water at the sill and the type of wedge required for an
evolution are determined using the following factors:
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1. The number, type, and loading of vehicles and craft to be embarked or debarked and the
effect on the ship's draft by gain or loss of their combined weight.
2. The sea state, wind, and size and direction of swells. Heavy swells have a tendency to push
boats further into the well deck than desired. Cross swells cause craft in the well deck to lose
control and should be minimized by creating a lee in the well by maneuvering the ship. While
anchored, most conditions of heavy swells can be minimized by using the ship's engines to keep
the head into or within a few points of the swells. Close and continuous coordination between
the DCO, OOD, and WDCO is essential.
3. Frequent adjustments to the ballast condition may be required to optimize the depth of water
in the well for the evolution or type of craft in operation. Example: An LSD 41 is embarking
four LCMs in married nests of two each in a rough well. The proper procedure is to bring the
first nest in to the forward spot and ground them quickly. The stern gate is then raised and deballasting commences. The second two LCMs are directed to stand off until the ship is deballasted. When they are called into the well, the de-ballasted condition allows for a quick
grounding and securing of the craft. This procedure is much safer than bringing in the second
nest immediately after the first and holding the first nest in place with lines while the ship fully
de-ballasts.
206.
Precautions
1. Water in any fuel oil tank that returns after a stowage tank is stripped could be a result of
structural damage. Immediately report presence of water in fuel oil stowage tanks to the Main
Propulsion Assistant, DCA and Chief Engineer, and aggressively pursue the contamination
source. All ballast tanks sharing a bulkhead with fuel oil tanks, and ballast tanks with fuel oil
piping transiting them will be tagged out of service until the source of contamination is
determined.
2. Safety precautions must be taken (i.e., warning signs posted, observer stationed at accesses,
use of two-man rule) when manning air compressor rooms while compressors are in operation.
Failure to properly align ventilation could result in a vacuum formed in the de-ballasting
equipment room and could result in damage and/or personnel injury or death.
3. Special precautions must be taken on the LSD 41 class when ballasting with the water barrier
raised. A watch, normally from engineering, will be posted forward of the barrier, with
communications with ballast control, to watch for flooding forward and possible damage to
equipment in the forward part of the well.
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CHAPTER 3
OPERATIONS OF THE STERN GATE
300. General. The stern gate provides ready access to the well deck during amphibious
operations and protects the contents of the well deck from wind and weather. The stern gate is
raised and lowered by hydraulically-operated equipment. The power unit generally consists of a
reservoir, two main pumps, two hand pumps for use in the event of power loss, and a hydraulic
manifold (valve block) with directional, check, and counterbalance valves. These components
are connected through high pressure piping. The power unit supplies pressurized hydraulic fluid
for operation of hydraulic rams which cause the gate to open or close. Typically, two electric
motors each drive a vane type, constant volume pump which draws fluid from the reservoir
through suction strainers, located in the reservoir. The fluid is discharged from pumps, through
check valves, to relief valves which limit the system pressure to prevent damaging system
components by overpressure. The relief valve is connected to the system so fluid normally
passes from the check valve, through the horizontal passage of the relief valve, and on to the
manifold. The large vertical passage at the bottom of the valve is connected to the reservoir.
The purpose of the valve block is to control the direction of fluid flow to the hydraulic cylinders
for opening and closing the gate and to maintain control of the gate when it is fully or partially
open and is being acted upon by sea forces. During opening and closing operations, the valve
block is operated by a remote control receiver, which receives a signal from the remote control
transmitter, located at the control station. For class-specific stern gate operation, configuration,
and emergency procedures, consult applicable technical documentation and instructions.
1. Auxiliary Hydraulic Pump Operations. An auxiliary hydraulic pump may be provided for
emergency operation of the stern gate. When electrical power is lost or both main pumps are
inoperable, a portable low pressure, air-driven motor can be attached to the auxiliary pump to
supply hydraulic pressure. Instead of a portable low pressure motor, a hand pump can be used.
2. Hand-Powered Operations. The differences in hydraulic system line-up for hand-powered
operation vice pump operation are in the flow path from the service tank to the manifold. For
each pump, an isolation valve for pump discharge is located on the outlet side of the relief valve
along with a relief valve return line isolation valve. For hand-powered operations, both of these
valves must be closed. The pump discharge valves are mechanically interlocked to power cutoff switches for the pump motors. Two hand pumps are provided. The pumps may be used
either independently or in parallel. The hand pumps are for use in case of failure of the
electrically-driven pumps.
3. Ram Valving. Bypass valve systems for each ram assembly may be used to lower the gate in
situations when power is not available. The bypass valves isolate the ram assembly from the
main hydraulics system. When the bypass valve is opened, the ram assembly inlet and outlet
valves must be secured. The ram assembly may be hydraulically locked in any desired position
by closing the inlet and outlet valves and leaving the bypass valves closed. This procedure
should be used only in the event of failure of the counterbalance valve and emergency situations.
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In the event of battle damage, proper use of the bypass and isolation valves will allow the gate to
be lowered on one cylinder power operation or no power available and on either cylinder.
4. Ram Markings. Both stern gate operating arms will be marked to indicate 45 degree, 90
degree, 10 degree below horizontal, and stop position. Markings will be 6-inch wide white
bands. The 90 degree marking will have a 1-inch black band in the center; the stop marking will
have two 1-inch black bands in the center. To indicate 10 degree below horizontal position for
LCAC operations, a 3-inch yellow band will be used.
Caution: Caution should be taken while raising or lowering the stern gate in conditions greater
than Beaufort scale three during training. This guidance does not supersede tactical employment
guidance of combat craft discussed throughout this publication.
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CHAPTER 4
WELL DECK COMMUNICATIONS
400. General. The success or failure of any operation is keyed to the level of expertise in
planning and communications. Amphibious operations are complex by nature and span every
phase of command, communication, and control spectrum. Accordingly, each officer and crew
member must be trained and prepared to use all available communications systems. Adding to
the complexity of effective communications during assault craft operation is the inherent high
level of noise from ventilation and engines in the well deck. The noise level dictates uniformity
in procedures and communications during these operations. Three primary methods of
communication are available: visual (hand and arm signals, lights and flags), general
announcing systems and bull horns, and sound-powered telephone circuits and radio
communications.
401. Procedures. Specific general announcing systems or sound-powered circuits are not
designated for well deck operations; different circuits are utilized on different classes of ships.
In general, the following communications systems are used for the specified operations:
1. Launch and recovery of landing craft. Flags are used during daylight hours only; red and
green wands are used at night or in reduced visibility in conjunction with the red and green
traffic control lights attached to the ship. The flags and signaling devices to be used are:
a. Signal flags:
(1) Red size six speed pennant. Fly 24-inch in height and hoist 51-inch across.
(2) Green 3-feet by 3-feet cloth flag.
b. The well deck traffic control lights, signal flags, signal wands will be prominently
displayed by the well deck signalman as far aft on the wing wall as possible. The signalman will
abide by the following:
(1) The green signal flag or wand will be hand held and waved continuously indicating a
green or ready well. At night the green wand can be confused with the green chemical lights
worn by personnel in the well so signals should be exaggerated.
(2) The red size six speed pennant or wand will be hand held and held motionless
indicating a red or unready well.
(3) The red and green signal wands will be used in conjunction with the traffic control
lights during night or foul weather operations.
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(4) Neither red or green flags nor red or green signal wands will be displayed
simultaneously from the wing wall.
2. Loading and unloading of vehicles and cargo from landing craft and controlling the
movement of Amphibious Vehicles (AV) is accomplished by hand and arm signals. When
backing vehicles in the well deck it is imperative that two traffic controllers be used (one
forward, one aft) with the aft controller being in charge of the situation. The forward traffic
controller is to be used only as a reference for the vehicle driver, and is to relay the mirror image
of the signals being given by the aft traffic controller with the clear line of sight. Amber lighted
wands will be used at night or in reduced visibility for controlling craft in the well deck. At no
time should the traffic control man walk backwards and if either traffic control man loses sight of
the other then all movement will stop. Special care must be used when traversing ramps or
inclines, which requires one signalman at the top and bottom of the ramp or incline. At no time
will a signalman be on the ramp or directly in the path of a vehicle.
3. On ships, either sound-powered telephones or IVCS are the primary means of
communications between all controlling stations. The general announcing system and depending
on the EMCON condition hand held radios may be used in emergencies as a secondary means of
communications.
4. All personnel including craft and amphibious vehicle crews will be trained in standard
terminology per Appendix A. Clear and concise communications between control stations are
paramount to safe well deck operations and vital during emergencies.
5. Well Deck Day and Night Traffic Control Visual Signals are illustrated as follows:
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CHAPTER 5
EMBARKING AND DEBARKING LANDING CRAFT
Ref:
(a)
(b)
(c)
(d)
OPNAVINST 5090.1E
Naval Ship’s Technical Manual 079
Naval Ship’s Technical Manual 593
COMNAVSURFPAC/COMNAVAIRPAC/COMNAVAIRLANT/
COMNAVSURFLANTINST 3530.4F
(e) Naval Ship’s Technical Manual 584
(f) NAVSEA DWG 634-4800892
500. Purpose. Well deck loading is the movement to or stowage of assault craft and
amphibious vehicles in the well deck. The danger of salt water damage normally prevents
stowage of items other than assault craft and amphibious vehicles in the well deck. Well deck
loading and unloading may be accomplished while the ship is pier side, in a protected anchorage,
or underway. Operational necessity may not allow COs to conduct operations under optimum
conditions. Regardless of locale, weather, or sea state, well deck operations must be viewed as
inherently dangerous operations requiring careful planning and execution. This chapter will
provide loading and unloading guidance for assault craft, amphibious vehicles, and is applicable
to the LSD, LPD, and LHD classes. Tables 5-2, 5-3, and 5-4 provide the basic equipment
requirements. Appendix G provides “go” and “no go” criteria for all craft.
501.
Control of Well Deck Evolution
1. Well deck evolutions are complex by nature; therefore, it is imperative a clear division of
labor exists between control stations onboard ships. Per reference (d), "the XO to be readily
available to assist the CO and Navigator during all restricted water transits and will not normally
be assigned to a specific watch station so that he/she is free to supervise all aspects of the transit.
On all Surface Force ships, the XO is responsible for direct supervision of the Navigator and
Navigation Team unless otherwise directed by the CO." Therefore, the XO should not be
specifically assigned as the Debark Officer. The Debark Officer must be a LDO, CWO, or SWO
qualified officer that has completed the required PQS NAVEDTRA 43220-series, and is
designated in writing by the CO.
2. The DCO is responsible for the safe and effective coordination between the Bridge, Combat
Information Center, and Well Deck Control during the execution of amphibious operations, and
for any other duties prescribed by the CO. The DCO will keep the CO fully informed of the
status of amphibious operations, and will immediately report any casualties or incidents which
may impact the timeline of operations. The DCO, when authorized by the CO, will direct the
employment of assigned boats and landing craft and direct the OOD to maneuver as required to
ensure the safe launch and recovery of those units. The DCO will stand watch in the Debark
Control Center or the Bridge, depending on ship's configuration.
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3. The WDCO is in charge of all well deck operations. The WDCO reports to the DCO and
must be designated in writing by the CO and have completed all PQS requirements through
WDCO.
4. The BO and Ramp Marshal or POIC are responsible for carrying out the instructions of
WDCO.
502.
Planning and Preparation
1. Prior to commencing any well deck evolution, a detailed brief will be given to the CO and
conducted 12 to 24 hours prior to the evolution. Attendees will include the DCO, WDCO, BCO
and key well deck and bridge personnel. A Well Deck Safety Officer will conduct a safety and
procedural brief on station prior to the evolution with the entire well deck watch team. The First
Lieutenant (1st LT) and ship’s Bos'N will ensure these briefs are conducted prior to every
evolution. The brief will include as a minimum:
a. The requirement for complete battle dress, inherently buoyant or auto inflatable life
preservers, safety shoes, protective head gear, and hearing protection.
b. The sequence of planned or anticipated well deck evolutions including the removal of
hotel services, shoring, cargo, and vehicle tiedowns.
c. Expected conditions in the well when the ship is on station including swell and depth of
water at the sill.
d. Ship's speed.
e. Communications circuits, signals, and standard commands.
f. Anticipated craft orders after entering or when alive in the well.
g. Line handling intentions.
h. Man overboard or man in the well procedures.
i. Procedural changes at darken ship (if applicable).
j. Depth of water in area of operation taking into consideration squat, and draft when
ballasted.
2. All communications systems will be tested prior to commencing any well deck evolution.
These systems include sound-powered telephone circuits, general announcing circuits, powered
megaphones, radios, and ship's telephone.
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3. The ship's ballasting bill is the primary reference for determining the proper depth of water in
the well to meet operational requirements. Sea state and cargo stowed in well are major factors.
4. Ensure positioning lines are properly made up. Spare positioning lines will be readily
available, on station, for emergent use. Lines will be used for all well deck positioning lines and
braking lines per ship-specific Naval Ship’s Technical Manual and Allowable Equipage List
(AEL). Using line phased replacement plans or PMS, ensure all lines are replaced with doublebraided, nylon lines. LCU line size for mooring and stern gate marriage specifics will be per the
Ships Specific Assault Landing Craft Handling, Support Services, and Load out Facilities
System manuals.
5. Test traffic control lights and engine order light display.
6. Ensure all red and green signal flags and wands are on station and well deck control lights
are tested.
7. Ensure that all well deck vent plenum doors are open if equipped and that all well deck
ventilation blowers are operating at full power for 45 minutes prior to, during, and 45 minutes
after operations.
8. Ensure all personnel working in the well deck are in proper battle dress including an
inherently buoyant or auto inflatable life preserver and protective helmets are properly color
coded with chin straps.
9. Ensure all wingwall or catwalk cleats and t-bitts are properly color coded (from aft to
forward red, white, blue, yellow and green; repeat the sequence as necessary).
10. While moving vehicles or cargo to or from craft in the well, ballast and adjust lines as
necessary to ensure craft are grounded in the well. No movement of personnel or vehicles is
authorized until the craft is sufficiently grounded to reduce the possibility of damage or injury.
11. General Craft Preparations
a. Before the evolution, conduct radio checks on the primary and secondary radio control
frequencies. Difficulties in establishing communications while craft are in the well are often
symptoms of antenna masking or equipment problems. When circuit testing is conducted prior
to the evolution, technicians have the opportunity to trouble shoot the problem prior to launch. If
still unable to establish communications in the well, conduct radio checks when the craft departs
the well.
b. Secure all gear adrift above and below decks.
c. Ensure embarked personnel, not assigned as crew, are given a safety brief.
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d. Ensure all craft are equipped with current navigation, approved beach survey
hydrographic survey and tide information for the operating area. This information should be
included in the craft's boat book.
e. Ensure all gripes are removed and stowed.
12. LCU Specifics
a. Lower the mast, radar dome, search light, davit, jack staff, and railings which extend over
17-feet 9-inches above the keel (all items must be lowered to the same level as the conning
platform).
b. Ensure any cargo or vehicles embarked do not exceed the height of the conning platform.
c. Ensure all motor gas (MOGAS) containers are properly secured in jettison-able racks
topside or with direct access to over-the-side jettison.
d. Ballast craft to minimize list and trim.
e. Ensure all internal navigation equipment is operating correctly.
13. LCM Specifics
a. Ensure the coxswain flat is clear of lines and gear which pose a trip hazard.
b. Secure the mast and radio antenna.
c. Ensure the compass is operating correctly.
14. Refer to chapter 14 for INLS specifics.
15. Planning for an Underway Launch. Navigation and environmental factors including water
depth are the greatest factors to be considered when planning an underway launch. The launch
should avoid large variations in water depth, especially in depths less than 100 feet. When
conducting underway launches in 60 feet of water or less, significant squat will occur at ship's
speed in excess of 10 knots. Squat will cause abrupt changes in draft when passing over willow
areas. Squat not only affects the ship but also assault craft crossing the sill. In some cases, squat
will double when increasing speed from 15 to 20 knots.
503.
Wet Well Operating Procedures
1. Set Condition 1A. The WDCO will immediately man the well deck control station and
commence review of the wet well operations checklist. The line petty officers (one per pair of
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lines at a minimum) will check their line handling stations to ensure that they are properly
manned, personnel are in full battle dress, and lines are on station, faked out, and free for
running.
2. Once ballasted to the sill, open the stern gate to a 45-degree angle and continue ballasting to
the required depth listed in Appendix G. This allows for the gradual flooding of the well vice a
surge if the stern gate was opened after ballasting was complete.
3. Lower stern gate to the stops when ballasted to proper depth.
4. Keep a favorable heading for embarking and debarking craft (normally into the seas).
5. Ensure assault craft set "ZEBRA" main deck and below prior to entering or exiting the well.
6. Make maximum use of control lines in conjunction with the craft’s engines to position craft.
7. While craft are waterborne, all lines will be manned. It is extremely important to ensure an
adequate number of personnel are standing by lines in the event the craft shifts position before
grounding. Two line-handlers per line are required to man the lines when launching or
recovering craft until the craft is grounded in the well.
8. When the landing craft are in position and the well dry, craft should be immediately secured
for sea per reference (f).
9. The DCO will be kept abreast by the WDCO of the movement of assault craft in or near the
well.
504.
LCM Operations
1. Embarking
a. LCMs may be embarked individually or married in pairs. Craft will be called in by
signal flag or by light as appropriate.
b. Line handling sequence:
(1) Number 3 lines are passed around the forward outboard bitts or cleats on the craft as
soon as practical after the craft crosses the sill. Number 3 lines are tended as required for
positive control from the wing wall catwalks. These lines should fairlead aft from the craft
controlling the forward movement of the craft. If the number 3 line misses, immediately pass the
number 4 line.
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(2) The craft are maneuvered in the well using a combination of line handling and engine
and rudder orders. The craft should use its engines, for forward and aft movement, until properly
positioned.
(3) Once the craft is in position, secure line three while keeping craft's engines going
ahead.
(4) Pass over lines 2, 1, and 4 as displayed in figures 5-1 and 5-2.
c. The Stern gate may be raised to 45 degrees to minimize wave action.
2. Debarking
a. Debark craft individually or in nests, using the positioning lines to keep craft under
positive control. Craft engines should not be started until ballasted to ensure proper engine
cooling.
b. Once the craft is afloat, and ready for debarkation, cast off Lines 1, 4, and 2.
c. As the craft backs out, take slack out of Line 3.
d. Once Line 3 is up and down, cast off.
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Figure 5-1. Line Handling Sequence for Married LCM 8
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Line 1
Line 2
Line 3
Line 4
Figure 5-2. Line Handling Sequence for Single LCM 8
505.
LCU Operations
1. Embarking
a. LCU can only be embarked individually. The depth of water in the well deck should take
into account the maximum draft of the LCU to ensure there is adequate water beneath the keel to
prevent damage to the craft. 18 inches beneath the keel is normally considered sufficient.
WDCO will contact the craftmaster to obtain the craft’s current draft. When multiple craft are
being operated together outside the well, those not embarking or debarking will stand off at
greater than 500 yards to avoid impeding the maneuvers of the ship or the craft operating in the
well.
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b. Once an LCU is embarked in a well, the ship is responsible for providing berthing to
landing craft crew. Berthing is not permitted on the craft in the well deck while embarked.
c. Line Handling Sequence:
(1) Lines will be set up on the port and starboard wing walls adjacent to a predetermined
position of the LCU. Line 4 will then be walked aft from cleats and bitts from which the line
will be tended and passed around the forward bitts of the LCU immediately after the LCU bow
crosses the sill. Line 2 is then tended as required for controlling forward movement of the craft.
(2) The craft is moved forward using its engines until number 4 lines can be passed to the
after bitts.
(3) Pass over lines 1 and 3 as indicated in Figure 5-3.
(4) As the craft moves forward to a predetermined position the lines can be shifted
forward. Care must be taken to make sure that only one pair of lines is shifted at any given time.
(5) When the craft is in position and no longer live in the well, the stern gate may be
raised to 45 degrees to minimize wave action and commence de-ballast.
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2. Debarking
a. The depth of water in the well deck should take into account the maximum draft of the
LCU to ensure there is adequate water beneath the keel to prevent damage to the craft. 18 inches
beneath the keel is normally considered sufficient. When the LCU is afloat and ready to be
debarked (alive and green well is given), cast off lines 1 and 3.
b. As the LCU backs out, work the slack out of the number 2 and 4 lines. When the lines
are up and down with the wing wall cleats and bitts, cast them off and let the LCU proceed out of
the well deck.
c. Once the craft crosses the sill and is clear, all lines will be made up for recovery unless
LCAC operations are imminent.
506.
LARC V Operations
1. The LARC V is an aluminum-hulled, four-wheel, amphibious vehicle used by Beach Master
Units (BMU), Naval Beach Unit (NBU) or Beach Party Team (BPT) for salvage operations in
shallow water, surf zone, and beach. The LARC V is capable of operating from a wet well but
extreme care must be taken to prevent bumping by other craft. Every effort must be made to
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ensure the LARC V is pre-boated whenever possible. The LARC V is subject to severe hull
damage and flooding if not properly controlled in the well. The loss of one LARC V seriously
degrades the salvage capability of the BMU.
2. LARC-V Go and No-Go Criteria. The following information is provided to help decision
makers plan a course of action when LARCs are used during open ocean operations. The LARC
V possesses very little freeboard and is therefore not as seaworthy as other water craft. The
LARC crews’ height of eye produces a visual horizon of only 2.9 nautical miles (NM), and
therefore it should not be launched from beyond five NM from shore for training, or 10 NM from
the shore in wartime. Additionally, LARCs will remain in visual contact or radio contact at all
times. As a quantitative value for open ocean launches and transits, the following information
will be as closely adhered to as possible keeping prudent seamanship skills in mind:
NOTE: Launching LARCs and keeping them waterborne or loitering while waterborne for
prolonged periods of time should be avoided. This increases crew fatigue and may impact
combat effectiveness. LARCs will be launched in pairs or in company with another craft acting
as a safety boat.
a. GO:
(1) Transit Distance – Ship to shore transit will not exceed five NM during daylight hours
(four NM during night or in conditions of low visibility) under training conditions.
(2) Ocean current – less than four knots.
(3) Swell height – less than six feet.
(4) Chop height – less than four feet.
(5) Wind speed – less than 25 knots if combined wave height is less than 3 feet.
b. NO GO:
(1) Transit Distance – distances greater than five NM (four NM at night or in conditions
of low visibility). If water depth prevents the launch of LARC within these parameters, a
thorough Operational Risk Management (ORM) analysis will be conducted and the final decision
on launching the LARC rests with the OTC.
(2) Ocean current – greater than 4 knots.
(3) Swell height – swell heights greater than six feet or any combination of chop and
swell heights greater than six feet.
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(4) Chop height – chop height greater than four feet regardless of swell height.
(5) Wind speed – wind speed greater than 25 knots regardless of wave height.
3. Embark and Debark of LARC V
a. During embarkation, LARC V can be brought into a well with four feet of water at the
sill, depending on sea conditions and, provided there are no other craft alive in the well. With
the stern gate lowered to the stops, the LARC V is less susceptible to damage. Once the LARC
V is in land drive, it can maneuver as any wheeled vehicle. When operational commitments
allow, LARC V should be brought into the well first to reduce the chance of bumping with other
craft. If the LARC V is brought into a wet well with boats already in the well, the boats must be
grounded to prevent damage to the LARC.
b. During debarkation of LARC V, the well should have no more than four feet of water at
the sill and the stern gate lowered to the stops. This allows the LARC V to remain in land drive
and drive down the well deck and launch as it crosses the sill. The LARC V should be launched
individually.
c. During the embarkation or debarkation of LARC V, steadying lines should be used only
in extreme sea states and at the discretion of the WDCO and LARC V Commander. Extreme
care should be taken when using steadying lines, since they restrict the LARC V's ability to
maneuver and may foul the craft’s propellers if improperly tended.
d. Although LARC V is amphibious, they should be treated as boats during well deck
operations. The ship must use proper flag and light signals when directing the LARC V to enter
or exit the well.
e. The underway launch of LARC V is extremely dangerous and not recommended.
Although amphibious, the LARC V is not designed to enter the water at speeds in excess of five
knots. LARC V has limited watertight integrity and cannot be subjected to submersion as AAV7
Family of Vehicles (FoV) can. If an underway launch is absolutely necessary, avoid ship speeds
exceeding four knots. The draw of the ship's propeller wash at greater speeds will cause the
LARC V to submerge after clearing the sill and sink.
f. The ship retains responsibility for the operation and safety of LARC V within the ship,
however, the BPT Commander is generally more experienced in the capabilities of the vehicles
and should be consulted and make positive recommendations to the ship to prevent any
difficulties in launching or recovering a LARC V.
4. Securing LARC V in the Well of LPD/LSD Class Ships
NOTE: The LARC V will be embarked and stowed per Fleet Sevice Bulletin No. LV19001R1.
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a. The best method of securing and releasing lashing gear is as follows:
(1) Placing the lashing:
(a) Engage the end fittings to the ship’s deck and the craft or lashing provision.
Adjust the chain bridle to put the toggle mechanism in a favorable position.
(b) Secure the safety hook or grab link.
(c) Open the handle of the toggle mechanism and pass the end of the beaded
wire rope through. Initially adjust it by placing as many beads as possible through the jaw of the
toggle mechanism frame.
(d) Swing the handle closed and push the handle lock into place.
(e) If the handle will not close, remove one bead at a time and try again until it
does.
(f) If a lashing slacks off because of loss of air in the tires of or shifting of the
craft, it should be re-tensioned using the high tension unit.
(2) Removing the lashing:
(a) Be sure the craft will not move when the lashing is removed.
(b) Open the quick-release hook on the locking device and the handle of the
toggle mechanism on a lower capacity lashing.
(c) Take the required precautions to prevent loosened gear from injuring hands or
feet.
507.
LARC-V A1/A2 Lashing Arrangement
1. General. The 10-lashing configuration will be used on the LCU main deck for all host ships
(LHD 1, LSD 41, LSD 49, and LPD 17). The lashing gear will be 15,000-pounds and 17,000pounds MBS.
a. The lashings described in Table 5-1 will develop their rated capacity only if they are
placed and secured correctly. Lashing efficiencies vary from 50% to 70% with lashing angles up
to 60 degrees for a 15,000-pound and 17,000-pound lashing set-up.
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b. The chafing gear described in Table 5-1 will be required on pressure point locations and
chain loops using bent hooks chain extensions are used to ensure equipment damage is avoided
during craft stowage.
Lashing Gear Capacity
Type
Part Number/ NSN No.
15,000 pounds MBS
Chain
15MTC/1748
17,000 pounds MBS
Chain
17MTC/802A
NSN 3990-01-506-9660
15,000-17,0000 pounds MBS
Bent Hook Chain Assembly
ASC64-1
2 feet length
(up to 2 inch diameter lines)
Chafing
08-HB-02
NSN 5340-01-631-3046
Table 5-1. Lashing and Chafing Gear Used on the LARC-V A1/A2 aboard LCU
2. LCU Lashing Arrangement. The LCU, per the pre-boat plan, allows for two LARC-V
A1/A2s docking spots in the main deck. See Figure 5-5 for lateral and longitudinal restraint
concept. Due to LCU space limitations, it is recommended lateral and longitudinal restraint
distance is obtained on each lashing.
Figure 5-5. Lateral and Longitudinal Restraint Concept
WARNING: The lashing arrangements regardless of craft location with a maximum offset of 15
degrees from the LCU centerline, lashing point distance thresholds and efficiencies on the main
deck of the LCU are depicted on Fleet Sevice Bulletin No. LV19001R1.
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WARNING: User will follow Tables 2 and 3 of Fleet Service Bulletin No. V19001R1 for
lashing gripe types. Lashing gripes will not exceed 17,000 pounds on each tie down station.
Otherwise, severe hull structure damage will occur. User will adhere to a 10-lashing
arrangement. A stronger lashing gripe is not a substitute for more lashing gripes. Otherwise,
severe hull structure damage will occur.
508.
Combat Rubber Raider Craft (CRRC) and Rigid Raiding Craft (RRC) Operations.
Guidance on specific procedures for RRC and CRRC operations are provided in reference
(e).
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CRRC LAUNCH PROCEDURES
OVERVIEW




The boat raid force will be launched by two primary amphibious shipping platforms – the
LPD/LSD/LHD and the LCU
Boat launched (1) at a time off LCU (30 minutes for 18 CRRCs)
Boats launched (3) at a time off LPD stern gate (20 minutes for 18 CRRCs)
(6) boats on an LCAC and 12 Marines
LPD/LSD/LHD CRRC LAUNCH STAGING



CRRCs will be staged in the well deck
Raid force will be staged in order of launch with Bravo Boat first, followed by Wave 3
(assault), Wave 2 (support), and Wave 1 (security)
The Alpha Boat is the last boat to launch
LPD/LSD/LHD CRRC LAUNCH EXECUTION








Ship will be underway at 3-5 knots or stationary
Ship will be headed into the seas
Well deck ballasted to “zero at the sill” with the edge of the stern gate just touching the
water when horizontal
The sea state must be a three or less
CRRCs will be launched (3) at a time
On the command of the launch and recovery officer the first three CRRCs will be moved
to the edge of the stern gate engines first with the transom approximately 18 inches over
the edge of the stern gate
On the coxswains command, the boat team members enter the CRRC
As they embark, the boat team members will man the paddles they have already broken
out during CRRC staging
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







The paddles are then placed blade down onto one of the ribs of the stern gate, with the
outboard hand on the top of the paddle and the inboard hand midway down the shaft.
Boat team members should avoid over or under reaching with their paddle to allow for
maximum push when the stern gate is lowered
After the a-coxswain is positioned in the CRRC, the engine should lowered immediately
When the paddles are deployed, the coxswain makes a final check of all equipment and
indicates to the L/R officer prepared to launch
When all three CRRCs are ready, the L/R officer signals the well deck officer to lower
the stern gate. (Note: For the initial launch, the L/R officer waits for the signal from the
well deck officer that the ship has reached the LP)
As the stern gate lowers, the boat team pushes off using their paddles. As soon as the
engine lower gear case enters the water the a-coxswain starts the engine
If the engine starts immediately, the coxswain will back away from the stern gate. If for
some reason the engine fails to start, the number one position calls cadence and the boat
team will paddle backwards away from the ramp. The boat team continues to paddle
until the coxswain gives the command "paddles in"
Once the engine starts, the coxswain moves to the prearranged assembly point
Once all other CRRCs have been launched, the Alpha Boat remains on the stern gate,
waiting for the ship to reach the IP. As the bow of the ship passes over the IP, the ship's
navigator signals the well deck officer who commences the launch of the Alpha Boat.
The Alpha Boat immediately falls in at the lead of the company wedge and picks up its
initial course
LCU CRRC LAUNCH STAGING


CRRCs will be staged in reverse order on the deck of the LCU (i.e. First CRRC on will
be the last CRRC off)
Standard staging will be the Alpha Boat in first, Wave 1, Wave 2, Wave 3, and the Bravo
Boat as the last boat on for staging
LCU CRRC LAUNCH EXECUTION







The LCU will either be dead in the water or operating at a slight astern propulsion
LCU will have bow pointed into the direction of the seas
The LCU stern will be in the water to protect the bow ramp from swell action
The sea state must be a three or less
CRRCs will be launched one at a time
The craftmaster will give permission for the bow ramp to be lowered to the horizontal
The first boat team (Bravo Boat) moves their CRRC onto the bow ramp stern first with
the transom of the CRRC even with the edge of the ramp
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LCU 93







On the coxswain's command, the CRRC is loaded from the bow to the stern
1.
3.
One's
In
Three's
In
2.
4.
Two's
In
Cox's
In
As boat team members embark, they man the paddles which have already been broken
out during preparation
The paddles are then placed blade down onto one of the ribs of the ramp, with the
outboard hand on the top of the paddle and the inboard hand midway down the shaft to
allow for maximum push when the ramp is lowered
When the paddles are deployed, the coxswain makes a final check of all equipment and
then indicates verbally to the ramp operator "boat ready, down ramp”
The ramp operator will then lower the bow ramp to a sufficient angle to allow the CRRC
to be pushed off with paddles. As the ramp is being lowered, the coxswain orders the 'a'
coxswain to lower and start the engine. Once the engine is started, the boat is
paddled/powered away from the bow ramp
With the number one position calling cadence, the boat team will paddle backwards away
from the ramp until the coxswain gives the command "paddles in"
The coxswain moves to join his wave in conducting ready circles at a prearranged
assembly point
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CRRC RECOVERY PROCEDURES
LPD/LSD/LHD CRRC RECOVERY EXECUTION:






The ship will be positioned in the exact same manner as it was for launch (steaming into
the seas)
The raid force will move in a wedge formation just starboard and aft of the stern gate.
CRRCs will break off in groups of three and stage for recovery approach directly aft of
the stern gate (approximately 50-100m away). Two groups will be staged for recovery to
avoid unnecessary delays
The stern gate will be lowered to an angle sufficient for recovery. When the ship is ready
for recovery, the CRRC will get an "all clear" signal from the personnel in the well deck
Three line-handlers will be positioned in the well deck to catch and hold the monkey's fist
thrown from the CRRC. The #2 position will throw the monkey’s fist.
Length of the monkey’s fist is no less than 12 feet and no more than 15 feet; rope will
either be a static or dynamic line
The recovery aboard the ship is accomplished three CRRCs at a time. It is imperative
that the boats guide off the center CRRC and remain "on line" to arrive at the stern gate at
approximately the same time
PREP FOR RECOVERY
#2 Man is ready
to throw the
monkey's fist
#1 Man raises
inboard hand to
signal coxswain
Boat team members
assume the assault
position


A-Coxswain unlocks
the engine latch and
prepares to pull
the engine up
As soon as the line-handlers have the monkey's fists and the engines have been cut, the
L/R officer will signal the well deck officer to raise the stern gate. The coxswain must
ensure that no member of the boat team disembarks until ordered to do so
When the L/R officer gives the signal to debark, the coxswain orders "all out". Under the
supervision of the coxswain, the boat team will pick up and move the CRRC all the way
forward in the well deck to clear the stern gate area for recovery of the remaining boats
LCU CRRC RECOVERY EXECUTION

The craftmaster will position the LCU in the same manner as when launching the
CRRC's (stern to the seas)
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


On order of the craftmaster, the bow ramp will be lowered to an angle sufficient for
recovery. A line handler will be positioned at the top of the ramp to catch the monkey's
fist
The raid force will break into waves and link-up or conduct ready circles at prearranged
assembly points
In a pre-determined order, CRRCs will stage 50-100m from the bow of the LCU for
recovery. Stage boats two deep in order to avoid unnecessary delays
3rd
Wave
2nd
Wave
LCU





Paddles should be on stand-by in case of engine failure during recovery. To commence
recovery, the coxswain will command "latches up, we're going in.” The 'a' coxswain will
put the engine latch up and grab the rear of the engine cover with right hand and place
right foot on the transom next to the engine. Safety Note: At no time will the 'a'
coxswain stand up in the boat
The coxswain makes an approach at a speed appropriate for the conditions (i.e. 3-5 knots)
As the bow of the CRRC passes the ramp chains, the #1 position drops inboard hand and
shouts “kill” to signal for the coxswain to kill the engine. At the same time, the 'a'
coxswain lifts the engine. Simultaneously, the #2 position throws the monkey's fist.
Length of the monkey’s fist is no less than 12 feet and no more than 15 feet; rope will
either be a static or dynamic line
Safety Note: The monkey's fist must be thrown over the shoulder of the line handler, not
at their head
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#2 Man throws the
monkey's fist to the
Line Handler
#1 Man drops his
inboard hand when
the bow reaches the
ramp chains
Coxswain kills the
engine (assist A-cox,
esp. with 35hp engines)
A-Coxswain pulls
the engine out of the
water
NOTE: Do not throw the monkey's fist AT the line handler's head.
Attach a green chemlight at night.



509.
As soon as the line handler has the monkey's fist and the engine has been cut-off, the
ramp operator will raise the ramp. The coxswain must ensure that no member of the boat
team disembarks until ordered to do so
The coxswain then orders the boat team out in reverse order, "coxswains out, three's out,
two's out, one's out”
Coxswain must ensure boat team stays away from danger areas (i.e. ramp hinge, ramp
chains, "Rhino" hole) on LCU
Underway Launch of Assault Craft
1. Launch Procedures. Although well deck launch of craft is normally accomplished at anchor
or while at bare steerage way, there is a significant tactical advantage to conducting underway
launch of these craft at speeds in excess of 10 knots. The procedures for underway launch of
craft are identical to those discussed for static launch. It is of the greatest importance that the
launching ship maintains a steady course into the seas until all craft are clear of the well and safe
to maneuver on their own.
2. Launch Speed. The major limitations to launch speed are safe navigation, craft limitations,
and sea conditions. The maximum allowable speed for launching LCU is 12 knots and 16 knots
for LCM, at 10’ maximum seas. A launch speed of over eight knots for LCU and 10 knots for
LCM requires a highly trained craft crew and well deck crew as operational necessity dictates.
3. Stern Gate Angle. At the stops for conventional craft and LARC V.
4. Draft Changes During Underway Launch. When a ship increases speed, particularly in
shallow water, an appreciable amount of hull squat occurs (Figure 5-7). As the ship's speed
increases, the crest of the bow wave moves aft along the ship and the bow rides up on the bow
wave (Figure 5-7). Squat is even more pronounced when operating in shallow water in a
ballasted condition. COs are cautioned to be alert to problems in stability and control when
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passing from deep to shallow water due to squat. Because squat causes a dramatic increase in
draft (up to 8 feet), all openings above the ballasted water line (which could allow water to enter
the ship) should be secured to reduce the possibility of inadvertent flooding. At higher speeds,
abrupt changes in draft aft will occur when passing over shallower areas. In some cases, squat
will double when increasing speed from 15 to 20 knots.
Figure 5-6. Normal and Augmented Squat
510.
Heavy Weather Operations
1. Safety is always paramount. The most serious threat to safe wet well operations is heavy
weather. Wet well operations in conditions of high winds and seas will not be conducted unless
operational necessity dictates, and when a decision has been made by the CO or higher authority.
There are steps, however, which should be taken to ensure that safety is maximized while
conducting wet well operations during heavy weather.
2. For the purpose of this instruction, heavy weather is defined as any sea condition which,
because of swell or wave action, causes the depth of water over the sill to vary six feet or more
(+/- 3.0 feet from nominal depth). In these conditions, the risk of injury or damage to ship or
craft becomes sufficiently high that well deck operations should be suspended unless necessary
to meet tactical requirements.
3. Special considerations
a. Wet well operations in heavy seas are dangerous and should be conducted only when
operational necessity dictates. The violence of surf and white water in the wet well, which
occurs when sea conditions worsen, is substantial. Heavy weather operations should be
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conducted by experienced shipboard and craft crew personnel only. Following seas greatly
affect the surf height in the well. The ship must be headed into the seas to minimize this effect.
b. Craft positioning upon crossing the sill can be critical. If the craft is not centered when
crossing the sill, the probability of hitting the catwalk or other protruding obstruction increases
significantly.
c. Timing is critical. Timing can mean the difference between surfing into the well or into
the overhead of the well deck. Once given a green well, timing must be controlled by the
craftmaster or Coxswain for entering the well deck.
d. If the ship is yawing so as to make it difficult to conduct well deck operations at anchor,
consideration should be given to getting underway.
e. As weather conditions deteriorate, the ship should get underway and maintain bare
steerageway and a heading into the seas. Note that once the craft has been taken into the well, an
increase in ship's speed can be beneficial. The additional speed will help stabilize the ship and
also aid in de-ballasting by allowing water to siphon out of the well while hindering water from
entering the well due to swell action. Speed at this time would be determined by gauging the
wave length, direction, and interval. Ships with air de-ballast systems should take care not to
blow centerline ballast tanks dry with way on the ship to prevent the possibility of air-locking
condensers and vital pump sea suctions.
f. Stability of the ship in heavy weather wet well operations must be considered. Putting
water into a well obviously affects hog and sag stresses placed on the ship. The DCA must
advise the CO before the evolution as to the effect on the stability of the ship in heavy seas with
added water weight in the well.
g. Proper lashing and securing of all craft in the well must be accomplished quickly by the
boat crews and others to speed the evolution. In the case of heavy weather, this evolution must
be accomplished before turning the ship out of the seas.
h. Normal craft embarkation procedures as discussed previously in this chapter will be used.
4. Craftmaster and Coxswain considerations
a. If the craftmaster or Coxswain considers the ship's position or sea state a potential hazard
to craft or personnel, this information should be relayed directly to the CO.
b. The craftmaster of an LCU is appointed in writing as an Officer in Charge (OIC) and is
responsible for the craft's operations and safety. If weather or operational considerations
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necessitate a well deck ship to either embark or conduct well deck operations against the specific
recommendations of the craftmaster, the matter and circumstances will be entered in the ship's
and craft's deck logs.
c. The radar typically installed on landing craft (including LCU) operate at low power and
poor weather conditions further reduce range. They are normally limited to an effective range of
approximately 10 miles. If visibility is reduced to 1/2 mile, the OIC of the LCU will evaluate the
situation, taking into account the navigation and surface contact pictures. If unable to safely
operate in reduced visibility, the OIC is authorized to terminate the evolution and will make
appropriate entries in the craft's deck log.
d. LCM 8 Coxswains suffer limited visual observation range due to the low elevation of the
coxswain flat. When visibility drops to 1/2 mile or less, operation of LCM 8 should be secured.
The Primary Control Ship (PCS) should take positive control of all craft in low visibility and
guide them via radio to the closest safe haven.
511.
Water Barrier Operation on LSD 41 Class Ships
1. LSD 41 class ships have a single water barrier extending across the well at frame 73. It is 12
feet 3 inches high, constructed from steel I beams, covered with well deck planking, which
normally lies flush with the deck. A molded gasket is fitted on the forward edge of the deck
recess and port and starboard bulkheads to provide a watertight seal when the water barrier is in
the raised position. Three batter board panels on the side of the well are hinged at the top and
can be pulled out of the way of the barrier. The water barrier is hoisted into position using the
well deck bridge crane alone or main deck cranes in tandem.
2. Method of Operation
a. The primary method of raising the water barrier is using the main deck cranes to hoist the
hinged batter boards and the bridge crane to hoist the water barrier into position.
(1) Two strongbacks or spreader bars are attached to the bottom of the three-hinged batter
board panels and attached to a three-legged sling which is hooked to the main deck crane per
reference (g). The retainer pins are removed from the bottom of the hinged batter boards which
are then hoisted to a horizontal.
(2) The bridge crane is then spotted forward of the water barrier (about Frame 63) over
the fairlead attachment points. Remove the securing device holding the water barrier flush to the
well deck. The hoisting wire rope is attached to the “D” rings at the sides of the barrier, run
through fairlead sheaves in the overhead of the well deck, and aft through fairlead blocks to the
bridge crane’s port and starboard hooks. The bridge crane trolleys are spotted directly above the
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fairlead snatch blocks. The water barrier is hoisted into the upright position and locked in place
by dogging bolts on both sides of the well. Once secured in the up position, the water barrier is
ready for use.
b. The bridge crane may also be used to move the hinged batter board panels vice using the
main deck cranes. Two strongbacks or spreader bars are attached to the hinged batter boards. A
fairlead snatch block is attached to each strong back. The hoisting wire rope is dead-ended at a
padeye in the overhead above the set of batter boards it is attached to. The wire runs through the
snatch block on the strong back, across the well deck to a snatch block in the overhead, down to
a fair lead sheave with the eye, and to the hook on the bridge crane’s in-haul system. This
configuration allows the starboard carriage to hoist the port batter boards and port carriage to
hoist the starboard batter boards. The securing devices are removed from the bottom of the
hinged batter boards and the power carriages run forward, hoisting the batter boards to a
horizontal.
512.
Operation of Bow Ramps in a Wet Well
1. During embarkation, bow ramps may be lowered when the craft is grounded out. For
debarkation, bow ramps will be raised prior to becoming live in the well. LCM engines may be
started and ramps raised in a dry well. Once ramps are raised and dogged, engines will be
secured until there is enough water in the well for cooling.
2. Operational requirements may dictate conducting craft onload and offload without a fully dry
well deck. When de-ballasting operations have allowed the craft to ground completely, the
WDCO/BO may cease ballasting and commence onload and offload operations. This enables
rapid embark and debark evolutions. Ensure all measures are met with special consideration to
weight differential when offloading craft. Consideration must be paid to the potential of the craft
becoming live in the well when performing offload.
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Single LCU Launch and Recovery Equipment Checklist
EQUIPMENT
3’ X 3’ green flag
QUANTITY
1
Size 6 speed pennant
1
Red wands
Green wands
2
2
Power megaphone
Sound powered telephones and
IVCS
Positioning lines, 20 fathoms
long per ship-specific NSTM
and AEL
2
Positioning (braking) lines per
ship-specific NSTM and AEL
Spare positioning lines, 20
fathoms long per ship-specific
NSTM and AEL
18” Life ring with 100’ of
polypropylene line attached
2
REMARKS
Attached to 4’ wooden pole
NTTP 13B
2’ X 4’3”
Attached to 4’ wooden pole
INITIALS
J-DIAL, MOMS
6
2
4
1
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 5-2. Equipment Required on Station During Landing Craft Operations
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LARC V Launch and Recovery Equipment Checklist
EQUIPMENT
QUANTITY
REMARKS
3’ X 3’ green flag
1
Attached to 4’ wooden pole
Size 6 speed pennant
1
Attached to 4’ wooden pole
Red wands
1
Green wands
1
Amber wands
12
Sound powered telephones and
IVCS
2
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 5-3. Equipment Required on Station for LARC Operations
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CRRC Launch and Recovery Equipment Checklist
EQUIPMENT
3’ X 3’ green flag
QUANTITY
1
REMARKS
Attached to 4’ wooden pole
Size 6 speed pennant
1
Attached to 4’ wooden pole
Red wands
1
Green wands
Sound powered telephones and
IVCS
18” Life ring with 100’ of
polypropylene line attached
1
1
1
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 5-4. Equipment Required on Station for CRRC Operations
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12 Oct 2021
CHAPTER 6
WELL DECK CARGO AND VEHICLE HANDLING
Ref:
(a) Naval Ship’s Technical Manual 584
(b) OPNAVINST 5100.19F
(c) Naval Ship’s Technical Manual 589
(d) Naval Ship’s Technical Manual 077
(e) SEAOPS, Volumes I, III, & IV
(f) NAVSUP 538
600. Planning and Preparation
1. Before the initial loading of cargo and vehicles, the CCO or First Lieutenant will establish
advance liaison with the embarking unit and prepare load plans for approval in writing by the
CO. Load plans should be provided no later than two weeks prior to the scheduled onload or
embarkation.
2. Vehicles and cargo will be loaded according to the “approved” load plan.
3. All cargo and vehicles will be inspected by the First Lieutenant, ship’s BOS’N, or CCO to
ensure safe handling conditions (e.g., pallets not broken, lifting pads intact on vehicles, etc.).
4. Ship’s personnel will ensure the ship’s allowance of lashing assemblies, cargo nets, slings,
and material handling equipment, etc. is on hand and operational. Procuring lashing gear, wheel
chocks, dunnage, and shoring for securing of vehicles and cargo is the responsibility of the ship.
Any shoring required for assault craft is the responsibility of the ship in which the assault craft is
embarked.
5. The ship will ensure proper cargo handling equipment is readily available and in good
operating condition, and that all bridge cranes, conveyor sections, turn tables, cargo elevators,
and forklifts are operationally tested before beginning the evolution. A review of the load plan
will assist in determining the required handling equipment.
6. Ensure all cargo handling personnel are briefed in the methods, procedures, signals, and
equipment used for the various lift types for their station. All personnel will be briefed on the
appropriate safety measures to be taken and the required personal protective devices to be worn.
Particular attention should be taken to discuss the safe operation of yellow gear and cargo
elevators and hoists.
7. Ensure vehicle chocks are stationed and readily available where required (e.g., on deck, on
board landing craft, etc.).
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8. Ensure all cargo areas are clear of unnecessary gear and are properly roped off or posted to
prevent unauthorized personnel traffic.
9. Based on the loading plan, ensure supervisors are aware of staging and yellow gear
requirements. Supervisors will be briefed on, and have in their possession, an approved loading
plan prior to commencing any cargo evolution.
10. Ensure that all weld deck vent plenum doors are open if equipped, and that all well deck
ventilation blowers are operating at full power for 45 minutes prior to, during, and 45 minutes
after well deck operations.
601.
General Safety and Operating Procedures
1. When positioning landing craft in the well, attention should be made as to the location and
accessibility of cargo handling equipment (bridge crane, yellow gear, etc.) allowing easy access,
limiting the necessity of manhandling loads into position.
2. Cargo will be loaded according to the load plan; cargo will be serialized and prioritized prior
to commencing any onload or offload and loaded as planned unless operational or tactical
requirements dictate otherwise.
3. Personnel assignments will be made per the ship’s Battle Bill. Personnel not assigned duties
in the well deck during cargo handling operations will stand clear. Cargo handlers will be
provided by embarked troops and available ship’s company and coordinated by the CCO, First
Lieutenant, and ship’s BOS’N. All cargo handlers will be briefed in the proper procedures,
signals, and equipment to be used during the evolution.
4. Conduct Operational Daily Checklist per reference (c). Cargo slings will be inspected before
use for frays, cuts, and current test data. Supervisors will confirm that the proper type and
capacity slings are available to handlers.
5. Make sure that all ships personnel not directly involved with crane operation and load
handling are clear of the area.
6. Self-propelled wheeled vehicles will operate in low range and engage four-wheel drive when
embarking or debarking landing craft or operating in the well.
7. Ensure all cargo handling equipment (bridge cranes, yellow gear, etc.) have proper safety
devices installed and are in good working order (i.e., fire extinguisher, escape line, extender pole
for tripping the locking cylinder release, dead man switches, etc.). Escape lines on overhead
cargo handling equipment must be long enough to reach the deck anywhere in the well.
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8. Yellow gear and bridge crane operators must use seat belts when equipped and wear
authorized personal flotation devices and helmets during cargo handling operations.
9. Personnel will never stand or move under suspended loads. If it is necessary to man-handle a
load into position, tending lines will be used to move the load.
10. Only authorized personnel will operate this equipment.
NOTE: The MK VI lashing plan was based on the worst case accelerations for the amphibious
ships in Sea State 8. If conditions in excess of Sea State 7 are anticipated, it is recommended
that provisions be made to increase restraint for the MK VI, and the ship leverage optimal track
ship routing around the disturbance if possible. The MK VI is not a candidate for shoring.
Further study is needed to identify supplemental restraint above Sea State 8.
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CHAPTER 7
WELL DECK FUEL AND AMMUNITION HANDLING
Ref:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
Naval Ship’s Technical Manual 584
LPD 17 Class Technical Manual SG812-BC-MMC-010
LSD 41 Class Bridge Crane Technical Manual SG-812-AG-MMA-010
OPNAVINST 5100.19F
Naval Ship’s Technical Manual 0901-LP-583-0000
OPNAVINST 8023.2
NAVSEA OP 4, Volumes I and II
NAVSEA OP 4550
Naval Ship’s Technical Manual 901-LP-700-0000
NAVSEA OP 3347
CG 108
SEAOPS, Volumes I and III
700. General. References (a) through (l) provide specific guidance on the safety precautions to
be taken when fueling or arming assault craft. This section is intended as a supplement to the
above references. Where conflicts exist, the referenced document will govern. In any case,
advance planning and strict observance of safety precautions will reduce the potential for
accidents while handling fuel or ammunition in the well deck.
701. Fueling
1. Procedures
a. The most important condition when refueling assault craft in the well is a stable deck.
Reducing pitch and roll to acceptable limits allows for refueling while the well is wet.
b. Well deck ventilation must be maintained to draw flammable vapors away from the
fueling station. Well deck ventilation will be energized 30 minutes prior to fueling operations
and will not be de-energized until 30 minutes after securing.
c. Conduct inspection and ensure the there is no smoking or hot work within 50 feet of the
fueling station while fueling and defueling operations are being conducted.
d. Fuel passing through a fuel hose can cause a static build up and discharge which could
ignite fuel vapors. To reduce static, the fuel hose nozzle is provided with a grounding wire fitted
at one end with a spring clip. Before removing the fuel tank cap, this clip should be clamped
onto a ground. Usually a ground is installed in close proximity to the fuel port. When fueling is
complete, the nozzle should be removed and the tank cap secured in place before breaking the
ground.
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e. All non-essential personnel will debark the landing craft before fueling. One member of
the craft’s crew will stand by with a portable extinguisher (Purple-K-Powder (PKP) or aqueous
film-forming foam (AFFF)) for the duration of refueling. Supervisory personnel, from the ship’s
fuel lab, will oversee the fueling operation to ensure compliance with established safety
procedures.
f. The fueling detail will establish communications with well deck control or the bridge
prior to commencing fueling operations. The WDCO will authorize all fuel transfers.
g. An oil spill containment kit will be kept on station during all fuel or lube oil handling
operations. Fueling team members must routinely be trained in the deployment of oil spill kits.
h. Refueling of vehicles utilizes the same precautionary measures taken during any
refueling evolution must be rigidly enforced for these vehicles as well.
i. The fueling team supervisor should employ a check list drawn from the above and
references (d) and (e). The supervisor will report to the WDCO that the fueling check list is
complete prior to commencing any fuel handling evolution.
j. Refer to reference (l) for procedures and precautions to be taken when refueling LCAC.
k. Although not recommended, COs may grant authorization to the WDCO for concurrent
refueling, cargo loading and off-loading during tactical operations. Where concurrent refueling,
loading, and offloading operations are authorized, COs will establish procedures to ensure safety.
702. Ammunition Handling
1. Discussion
a. Amphibious ships routinely carry large amounts of ammunition to support the landing
force ashore. Coupled with the capability to transport this ammunition is the ability to safely
transfer it ashore via helicopters or assault craft.
b. Whether in a tactical environment, routine operations, or pier side, advance planning and
knowledge of ground rules are essential to conducting an efficient and safe evolution.
References (f) through (l) discuss ammunition handling in great detail. Reference (h) is specific
to each class of ship. Safety regulations are discussed in reference (i) and ammunition
compatibility in reference (j). This section is intended to supplement these references and act as
a ready reference when conducting ammunition handling in the well deck.
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2. Procedures
a. As in fueling evolutions, reducing pitch and roll should be the highest priority. This will
allow craft to be loaded in a wet well and lessen the chance of pallets impacting with equipment
and craft.
b. If pier side or at anchor, early liaison with fire inspectors, base officials, or civilian
authorities will ensure compliance with local regulations and procedures.
c. Condition 1A or a modified Condition 1A will be set ensuring all stations are properly
manned.
d. Fire hoses will be faked out and charged in and around the immediate vicinity of the well
deck. A modified repair party (two fire teams) will dress out to provide fire-fighting support.
e. The smoking lamp will be secured prior to removing any ammunition from magazines. If
ammunition has been pre-staged on deck, the smoking lamp must be secured and the ammunition
protected from heat or excessive moisture.
f. Ammunition handlers must be briefed by the Weapons Officer concerning their
responsibilities, standard safety precautions, emergency procedures, and the schedule of events.
g. Ammunition handlers will don proper battle dress, wear steel-toed shoes or boots, and
remove all metallic items from on their person, including jewelry, watches, and rank insignia.
h. Safety observers will be posted at each handling station and will be thoroughly briefed on
the schedule of events.
i. An officer or senior enlisted from the embarked unit should be present in the well deck to
aid the ship's First Lieutenant, ship’s BOS’N, CCO, and Weapons Officer as needed. They
should be well versed in loading priority and pallet identification. They will also advise ship’s
company on the proper lashing and dunnage used for securing ammunition on the landing craft.
Dunnage will be used if loads are not palletized.
j. At no time will cargo handling equipment carry more than one pallet of ammunition.
k. Authorized ordnance handling equipment is specified in reference (e). Nylon cargo nets
will be used to secure pallets once inside the assault craft. Pallets will not be stacked on each
other; only a single layer is authorized.
l. Personnel not involved in ammunition handling will keep clear. Observers must comply
with battle dress and metal-free requirements.
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m. The WDCO is responsible for the safe movement of all cargo and must be kept informed
of the situation in the well. The WDCO must exercise firm control over the entire evolution and
ensure compliance with standard safety precautions.
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CHAPTER 8
STERN GATE MARRIAGES
Ref:
(a) Naval Ship’s Technical Manual 584
800. General. The most widely used method for loading vehicles and cargo is wet well
operations as previously described. Although more dependent on calm seas and winds, stern
gate marriage operations decrease craft turnaround time because continuous ballasting operations
are not required.
801. Planning and Preparations
1. All personnel in the well deck or the vicinity of the stern gate will be in proper battle dress
and properly briefed on the operation, safety precautions, and their responsibilities by position.
Well deck traffic controllers and supervisors must have an intimate knowledge of the loading
plan and expected schedule of events. Figure 8-2 provides basic equipment requirements.
2. Ensure signal equipment (wands and flags) are readily available to traffic controllers.
3. Vehicle operators will be briefed on standard safety precautions such as turning off electric
cabin heaters, rolling down windows, wearing seat belts, and engaging four wheel drive. Vehicle
operators must stay with their vehicles until the vehicle is griped into place onboard the ship or
landing craft.
4. Communications must be established between all controlling stations (e.g., well deck control,
bridge, debark control, etc.) and landing craft.
5. Craftmasters, craft POIC, and vehicle operators must be briefed on signals they can expect to
see and planned responses to emergency situations.
6. Ensure marriage blocks, handling lines, and bull chains (rated to 35,000 pounds safe working
load) are on hand and in good condition. Bull chains will be used to hold the landing craft
against the marriage blocks at all times.
7. Any passengers in the craft or vehicle will debark before vehicles are ungriped or started.
8. The Craftmaster or craft POIC will ensure their crew is thoroughly briefed on marriage
procedures and is in proper battle dress prior to an approach on the stern of the ship. Radio and
visual communications will be established prior to the craft reporting on station and ready to
commence the marriage.
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9. Tank units will not conduct stern gate marriage transfer per reference (e). LCUs transporting
tanks will not conduct stern gate marriage transfer due to limitations associated with the marriage
63 blocks and the weakness of bull chains that keep the LCU in place.
802. Procedure. In general, stern gate marriage procedures do not change with craft and ship
type.
CAUTION: Tracked vehicles are not recommended to be transferred via stern gate marriage
due to exceeding SWL of stern gate marriage equipment. Tank units do not conduct stern gate
marriage transfer.
1. LCU Stern Gate Marriage
a. Prior to the craft arriving on station, the ship will set Condition 1A, ballast the ship to
place the water at 1 to 2 feet below the sill, and lower the ship's stern gate to the stops.
b. Line-handlers will position the marriage blocks, lines, and marriage chains in the well.
All marriage blocks will be painted yellow to mitigate trip hazards.
NOTE: All marriage blocks will be installed per the ship’s blueprints.
c. On the LCU, a line handler will be stationed on each wingwall of the craft to receive the
positioning lines from the ship.
d. When the craft and ship is ready, the WDCO will direct the POIC to signal the craft by
flags (day) or lights (night or low visibility) to make the approach. Radio communications
between the WDCO and Craftmaster is recommended.
e. The LCU will lower its bow ramp to approximately 90 degrees and make its approach on
the stern of the ship in a slow and controlled manner.
f. As soon as possible, the ship will pass positioning lines from the port and starboard
wingwalls and mooring stations of the ship to the LCU and fairlead the positioning lines to the
bitts or capstans.
g. The LCU will use engines and rudders in conjunction with the ship's positioning lines to
bring the bow ramp of the LCU up against the marriage blocks (see Figure 8-1).
h. Once the LCU is in position against the marriage blocks, the ship will pass the marriage
chains to the LCU.
i. The ship will take the slack out of marriage chains using turnbuckles, ensuring an even
strain on both chains.
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j. Although the craft is being held in place with lines and chains, the LCU will use ahead
engines as required to hold its bow ramp in the marriage blocks.
k. Once permission has been received from the WDCO, embarkation or debarkation into the
well deck may begin.
l. Upon completion of the loading evolution, the ship will remove the marriage chains and
positioning lines. During this time the LCU will use its engines to hold position on the marriage
blocks.
m. When line-handlers and lashing gear are clear and upon receiving launch signal, the LCU
will back away from the ship's stern, simultaneously raising its bow ramp. When free to
maneuver, the LCU will proceed as instructed by the PCS.
n. Prior to conducting wet well operations, remove and stow all stern gate marriage
equipment.
Figure 8-1. LCU Stern Gate Marriage with LHD/LPD/LSD Class
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Stern Gate Marriage
EQUIPMENT
3’ X 3’ green flag
QUANTITY
1
Size 6 speed pennant
1
¾” bulb hooks
4
¾” screw pin shackles
4
¾” pear or long links
2
¾” open end 18” turnbuckles
2
¾” open link pelican hooks
2
35’ length of ¾” open link chain
2
¾” grab hooks or grab rings
2
16” marlin spike
2
Pliers
4
3 pound hammer
Heaving line w/ snap hooks to
create 12” loop
Sound powered phones
Positioning lines, 20 fathoms long
IAW ship-specific NSTM and
AEL
Spare positioning lines, 20
fathoms long IAW ship-specific
NSTM and AEL
18” Life ring w/ 100’ of
polypropylene line attached
2
Hand held Radios
2
REMARKS
On 4’ wooden poles
2
2
4
4
1
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 8-1- LCU Stern Gate Marriage Equipment Checklist
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12 Oct 2021
CHAPTER 9
AMPHIBIOUS ASSAULT VEHICLE OPERATIONS
Ref:
(a)
(b)
(c)
(d)
USMC TM 07007C/07267C/07268C-10/1A
NTTP 3-02.1M
Naval Ship’s Technical Manual 584
MCTP 3-10C
900. General Safety
1. Visibility is an important factor when operating an AAV. When operating the vehicle with
hatches open, the vehicle’s height and length reduces the driver’s visibility, particularly when
objects are close to the vehicle. When the hatches are secured, visibility is reduced even further.
2. Consideration must be given to not exceed maximum swim distance listed in reference (a).
3. Small boats must be provided by the ship during all waterborne AAV training evolutions.
An AAV will not be used as a safety boat. One small boat is required for five or fewer vehicles;
two small boats when six or more AAVs are waterborne. If the ship is unable to provide the
adequate number of small boats, additional small boats from other sources may be used at the
discretion of the CO. Each small boat provided by the ship must be manned by a standard boat
crew (coxswain, boat engineer, bow hook, boat officer). One qualified surface rescue swimmer
must be assigned and present on one small boat to support AAV operations.
4. During training, a minimum of one unloaded AAV will be provided to each wave as a bump
and recovery vehicle in the event of an emergency. For the purpose of this requirement, a wave
is a group of AAVs that launch in succession, either from ship or from shore, together as a single
formation under the tactical control of one wave commander. When conducting an amphibious
operation, the formation is considered one wave provided it arrives at the line of departure
together, and is still considered one wave even if the group uses multiple smaller formations for
the conduct of the landing.
5. The Navy via the Primary Control Ship (PCS) or Secondary Control Ship (SCS) is
responsible for the safe navigation of all AAVs. Based on the operational situation and similar
to LCACs, AAVs can use displacement craft control (advisory, independent, and positive)
procedures.
6. All small boat personnel and ship lookouts must be alert for the AAV distress signals when
AAVs are waterborne. An additional lookout will be stationed whenever AAVs are feet wet.
This lookout will be stationed in an area that has the best visual of the AAVs while they are in
the water. This lookout will treat the AAVs similar to a man overboard, keeping continuous
watch on the AAVs, and observing for signs of mechanical difficulties or distress. The AAV
lookout will immediately notify the Debark Control Officer of any abnormal observations. The
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watchstander will be PQS qualified as a lookout. As a best practice, a member of the AA Unit or
other member of the landing force familiar with AAV operations should be stationed in debark
control to help interpret observed patterns. In some circumstances, such a Marine may not be
available. Radio communications concerning disabled or sinking waterborne AAVs will take
precedence, and will be reported to the CO immediately. After making or attempting radio
contact, the following visual signals will be used by the vehicle in distress:
Disabled, daylight: Display November flag attached to a boat hook held vertically. Fire white
pyro if other means of communication are unsuccessful.
Sinking or serious injury, daylight: Fire red pyro immediately. Wave November flag
continuously.
Disabled, night: Turn on searchlight and point it vertically in the air. Fire white pyro if other
means of communication are unsuccessful.
Sinking or serious injury, night: Fire red pyro immediately. Turn on searchlight and point it
vertically in the air. Flash vehicle headlights if equipped.
7. All personnel embarked in AAVs will wear authorized personal flotation devices.
8. Safety observers will be assigned in sufficient numbers to ensure the safe handling, direction,
and movements of AAVs within the well and vehicle decks.
9. No AAV is to be spotted or left stationary on an energy absorbing ramp or vehicle ramp.
There is no safe or approved way of securing an AAV on an incline.
10. AA Unit Leaders should provide advice and be involved in staging craft for launch.
11. Before launching AAVs, all vehicle hatches and vents will be secured, bilge pumps on, and
plenum indicator checked. Under no circumstances will an AAV splash unless complete
watertight integrity has been confirmed by the AA Unit Leader and reported to the WDCO.
12. AAVs are not equipped with navigation lights for night or low visibility operations. To
reduce the potential hazard to both AAV and shipping, the use of chemical lights (chem lites)
attached to the AAV’s antenna is required during training. During night training launches, green
chem lites will not be used to identify AAVs, as it is a signal or marker for a man overboard.
901. Operations
1. Advance Planning and Preparation. While the Ship's Loading Characteristics Pamphlet
(SLCP) and the Regulations for Embarked Troops published by each amphibious ship will
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provide AAV units with essential information, there is no substitute for personal liaison before
concurrent AAV and amphibious ship operations. Advance liaison will ensure that both ship and
AAV unit are in agreement concerning the sequence of events and objectives. Specific
operational, embarkation, or personnel requirements will also be discussed. Table 9-1 lists the
minimum Navy equipment required to conduct AAV operations. Additional guidance for
advance planning and preparation is available in reference (d).
2. Communications. Early liaison between the ship and the AAV unit will ensure that the
required frequencies for a concurrent operation are included in the operation order or operational
task and ship’s Communications Plan. In some operating areas, frequency requests must be
made several weeks prior to using those circuits. Early liaison will ensure deadlines are met.
a. During AAV waterborne operations, every effort should be made to maintain positive
communications between the wave commander, the ship, and the small boats. The ships bridge
must monitor all communications for situational awareness. In applicable situations, due
consideration should be given to ships EMCON posture and mission requirements in determining
appropriate levels of radio communications. All communications plans must be briefed with all
participating parties present.
b. Before launching from ship or shore, the wave commander, ship, and small boats must
have positive communications. The ships bridge must monitor all communications for
situational awareness. The AAV unit must also receive a current sea state assessment from the
ship, and receive permission to launch before entering the water. Permission to launch AAVs
from the ship or from the shore must only be granted by the ship CO in coordination with the
Primary Control Officer (PCO).
c. AA Unit Leader will request permission to launch and report the following actions have
been completed:
(1) Manifests complete
(2) Prewater checks complete
(3) Passenger briefs complete
(4) Surf observation report (SUROB) satisfactory or unsatisfactory
(5) Ready to launch
3. Prior to conducting any AAV training, a safety and operations brief will be held for all
participating ship’s company, AAV OIC, and embarked personnel OIC. If launching AAVs, the
brief will cover re-embarkation, if applicable. The brief will include the following information:
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a. Evolution timeline
b. Navigation hazards and aids
c. Weather, sea, and calculated surf conditions
d. Visual and radio communication procedures
(1) Primary and secondary control frequencies
(2) Call signs
(3) Authentication procedure
(4) Required reports
(5) Grid Positioning (GRID POSIT) System
(6) Lost communication procedures
e. Standard safety precautions and emergency procedure
(1) Small boats
(2) Unloaded bump and recovery vehicles
(3) Emergency signals
(4) Towing an AAV on ship
f. Vehicle formations or tactics
g. Launch and recovery criteria
(1) Primary and Secondary Control Ship
(2) Designated beach (color) for operations
(3) Other entities operating at same or adjacent beaches
(4) Static or underway
(5) Ships speed and heading
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(6) Launch and recovery point
(7) Stern gate position
(8) Launch interval
(9) Water depth at the sill
(10) Go and No-Go criteria
4. Securing AAV in the Well Deck
a. The ship’s crew is responsible for securing a vehicle. However, the AAV crew will
support ship’s force during lashing of AAVs using the lashing gear furnished by the ship. Four
21.5-ton shackles with appropriate screws, pins, and nuts, which will be provided by the AAV
crew. These are attached to each towing eye to receive lashing cable eyes. Figure 9-1 and 9-2
depict lashing arrangements based on stowage and movement requirements.
b. Per reference (a), vehicles will be secured in place with a minimum of four 70,000-pound
lashing assemblies. Combat-loaded vehicles will be as necessary to meet the criteria listed in
reference (c).
c. Lashing assemblies will not be attached to the vehicle tracks, sprockets, or idler
assemblies. An AAV will never be secured by passing lashing gear around the tracks.
d. Rubber track pads will normally alleviate the necessity for dunnage when embarking an
AAV, but these are sometimes lost or loosened in transit. Rubber or wooden material may be
needed for maneuvering an AAV within the well deck should it loose an excessive amount of
track pads.
e. Although the AA Unit Leader will inspect all lashing gear prior to securing the handling
evolution, this does not relieve the ship’s CO of his responsibility for the proper securing of all
embarked cargo and vehicles.
f. Due to the sensitivity of many AAV components to corrosive conditions, the vehicles
must receive a fresh water rinse down after embarkation if it is predicted that the vehicles will be
stowed for more than 24 hours. If stored for extensive periods of time it is recommended that
AAVs receive a fresh water rinse on a weekly basis to ward off corrosive effects.
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Figure 9-1. AAV Stowage and Single Lashing Arrangement
Figure 9-2. AAV Stowage and Double Lashing Arrangement
5. Security
a. Procedures for vehicle security will be contained in the Regulations for Embarked
Troops. Should the AA Unit’s standard operating procedures (SOP) conflict with Troop
Regulations, the ship’s CO will determine security requirements.
b. The AA Unit Leader may provide additional personnel for vehicle security from organic
personnel as desired. These additional personnel will not be employed in a manner that
interferes with the function of the standing security watch, as established by the ship’s CO.
6. Vehicle Operation Testing
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a. The AA Unit Leader must gain permission from the ship's appointed representative when
desiring to test run or move an AAV. Normally the ship's representative will be the Combat
Cargo Officer (CCO) or Combat Cargo Assistant (CCA).
b. The ship's representative will ensure that all necessary ship's personnel are notified of the
intended AAV operations and that all safety precautions have been taken.
7. Fuel
a. AAVs are capable of utilizing JP-5, JP-8, F-24, DF-1 or DF-2 fuels depending on
environmental conditions, temperature, and fuel availability. Reference (a) provides specific
information on fuel type utilization. Although some of these fuels are not normally available on
amphibious ships, they can be included as bulk on-load items in drums as Landing Force
Operational Reserve Material (LFORM).
b. AA units drawing bulk petroleum, oils, and lubricants (POL) during exercises are
required to provide the ship with the appropriate supply documentation (DD-1149).
c. The AA Unit Leader must request permission from the ship’s appointed representative
prior to commencing fueling. During the evolution, the CCO or CCA will keep the OOD or
CDO informed of the status of fueling operation.
902. Embarkation
1. Considerations
a. AAVs may be embarked at anchor, while lying to or at bare steerageway, or by ramp
from a quay wall while the ship is moored. Ships speed should be no more than 3 knots for
embarkation.
b. The embarkation of AAVs requires close coordination between debark control, well deck
control, vehicle drivers, and vehicle handlers. The use of proper signals is essential in
maintaining positive control over vehicle movement, ensuring complete understanding between
handlers and drivers.
c. To ensure maximum visibility and available power, AAVs will always be driven aboard
bow first, never backed onboard.
2. Standard Procedures
a. Ships should ballast to 4-6 feet of water at the sill, with 4 feet being optimal. The ship
should leave minimal water forward, creating a steep wedge or false beach which lets the AAV
transition from water mode to land mode inside the well.
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b. When all preparations in the well are complete, the ship will order the lead AAV to make
its approach by signal flag or lights from the control station.
(1) A green light or waving a green flag indicates "Ready to receive AAV." A red light
or motionless red flag indicates "Not ready to receive AAV."
(2) For daylight operations, control lights and flags will be used. For night or low
visibility operations, control lights and light wands will be used.
c. The POIC will control craft from the aft end of wing wall catwalk on LHD 1, LPD 17,
LSD 41 and LSD 49 class ships.
d. The POIC will continue to direct the AAV in the well until the AAV has grounded out.
On LSD 41 class ships, control will be passed to a traffic director stationed further forward on
the wingwall catwalk for positioning in designated vehicle parking area. On all other ship
classes, where the available stowage area is more confined and vehicle positioning is not as time
consuming, the POIC may control the craft until spotted. When the AAV is in the proper
position, the vehicle controller will signal the AAV driver to pivot 180 degrees and face the
vehicle toward the stern. At no time will any personnel, including traffic directors, be allowed in
the well deck while AAVs are being positioned.
e. As soon as the AAV has been pivoted 180 degrees and is moving in reverse, another
AAV may enter the well deck.
f. As directed by the POIC, AA and Infantry Unit Leadership may be allowed to debark the
AAV once it has been spotted; all other personnel must stay in the vehicle until the embarkation
evolution is complete. Troops and crew may debark as directed by the POIC. Troops will
proceed to assigned berthing and vehicle crews will secure their vehicles. The ship will have a
lashing detail available to assist in lashing AAVs if needed. AAVs will not be spotted for
securing or left stationary on an incline including vehicle ramps and energy absorbing ramps.
g. Disabled or damaged vehicles may require assistance to maneuver in the well. Reference
(c) provides specific guidance on rigging lines and tackle to move disabled vehicles.
3. Towing disabled AAV in the Well Deck
a. Insure the AAV is afloat as close as possible to the transom. Pass two 3-1/2-inch
positioning lines, one from the port wingwall, and one from the starboard wingwall, to the AAV.
b. The AAV will secure the eye of the starboard line on the port forward bitt, and the eye of
the port line on the AAV starboard aft bitt.
c. Turn the AAV clockwise 180 degrees and back up until it grounds on the well deck.
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d. When the turn is completed and the AAV has been grounded on the well deck, signal the
amphibian crew to throw off the lines and back it by its own power as directed by the Signalmen
or Traffic Directors. (Those AAVs experiencing further mechanical problems and unable to
maneuver will be towed clear of the landing area and into position by another AAV.)
e. As soon as the AAV is turned and backed, or towed clear of the landing area, another
amphibian will be signaled to enter the well deck, and entry operations will continue.
903. Debarkation
1. General
a. AAVs may debark by two methods: administrative or tactical launch. Administrative
launches may be conducted at anchor, pier side, or while lying to. Tactical or underway
launches are conducted while the ship is making way, normally between 5 and 15 knots.
b. Ensure that all well deck vent plenum doors are open if equipped, and that all well deck
ventilation blowers are operating at full power for 45 minutes prior to, during, and 45 minutes
after operations.
c. When conducting preoperational checks, AAVs should be operated in groups of four to
ensure exhaust fumes are fully evacuated from the well by the exhaust blowers. Once the AAVs
have been warmed up and shut down, the crews will stand by to embark troops.
d. Before the AAVs debark, all hatches, ramps, and vents must be closed. Under no
circumstances will an AAV be splashed unless complete watertight integrity has been attained.
Water tight integrity will be confirmed by the AA Unit Leader and reported to the WDCO.
e. If a casualty occurs during the launch phase, move or recover the disabled AAV
immediately to one side of the well deck and drive the remaining AAVs around it and off the
stern gate.
2. Standard Procedure
a. In addition to the safety and operations brief, conduct a formal brief for well deck, small
boat, and AA Unit personnel of emergency procedures as well as all visual signals to be used and
where they will be displayed.
b. Set Condition 1A for wet well operations.
c. WDCO will direct the unlashing and movement of AAVs to the AAV launch line. An
AAV launch line (12 inches in width) will be painted on the well deck bulkhead (both sides)
approximately one AAV length from sill.
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d. Ballast the ship to approximately 6-12 inches of water at the sill. Sill depths in excess of
one foot will produce noticeably adverse effects on the vehicle’s controls. These effects become
more pronounced as water depths over the sill increase.
e. Lower the stern gate to the horizontal position. The stern gate will not deviate from the
horizontal more than three degrees during the launch.
f. Ensure that all ventilation blowers are operating.
g. AAV crews will conduct all pre-launch operation checks prior to the arrival of troops to
include the starting, warming, and securing of AAV engines.
h. When all embarked troops are in their vehicles, the AA Unit Leader will collect manifests
from all AAV Vehicle Commanders and submit them to the CCO for transfer to the WDCO.
i. At the direction of Well Deck Control and in coordination with the AA Unit Leader, the
first wave of vehicles will start engines. All other crews (successive waves) will wait until
ordered to start their vehicles.
3. Tactical Launch Specifics
a. General
(1) AAVs have the endurance and water tight integrity necessary for extended waterborne
operations; however, human factors and environmental conditions must be considered in
assessing the distance for movement. When correctly deployed from shipping, time devoted to
wave assembly prior to crossing the Line of Departure (LOD) will be minimized.
(2) Underway launch tactics combine the elements of speed, surprise, and relative stealth.
The technique is considered doctrine and is used whenever minimum exposure time is desired,
even to combat poor weather conditions. Using underway launch tactics will eliminate
congested, vulnerable anchorages near the LOD and allow ships to freely maneuver close to
shore.
b. Considerations. The decision to conduct an underway launch rests with ship’s CO. The
following factors must be considered when conducting underway AAV launch:
(1) Launch Speed. The launch will be designated either "High Speed" (ship's speed in
excess of 10 knots) or "Low Speed" (ship's speed 10 knots or less). Reference (d) describes
launch speed requirements. The exact speed at which the launch will occur is the decision of the
ship’s CO. In the event of launches by more than one ship, launch speeds will be coordinated by
CATF or the Officer in Tactical Command (OTC). Launch speed is a factor of:
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(a) Tactical situation (e.g., enemy capabilities, disposition, threat rings).
(b) Sea conditions at the LOD.
(c) LOD width and length (affects vehicle dispersion and launch interval).
(d) Navigation and hydrography of the area.
(e) Distance from the launch point (ship’s track) to the LOD.
(f) Number of vehicles being launched.
(g) Depth of water relative to squatting.
(2) Launch Track. Per reference (d), the launch track will normally parallel the beach;
however, launch tracks may be U-turns or echelons. The AAV LOD will normally be as close to
the beach as is possible, and will not coincide with the LOD for other landing craft. The launch
track should, if possible, avoid large variations in water depth, especially at depths less than 100
feet.
(3) Launch Interval. Spacing between AAVs during underway launch is critical. After
the ship’s CO has determined the launch speed, the launch interval can be calculated to provide
sufficient distance between craft to avoid collision once waterborne. When calculating the
launch interval, the number of vehicles in each wave and the width of the LOD and beach should
also be considered. The minimum interval, per reference (d), is five seconds. Longer intervals
should be considered at speeds less than 10 knots to ensure a safe distance between vehicles
(approximately 50 meters).
c. Underway Launch Procedures
(1) Debarkation during an underway launch is done in the same manner as debarkation
when a ship is at anchor or lying to. Note, that during an underway launch, the precision in
launching individual AAVs in terms of time and position is critical, since these factors will
drastically affect the wave’s formation and overall tactical effectiveness of the landing.
(2) The major limiting factor in terms of ship handling is the requirement for adequate
water depth to avoid undesirable bottom effects while maneuvering at high speed, ballasted
down, and the stern gate lowered. Before conducting the launch, a careful examination of
reliable hydrographic charts is essential.
(3) The major limiting factor relative to AAVs is the driver’s ability to maintain steering
control and affect a breakaway from the ship's wake once launched. Proper ballasting and
positioning of the stern gate will alleviate this problem.
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(4) If the stern gate mechanism is capable of withstanding the stress, underway launch is
feasible and safe at any speed up to a maximum of 20 knots.
(5) While the control and execution of the underway launch is a ship function, AA Unit
Leaders are inherently responsible for coordinating with the ship's personnel to ensure all the
above factors that affect the launch are addressed.
904. Emergency Procedures for Disabled or Sinking AAV. Reference (a) provides standard
emergency procedures for the rescue and recovery of waterborne AAVs. The direction of rescue
efforts for any distressed vehicle is the responsibility of the AA Unit Leader. The CATF,
normally delegated to the Primary or Secondary Control Ships, will be responsible for recovery
efforts associated with a disabled, sinking, or sunk AAV.
1. Assistance Procedures
a. The designated small boats must provide the initial support to an AAV in distress and
must serve as the primary option to receive personnel in the event of evacuation or egress. The
waves unloaded bump/recovery vehicle must be the primary option for waterborne AAV towing,
and the last resort to receive personnel in the event of evacuation or egress where small boats are
unable to assist.
b. When providing assistance, it is imperative that the assisting AAV or small boat crew not
secure their vehicle or craft to the disabled AAV. Any lines that are used to lash the two vehicles
together will be hand tended and have no more than one turn on a cleat. If an AAV must be
towed to safety, an AAV will provide the tow. If a second AAV is not available, an LCU, or
LCM may be used.
c. If an AAV is swamped by waves or begins sinking for any other reason, the assisting
vehicle or craft will immediately cast off lines and stand off to the windward side to rescue
evacuees.
d. Vehicles disabled in the surf zone are the responsibility of the AA Unit Leader or their
pre-planned subordinate. At no time will a small boat attempt to enter the surf zone to effect a
rescue. Only AAVs will conduct surf zone recovery.
2. Emergency distress signals for disabled vehicles are provided in paragraph 9.1(f).
3. Vehicle Emergency Procedures. The Vehicle Commander is responsible for the safe
evacuation of all crew and embarked personnel. It is imperative all embarked personnel are
briefed on evacuation and egress procedures prior to embarking onboard an AAV. This brief
will include:
a. Safety procedures
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b. Evacuation procedures
c. Proper egress routes
d. Wearing and employing personal flotation devices
e. Vehicle bump plan
f. The importance of following the instructions of the Vehicle Commander and Third
Crewmember in an emergency requiring evacuation or egress.
4. Recovering Disabled Vehicles. The following procedure describes the actions required to
recover a disabled AAV to a well deck. Specific instruction on the towing of AAV is given in
reference (a).
a. Safety of personnel will be the primary consideration when recovering a disabled AAV.
b. Ships will ballast to 5-8 feet at the sill to recover a disabled AAV that is being towed by
another AAV or when ship’s positioning or steadying lines must be used. Ship’s speed should
be reduced to the slowest speed possible.
c. The AA Unit Leader will determine the embarkation order for vehicles to prioritize
bringing disabled vehicles aboard shipping as required.
d. Tow the disabled AAV to a safe distance from the stern of the recovery ship using a
second AAV.
e. When ordered by the WDCO, the towing vehicle will tow the disabled vehicle as far
forward in the well deck as possible, preferably as far forward that the both vehicles are safe
from wave action.
f. The disabled AAV will then need to be either pulled or pushed with a tow bar into the
vehicle stowage area. This is a time consuming process and will greatly slow embarkation of
other vehicles. It is recommended that if it can be safely executed, the disabled AAV is the
second to last vehicle of the unit to be embarked.
g. As a last resort, the disabled AAV may be secured in the well deck in such a position that
it offers the least interference with well deck operations.
h. To debark a disabled AAV, it should be transported ashore in the well deck of an LCM,
LCU, or LCAC. At no time will an AAV tow a disabled AAV from ship-to-shore.
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AAV Launch and Recovery Equipment Checklist
EQUIPMENT
QUANTITY
REMARKS
18’ X 18’ red flag
2
Attached to 4’ wooden pole
18’ X 18’ green flag
2
Attached to 4’ wooden pole
3’ X 3’ green flag
1
Attached to 4’ wooden pole
Size 6 speed pennant
1
Red wands
2
Green wands
2
Amber wands
12
Powered megaphones
2
Sound powered phones
2
18” Life ring w/ 100’ of
polypropylene line attached
1
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 9-1. AAV Well Deck Launch/Recovery Equipment Checklist
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CHAPTER 10
AMPHIBIOUS COMBAT VEHICLE OPERATIONS
Ref:
(a) MCRP 3-10C.1
(b) USMC TM 13133A-10/1
1000. General Safety
1. Visibility is an important factor when operating an ACV. When operating the vehicle with
hatches open, the vehicle’s height and length reduces the driver’s visibility, particularly when
objects are close to the vehicle. When the hatches are secured, visibility is reduced even further.
2. Consideration must be given to not exceed maximum swim distance listed in reference (a).
3. Small boats must be provided by the ship during all waterborne ACV training evolutions. An
ACV will not be used as a safety boat. One small boat is required for five or fewer vehicles; two
small boats when six or more ACVs are waterborne. If the ship is unable to provide the adequate
number of small boats, additional small boats from other sources may be used at the discretion of
the CO. Each small boat provided by the ship must be manned by a standard boat crew
(coxswain, boat engineer, bow hook, boat officer). One qualified surface rescue swimmer must
be assigned and present on one small boat to support ACV operations.
4. During training a minimum of one unloaded ACV must be provided to each wave as a bump
or recovery vehicle in the event of an emergency. For the purpose of this requirement, a wave is
a group of ACVs that launch in succession, either from ship or from shore, together as a single
formation under the tactical control of one wave commander. When conducting an amphibious
operation, the formation is considered one wave provided it arrives at the line of departure
together, and is still considered one wave even if the group uses multiple smaller formations for
the conduct of the landing.
5. The Navy via the Primary Control Ship (PCS) or Secondary Control Ship (SCS) is
responsible for the safe navigation of all ACVs. Based on the operational situation and similar to
LCACs. ACVs can use displacement craft control (advisory, independent, and positive)
procedures.
6. All small boat personnel and ship lookouts must be alert for the ACV distress signals when
ACVs are waterborne. An additional lookout must be stationed whenever ACVs are feet wet.
This lookout will be stationed in an area that has the best visual of the ACVs while they are in
the water. This lookout will treat the ACVs similar to a man overboard, keeping continuous
watch on the ACVs, and observing for signs of mechanical difficulties or distress. The ACV
lookout will immediately notify the Debark Control Officer of any abnormal observations. This
watchstander will be PQS qualified as a lookout. As a best practice, a member of the AA Unit or
other member of the landing force familiar with ACV operations will be stationed in debark
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control to help interpret observed patterns. In some circumstances, such a Marine may not be
available. Radio communications concerning disabled or sinking waterborne ACVs will take
precedence, and will be reported to the ship’s CO immediately. After making or attempting
radio contact, the following visual signals will be used by the vehicle in distress:
Disabled, daylight: Display November flag attached to a boat hook held vertically. Fire white
pyro if other means of communication are unsuccessful.
Sinking or serious injury, daylight: Fire red pyro immediately. Wave November flag
continuously.
Disabled, night: Turn on lantern and point it vertically in the air. Fire white pyro if other means
of communication are unsuccessful.
Sinking or serious injury, night: Fire red pyro immediately. Turn on lantern and point it
vertically in the air. Flash vehicle headlights if equipped.
7. All personnel embarked in ACVs will wear authorized personal flotation devices.
8. Safety observers will be assigned in sufficient numbers to ensure the safe handling, direction,
and movements of ACVs within the well and vehicle decks.
9. No ACV is to be spotted or left stationary on an energy absorbing ramp or vehicle ramp.
There is no safe or approved way of securing an ACV on an incline.
10. AA Unit Leaders should provide advice and be involved in staging craft for launch.
11. Before launching ACVs, all vehicle hatches and vents will be secured and bilge pumps on.
Under no circumstances will an ACV splash unless complete watertight integrity has been
confirmed by the AA Unit Leader and reported to the WDCO.
12. ACVs are equipped with navigation lights for night or low visibility operations. The stern of
the vehicle has a white light, the port side a red light, and the starboard side a green light. To
reduce the potential hazard to both ACV and shipping, the use of chem lites attached to the
ACV’s antenna is optional. During night training launches, green chem lites will not be used to
identify ACVs, as it is a signal or marker for a man overboard.
13. Maneuverability is an important factor when operating an ACV. Unlike a tracked, vehicle it
does not have a neutral or pivot steering capability and therefor does not possess the ability to
turn on its axis. Maneuverability has been reduced to forward and reverse only actions, which
will increase time for embarkation aboard shipping.
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1001. Operations
1. Advance Planning and Preparation. While the Ship's Loading Characteristics Pamphlet
(SLCP) and the Regulations for Embarked Troops published by each amphibious ship will
provide ACV units with essential information, there is no substitute for personal liaison before
concurrent ACV and amphibious ship operations. Advance liaison will ensure that both ship and
ACV unit are in agreement concerning the sequence of events and objectives. Specific
operational, embarkation, or personnel requirements should also be discussed. Table 10-1 lists
the minimum Naval equipment required to conduct ACV operations. Additional guidance for
advance planning and preparation is available in reference (a).
2. Communications. Early liaison between the ship and the ACV unit will ensure the required
frequencies for a concurrent operation are included in the operation order or operational task and
ship’s Communications Plan. In some operating areas, frequency requests must be made several
weeks prior to using those circuits. Early liaison will ensure deadlines are met.
a. During ACV waterborne operations, every effort should be made to maintain positive
communications between the wave commander, the ship, and the small boats. The ships bridge
must monitor all communications for situational awareness. In applicable situations, due
consideration should be given to ships EMCON posture and mission requirements in determining
appropriate levels of radio communications. All communications plans must be briefed with all
participating parties present.
b. Before launching from ship or shore, the wave commander, ship, and small boats will
have positive communications. The ships bridge must monitor all communications for
situational awareness. The ACV unit must also receive a current sea state assessment from the
ship, and receive permission to launch before entering the water. Permission to launch ACVs
from the ship or from the shore must only be granted by the ship CO in coordination with the
Primary Control Officer (PCO).
c. AA Unit Leader must request permission to launch and report the following actions have
been completed:
(1) Manifests complete
(2) Prewater checks complete
(3) Passenger briefs complete
(4) Surf observation report (SUROB) satisfactory or unsatisfactory
(5) Ready to launch
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3. Prior to conducting any ACV training, a safety and operations brief will be held for all
participating ship company, the ACV OIC, and the embarked personnel OIC. If launching
ACVs, the brief will cover re-embarkation, if applicable. The brief will include the following
information:
a. Evolution timeline
b. Navigation hazards and aids
c. Weather, sea, and calculated surf conditions
d. Visual and radio communication procedures
(1) Primary and secondary control frequencies
(2) Call signs
(3) Authentication procedure
(4) Required reports
(5) Grid Positioning (GRID POSIT) System
(6) Lost communication procedures
e. Standard safety precautions and emergency procedure
(1) Small boats
(2) Unloaded bump and recovery vehicles
(3) Emergency signals
(4) Towing an ACV on ship
f. Vehicle formations or tactics
g. Launch and recovery criteria
(1) Primary and Secondary Control Ship
(2) Designated beach (color) for operations
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(3) Other entities operating at same or adjacent beaches
(4) Static or underway
(5) Ships speed and heading
(6) Launch and recovery point
(7) Stern gate position
(8) Launch interval
(9) Water depth at the sill
(10) Go and No-Go criteria
4. Securing ACV in the Well Deck
a. The ship’s crew is responsible for securing a vehicle. However, the ACV crew will
support ship’s force during lashing of ACVs using the lashing gear furnished by the ship.
Lashing cables and chains are to be attached directly to the vehicles towing eyes. No shackles
are required nor furnished. Figure 10-1 depicts a single lashing arrangement. Figure 10-2
depicts a double lashing arrangement typically used during long duration storage or adverse
weather conditions. Figures 10-3 depicts the lashing arrangement when embarked aboard
LCACs, LCUs, or LCMs for transportation. Figure 10-4 depicts lashing arrangements when preboated aboard an LCAC, LCU, or LCM and inclement weather is expected.
b. Per reference (a), vehicles will be secured in place with a minimum of four 70,000 pound
lashing assemblies. Combat-loaded vehicles will be secured with additional lashing assemblies
and shoring if necessary to meet the criteria listed in reference (c).
c. Lashing assemblies will not be attached to the vehicle wheels, tires, control arms or strut
assemblies. Lashing equipment is only to be fastened to towing eyes.
d. ACV tires, regardless of air pressure, will always provide an appropriate contact patch
between the ACV and the well deck and vehicle stowage areas.
e. Although the AA Unit Leader will inspect all lashing gear prior to securing the handling
evolution, this does not relieve the ship’s CO of his responsibility for the proper securing of all
embarked cargo and vehicles
f. Due to the sensitivity of many ACV components to corrosive conditions (e.g. brake
calipers, brake pads, engine, central tire inflation system), the vehicles must receive a fresh water
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rinse down after embarkation if it is predicted that the vehicles will be stowed for more than 24
hours. If stored for extensive periods of time it is recommended that ACVs receive a fresh water
rinse on a weekly basis to ward off corrosive effects.
Figure 10-1. ACV Stowage and Single Lashing Arrangement
Figure 10-2. ACV Stowage and Double Lashing Arrangement
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Figure 10-3. ACV Stowage/Double Lashing Arrangement (LCAC/LCU/LCM)
Figure 10-4. ACV Stowage/Quadruple Lashing Arrangement (LCAC/LCU/LCM)
5. Security
a. Procedures for vehicle security will be contained in the Regulations for Embarked
Troops. Should the AA Unit’s standard operating procedures (SOP) conflict with Troop
Regulations, the ship’s CO will determine security requirements.
b. The AA Unit Leader may provide additional personnel for vehicle security from organic
personnel as desired. These additional personnel will not be employed in a manner that
interferes with the function of the standing security watch, as established by the ship’s CO.
6. Vehicle Operation Testing
a. The AA Unit Leader must gain permission from the ship's appointed representative when
desiring to test run or move an ACV. Normally the ship's representative will be the Combat
Cargo Officer (CCO) or Combat Cargo Assistant (CCA).
b. The ship's representative will ensure that all necessary ship's personnel are notified of the
intended ACV operations and that all safety precautions have been taken.
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7. Fuel
a. ACVs are capable of utilizing JP-5, JP-8, F-24, DF-1 or DF-2 fuels depending on
environmental conditions, temperature, and fuel availability. Reference (a) provides specific
information on fuel type utilization. Although some of these fuels are not normally available on
amphibious ships, they can be included as bulk on-load items in drums as Landing Force
Operational Reserve Material (LFORM).
b. AA units drawing bulk petroleum, oils, and lubricants (POL) during exercises are
required to provide the ship with the appropriate supply documentation (DD Form 1149).
c. The AA Unit Leader must request permission from the ship’s appointed representative
prior to commencing fueling. During the evolution, the CCO or CCA will keep the OOD or
CDO informed of the status of fueling operation.
1002. Embarkation
1. Considerations
a. ACVs may be embarked at anchor, while lying to or at bare steerageway, or by ramp
from a quay wall while the ship is moored. Ships speed should be no more than 3 knots for
embarkation.
b. The embarkation of AcVs requires close coordination between debark control, well deck
control, vehicle drivers, and vehicle handlers. The use of proper signals is essential in
maintaining positive control over vehicle movement, ensuring complete understanding between
handlers and drivers.
c. To ensure maximum visibility and available power, ACVs will always be driven aboard
bow first, never backed onboard.
d. All ACVs will utilize antenna tie downs and have their antennas folded down prior to
ship operations to avoid damage. The antennas can be released from the tie downs once the
vehicle is stowed to avoid permanent antenna spring damage.
2. Standard Procedures
a. Ships should ballast to 3-4 feet of water at the sill, with 3.5 feet being optimal. The ship
should leave minimal water forward, creating a steep wedge or false beach which lets the ACV
transition from water mode to land mode inside the well.
b. When all preparations in the well are complete, the ship will order the lead ACV to make
its approach by signal flag or lights from the control station.
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(1) A green light or waving a green flag indicates "Ready to receive ACV". A red light
or motionless red flag indicates "Not ready to receive ACV".
(2) For daylight operations, control lights and flags will be used. For night or low
visibility operations, control lights and light wands will be used.
c. The POIC will control craft from the aft end of wing wall catwalk on LHD 1, LPD 17,
LSD 41 and LSD 49 class ships.
d. The POIC will continue to direct the ACV in the well until the ACV has grounded out.
On LSD 41 class ships, control will be passed to a traffic director stationed further forward on
the wingwall catwalk for positioning in designated vehicle parking area. On all other ship
classes, where the available stowage area is more confined and vehicle positioning is not as time
consuming, the POIC will control the craft until spotted. As an ACV gains traction in the well
deck it is recommend that it immediately be maneuvered to the starboard side of the well deck
which will hasten turnaround times. When the ACV is in the proper position, the vehicle
controller will signal the ACV driver to conduct a 3-point turn and face the vehicle toward the
stern. Figure 10-5 provides an example diagram of a 3-point turn. At no time will any
personnel, including traffic directors, be allowed in the well deck while ACVs are being
positioned.
e. As soon as the ACV has completed its 3-point turn and is reversing into the vehicle
stowage area, another ACV may enter the well deck.
f. As directed by the POIC, AA and Infantry Unit Leaders may be allowed to debark the
ACV once it has been spotted; all other personnel must stay in the vehicle until the embarkation
evolution is complete. Then, as directed by the POIC, troops and crew may debark. Troops will
proceed to assigned berthing and vehicle crews will secure their vehicles. The ship will have a
lashing detail available to assist in lashing ACVs if needed. ACVs will not be spotted for
securing or left stationary on an incline including vehicle ramps and energy absorbing ramps.
g. Disabled or damaged vehicles may require assistance to maneuver in the well. Reference
(c) provides specific guidance on rigging lines and tackle to move disabled vehicles.
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Figure 10-5. ACV 3-Point Turn
1003. Debarkation
1. General
a. ACV may debark by either of two methods: administrative or tactical launch.
Administrative launches may be conducted at anchor, pier side, or while lying to. Tactical or
underway launches are conducted while the ship is making way, normally between 5 and 15
knots.
b. Ensure that all well deck vent plenum doors are open if equipped, and that all well deck
ventilation blowers are operating at full power for 45 minutes prior to, during, and after
operations.
c. When conducting preoperational checks, ACVs should be operated in groups of six to
ensure exhaust fumes are fully evacuated from the well by the exhaust blowers. Once the ACVs
have been warmed up and shut down, the crews will stand by to embark troops.
d. Before the ACVs debark, all hatches, ramps, and vents must be closed. Under no
circumstances will an ACV be splashed unless complete watertight integrity has been attained.
Water tight integrity will be confirmed by the AA Unit Leader and reported to the WDCO.
e. If a casualty occurs during the launch phase, move or recover the disabled ACV
immediately to one side of the well deck and drive the remaining ACVs around it and off the
stern gate.
2. Standard Procedure
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a. In addition to the safety and operations brief, conduct a formal brief for well deck, small
boat, and AA Unit personnel of emergency procedures as well as all visual signals to be used and
where they will be displayed..
b. Set Condition 1A for wet well operations.
c. WDCO will direct the un-lashing and movement of ACVs to the ACV launch line. An
ACV launch line (12 inches in width) will be painted on the well deck bulkhead (both sides)
approximately one ACV length from sill.
d. Ballast the ship to approximately 0-6 inches of water at the sill. Sill depths in excess of 1
foot will produce noticeably adverse effects on the vehicle’s controls. These effects become
more pronounced as water depths over the sill increase.
e. Lower the stern gate to the horizontal position; the stern gate should not deviate from the
horizontal more than three degrees during the launch.
f. Ensure that all ventilation blowers are operating.
g. ACV crews will conduct all pre-launch operation checks prior to the arrival of troops to
include the starting, warming, and securing of ACV engines.
h. When all embarked troops are in their vehicles, the AA Unit Leader will collect manifests
from all ACV Vehicle Commanders and submit them to the CCO for transfer to the WDCO.
i. At the direction of Well Deck Control and in coordination with the AA Unit Leader, the
first wave of vehicles will start engines. All other crews (successive waves) will wait until
ordered to start their vehicles.
3. Tactical Launch Specifics
a. General
(1) ACVs have the endurance and water tight integrity necessary for extended waterborne
operations; however, human factors and environmental conditions must be considered in
assessing the distance for movement. When correctly deployed from shipping, time devoted to
wave assembly prior to crossing the Line of Departure (LOD) should be minimized.
(2) Underway launch tactics combine the elements of speed, surprise, and relative stealth.
The technique is considered doctrine and is used whenever minimum exposure time is desired,
even to combat poor weather conditions. Using underway launch tactics will eliminate
congested, vulnerable anchorages near the LOD and allow ships to freely maneuver close to
shore.
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b. Considerations. The decision to conduct an underway launch rests with ship’s CO. The
following factors must be considered when conducting underway ACV launch:
(1) Launch Speed. The launch will be designated either "High Speed" (ship's speed in
excess of 10 knots) or "Low Speed" (ship's speed 10 knots or less). Reference (a) describes
launch speed requirements. The exact speed at which the launch will occur is the decision of the
ship’s CO. In the event of launches by more than one ship, launch speeds will be coordinated by
CATF or the Officer in Tactical Command (OTC). Launch speed is a factor of:
(a) Tactical situation (e.g., enemy capabilities, disposition, threat rings).
(b) Sea conditions at the LOD.
(c) LOD width and length (affects vehicle dispersion and launch interval).
(d) Navigation and hydrography of the area.
(e) Distance from the launch point (ship’s track) to the LOD.
(f) Number of vehicles being launched.
(g) Depth of water relative to squatting.
(2) Launch Track. Per reference (a), the launch track will normally be parallel to the
beach; however, launch tracks may be U-turns or echelons. The ACV LOD will normally be as
close to the beach as is possible, and will not coincide with the LOD for other landing craft. The
launch track should, if possible, avoid large variations in water depth, especially at depths less
than 100 feet.
(3) Launch Interval. Spacing between ACVs during underway launch is critical. After
the ship’s CO has determined the launch speed, the launch interval can be calculated to provide
sufficient distance between craft to avoid collision once waterborne. When calculating the
launch interval, the number of vehicles in each wave and the width of the LOD and beach should
also be considered. The minimum interval, per reference (a), is five seconds. Longer intervals
should be considered at speeds less than 10 knots to ensure a safe distance between vehicles
(approximately 50 meters).
c. Underway Launch Procedures
(1) Debarkation during an underway launch is done in the same manner as debarkation
when a ship is at anchor or lying to. Note, that during an underway launch, the precision in
launching individual ACVs in terms of time and position is critical, since these factors will
drastically affect the wave’s formation and overall tactical effectiveness of the landing.
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(2) The major limiting factor in terms of ship handling is the requirement for adequate
water depth to avoid undesirable bottom effects while maneuvering at high speed, ballasted
down, and the stern gate lowered. Before conducting the launch, a careful examination of
reliable hydrographic charts is essential.
(3) The major limiting factor relative to ACVs is the driver’s ability to maintain steering
control and affect a breakaway from the ship's wake once launched. Proper ballasting and
positioning of the stern gate will alleviate this problem.
(4) If the stern gate mechanism is capable of withstanding the stress, underway launch is
feasible and safe at any speed up to a maximum of 20 knots.
(5) While the control and execution of the underway launch is a ship function, AA Unit
Leaders are inherently responsible for coordinating with the ship's personnel to ensure all the
above factors that affect the launch are addressed.
1004. Emergency Procedures for Disabled or Sinking ACV. Reference (b) provides standard
emergency procedures for the rescue and recovery of waterborne ACVs. The direction of rescue
efforts for any distressed vehicle is the responsibility of the AA Unit Leader. The CATF,
normally delegated to the Primary or Secondary Control Ships, will be responsible for recovery
efforts associated with a disabled, sinking, or sunk ACV.
1. Assistance Procedures
a. The designated small boats must provide the initial support to an ACV in distress and
must serve as the primary option to receive personnel in the event of evacuation or egress. The
waves unloaded bump and recovery vehicle must be the primary option for waterborne ACV
towing, and the last resort to receive personnel in the event of evacuation or egress where small
boats are unable to assist.
b. When providing assistance, it is imperative that the assisting ACV or small boat crew not
secure their vehicle or craft to the disabled ACV. Any lines that are used to lash the two vehicles
together will be hand tended and have no more than one turn on a cleat. If an ACV must be
towed to safety, an ACV will provide the tow. If a second ACV is not available, an LCU, or
LCM may be used.
c. If an ACV is swamped by waves or begins sinking for any other reason, the assisting
vehicle or craft will immediately cast off lines and stand off to the windward side to rescue
evacuees.
d. Vehicles disabled in the surf zone are the responsibility of the AA Unit Leader or their
pre-planned subordinate. At no time will a small boat attempt to enter the surf zone to effect a
rescue. Only ACVs will conduct surf zone recovery.
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2. Emergency distress signals for disabled vehicles are provided in paragraph 10.1(f).
3. Vehicle Emergency Procedures. The Vehicle Commander is responsible for the safe
evacuation of all crew and embarked personnel. It is imperative all embarked personnel are
briefed on evacuation and egress procedures prior to embarking onboard an ACV. This brief
should include:
a. Safety procedures
b. Evacuation procedures
c. Proper egress routes
d. Wearing and employing personal flotation devices
e. Vehicle bump plan
f. The importance of following the instructions of the Vehicle Commander and Rear Egress
Operator in an emergency requiring evacuation or egress.
4. Recovering Disabled Vehicles. The following procedure describes the actions required to
recover a disabled ACV to a well deck. Specific instruction on the towing of ACV is given in
reference (b).
a. Safety of personnel will be the primary consideration when recovering a disabled ACV.
b. Ships will ballast to 7-8 feet at the sill to recover a disabled ACV that is being towed by
another ACV or when ship’s positioning or steadying lines must be used. Ship’s speed should be
reduced to the slowest speed possible.
c. The AA Unit Leader will determine the embarkation order for vehicles to prioritize
bringing disabled vehicles aboard shipping as required.
d. Tow the disabled ACV to a safe distance from the stern of the recovery ship using a
second ACV.
e. When ordered by the WDCO, the towing vehicle will tow the disabled vehicle as far
forward in the well deck as possible, preferably as far forward that the both vehicles are safe
from wave action.
f. The disabled ACV will then need to be either pulled or pushed with a tow bar into the
vehicle stowage area. This is a time consuming process and will greatly slow embarkation of
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other vehicles. It is recommended that if it can be safely executed, the disabled ACV is the
second to last vehicle of the unit to be embarked.
g. As a last resort, the disabled ACV may be secured in the well deck in such a position that
it offers the least interference with well deck operations.
h. To debark a disabled ACV, it should be transported ashore in the well deck of an LCM,
LCU, or LCAC. At no time will an ACV tow a disabled ACV from ship-to-shore.
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ACV Launch and Recovery Equipment Checklist
EQUIPMENT
QUANTITY
18’ X 18’ red flag
2
18’ X 18’ green flag
2
3’ X 3’ green flag
1
Size 6 speed pennant
1
Red wands
2
Green wands
2
Amber wands
12
Powered megaphones
2
Sound powered phones
2
18” Life ring with 100’ of
polypropylene line attached
1
REMARKS
_________________________________
POIC Signature
POIC will ensure all equipment is on station.
When verified and signed, POIC will submit to WDCO.
Table 10-1. ACV Well Deck Launch and Recovery Equipment Checklist
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CHAPTER 11
LANDING CRAFT-AIR CUSHION (LCAC) OPERATIONS
Ref:
(a) S9LCA-AA-SCM-040 SEAOPS (Volume III)
1100. LCAC. Well Deck Operations. Reference (a) is the primary reference for LCAC
operations. This manual includes specific interface and support information for LCAC capable
amphibious ships, Assault Craft Units (ACUs), and staffs while planning for or engaged in the
embark, transport, launch, and recovery of LCAC.
1101. Craft Characteristics and Capabilities
1. LCAC are high speed, ship-to-shore and over-the-beach amphibious landing craft capable of
transporting equipment, personnel, and weapons systems from ships located over the horizon,
through the surf zone, and across the beach to hard landing points above the waterline. LCAC
are supported on a pressurized cushion of air and travel at speeds much higher than conventional
(waterborne) landing craft. Since LCAC are not displacement hull craft, they are less susceptible
to submerged mines and underwater ordnance, and operate unrestrained by tides, currents, and
underwater topography which restrict the maneuverability of conventional landing craft.
2. LCAC have a compartmented flotation hull fabricated of welded aluminum alloy plates and
beams forming watertight compartments. The port and starboard super-structures house
equipment, machinery, and crew stations. The cargo deck accommodates palletized and nonpalletized items, and roll-on, roll-off vehicles and wheeled equipment up to one M1A1 Abrams
main battle tank (MBT). Troops are carried in designated seating in the cabin modules (16 port
and 7 starboard) pending combat load to avoid exposure to wind and spray during craft
operations.
3. Approximately 80 percent of craft propulsion is provided by two ducted propellers and
double-entry centrifugal fans which provide air for the air cushion. A bag-and-finger seal around
the sides of the craft and stability seals under the hull retain cushion shape. The variable pitch
propellers, rudders, and bow thrusters make the LCAC highly maneuverable compared to
conventional displacement hull vessels. The craft is capable of entering and exiting ship well
decks either on-cushion or hull borne. It is compatible with four classes of amphibious ships:
LPD-17, LSD-41, LSD-49, and LHD-1.
1102. Launch and Recovery
1. LCAC will normally be launched and recovered from the ship that has ballasted 0 to 6 inches
above the sill. This creates a dry well condition necessary for a normal LCAC entry or exit oncushion. If it becomes necessary to launch or recover LCAC in the hull borne mode either selfpropelled or under tow, the ship will be ballasted to produce a wet well condition.
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2. Normal launch and recovery operations are conducted with the ship underway. However,
operations may be conducted with the ship at anchor if the operational situation so dictates.
1103. Procedures
1. The ship will be headed into the wind and sea for LCAC launch and recovery. When winds
and seas are from different directions, the ship will head into the sea. Refer to reference (a)
under class specific appendix for launch and recovery speeds.
2. Final approach to the well deck is controlled by the Ramp Marshal who will direct (by hand
signals) the LCAC into the well. Various lighting and visual aids are also installed in LCAC
capable ships.
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CHAPTER 12
SECURING ASSAULT CRAFT IN THE WELL
Ref:
(a) Naval Ship’s Technical Manual 584
(b) S9LCA-AA-SSM-010, Safe Engineering and Operations (SEAOPS) Manual for
Landing Craft Air Cushion (LCAC) 14, 19, 35, & 50 (Legacy)
(c) S9LCA-AA-SCM-040 Safe Engineering and Operations (SEAOPS) Manual for
Landing Craft-Air Cushion (LCAC) Well Deck Operations (Volume III)
(d) Naval Ship’s Technical Manual 575
(e) CLAD DTG R 091509Z JUL 19 - Landing Craft Utility Class Advisory
NO. (02-2019)/Revision 1 LCU Lashing and Shoring Onboard Ship
1200. Background. References (a) through (c) provide general guidance on assault craft
securing techniques and the proper selection of shoring and lashing gear. Reference (d) provides
general guidance on securing techniques and the proper selection of lashing and shoring gear for
military vehicle (wheeled and tracked) and Amphibious Assault Vehicle (AAV) craft. Reference
(e) provides specific shoring requirements for LCU onboard ship. This chapter is a supplement to
references (a) through (e) with regards to securing techniques.
1201. General. Securing of landing craft in the well is the responsibility of the ship, not the
embarking unit or craft OIC. Detailed planning is required prior to the craft entering the well.
The positioning of craft in the well, the total weight of craft and the required quantities of lashing
gear and shoring should be determined as early as possible to ensure availability.
1202. Restraining Material. When securing landing craft in the well, the ship’s heavy weather
bill and SEAOPS will be used to determine the scope of shoring and lashing gear to be used on
craft in the well deck.
1. Lashing Gear
a. Lashing gear is used to secure cargo, equipment, and vehicles from the effects of ship's
motion. All ship classes have an allowance for 17,000, 35,000, and 70,000 pound capacity
lashing gear assemblies for the specific use of securing landing craft and other cargo. LCAC
capable ships will also maintain required LCAC lashing assemblies, authorized for use only with
LCAC, per references (b) and (c).
b. The selection of lashing gear assemblies is dependent on availability, the number and
rating of deck fittings, position and orientation of the vehicle, friction factors, and expected sea
conditions.
c. LCUs will be lashed per reference (a). LCACs will be lashed per references (b) and (c).
AAVs will be lashed per reference (d).
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2. Shoring. Shoring is fire retardant wooden supports installed between the hull of the craft and
the adjacent ship’s bulkheads to provide greater stability of the craft as related to ship’s
movement.
NOTE: If any of the conditions listed in below exist and craft are not secured with shoring, the
ship will station a separate continuous integrity watch until proper shoring is erected and the
craft are verified secure.
a. All landing craft will be properly shored when any of the following conditions exist:
(1) Ship is conducting any trans-oceanic transit.
(2) More than 96 hours between planned wet well evolutions.
(3) Expected wave heights are greater than 10 feet.
b. LCUs will be shored per reference (a). LCACs will be shored per references (b) and (c).
WARNING: Metal Shoring will never be used to secure a craft in the well deck.
3. Chains. Chains provided by the ACU may be used in addition to lashing gear for securing
landing craft. The ship will provide lashing gear for LCUs per reference (a), LCACs per
references (b) and (c), and AAVs per reference (d). The ship will be provide lashing gear for
Improved Naval Lighterage System (INLS).
1203. Procedure. Unless navigation or tactical conditions dictate, the ship is not free to
maneuver until all landing crafts are secured for sea. If landing craft have not been properly
secured in position and the ship is required to maneuver, all non-essential personnel will stand
clear of the well deck and all vehicle crews still embarked will seek shelter in their vehicles.
Only when the OOD can ensure steady conditions will personnel be allowed to re-enter the well
and continue securing craft. To assist in the embarkation and lashing effort, the following
guidelines are provided:
NOTE: In the event the ship is in extremis and is required to maneuver to avoid danger,
coordination between controlling stations and minimal rudder and speed changes keeping in
mind of wave action in the well and well deck control must report unsafe conditions to the
Officer of the Deck.
1. Determine as early as possible, through coordination with embarking unit and ISIC: craft,
equipment, and cargo assigned for stowage onboard.
2. When the type of craft to be embarked is determined, ensure adequate numbers of lashing
assemblies are available for the initial embarkation and a reserve in case of casualty.
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3. Prepare and use a Craft Stowage Diagram as guidance for positioning of craft in the well
deck, as well as the deck fittings and lashing assemblies to be utilized.
4. For each craft, determine the total weight of the craft.
a. For lashing and shoring requirements of LCUs without Boat Alteration (BoatAlt)
135LCU/352B, refer to reference (a) and this manual.
b. For lashing and shoring requirements of LCACs, refer to references (b) and (c) and this
manual.
c. For lashing and shoring requirements of AAVs, refer to reference (d) and this
manual.
d. For securing techniques, follow guidelines herein in addition to requirements in
references (a) through (d) as applicable.
5. Upon determining the proper lashing gear and shoring required, the ship will use the craft
stowage diagram to indicate relative position and attachment points for the shoring and lashing.
The lashing and shoring crew should be briefed using this diagram on the plan for securing the
landing craft.
1204. Responsibilities
1. Landing Craft
a. The craftmaster or coxswain has the responsibility for securing cargo, equipment, and
vehicles on the craft.
b. Once the craft enters the well of the ship, the ship assumes responsibility for ensuring the
cargo, vehicles, and equipment are properly secured in the craft.
2. Ship
a. When craft are embarked in a well, the ship is responsible for making sure the craft is
properly secured. The craftmaster will provide personnel and technical expertise as needed. In
addition, during shoring of craft in the well deck, ships will assign the DCA or a senior
representative from the damage control organization to coordinate shoring team efforts.
b. The ship will advise the ISIC of lashing and shoring deficiencies before embarking
craft. Unless directed by the ISIC, ships will not embark craft if adequate lashing and shoring
are not available.
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c. Ships will keep a supply of lashing gear assemblies and shoring on board to support
unexpected embarkation of landing craft. Procurement of shoring is the ship's responsibility.
d. All well deck controlling stations will remain manned and ready until all landing craft are
properly griped and secured for sea. The WDCO will report to Debark Control (if manned) or
the bridge that all craft are properly griped and shored when complete.
e. When craft are embarked in a well, the ship is responsible for providing berthing to
landing craft crew. Berthing is not permitted on the craft in the well deck while embarked.
1205. Prominent Factors in Well Deck Casualties. The following items are major
contributors to accidents involving landing craft in well decks. These accidents can result in
human and extensive property casualties:
1. Assuming the weight of the craft is enough (without lashing and shoring) to prevent
movement.
2. Allowing the craft to "ground out" on a slippery surface (such as seaweed or spilled oil).
3. Failure to periodically check lashing and shoring for slack.
4. Failure to set a 24 hour integrity watch by the craft’s crew and shoring watch by ship’s force
to monitor shoring, lashing, and craft’s plant status, reporting to the bridge every hour.
5. Failure to have an adequate supply of lashing gear and shoring on board for contingencies.
6. Failure to conduct prior planning, prepare a well deck lashing diagram, or coordinate with
craftmaster.
7. Failure to take into consideration weight of the preloaded cargo, vehicles, and equipment on
the landing craft.
8. Failure to properly pre-tension the lashing assemblies. All lashing assemblies must be preloaded when all are in place and will not be slack.
9. Failure to inspect all ship lashing assemblies and attachment points and craft attachment
points per applicable MRC. All attachment points will be inspected to verify satisfactory
condition.
10. For LCUs only, assuming all attachment points on the craft are adequate for lashing the
LCU. The horned cleats on mooring chocks and mooring rings will not be used for lashing the
craft.
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1206. Securing LCU
1. Information provided in reference (a) for securing an LCU is technical in nature. Per
reference (a), 24 70,000-pound lashing assemblies for legacy LCUs (without BoatAlt
135LCU/352B) and 20 70,000-pound lashing assemblies for modified LCUs (LCUs with
BoatAlt 135LCU/352B) are required for securing the LCU.
NOTE: LCUs will not be married to each other.
2. Recommended Method. LCUs will be secured per reference (a) and the following:
a. Inspect all ship lashing assemblies and attachment points and craft attachment points per
applicable MRCs.
b. Have all securing gear (mooring lines, lashing assemblies, and shoring) pre-stage in the
quantities required by the lashing and shoring plan.
NOTE: Proper, first time tension is achieved when firm resistance is felt at the handle when it
reaches an angle of approximately 90 to 110 degrees as the handle is rotated from its fully open
position (approximately 10 degrees). If there is firm resistance at greater than approximately 110
degrees from the fully open position, the lash is too tight and will be very difficult to close. If
there is firm resistance at less than approximately 90 degrees from the fully open position, the
lash can be too lightly tensioned. LCUs will not be married to each other.
c. Once the craft is grounded, position the lashing gear on the craft and pre-load the lashing
gear assemblies.
d. After the lashing assemblies are installed, position the shoring.
e. Once the craft is shored, check the lashing gear assemblies for proper tension, adjust as
needed.
1207. Planning Factors for Securing Vehicles. Reference (d) and this manual have the lashing
and shoring selection guidance and securing techniques for securing military vehicles with and
without armored plating. Additionally, standard operating procedure manuals for AAVs are also
available on the subject. The weight of the AAV (32 tons), ACV (31 tons), and M1A1 MBT (72
tons) require that careful consideration be given to stowage and securing as well as their impact
on ship’s stability. Vehicles can be secured cargo loaded as long as the total vehicle weight does
not exceed the maximum transport weight of the vehicle. Due to operational requirements, the
OTC or in most cases the ship’s CO retains the ultimate authority for exceeding weight
requirements of Medium Tactical Vehicle Replacement (MTVR) securing padeyes.
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1. Restraining Material. Due to their weight and high centers of gravity, armored vehicles
require considerable lashing and shoring for their apparent size. Dunnage is also used to reduce
wear and tear on the well and vehicle deck.
a. Lashing Gear. Military vehicles will be lashed per reference (d).
b. Dunnage. Other materials may be used as dunnage. The purpose of dunnage is to protect
cargo stowed adjacent to the vehicle, it does not increase stability.
2. Procedure. The procedure for securing any armored vehicle is essentially the same:
a. The vehicle will be stowed and secured in a fore and aft orientation to limit ship imposed
dynamic forces in the direction of least restraint. The stowage diagram will allow for fire lanes
between vehicles and bulkheads.
b. When the vehicle is correctly spotted, the crew chief will secure power. The vehicle will
be spotted to best use available deck fittings (cloverleaves).
c. Ship’s personnel will provide the appropriate lashings, shoring, and dunnage to the
vehicle crews to secure their vehicles. Unlike boats, vehicle crews are responsible for securing
their vehicles, under the supervision of well deck personnel.
d. Once the vehicle crew has secured their vehicles, well deck personnel will check all
lashings and shoring for proper employment and safety.
e. Periodic checks will be conducted to ensure lashings and shoring are not excessively
stressed or slack. This watch is not a security watch, which is provided from vehicle unit
personnel.
3. AAV Specifics
a. Enhanced Add-on Armor Kit (EAAK)-equipped AAVs weigh 48,060 pounds unloaded,
52,504 pounds cargo loaded (combat equipped with troops and cargo). AAVs will be secured
with the quantity and load capacity of lashing gear assembly specified per reference (d).
b. AAVs have four specified attachment points (two on the front and two on the rear).
Refer to reference (d) for attachment points on AAVs.
c. In any situation in which lashings alone are inadequate, shoring will be used to provide
additional restraint.
4. AAV Operations with LPD 17/LSD 49 Class Ships. AAVs will not be temporarily stowed
on the well deck incline.
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5. ACV Operations with LPD 17/LSD 49 Class Ships
6. M1A1 MBT Specifics
a. Excessive damage to wood and metal decks is common whenever maneuvering the
vehicle onboard ships; dunnage will be used to reduce wear and tear when the vehicle is not
operating on an incline. At no time will dunnage be used on an incline.
b. Attachment points are available on either side, front, and rear of the tank, allowing a total
of eight lashings.
1208. Securing Vehicles. Reference (d) has guidance on the lashing and shoring selection and
proper use of lashings for securing vehicles and this document has additional guidance on
securing techniques. Additionally, SOP manuals for vehicles are available on the subject.
Vehicles can be secured cargo loaded as long as the total vehicle weight does not exceed the
maximum transport weight of the vehicle.
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CHAPTER 13
WELL DECK CASUALTY CONTROL PROCEDURES
Ref:
(a) S9LCA-AA-SCM-040 Safe Engineering and Operations (SEAOPS) Manual
(b) Naval Ship’s Technical Manual 555
1300. Discussion. Although this chapter is devoted to well deck emergencies, it will focus
predominately on fire fighting. Several conditions inherent to well deck and landing craft
operations contribute to fire hazards. These include bulk containers of flammable liquid meant
for transport ashore, fuel spilled during refueling, and fuel and lube oil leaks from vehicles and
assault craft. Additionally, due to the nature of well deck operations, when an emergency does
occur, circumstances may prevent immediate access by fire fighters or emergency personnel.
Well decks are equipped with water curtains and overhead smothering foam systems to minimize
this problem, but without constant training of firefighting personnel in the well deck and
enforcement of fire prevention policies and practices, these systems will only provide cursory
protection. Well deck firefighting will be conducted monthly when LCAC is embarked or 180 if
not.
1301. Effective Fire Fighting. In order to effectively combat emergencies in the well, the ship
must be aware of the various conditions and situations which could complicate an emergency in
the well deck. These include:
1. Fire in or on the wing walls.
2. Fire on a vehicle stowage or cargo deck.
3. Fire in a landing craft alive in the well.
4. Fire in a landing craft during a stern gate marriage.
5. Flooding in a landing craft alive in the well.
6. Major flammable liquid leak in a wet or dry well.
7. Fire in a landing craft loaded with ammunition.
The ship’s repair party instruction will address the responsibility for combating situations such as
those listed above. Plans of action and training scenarios must be developed to exercise
Condition 1A watch standers, repair parties, and in port fire parties in the specific procedure and
equipment used. Frequent drills and familiarization with installed firefighting equipment are
necessary to train not only repair party personnel but also Condition 1A watch standers and those
personnel who are assigned other watch stations in the area of the well deck.
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1302. General Guidelines. As a minimum requirement for combating a major fire in the well
deck or in an embarked landing craft, Condition 1A personnel should be assigned specific
immediate actions and firefighting team positions. Immediate actions include:
1. Report the emergency, its location, the status of casualty control, and required assistance.
2. Man a fire fighting team, preferably two complete hose teams, with a team leader.
3. Remove or isolate the flammable liquid source.
4. Contain and control the fire.
5. Investigate all cargo handling equipment or landing craft in the vicinity. Move vehicles and
cargo away from the emergency when possible.
6. Evacuate unnecessary personnel to a safe area out of the well deck.
7. Establish fire boundaries to protect cargo, vehicles, and the ship.
8. Take positive control of ventilation systems to clear smoke and fumes from the well.
1303. Specific Situations. In addition to the general immediate actions listed above, specific
emergency situations may dictate further action. Below is guidance for combating specific well
deck emergencies:
1. Fire in a Dry Well with Landing Craft Embarked
a. Muster vehicle, crafts crews and embarked personnel in an area designated by ship to
ensure accountability. Evacuate non-essential personnel to an area outside the well deck.
b. Fight the fire using the ship’s firefighting doctrine and practiced procedure.
c. Set negative ventilation to reduce the concentration of smoke and fumes.
d. Set the ballast detail and prepare to ballast down.
e. Unlash unaffected vehicles and move them away from the emergency, e.g., AAVs and
LARC Vs.
f. Flood the well if that will aid in extinguishing the fire.
g. If conditions permit, launch unaffected craft and amphibious vehicles.
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h. When operating LCAC in a dry well, unless the craft can be launched immediately, it
should be shut down to avoid feeding oxygen to the fire.
i. If the fire is out of control, remove the source from the ship by whatever means possible
(e.g., launch the affected boat or vehicle and call away the rescue and assistance detail or a
salvage boat to fight the fire away from the ship).
2. Fire in a Wet Well with Landing Craft Embarked
a. Evacuate non-essential personnel to an area away from the well deck.
b. Make every attempt to fight the fire on a craft embarked in a ship using the ship’s
firefighting doctrine and well deck smothering systems.
c. Set negative ventilation to reduce the concentration of smoke and fumes.
d. If possible, launch those craft, which are not involved with the fire. In the event you are
unable to launch, position craft as far from the affected area as possible.
e. Maneuver the affected craft to take advantage of installed firefighting equipment (i.e.,
overhead smothering systems).
f. Should the fire prove uncontrollable, launch the affected craft by whatever means
possible and call away the rescue and assistance detail or a salvage boat and fight the fire away
from the ship.
3. Fire on Landing Craft While Married to Stern Gate
a. Fight the fire using landing craft personnel and equipment.
b. Assist as necessary with the ship’s well deck and repair party personnel.
c. Should the fire prove uncontrollable, evacuate the craft, cast it off, and call away the
rescue and assistance detail or a salvage boat and fight the fire away from the ship.
4. Landing Craft Flooding
a. If the craft is still in the well, cease ballasting, and de-ballast to ground out the craft.
Care will be taken when handling lines in case the craft heels from added weight.
b. If the craft is out of the well and near the ship, ballast down and bring it into the well
deck. De-ballast as previously stated.
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c. If time and distance do not allow prompt recovery of the craft, send the craft to the
nearest beach or willow water area and ground it out to prevent loss.
d. Any time a craft out of the well begins to flood an assist craft should rendezvous with it
and evacuate all non-essential personnel to safety.
5. Major Fuel Leak in the Well Deck
a. Isolate the source of the fuel leak.
b. Contain the fuel within the well deck using the stern gate and fire hoses to reduce the
environmental impact.
c. If a fire hazard exists, cover the spill with AFFF or flush the spilled oil from the well
deck using fire hoses. Flushed oil should be contained in the vicinity of the ship for recovery.
d. Clean up the fuel using oil spill containment kits.
6. Equipment and Material Adrift in the Well Deck. Change course or speed of ship to
minimize pitch and roll. De-ballast ship until material grounds out. When material is grounded,
personnel may then be sent into the well to secure the material using dunnage and lashing gear.
7. Fire in an LCAC Compartment or Module
a. The craftmaster is responsible for firefighting efforts aboard their craft utilizing organic
firefighting equipment and systems. If the craftmaster deems it necessary, they may request the
assistance of well deck or repair party personnel to combat the fire.
b. Reference (a) contains specific guidance for firefighting and using installed firefighting
systems onboard LCAC.
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CHAPTER 14
INLS OPERATIONS WITH AMPHIBIOUS WET WELL SHIPS
1400. Background. The Amphibious Construction Battalions (ACB) required operational
capabilities and planned operational environment dictate a requirement for being able to
operate from an amphibious ship. This requirement is aimed at the ability to transport
lighterage components, such as the INLS, within the wet well or well deck that are inherent
of amphibious ships. The INLS is transported at speed to alternate locations for a variety of
operational or humanitarian missions. The ships that have wet well capabilities for
operating with INLS include the LSD (2 classes), LHD and LPD. Individual classes of
ships may have some unique procedures, but the operations are all similar in requirements,
sequence and procedures.
1401. Shipboard Planning and Preparation. There are some basic planning steps that
need to be considered to assure a successful evolution.
1. Confirm the load condition of the lighterage. This is usually going to be a causeway ferry
(CF). The craft will be ballasted to minimize list and trim.
2. Review environmental conditions and operational thresholds.
3. Identify the minimum amount of water at the sill that will allow the lighters to safely enter the
well. There will be a minimum of 18" of water below deepest draft of the craft.
4. Verify that all hands are trained or advised of the sequence of operations and procedures,
especially verbal and visual signals.
1402. INLS Introduction. The INLS CF Power Module (CFPM or PM) may embark
individually, or as a CF when "flexed" together with one or more INLS modules. The
standard INLS CF is a 2+1 or "plus 2" configuration, consisting of a PM, an Intermediate
Module (IM) and a Beach Module (BM). The IM provides cargo deck space by flexing into
the bow of the CFPM and the BM flexes in ahead of the IM providing the beaching
capability. The BM is the bow of the CF and has a hydraulically operated ramp, bow
thruster, electrical and fire pump capabilities. The CF is typically 256 feet overall, with the
PM, IM and BM measuring approximately 88', 80' and 88' overall, respectively. Due to its
modular construction, the craft length can be altered; for example the CF can delete the 80'
IM resulting in a CF that is approximately 176' overall. The modules are all 8 feet from
deck to keel; non-powered modules measure 24 feet wide, with the Warping Tug (WT), BM
and CFPM at 26 feet wide, including the fendering on each side. The unique ability to
"flex" into various configurations optimizes well deck space. INLS craft and modules can
only be embarked individually, not in a "married" two abreast configuration, due to built-in
INLS fendering. INLS module characteristics can be found in Table 13-1. Figure 13-1
identifies the relative sizes of well deck space and lighters.
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APPROXIMATE DIMENSIONS OF AVAILABLE WET WELL SPACE
APPROXIMATE DIMENSIONS OF LIGHTERAGE
Figure 14-1. Relative Sizes of Well Deck Space and Lighters
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Table 14-1. INLS Module Characteristics
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1403. INLS Wet Well Operations. INLS uses water jet thrusters for main propulsion and
bow thrust. The thruster intakes are located on the bottom of the craft. The craft will
evacuate the water quickly below its hull in shallow depths and any loose or floating objects
can be ingested by the intakes. Extreme care will be taken when passing lines to ensure they
do not become a maneuvering hazard.
1404. INLS Lashing Points. Available deck fittings for lashing the INLS WT, PM, IM
and BM are deck cloverleaf fittings and deck edge drop-in fittings (Figure 14-2). All INLS
modules have built-in deck cloverleaf fittings for securing vehicles and cargo. Some
lashings will pass through welded closed chocks or around fixed and retractable bitts. This
is to redirect lashing direction to achieve the routing per the INLS lashing routing diagrams
in Figures 14-3 through 14-6. All INLS modules with the exception of Full Rate Production
(FRP) WT, PM, and BM have built-in deck edge drop-in receivers. These drop-in receivers
allow the use of drop-in gripe fittings. The drop-in gripe fittings and deck cloverleaf fittings
provide the capability for INLS to be lashed down to the wet well deck fittings of
amphibious ships, using 70K lashing assemblies (Peck & Hale P/N 70MTC/818A).
Deck Edge Drop-In Fitting
Deck Cloverleaf Fitting
Figure 14-2. INLS Deck Fittings for Lashing Down INLS Modules
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Figure 14-3
Available Lashing Points on INLS Beach Module
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Figure 14-4
Available Lashing Points on INLS Power Module
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Figure 14-5. Available Lashing Points on INLS Intermediate Module
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Figure 14-6. Available Lashing Points on INLS Warping Module
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1405. Craft Preparation
1. Lower the mast, and all other obstructions (antennas) which extend over 20'-0" above the
keel. Searchlight at top of pilothouse may need to be removed temporarily, as required. See
Figure 14-7.
2. Unless needed for safe navigation, lower forward light mast on the BM to avoid
interference inside the well.
3. Ensure any cargo or vehicles embarked do not exceed 20’-0" above the keel.
4. Ballast craft to minimize list and trim.
5. Ensure all internal navigation equipment is operating correctly.
6. Ensure bow module thruster is ready for shut down upon crossing the sill, although it may
be used for maneuvering once inside. Use caution when maneuvering inside the well and
avoid interference with the wireless antenna on the starboard side of the BM.
BM Fwd Mast
Light
BM Wireless
Antenna
PM/WT Main
Mast
Figures 14-7. Masts and Antennas
14-9
WT Aft Tow
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1406. GO and NO GO Criteria for INLS Operations in L-Class Ships
1. GO:
a. Ocean current - less than 5 knots.
b. Swell height - less than 6 feet.
c. Chop height - less than 4 feet.
d. Wind speed - less than 25 knots.
e. Sill variation - less than 2' of sill variation.
f. Sill depth - more than 18" of water below the crafts deepest draft.
2. NO-GO:
a. Ocean current-ship to shore movement greater than 4 miles should not be attempted at
night or in conditions of low visibility, or when current is greater than 4 knots.
b. Swell height - swell heights greater than 6 feet or any combination of chop and swell
heights greater than 6 feet.
(1) Chop height - Chop height greater than 4 feet regardless of swell height.
(2) Wind speed - wind speed greater than 25 knots regardless of wave height.
(3) Sill variation - more than 2' of wave action in the well.
c. Sill depth - less than 18" of good water below the crafts deepest draft at the lowest sill
variation.
1407. Lighter Preparations
1. CF in 2+1 (plus 2) configuration (259' LOA).
2. Six feet of water at the sill when recovering empty INLS and two feet of water forward.
3. Communications: Boat A/B, BTB and MOMS (non-organic).
4. Ship's speed: Bare steerage way into the winds and seas.
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5. Deck hands: Three assigned to position cargo, operate radios and perform as lookouts.
6. Passengers and crew will remain on the craft until directed to debark by the craftmaster.
7. All personnel on lNLS will be in battle dress and wear authorized personal flotation
devices.
8. Line-handlers will tend lines a minimum of 18 inches away from cleats and bitts.
9. All crew members will transit the center of the craft to prevent a man overboard.
10. All scuttles and hatches dogged.
1408. Duties and Responsibilities
1. The DCO is the overall control officer for all well embark and debark evolutions.
2. The WDCO is in charge of all well deck operations.
3. The BO and POIC are responsible for carrying out the instructions of WDCO.
4. Craftmaster. Overall in charge of craft. Stationed in the pilot house. Operates the water
jets, throttles, radar and BTB.
5. Engineer. Maintains engineer spaces and assist the deck hands with lookout and cargo
handling duties. Also serves as a safety observer.
SIGNAL
FLAG
GREEN
FLAG OR LIGHT
WAVED
3' X 3' SQUARE
FLAG
RED
FLAG OR LIGHT
STEADY SIZE
6 SPEED
PENNANT
ENTRY ACTION
READY TO
CONDUCT WELL
DECK
OPERATIONS
NOT READY TO
CONDUCT WELL
DECK
OPERATIONS
Table 14-2
Well Deck Control Signals
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ACTION
LAUNCH/RECOVER
ABORT LAUNCH/
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1409. INLS Line Handling Operations
1. Embark in LHD/LPD/LSD Class ships
a. Lines will be set up on the port and starboard wing walls adjacent to a predetermined
position of the lNLS.
b. Line 2 will then be walked aft from bitts from which the line will be tended and passed
around the second set of T-Bitt/Cleat on the BM as soon as practicable after INLS crosses the
sill.
c. Line 2 is then tended as required for controlling forward movement of the craft.
d. The craft is moved forward using its engines until Line 4 can be passed to the forward
bitt on the IM.
e. Pass over line 1 to aft bitt on BM and Line 3 to aft bitt on IM.
f. Stem gate may be raised to 45 degrees to minimize wave action at the discretion of the
WDCO or craftmaster request.
g. As the craft moves forward to a predetermined position the lines can be shifted forward.
h. Care must be taken to make sure that only one pair of lines are shifted at any given time.
i. Pass over lines 1 to aft T-Bitt/cleat on BM and line 3 to forward T-bitts on PM.
2. Debark in LHD/ LPD/LSD Class ships (Figure 14-8)
a. When the INLS is afloat and ready to be debarked, cast off lines 1 and 3.
b. As the INLS backs out, work the slack out of the number 2 and 4 lines. When the lines
are up and down with the wing wall bitts, cast off and let the INLS proceed out of the well deck.
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Figure 14-8. Sequence in LHD/LPD/LSD
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1410. Securing INLS Modules in the Well Deck. Refer to Appendix I and enclosure (1) of
this instruction.
1411. Underway Launch of Landing Craft (Dynamic Launch and Recovery)
1. Launch Procedures. Although well deck launch of craft is normally accomplished at
anchor or while at bare steerageway, there is a significant tactical advantage to conducting
underway launch of these craft at speeds in excess of 10 knots. The procedures for
underway launch of craft are identical to those discussed for static launch. A launch speed
of over 8 knots for CF, LCU and 10 knots for LCM requires a highly trained crew and
operational necessity. Of the greatest importance is maintaining a steady course until craft
are clear of the well and safe to maneuver on their own.
2. Launch Speed. The major limitations to launch speed are safe navigation, craft
limitations, and sea conditions. The maximum allowable speed for launching INLS is 8
knots, at a maximum sea state of 2. Ideally, the stern gate horizontal angle is 90 degrees and
in no case should it be more than 5 degrees below the horizontal.
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CHAPTER 15
MK VI PATROL BOAT WELL DECK PROCEDURES
Ref:
(a) Naval Ship’s Technical Manual 575
(b) CORIVRONTHREEINST 3400.1
(c) 78PB MKVI SEAOPS Manual
1500. Purpose. To provide standardized procedures for conducting well deck evolutions
onboard the MK VI Patrol Boat (MK VI PB). These operations are inherently dangerous and
strict adherence to safety standards is required at all times during this evolution.
1501. Discussion. This SOP is derived from references (a) and (b). The MK VI PB crew must
be prepared to conduct well deck evolutions in a safe and efficient manner at any time. Foresight
and team coordination is important to a safe and effective well deck evolution.
1502. Scope and Applicability. MK VI PB well deck launch and recovery operations may be
conducted from "L" class amphibious ships, or North Atlantic Treaty Organization (NATO)
ships that meet the dimensional requirements of the MK VI PB. All MK VI PB crew members
are required to familiarize themselves with these procedures. The support vessel's crew should
be consulted prior to well deck operations to ensure full understanding of the MKVI PB well
deck capabilities and SOPs. In no way is this section all-encompassing or limiting the Boat
Captain (BC) from using good judgment or common sense.
1503. Well Deck Precautions. When executing well deck evolutions, in no way will the MK
VI PB or its crew be put in a position of danger. ORM will be used in order to ensure the safety
of boats and crew. All crew members will ensure all personnel are wearing proper Personal
Protective Equipment (PPE) and will adhere to safe practices. If any crew member notices an
unsafe practice or situation arising, notify the Deck Captain (DC) or BC immediately.
1504. Duties and Responsibilities
1. The BC is overall responsible for the MK VI PB and its crew. Duties include:
a. Brief the MK VI PB crew on the situation ensuring that all members of the team have a
complete understanding of the well deck embarkation or debarkation plan.
b. Designate a DC.
2. The DC position will normally be held by the off watch BC. Duties include:
a. Take charge of all well deck evolutions topside.
b. Ensure all personnel are wearing proper PPE and adhere to safe practices.
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Figure 15-1. Mast Lowered
c. Report directly to the BC in the performance of their duties.
3. Deck Crew. The deck crew will normally be the off watch crew of the MK VI PB. Duties
include:
a. Prior to well deck evolution, visually inspect all equipment and report status to the DC.
b. Report directly to the DC in the performance of their duties.
1505. Procedures for MK VI Recovery
1. MK VI PB Recovery Preparations. The following procedure will be strictly adhered to in
order to prevent injury or damage to the MK VI PB during well deck operations.
a. BC establish communications with the receiving ship requesting an area for the MK VI
PB to loiter while preparations are made in order to minimize transit time with mast down.
b. Secure high frequency (HF) radios to eliminate radiation hazards and any other
equipment per receiving ship's EMCON bill.
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c. De-energize radar.
d. Lower the mast (See Figure 15-1) to prevent personal injury. Use a minimum of two
personnel to lower the mast ensuring positive control is maintained at all times.
e. Lower the fly bridge and aft Bimini top.
f. Prepare kickstand lowering equipment for use if applicable and leave kickstands in
stowed position in preparation for rapid deployment (see Figures 15-2 and 15-7).
g. Prepare to rig lines to the forward amidships and aft cleats both port and starboard sides.
If using craft lines 7/8 double braided lines. Clear any obstructions near these cleats and post
line-handlers accordingly.
h. Bring fifteen olympic round slings and two 1-1/2" shackles out of stowage and organize
on deck. Organize round slings from forward to aft for each side in order to facilitate tie down
by ship and craft crews for securing craft. For tie down arrangement, see Figure 15-5.
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Figure 15-2. Kickstand
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1506. Procedures for Recovery Using MK VI Kickstands
1. Support Vessel Preparations Using MK VI Kickstands (Primary Method)
a. Lowering kickstand:
(1) Loosen locking bolt using 9/16 inch wrench on retaining pin.
(2) Place tension on the kickstand using ¾ inch socket and placing it on the jacking gear
bolt in order to remove retaining pin.
CAUTION: To prevent personnel injury or damage to equipment, maintain positive control of
the well deck stand before removing the securing pin.
(3) Twist the retaining pin counter-clockwise away from the locking bolt and pull
retaining pin. Confirm retaining pin is attached to a swaged lanyard.
(4) Lower the kickstand by turning the ¾ inch socket that is attached to the jacking gear
bolt counter-clockwise until top portion of the kickstand is resting on top of the mount
foundation.
(5) Verify kickstand upper retaining pin slot is aligned with retaining pin hole.
(6) Insert retaining pin until fully engaged.
(7) Twist retaining pin clockwise toward the locking bolt until retaining pin locks with
the locking bolt.
(8) Tighten locking bolt using 9/16 inch wrench on retaining pin.
(9) Notify the Boat Captain that the kickstand is lowered and locked.
b. Raising kickstand:
(1) Loosen locking bolt using 9/16 inch wrench on retaining pin.
(2) Place tension on the kickstand using ¾ inch socket and placing it on the jacking gear
bolt in order to remove retaining pin.
CAUTION: To prevent personnel injury or damage to equipment, maintain positive control of
the well deck stand before removing the securing pin.
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(3) Twist the retaining pin counter-clockwise away from the locking bolt and pull
retaining pin. Confirm retaining pin is attached to a swaged lanyard.
(4) Raise the kickstand by turning the ¾ inch socket that is attached to the jacking gear
bolt clockwise until kickstand is fully raised.
(5) Verify kickstand lower retaining pin slot is aligned with retaining pin hole.
(6) Insert retaining pin until fully engaged.
(7) Twist retaining pin clockwise toward the locking bolt until retaining pin locks with
the locking bolt.
(8) Tighten locking bolt using 9/16 inch wrench on retaining pin.
(9) Notify the Boat Captain that the kickstand is raised and locked.
Note (for foreign ships only): Many foreign ships have protective covers over the stern gate
hinges, known as “dust covers” or “fingers”. There is a risk these cover could lift and puncture
the MK VI PB hull. This lifting can be caused by either wave action or jet wash circulating
under the plates and causing them to rise. Every effort should be made to secure these plates
prior to commencing well deck operations. This may be accomplished by using cargo straps
across individual plates, or placing a single strap or cable across the width of the stern gate. It
should be noted that on some platforms, it may be not be possible to secure these plates. During
these and all evolutions with cover equipped ships, a well deck safety observer will be stationed
in a position so that the covers can be observed and report if they begin to rise.
2. Support Vessel Preparations Using Fender Method (Secondary Method). For U.S. Navy and
foreign ships: The well deck will be fitted with pneumatic fenders per the arrangement depicted
in Figure 15-3. (NOTE: This will need to be completed before flooding the well deck. The
pneumatic fenders will have been previously provided to the ship as necessary outfit for the well
deck operations.)
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Figure 15-3. Pneumatic Fender Arrangement
Note: The guide fenders are floating and NOT able to move more the 2 feet port or starboard
from their intended position.
3. Support Vessel
a. With the mast lowered, the MK VI PB has a vertical height of approximately 17 feet
from design waterline (defined by the top edge of the black bottom paint) to tallest point on the
MK VI PB (MK-50 stabilized small arms mount) (see Figure 15-4). The height of MK VI PB
may vary slightly depending on fuel state and payload. If any doubt exists, confirm with
receiving ship on maximum allowable height after ballasting.
b. The draft of the MK VI PB is 4.5 feet. The draft of the MK VI PB may vary slightly
depending on fuel state and payload.
c. To maximize the safety of well deck evolutions the MK VI PB requires a minimum of 7
feet water depth at the well deck sill with a minimum of 5 feet water depth 100 feet forward of
the well deck entrance.
d. Limiting wave height inside the well deck is subject to the ORM assessment of the
commander overseeing the launch and recovery operation. It is recommended that no well deck
operations be conducted (excluding emergencies) when the waves inside the well have a
significant wave height (average of the one third highest) exceeding 2’.
4. MK VI PB Recovery Procedures. After ballasting down to 7 feet across the sill with a
minimum of 5 feet water depth 100 feet forward of the sill, the MK VI PB's approach begins at
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bravo station (1000 yards astern). At alpha station (500 yards astern), the MK VI PB will
approach at a relative speed of 2 to 3 knots above ship's speed. The WDCO will convey spotting
and relay information and will determine MK VI PB service needs via radio.
a. Final approach to well deck is controlled by the POIC and Ramp Marshall, who will
direct the craft into the well. As the MK VI PB closes with the stern of the ship, at
approximately 100 yards, the coxswain will commence entry upon confirming a green well
visually and verbal via radio transmission.
b. Align the MK VI PB with the POIC’s instructions and enter the well deck at a relative
speed of 2 to 3 knots above ship’s speed. When using fender method the floating fenders should
be aligned with the MK VI PB’s person in the water cut outs port and starboard. The MKVI
PB's kickstands will not be used if using the fendering method.
c. Inside the well deck, the ship's line-handlers will use 4 to 5 inch double braided line to
handle craft that are 100’ long, 7/8” double braided lines. (Note: line size is limited by design of
strength fittings on MK VI and larger line can only be used if constant line tending is
accomplished by the ship’s force to avoid any condition where the weight of the MK VI would
be suspended from a cleat). When the bow of the MK VI is past the sill of the well deck, linehandlers will throw down two lines (one port and one starboard) to the line-handlers on the bow
of the MKVI. The ship’s line-handlers will then walk forward along the wing walls keeping the
MK VI bow secure as it enters the well deck. Once the transom of the MK VI has passed the
sill, line-handlers will throw down two lines (one port and one starboard) to the line-handlers on
the stern of the MK VI. Once the ship’s line-handlers have control of the MK VI’s bow and
stern, two lines (one port and one starboard) will be thrown down to the MKVI’s amid ships
cleats. Once secured, the MK VI will declutch and the aft line-handlers will lower the kickstands
(if applicable) and secure in place with locking pins (see Figures 15-2 and 15-7). After the MK
VI PB is in position, the WDCO will commence de-ballasting. After lines are passed and the
stern gate is raised, the MK VI coxswain will stop the main diesel engines and the generator
(leaving the engine room fans energized until the engine room has reached an acceptable
temperature).
d. Once fully de-ballasted the MK VI PB will be secured with 35,000 pound SWL (safe
working load) tie down chains and Olympic® round slings as close as practical to Figure 15-5.
e. Once ship tie downs are secure, the engineer will prepare to power the MK VI PB using
the ships power via an external power cable which will be passed to the MK VI PB by shipboard
personnel. The MKVI is equipped with a 75’ 240 volt 100 amp single phase 2 pole 3 wire shore
power cord. If the ship cannot interface with this cord, the MKVI batteries can be trickle
charged with a 120 volt single phase extension cord.
5. MK VI PB Launch Procedures
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Note: Review MK VI Well Deck Recovery Checklist provided on pages 15-14 thru 15-15 of this
chapter.
a. Prior to ballasting the ship, all MK VI PB tie down chains will be removed and fifteen
Olympic® round slings and two 1-1/2" shackles provided by the MK VI PB will be re-stowed
aboard the MK VI PB. Lines will remain in place and ship’s power will be disconnected. Note:
Line-handlers will need to begin tending lines as soon as water starts entering the well and
constant line tending will be imperative to avoiding damage to MK VI PB and the ship due to
MK VI PB motions during the re-ballasting process.
Figure 15-4. MK VI Height and Depth
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Figure 15-5. MK VI PB Tiedown Arrangement
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Figure 15-6. MK VI PB Tiedown Adapter Slings
Figure 15-7. MK VI PB Tiedown Adapter Slings
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Figure 15-8. MK VI PB Tiedown Adapter Slings
b. After the ship has ballasted to 7 feet water depth across sill with a minimum of 5 feet
water depth 100 feet forward of the well deck entrance, on signal from the POIC via the WDCO,
the MK VI PB ENG will start the generator. After the generator is on-line, the coxswain will
start both engines. Once the coxswain has control of the MK VI PB, the BC will signal to the aft
line-handlers to raise up the MK PB's kickstands if applicable (see Figures 15-2 and 15-7).
c. When kickstands are up and secured with the retaining pins, “ready for departure” will be
reported to the WDCO from the MK VI PB boat captain. On WDCO cue, MK VI PB BC will
order all lines cast off and will exit the well deck. Typically, the MK VI PB exit speed will not
exceed 2 knots. Once the MK VI PB is clear of the support ship and has completed raising and
securing of the mast the BC will send the engineer to inspect all bilges for any hull damage then
the MK VI will communicate “operations are normal” and “(number of personnel) on board” to
the host ship. A departure report will be made to the support ship, EMCON conditions
permitting, as the craft proceeds on the assigned mission. EMCON requirements will vary with
operating conditions.
6. Support Vessel at Anchor or Moored To Buoy. Although procedures are virtually identical
to those for a ship underway when the support ship is anchored or moored to a buoy, the reduced
capability of the ship to maneuver deserves special consideration when planning MK VI PB
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launch and recovery operations. The ship may have to use its main engines and rudder to twist
into the sea presenting an additional challenge to MK VI PB on final approach.
CAUTION: Well deck operations with a ship at anchor are more difficult than when conducting
underway well deck operations. An anchored ship’s limited ability to control the environmental
factors increases the variability of those factors acting on MK VI PB as it is launched or
recovered. Loss of controlled movement of the MK VI PB entering or departing the well of an
anchored ship may occur resulting in damage to the MK VI PB and ship.
Signals
Entry Action
Exit Action
Green
Enter well deck promptly
Depart well deck promptly
Red
Abort entry
Abort exit
Table 15-1. Well Deck Signals
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MK VI WELL DECK RECOVERY CHECK LIST
(KICKSTAND METHOD)
PRIOR TO ARRIVING ON STATION:
____ ENSURE KICKSTAND MAINTENANCE COMPLETED
____ REMOVE AFT BIMINI TOP
____ ENSURE FIFTEEN OLYMPIC ROUND SLINGS AND TWO 1-1/2’’ SHACKLES ARE ON HAND.
____ ENSURE TWO KICKSTAND RATCHETS ARE AVAILABLE FOR USE
____ ESTABLISH COMMS WITH L-CLASS SHIP ON PREVIOUSLY ESTABLISHED WORKING
CHANNEL
ON STATION:
____ DECK CAPTAIN (DC) ENSURE ALL DECK CREW WEARING PROPER PPE, CONDUCT SAFETY
BRIEF
____ DECK CREW VISUALLY INSPECT ALL CLEATS, KICKSTANDS, LINES AND OTHER REQUIRED
EQUIPMENT, REPORT STATUS TO DC
____ BOAT CAPTAIN (BC) ESTABLISH COMMS WITH RECEIVING SHIP VIA PRC
152/HAND HELD BTB
____ SECURE HF RADIOS, SOTM, FLIR AND ANY OTHER COMMS EQUIPMENT
____ DE-ENERGIZE FURUNO
____ LOWER FORWARD FURUNO MAST AND AFT ANTENNA MAST
____ PREPARE KICKSTAND LOWERING EQUIPMENT FOR USE, LEAVE IN STOWED POSITION FOR
RAPID DEPLOYMENT (LEAVE LOCKING PINS IN 1200 SERIES PB’S UNTIL READY FOR
RATCHETING)
____ POST LINE-HANDLERS TO RIG LINES FORWARD, MIDSHIPS, AND AFT; PORT AND
STARBOARD SIDE
____ BC CONFRIM RECEIVING SHIP WELL DECK IS PREPARED TO RECEIVE MK VI
____ ENSURE RECEIVING SHIP BALLASTED DOWN TO AT LEAST 7 FEET WATER DEPTH AT SILL, 5
FEET AT BOW PLACEMENT OF FORWARD MOST PB
____ FOR SHIPS WITH PROTECTIVE COVERS OVER STERN GATE HINGES, ENSURE THAT COVERS
ARE SECURED.
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WELL DECK APPROACH:
____ CONFIRM “GREEN WELL” STATUS FROM WELL DECK CONTROL OFFICER TO ENTERING
WELL DECK
____ UPON CROSSING THE SILL REPORT TO WELL DECK CONTROL “THIS IS MK VI PB CROSSING
SILL AT TIME_____, _____SOULS ONBOARD”
____ PASS LINES 1 & 4 ONCE BOAT IS IN POSITION/SPOT, PASS 2&3 NEXT.
____ SECURE MIDSHIP LINES ONCE FORWARD AND AFT LINES ARE SECURED
____ MOVE PB INTO POSITION BASED ON PRE-ESTABLISHED CONFIGURATION
____ CLUTCH OUT ON BOTH ENGINES ONCE CRAFT IS IN POSITION AND ALL LINES; FORWARD,
MIDSHIPS, AND AFT, ARE SECURED
ONCE WELLDECK TEAM HAS CONTROL OF CRAFT IN WELLDECK:
____ REQUEST STERN GATE BE CLOSED TO REDUCE WAVE ACTION PRIOR TO LOWERING
KICKSTANDS
____ DC HAVE DECK CREW MAN THE KICKSTANDS
____ LOWER BOTH PORT AND STARBOARD KICKSTANDS AND INSTALL LOCKING PINS, REPORT
TO BC ONCE COMPLETE
____ ENSURE ALL PERSONNEL ARE READY FOR DE-BALLASTING & NOTIFY WELL DECK
CONTROL
____ RECOMMEND L-CLASS SHIP TO INCREASE SPEED DURING DE-BALLASTING TO DECREASE
WAVE ACTION IN WELL
____ ONCE SECURE IN SPOT AND STERNGATE IS RAISED, MK VI SECURE ALL DIESEL ENGINES,
GENERATOR, AND AIR CONDITIONING SYSTEM TO INCLUDE FAMU AND BEGIN POST-OPS
____ SECURE BILGE PUMPS (WHEN APPLICABLE)
____ BREAK OUT FIFTEEN OLYMPIC ROUND SLINGS AND TWO 1-1/2’’ SHACKLES ON DECK FOR
TIE DOWN. ORGANIZE ROUND SLINGS FROM FORWARD TO AFT
AFTER DE-BALLASTING (DRY WELL):
____ SECURE MK VI PB WITH 35,000 LB SWL TIE DOWN CHAINS
____ INSPECT PB HULL FOR ANY DAMAGE
____ CONNECT MK VI TO SHIP’S POWER
____ SHIPS BOS’N AND CO/PO CONCUR ON GRIPIN
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CHAPTER 16
11M RIB DECK PROCEDURES
1600. Purpose. To provide standardized procedures for conducting well deck evolutions
onboard the Naval Special Warfare (NSW) 11M RIB. These operations are inherently dangerous
and strict adherence to safety standards is required at all times during this evolution.
1601. Discussion. The 11M RIB crew must be prepared to conduct well deck evolutions in a
safe and efficient manner at any time. Foresight and team coordination is important to a safe and
effective well deck evolution.
1602. Scope and Applicability. 11M RIB well deck launch and recovery operations may be
conducted from "L" class amphibious ships, or NATO ships that meet the dimensional
requirements of the 11M RIB. All 11M RIB crew members are required to familiarize
themselves with these procedures. The support vessel's crew should be consulted prior to well
deck operations to ensure full understanding of the 11M RIB well deck capabilities and SOPs.
In no way is this section all-encompassing or limiting the BC from using good judgment or
common sense.
1603. Well Deck Precautions. When executing well deck evolutions, in no way will the 11M
RIB or its crew be put in a position of danger. ORM will be used in order to ensure the safety of
boats and crew. All crew members will ensure all personnel are wearing proper PPE and will
adhere to safe practices. If any crew member notices an unsafe practice or situation arising,
notify the BC immediately.
1604. Duties and Responsibilities
1. BC. Overall responsible for the 11M RIB and its crew. Duties include:
a. Brief the 11M RIB crew on the situation ensuring that all members of the team have a
complete understanding of the well deck embarkation or debarkation plan.
b. Time permitting, conduct procedure rehearsals prior to execution.
2. Boat Crew. Duties include:
a. Prior to well deck evolution, visually inspect and install all equipment and report status to
the BC.
b. Report directly to the BC in the performance of their duties.
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c. Patrol Officer and Team Chief. Delegate or perform duty as Liaison Officer (LNO) in
order to assist WDCO in the coordination, direction, and de-confliction of the evolution.
1605. Procedures
1. l1M RIB Recovery Preparations. The following procedures will be strictly adhered to in
order to prevent injury or damage to the l1M RIB during well deck operations:
a. BC establish communications with the receiving ship requesting to embark LNO.
b. BC loiters astern of amphibious ship in preparation for a green well.
c. Secure HF radios to eliminate radiation hazards, lower antennas, and any other equipment
per receiving ship's EMCON Bill.
d. De-energize the craft radar.
e. Prepare to rig lines to the forward (pull tested to 2,500 pounds) and aft tow (5,400
pounds) bits. Prepare fittings on both port and starboard sides by installing cheater lines (1.25"
double braided nylon) and hardware (5-1/2” L Large Swivel Bail Shackle, 1- 1/32” Snap, 1-3/8”
Bail, 6160 lb. MWL) sized to accommodate the working load limit of the fittings. Clear any
obstructions and post line-handlers accordingly.
2. Support Vessel Preparations Using Fender Method
a. For U.S. Navy and foreign ships: The well deck will be fitted with pneumatic fenders per
the arrangement depicted in Figures 16-1 and 16-2 and Table 16-1 prior to flooding the well
deck. The pneumatic fenders will have been previously provided to the ship as necessary outfit
for the well deck operations.
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Figure 16-1. Typical Pneumatic Fender Arrangement
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b. With the whip antennas lowered, the l1M RIB has a vertical height of approximately
14.17 feet from design waterline. The height of 11M RIB may vary slightly depending on fuel
state and payload. If any doubt exists, confirm with receiving ship on maximum allowable
height after ballasting.
c. The draft of the 11M RIB is 2.9 feet. The draft of the 11M RIB may vary slightly
depending on fuel state and payload.
d. To maximize the safety of well deck evolutions the 11M RIB requires a minimum of
water depth of 7 feet at the fender location (8 feet preferred at the fender location). The 11M
RIB may enter the well deck on centerline and move laterally over the fenders for a stowage
location to either side of the well deck. Alternatively, the 11M RIB may be stowed on
centerline, or the ship maneuvered at very low speeds so that the 11M RIB can enter to port or
starboard of centerline so that the keel does not need to cross over the fenders. In this case, the
minimum depth in way of the fenders can be reduced to 5 feet.
e. Limiting wave height inside the well deck is subject to the operational risk assessment of
the commander overseeing the launch and recovery operation. It is recommended that no well
deck operations be conducted (excluding emergencies or critical mission requirements) when the
waves inside the well deck have a significant wave height exceeding 2 feet, determined by
averaging the height of three consecutive waves.
3. 11M RIB Recovery Procedures. After ballasting down to 8 feet water depth at the sill (8 feet
preferred at the fender location) and a minimum of 5 feet water depth 100 feet forward of the sill,
the 11M RIB's approach begins at bravo station (1,000 yards astern). At alpha station (500 yards
astern), the 11M RIB will approach at a relative speed of one to five knots above ship's speed.
The WDCO will convey spotting and relay information and will determine 11M RIB service
needs via radio.
a. Final approach to well deck is controlled by the POIC, who will direct the craft into the
well deck. As the 11M RIB closes with the stern of the ship, at approximately 100 yards, the BC
will commence entry upon confirming a green well status from the WDCO.
b. Align the 11M RIB with the POIC's instructions and enter the well deck at a relative
speed of one to two knots above ship's speed.
c. Inside the well deck, the ship's line-handlers will use four standard 120' 4-5" LCU lines
(other lines may be provided by the 11M RIB detachment). Note: line size may be selected by
the ship's force. 11M RIB will be pre-rigged with cheater lines and fittings to attach to the eye or
bowline that is provided by the ship. When the bow of the 11M RIB is past the sill of the well
deck, ship's line-handlers will throw down two bow lines initially to the 11M RIB bow line
handler. The remaining two lines will be passed to the 11M RIB stern line handler in the same
manner. A total of four lines will be used to complete this evolution. Typically on the 11M RIB,
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there is one line handler on the bow and one on the stern. Once the ship's line-handlers have
lines to the 11M RIB's bow and stern and the boat is clear of the sill, the stern gate may be raised
to minimize wave action in the well deck. The 11M RIB BC may declutch and raise the buckets
to the full up position once ship's crew has positive control of the 11M RIB. The ship's linehandlers will then maneuver the craft into position. After the 11M RIB is in position, the
WDCO will commence de-ballasting.
d. After the 11M RIB is in position over the top of the fenders, the 11M RIB will stop the
main engines.
e. Once fully de-ballasted the 11M RIB will be secured with 15,000 pounds safe working
load tie down chains (see Figure 16-2).
f. Once ship tie downs are secure, the engineer may prepare to power the 11M RIB using
the ships power via an external power cable which will be passed to the 11M RIB by shipboard
personnel. The 11M RIB batteries can be trickle charged with a 120 volt single phase extension
cord.
5. 11M RIB Launch Procedures
a. Prior to ballasting the ship, all 11M RIB tie down chains will be removed. Lines will
remain in place and ship's power will be disconnected. Note: Line-handlers will begin tending
lines as soon as water starts entering the well deck and constant line tending will be imperative to
avoiding damage to 11M RIB and the ship due to 11M RIB motions during the ballasting
process.
b. After the ship has ballasted to approximately 3.5 feet water depth at the fenders and at the
signal from the WDCO, the 11M RIB BC will start both engines. If conditions permit, the ship's
line-handlers will begin to move the 11M RIB clear of the fenders.
c. “Ready for departure” will be reported to the WDCO from the 11M RIB BC. On
receiving green well from the WDCO, 11M RIB BC will begin to exit the well deck. The ship's
line-handlers will need to slack the bow lines and slack off aft lines until they are cast off by the
11M RIB. Once confident that the craft is under control, the 11M RIB BC will order the 11M
RIB deck crew to cast off the lines. Typically, the 11M RIB exit speed will not exceed two
knots. Once the 11M RIB is clear of the support ship and has completed raising and securing of
the antennas, the BC will send the engineer to inspect all bilges for any hull damage. Following
a successful inspection, the 11M RIB will communicate "operations are normal" and "(number of
personnel) on board" to the host ship. A departure report will be made to the support ship,
EMCON conditions permitting, as the craft proceeds on the assigned mission. EMCON
requirements will vary with operating conditions.
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Figure 16-2. 11M RIB Tiedown Arrangement
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d. 11M RIB will request permission to come along leeward side to disembark LNO.
6. Support vessel at anchor or moored to buoy. Although procedures are virtually identical to
those for a ship underway when the support ship is anchored or moored to a buoy, the reduced
capability of the ship to maneuver deserves special consideration when planning 11M RIB
launch and recovery operations. The ship may have to use its main engines and rudder to twist
into the sea presenting an additional challenge to 11M RIB on final approach.
CAUTION: Well deck operations with a ship at anchor are more difficult than when conducting
underway well deck operations. An anchored ship's limited ability to control the environmental
factors increases the variability of those factors acting on 11M RIB as it is launched or
recovered. Loss of controlled movement of the 11M RIB entering or departing the well deck of
an anchored ship may occur, resulting in damage to the 11M RIB and ship.
7. Additional Information
FLOATING FENDER ROPE LENGTHS
<OVERALL TIED LENGTHS INDICATED>
L-CLASS SHIP
LENGTH 'A'
LENGTH 'B'
LENGTH 'C'
WASP (LHD)
10’-1”
7'-11”
8’-11”
SAN ANTONIO (LPD-17)
10'-6”
7'-11”
9’-1”
WHIDBEY ISLAND (LSD)
9’-6”
7'-11”
9’-6”
HARPER'S FERRY (LSD)
9’-9”
7'-11”
9’-6”
Table 16-1. Pneumatic Rope Lengths
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Figure 16-3. USS WASP (LHD 1) Class
Figure 16-4. USS SAN ANTONIO (LPD 17) Class
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Figure 16-5. USS WHIDBEY ISLAND (LSD 41) Class
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CHAPTER 17
COMBATANT CRAFT ASSAULT (CCA) WELL DECK PROCEDURES
1700. Purpose. To provide standardized procedures for conducting well deck evolutions
onboard the Combatant Craft Assault (CCA). These operations are inherently dangerous and
strict adherence to safety standards is required at all times during this evolution.
1701. Discussion. The CCA crew must be prepared to conduct well deck evolutions in a safe
and efficient manner at any time. Foresight and team coordination is important in order to
conduct a safe and effective well deck evolution.
1702. Scope and Applicability. CCA well deck launch and recovery operations may be
conducted from "L" class amphibious ships, or NATO ships that meet the dimensional
requirements of the CCA. All CCA crew members are required to familiarize themselves with
these procedures. The support vessel's crew should be consulted prior to well deck operations to
ensure full understanding of the CCA well deck capabilities and SOPs. In no way is this section
all-encompassing or limiting the BC from utilizing good judgment or common sense.
1703. Well Deck Precautions. When executing well deck evolutions, in no way will the CCA
or its crew be put in a position of danger. ORM will be used in order to ensure the safety of
boats and crew. All crew members will ensure all personnel are wearing proper PPE and will
adhere to safe practices. If any crew member notices an unsafe practice or situation arising,
notify the BC immediately.
1704. Duties and Responsibilities
1. BC. The BC is overall responsible for the CCA and its crew. Duties include:
a. Brief the CCA crew on the situation ensuring that all members of the team have a
complete understanding of the well deck embarkation or debarkation plan.
b. Time permitting, conduct procedure rehearsals prior to execution.
2. Boat Crew. Duties include:
a. Prior to well deck evolution, visually inspect and install all equipment and report status to
the BC.
b. Report directly to the BC in the performance of their duties.
3. Patrol Officer and Team Chief. Delegate or perform duty as LNO in order to assist WDCO
in the coordination, direction, and de-confliction of the evolution.
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1705. Procedures
1. CCA Recovery Preparations. The following procedure will be strictly adhered to in order to
prevent injury or damage to the CCA during well deck operations.
a. BC establish communications with the receiving ship requesting to embark LNO and
handling lines.
b. BC loiters astern of amphibious ship in preparation for a green well.
c. Secure HF radios to eliminate radiation hazards and any other equipment per receiving
ship's EMCON bill.
d. De-energize radar.
e. Prepare to rig lines (125' 7/8" double braided nylon) to the forward and aft tie pockets
(rated at 25,000 pounds) both port and starboard sides (four lines) via cheater loops with 10,000
pounds safe working load (SWL) carabineer. Clear any obstructions near these pockets and post
line-handlers accordingly.
2. Support Vessel Preparations Using Fender Recovery System
a. For U.S. Navy and foreign ships: The well deck will be fitted with pneumatic fenders per
the arrangement depicted in Figures 17-2 through 17-10 prior to flooding the well deck. The
pneumatic fenders and boat stands will have been previously provided to the ship as necessary
outfit for the well deck operations. An example of a correctly assemble fender arrangement can
be seen in Figure 17-1.
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Figure 17-1. Pneumatic Fender Arrangement
Note: The floating guide fenders are secured to the deck with a specified length of 5/8" double
braid nylon line. The line lengths called out in Table 17-2 allow the fenders to float in the
prescribed position to help personnel orient the CCA over the fenders secured to the well deck.
Figure 17-1 shows only one floating fender (indicated by arrow) installed on the port side. For
proper alignment the CCA's communications box should align with the center of the floating
guide fenders.
b. The CCA is a propeller driven craft. Two propellers and outdrives extend aft and below
the transom and keel intersection. Extreme care should be taken to control the CCA in order to
prevent the outdrives and propellers from contacting the pneumatic fenders. Contact with the
fenders could cause them to rupture and the recovery aborted. Inside the well deck, the BC may
trim the outdrives upward as much as practically possible while still maintaining heading and
control of the CCA.
3. Support Vessel
a. With the mast raised, the CCA has a vertical height of approximately 9 feet from design
waterline to tallest point on the CCA (radar mast) (see Figure 17-2). The height of the CCA may
vary slightly depending on fuel state and payload. If any doubt exists, confirm with receiving
ship on maximum allowable height after ballasting.
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b. The draft of the CCA is nominally 3.8 feet. The CCA may vary slightly depending on
fuel state and payload. The CCA is powered by outdrives (propeller driven) that can be trimmed
up and down, affecting overall draft.
c. To maximize the safety of well deck evolutions the CCA requires a minimum of six feet
water depth at the fender location (eight feet recommended at the fender location). It is
recommended that eight feet of water depth is at the fender location on the well deck due to the
risk of CCA's outdrive propulsion system contacting the well deck or pneumatic fenders, taking
the sea state inside the well deck into account.
d. Limiting wave height inside the well deck is subject to the operational risk assessment of
the commander overseeing the launch and recovery operation. It is recommended that no well
deck operations be conducted (excluding emergencies and critical mission requirements) when
the waves inside the well deck have a significant wave height exceeding two feet, determined by
averaging the height of three consecutive waves.
Figure 17-2. CCA Height and Depth
4. CCA Recovery Procedures. After ballasting down to the recommended eight feet water
depth at the fender location (six feet minimum at the fender location), the CCA's approach
begins at bravo station (1000 yards astern). At alpha station (500 yards astern), the CCA will
approach at a relative speed of one to five knots above ship's speed. The WDCO will convey
spotting, relay information and determine CCA service needs via radio.
a. Final approach to well deck is controlled by the POIC, who will direct the craft into the
well deck. As the CCA closes with the stern of the ship at approximately 100 yards. The BC
will commence entry upon confirming a Green Well status.
b. The BC will align the CCA with the POIC's instructions and enter the well deck at a
relative speed of one to two knots above ship's speed. When using fender recovery method the
center of the floating fenders should be aligned with the CCA's communications box aft of the
cockpit bulkhead.
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c. Inside the well deck, the ship's line-handlers will use four 125 foot long 7/8 inch double
braided lines (provided by CCA detachment) or use the ship's lines of appropriate circumference
and length. Note: Line size is limited by design of the tie-down fittings on CCA. Constant line
tending is required by the ship's force to avoid any condition where CCA deck fittings become
overloaded. When the bow of the CCA is past the sill of the well deck, ship's line-handlers will
throw down one bow line initially to the CCA bow line handler on the specified side of the CCA
as identified during the safety brief. The second bow line will be passed at the CCA bow line
handler's discretion. The remaining two lines will be passed to the CCA stern line handler in the
same manner. A total of four lines will be used to complete this evolution. Typically on the
CCA, there is one line handler on the bow and one on the stern. Once the CCA is hooked up to
all four lines and clear of the sill, the stern gate may be raised to minimize wave action in the
well deck. Once secured, the CCA may be shifted into neutral at the BC's discretion. After the
CCA is in position, the WDCO will commence de-ballasting. After the CCA is sitting high and
dry in position over the top of the fenders, the CCA may stop the main engines.
d. Once fully de-ballasted the CCA will be secured with 35,000 pounds minimum break
strength tie down chains in accordance with Figures 17-3, 17-5, 17-7 and 17-9. Boat stands
between the hull of the CCA and the well deck are required if the CCA is to remain on the
fenders for periods longer than 24 hours in duration or the ship is expected to experience sea
conditions in excess of sea state six on the NATO STANAG 4194 Scale.
e. Once boat tie downs are secure, the engineer may prepare to power the CCA using the
ships power via an external power cable which will be passed to the CCA by shipboard
personnel. The CCA is equipped with a 75 foot 120 volt 30 Amp single phase 2 pole 3 wire
shore power cord. If the ship cannot interface with this cord, the CCA batteries can be trickle
charged with a 120 volt single phase extension cord.
5. CCA Launch Procedures
a. Prior to ballasting the ship, all CCA tie down chains will be removed and CCA provided
boat stands, shackles and tie-down slings will be re-stowed aboard the CCA. Lines will remain
in place and ship's power will be disconnected. Note: Line-handlers will begin tending lines as
soon as water starts entering the well deck and constant line tending will be imperative to
avoiding damage to CCA and the ship due to CCA motions during the ballasting process. The
CCA is a propeller driven craft. Two propellers and outdrives extend aft and below the transom
and keel intersection. Extreme care will be taken to control the CCA in order to prevent the
outdrives and propellers from contacting the pneumatic fenders.
b. After the ship has ballasted to the recommended eight feet depth at the fenders, signal
from the POIC via the WDCO, the CCA BC will start both engines. If conditions permit, the
ship's line-handlers will begin to move the CCA clear of the fenders.
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c. "Ready for departure" will be reported to the WDCO from the CCA BC. On receiving
green well from the WDCO, the ship's line-handlers will need to slack the bow lines and slack
off aft lines until they are cast off by the CCA boat crew. Once confident that the craft is under
control, the BC will order the boat crew to cast off the lines. Typically, the bow lines will be
casted off when the CCA is about to cross the sill. Ship's line-handlers will quickly retrieve lines
to avoid entanglement into the CCA's propulsion equipment. The BC will reverse the CCA out
of the well deck; typically, the ship should be at bare steerageway due to the lack of reversing
power of the CCA. Once the CCA is clear of the support ship the BC will send the engineer to
inspect all bilges for any hull damage. Following successful inspection, the CCA will
communicate "operations are normal" and "(number of personnel) on board" to the host ship. A
departure report will be made to the support ship, EMCON conditions permitting, as the craft
proceeds on the assigned mission. EMCON requirements will vary with operating conditions.
6. Support vessel at anchor or moored to buoy. Although procedures are virtually identical
to those for a ship underway when the support ship is anchored or moored to a buoy, the
reduced capability of the ship to maneuver deserves special consideration when planning
CCA launch and recovery operations. The ship may have to use its main engines and rudder
to twist into the sea presenting an additional challenge to CCA on final approach.
CAUTION: Well deck operations with a ship at anchor are more difficult than when conducting
underway well deck operations. An anchored ship's limited ability to control the environmental
factors increases the variability of those factors acting on CCA as it is launched or recovered.
Loss of controlled movement of the CCA entering or departing the well deck of an anchored ship
may occur, resulting in damage to the CCA and ship.
7. Additional Information
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FENDERING PARTS LIST (QTY PER BOAT)
ITEM
NO.
QTY
REQD
PART OR
IDENTIFYING
NUMBER
F1
7
1200mm X 1200mm
F2
AR
-
F3
AR
-
ROPE, 3/8” DOUBLE
BRAID NYLON
F4
12
-
CRAFT TIE-DOWN
ASSEMBLY
F5
24
-
FENDER TIE-DOWN
ASSEMBLY
F6
2
SB4
BOAT STAND
F7
2
SB2
BOAT STAND
F8
12
1670-01-062-6304
TYPE XXVI, 9 FOOT, 2
LOOP
F9
12
4030-00-090-5354
CLEVIS, LARGE
F10
2
-
NOMENCLATURE OR
DESCRIPTION
REMARKS
1200mm X 1200mm
PNEUMATIC FENDER
ROPE, 5/8” DOUBLE
BRAID NYLON
7 PSI OR 0.482 BAR, MAXIMUM
USE TO SECURE FLOATING
FENDERS
USE TO SECURE WELL DECK TIE
DOWN CHAIN FEET AND BOAT
STANDS
PROVIDED BY SHIP’S FORCE.
35,000 POUNDS MINIMUM BREAK
STRENGTH
PROVIDED BY SHIP’S FORCE.
13,000 POUNDS MINIMUM BREAK
STRENGTH. 23 REQD FOR PORT
SIDE CCA ON LSD-41 AND LPD-17
CLASS
PAD MODIFICATION REQD FOR
PROPER INTERFACE TO CCA
HULL
PAD MODIFICATION REQD FOR
PROPER INTERFACE TO CCA
HULL
ATTACH TO CRAFT LIFT/TIE
DOWN FITTINGS FOR CRAFT TO
SHIP DECK RESTRAINT
CONNECT TYPE XXVI WEBBING
TO SHIP PROVIDED TIE DOWN
CHAINS
RATCHET STRAP, 5K SWL
Table 17-1. CCA Fendering Parts List
FLOATING FENDER ROPE LENGTHS
<OVERALL TIED LENGTHS INDICATED>
L-CLASS SHIP
LENGTH 'A'
LENGTH 'B'
LENGTH 'C'
WASP (LHD 1)
10’-1”
7'-11”
8’-11”
SAN ANTONIO (LPD 17)
10'-6”
7'-11”
9’-1”
WHIDBEY ISLAND (LSD 41)
9’-6”
7'-11”
9’-6”
HARPERS FERRY (LSD 49)
9’-9”
7'-11”
9’-6”
Table 17-2. Pneumatic Rope Lengths
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Figure 17-3. Tie Down Arrangement, USS WASP (LHD l) Class
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Figure 17-4. Fender Tie Down Arrangement, USS WASP (LHD 1) Class
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Figure 17-5. Tie Down Arrangement, USS SAN ANTONIO (LPD 17) Class
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Figure 17-6. Fender Tie Down Arrangement, USS SAN ANTONIO (LPD 17) Class
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Figure 17-7. Tie Down Arrangement, USS WHIDBEY ISLAND (LSD 41) Class
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Figure 17-8. Fender Tie Down Arrangement, USS WHIDBEY ISLAND (LSD 41) Class
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CHAPTER 18
COMBATANT CRAFT HEAVY (CCH) WELL DECK PROCEDURES
1800. Purpose. To provide standardized procedures for conducting well deck evolutions
onboard the CCH. These operations are inherently dangerous and strict adherence to safety
standards is required at all times during this evolution.
1801. Discussion. The CCH crew must be prepared to conduct well deck evolutions in a safe
and efficient manner at any time. Foresight and team coordination is important in order to
conduct a safe and effective well deck evolution.
1802. Scope and Applicability. CCH well deck launch and recovery operations may be
conducted from "L" class amphibious ships, or NATO ships that meet the dimensional
requirements of the CCH. All CCH crew members are required to familiarize themselves with
these procedures. The support vessel's crew should be consulted prior to well deck operations to
ensure full understanding of the CCH well deck capabilities and SOPs. In no way is this section
all-encompassing or limiting the Boat Captain (BC) from utilizing good judgment or common
sense.
1803. Well Deck Precautions. When executing well deck evolutions, in no way will the CCH
or its crew be put in a position of danger. Operational Risk Management (ORM) will be used in
order to ensure the safety of boats and crew. All crew members will ensure all personnel are
wearing proper PPE and will adhere to safe practices. If any crew member notices an unsafe
practice or situation arising, notify the BC immediately.
1804. Duties and Responsibilities
1. BC. The BC is overall responsible for the CCH and its crew. Duties include:
a. Brief the CCH crew on the situation ensuring that all members of the team have a
complete understanding of the well deck embarkation or debarkation plan.
b. Additionally, if time permits conduct procedure rehearsals prior to execution.
2. Boat Crew. Duties include:
a. Prior to well deck evolution, visually inspect and install all equipment and report status to
the BC.
b. Report directly to the BC in the performance of their duties.
3. Patrol Officer and Team Chief. Delegate or perform duty as LNO in order to assist WDCO
in the coordination, direction, and de-confliction of the evolution.
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1805. Procedures
1. CCH Recovery Preparations. The following procedure will be strictly adhered to in order to
prevent injury or damage to the CCH during well deck operations.
a. BC establish communications with the receiving ship requesting to embark LNO and
handling lines.
b. BC loiters astern of amphibious ship in preparation for a green well.
c. Secure HF radios to eliminate radiation hazards and any other equipment per receiving
ship's EMCON Bill.
d. De-energize radar.
e. Manually raise the port and starboard aft mooring fittings and the hydraulically controlled
forward tow post. Install the port and starboard engine compartment deck mounted spring line
cleats. Clear any obstructions near all mooring fittings and post line-handlers, as required.
f. Prepare and rig the bow, stern, and spring lines per CCH Wet Well SOP prior to entering
the well deck.
2. Support Vessel Preparations Using Fender Recovery System
a. For U.S. Navy and foreign ships: The well deck will be fitted with pneumatic fenders per
the arrangement depicted in Figures 18-4 through 18-6 prior to flooding the well deck.
Note: This will be completed before flooding the well deck. The pneumatic fenders and boat
stands will have been previously provided to the ship as necessary outfit for the well deck
operations. An example of a correctly assemble fender arrangement can be seen in Figure 18-1.
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Figure 18-1. Pneumatic Fender Arrangement
Note: The floating guide fenders are secured to the deck with a specified length of 5/8" double
braid nylon line. For proper alignment the CCH's engine compartment emergency egress should
align with the center of the floating guide fenders.
b. The CCH is a waterjet driven craft. Two small skegs extend aft and below the transom
and keel intersection. Extreme care should be taken to control the CCH in order to prevent the
small skegs from contacting the pneumatic fenders or deck chains. Contact with the fenders
could cause them to rupture and the recovery must be aborted.
3. Support Vessel
a. The CCH has a vertical height of approximately seven feet from design waterline to
tallest point on the CCA (CC FLIR). The height of the CCH may vary slightly depending on
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fuel state and payload. If any doubt exists, confirm with receiving ship on maximum allowable
height after ballasting.
b. The draft of the CCH is nominally 3.5 feet. The CCH may vary slightly depending on
fuel state and payload. The CCH is capable of ballast in order to increase stability, which can
affect the overall draft.
c. To maximize the safety of well deck evolutions, the CCH requires a minimum of six
feet water depth at the fender location (calm water) so that the CCH may enter the well deck on
centerline. The CCH is designed to be recovered on centerline of the receiving ship. In the
event that the CCH is to be recovered to port or starboard, it is recommended that the craft be
recovered into the well deck on centerline and line handled to port or starboard. In this case, the
CCH requires 7.5 feet of water depth at the fender location (calm water).
d. Limiting wave height inside the well deck is subject to the operational risk assessment of
the commander overseeing the launch and recovery operation. It is recommended that no well
deck operations be conducted (excluding emergencies and critical mission requirements) when
the waves inside the well deck have a significant wave height exceeding two feet, determined by
averaging the height of three consecutive waves.
4. CCH Recovery Procedures. After ballasting down to eight feet water depth at the sill (eight
feet preferred at the fender location) and a minimum of five feet water depth 100 feet forward of
the sill, the CCH's approach begins at bravo station (1000 yards astern). At alpha station (500
yards astern), the CCH will approach at a relative speed of one to five knots above ship's speed.
The WDCO will convey spotting, relay information and determine CCA service needs via radio.
a. Final approach to well deck is controlled by the POIC, who will direct the craft into the
well deck. As the CCH closes with the stern of the ship, at approximately 100 yards, the BC will
commence entry upon confirming a Green Well status.
b. The BC will align the CCH with the POIC's instructions and enter the well deck at a
relative speed of one to two knots above ship's speed. When using fender recovery method, the
center of the floating fenders should be aligned with the CCH's engine compartment emergency
egress hatch.
c. Inside the well deck, the ship's line-handlers will use four 125 foot long 7/8 inch double
braided lines (provided by CCH detachment) or use the ship's lines of appropriate circumference
and length. Note: Line size is limited by design of the tie-down fittings on CCH. Constant line
tending is required by the ship's force to avoid any condition where CCH deck fittings become
overloaded. When the bow of the CCH is past the sill of the well deck, ship's line-handlers will
throw down one bow line initially to the CCH bow line handler on the specified side of the CCH
as identified during the safety brief. The second bow line will be passed at the CCH bow line
handler’s discretion. The remaining two lines will be passed to the CCH stern line handler in the
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same manner. A total of four lines will be used to complete this evolution. Typically on the
CCH, there is one line handler on the bow and one on the stern. Once the CCH is hooked up to
all four lines and clear of the sill, the stern gate may be raised to minimize wave action in the
well deck. Once secured, the CCH may be shifted into neutral at the BC's discretion. After the
CCH is in position, the WDCO will commence de-ballasting. After the CCH is sitting high and
dry in position over the top of the fenders, the CCH may stop the main engines.
Figure 18-2. CCH on Pneumatic Fenders
d. Once fully de-ballasted the CCH will be secured with 35,000 pounds minimum break
strength tie down chains in accordance with Figures 18-4 through 18-6. Boat stands between the
hull of the CCH and the well deck are required if the CCH is to remain on the fenders for periods
longer than 24 hours in duration or the ship is expected to experience sea conditions in excess of
sea state 6 on the NATO Standardized Wave and Wind Environments And Shipboard Reporting
of Sea Conditions Agreement (STANAG 4194) Scale.
e. Once boat tie downs are secure, the Engineer may prepare to power the CCH using the
ship’s power via an external power cable which will be passed to the CCH by shipboard
personnel. The CCH is equipped with a 75' 120 volt 30 Amp single phase 2 pole 3 wire shore
power cord. If the ship cannot interface with this cord, the CCH batteries can be trickle charged
with a 120 volt single phase extension cord.
5. CCH Launch Procedures
a. Prior to ballasting the ship, all CCH tie down chains will be removed and CCH provided
boat stands, shackles and tie-down slings will be re-stowed aboard the CCH. Lines will remain
in place and ship's power will be disconnected.
Note: Line-handlers will need to begin tending lines as soon as water starts entering the well
deck and constant line tending will be imperative to avoiding damage to CCH and the ship due to
CCH motions during the ballasting process. The CCH is a propeller driven craft. Two
propellers and outdrives extend aft and below the transom and keel intersection. Extreme care
should be taken to control the CCH in order to prevent the outdrives and propellers from
contacting the pneumatic fenders.
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b. After the ship has ballasted to the recommended eight feet depth at the fenders, signal
from the POIC via the WDCO, the CCH BC will start both engines. If conditions permit, the
ship's line-handlers may begin to move the CCH clear of the fenders.
c. "Ready for departure" will be reported to the WDCO from the CCH BC. On receiving
green well from the WDCO, the ship's line-handlers will slack the bow lines and slack off aft
lines until they are cast off by the CCH boat crew. Once confident that the craft is under control,
the BC will order the boat crew to cast off the lines. Typically, the bow lines will be casted off
when the CCH is about to cross the sill. Ship's line-handlers will quickly retrieve lines to avoid
entanglement into the CCH's propulsion equipment. The BC will reverse the CCH out of the
well deck; typically, the ship should be at bare steerageway due to the lack of reversing power of
the CCH. Once the CCH is clear of the support ship the BC will send the engineer to inspect all
bilges for any hull damage. Following successful inspection, the CCH will communicate
"operations are normal" and "(number of personnel) on board" to the host ship. A departure
report will be made to the support ship, EMCON conditions permitting, as the craft proceeds on
the assigned mission. EMCON requirements will vary with operating conditions.
6. Support Vessel at Anchor or Moored To Buoy. Although procedures are virtually identical
to those for a ship underway when the support ship is anchored or moored to a buoy, the reduced
capability of the ship to maneuver deserves special consideration when planning CCH launch
and recovery operations. The ship may have to use its main engines and rudder to twist into the
sea presenting an additional challenge to CCH on final approach.
CAUTION: Well deck operations with a ship at anchor are more difficult than when conducting
underway well deck operations. An anchored ship's limited ability to control the environmental
factors increases the variability of those factors acting on CCH as it is launched or recovered.
Loss of controlled movement of the CCH entering or departing the well deck of an anchored ship
may occur, resulting in damage to the CCH and ship.
Figure 18-3. CCH on Pneumatic Fenders
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Figure 18-4. Tie Down Arrangement, USS SAN ANTONIO (LPD 17) Class
Figure 18-5. Fender Tie Down Arrangement, USS WHIDBEY ISLAND
(LSD 41) Class
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FENDERING PARTS LIST (QTY PER BOAT)
ITEM QTY
NO. REQD
PART OR
IDENTIFYING
NUMBER
NOMENCLATURE
OR DESCRIPTION
REMARKS
1200mm X 1200mm
PNEUMATIC
FENDER
7 PSI OR 0.482 BAR,
MAXIMUM
1
12
1200mm X
1200mm
2
AR
-
ROPE, 5/8” DOUBLE
BRAID NYLON
USE TO SECURE
FLOATING FENDERS
-
ROPE, 3/8” DOUBLE
BRAID NYLON
USE TO SECURE WELL
DECK TIE DOWN CHAIN
FEET
3
AR
4
AR
-
TIE-DOWN CHAINS
WITH GRIPES
PROVIDED BY SHIP’S
FORCE. 7,500 POUNDS
MINIMUM WORKING
LOAD
5
AR
-
DUNNAGE/WEDGES
PROVIDED BY SHIP’S
FORCE.
6
JACK STANDS
MINIMUM ONE SQUARE
FOOT PAD CONTOURED
TO HULL/CHINE
INTERSECTION
16
TWIN PATH EXTRA
SLING WITH
COVERMAX
TPXC 2500
TIE-DOWN CHAINS
WITH GRIPES
PROVIDED BY SHIP’S
FORCE. 17,500 POUNDS
MINIMUM WORKING
LOAD
6
7
8
16
Table 18-1. Bill of Materials
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APPENDIX A
STANDARD TERMINOLOGY
Alive - The movement of a craft when the minimum depth required to float it is reached, or
sliding of a craft when not secured in a dry well; i.e., craft is not grounded and lashed.
Ballast - Adding water to ballast tanks in order to increase a ship’s draft.
Crack the Stern Gate - Breaking the watertight seal of the stern gate by opening the stern gate to
approximately 5 to 10 inches from the closed position at the top of the stern gate.
Debarkation Control Officer - The officer in charge of the embarkation and debarkation of all
craft, cargo, and personnel from the ship during amphibious operations. This includes ballasting,
stern gate operations, craft entering and leaving the well, and air operations (when they are part
of amphibious operations).
Depth at the Sill - Depth of water at the extreme aft section of the well.
Dry Well - A condition where there is no water in the well.
Green Well - When preparations in the well deck are completed and assault craft entry and exit is
authorized. It is ordered by the CO or his designated representative.
Grounded - When a craft’s hull comes to rest on the well deck.
Red Well - When conditions in the well are not conducive to safe operations and craft are
prohibited from entering or departing the well.
Sea to Sea - When ballast pump is aligned to take suction from and discharge to the sea. This
mode of operation is used to warm up or hold a pump in stand-by without securing it.
Secure Ballasting - Stop ballasting or de-ballasting and keep the present level of water in the
well.
Sill - The extreme aft portion of the well deck.
Stern Gate at 45 Degrees - Open or close stern gate to 45 degrees from closed position.
Indicated by 6” white band marks on ram arm.
Stern Gate at 90 Degrees - Open or close the stern gate to 90 degrees from the closed position
(parallel with the deck). Indicated by 6” white band with black band in center.
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Stern Gate to the Stops - Stern gate fully opened and resting on its braces (stops). Indicated by
two one-inch black bands in the center and three inch yellow band marked indicate 10 degrees
below horizontal position for LCAC.
Wedge - The physical shape of the water in the well measured by the depth over the sill and
depth at a point further into the well deck such as:
Steep Wedge - A ballasted condition which provides a dry well forward and eight feet of water at
the sill.
Shallow Wedge - Small difference in depth at sill and forward part of well.
Well Deck Control Officer - Officer in overall charge of well deck operations.
Wet Well Operations - Embarking or debarking of craft/vehicles from the well deck with a
predetermined amount of water in the well and any operations involving the use of the stern gate.
Water at the Sill - Ballasted to where the water level is even with the lip of the sill.
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APPENDIX B
MINIMUM REQUIRED MANNING FOR WET WELL OPERATIONS
1. Debark Control
Debark Control Officer (DCO)
Phone Talker
2. Well Deck
Well Deck Control Officer (WDCO)
Well Deck Safety Observers
Petty Officer-In-Charge
Phone Talker
Port and Starboard Line Petty Officers (2 per wing wall)
Port and Starboard Line-handlers (2 per line)
Signalman
3. Ballast Control
Ballasting Officer (normally the DCA)
Phone Talker
4. Stern Gate Control
Stern Gate Operator
Phone Talker
Ram Room Maintenance Person
5. Fwd & Aft Ballast Compressor Rooms
Pump Operator
Phone Talker
6. Sea Ballast Control Stations (SBCS)
Operator at each station
Phone Talker at each station
7. Cargo Control
Combat Cargo Officer (CCO)
Phone Talker
Traffic Controllers
Bridge Crane Operators
Securing Detail
8. Repair Locker
Locker Officer
Locker Leader
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Locker Phone Talker
On-Scene Leader
Fire Party (in accordance with ship’s Repair Party Manual)
9. Sample Watch Bills. Figures B-1 through B-7 provide further specific guidance for
minimum manning requirements in the well during all well deck evolutions. These sample
watch bills are to be used as a guide and cover the minimum positions that need to be manned to
safely conduct well deck evolutions.
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EMBARKATION AND DEBARKATION OF LCU
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer (overall)
(port wingwall)
(stbd wingwall)
POIC
S/P Phone Talker
1
1
1
1
1
1
1
2
Corpsman
Signalman
Stern Gate Operator
Stern Gate Machinery Room Watch
Line PO
1
1
1
1
4
Line-handlers
16
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
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Approved By: ________________________________
Figure B-1. Sample Watch bill for Embarkation and Debarkation of LCU
B-3
PRD
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.F
12 Oct 2021
EMBARKATION AND DEBARKATION OF AAV
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer (overall)
(port wingwall)
(stbd wingwall)
POIC
S/P Phone Talker
1
1
1
1
1
1
1
2
Corpsman
Signalman
Stern Gate Operator
Stern Gate Machinery Room Watch
Traffic Controlman
1
1
1
1
6
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
Approved By: ________________________________
Figure B-2. Sample Watch bill for Embarkation/Debarkation of AAV
B-4
PRD
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COMNAVSURFPAC/
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EMBARKATION AND DEBARKATION OF LANDING CRAFT AIR CUSHION
(LCAC)
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer
POIC
Ramp Marshal
Starboard and Port Phone Talker
Corpsman
Signalman
Stern Gate Operator
Stern Gate Machinery Room Watch
Electrician
Safety Observer
(sufficient amount to cover all entry
and exit points of the well deck)
1
1
1
1
1
1
1
1
1
1
1
1
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
PRD
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Approved By: ________________________________
Figure B-3. Sample Watch bill for Embarkation and Debarkation of LCAC
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.F
12 Oct 2021
LCU STERN GATE MARRIAGE
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer
POIC
Starboard and Port Phone Talker
Corpsman
Signalman
Stern Gate Operator
Chain Team (Port)
1
1
1
1
1
1
1
1
1
3
Chain Team (Starboard)
3
Line PO (Port)
Line Handler (Port)
1
4
Line PO (Starboard)
Line Handler (Starboard)
1
4
Capstan Operator (Port)
Capstan Operator (Starboard)
1
1
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
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_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
Approved By: ________________________________
Figure B-4. Sample Watch bill for LCU Stern Gate Marriage
B-6
PRD
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WELL DECK CARGO HANDLING
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer
POIC
Starboard and Port Phone Talker
1
1
1
1
1
2
Corpsman
Forklift Operator (licensed)
1
2
Traffic Controlman
4
Cargo Handler (Upper ‘V’)
4
Cargo Handler (Lower ‘V’)
4
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
Approved By: ________________________________
Figure B-5. Sample Watch bill for Well Deck Cargo Handling
B-7
PRD
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EMBARKATION AND DEBARKATION OF CRRC
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer
POIC
Starboard and Port Phone Talker
Corpsman
Signalman
Stern Gate Operator
Stern Gate Machinery Room Watch
Line-handler (Port)
1
1
1
1
1
1
1
1
1
1
3
Line-handler (Starboard)
3
Personnel
_____________________
_____________________
_____________________
_____________________
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PRD
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Approved By: ________________________________
Figure B-6. Sample Watch bill for Embarkation and Debarkation of CRRC
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12 Oct 2021
EMBARKATION AND DEBARKATION OF LARC V
Assignment
Debark Control Officer (DCO)
Well Deck Control Officer (WDCO)
Ballast Control Officer (BCO)
Safety Observer
POIC
Starboard and Port Phone Talker
Corpsman
Signalman
Stern Gate Operator
Stern Gate Machinery Room Watch
Traffic Controlman
Line-handlers (emergency)
1
1
1
1
1
1
1
1
1
1
6
Personnel
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
_____________________
PRD
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Approved By: ________________________________
In emergencies, line-handlers may be required and quantity will be situation dependent.
Figure B-7. Sample Watch bill for Embarkation and Debarkation of LARC V
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APPENDIX C
SAMPLE BALLAST BILL
1. Purpose. Outline the procedures for ballasting and de-ballasting, and the responsibilities for
safe ballasting operations.
2. General
a. The clean ballast system is designed and normally used to ballast and de-ballast the ship
to control the draft, list, and trim or to improve stability in the event of flooding or hull damage.
The clean ballast system also allows well deck equipped ships to embark and debark landing
craft and amphibious vehicles. The clean ballast and control system consists of ballast tanks
located below the _____ deck, tanks located above the _____ deck, associated piping, de-ballast
air compressors, sea ballast control stations, and a central ballast control room.
b. The ship is ballasted by flooding selected below ______ deck ballast tanks with sea water
through sea ballast valves installed in each tank. The tank must also be vented to allow any air in
the tank to escape. The remote operated sea ballast and vent valves can be controlled from the
sea ballast control stations and ballast control. De-ballasting is accomplished by blowing water
from the tanks with low pressure (LP) air. LP air is provided by rotary type compressors
discharging to a common LP air main. The LP air supply valve and vent valve for each tank are
interlocked to prevent both sets of valves being simultaneously opened or closed.
c. The clean ballast tanks above the _____ deck are filled from the fire main and deballasted by gravity through drain valves. The fire main flooding and drain valves are controlled
at the sea ballast control stations. A forward peak tank can also be filled from the fire main and
pumped dry with an eductor connected to the secondary drainage system.
3. Responsibilities
a. Engineer Officer. Responsible for maintaining this bill.
b. Debarkation Control Officer (DCO). The DCO is overall in charge of the embark and
debark evolution.
c. Well Deck Control Officer (WDCO). The WDCO is responsible for all well deck
operations including the safe handling, embarkation, and debarkation of all boats and vehicles in
the well deck and the operation of the stern gate. The WDCO will order all changes to the water
level in the well through the Ballasting Officer. The WDCO will utilize the Well Deck Control
Phone Talker to communicate with debark control, reporting well deck status to the DCO.
d. Ballasting Officer. Normally the Damage Control Assistant (DCA), the Ballasting
Officer is stationed in Ballast Control and is responsible for the accurate ballasting or deC-1
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ballasting of the ship, providing the exact well conditions specified by the WDCO. The
Ballasting Officer will:
(1) Ensure the safe operation of all ballasting equipment including the control console,
valves, pumps, and the stern gate.
(2) Maintain direct communications with the WDCO and keep the WDCO advised of the
depth of the water in the well.
(3) Be familiar with the technical manuals for the operation of the ballasting system and
ensure all required personnel are qualified per applicable PQS to operate the system.
(4) Be familiar with the capacities and limitations of the system and keep informed as to
the liquid load status of all tanks and the material condition of all parts of the system.
e. Officer of the Deck (OOD). Due to the responsibility for safe navigation of the ship, the
OOD will authorize, with the CO permission, all ballasting and de-ballasting operations. The
OOD must keep all stations aware of ship's maneuvers or evolutions which would affect the well
deck evolution and the embarkation or debarkation of vehicles and landing craft. The OOD must
determine requirements to conduct ballast water exchange (BWE) operations per OPNAVINST
5090.1E, described in TAB 3 of this sample ballast bill. Review NAVAL SHIP’S TECHNICAL
MANUAL Chapter 593 for guidance.
f. Engineer Officer. The Engineer Officer is responsible for the maintenance and upkeep of
all engineering equipment associated with ballasting, for the proper management of the liquid
load, the distribution of the load before and during ballast operations, and for the training and
qualification of all engineering personnel in the proper procedures for equipment operation.
g. Engineering Officer of the Watch (EOOW). The EOOW will ensure there is adequate
fire main pressure and flow, and electrical power for efficient ballasting or de-ballasting. The
EOOW will also control the alignment of cooling systems to account for changes in list and trim.
h. Combat Cargo Officer (CCO). The CCO is responsible to the DCO for ensuring
designated, and on call serials, are ready to embark or debark landing craft or assault vehicles.
i. Cargo Control Officer. Normally the ship’s Boatswain (BOSN), the Cargo Control
Officer will conduct cargo and vehicle handling operations as directed by the WDCO.
4. Communications. Clear and concise communications between internal control stations are
essential for safe and efficient well deck operations. For ballasting operations, the following
internal communications circuits will be used:
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a. The following stations will be on the _____ sound-powered telephone or IVCS telephone
circuit _____:
(1) Ballast Control Room
(2) Air Compressor Control Room
(3) Damage Control Central
(4) Stern Gate Ram Room
(5) Stern Gate Operating Station
b. The following stations will be on the _____ sound-powered telephone or IVCS phone
circuit _____:
(1) Debark Control
(2) Well Deck Control
(3) Pilothouse
6. Conditions of Operation. The two principle conditions in which wet well equipped ships
operate are:
a. Phase I - Operating Condition. The ship is at normal operating draft and the well deck is
dry. The exact depth of draft is dependent on cargo, fuel, ammunition, water, supplies, landing
craft, and embarked troops and vehicles onboard.
b. Phase II - Ballasted Condition
(1) The ship is ballasted so the well deck is flooded. Normally the well deck is not
flooded uniformly throughout but is flooded in such a manner that a "wedge" of water is formed.
The term “steep wedge” refers to a ballasted condition which provides a dry well forward and
sufficient water at the sill to conduct boat operations.
(2) Numerous factors must be considered when determining the depth of water at the sill
and the type of wedge required for various operations. These factors include:
(a) Number, type, and loading of vehicles or landing craft to be embarked or debarked
and their effect on ship's draft.
(b) Sea state and direction of swells and winds. Heavy swells have the tendency to
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push boats further into the well than desired. Cross swells cause craft in the well deck to become
uncontrollable and should be decreased by maneuvering the ship whenever possible. Heavy
swells can also be reduced by utilizing engine and rudder orders to keep the ship’s head into the
seas. Close and continuous coordination between Debark Control, the OOD, and Well Deck
Control is essential.
(c) Frequent adjustments to the ballast condition may be required to optimize the
depth of water for the evolution or type of craft in operation. For example: An LSD is
embarking four LCM in married nests of two each in a rough well. The proper procedure is to
bring the first nest in forward and ground them quickly. The remaining LCMs are directed to
stand off until the ship is de-ballasted. When they are called into the well, the de-ballasted
condition allows for a quick grounding and securing of the craft. This procedure is safer than
bringing in the second nest immediately after the first and holding them with lines while the ship
fully de-ballasts.
7. Precautions
a. Ballasting operations require a degree of coordination and accuracy which leaves little
room for error. Correct procedures and safety considerations are of paramount importance and
all personnel involved in these operations must be constantly alert to note and report any
improper or unsafe conditions. The WDCO will ensure qualified safety observers are present
throughout the operation in sufficient numbers to observe all proceedings and quickly report any
dangerous situations. When an unsafe condition exists, the evolution should be brought to a halt
and action taken to correct the discrepancy and prevent reoccurrence.
b. All sea ballast valves, ballast tank vent valves, and well deck drain valves in the ballast
system should be closed when the system is not in use. This is necessary to maintain maximum
protection against flooding in the event of damage.
c. Under no conditions will the external draft of the ship’s stern be permitted to exceed
_____ feet when ballasted. This is necessary to prevent sea water from rising through the air
blow-vent valves and into the vent and air piping. The corresponding maximum depth of water
at the sill is _____ feet.
d. Wing tanks will be flooded and drained in pairs to avoid a list. When filling wing tanks
in pairs, closely observe the angle of heel, and tank level indicators, to determine if the tanks on
opposite sides of the ship are being filled at the same rate.
e. The rate of ballasting for any one tank can be slowed by securing the vent valve for the
tank. This will cause the air in the tank to be compressed by the incoming sea water, eventually
exerting enough pressure to stop flow. However, to quickly and positively stop filling, the sea
ballast valve should be closed.
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f. The clean ballast tanks on the _____ deck are provided with sea valves which must be
secured when tanks are not in use to prevent inadvertent flooding of these tanks during normal
ballasting operations.
g. All tanks that have been filled to the desired amount must have their sea ballast valves
secured so as to reduce free surface effect on the liquid in the tanks, and to eliminate a potential
source of list in case of damage.
h. Ballasting alongside the pier or at anchorage will only be conducted when there is
sufficient water depth to accommodate the ship's expected ballasted draft, providing enough
bottom clearance to prevent fouling condensers and sea chests.
i. During ballasting operations, a minimum of _____ compressor rooms will be manned to
operate air compressors.
j. When cargo susceptible to salt water damage is positioned in the cargo or vehicle storage
area, extreme care must be taken to prevent damage from spray or immersion. The depth of
water in the well will be continuously managed to prevent damage to the equipment or vehicles.
k. Safety observers will be positioned by the WDCO to optimize their coverage of the
evolution at hand. Regardless of the evolution, one observer will be stationed to observe the
forward portion of the well deck and will be in direct communications with the WDCO.
l. Before flooding the _____ deck ballast tanks, the Ballasting Officer will notify the
EOOW and Damage Control Central (DCC). The EOOW will determine the need for additional
fire pumps to maintain fire main pressure. While tanks are being filled, the DCC watch will
closely monitor fire main pressure, ensuring a minimum of 90 psi. Should pressure drop below
90 psi, ballasting operations will be secured until additional fire pumps can be brought on line.
m. Before de-ballasting, the Ballasting Officer will request permission from the EOOW to
start the de-ballast air compressors at 15-second intervals to prevent causing a surge in power
demand.
n. After de-ballasting operations, vent residual air pressure from each tank. As the majority
of tanks vent into the well deck area, venting all tanks simultaneously may cause excessive noise
levels in the well. Vent tanks in groups and ensure personnel receive ample warning prior to
opening vent valves.
o. Precautions should be taken not to blow down the forward ballast tanks beyond what is
necessary to clear them of water. Air blowing through the sea valve from these tanks can go into
the main space sea chests and cause engineering casualties. When all other tanks have been deballasted, advise the EOOW to vent main space machinery. When this is completed, the forward
ballast tanks may be blown dry with reduced air pressure.
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p. Water in any fuel oil tank that returns after stowage tank is stripped could be a result
of structural damage. Immediately report any presence of water in fuel oil stowage tanks to the
Main Propulsion Assistant (MPA), DCA, and Engineer Officer, and aggressively pursue the
contamination source. All ballast tanks sharing a bulkhead with fuel oil tanks, and ballast tanks
with fuel oil piping transiting them will be tagged out of service until the source of
contamination is determined.
8. Procedures
a. Ballasting Plan. The WDCO and the Ballasting Officer will meet prior to any ballasting
operation and formulate a ballasting plan to include:
(1) The sequence, number, location, type, and draft of landing craft or vehicles to be
embarked or debarked.
(2) The sequence, type, quantity, and location of the equipment and cargo to be offloaded
or loaded during each operation.
(3) The depth at the sill and mid-well to which the ship must be ballasted for each
segment of the operation.
(4) How far forward it will be necessary to flood the well to allow craft to safely ground
out.
(5) The time required to ballast and de-ballast to the necessary depth.
(6) The time required to conduct a BWE operation.
b. Pre-Ballast Brief. Before commencing ballasting evolutions, a ballast brief will be
conducted with the CO, XO, OOD, WDCO, Ballasting Officer, CCO, and Engineer Officer. A
thorough review of the ballasting plan provided by the WDCO and the Ballasting Officer will be
conducted. Any final changes to the plan will be made as necessary to support the operation.
The Ballasting Check-Off List will then be issued.
c. Unscheduled Ballasting. If necessary to deviate from the ballast plan, the WDCO and the
Ballasting Officer will discuss the necessary changes and formulate a revised ballasting plan for
the situation and start ballasting or de-ballasting as required, with concurrence of the CO.
d. Ballasting to Phase II. The number and location of tanks to be ballasted to achieve the
desired wet well conditions (Phase II) depends upon the ship's current operation condition (Phase
I). In general, all tanks selected are flooded simultaneously to the external water line. The
following sequence will be used:
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(1) One hour before ballasting, energize the ballast control console and start the hydraulic
stations. Fill the _____ deck tanks, as required. Ensure the gravity drain valves for the _____
deck tanks are closed.
(2) Immediately before ballasting, open well deck drain valves. Opening these valves
expedites both ballasting and de-ballasting. The LP air main will be checked and properly
aligned before ballasting.
(3) Condition 1A will be set and all stations manned before starting and during any
ballasting operation, unless specifically authorized by the CO to deviate from normal procedures.
(4) The Ballast Control Officer will start ballasting down when directed by well deck
control. The ballasting plan will be followed as closely as possible. The Ballast Control Phone
Talker will log all actions which occur during the evolution. The Ballasting Officer will control
the cycling of sea ballast valves and vent valves to selected tanks to most effectively avoid
unequal flooding of tanks.
(5) While ballasting, Ballast Control will closely observe tank level indicators and the
ship's trim and heel to correct any extreme conditions by changing the ballasting rate to various
tanks. The Ballasting Officer will use vent valves and sea ballast valves to throttle the ballasting
rate. If an emergency arises, the Ballasting Officer may be required to immediately blow tanks
to stop flooding.
(6) The Ballasting Officer will cease ballasting when directed by Well Deck Control. The
console operator will secure the sea ballast valves and vent valves to each tank. Ballast Control
will also cease ballasting when ordered by the CO or DCO.
e. Ballasting while in Phase II. Additional ballasting may be necessary to compensate for
changes in draft or trim from cargo movement.
f. De-ballasting
(1) Well Deck Control will notify Ballast Control when to start de-ballasting and to what
depth the ship will be de-ballasted.
(2) The Ballasting Officer will request the EOOW’s permission to start de-ballast air
compressors at 15 second intervals (if the compressors are started simultaneously or without
adequate electric power available, the surge will overload the generators).
(3) Before starting the compressors, the ballast console operator will turn the vent valve
controllers to the tanks to be de-ballasted to the blow position. The operator will first ensure the
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appropriate compressors have been started and a buildup of air pressure in the tanks has begun.
When a minimum pressure of 10 psi is reached, the operator will open the sea ballast valves and
start de-ballasting to the required depth.
(4) Ballast Control personnel must closely monitor the ship's draft, angle of heel, trim and
tank level indicators to correct any excessive list or trim which may result. Ballast Control
personnel may keep abreast of how fast the ship is being de-ballasted by watching the draft
marking at the stern and mid-well and the tank level indicators.
(5) As the tanks are emptied, secure the sea ballast valves and then the air blow valves.
This is done to prevent air from bubbling through an open sea ballast valve and thus increase the
de-ballasting time.
(6) The Ballast Control Operator will watch the air main pressure gauges and keep the
system pressure between 10 and 20 psi. As the pressure reaches 20 psi, the Console Operator
can reduce the pressure in two ways.
(a) Secure one or more air compressors.
(b) Use other ballast tanks which are not being used to move air by opening the air
blow valve to a tank and leaving the sea ballast valve closed.
(7) The _____ deck tanks may be emptied to speed up de-ballasting. An exception
occurs when the ship is light loaded, and to keep a proper trim. All or some of the third deck
tanks must be filled.
(8) Ballast Control will cease de-ballasting in the following instances:
(a) When directed to cease by Well Deck Control.
(b) When directed to cease by Debark Control.
(c) When directed to cease by OOD.
(d) When directed to cease by the CO.
(e) When Main Control reports the loss of a generator or main engine.
(f) When the ship is at or above navigational draft (_____ feet) with as many tanks as
possible pumped dry and keeping a proper list and trim.
(9) After the de-ballasting operation is complete, the Ballasting Officer will secure the air
compressors and vent air pressure from each tank by setting the air blow vent valve to the vent
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position. The Ballasting Officer will secure the air blow vent valve upon completion. The
Ballasting Officer will have all valves in the de-ballast air main returned to their closed position,
have all well deck drain valves closed, and will make sure forward and aft de-ballast and ballast
control stations are properly secured. Before venting tanks, Ballast Control will request the
following word be passed over the 1MC, "All hands stand clear of well deck vents while venting
ballast tanks". Then sound the well deck horn.
9. Own Ship’s Systems. A useful Ballast Bill must include a complete description of the ship’s
ballasting system to include:
a. Tank numbers, locations, and capacity.
b. Valve numbers, function, location, and location of actuator.
c. Control stations, functions, and locations.
d. Schematic diagrams of the system.
10. Required Tabs. The following tabs are required in the Ballast Bill. Samples are provided
but must be tailored to each ship.
TAB SUBJECT
1 - Sample Personnel Assignments
2 - Sample Ballasting Plan
3 - Sample Ballasting Check List
4 - Sample Well Deck Communications Check List
5 - Sample Stern Gate Operating Check List
6 - Sample Cargo Handling Check List
7 - Sample Shoring and Restraining Material Handling Check List
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TAB 1
CONDITION 1A AND BALLASTING DETAIL SAMPLE PERSONNEL ASSIGNMENTS
* Ships must tailor the following personnel assignments to requirements by hull type and ship's
operating procedures prior to use.
1. Required Officer Assignments
a.
b.
c.
d.
Debark Control Officer
Well Deck Control Officer
Ballasting Officer
Cargo Control Officer
JQR and SWO Qualified Officer
PQS Qualified
Damage Control Assistant (DCA)
Ship’s Boatswain (BOSN)
2. Station Assignments
a. Ballast Control
(1) Ballasting Officer
(2) Ballast Console Operator
(3) Phone Talker
(4) Log Keeper
DCA
Qualified HT1/HT2
Qualified HT3/FN
FN (may be Phone Talker)
b. Bridge
(1) Officer of the Deck(OOD)
(2) Phone Talker
Per Condition 1A Watchbill
PQS Qualified SN
c. Compressor Room
(1) Operator
(2) Phone Talker
PQS Qualified PO3/FN
PQS Qualified FN (may be Operator)
d. Debark Control
(1) Debark Control Officer
(2) Phone Talker
(3) Log Keeper
(4) Messenger
JQR and SWO Qualified Officer
PQS Qualified PO3/SN
PQS Qualified SN
PQS Qualified SN
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e. Damage Control Central
(1) DCC Watch
(2) Phone Talker
(3) Sounding and Security
PQS Qualified PO2/PO3
PQS Qualified FN
PQS Qualified PO3/FN
f. Sea Ballast Control Stations
(1) Operator
(2) Phone Talker
g.
PQS Qualified PO3/FN
PQS Qualified FN (may be Operator)
Stern Gate
(1) Operator
(2) Phone Talker
PQS Qualified PO3/ENFN
PQS Qualified FN (may be Operator)
h. Well Deck Control
(1) Well Deck Control Officer
(2) Well Deck Safety Officer
(3) Petty Officer in Charge/
Ramp Marshal
(4) Line Petty Officer
(5) Line-handlers
(6) Phone Talker
PQS Qualified
PQS Qualified BMC/BM1
PQS Qualified BM2/BM3
PQS Qualified BM2/BM3 (as required)
PQS Qualified SN (minimum of 2 per line)
PQS Qualified SN
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TAB 2
SAMPLE BALLASTING PLAN
* This is only an example and must be tailored to each ship's systems and operating procedures
prior to use.
1. Operation/Exercise/Evolution:
Date:
2. Expected Schedule of Events:
3. Landing Craft Movement:
Type and
Number
Working
Draft
Tie Down
Area
Effect on Draft After Move
a.
b.
c.
d.
e.
4. Vehicle or Cargo Movement:
Serial
Number
Type
Current
Weight
Location
Destination
a.
b.
c.
d.
e.
5. Desired Water Depths:
Phase of
Evolution
Desired Mid
Well Depth (ft)
Target Sill
Depth (ft)
a.
b.
c.
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d.
e.
6. Selected Ballast Tanks:
Tank Number
Current Load
(gal/ton)
Target Load
(gal/ton)
Remarks
a.
b.
c.
d.
e.
7. Estimated depth of water at maximum ballasted condition:
a.
b.
c.
d.
At the sill:
Mid well:
Forward:
Draft (aft):
ft
ft
ft
ft
8. Remarks:
Submitted:
Reviewed:
Ballasting Officer
Reviewed:
First Lieutenant
Reviewed:
Engineer Officer
Debark Control Officer
Approved:
Commanding Officer
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TAB 3
SAMPLE BALLASTING CHECKLIST
* This is only an example and should be tailored to your ship’s systems and procedures prior to
use.
Operation/Exercise/Evolution:
Date:
Item
Complete
1. 24 hours prior to well deck operations:
a. Inspect hydraulic stations for proper fluid levels and system alignment.
Y/N
b. Inspect stern gate hydraulic system for proper fluid level and
system alignment.
Y/N
c. Inspect de-ballast air compressors for proper fluid levels and
system alignment.
Y/N
d. Determine the requirements for BWE operations.
Y/N
2. One hour prior to well deck operations:
a. Ensure all ballast tank accesses are closed and secured.
Y/N
b. Ensure all applicable tag outs have been properly cleared or considered
in ballast plan.
Y/N
c. Open well deck drain valves
Y/N
d. Fill third deck ballast tanks
Y/N
e. Set Condition 1A for wet well operations
Y/N
f. Set the ballast detail
Y/N
3. Immediately prior to commencing well deck operations:
a. All stations manned and ready:
(1) Debark Control
Y/N
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(2) Well Deck Control
Y/N
(3) Ballast Control
Y/N
b. Align de-ballast air compressors to LP air main
Y/N
c. Align power to the ballast control console
Y/N
d. Align power to the stern gate control room
Y/N
e. Inform EOOW and WCO, “Ready to commence ballasting”
Y/N
f. When given permission, commence ballasting
Y/N
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SAMPLE RECORD KEEPING REQUIREMENTS FOR
BALLAST WATER EXCHANGE OPERATIONS
* This sample record keeping requirement for ballast water exchange (BWE) operations is
generic in nature and should be tailored to your ship’s systems and operating procedures prior to
use.
Note: BWE is required for ballast tanks that have taken on ballast water within the distance from
shore as detailed in OPNAVINST 5090.1E. For clarification and guidance review Naval Ship's
Technical Manual Chapter 593, Surface Ship - Clean Ballast Water Exchange Guidance
Document. BWE is required even if a vessel emptied its ballast water prior to exiting an area
within the specified distance from shore. BWE is performed only on individual tanks that were
ballasted within the specified distance from shore. Surface ships will conduct a BWE by twice
filling and emptying each tank used in ballasting within the specified distance from shore. The
ship will twice fill and empty the tanks when outside the specified distance from shore to
conduct a BWE. A ship will log the history to perform a BWE on a tank by tank basis, based on
the ballasting and de-ballasting conditions for a given tank. The ship will also record the loading
of ballast water for every occurrence within the specified distance from shore.
Ship’s engineers will record in the ship's engineering log:
1. The loading of ballast water within the specified distance from shore.
2. The flushing of ballast tanks to rid them of possible pollutants (i.e. unwanted aquatic
organisms and pathogens, NIS or sediments)
3. The entry will include the geographical position and the amount of ballast water taken on
4. All ballasting within the specified distance from shore and BWE operations must be recorded
on a tank by tank basis.
The following is a sample that should be followed when recording parameters in the ship’s
engineering log.
Ballast Water Exchange Record Keeping Requirements:
Tank Number
Volume of Operation(gal)
a.
b.
c.
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TAB 4
SAMPLE WELL DECK COMMUNICATION CHECKLIST
* This checklist is only an example and should be tailored to your ship’s systems and operating
procedures prior to use.
Operation/Exercise/Evolution:
Date:
Item
Complete
1. Check sound powered and radio communications systems for operability
(may require manning Condition 1A watches)
Y/N
2. Check traffic control lights for operability
Y/N
3. Ensure traffic control personnel are equipped with the required number of
flags and operational light wands
Y/N
4. Conduct general announcing system (MC circuit) tests
Y/N
5. Conduct a communications brief for phone talkers, traffic controllers,
and radio operators on proper procedure, signals, and phraseology
Y/N
6. Conduct a test of the well deck horn
Y/N
7. Report communications readiness to the Well Deck Control Officer
Y/N
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TAB 5
SAMPLE STERN GATE OPERATING CHECKLIST
Note: Stern gate operations are an integral part of almost all amphibious operations. Failure of
the stern gate hydraulic system during operations can lead to unsafe conditions and severely
reduce a ship’s capability. Most operating casualties can be prevented through planned
maintenance (PMS) and pre-operation checks. The following check list has been developed
from applicable technical manuals, PMS documentation, and input from Naval Sea Systems
Command. The required check list is generic in nature and must be tailored to your ship prior to
use.
Operation/Exercise/Evolution:
Date:
Item
Complete
1. Check the hydraulic oil level in the reservoir
Y/N
a. Prior to Start Up (Cold):
b. After Warming Up:
2. Check for proper system alignment of all discharge, suction, by-pass, and
replenishment valves
Valve Number
Function (suct/disch/bypass/repl)
Position(open/closed)
3. Start hydraulic pump(s). Ensure the proper (target) operating pressures
are achieved.
Pump Desig
Min Press
Max Press
Target Press
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Y/N
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4. Visually inspect the hydraulic system for leaks.
Y/N
5. Check the temperature of the hydraulic oil to ensure the system is operating
within parameters.
Y/N
Min System Temp
Max System Temp
Recorded
6. When the hydraulic oil has reached the required operating temperature
Y/N
(____ deg. F), record the pump pressures again for the pumps listed in Item 3.
Pump Desig
Min Press
Max Press
Target Press
Recorded
If the target pressure cannot be met, secure the pump and immediately notify the Ballasting
Officer.
7. Check the differential pressure indicators on the suction strainers and
discharge filters. The system must be operating at its required operating
temperature, otherwise the indicators will not provide accurate readings.
Strainer or Filter
System Temp
Suction Pressure
Y/N
Discharge Pressure
8. Align the hydraulic oil replenishment system for automatic operation.
The replenishment system should start automatically when the gate has
opened 5 degrees.
Y/N
9. Remove all locking dogs.
Y/N
10. Obtain permission to open the stern gate to check the replenishment system.
Y/N
11. Open stern gate to actuate replenishment system, not to exceed 10 degrees.
Once replenishment system starts operating, check replenishment system
suction strainer and discharge filter pressures at operating temperature.
Y/N
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Strainer or Filter
System Temp
Suction Pressure
Discharge Pressure
12. Report to the Ballasting Officer, ”The stern gate is ready for operation”.
Y/N
CAUTION: If the stern gate is not operated shortly after the system is aligned for operation,
excessive pump idling will result in a heat build up in the hydraulic system. If well deck
operations are delayed, the pumps should be secured. During periods of heavy use, the stern gate
operator must continuously check the hydraulic oil temperatures and inform the Ballasting
Officer if temperatures exceed system parameters.
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TAB 6
SAMPLE CARGO HANDLING CHECKLIST
* This sample check list is generic in nature and should be tailored to your ship’s systems, operating
procedures, and cargo handling capacity prior to use.
Operation/Exercise/Evolution:
Date:
Item
Complete
1. Determine the cargo type, dimensions, weight, and compatibility by serial
or lot number.
Y/N
2. Determine the availability of cargo handling equipment and vehicles.
Y/N
3. Determine the staging, access, and stowage areas for:
a. Cargo
b. Cargo handling and securing equipment (slings, gripes, shoring, and dunnage)
c. Cargo handling vehicles (yellow gear, hoists)
Y/N
Y/N
Y/N
4. Discuss with the Ballasting Officer the movement of cargo as it affects the stability
of the ship.
Y/N
5. Ensure all handling equipment has been properly maintained and weight
test data is current (if applicable).
Y/N
6. Brief all involved personnel on the scope of, stowage plan and safety
precautions in accordance with OPNAVINST 5100.19F
Y/N
7. Ensure the following personnel are on station.
a.
b.
c.
d.
e.
Combat Cargo Officer
Safety Observers (as required)
Petty Officer-In-Charge
Riggers (as required)
Vehicle or Hoist Operators
Y/N
Y/N
Y/N
Y/N
Y/N
8. Energize well deck ventilation (if operating diesel powered vehicles or hoists).
Y/N
9. Station safety observers to provide the best visual coverage of the handling area.
Y/N
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TAB 7
SHORING AND RESTRAINING MATERIAL HANDLING CHECKLIST
Mission Date:
Time:
ACTION:
INITIAL:
Prep work (6-8 hours prior to receiving craft in well):
-Watch bill for shoring and securing detail signed and posted
________
-Determine the Craft/cargo type, dimensions, weight.
________
-WDCO/Ship’s Boatswain upon determining the proper lashing gear and shoring requirement
discuss with the First LT and execute shoring and lashing plan.
________
NOTE: Use the tables and formula in Naval Ship’s Technical Manual Chapter 584 to calculate the
minimum required lashing to hold the craft in position.
-Determine the stowage areas, staging, access, and placement of securing equipment
and ensure restraining material is readily available and in operating condition
(gripes, shoring, dunnage and chocks).
________
-Determine the availability of adequate Qualified Personnel to handle restraining
equipment.
________
-Coordinate with Senior Damage Controlmen to serve as Team leaders for shoring
evolutions.
________
-Are sufficient deck safety observers identified while handling cargo and restraining
material.
________
NOTE: Ensure that safety observers are not involved in any other aspects of cargo handling
operations except observing safe procedures.
-Helmets, life vests, and Shoring equipment on station.
________
-WDCO brief all safety observers and instruct all lashing and shoring crews and Assault craft
personnel on the scope of work, installation and stowage plan.
________
1. Well Deck Control Officer (WDCO) receives manned and ready reports from the following
stations:
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Well Deck Safety Officer
-Safety Observers
-Assault Craft Unit representative
Well Deck POIC on station
-Shoring handlers
________
Medical Corpsman
________
2. Safety brief Completed.
________
________
3. Communication check:
-WDC to WD Safety
________
-WDC to Bridge
________
-WDC to DEBARK
________
-Bullhorns
________
4. WDCO obtain permission to enter well to gripe/shore Assault craft, boats, misc
crafts.
________
5. OOD log and report to WDCO:
Pitch and roll:
_______
Sea State:
_______
Speed:
_______
Sea Direction:
_______
NOTE: Unless navigation or tactical conditions dictate, the ship is not free to maneuver until all
landing craft are secured for sea. If landing craft have not been properly secured in position and
the ship is required to maneuver, all non-essential personnel will stand clear of the well deck and
all vehicle crews still embarked will seek shelter in their vehicles. Only when the OOD can
ensure steady conditions will personnel be allowed to re-enter the well and continue securing
craft.
6. OOD ensure a favorable course to minimize pitch and rolls. Normally this can
be achieved by, driving into the seas.
_______
7. WDCO report ‘Ship is free to maneuver’ All craft are secured for sea and
shored.
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8. WDCO obtains permission to secure from condition 1A when all LCUs are
secured.
_______
9. Station CARGO/SHORING/GRIPING watch.
_______
SAFETY NOTES
1. Ensure that helmets and cranial protective devices and kapoks are used by shoring and cargo
handlers.
2. Ensure personnel do not walk under shoring that is being installed or lowered in to the well,
craft or storage area.
3. If there is not a sufficient number of personnel qualified to shore, seek the help from damage
controlmen to provide additional shoring training or utilize them to supplement a securing detail
watchbill.
4. The ship will substitute additional shoring if an insufficient number of attachment points on
the craft or well deck exists, if the strength of an attachment point is suspect or unknown, or if
adequate lashing gear is not available.
5. When the vertical angle of the transversely oriented shoring does not exceed 45 degrees, the
following apply:
a. The maximum angle between lashing gear and the deck will be no greater than 45
degrees.
b. Shoring will be evenly distributed about the center of gravity of the craft.
c. Shoring totaling 50 square inches in cross section may be used to replace one 70,000pound lashing.
d. Shoring totaling 25 square inches in cross section may replace one 35,000-pound lashing.
e. Shoring totaling 13 square inches in cross section may replace one 17,000-pound lashing.
LCU SHORING GUIDANCE
1. Naval Ship’s Technical Manual 584 revision 3, Figure 583-3-11 shows shoring stations at
LCU frames 19.5, 44 and 68.5 with three horizontal shores on the deck only at the middle
stations as shown in section A-A of that figure. These three shores are called a Shoring Chock.
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LCU will be shored with three shoring assemblies on each side of the LCU at frames 28, 44 and
62.5. All 6 stations will have Shoring Chocks installed.
2. Each shoring assembly will have an additional horizontal shore added for a total of two
approximately 6 feet off the deck, just below the LCU fender.
3. Diagonal 2x4s or vertical 8x8s may be used to directly support horizontal shores.
Nailing of shoring and supports is permitted, not to replace wedges. Nail holes may be predrilled
slightly smaller than nail diameter. Nailing can be toe nailing or utilizing additional wooden or
metal plates / straps.
4. Wedges will be installed on one side of the horizontal shores. The bottom wedge will be
nailed, but not the top wedge to allow for future wedge tightening.
LASHING GUIDANCE
1. The LCU will be as close to centered as practical in the well deck. LCU will not be married
to each other.
2. Rhino horn will not be used as a lashing point. Horned cleats on mooring chocks / rings will
not be used for chain lashing of LCU.
3. To the greatest extent possible lashings assemblies on LCU will terminate on deck cloverleaf
fittings.
4. Each lashing assembly will consist of two 70MTC/818A lashings hooked end to end lashed
from LCU Cloverleaf to Well Deck Cloverleaf. No more than two lashings are permitted in any
cloverleaf socket, not more than one per cloverleaf slot.
5. For legacy LCUs (crafts without BOATALT 352B), the following applies:
a. On each side of the LCU two lashing assemblies, one going forward the other aft, will
pass through 2 Mooring Chocks / Rings and 2 Freeing Ports aft of the aft Chock and 2 Freeing
Ports forward of the forward Chock on each side of LCU for a total of 12 lashing assemblies per
side minimizing contact with the sides of the Chocks and Ports. There will be no more than two
lashings on each side of the LCU with Freeing Port contact. Lashings will be directed as close to
45 degrees with respect to LCU centerline when viewed from above. Lashings approaching
vertical are least effective. Terminations at the Ship well deck cloverleaf fittings closest to the
wing wall get closest to 45 degrees from vertical. Those will be utilized unless they already have
two lashings in a cloverleaf socket.
b. If lashing through a Chock or Port to LCU deck cloverleaf causes unacceptable contact
with wiring or piping or a vehicle prevents LCU deck cloverleaf access, alternate freeing ports
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may be utilized. Total number of lashings and arrangement symmetry on the other side of the
LCU will be maintained. If other freeing ports are not usable, 70MTC/818A lashings or
Drawing 611-5110004 Bull Chains will be used terminating on the LCU at Mooring Chocks,
Mooring Bitts or Lifting Padeyes. The bull chain has the same strength as the 70MTC which has
a 35,000 pound working load.
c. All lashings require some initial tension when all are in place and will not be slack.
Inspect all Ship and LCU utilized attachment points and lashings to verify they are satisfactory
per PMS.
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APPENDIX D
RECOMMENDED CRAFT MIX FOR LHD, LPD 17, LSD 41, LSD 49 CLASS
* The landing craft numbers listed below are the maximum number of each type of craft that can
be stowed in the well deck exclusive of any other craft. Combinations of these craft may be
stowed in the well deck.
1. LHD craft complement
a. Length
358’
b. Width
50’
c. Height
28’
d. LCAC
3
e. LCU
1
f. Recommended craft mix
** 3 LCAC or 1 LCU. It is not recommended to mix different craft in the well because of
ballasting and de-ballasting considerations.
2. LPD (17 class) craft complement
a. Length
b. Width
c. Height
d. LCAC
e. LCU
f. Recommended craft mix
** 2 LCAC or 1 LCU.
188’
50’
31’
2
1
3. LSD (41 class) craft complement
a. Length
440’
b. Width
50’
c. Height
30’10” AFT FR. 92
d. LCAC/with vehicle ramp stowed
4/5*
e. LCU
f. Recommended craft mix
* 5 LCAC w/ no vehicle storage (ramp stowed). 4 LCAC with limited vehicle storage in the
well. 3 LCAC with vehicle storage in the well. 2 LCU, because of ballasting/de-ballasting
limitations associated with length of this well.
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4. LSD (49 class) craft complement
a. Length
b. Width
c. Height
d. LCAC
e. LCU
f. Recommended craft mix
** 2 LCAC or 1 LCU.
184’
50’
27’10.5”
2
1
5. Craft Mix. Craft Mix is based on the operational needs of the ARG/MEU team. There are
too many variations to discuss here, however the following will not be done unless proper ORM
decision points have been addressed:
a. Mix LCU/LCAC on the same ship
b. LCU/AAV on the same ship without use of the LSD-41 water barrier.
6. When operational demands dictate and environmental conditions support (sea state),
operational commanders may authorize temporary LCU to LCU rhino marriage in the well deck
to facilitate the reconfiguration of loads in order to support the mission. Operational
commanders will adhere to ORM and minimize risks to acceptable levels, commensurate with
mission accomplishment.
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APPENDIX E
ENDORSEMENT LETTERS FOR SPECIAL OPERATIONS CRAFT
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APPENDIX F
COMBATANT CRAFT SMART CARDS
SEAL Insertion, Observation and Neutralization Craft (SEALION)
General Characteristics
Length Overall: 77’ 6”
Beam: 14’ 5”
Draft: 3’ 6”
Fuel Capacity: 1,380 Gallons
Construction: Aluminum Hull
Engines: 2, MTU 10V-2000-M93 @ 1500 HP each
Waterjets: 2, Kamewa A40
Performance
Top Speed: 50+ Knots
Cruise Speed: 40 Knots
Range: 400 Nautical Miles
Weight Data
Payload: 3,300 pounds (7 Crew, 12 Pax)
Full Load: 75,000 pounds
Weapons
Weapon Stations: None
Boat Manufacturer
Oregon Iron Works, Clackamas, OR
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Combatant Craft Medium (CCM)
General Characteristics
Length Overall: 60’ 8”
Beam: 13’ 3”
Draft: 3’ 5”
Fuel Capacity: 1360 Gallons
Construction: Aluminum with composite components
Engines: 2, MTU 8V2000 M94 (1250HP each @ 2450 RPM)
Drives: 2, ZF Sea Rex 120S
Performance
Top Speed: 50+ Knots
Cruise Speed: 44 Knots
Range: 400+ Nautical Miles @ 44 Kts, 4’ Combined Seas
Weight Data
Payload: 10,000 pounds (5 Crew, 18 Passenger, Gear)
Full Load: 59,806 pounds
Weapons
Weapons Stations: 2, Port and Stbd,
Crew Served Capability: M240, MK-19, M2HB
Boat Manufacturer
Oregon Iron Works, Clackamas, OR
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Combatant Craft Assault (CCA)
General Characteristics
Length Overall: 41’
Beam: 8’ 11”
Draft: 3’ 8”
Fuel Capacity: 395 Gallons
Construction: Carbon Fiber
Engines: 2, HPDE Viking 700 @ 700HP each
Drives: 2, Mercury Marine Speedmaster 6
Performance
Top Speed: 50+ Knots
Cruise Speed: 41 Knots
Range: 300 Nautical Miles
Weight Data
Payload: 7,830 lbs ( 3 Crew, 12 Pax, 4,680 lbs gear)
Full Load: 23,550 lbs
Weapons
Weapons Stations: 2, Port and Stbd
Crew Served Capability: M240, MK-19, M2HB
Boat Manufacturer
United States Marine Inc., Gulfport, MS
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Special Operations Craft Riverine (SOCR)
General Characteristics
Length Overall: 33’
Beam: 9’
Draft: 2’
Fuel Capacity: 190 Gallons
Construction: Aluminum Hull w/F.R.P. Accessories
Engines: Twin 440 HP Yanmar 6LY2M-STE Diesel
Waterjets: Hamilton HJ292
Performance
Top Speed: 40+ Knots
Cruise Speed: 30+ Knots
Range: 195 Nautical Miles
Weight Data
Payload: 4,200 lbs (4 Crew, 8 Pax)
Full Load: 19,000 lbs
Armored Load: 20,500 lbs
Weapons
Combination of.50 Cal./M2HB; 40mm/MK19;
7.62mm/M60, M240, GAU17 at 5 stations
Boat Manufacturer
USMI, Gulfport, MS
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11-Meter Naval Special Warfare
Rigid Inflatable Boat (11M NSW RIB)
General Characteristics
Length Overall: 36’ Beam: 10’-7” (sponson inflated)
Draft: 2’-11” Fuel Capacity: 180 Gallons
Construction: F.R.P. w/air-filled sponson
Engines: 470 HP Twin Caterpillar 3126 Diesels
Waterjets: KaMeWa FF280 Mix
Performance
Top Speed: 45+ Knots (Sea State 0)
Cruise Speed: 32 Knots (Sea State 0)
Range: 180 Nautical Miles
Weight Data
Payload: 3200 lbs (3 Crew, 8 Pax)
Full Load: 18,000 lbs
Air Deployment Capability
Internal Airlift: C-130 and larger
External Helo Lift: CH-47 and CH-53E
Airdrop Capable: Craft S/N 27 and above
Weapons
Combination of.50 Cal./M2HB; 7.62mm/M240;
40mm/MK19 at 2 stations
Boat Manufacturer
United States Marine Inc., Gulfport, MS
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Maritime Craft Air Delivery System (MCADS)
General Dimensions
Airdrop Load: 36’ L x 9’ W x 8’-5” H
Platform: 21’ L x 9’ W Construction: Aircraft Aluminum
Weight Data
Airdrop Load: 20,522 lbs Platform: 2,680 lbs
Extraction
EFTC (Extraction Force Transfer Coupling)
28 ft Extraction Parachute, 60 ft Extraction Line
Recovery System-Craft
Four G-11B Recovery Parachutes
Four 60 ft Parachute Riser Extensions
Four 20 ft Suspension Slings
Four Redundant Parachute Release Systems (RPRS)
One M-2 Standard Cargo Parachute Release
Recovery System-Platform (Training Mission)
One G-12E Parachute, One 20 ft Riser Extension
One Redundant Parachute Release System (RPRS)
Air Drop Capable Aircraft
C-130, C-17, C-5
Major Components Manufacturer
NSW RIB: USMI, Gulfport, MS
Platform: HDT Airborne Systems, Bridgend, Wales, UK
RPRS: CONAX, St. Petersburg, FL
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APPENDIX G
AMPHIBIOUS OPERATIONS GO AND NO-GO CRITERIA
NOTE: Maximum sea state of 3.
NOTE: This matrix captures the craft general operating limits and not the environmental requirements for specific ship well deck
operations. Ships must refer to applicable ship and class specific assault craft handling manual for well deck operating limits.
NOTE: All wind and sea state determinations must be from the Beaufort wind scale in Publication No. 9 (Bowditch).
CRAFT
WAVE
WATER DEPTH
SHIP’S SPEED/
STERN GATE
AT SILL
HEADING
POSITION
OPERATION
ACTION
AT SILL
LCAC
LAUNCH/
RECOVERY
*
EMERGENCY
RECOVERY
LCU
LAUNCH/
RECOVERY
#
LAUNCH
(HIGH
SPEED)
STERNGATE
MARRIAGE
GO/NO-GO
0-6” ABOVE
5’ ABOVE
8’ ABOVE
10-12 KTS INTO
THE SEAS
BARE
STEERAGEWAY
TO 3 KTS
INTO THE SEAS
BARE
STEERAGEWAY
INTO THE SEAS
10 DEGREES
BELOW
HORIZONTAL
SEAS
5’
SWH
6.9’
1
AT THE
STOPS
1’
1’
AT THE
STOPS
+/- 2’
>10’
>35 KTS
4
>35 KTS
4
8’ ABOVE
12 KTS MAX
INTO THE SEAS
90 DEGREES
+/- 2’
>10’
1-2’ BELOW
ANCHORED/
PIERSIDE
AT THE
STOPS
NONE
1/2’
G-1
WINDS
SEA
STATE
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AAV
LAUNCH
6-12” ABOVE
5-15 KTS
90 DEGREES
MAX 2’
MAX
4’
N/A
3 OR
LESS
(20 MAX)
ACV
RECOVERY
4-6’ ABOVE
(STEEP
WEDGE)
BARE
STEERAGEWAY
INTO THE SEAS
AT THE
STOPS
MAX 2’
MAX
4’
N/A
3 OR
LESS
EMERGENCY
RECOVERY
5-8’ ABOVE
(STEEP
WEDGE)
BARE
STEERAGEWAY
INTO THE SEAS
AT THE
STOPS
MAX 2’
MAX
4’
N/A
3 OR
LESS
LAUNCH
0-6” ABOVE
90 DEGREES
MAX 2’
MAX
4’
N/A
3-5
5-15 KTS
(20 MAX)
CRRC
RECOVERY
3-4’ ABOVE
(STEEP
WEDGE)
BARE
STEERAGEWAY
INTO THE SEAS
AT THE
STOPS
MAX 2’
MAX
4’
N/A
3 OR
LESS
EMERGENCY
RECOVERY
7-8’ ABOVE
(STEEP
WEDGE)
BARE
STEERAGEWAY
INTO THE SEAS
AT THE
STOPS
MAX 2’
MAX
4’
N/A
3 OR
LESS
LAUNCH /
RECOVERY
0’ AT THE SILL
3-5 KTS INTO THE
SEAS
90 DEGREES
TO 120
DEGREES
6’
SMALL
CRAFT
WARNING
3
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LARC
V
LAUNCH
4’ABOVE
BARE
STEERAGEWAY
INTO THE SEAS
RECOVERY
4’ABOVE
4 KTS MAX
G-3
OCEAN
CURRENT
SWELL
HEIGHT
CHOP
HEIGHT
WIND
SPEED
@
AT THE
STOPS
< 4 KTS
<6 FT
<4 FT
<25
KTS
AT THE
STOPS
<4 KTS
<6 FT
<4 FT
<25
KTS
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CRAFT
LCM
RCB
MK VI
INLS
11M
RIB
CCA
CCH
OPERATION
LAUNCH/
RECOVERY
#
LAUNCH
(HIGH
SPEED)
STERNGATE
MARRIAGE
LAUNCH/
RECOVERY
#
LAUNCH/
RECOVERY #
LAUNCH/
RECOVERY
#
LAUNCH/
RECOVERY
#
LAUNCH/
RECOVERY
#
WATER
DEPTH
AT SILL
SHIP’S SPEED/
HEADING
STERN GATE
POSITION
WAVE
ACTION
AT SILL
SEAS
WINDS
SEA
STATE
6-8’ ABOVE #
BARE
STEERAGEWAY
INTO THE SEAS
AT THE
STOPS
+/- 2’
>10’
>35 KTS
4
6-8’ ABOVE #
16 KTS MAX
INTO THE SEAS
90 DEGREES
+/- 2’
>10’
>35 KTS
4
1-2’ BELOW
ANCHORED/
PIERSIDE
AT THE
STOPS
NONE
1/2’
5-6’ ABOVE #
3-5 KTS
AT THE
STOPS
+/- 2’
>10’
>35 KTS
4
6-8’ ABOVE #
BARE
STEERAGEWAY
INTO THE SEAS
90 DEGREES
+/- 2’
>6’
>25 KTS
4
7’ ABOVE #
3-5 KTS
AT THE
STOPS
+/- 2’
>10’
**
>35 KTS
**
4
**
6’ ABOVE #
3-5 KTS
AT THE
STOPS
+/- 2’
>10’
**
>35 KTS
**
4
**
6’ ABOVE #
3-5 KTS
AT THE
STOPS
+/- 2’
>10’
**
>35 KTS
**
G-4
GO/NO-GO
1
4
**
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* If operational or environmental situations require, bare steerageway to 10KTS in minimum sea conditions may be conducted
providing the ship is into the seas. LPD 17 launch/recovery speed is 5-12KTS or bare steerageway to 5KTS under minimum seas.
** Ship’s Commanding Officer and embarked NSW Task Unit Commander will review ORM for execution of critical missions when
weather/METOC conditions exceeds thresholds noted in this document.
#
Maintain 18 inches beneath the keel of the craft during embark and debark.
@ If combined wave height is less than 3’.
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PLATFORM
MISSION
LCAC (SLEP)
•
PRIMARY – AMW
LCU 1600
•
PRIMARY – AMW
SSC
ESB
•
PRIMARY – AMW
•
PRIMARY – AMW
•
•
•
•
•
BUILDERS – Textron
Systems
BUILT –N/A
TOTAL –73
ACTIVE –N/A
COST – $47.5M
•
•
•
•
•
BUILDERS – GD NASSCO
BUILT –
TOTAL –
ACTIVE –
COST –
•
•
•
•
•
BUILDERS – TM&LS and
AGM
•
BUILT –1984
•
TOTAL –91
•
ACTIVE –72
•
COST – $27M (1996 Dollars)
SPECS
•
•
•
LENGTH – 92 ft
BEAM – 48 ft
SPEED – 30+ knots
•
•
•
LENGTH – 135 ft
BEAM – 30 ft
SPEED – 11 knots
•
•
•
LENGTH – 92 ft
BEAM – 48 ft
SPEED – 35+ knots
•
•
•
LENGTH – 785 ft
BEAM – 164 ft
SPEED – 15 knots
MANNING
•
CREW – 5
•
CREW – 13
•
CREW – 5
•
•
CREW – 34 MSC
MILITARY DET – 250
•
3 MK93 SMALL CALIBER
•
GUN MOUNTS
•
3 MK93 SMALL
•
CALIBER GUN MOUNTS
•
•
RANGE – 50 NM
CARGO CAPACITY –
1,809 SQ FT, 73 ST
•
INDUSTRY
WEAPONS
FEATURES
•
•
BUILDERS – Gunderson
Bros.
BUILT –1959
TOTAL –32
ACTIVE –32
COST – $648,000 per hull
in (1965 dollars)
4 12.7 MM GUNS
RANGE – 1200 NM
•
CARGO CAPACITY –
•
2200 SQ FT, 3 M103 OR 2
M1A1, 400 TROOPS
COMBAT LOADED
G-6
RANGE – 86 NM
CARGO CAPACITY –
1,531 SQ FT, 74 ST, 26
TROOPS COMBAT
LOADED
•
•
•
•
MISSION DEPENDENT
RANGE – 9,500 NM
4 MH53E HELO
3 LCAC DOCKS
CARGO CAPACITY –
83,476 SQ FT
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APPENDIX H
IMPROVED NAVY LIGHTERAGE SYSTEM (INLS) LASHING / SHORING PLAN
FOR LSD CLASS 41/CLASS 49, LPD 17 OR LHD 1
Date:
3 October 19
MEMORANDUM
Subj:
IMPROVED NAVY LIGHTERAGE SYSTEM (INLS) LASHING/SHORING PLAN FOR LSD
CLASS 41/CLASS 49, LPD 17 OR LHD 1
Ref:
(1) Naval Ship’s Technical Manual 584
1. This memorandum provides instruction for lashing and shoring INLS modules in the Well Deck of
LSD Class 41 and Class 49, LPD 17, and LHD 1 Amphibious Ships. The instructions provided address
the following INLS modules, the Warping Tug (WT), Power Module (PM), Intermediate Module (IM)
and Beach Module (BM). The following information will be added to Chapter 13 of the Wet Well
Operations Instruction, Section 13.12 is recommended.
2. Securing INLS Modules in the Well Deck. The following instructions and figures will provide the
minimum restraint required for fulling loaded INLS Modules in the Well Decks of the LSD Class 41 and
Class 49, LPD 17, and LHD 1 Amphibious Ships and were derived from and in compliance with the Load
Factors presented in Ref. 1. These securing requirements include shoring and lashing for each individual
module regardless if the modules are flexibly connected in a Causeway Ferry (CF) configuration. Each
module will be secured as a single module.
3. Position. The position of INLS module’s centerline will be as close as possible to the centerline of
the Well Deck. This ensures symmetrical shoring and lashing both longitudinally and laterally for each
individual module. Figures 13-8 and 13-9 provide the recommended positions within each amphibious
ship. Once in position and grounded, the Beach Module ramp will be lowered and placed in the free float
condition..
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LSD Class 41
LSD Class 49
Figure H-1. Position of INLS in Amphibious Ship Well Deck
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LPD 17
LHD 1
Figure H-2. Position of INLS in Amphibious Ship Well Deck
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4. Lashing. General Rules for Lashing INLS Modules:
a. Always ensure the rated load of a lashing is less than or equal to the rated load of a module, or
well deck fitting.
b. Lashings should be attached in a symmetrical pattern by using corresponding fittings on each side
of the well deck or module centerline.
c. INLS lashings should be securely attached to the well deck with all slack removed.
d. Always attach an even number of lashings in pairs for forward and aft restraint by connecting to
opposite lashing points across the centerline of the well deck. Securing Powered and Non-Powered INLS
modules in the Well Deck will require only 70,000-pound lashing assemblies. Table 1 provides the
quantities required per type INLS module.
INLS Module
INLS Production Type
LRIP
12
WT
12
PM
12
IM
14-16
BM
*INLS Cloverleaf lashing points require two 70k assemblies
FRP
24*
24*
12
24*
Table H-1. INLS Lashing Assembly Quantities
e. The available lashing points on INLS are deck cloverleaf fittings or deck-edge drop-in fittings as
seen in Figures 13-3 through 13-6. INLS modules will adhere to the lashing diagrams in Figures 13-10
through 13-17 and the following directions:
(1) Route and connect the lashing assemblies as closely as possible per Figures 13-10 through
13-17.
(2) Two 70,000-pound lashing assemblies hooked together are required when lashing to INLS
deck cloverleaf fittings.
(3) Chaffing gear will be used on the lashing chain to protect INLS modules at the following
locations:
(a) Deck edge
(b) Closed chock
(c) Fixed or Retractable bitts
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Figure H-3. LRIP INLS Lashing / Shoring on LSD Class 41
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Figure H-4. FRP INLS Lashing / Shoring on LSD Class 41
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Figure H-5. LRIP INLS Lashing / Shoring on LSD Class 49
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Figure H-6. FRP INLS Lashing / Shoring on LSD Class 49
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Figure H-7. LRIP INLS Lashing / Shoring on LPD 17
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Figure H-8. FRP INLS Lashing / Shoring on LPD 17
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Figure H-9. LRIP INLS Lashing / Shoring on LHD 1
Figure H-10. FRP INLS Lashing / Shoring on LHD 1
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1. Shoring. Rules for Shoring INLS Modules:
a. Shoring will be configured with “H” shoring arrangement.
b. All timber beams will be 8x8 inches
c. Always ensure that shoring is centered to corresponding frame rail (FR) as per table in
Figure 13-18 for WT, Figure 13-19 for PM,
d. Figure 13-20 for IM or Figure 13-21 for BM.
e. Top Beam will not exceed 14’ in length as per Figure 13-22
f. Minimum distance between deck floor and center of wedge beam will be 6.5’ or greater
as per Figure 13-22
g. Vertical timber adjacent to INLS module will be chamfered to clear chine bar
h. FRP BMs (FR 9) require a different shoring arrangement due to side fendering locations,
as per Figure 13-23
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Figure H-11. Shoring Locations for INLS WT
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Figure H-12. Shoring Locations for INLS PM
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Figure H-13. Shoring Locations for INLS IM
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Figure H-14. Shoring Locations for INLS BM
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Figure H-15. Typical Shoring Installation
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Figure H-16. FRP Beach Module FR 9 Shoring Installation
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APPENDIX I
ALONGSIDE CARGO HANDLING CHECKLIST & PROCEDURES
Ref:
Naval Ship’s Technical Manual 077 – Personnel Protective Equipment
Naval Ship’s Technical Manual 572 – Shipboard Stores and Provision Handling
Naval Ship’s Technical Manual 589 – CRANES
S9583-AP-MMA-010/LSD-41 (Hull Specific) Assault Landing Craft Handling
Manual
(e) S9LSD-BR-SSM-010/LSD-49 (Hull Specific) Assault Landing Craft Handling
Manual
(f) S9584-AS-SSM-010/LHD-1 (Hull Specific) Assault Landing Craft Handling Manual
(g) S9LPD-A2-SSM-010/LSD-17 (Hull Specific) Assault Landing Craft Handling
Manual
(h) COMNAVSURFPAC/COMNAVSURFLANTINST 4730.1
(i) S9008-KY-BIB-010 Boat Information Book for LCU 1627 Class
(j) S9008-JZ-BIB-010 Boat Information Book for LCU 1646 Class
(k) S9LCU-VY-SIB Ship Information Book for LCU 1650 Class
(l) S9006-AG-BIB-101 Boat Information Book for LCU 1680 Class
(m) AMW Conventional Craft Check List (Jan 2020)
(n) ACUONEINST 3120.4
(o) ACUTWOINST 3120.3
(p) SG811-BH-MMA-01095310 Sideport Stores Crane
(q) SG811-BK-MMA-010 Sideport Cargo Crane
(r) SG811-CF-MMC-010 Articulating Knuckle Boom Crane
(s) SG811-CF-MMC-030 Boat and Cargo Crane, Knuckle Boom
(t) Naval Ship’s Technical Manual 611 – Fenders and Separators
(a)
(b)
(c)
(d)
Encl: (1) Notional Watchbill Assignments and Equipment List
(2) Crane Signals Chart
(3) L-Class Ship Alongside Cargo Handling Checklist and Procedures
1. Preparation
a. All equipment associated with cargo handling will be inspected/inventoried prior to
conducting the evolution. Operational checks including proper operation of side port and vehicle
deck lighting systems, side port doors, personnel protective equipment (PPE) per current
preventive maintenance system (PMS) directives. An Operators Daily Checklist (ODCL) on the
crane being used will be conducted prior to any cargo handling evolution.
b. A pre-mission brief will be conducted 24 hours prior to the evolution with the
Commanding Officer (CO), key deck and engineering personnel, craftmaster (CM) and load
master (in port). The brief may be tailored to the operational environment, however, at a
minimum; the following topics should be discussed:
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(1) Operational summary
(2) Safety precautions
(3) Type of Cargo
(4) Weather brief
(5) Communications
(6) Craft status
b. Go and No-Go Criteria:
(1) Maximum Seas: ½ ft
(2) Max Sea State:
1
(3) Loss of communication
(4) Craftmaster's discretion
2. Safety
a. All personnel will be in battle dress with hard hat, chin strap, and life jacket.
b. Conduct safety walkthroughs, brief, and debrief.
c. ODCL will be completed and signed prior to conducting lift.
d. Personnel will not stand under a suspended load or between suspended load and
bulkhead.
e. POIC will ensure line-handlers maintain positive control of the load at all times.
f. Review appropriate crane technical manual for limitations and additional information.
g. Observe and adhere to all safety precautions and operating instructions posted.
h. Inspect all lines for fraying, broken strands, etc. Do not use any line that has an unsafe
appearance.
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i. All lifting slings will be visually inspected and should be marked with the rated load of
each leg and the link will be marked with the maximum load for the assembly. Where it is not
feasible, as determined by the responsible activity an alternative identification method may be
used such as marked by a serial number or color code that can be used by the responsible activity
to refer to documentation containing the same information that would be placed on an
identification tag.
j. Check blocks for wear and see that they are properly lubricated and turn freely.
k. While the load is under hook or the crane is in motion, the signalman will be
responsible only for directing the crane operator and will have no simultaneous duties or
responsibilities. If additional rigging is required once the load is underhook, a qualified rigger,
other than the signalman, will perform the rigging function.
l. In addition to the above safety precautions, all key personnel should be familiar with
safety precautions outlined in Naval Ship’s Technical Manual 572/589.
When using handling equipment, safety is the utmost concern and appropriate safety procedures
will be followed at all times. Only qualified and trained personnel will be permitted to operate
this equipment. Operators will be familiar with emergency procedures, understand their
function(s), and know how to operate them.
3. Purpose
a. To train the ship’s cargo handling personnel in the use of various types of cargo handling
equipment, using cranes with LCU or other lighterage alongside.
b. To train landing craft personnel in receiving cargo from an amphibious ship using the
cargo alongside method.
4. Special Provisions
a. The training operation order will designate a time for receiving an LCU with dummy
cargo (lack of preparation by the ship to receive the LCU often delays commencement of the
exercise).
b. Personnel in charge of loading dummy cargo into landing craft will ensure all cargo is
safe to handle (pallets not broken, cargo nets not frayed, etc.), and ensure positioning of cargo is
adequate so that offloading can be conducted expeditiously.
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5. Advanced Planning and Preparation
a. Instruct all cargo handling personnel in the methods, procedures, signals, equipment, and
safety precautions used and pertaining to this exercise.
b. Determine which crane (s) will be used for evolution.
c. Break out all cargo handling equipment as required to conduct the evolution and ensure
that it is in operable condition.
d. Ensure sufficient cargo slings/nets are on board for each station.
e. Ensure mooring lines and a minimum of two and a maximum of four fenders, evenly
spaced apart, are rigged and are available for use when the LCU/lighterage comes alongside.
Ship’s mooring lines can be used and are highly encouraged for this evolution. Fenders supplied
by the LCU/lighterage may also be used if properly planned in advance.
When conducting Alongside cargo operations via side port cranes on (LPD-17 and LHD-1 class
ships)the ship will rig (2) 32” x 50” fenders, (1) FWD and (1) AFT of the sideport doors to
ensure the LCU/lighterage is breasted out past the doors, to prevent damage in the event of
increased wave or wake action.
f. Determine crane to be used and type of cargo to be onloaded/ offloaded from the ships
loading plan, ensuring that the plan is written so the different types of cargo are handled at the
appropriate crane. Ensure the cargo is handled in accordance with a loading plan, serialized and
prioritized prior to commencement of the onload/offload.
g. Ensure the selected crane is In-Service and that any In-Service discrepancy or DFS is
identify and evaluated as it relates to the corresponding evolution.
h. Provide cargo tag lines (4) (minimum 2-1/2 inch nylon) of sufficient length to reach from
the main deck to the LCU/lighterage and be properly hand tended.
i. Secure working areas and rig safety lines around open doors/hatches.
j. Ensure that sufficient IBLs (Inherently Buoyant Life Jackets)/Mk-1 auto-inflating life
jackets, with whistle and PML, are properly maintained and IAW PMS and safety helmets are
available and properly donned.
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k. Ensure LCU/lighterage is capable of moving palletized cargo once load is on deck. If
required a ship’s pallet jack can be lowered down to craft to assist in cargo movement and
placement on the craft.
l. Ensure overboard discharge in the vicinity of anticipated cargo handling area is secured.
All necessary precautions will be taken into consideration in the advanced planning process for
cargo alongside operations. The LCU’s Conning station located on the 01 level should be facing
outboard during cargo alongside operations to avoid damage to LCU conning station, associated
equipment, and to ensure the safety of all personnel.
6. Procedure
a. The POIC will conduct manned and ready reports of all watch stations with personnel in
proper PPE IAW approved watchbill.
b. Ensure that any deficiencies or questions related to safety devices, load bearing, or load
controlling members are reported and resolved before crane operation.
c. Ensure that the crane is operated safely, within posted load capacities, without danger to
crew members or other personnel in the loading area.
d. Conduct on station safety brief with all riggers, line-handlers, and associated personnel
involved in evolution.
e. Lower a minimum of two and a maximum of four fenders over the side at the designated
frames and/or the anticipated mooring location of the craft coming alongside. Fenders will be
lowered and secured at a height to ensure full contact with the craft hull.
f. Ensure the craft coming alongside has fenders rigged on the appropriate side of their craft
to facilitate cargo operations.
g. Receive the LCU/lighterage alongside, pass bow line from appropriate mooring station to
forward inboard bitts. Pass the stern line from appropriate mooring station to the LCU/ligherage
and secure it to the after inboard bitts. Position the LCU/lighterage alongside by adjusting and
taking slack out of mooring lines.
h. Ship will ensure qualified vehicle drivers embark craft to re-spot vehicles once on deck.
Vehicle drivers will embark LCU/lighterage via pierside, rigged pilots ladder from ship, or any
other safe manner.
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i. Attach and pass one set of tag lines to the LCU/lighterage.
j. The POIC on the LCU/lighterage will direct the positioning of cargo to the best
advantage for handling tag lines and to allow line-handlers to be clear of lifts.
k. The Crane signalman will direct the tag line-handlers on the ship to pass the bitter ends of
inboard tag lines to the LCU/lighterage when he/she feels they cannot safely tend and control the
movement of the cargo. Line-handlers handle lines hand-over-hand in order to control the load.
l. The POIC lowers the slings into position over the lift.
m. The POIC directs the working party to hook up slings/nets to the cargo, ensuring that the
slings/nets are not fouled.
n. The POIC orders the lift aboard, until the lift is in desired position.
o. Keep Debarkation Control informed on the progress and serial of cargo, if applicable.
p. The same procedures as in hoisting onboard are used for loading cargo.
While the load is under hook or the crane is in motion, the signalman will be responsible only for
directing the crane operator and will have no simultaneous duties or responsibilities. If additional
rigging is required once the load is under hook, a qualified rigger, other than the signalman, will
perform the rigging function.
At no time will the safety observer be out of eyesight of the crane operator and the signalman. If
this situation occurs inadvertently, all crane operations will cease, load remain at rest, or crane
motion stopped, until the safety observer regains a suitable position.
When conducting cargo operations via sideport adjust draft of ship to ensure optimal clearance
between LCU/lighterge bulwark and bottom of sideport doors to minimize the possibility of
damage
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12 Oct 2021
POSITION
Debark Control Officer (as required)
DCO phone talker (as required)
Well Deck Control Officer (as required)
WDCO Phone Talker (as required)
WDCO Phone Talker/DCO (as required)
Crane Safety Observer
Side Port Crane Operator
Crane Signalman/POIC
Crane Riggers/ Tag Line-handlers (4)
Corpsman
FORWARD LINE STATION
Mooring STA Safety
Mooring STA POIC
Mooring STA Line-handlers (3)
Mooring STA Phone talker
Corpsman
AFT LINE STATION
Mooring STA Safety
Mooring STA POIC
Mooring STA Line-handlers (3)
Mooring STA Phone Talker
Corpsman
LCU WORKING PARTY
Vehicle drivers (as required)
DEPT.
DECK
DECK
DECK
DECK
DECK
DECK
ENG/DECK
DECK
DECK
MED
Equipment
2 1/2’’ nylon tag line
24’’ x 36’’ fender
32” x 50” fender
Cargo Sling
Cargo Net
Heaving Lines
Bullhorn
Kapok
Hardhats
Ships Mooring Line
LCU Mooring Line
Colon Bag
Quantity
4
4
As applicable
1
As applicable
4
1
IAW bill
IAW bill
IAW AEL
IAW AEL
1
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DECK
DECK
DECK
DECK
MED
DECK
DECK
DECK
DECK
DECK
MED
USMC
COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
PREPARATION:
DATE:
1. Verify all associated cargo handling equipment is inspected/inventoried prior to
conducting evolution.
2. Complete ODCL.
3. Conduct operational checks per current (PMS) Preventive maintenance System
directives.
4. Conduct pre-mission brief. (within 24hours of scheduled operations).
Remarks:
ADVANCED PLANNING AND PREPARATION
1. Verify designated alongside cargo handling side is free of obstructions.
2. Ensure overboard discharge in the vicinity of anticipated cargo handling area is
secured.
3. Rig fenders alongside ship on the appropriate side. (unless briefed that the
LCU/lighterage will rig their fenders).
4. Verify LCU/lighterage coming alongside has fenders rigged on the appropriate
side (unless briefed that the ship will rig their fenders).
Remarks:
MANNED & READY REPORTS
Crane Safety
Crane Operator
Crane Signalman
Riggers/Tag
Line-handlers
FWD
Mooring Sta.
AFT
Mooring Sta.
ENG Mech
ENG Elec
Corpsman
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
Remarks:
COMMS CHECKS
Crane Safety > Debark
Crane Safety > Bridge
Signalman > Mid-ships Mooring Sta.
Signalman > AFT mooring Sta.
Remarks:
ENVIROMENTALS
Ship’s Heading
Wind Speed
Wind Direction
Ship’s Bos’n
Crane Safety
Sea State
Remarks:
GO/NO-GO CRITERIA
1. Maximum Seas: 1/2ft
2. Max Sea State:
1
3. Loss of Communications
4. Craftmaster’s Discretion
1st LT
PROCEDURES
1. The POIC will conduct manned and ready reports of all watch stations with personnel in
proper PPE IAW approved watchbill.
2. Ensure that any deficiencies or questions related to safety devices, load bearing, or load
controlling members are reported and resolved before crane operation.
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
3. Ensure that the crane is operated safely, within posted load capacities, without danger to crew
members or other personnel in the loading area.
4. Conduct on station safety brief with all riggers, line handler’s, and associated personnel
involved in evolution.
5. Lower a minimum of two and a maximum of four fenders over the side at the designated
frames and/or the anticipated mooring location of the LCU/lighterage coming alongside. Fenders
will be lowered and secured at a height to ensure full contact with the craft hull. (unless briefed
that the craft will rig their fenders)
6. Ensure the LCU/lighterage coming alongside has fenders rigged on the appropriate side of
their craft to facilitate cargo operations. (unless briefed that the ship will rig their fenders)
7. Ensure sideport doors are opened prior to craft coming alongside.
MOORING PROCEDURES/ARRANGEMENT UTILIZING RECESSED SHELL BITTS
(LSD-41, LSD-49, LHD-1, LPD-17, LHA-6 CLASS)
1. LCU/lighterage crew will secure their FWD mooring line to the FWD most accessible
recessed shell bit conducive to alongside cargo operations. (See notes 1-3)
2. LCU/lighterage crew will secure their AFT mooring line to AFT most accessible recessed
shell bit conducive to alongside cargo operations. (See notes 1-3)
3. LCU/lighterage crew will re-position or rig additional fenders to facilitate cargo operations
(if required)
4. Ship will rig (2) 32” x 50” fenders LCU/lighterage from the sideport door. (See note 4)
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
Figure I-1 (LPD-17 class alongside cargo handling recessed shell bit mooring arrangement)
Figure I-2 (LPD-17 class alongside cargo handling recessed shell bit mooring arrangement,
FWD line placement)
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
Figure I-3 (LPD-17 class alongside cargo handling recessed shell bit mooring arrangement, AFT
line placement)
MOORING PROCEDURES/ARRANGEMENT UTILIZING SHIP’S MOORING
STATIONS (LSD-41, LSD-49, LHD-1, LPD-17, LHA-6 CLASS)
1. Ship’s crew will pass a mooring line via heaving line or messenger from their FWD Mooring
Sta. to LCU/lighterage crew. Once in hand LCU/lighterage crew will secure it to their FWD
inboard bitts.
2. Ship’s crew will pass a mooring line via heaving line or messenger from their Midships
Mooring Sta. to LCU/lighterage crew. Once in hand LCU/lighterge crew will secure it to their
AFT inboard bitts.
3. LCU/lighterage will utilize their engines as necessary to maintain position alongside.
4. LCU/lighterage crew will re-position or rig additional fenders to facilitate cargo
operations.(if required)
5. Ship will rig (2) 32” x 50” fenders LCU/lighterage from the sideport door. (See note 4)
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
Figure I-4 (LSD-41 class alongside cargo handling mooring arrangement) 60 TON CRANE
*Note 1: There are two sets of recessed shell bits. One upper and one lower at the same frame
numbers. Craftmaster will determine which recessed shell bit to utilize based off the draft of the
ship.
*Note 2: When mooring to the recessed shell bits, utilize a bight vice an eye to secure mooring
lines.
*Note 3: A boat hook can be utilized to pass the mooring line around the recessed shell bit if
required.
*Note 4: When conducting Alongside cargo operations via side port cranes on (LPD-17, LHD1and LHA-6 class ships)the ship will rig (2) 32” x 50” fenders, (1) FWD and (1) AFT of the
sideport doors to ensure the LCU/lighterage is breasted out past the doors, to prevent damage in
the event of increased wave or wake action.
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COMNAVSURFPAC/
COMNAVSURFLANTINST 3340.3F
12 Oct 2021
Figure I-5. LSD-41 Class Alongside Cargo Handling Mooring Arrangement – 60 Ton Crane
Figure I-6. LSD-41 Class Alongside Cargo Handling Mooring Arrangement – 20 Ton Crane
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