DEFENDER CLASS OPERATOR’S HANDBOOK COMDTINST M16114.
COMDTINST M16114.
Defender Class Operator’s Handbook RECORD OF CHANGES CHANGE NUMBER DATE OF CHANGE DATE ENTERED ENTERED BY
Defender Class Operator’s Handbook ACKNOWLEDGEMENTS The Office of Boat Forces (G-OCS) gratefully acknowledges the assistance of the following personnel in the development and publication of this manual: Mr. Ms. Mr. Mr. LCDR CWO Mr. LCDR Mr. Mrs. Mr. LT BM1 CAPT LT MKCM Mr. CDR LCDR Mr. Ms. LCDR BMCS LT CAPT CWO LT LT Mr. MK1 BM1 Mr. BMCS Ms. CWO LT Mr.
Defender Class Operator’s Handbook Table of Contents CHAPTER 1 INTRODUCTION............................................................................................................................ 1-1 Section A. Warnings, Cautions, and Notes ........................................................................................................ 1-3 A.1. Warning ................................................................................................................................................
Defender Class Operator’s Handbook A.9. Power Tilt Switch .................................................................................................................................................. 3-12 A.10. Manual Relief Valve ............................................................................................................................................ 3-13 A.11. Tilt Lock Lever ...........................................................................................................
Table of Contents H.2. H.3. H.4. H.5. Batteries ................................................................................................................................................................. 3-58 Battery Switches .................................................................................................................................................... 3-60 12-VDC Distribution Panels .................................................................................................
Table of Contents A.2. A.3. A.4. A.5. A.6. Restrictive Discrepancies.........................................................................................................................................5-3 Major Discrepancies ................................................................................................................................................5-4 Minor Discrepancies .................................................................................................................
Table of Contents C.2. Actions .....................................................................................................................................................................7-7 Section D. Loss of Fuel Pressure........................................................................................................................ 7-9 D.1. Symptom(s) .......................................................................................................................................
Table of Contents List of Figures Figure 2-1 Defender Class Boat Hull Construction ................................................................................................... 2-7 Figure 2-2 Outboard Profile (RB-HS) ..................................................................................................................... 2-10 Figure 2-3 Outboard Profile (RB-S) ........................................................................................................................
Table of Contents Figure 3-17 Hull Construction Top View................................................................................................................ 3-20 Figure 3-18 Forward Cabin Deck Drain .................................................................................................................. 3-21 Figure 3-19 Forward Cabin Deck Scupper ..............................................................................................................
Table of Contents Figure 3-71 RB-HS and Trailer ............................................................................................................................... 3-78 Figure 3-72 RB-S and Trailer .................................................................................................................................. 3-78 Figure 3-73 Boat Trailer, Bow Tie-Downs..............................................................................................................
Defender Class Operator’s Handbook Chapter 1 Introduction Introduction This handbook contains specific information necessary for the safe and efficient operation of Defender Class boats, which includes the 25' Response Boat – Homeland Security (RB-HS) and 25' Response Boat – Small (RB-S). This handbook defines the operational capabilities, limitations, and emergency procedures, describes the fittings, outfit lists, and physical characteristics of each boat.
Defender Class Operator’s Handbook 1-2
Chapter 1 - Introduction Section A. Warnings, Cautions, and Notes Introduction The following definitions apply to Warnings, Cautions, and Notes found throughout the handbook. A.1. Warning WARNING Operating procedures or techniques that must be carefully followed to avoid personal injury or loss of life. A.2. Caution CAUTION ! Operating procedures or techniques that must be carefully followed to avoid equipment damage. A.3. Note NOTE An operating procedure or technique essential to emphasize.
Chapter 1 - Introduction 1-4
Chapter 1 - Introduction Section B. Facility Manager Introduction Commandant (G-OCS-2) is the facility manager for Defender Class boats. The Defender Class is comprised of standard boats as defined in the Boat Management Manual, COMDTINST M16114.4 (series); and the Naval Engineering Manual, COMDTINST M9000.6 (series). Commandant (G-AWP) is the project manager for Defender Class boats.
Chapter 1 - Introduction 1-6
Chapter 1 - Introduction ` Section C. Changes Introduction Commandant (G-OCS-2) promulgates this handbook and its changes. Submit recommendations for changes to G-OCS-2 via standard memo or electronic mail. For more information, contact G-OCS-2, Defender Class Facility Manager. The address for G-OCS-2 is: Commandant (G-OCS-2) U.S. Coast Guard Headquarters 2100 Second Street, SW Washington, DC 20593-0001 Attn: Defender Class Facility Manager C.1.
Chapter 1 - Introduction 1-8
Chapter 1 - Introduction Section D. Action Introduction Operating and supervisory commands and boat crews will comply with the procedures and limitations specified in this publication and any duly issued changes. D.1. Configuration Control Configuration control for the Defender Class is critical for standardization of equipment and safety of operations. NOTE To maintain fleet-wide standardization, unit commanders shall not change or vary the type or location of equipment carried except where noted.
Chapter 1 - Introduction 1-10
Defender Class Operator’s Handbook Chapter 2 Boat Characteristics Introduction This chapter describes standard features for Defender Class boats. The general location of the major hull and system components is presented in this chapter. Detailed information about hull and system components is provided in Chapter 3, Boat Systems. NOTE All illustrations and photographs in this operator’s handbook are for familiarization only.
Defender Class Operator’s Handbook 2-2
Chapter 2 – Boat Characteristics Section A. General Description A.1. Design Each Defender Class boat has a deep-V, rigid mono-hull with a stabilizing closed cell polyethylene foam collar. A.1.a. Hull and Deck The hull and deck structures are constructed of marine grade aluminum and are welded using Metal Inert Gas (MIG) or Tungsten Inert Gas (TIG) welding techniques as required. A.1.b.
Chapter 2 – Boat Characteristics A.3. Missions Defender Class boats are intended to operate from Coast Guard stations, Marine Safety Offices (MSOs), and Marine Safety and Security Teams (MSSTs) with the following missions: • • • • • • • A.4.
Chapter 2 – Boat Characteristics A.4.a.
Chapter 2 – Boat Characteristics A.5. Hull Reference Points The following reference points on Defender Class boats are frequently used (Figure 2-1): • • • Watertight bulkhead 7½ Watertight bulkhead 13½ Watertight bulkhead 16 Frames are numbered aft to forward.
Figure 2-1 Defender Class Boat Hull Construction Chapter 2 – Boat Characteristics 2-7
Chapter 2 – Boat Characteristics 2-8
Chapter 2 – Boat Characteristics Section B. Compartments Introduction The hull of Defender Class boats (Figure 2-2, Figure 2-3, and Figure 2-4) is comprised of a single pressure-tested, airtight, welded compartment. A fuel tank (125 gallons, RB-HS and 105 gallons, RB-S), fabricated from ¼-inch 5086 aluminum and supported by rubber isolation mounts, is part of the hull’s structure. B.1.
Figure 2-2 Outboard Profile (RB-HS) Chapter 2 – Boat Characteristics 2-10
Figure 2-3 Outboard Profile (RB-S) Chapter 2 – Boat Characteristics 2-11
Figure 2-4 Inboard Profile Chapter 2 – Boat Characteristics 2-12
Chapter 2 – Boat Characteristics Figure 2-5 Anchor/Ammunition Locker Figure 2-6 Cabin (RB-HS) 2-13
Chapter 2 – Boat Characteristics B.2.a. Windows The RB-HS cabin has 12 windows and the RB-S cabin has 14 windows. B.2.a.1. Forward The two forward Facing Windows (Figure 2-7). facing windows incorporate windshield wipers Figure 2-7 Forward Cabin Window with Windshield Wiper B.2.a.2. Sliding Door Windows Two windows (port and starboard) (Figure 2-8) are built into the sliding doors abeam of the helm chairs.
Chapter 2 – Boat Characteristics Figure 2-8 Sliding Cabin Door B.2.a.3. Combination Windows Two combination (fixed/opening) windows are aft of the sliding doors (Figure 2-9 (RB-HS)). B.2.a.4. Aft Bulkhead Windows Two aft facing windows (port and starboard) are on the aft bulkhead (Figure 2-9 (RB-HS), Figure 2-10 (RB-S)). B.2.a.5. Weather-Tight Door Window An aft facing window is built into the weather-tight door in the aft bulkhead (Figure 2-9 (RB-HS), Figure 2-10 (RB-S)).
Chapter 2 – Boat Characteristics Figure 2-9 Aft Cabin Windows and Weather-Tight Door (RB-HS) Figure 2-10 Aft Cabin Windows and Weather-Tight Door (RB-S) 2-16
Chapter 2 – Boat Characteristics B.2.a.6. Tinted Four tinted spotter windows are built into the overhead on the RB-HS Spotter Windows (Figure 2-11). The RB-S has six tinted spotter windows on the cabin roof: • • • Two forward port and starboard of centerline (one port and one starboard). Two port side. Two starboard side.
Chapter 2 – Boat Characteristics CAUTION ! B.3. Cuddy Cabin The weather-tight door in the forward bulkhead of the cuddy cabin shall be secured after each use to prevent water intrusion. A weather-tight door is located in the forward bulkhead of the cuddy cabin (Figure 2-12) leading to the foredeck. A bench seat is provided on the starboard side. The Webasto® diesel-burning, forced air heater for cabin and window defrosting is located on the port side of the cuddy cabin behind an aluminum access cover.
Chapter 2 – Boat Characteristics B.5. Electric Cabin Dewatering Pump The electric cabin dewatering pump on the RB-HS is located inside the cabin on the cabin floor, aft bulkhead on the centerline under the cabin step. On the RB-S, an electric cabin dewatering pump having the identical performance characteristics as that of the RB-HS is located inside the cabin, starboard side aft, under the starboard aft passenger seat (Figure 2-13).
Chapter 2 – Boat Characteristics 2-20
Chapter 2 – Boat Characteristics Section C. Main Deck Equipment C.1. Bow Eye A stainless steel bow eye (Figure 2-14) is through-bolted to the stem below the collar and above the waterline, and is secured with backing plate and two ½-inch stainless steel nuts.
Chapter 2 – Boat Characteristics C.2. Standard Cleats Six 10-inch aluminum standard cleats (Figure 2-15) located port, starboard, forward, aft, and amidship are fully welded to the gunwhale. C.3. Tow Bitts Two tow bitts with stainless steel Norman (cross) pins (Figure 2-16 (RB-HS) and Figure 2-17 (RB-S)) are located forward and aft on centerline. Each bitt accommodates the MK16 light machine gun stand.
Chapter 2 – Boat Characteristics Figure 2-16 Aft Tow Bitt (RB-HS) Figure 2-17 Aft Tow Bitt (RB-S) 2-23
Chapter 2 – Boat Characteristics C.4. Handrails A single horizontal handrail (Figure 2-18) runs continuously port and starboard and around the front of the cabin. Two additional port and starboard handrails lead aft then vertically midway down the transom. A single horizontal handrail runs the width of the radar pod. Two vertical handrails are located port and starboard on the aft exterior cabin bulkhead (Figure 2-18).
Chapter 2 – Boat Characteristics C.5. Transom Eyes Two stainless steel transom eyes (Figure 2-19), suitable for securing the RB-HS to the trailer, are located port and starboard on the transom, above the waterline. Figure 2-19 Transom Eye C.6. Non-Skid The exterior decks are covered with non-skid pads. All non-skid edges are treated with edge seal. A 1-inch clearance is provided between the nonskid pads and deck fixtures, accesses, and openings.
Chapter 2 – Boat Characteristics C.7. Deck Lighting Both the RB-HS and RB-S superstructures have four dimmable light emitting diode (LED) deck lights (Figure 2-20) mounted low on the port and starboard sides of the cabin exterior, to allow safe crew movements during night operations. The RB-S incorporates four additional LEDs installed for deck lighting. Two LEDs provide illumination for the foredeck and are mounted port and starboard on the exterior bulkhead of the cuddy cabin hatch (Figure 2-21).
Chapter 2 – Boat Characteristics Figure 2-21 Foredeck LEDs (RB-S) Figure 2-22 Aft Deck LEDs (RB-S) 2-27
Chapter 2 – Boat Characteristics C.8. Lifting Eyes Defender Class boats have four lifting eyes (Figure 2-23). Two are located above the anchor locker and two are located in the forward bulkhead of the aft lockers. Each eye is rated at 9500 pounds. Special slings, available from SAFE™ Boats International, should be used to lift the boat.
Chapter 2 – Boat Characteristics C.9. Navigation Lights Port and starboard navigation lights (Figure 2-24) are mounted on the cabin above the forward windows. Incandescent lamps are installed in the RB-HS navigation lights and LEDs in the RB-S.
Chapter 2 – Boat Characteristics C.10. Ring Buoy and Strobe Light A 24-inch ring buoy and strobe light (Figure 2-25) are mounted at the stern on the port side. Figure 2-25 Ring Buoy and Strobe Light C.11. Towline Reel A fabricated towline reel (Figure 2-26 (RB-HS) and Figure 2-27 (RB-S)) is mounted on the aft face of the radar pod. The working end of the line is fitted with an eye splice and thimble to attach to the anchor chain.
Chapter 2 – Boat Characteristics Figure 2-26 Towline Reel (RB-HS) Figure 2-27 Towline Reel (RB-S) 2-31
Chapter 2 – Boat Characteristics C.11.b. RB-S Towline Reel The towline reel on the RB-S is equipped with a manual, adjustable brake and 300 feet of ¾-inch double-braided nylon line (Figure 2-28).
Chapter 2 – Boat Characteristics Section D. Main Deck Stowage D.1. Anchor/ Ammunition Locker CAUTION ! D.2. Port Aft Deck Locker An anchor/ammunition locker (Figure 2-5) with fabricated door, anchor tie-downs, and drain is located at the bow, forward of the bitt. The locker has drain holes that empty onto the foredeck and out through the shell discharge tubes. Storage shelves are built into the locker door to accommodate four cans of ammunition.
Chapter 2 – Boat Characteristics Figure 2-30 Port Aft Deck Locker (RB-S) D.3. Starboard Aft Deck Locker The starboard aft deck locker (Figure 2-31 (RB-HS) and Figure 2-32 (RB-S)) provides access to the rig tube for the outboard engines and a portable B-1 fire extinguisher. The boat’s 12-VDC electrical system negative bus bar is located under a plastic cover on the forward bulkhead in the starboard aft deck locker.
Chapter 2 – Boat Characteristics Figure 2-31 Starboard Aft Deck Locker (RB-HS) Figure 2-32 Starboard Aft Deck Locker (RB-S) 2-35
Chapter 2 – Boat Characteristics 2-36
Defender Class Operator’s Handbook Chapter 3 Boat Systems Introduction This chapter discusses the boat’s mechanical, electrical, and manual operating systems. It describes basic characteristics and provides information to allow the boat’s crew to operate effectively.
Defender Class Operator’s Handbook 3-2
Chapter 3 – Boat Systems Section A. Propulsion System Introduction The propulsion system for Defender Class boats consists of two Honda outboard engines (Figure 3-1) mounted on the transom. NOTE All references to engine locations are taken standing behind the engine propeller looking forward. NOTE When differences exist between the RB-HS and RB-S, they will be specifically identified in the text by hull designation.
Chapter 3 – Boat Systems Each engine, rated 225 HP at 5500 RPM, is a four-stroke, V6, water-cooled engine with a single overhead cam. Engine displacement is 212 cubic inches (3741 cubic centimeters) with a 3½-inch bore and 3.66-inch stroke (89 by 93 millimeters). The operating weight of each engine is approximately 633 pounds. (see Figure 3-2 and Figure 3-3) A.1. Engine 1. 2. 3. 4. 5. 6. Oil dipstick Power tilt switch Tilt lock lever Frame serial number Flush plug connector Cooling water intake port 7.
Chapter 3 – Boat Systems 1. 2. 3. 4. 5. 6. Oil filler cap Engine cover Zinc anode Anti-ventilation plate Exhaust port Propeller 7. Gear oil drain plug 8. Gear oil level plug 9. Zinc anode 10. Manual relief valve 11. Stern bracket 12.
Chapter 3 – Boat Systems A.2. Lubrication Systems The engine oil system is a trochoid pump pressure system with a capacity of 8 U.S. quarts (7.6 liters) of SAE 10W-30, API standard (SG, SH, SJ). The engine oil dipstick (Figure 3-2, 1) is located under the engine cover on the starboard side of each engine. The oil filler cap (Figure 3-3, 1) is located under the engine cover on the forward port side of the engine.
Chapter 3 – Boat Systems CAUTION ! A.4. Engine Fuel System The fuel system requires unleaded 86-octane gasoline or higher. An electric-powered mechanical fuel pump provides fuel to each cylinder as metered by an electronic fuel injection system. A priming bulb (Figure 3-5), located in the inlet line to the outboard engine, primes and pressurizes the outboard engine fuel system for starting.
Chapter 3 – Boat Systems Figure 3-6 Water Separator A.5. Ignition System The ignition system is a fully transistorized battery ignition system with six spark plugs and six ignition coils (Figure 3-2, 11). The left and right engine undercovers must be removed to gain access to the plugs and coils. Spark plugs specified by the manufacturer are DENSO, part number VKJ20RZ-M11 or NGK, part number IZFR6F11. A.6. Starter A direct cranking starter is mounted on each outboard engine.
Chapter 3 – Boat Systems . A.7. Engine Controls The gearshift and throttle control (Figure 3-7) for both engines is located on the starboard dash panel. Each lever controls engine RPM and ahead or astern movement. Moving the throttle lever 35 degrees from neutral selects the gear, forward or reverse, and further movement increases engine speed. The port throttle lever contains the power trim/tilt switches for both engines.
Chapter 3 – Boat Systems A.8. Engine Key Switch Panels On the RB-HS, there are two engine key switch panels (Figure 3-8) and on the RB-S there is one engine key switch panel (Figure 3-9) mounted below the gearshift and throttle control. Each panel has an ignition key switch for starting labeled OFF-ON-START. The key switch is interlocked to allow engine starting only with the throttle lever in neutral. A.8.a.
Chapter 3 – Boat Systems A.8.b. RB-S Panel One engine kill switch is installed between the ignition key switches for both of the engines. The engine kill switch clip must be inserted in the engine kill switch in order for the engines to start and run. The kill switch is attached to an 18-inch lanyard that is attached to the operator’s PFD or boat crew survival vest. Should the operator/coxswain fall away from the controls, the engines will immediately stop.
Chapter 3 – Boat Systems CAUTION ! A.9. Power Tilt Switch The engines must be up and locked for all trailering evolutions. The power tilt switch (Figure 3-10) is mounted on the starboard side of the engine cover. The power tilt switch will operate without turning the ignition on. The switch is used when the engine is stopped to raise the engine for mooring, trailering, or maintenance.
Chapter 3 – Boat Systems A.10. Manual Relief Valve The manual relief valve (Figure 3-11) is located on the port side of the engine’s stern bracket and is used in conjunction with the tilt lock lever. By inserting a screwdriver in the manual release valve and turning the screw, the engine can be manually tilted and locked.
Chapter 3 – Boat Systems A.11. Tilt Lock Lever The tilt lock lever (Figure 3-12) is used to support the engine in the fully raised position. The lever is located between the engine housing and the frame of the engine. Figure 3-12 Tilt Lock Lever A.12. Sacrificial Zinc Anodes Sacrificial zinc anodes (Figure 3-2, 8 and Figure 3-3, 3, 9) are used to protect the outboard motor from corrosion.
Chapter 3 – Boat Systems Two fuse panels are located under the outboard engine cover (Figure 3-13). The side-mounted fuse panel houses 10-amp, 15-amp, and 30-amp fuses for the ignition switch circuit, power trim/tilt switch circuit, and electric starter circuit. The top-mounted fuse panel houses the 150amp alternator/charging circuit fuse. A.14. Fuse Panels MAIN FUSES ALTERNATOR/CHARGING CIRCUIT FUSE Figure 3-13 Fuse Panels CAUTION ! The left- and right-hand propellers ARE NOT interchangeable.
Chapter 3 – Boat Systems A.16. Flo-Torq Assembly To protect the propeller, engine, and lower gear unit gears, Defender Class boats have the Mercury Marine Flo-Torq II propeller cushion hub kit (Figure 3-14) on the installed propellers. The hub kit reduces the shock on the lower unit gears and engine when shifting gears, and also absorbs shock if the propeller hits an object. The hub kit is a safety device designed to break down and slip under excessive torque loading.
Chapter 3 – Boat Systems Section B. Hull System Introduction The boat’s hull is fabricated from 5086 marine grade aluminum. The hull’s design is a deep-V mono-hull with a pointed bow and flat transom. The deadrise is 25 degrees at the transom; defined as the angle between the baseline plane and the hull bottom when measured perpendicular to the boat’s centerline. The hull consists of ¼-inch 5086 marine grade aluminum bottom plating. The decks and side plating are 3/16-inch 5086 marine grade aluminum.
Chapter 3 – Boat Systems Figure 3-15 Performance Fin and Lifting Strakes Figure 3-16 Beaching Plate 3-18
Chapter 3 – Boat Systems B.6. Inspection Access Two ½-inch inspection plugs are located inside the cabin near frames 7½ and 13½. A borescope is required for internal inspection. B.7. Diagonal Stiffeners The ¼- by 3-inch diagonal stiffeners (Figure 3-17), spaced 12 inches apart, are designed to efficiently disperse impact energy. This unique herringbone framing directs impact energy along its natural course of flow. B.8.
Figure 3-17 Hull Construction Top View Chapter 3 – Boat Systems 3-20
Chapter 3 – Boat Systems B.10. Deck Drains and Scuppers There are six deck drains and four scuppers on the RB-HS and RB-S as follows: B.10.a. Forward Cabin Deck Drains Two 2½-inch diameter drains are located in the aft, outboard corners of the forward cabin deck, just forward of the cuddy cabin door (Figure 3-18). • • • • • 2 Forward Cabin Deck Drains 2 Forward Cabin Deck Scuppers 2 Aft Weather Deck Drains 2 Aft Well Deck Drains 2 Aft Weather Deck Scuppers Figure 3-18 Forward Cabin Deck Drain B.10.b.
Chapter 3 – Boat Systems Figure 3-19 Forward Cabin Deck Scupper B.10.c. Aft Weather Deck Drains Two 2½-inch diameter drains are located in the lower outboard corners on the forward bulkhead of the aft storage lockers (Figure 3-20). These drains allow water to drain through the scupper/water socks (Figure 3-21) mounted on the transom.
Chapter 3 – Boat Systems Figure 3-21 Aft Weather Deck Scupper/Water Sock B.10.d. Aft Well The aft well deck is drained using two oblong openings in the transom, Deck Drains outboard of the engines, just above the deck level.
Chapter 3 – Boat Systems . B.10.e. Aft Locker Drain Plugs Two drain plugs located on the transom just inboard of the aft well deck scuppers (water socks) can be removed to drain the aft lockers (Figure 3-22).
Chapter 3 – Boat Systems Section C. Collar System Introduction The patented SAFE™ (Secured Around Flotation Equipped) collar system is designed to provide flotation, fendering, and stability. The collar core is constructed of solid, closed-cell, polyethylene foam. The coating is exceptionally tough, scuff-resistant, UV stable polyurethane. If damage to the collar occurs, it is easily repaired at the unit level. The collar is capable of absorbing major impact and returning to its original shape.
Chapter 3 – Boat Systems Figure 3-24 Collar (Bow Section) Figure 3-25 Bow Cover, RB-S 3-26
Chapter 3 – Boat Systems CAUTION ! CAUTION ! The daily checkoff sheet requires a thorough inspection of the collar. Immediately repairing any damage that penetrates the polyurethane coating (skin) is critical. Failure to do so may result in further damage to the area requiring extensive repair. Ensure that the required personal protective equipment (PPE) is used when sanding or abrading paint on the collar. C.2. Repair and Minor repairs are easily completed within 24 hours.
Chapter 3 – Boat Systems 3-28
Chapter 3 – Boat Systems Section D. Steering System Introduction The steering system (Figure 3-26) is an integrated system made up of three major components as follows: • • • CAUTION ! Hydraulic steering cylinder Tie bar assembly Helm pump assembly Never use brake fluid in the steering system. Use of non-specified fluids may cause irreparable damage and steering system failure. The hydraulic system operates on standard hydraulic fluid.
Figure 3-26 Steering System Chapter 3 – Boat Systems 3-30
Chapter 3 – Boat Systems Figure 3-27 Steering Cylinder and Tie Bar Figure 3-28 Steering Wheel and Helm Pump (RB-HS) 3-31
Chapter 3 – Boat Systems Figure 3-29 Steering Wheel, Helm Pump, and Expansion Tube/Vent (RB-S) D.4. Hoses Hydraulic hoses, compatible with fluids that meet MIL-H-5606 specifications, connect the helm with the twin, front-mounted steering cylinders mounted on the transom. The hoses are routed through conduit to prevent chaffing or contact and interference with equipment or the hull structure.
Chapter 3 – Boat Systems Section E. Propulsion Fuel System CAUTION ! Introduction A separate diesel fuel system is installed for the cabin heater. Great care must be taken to ensure that the correct fuel is provided to each system during re-fueling operations, or serious engine or heater damage may result. On the RB-HS, the propulsion fuel system provides 118 gallons (95%) of burnable gasoline for operating the two outboard engines.
Chapter 3 – Boat Systems E.3. Fuel Tank Vent (RB-S) The fuel tank vent line (Figure 3-31) is integral to the fuel tank and connects to the vent. Figure 3-31 Fuel Tank (Gasoline) Vent System (RB-S) E.4. Fuel Tank Fill (Gasoline) The propulsion fuel tank (gasoline) fill cap for both the RB-HS and RB-S (Figure 3-32 and Figure 3-33) is located between the port and starboard aft equipment lockers. The vent (Figure 3-32) for the RB-HS propulsion fuel tank is located directly above and aft of the fill cap.
Chapter 3 – Boat Systems Figure 3-32 Fuel Tank Fill (Gasoline) (RB-HS) Figure 3-33 Fuel Tank Fill (Gasoline) (RB-S) 3-35
Chapter 3 – Boat Systems E.5. Fuel Filters/Water Separators Each outboard engine has a separate fuel filter/water separator (Figure 3-34) mounted in the aft port storage box. The filters have a translucent bowl that allows for visually determining the presence of water in the fuel. Each filter is rated at 60 gallons per hour (GPH) and has a 10-micron, disposable filter element.
Chapter 3 – Boat Systems E.6. Primer Bulbs Two primer bulbs (Figure 3-35), one for each engine, are located in the port aft storage box.
Chapter 3 – Boat Systems E.7. Fuel Tank Level Sensor The fuel tank level sensor (Figure 3-36) is located in the aft port storage box adjacent to the fuel tank fill hose. The tank sensor transmits the known fuel tank quantity to the fuel tank indicator on the starboard instrument panel.
Chapter 3 – Boat Systems Section F. Communications/Navigation System (RB-HS) Introduction NOTE F.1. Motorola VHF-FM Astro Spectra W9 Transceiver and Control Head All of the standard marine communications and navigation equipment is mounted in the cabin of the RB-HS. Frequent operations and position reports between the boat and its operational control (OPCON) are critical to crew safety and timely mishap follow-up.
Chapter 3 – Boat Systems F.2. Raymarine 215 VHF Transceiver The Raymarine 215 VHF transceiver (Figure 3-38) is a microprocessor controlled, digitally synthesized VHF transceiver. The transceiver provides two-way communications on marine channels and monitoring of 10 separate weather channels. The transceiver has built-in digital select calling (DSC) for sending and receiving DSC distress, all ships, individual ship, and group call communications.
Chapter 3 – Boat Systems F.3. Raymarine The Raymarine 430 loudhailer (Figure 3-39) requires a 12-VDC input and 430 Loudhailer provides 30 watts of output power to the loudhailer speaker on the forward face of the radar pod. The loudhailer has eight programmable foghorn signals to be used when operating in conditions of low visibility. The loudhailer and microphone are mounted on the port side of the dash panel. Figure 3-39 Loudhailer F.4.
Chapter 3 – Boat Systems F.4.b. GPS Receiver/ Antenna The 12-channel Raystar 120 Sea Talk GPS receiver/antenna is mounted on the radar pod. The receiver/antenna provides GPS correction signals to the RL80CRC radar. Figure 3-40 Radar/GPS F.5. Depth Sounder Display The Raytheon CRP-ST-60 depth sounder display (Figure 3-41) is mounted on the centerline of the OHIP. The depth sounder transducer is located forward of the transom. When first turned on, the depth sounder will show the current depth.
Chapter 3 – Boat Systems CAUTION ! F.6. ST60 Digital Compass Do not stow metallic objects near the heading sensor as it may cause inaccurate compass readings. The ST60 digital compass (Figure 3-41) is mounted on the OHIP at centerline. The compass can display true/magnetic course headings, current or locked heading, course over ground, average heading, and a man overboard function. The compass is a stand-alone unit requiring a 10- to 16-VDC input.
Chapter 3 – Boat Systems F.7. Magnetic Compass NOTE A Nexus magnetic compass (Figure 3-42) is mounted on the centerline between the cabin windshields. It is the standby or backup compass used for navigation. The compass contains an internal gimbal system for maximum stability during adverse weather conditions. Built-in compensators provide for easy compass deviation adjustments. The blue dial is calibrated in white 5-degree increment markings. Lubber lines are provided at 45 degrees.
Chapter 3 – Boat Systems F.8. Antennas All of the communications and navigation antennas (Figure 3-43) are mounted on the radar pod or on top of the cabin. The antennas and the radar pod can be lowered to allow for overhead clearance when the RB-HS is loaded on the trailer for air transport.
Chapter 3 – Boat Systems 3-46
Chapter 3 – Boat Systems Section G. Communications/Navigation System (RB-S) Introduction All of the standard marine communications and navigation equipment is mounted in the cabin of the RB-S. The RB-S utilizes a Scalable Integrated Navigation System (SINS) that is built around the Furuno NavNet radar/chart plotter system. The SINS system on the RB-S includes the following: • • • • • NOTE G.1.
Chapter 3 – Boat Systems G.2. Motorola VHF-FM Astro Spectra W9 Transceiver and Control Head The Motorola VHF-FM Astro Spectra W9 transceiver and control head (Figure 3-44) is mounted in the cabin on top of the port dash panel. The transceiver is located on the portside behind the 12-VDC main power panel. The transceiver is used for communicating on VHF marine band frequencies, 146 to 174 MHz. The transceiver meets the digital encryption standard (DES) requirements for APCO 25.
Chapter 3 – Boat Systems G.3. Raymarine 215 VHF Transceiver The Raymarine 215 VHF transceiver (Figure 3-45) is a microprocessor controlled, digitally synthesized VHF transceiver. The transceiver provides two-way communications on marine channels and monitoring of 10 separate weather channels. The transceiver has built-in digital select calling (DSC) for sending and receiving DSC distress, all ships, individual ship, and group call communications.
Chapter 3 – Boat Systems G.4. Furuno 1933C/NT Radar Display The Furuno 1933C/NT radar display (Figure 3-46) is mounted on top of the dash panel on the centerline. This surface radar/chart plotter has a 10.4-inch color LC display and utilizes a powerful X-band transmitter for reliable operation in all types of weather. This true color radar displays six levels of target density and is capable of tracking storms. The radar incorporates head-up, course-up, north-up, and true motion display modes.
Chapter 3 – Boat Systems G.5. Radome Antenna The radar antenna (Figure 3-47) is a compact Furuno 4-kW radome antenna that has a maximum range of 36 NM. The radome requires a 12-VDC input. G.6. WAAS/DGPS Receiver/ Antenna The Furuno Wide Area Augmentation System (WAAS)/differential global positioning system (DGPS) receiver/antenna (Figure 3-47) is mounted on the radar pod. The antenna has 12 DGPS receiving channels and 1 WAAS receiving channel.
Chapter 3 – Boat Systems G.7. RD-30 Multi-Display The RD-30 multi-display and data repeater (Figure 3-48) is mounted on the starboard face of the coxswain’s operating console. The RD-30 utilizes a wide variety of navigation data and displays it in digital and analog (graphic) formats. The multi-display uses input from the depth/temperature sensor, radar, WAAS/DGPS receiver/antenna, and the PG 1000 heading sensor to provide essential navigational information.
Chapter 3 – Boat Systems CAUTION ! G.9. Magnetic Compass Magnetic compass deviation may occur when cabin electrical equipment (windshield wiper motors, cabin fan motors, or heater) is energized creating EMI. A Ritchie magnetic compass (Figure 3-48) is mounted on the starboard dash panel, centered over the coxswain console. It is the standby or backup compass used for navigation. The compass contains an internal gimbal system for maximum stability during adverse weather conditions.
Chapter 3 – Boat Systems G.10. PG-1000 Heading Sensor The heading sensor (Figure 3-49) is mounted horizontally inside the cabin on the centerline, aft bulkhead under the step. The sensor detects terrestrial magnetism and produces heading data, which can be utilized by navigation system component s that need accurate and stable heading input. The heading accuracy of the sensor is ±1 degree. The compass sensor requires a 12-VDC power source.
Chapter 3 – Boat Systems G.11. 235DTSSE Depth and Temperature Sensor The 235DT-SSE depth and temperature sensor (Figure 3-50) is mounted under the transom, on the centerline, aft of the step. The RD-30 multidisplay has programmable alarm set-points and menu selectable displays for water temperature and depth that require input from the 235DT-SSE sensor.
Chapter 3 – Boat Systems G.12. Antennas All of the communications and navigation antennas (Figure 3-51) are mounted on the radar pod or on top of the cabin. The antennas and the radar pod can be lowered to allow for overhead clearance when the boat is loaded on the trailer for air transport.
Chapter 3 – Boat Systems Section H. Electrical System Introduction The electrical system consists primarily of two engine-driven alternators, two starting batteries, one accessory battery, and control devices and indicators. H.1. Alternators Two alternators provide the charging power for the boats’ batteries. Each alternator is rated at 12 VDC, 60 amps at 2300 RPM, and can produce 48 amps of power at an engine speed of 1000 RPM.
Chapter 3 – Boat Systems CAUTION ! H.2. Batteries If the 12-VDC power supplies trip off-line, secure the electronics and allow power supplies to cool. Visually check the individual or the main 75-amp breaker to see if it has tripped. Isolate the circuit (breaker off/open) until the system can be serviced. The boats’ batteries (Figure 3-53 (RB-HS), Figure 3-54 (RB-S)) consist of three 12-V gel-cell type batteries mounted on the port side under the forward crew seat.
Chapter 3 – Boat Systems Figure 3-54 Batteries (RB-S) Figure 3-55 Battery Box Vent (RB-HS) 3-59
Chapter 3 – Boat Systems Figure 3-56 Forward Battery Vent (RB-S) H.3. Battery Switches The battery disconnect switches and battery interconnect switch are mounted on the 12-VDC main power panel (Figure 3-57) located inside the cuddy cabin, port side. The panel has switches labeled as follows: • • • • PORT BATTERY STARBOARD BATTERY ELECTRONICS BATTERY INTERCONNECT FOR EMERGENCY USE ONLY Under normal circumstances, the port and starboard batteries are operated independently for engine starting.
Chapter 3 – Boat Systems Figure 3-57 12-VDC Main Power Panel H.3.a. Battery Isolator The electronics battery is protected from over-charging by the use of an installed battery isolator. H.3.b. Circuit Overload Protection The 12-VDC main power panel (Figure 3-57) also incorporates a 75-amp breaker for circuit overload protection and a breaker for the electric cabin dewatering pump/breaker.
Chapter 3 – Boat Systems H.4. 12-VDC Distribution Panels Three 12-VDC distribution panels (Figure 3-58) are located on the inboard side of the starboard cabin console. The panels provide circuit protection for shipboard electrical and electronic equipment.
Chapter 3 – Boat Systems Figure 3-58 12-VDC Distribution Panels H.5. Ground A two-wire insulated return (ungrounded) 12-VDC system is used so that all grounds from electronic equipment are run back to the battery and are not grounded to the hull.
Chapter 3 – Boat Systems 3-64
Chapter 3 – Boat Systems Section I. Seating System (RB-HS) Introduction Two suspension-mounted seats are located at the port and starboard console. Bench seating is provided in the aft portion of the main cabin as well as in the cuddy cabin. I.1. Seats The two suspension-mounted seats (Figure 3-59) have an overall width of 24 inches and a height adjustment of 3 inches. There is a 6-inch forward and aft double-locking slide adjustment via a handle on the lower left portion of the seat.
Chapter 3 – Boat Systems Figure 3-59 Forward Cabin Seat (RB-HS) 3-66
Chapter 3 – Boat Systems Section J. Seating System (RB-S) Introduction Two shock mitigating, suspension-mounted seats are located forward in the cabin just aft of the port and starboard operating consoles. Two shock absorbing seats are located inside the cabin, aft, port and starboard side. A padded bench seat is also located in the cabin. All interior cabin seats are equipped with seat belts. J.1.
Chapter 3 – Boat Systems J.2. Aft Cabin Seats NOTE The two aft cabin seats (Figure 3-61) are marine grade vinyl covered foam with mechanical, spring-loaded, shock mitigating adjustments (Figure 3-62) for the back of the seats. A stowage bag for the inboard seat belt section is provided on both aft seats. Regular maintenance of the seats must be performed in accordance with PMS to ensure proper operation.
Chapter 3 – Boat Systems Figure 3-62 Rear Seat Back Tension Adjustment 3-69
Chapter 3 – Boat Systems 3-70
Chapter 3 – Boat Systems Section K. Heating System Introduction The cabin of Defender Class boats is heated by a 12,000-BTU combustion heater. The heated air is also used for defrosting or defogging the windshield. K.1. Heater A 12,000-BTU combustion heater that utilizes diesel fuel is located inside the cabin, port side behind an access panel. The heater draws air from outside combustion (25%) and mixes it with cabin air (75%).
Chapter 3 – Boat Systems Figure 3-64 Heater Intake and Exhaust (RB-S) Figure 3-65 Heater Exhaust (RB-HS) K.2. 30-Amp Breaker A 30-amp breaker connects the heater to the 12-VDC electrical system.
Chapter 3 – Boat Systems K.3. Thermostat NOTE The thermostat and ON-OFF switch (Figure 3-66) for the heater is located on the starboard dash panel, inboard and below the steering wheel. To shut down the heater, turn temperature control to minimum, operate for two minutes, depress ON-OFF rocker switch in the off position.
Chapter 3 – Boat Systems K.4. Diesel Fuel On the RB-HS, a six-gallon diesel fuel tank (Figure 3-67) is located on the aft weather deck, just aft of the port cabin bulkhead. On the RB-S, the diesel Tank fuel tank (Figure 3-68) is located inside the starboard aft deck locker. On both boats, an in-line fuel filter is located between the fuel tank and heater.
Chapter 3 – Boat Systems K.5. Window Defrosters Window defrosters (Figure 3-69) are located atop the dash panel in the forward outboard corners.
Chapter 3 – Boat Systems 3-76
Section L. Trailering The trailer (Figure 3-70) that accompanies Defender Class boats is custom built by E-Z Loader. It is designed to transport the RB-HS (Figure 3-71) and RB-S (Figure 3-72) on roadways and allows the trailer and boat to be loaded onto a HC-130 aircraft for worldwide deployment. Figure 3-70 Boat Trailer L.1 General NOTE WARNING Your boat trailer and associated equipment are an important part of your boat’s equipment.
Figure 3-71 RB-HS and Trailer L.2 Tow Vehicle The tow vehicle must be capable of handling the weight of the trailer (with boat and equipment), as well as the weight of the passengers and equipment carried inside the vehicle. This may require that the tow vehicle be specially equipped with the following: • • • • • NOTE L.3 Hitch Figure 3-72 RB-S and Trailer Engine of adequate power. Transmission and rear-end designed for towing. Larger cooling systems for the engine and transmission. Heavy-duty brakes.
L.4 Receiver/ Ball Mount and Ball The receiver/ball mount attaches to the trailer hitch providing a secure fitting to mount the trailer ball. The ball mount must be capable of carrying trailer weight of 10,000 lbs or greater. The ball mount must be stamped or have a sticker from the manufacturer stating type of hitch and the rated weight greater than 10,000 lbs. The ball must be a 2 5/16" Class V rating of at least 10,000 lbs. It shall be stamped and clearly legible.
L.5 Trailer Coupler, Safety Chains and Hydraulic Brake Actuator The trailer coupler attaches to the ball of the tow vehicle. The coupler engages the ball and provides a positive mechanical lock between the trailer and the tow vehicle. The coupler must be a 2 5/16" Class V rating of at least 10,000 lbs. It shall be stamped and clearly legible. Two safety chains attached to the trailer provide trailer retention to the vehicle should the coupler disengage from the ball.
NOTE L.6 Trailer Construction and Equipment Always use a designated “spotter” when hooking up the trailer. The spotter can provide detailed instructions to the tow vehicle operator when backing up which will prevent damage to both the tow vehicle and trailer. The primary frame of the trailer is made up of 4 X 6-inch aluminum “I”beams. The suspension is a torsion axle system. The trailer is a six-wheel configuration (three on each side) with one spare and an E-Z Jack.
L.7 Hooking up the Trailer When hooking the tow vehicle up to the trailer, the same procedures should be done every time. Whether your transiting to a local boat ramp just down the road or going on a long trip, the trailer should always be completely attached to the tow vehicle. (Figure 3-75) Follow these steps for attaching the trailer to the tow vehicle: NOTE CAUTION ! Step Procedure 1 Using a spotter, carefully back the tow vehicle so that the trailer ball is aligned under the trailer’s coupler.
WARNING Do not exceed the maximum weight rating on the trailer. Exceeding the maximum rating voids the manufacturer’s warranty and may lead to failure of the trailer causing damage to the boat and creating an unsafe towing condition. Figure 3-75 Trailer Hook-Up L.8 Securing the Boat to the Trailer Before taking the trailer and boat into tow, you must first ensure that the boat is properly secured to the trailer. Damage to the boat and trailer could result if the two are not connected.
The RB-S is outfitted with a window guard/screen, and should be in place for highway traveling. NOTE In addition to the normal tie-down straps, the RB-S uses a belly strap amidships. NOTE Trailer chaffing skids or “Bunk” must be kept in good condition to prevent scratching and gouging of the hull.
Figure 3-78 Boat Trailer, Forward Tie Down (Figure 3-79) Spacing Between Bow and Bow Stops L.9 Towing Precautions Pulling a trailer presents several problems: more time is required to brake, accelerate, pass, and stop. The turning radius is also much greater; curbs and roadside barriers must be given a wide berth when negotiating corners. Prior to operating on the open road, the vehicle operator should practice turning, backing up, and other maneuvers on a level, uncongested parking area.
L.10 Trailering Checklist Before your trip, ensure the following items have been checked: • • • • • • • • • • WARNING Check intended routes for restrictions on bridges and tunnels, and low overhead clearances. All antennas and the anchor light mast should be rotated to the down position. With the antennas and the anchor light mast in the down position, the highest point of the trailered boat becomes the top of the radar pod, at 10 feet 8.5 inches above the ground.
• • L.11. Launching the Boat Check all spaces for standing water (rainwater or water from cleaning). Standing water is undesirable for many reasons, but mainly because a collection of it can rapidly increase weight on the trailer, often beyond its capacity. Furthermore, the extra weight may shift with the movement of the trailer and cause a dangerous situation. Ensure the trailer is loaded evenly from front to rear as well as side-toside.
NOTE After launching or recovering the boat, always rinse down the trailer with fresh water and check the trailer lights for proper operation. CAUTION ! During recovery, ensure 1 to 2 inches of space remains between the bow and the bow stops. This will ensure proper loading and weight distribution. CAUTION ! Always use a spotter when backing a trailer! Windows should be open and radio should be off. L.
Chapter 3 – Boat Systems Section M. Weapons Mounting/Stowage Introduction NOTE The fore and aft tow bitts on Defender Class boats are designed to provide the foundation for and accommodate the MK 16 MOD 8 stand for a weapons system to be determined by Commandant (G-O). Weapons allowances for Coast Guard boats are established by G-OCU. M.1. Pedestal Stands The MK 16 MOD 8 stands may be mounted on the forward and aft tow bitts.
Chapter 3 – Boat Systems M.3. Weapon Locks/Mounts On the RB-HS, secure, lockable mounts (Figure 3-78) for the Coast Guard modified 12-gauge shotgun and M16 rifle are provided on bulkheads inside the aft cabin. The RB-S utilizes Santa Cruz electrically-operated weapon locks/mounts (Figure 3-79) with backup key override.
Chapter 3 – Boat Systems Section N. Hull Exterior Lighting (RB-HS) Introduction The RB-HS is equipped with exterior lighting to comply with international marine operating requirements for specific mission operations and crew safety. N.1. Searchlight The searchlight (Figure 3-80) is mounted on the centerline atop the cabin and is controlled by a remote control panel (Figure 3-81) mounted on the OHIP. The searchlight is rated at 200,000 candlepower and can be rotated 360 degrees.
Chapter 3 – Boat Systems Figure 3-81 Searchlight Control (RB-HS) N.2. Light Switch Panel The light switch panel (Figure 3-82) is located on the approximate centerline of the OHIP.
Chapter 3 – Boat Systems Figure 3-82 Light Switch Panel (RB-HS) Figure 3-83 Navigation Light (RB-HS) 3-87
Chapter 3 – Boat Systems Figure 3-84 Floodlights (RB-HS) Figure 3-85 Exterior (Deck Edge) Light (RB-HS) 3-88
Chapter 3 – Boat Systems Section O. Hull Exterior Lighting (RB-S) Introduction O.1. Searchlight The RB-S is equipped with exterior lighting to comply with collision regulations (COLREGS) for specific missions. The searchlight (Figure 3-86) is mounted on the centerline atop the cabin and is controlled by a remote control panel (Figure 3-87) mounted on the OHIP. The searchlight is rated at approximately 180,000 candlepower and can be rotated 360 degrees.
Chapter 3 – Boat Systems Figure 3-87 Searchlight Control (RB-S) O.2. Light Switch Panel The light switch panel (Figure 3-88) is located on the starboard side of the OHIP above the coxswain.
Chapter 3 – Boat Systems Figure 3-88 Light Switch Panel (RB-S) 3-91
Chapter 3 – Boat Systems Figure 3-89 Port Navigation Light (RB-S) 3-92
Chapter 3 – Boat Systems Figure 3-90 Starboard Navigation Light and Deck Edge Lights (RB-S) Figure 3-91 Floodlights and Law Enforcement Lights (RB-S) 3-93
Chapter 3 – Boat Systems O.3. Towlight Mast A collapsible towlight (Figure 3-92) mast is stowed inside the cabin on the aft bulkhead, above the cabin door. When required, it can be quickly erected on the port aft side of the radar pod (Figure 3-93) and extended and locked into place using a ball-lock pin. Two electrical connectors labeled Tow #1 and Tow #2 (astern and alongside towing) mate with a 12-VDC utility receptacle located on the horizontal aft port surface of the radar pod.
Chapter 3 – Boat Systems Figure 3-93 Towlight Mast 3-95
Chapter 3 – Boat Systems 3-96
Chapter 3 – Boat Systems Section P. Ancillary Systems and Furnishings Introduction This section discusses ancillary systems and furnishings that are installed on or furnished with Defender Class boats. P.1. Windshield Defender Class boats utilize two 12-VDC dynamic park windshield wiper motors (Figure 3-94) mounted in the cabin, port and starboard, adjacent to Wipers and and outboard of the windshields.
Chapter 3 – Boat Systems Figure 3-94 Windshield Wiper Motor and Cabin Fan Figure 3-95 Windshield Wiper Switches 3-98
Chapter 3 – Boat Systems P.3. Fire Extinguisher(s) Defender Class boats have two B-1 type fire extinguishers (Figure 3-96) installed. One is mounted in the cabin, port side on the heater access panel, and one is mounted in the starboard aft equipment locker. Each extinguisher contains approximately two pounds of dry chemical agent (ammonium phosphate) that will discharge in 9 to 10 seconds once the handle is activated. This type of extinguisher is designed to be used on Class A, B, and C fires.
Chapter 3 – Boat Systems P.5. Cabin Dome Lights Two cabin dome lights (Figure 3-97) are installed on the overhead at the centerline, fore and aft inside the cabin. The dome lights operate on 12 VDC and have a base mounted switch for red or white illumination.
Chapter 3 – Boat Systems P.6. Horn A 12-VDC diaphragm type horn (Figure 3-98) is mounted on the forward port face of the radar pod. The horn is actuated by a switch on the OHIP in the cabin and produces a 106-decibel blast. Figure 3-98 Horn P.7. Miscellaneous Stowage Areas to stow approved deck gear and mission essential equipment are located under the aft cabin seats on the RB-HS and RB-S. On the RB-HS and RB-S, the boat hook is stowed inside, on the aft cabin door.
Chapter 3 – Boat Systems P.8. Emergency Position Indicating Radio Beacon Defender Class boats are outfitted with a Category II, 406 MHz EPIRB (Figure 3-99). These EPIRBs are manually deployable, self-buoyant units equipped with a self-test feature that confirms operation as well as battery condition and GPS position data. The EPIRBs use GEOSAR satellites that are in geostationary high-earth orbit and can instantly relay emergency transmissions. The EPIRB provides location accuracy to 0.
Defender Class Operator’s Handbook Chapter 4 Crew Requirements Introduction The U.S. Coast Guard Boat Operations and Training (BOAT) Manual, Vol. I, COMDTINST M16114.32 (series), provides minimum standards and guidelines for competence onboard Defender Class boats. Each crewmember should be familiar with the duties of the other crewmembers in addition to his/her own duties.
Defender Class Operator’s Handbook 4-2
Chapter 4 – Crew Requirements Section A. Minimum Crew Introduction Defender Class boats are designed to operate with a minimum crew of two qualified personnel. Additional qualified and “under-instruction” crewmembers shall be assigned based upon the type of mission. A.1. Certified Crew The minimum crew of two shall be a coxswain and a crew member. The coxswain and crew member shall meet all qualification requirements of the U.S. Coast Guard Boat Operations and Training (BOAT) Manual, Vol.
Chapter 4 – Crew Requirements 4-4
Chapter 4 – Crew Requirements Section B. Coxswain Introduction The U.S. Coast Guard places great trust in each coxswain and his or her ability to accomplish the assigned missions in a safe and professional manner even under adverse conditions. The position of coxswain is one of high regard and great responsibility. The coxswain is responsible for the boat, its crew, and passengers during every mission. The coxswain assigns and directs all onboard functions during each operation. B.1.
Chapter 4 – Crew Requirements 4-6
Chapter 4 – Crew Requirements Section C. Crew Members Introduction Under direct supervision of the coxswain, the crew is responsible for line handling, acting as lookout, and assisting the coxswain as required during all evolutions or maneuvers. C.1. Certified Crew Member The crew member must be certified in accordance with the U.S. Coast Guard Boat Operations and Training (BOAT) Manual, Vol. I, COMDTINST M16114.32 (series) and U.S. Coast Guard Boat Operations and Training (BOAT) Manual, Vol.
Chapter 4 – Crew Requirements 4-8
Chapter 4 – Crew Requirements Section D. Passengers Introduction Defender Class boats are designed to carry up to four crew in the cabin. Six additional crew or passengers can be carried in support of various missions not to exceed designed weight capacity. Crew and passengers shall be seated as directed by the coxswain.
Chapter 4 – Crew Requirements 4-10
Chapter 4 – Crew Requirements Section E. Safety Equipment E.1. Personal Protective Equipment During all boat operations, crewmembers shall wear PPE as required by the Rescue and Survival Systems Manual, COMDTINST M10470.10 (series). WARNING The use of the engine kill switch is required whenever the boat is started or is underway. The engine kill switch is located below the start switch. The activation clip for the kill switch MUST be inserted into the switch body to start the engine.
Chapter 4 – Crew Requirements 4-12
Defender Class Operator’s Handbook Chapter 5 Operational Guidelines Introduction This chapter describes how to use Defender Class boats in the safest and most efficient manner. These policies and performance criteria should be used as guidelines for boat operations. Within these guidelines, consider Navigation Rules, International-Inland, COMDTINST M16672.2 (series), local operating conditions, and the skill of the crew to determine how Defender Class boating capabilities are to be used.
Defender Class Operator’s Handbook 5-2
Chapter 5 – Operational Guidelines Section A. Operating Parameters Introduction The readiness of Defender Class boats shall be continuously monitored to ensure that they are capable of unrestricted operations. This monitoring is accomplished through a variety of programs, including daily boat checks, the boat preventive maintenance system (PMS) schedule, engineering inspections, and ready for operation (RFO) evaluations.
Chapter 5 – Operational Guidelines Step Procedure 1 The coxswain shall immediately notify the CO/OIC with all pertinent information and a recommendation as to whether to continue or abort the mission. 2 The CO/OIC shall notify the coxswain as to whether or not continuing the mission is authorized and the conditions under which the boat may be operated. A.3. Major Discrepancies Major discrepancies are those that degrade the effectiveness of the boat to perform one or more missions.
Chapter 5 – Operational Guidelines A.5.b. Restrictive Discrepancy Underway In the event the boat sustains a restrictive discrepancy while underway, the coxswain should not normally proceed without authorization, unless aborting the mission would increase the level of risk. The situation and recommendations must be effectively communicated to the Operational Commander to allow for prudent risk assessment by all levels.
Chapter 5 – Operational Guidelines Casualty/Discrepancy Disabling Casualty “Boat is not serviceable.” Restrictive Discrepancy “Boat and crew cannot perform all missions safely.” Major Discrepancy “Boat and crew can perform all missions but some degradation in effectiveness or readiness should be expected.” Minor Discrepancy “Boat and crew readiness not affected nor impaired. Boat does not meet standards.” A.6. Environmental Limits Consequence Required Action Not authorized to get underway.
Chapter 5 – Operational Guidelines Section B. Performance Data B.1. Fuel Consumption Fuel consumption and operating range are affected by engine tuning, weather conditions, trim, type of evolution, and operating area. The RB-HS is capable of operating a maximum of 175 NM at 35 knots and the RB-S 150 NM at 35 knots, with a normal load (full load of fuel, liquids in machinery at normal levels, crew of two). Fuel consumption information may be found in Table 5-1.
Chapter 5 – Operational Guidelines WARNING The coxswain is responsible for ensuring that all required personal safety equipment is worn, and worn correctly. B.2. Seakeeping Positioning the vessel with respect to the wind, seas, and other craft is essential to prevent damage to the hull or injuries to the crew. B.2.a. Operating in Beam Seas Operating with the seas on the beam is more uncomfortable than dangerous when following basic boat handling guidelines.
Chapter 5 – Operational Guidelines Section C. Performance Monitoring C.1. Performance Monitoring It is essential that the coxswain and crewmembers be aware of installed monitoring equipment, gauges, and warning indicators, to ensure safe and efficient operation of the RB-HS and RB-S propulsion and ancillary systems. Crewmembers should be aware of the “normal range” or indication of all gauges and indicators, and report and react accordingly when changes occur. C.2.
Chapter 5 – Operational Guidelines Figure 5-2 Control Panel Indicators (RB-S) C.2.a. Overheating Indicator If the engine overheats, the RED indicator light will come on, engine speed will be gradually reduced to approximately 1800 RPM and the engine will stop after 20 seconds. The overheating indicator is activated via the engine control module (ECM) by two overheat sensors mounted on the engine.
Chapter 5 – Operational Guidelines The RED indicator light will come on when the ECM senses an abnormality C.2.d. Programmed Fuel from one of the nine engine-mounted sensors. Continue to carefully Injection Indicator monitor engine performance and stop engine if performance deteriorates or becomes erratic. C.3. Helm Dash Panel The helm dash panel (Figure 5-3 (RB-HS) and Figure 5-4 (RB-S)) mounts the following: • • • Trim tilt indicators Tachometers Fuel totalizer Figure 5-3 Helm Dash Panel (RB-HS) C.3.
Chapter 5 – Operational Guidelines Figure 5-4 Helm Dash Panel (RB-S) C.4. Voltmeters Two voltmeters (Figure 5-5), one for each engine, are located on the OHIP. The voltmeters provide a visual indication of the voltage output of each engine’s alternator. During operation, the minimum voltage indicated should be 12.7 volts.
Defender Class Operator’s Handbook Chapter 6 Mission Performance Introduction The actions and techniques described in this chapter are products of field experience. They are intended to give boat crewmembers information on how Defender Class boats perform and react in various mission scenarios. The information is not intended to provide the “only way” to perform an action or complete a mission.
Defender Class Operator’s Handbook 6-2
Chapter 6 – Mission Performance Section A. Boat Davit Operations Introduction Although Defender Class boats are fitted with lifting points for hoisting the boat with a single point davit, they were not designed to be deployed on a large vessel.
Chapter 6 – Mission Performance 6-4
Chapter 6 – Mission Performance Section B. Starting Procedures Introduction The following procedures must be followed before starting a cold engine. B.1. Pre-Start The following pre-start checks must be accomplished before the first mission of the day and prior to engine start: Step Action 1 Ensure hull fuel tank is full. Use fuel level gauge as required. 2 Check fuel filter sediment/water bowl for presence of contamination. Drain sediment/water bowl as required.
Chapter 6 – Mission Performance B.2. Engine Starting The following procedures must be followed for starting the engines: Step Action 1 Set throttle levers to neutral position at all operating stations. 2 Ensure electronics, antennas, and speakers are secured. 3 Ensure the engine kill switch clips are installed and lanyards attached. One spare clip and lanyard must be onboard and stored inside the cabin. 4 Turn key to start position until engine starts.
Chapter 6 – Mission Performance Section C. Underway Introduction It is the responsibility of the coxswain and crewmembers to ensure that once the vessel is underway the boat and its systems are operated in a safe and efficient manner. The safety of the crew and any embarked personnel is also incumbent on all crewmembers. After getting underway, observe all appropriate machinery gauges. If an abnormal condition develops, take corrective action to prevent further damage, in accordance with the U.S.
Chapter 6 – Mission Performance 6-8
Chapter 6 – Mission Performance Section D. Going Alongside Boats and Vessels of Interest Introduction The following is a generic procedure for going alongside. Defender Class boat crews must be familiar with the applicable U.S. Coast Guard instructions and Standard Operating Procedures (SOP) for going alongside a vessel of interest and shall be accomplished in accordance with the Boat Crew Seamanship Manual, COMDTINST M16114.5 (series), Chapter 10.
Chapter 6 – Mission Performance In some instances, a sea painter may be used in going alongside a larger vessel underway. The sea painter is a line used to sheer a boat clear of a ship’s side, when underway or at anchor, to hold a boat in position under shipboard hoisting davits, and occasionally to hold the boat alongside a ship in order to embark or disembark personnel. It leads from the larger vessel’s deck, well forward of where the boat will come alongside.
Chapter 6 – Mission Performance If approaching a vessel anchored in a strong current, the sea painter provides a means to lay alongside. Procedures are the same as if the vessel is making way. Approach from leeward, against the current. NOTE CAUTION ! Use care when going alongside a vessel of interest so as not to damage the collar. 13 Make contact with the forward sections of your boat (about halfway between the bow and amidships).
Chapter 6 – Mission Performance 6-12
Chapter 6 – Mission Performance Section E. Handling Characteristics Introduction Boat handling is a complex skill that requires underway experience to build confidence and forethought and finesse when handling the boat. features, monitor weather conditions, and be limitations of the boat. In this section This section contains the following information: knowledge and practical, skill level.
Chapter 6 – Mission Performance 6-14
Chapter 6 – Mission Performance Turning and Pivoting E.1. Characteristics Each Defender Class boat turns or pivots, for steering purposes, on its vertical axis, at approximately the aft cabin bulkhead when fully trimmed in. Because of this characteristic (which provides other benefits such as straight-line tracking and planing), coxswains must be aware of the boat’s turning capabilities. WARNING High-speed turns while improperly trimmed, may result in injury to crew or damage to the boat. E.1.a.
Chapter 6 – Mission Performance Head Seas E.2. Buoyancy The primary consideration when advancing in head seas is to maintain forward momentum and keep the bow into the swell. The buoyant construction of the boat allows it to ride up over oncoming seas. E.3. OverAcceleration When heading into the wind and up the face of large waves, care must be taken to avoid over-accelerating, which can result in the bow being caught and creating a pitch-pole situation where the boat is inverted end-over-end.
Chapter 6 – Mission Performance Beam Seas, Following Seas, and Quartering the Seas E.4. Beam Seas Whenever possible, the coxswain should avoid steering a course parallel (broadside) to heavy swells. Tack across the swells at a 30- to 40-degree angle. If necessary, steer a zigzag course, making each leg as long as possible, and adjust the boat speed for a safe and comfortable ride. Seas directly off the beam of the boat can cause adverse rolling conditions.
Chapter 6 – Mission Performance Effects of Wind In calm or negligible wind and seas, Defender Class boats respond well E.7. Maneuverability using standard twin-screw operating practices. In stiff winds, several design features combine to make handling this boat challenging. With the majority of weight and the deepest draft aft, the bow is very susceptible to the effects of the wind.
Chapter 6 – Mission Performance Station Keeping E.8. Stern-To Station keeping requires concentration to maintain a constant heading and position. The boat tends to work well with its stern to the wind as the bow tends to “weathervane” downwind. If stern-to station keeping is not an option, the operator must use extra care to counteract environmental factors.
Chapter 6 – Mission Performance 6-20
Chapter 6 – Mission Performance Section F. Operating with Helicopters Introduction Defender Class boats have installed communications and navigation equipment to operate with helicopters on assigned marine and aviation frequencies. The tactical mission of these boats and their coordination with helicopter operations will be promulgated by applicable U.S. Coast Guard instructions. (See Boat Crew Seamanship Manual, COMDTINST M16114.5 (series), Chapter 19.
Chapter 6 – Mission Performance 6-22
Chapter 6 – Mission Performance Section G. Anchoring WARNING If the anchor line fairlead is from any point other than the bow, there is the potential for a tripping hazard and possible capsize. Never anchor from the stern. Introduction Care must be taken when anchoring to ensure that the anchor line fairlead is over the bow. NOTE Anchoring procedures are described in the Boat Crew Seamanship Manual, COMDTINST M16114.5 (series).
Chapter 6 – Mission Performance 6-24
Chapter 6 – Mission Performance Section H. Towing Introduction NOTE Towing a disabled vessel requires a high degree of awareness of all potential hazards, as well as full knowledge of the capabilities and limitations of the particular components within the towing operation. The safety of your crew and the crew of the towed vessel is more important than property. Towing procedures are described in the Boat Crew Seamanship Manual, COMDTINST M16114.5 (series).
Chapter 6 – Mission Performance 6-26
Chapter 6 – Mission Performance Section I. Securing Procedures Introduction Once a mission is complete, it is essential that boat equipment be correctly secured to enhance subsequent equipment performance and equipment longevity. I.1. Procedure The following procedure should be completed after each mission: Step Action 1 Secure all non-essential electrical and electronic gear. 2 If operated, ensure heater is “cooled down” prior to securing.
Chapter 6 – Mission Performance 6-28
Chapter 6 – Mission Performance Section J. Loading and Unloading Boat for Air Transport Introduction J.1. Prior to Loading The following is a generic procedure for loading and unloading the RB-HS or RB-S for air transport on a C-130 aircraft. Step Action 1 Ensure battery switches on the 12-VDC main power panel are off. 2 Ensure that no additional pilferable gear is stowed on the deck areas or inside the cabin, anchor/ammunition locker, or aft deck lockers.
Chapter 6 – Mission Performance 8 Upon arrival at the air station: • Ensure all hatches and doors are securely closed, dogged down, but UNLOCKED (aircrew may need access to the boat during flight for inspection). If additional clearance between the lowered radar pod and C-130 cargo area overhead is needed, the top dog of the aft cabin door may be removed. NOTE • Lower the radar pod as follows: Remove the ½-inch lock-pins on the port and starboard side of the radar pod.
Chapter 6 – Mission Performance J.2. Loading and Unloading NOTE The RB-HS or RB-S can be loaded either bow or stern first into the C-130 cargo area. The bow first technique is preferred. J.2.a. Loading Boat Bow First Step Action 1 Ensure the aircraft cargo ramp is fully lowered and the aircraft cabin/cargo area door is fully retracted (open) (Figure 6-2). 2 Position two USCG fabricated, extended auxiliary ramps adjacent to the aircraft cargo ramp.
Chapter 6 – Mission Performance Figure 6-2 C-130 Loading Ramp and Cargo Bay 6-32
Chapter 6 – Mission Performance Figure 6-3 Loading Boat (Bow First) 6-33
Chapter 6 – Mission Performance J.2.b. Unloading Boat Bow First Step Action 1 Ensure that the aircraft cargo ramp is fully lowered and the aircraft cabin/cargo area door is fully retracted (open) (Figure 6-2). 2 Position two USCG fabricated, extended auxiliary ramps adjacent to the aircraft cargo ramp. This will facilitate rolling wheeled vehicles down the aircraft loading ramp. 3 Ensure all boat trailer straps are secure.
Chapter 6 – Mission Performance J.2.c. Loading Boat Stern First CAUTION ! Do not attempt to use the C-130 cargo winch to load the boat stern first into the cargo area. Step Action 1 Ensure that the aircraft cargo ramp is fully lowered and the aircraft cabin/cargo area door is fully retracted (open) (Figure 6-4). 2 Position two USCG fabricated, extended auxiliary ramps adjacent to the aircraft cargo ramp. This will facilitate rolling wheeled vehicles up the aircraft cargo ramp.
Chapter 6 – Mission Performance Figure 6-4 Loading Boat (Stern First) 6-36
Chapter 6 – Mission Performance J.2.d. Unloading Boat Stern First CAUTION ! Do not attempt to use the C-130 cargo winch to unload the boat stern first from the cargo area. Step Action 1 Ensure that the aircraft cargo ramp is fully lowered and the aircraft cabin/cargo area door is fully retracted (open). 2 Position two USCG fabricated, extended auxiliary ramps adjacent to the aircraft cargo ramp. This will facilitate rolling wheeled vehicles up the aircraft cargo ramp.
Chapter 6 – Mission Performance 6-38
Defender Class Operator’s Handbook Chapter 7 Emergency Procedures Introduction Responding to equipment casualties and emergencies aboard Defender Class boats should be second nature to all members of the crew. The ability of crewmembers to take immediate action to control emergency situations is critical, to prevent a bad situation from getting worse. While every event is different, step-by-step procedures help gain control of the casualty and aid in troubleshooting.
Defender Class Operator’s Handbook In this Chapter This chapter contains the following sections: Section A B C D E F G H Topic Capsizing Steering Casualty Loss of Control of Engine RPM Loss of Fuel Pressure Loss of Lube Oil Pressure Engine High Water Temperature Damage to Collar No Power/Insufficient Power to Communications/Navigation Equipment 7-2 Page 7-3 7-5 7-7 7-9 7-11 7-13 7-15 7-17
Chapter 7 – Emergency Procedures Section A. Capsizing A.1. Symptom(s) NOTE A.2. Actions • Because of the design of the Defender Class boat and the installed collar, it is unlikely that the boat would capsize. Boat crew personnel should be familiar with the Boat Crew Seamanship Manual, COMDTINST M16114.5 (series), Chapter 16, Water Survival Skills. If the vessel is bottom side up, take the following actions: WARNING DO NOT use a pyrotechnic signaling device if capsizing occurs.
Chapter 7 – Emergency Procedures 7-4
Chapter 7 – Emergency Procedures Section B. Steering Casualty B.1. Symptom(s) • B.2. Actions When partial or complete steering loss occurs, take the following action: Sluggish response or no response when wheel is turned to port or starboard. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair. 2 Notify the Operational Commander of the casualty.
Chapter 7 – Emergency Procedures 7-6
Chapter 7 – Emergency Procedures Section C. Loss of Control of Engine RPM C.1. Symptom(s) • • C.2. Actions When the engine fails to respond to throttle commands, take the following actions: Throttle position changed with no apparent change in engine RPMs. No ahead or astern movement of the boat. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair.
Chapter 7 – Emergency Procedures 7-8
Chapter 7 – Emergency Procedures Section D. Loss of Fuel Pressure D.1. Symptom(s) • • D.2. Actions When it appears that the engine has sustained a loss of fuel pressure, take the following actions: Erratic or unstable engine RPMs. Engine stops completely. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair. 2 Verify the fuel tank level at the gauge on the coxswain’s console.
Chapter 7 – Emergency Procedures 7-10
Chapter 7 – Emergency Procedures Section E. Loss of Lube Oil Pressure E.1. Symptom(s) • • E.2. Actions If the engine experiences a loss of oil pressure and shuts down, take the following action: Loss of engine power when throttle is increased. Green light extinguishes on ignition panel indicating low oil pressure. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair.
Chapter 7 – Emergency Procedures 7-12
Chapter 7 – Emergency Procedures Section F. Engine High Water Temperature F.1. Symptom(s) • • Loss of engine power when throttle is increased. Red light (overheating indicator) illuminates on ignition control panel. When the red overheat light illuminates, the engine speed is reduced automatically to 1800 RPM. If the condition persists another 20 seconds, the engine shuts down. NOTE • F.2. Actions Steam escapes from engine cover.
Chapter 7 – Emergency Procedures 7-14
Chapter 7 – Emergency Procedures Section G. Damage to Collar G.1. Symptom(s) • G.2. Actions If damage to the collar occurs, take the following actions: Obvious rips and tears to collar. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair. 2 Crewmembers should: • • 3 Check the physical condition of the collar. Report all findings to the coxswain.
Chapter 7 – Emergency Procedures 7-16
Chapter 7 – Emergency Procedures Section H. No Power/Insufficient Power to Communications/Navigation Equipment H.1. Symptom(s) • H.2. Actions If there is no power to operate the communications/navigation equipment, take the following actions: VHF, radar, GPS, or DGPS system(s) fail to operate properly. Step Action 1 Coxswain notify and direct the crew to investigate the casualty, and reports status, cause and, if applicable, estimated time to repair.
Chapter 7 – Emergency Procedures 7-18
Defender Class Operator’s Handbook Appendix A. Introduction Outfit List and Stowage Plan This appendix contains the standard stowage plan for Defender Class boat outfitting. No deviation from this list is authorized, except in the event that the addition of portable equipment, not part of the standard boat outfit, is necessary to meet mission needs; units are authorized to temporarily carry this extra equipment on a per sortie basis.
Defender Class Operator’s Handbook A-2
RB-HS Outfit List and Stowage Plan Item Anchor/Ammunition Locker Fortress 7- Pound Anchor 3/8” Galvanized Anchor Shackle WWL-2000 lbs.
RB-HS Outfit List and Stowage Plan, Continued Item Part Number Port Seats - Forward Section of Storage Compartment Batteries (12 Volt Gel Cell) Quantity 3 each Port Seats - Center Section of Storage Compartment Spare Parts kit/Tool Bag Containing Lube Oil (10w/30) Phillips and Slotted Screwdriver Metric Wrench Set Pliers Rags Hub Kit Spare Kill Switch Lanyard 3/16” T-Allen Wrench 90 Degree Phillips Screwdriver Honda 36182-ZV4-000AH 1 each 2 Quarts 1 each 1 each 1 each Misc 1 each 2 each 1 each 1 each P
RB-S Outfit List and Stowage Plan Item Anchor/Ammunition Locker Fortress 7- Pound Anchor 3/8” Galvanized Anchor Shackle WWL-2000 lbs.
RB-S Outfit List and Stowage Plan, Continued Item Starboard Bulkhead Outboard Coxswain Chair Part Number Binoculars Quantity 1 each Port Seats - Forward Section of Storage Compartment Batteries (12 Volt Gel Cell) 3 each Port Seats - Center Section of Storage Compartment 1 each 2 Quarts 1 each 1 each 1 each Misc 1 each Spare Parts kit/Tool Bag Containing Lube Oil 10w/30 Phillips and Slotted Screwdriver Metric Wrench Set Pliers Rags Hub Kit Port Seats - Aft Section of Storage Compartment Gear Bag Cont
Defender Class Operator’s Handbook Appendix B. Introduction NOTE In this appendix Engineering Changes This appendix contains a list of authorized engineering changes (EC) for Defender Class boats. For a complete breakdown of the Engineering Change Request, see the Naval Engineering Manual, COMDTINST M9000.6 (series), Chapter 41.
Defender Class Operator’s Handbook B-2
Appendix B – Engineering Changes (ECs) Engineering Changes (ECs) EC Number Subject B-3 Date
Appendix B – Engineering Changes (ECs) B-4
Defencer Class Operator’s Handbook Appendix C. Introduction Material Inspection Checklist This appendix is meant to be a systematic means to inspect ANY Defender Class boat and to ensure the entire boat is prepared to meet mission demands. This checklist may be locally reproduced. In this appendix This appendix contains the following information: No.
Defender Class Operator’s Handbook C-2
Appendix C – Material Inspection Checklist Material Inspection Checklist Boat Number: Station: Date: References: • • • • Defender Class Operator’s Handbook, COMDTINST M16114.37 (series) Naval Engineering Manual, COMDTINST M9000.6 (series) Coatings and Color Manual, COMDTINST M10360.3 (series) Coast Guard Rescue and Survival Systems Manual, COMDTINST M10470.10 (series) WARNING The engine kill switch lanyard and activation clip MUST be inspected daily.
Appendix C – Material Inspection Checklist C-4
Appendix C – Material Inspection Checklist I. Hull Any time the boat is started or is underway, the coxswain MUST have the lanyard of the engine kill switch clipped to his/her survival vest or PFD. A second engine kill switch activation clip and lanyard MUST be carried onboard to enable remaining crewmembers to operate the boat in the event the coxswain is ejected.
Appendix C – Material Inspection Checklist C-6
Appendix C – Material Inspection Checklist II.
Appendix C – Material Inspection Checklist ITEM SAT UNSAT Towlight Mast (If Installed) Searchlight Cabin (Exterior) Cabin Door Windshield Side Windows and Doors Windshield Wipers Cuddy Cabin Door Electric Cabin Dewatering Pump Overboard Discharge Battery Vent(s) REMARKS: C-8 REMARKS
Appendix C – Material Inspection Checklist III. Bilge ITEM SAT UNSAT Electric Cabin Dewatering Pump (Inside cabin, aft starboard corner seat box (RB-S). Inside cabin, centerline under aft cabin step (RBHS).
Appendix C – Material Inspection Checklist C-10
Appendix C – Material Inspection Checklist IV.
Appendix C – Material Inspection Checklist C-12
Appendix C – Material Inspection Checklist V.
Appendix C – Material Inspection Checklist ITEM SAT UNSAT Hydraulic Lines and Fittings REMARKS: C-14 REMARKS
Appendix C – Material Inspection Checklist VI.
Appendix C – Material Inspection Checklist ITEM SAT UNSAT Windshield Wipers and Washer Controls Sliding Windows and Latches Portable Fire Extinguisher Towlight Mast (If Stowed) REMARKS: C-16 REMARKS
Defender Class Operator’s Handbook Appendix D. Disabling Casualties Introduction This appendix contains disabling casualties for Defender Class boats. Refer to Chapter 5.A of this handbook for steps to follow if any of these casualties occur.
Defender Class Operator’s Handbook D-2
Disabling Casualty List Engine Parameters • • Engine Lube Oil Pressure: Green Engine Oil Pressure Light extinguishes on ignition panel, engine RPM is automatically limited to 1800 RPM. Engine Cooling Water: Red overheating indicator illuminates on the ignition panel, or audible alarm sounds, engine speed is automatically reduced to 1800 RPM. If condition continues for another 20 seconds, the engine automatically shuts down.
Safety General Material • • • • • • Truck and complete hitch system not rated to 10,000 lbs minimum, rating must be marked by stencil/sticker/stamp. Electrical arcing and sparking. Odor of insulation overheating. No portable fire extinguishers (unserviceable). No spare engine kill switch activation clip and lanyard available. Radar pod securing hardware loose/missing. • • Hull breach below the waterline. Crack in transom plate.
Defender Class Operator’s Handbook Appendix E. Restrictive and Major Discrepancies Introduction This appendix contains restrictive and major discrepancies for Defender Class boats. Refer to Chapter 5 of this handbook for steps to follow if any of these casualties occur.
Defender Class Operator’s Handbook E-2
Restrictive Discrepancies Engine and Boat Systems • • Engine performance: Minimum RPM of 4400 for two minutes. Any Leaks Outboard cooling water components. Outboard engine lubrication system components. Steering actuator helm pump, hoses or fittings. Diesel fuel. Engineering System Components • Electric cabin dewatering pump is inoperative. Electronics/ Navigation • • • • • Navigation lights inoperative or displaying improper characteristics. Depth sounder inoperative. GPS inoperative.
General Material and Safety Trailer • • • Watertight integrity: Holes/cracks in the hull above the waterline. Damage to collar that removes the polyurethane coating or exposes interior foam. Personal survival vest missing or unserviceable (4 on board). One portable fire extinguisher missing or unserviceable. • • • • • • • • Missing or flat, improper size, damaged, or worn tire(s). Trailer running lights inoperative or wrong characteristic. Brake actuator or back up solenoid inoperative or no fluid.
Major Discrepancies Engine and Boat Systems • • • • • • • • Electric cabin dewatering pump hose missing hose clamps. Loose/missing fittings, nuts, bolts, brackets, etc. Loose/missing hardware on the engines used for attaching accessories and sensors. Battery terminals loose or corroded. Engine control cables loose. Fluid levels below minimum required. Charging system faulty or inoperative.
Appendix E – Restrictive and Major Discrepancies E-6
Defender Class Operator’s Handbook Appendix F. List of Acronyms Introduction This appendix contains a list of acronyms used throughout the handbook.
Defender Class Operator’s Handbook F-2
Appendix F – List of Acronyms ACRONYM DEFINITION AC Aircraft ATF Automatic Transmission Fluid BCRB Bow Collar Reinforcement Bracket CASREP Casualty Report CO Commanding Officer COLREGS Collision Regulations DBN Double-Braided Nylon DES Digital Encryption Standard DGPS Differential Global Positioning System DIW Dead-in-the-Water DO Defense Operations DSC Digital Selective Calling EC Engineering Change ECM Engine Control Module ELC Engineering Logistics Center ELT Enforcement
Appendix F – List of Acronyms ACRONYM DEFINITION MSST Marine Safety and Security Team NM Nautical Mile NSN National Stock Number OHIP Overhead Hinged Instrument Panel OIC Officer-in-Charge PFD Personal Flotation Device PGM-FI Programmed Fuel Injection PMS Preventive Maintenance System PPE Personal Protective Equipment PSS Port Safety and Security RB-HS Response Boat – Homeland Security RB-S Response Boat – Small RBS Recreational Boating Safety RFO Ready for Operation SAFE Sec
Defender Class Operator’s Handbook INDEX A ACG, 5-9 alternator, 3-15, 3-57, 5-9, 5-10, 5-12, 7-17, E-3, E-5 ammunition, 2-9, 2-33, 3-83, 6-27, C-7 ammunition stowage, 3-83 anchor, 2-5, 2-9, 2-13, 2-28, 2-30, 2-33, 3-50, 3-52, 3-83, 3-86, 3-90, 6-23, 6-29, A-3, A-5, C-7 anchor/ammunition locker, 2-13, 2-33, 6-29 anchoring, 2-30, 6-1, 6-23 angular momentum, 6-25 antenna, 3-39, 3-40, 3-41, 3-42, 3-48, 3-49, 3-51, 352, C-7 B batteries, 3-57, 3-58, 3-59, 3-60, C-15, D-3 battery, 3-8, 3-57, 3-58, 3-59, 3-60, 3-
Defender Class Operator’s Handbook E G EC, 1-7, B-1, B-3, C-3, F-3 effects of wind, 6-13, 6-18 ELC, ii, F-3 electrical system, 2-34, 3-1, 3-57, 3-72 electro-magnetic interference, F-3 ELT, 2-4, F-3 emergency position indicating radio beacon, 3-102, 7-3, A-4, A-6, C-7, D-3, F-3 emergency procedure, 1-1, 4-1, 7-1 EMI, F-3 enforcement of laws and treaties, 2-4, F-3 engine, 3-4, 3-5, 3-6, 3-7, 3-8, 3-9, 3-10, 3-11, 3-12, 3-13, 3-14, 3-16, 3-29, 3-37, 3-57, 3-60, 5-7, 5-9, 5-10, 5-11, 5-12, 6-5, 6-6, 6-7, 6-2
Index L law enforcement light, 3-86, 3-90, 3-93 LED, 2-26, F-3 lifting eye, 2-28, 2-34, C-7 lifting strake, 3-17, 3-18 light switch panel, 3-86, 3-87, 3-90, 3-91 loading, 3-16, 3-81, 6-1, 6-29, 6-31, 6-32, 6-33, 6-34, 6-35, 6-36 loss of control of engine RPM, 7-2, 7-7 loss of lube oil pressure, 7-2, 7-11 loudhailer, 3-41, 3-47 lubrication, 3-6, E-3, E-5 lubrication system, 3-6, E-3 M magnetic compass, 3-44, 3-53 main deck, 2-1, 2-21, 2-33, 3-19, A-3, A-5 main deck equipment, 2-1, 2-21 main deck stowage, 2
Index R radar, 2-3, 2-24, 2-30, 3-41, 3-42, 3-45, 3-47, 3-50, 351, 3-52, 3-56, 3-62, 3-86, 3-90, 3-94, 3-101, 6-30, 6-34, 6-37, 7-17, C-7, C-15, D-3, E-3, E-5, F-3 radar/GPS, 3-42 radome antenna, 3-41, 3-51 raymarine, 3-40, 3-41, 3-47, 3-48, 3-49, 3-62 raymarine 215 VHF transceiver, 3-40, 3-49 raymarine 430 loudhailer, 3-41, 3-47, 3-48 raytheon, 3-41, 3-42 raytheon RL80CRC radar, 3-41 RBS, 2-4, F-4 ready for operation, 5-3, F-4 recreational boating safety, 2-4, F-4 repair and removal, 3-27 restrictive disc
Index weapons mounting/stowage, 3-1, 3-83 weather-tight door, 2-9, 2-15, 2-16, 2-18 wide area augmentation system, 3-47, 3-51, 3-52, F-4 window, 2-14, 2-15, 2-18, 3-75 window defroster, 3-75 windshield wiper motor, 3-97, 3-98 windshield wiper switch, 3-98 windshield wipers and washer, 3-97, C-16 Z zinc anode, 3-4, 3-5, 3-14, C-5, C-13 Index - 5
Index Index - 6
