47FT MOTOR LIFEBOAT 

OPERATOR’S 

HANDBOOK 

COMDTINST M16114.25B 

November 2007 
47FT MLB Operator’s Handbook 

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Commandant 2100 Second Street, S.W. 

United States Coast Guard Washington, DC 20593-0001 

Staff Symbol: CG-731 

Phone: (202) 372-2457 

COMDTINST M16114.25B 

NOV 14 2007 

COMMANDANT INSTRUCTION M16114.25B 

Subj: 47FT MOTOR LIFEBOAT OPERATOR’S HANDBOOK 

1. PURPOSE. This Manual provides technical orientation, performance characteristics, and 

basic operating procedures for the 47FT Motor Lifeboat (MLB). It also standardizes boat 

outfit, storage and equipment layout. 

2. ACTION. Area, district, and sector commanders, commanders of maintenance and logistics 

commands, commanding officers of integrated support commands, commanding officers of 

headquarters units, assistant commandants for directorates, Judge Advocate General and 

special staff elements at Headquarters shall ensure compliance with the provisions of this 

Manual. Internet release is authorized. 

3. DIRECTIVES AFFECTED. The 47FT Motor Lifeboat Operator’s Handbook, 

COMDTINST M16114.25A is cancelled. 

4. DISCUSSION. This Manual contains information necessary to safely and efficiently operate 

the 47FT MLB. The operational capabilities, limitations, and emergency procedures are 

clearly stipulated. The fittings, outfit list, and physical characteristics of the boat are pictured 

and described in detail. This Manual is directive in nature and applies to all 47FT MLB 

crews, operational, and supervisory commands. 

5. SUMMARY OF CHANGES. This revision provides new policies and procedures, makes 

modification and clarification to other existing policies, and makes several minor clerical 

changes. The majority of these changes originated from feedback received from the field. In 

addition to illustrations that were replaced throughout the Manual, the following major areas 

of change were made: 

A 

B 

D 

E 

F 

G 

H 

a b c d e f g h i j k l m n o p q r s t u v w x y z 

* 5 10 * 2 2 10 * 1 

2 1 5 

* 150 1 

1 5 1 

NON-STANDARD DISTRIBUTION LIST: See Page 4 

C 
COMDTINST M16114.25B 

a. Chapter 2, Section A Changes made to reflect accurate characteristics data. 

b. Chapter 2, Section B Console figures updated from line drawing to pictures. 

c. Chapter 2, Section C Operating Station figures updated from line drawing to 

pictures. 

d. Chapter 3, Section B DDEC System figure updated. 

e. Chapter 3, Section C Raw Water System figure updated. 

f. Chapter 3, Section D Engine Coolant System and Engine Lubrication System 

sections updated. 

g. Chapter 3, Section E.3 Fuel oil return step/action and Fuel System figure 

updated. 

h. Chapter 3, Section F Steering System figure updated. 

i. Chapter 3, Section H AC/DC power sources, batteries, 24/120 VDC and 

VAC Power Panel figures updated. 

j. Chapter 3, Section I Engine Room Fire Suppression System and Bilge Pump 

System figures updated. Bilge Flood Alarm System 

operations and Firefighting policy updated. 

k. Chapter 3, Section J Communications/Navigations new section added. 

l. Chapter 3, Section K Weapons Mounting new section added. 

m. Chapter 4, Section G Safety Equipment section updated. 

n. Chapter 5, Section A Operating Parameters section updated. 

o. Chapter 6, Section A Starting Procedures section updated. 

p. Chapter 6, Section D Surf Operations section updated. 

q. Chapter 6, Section H Personnel Recovery caution updated. 

r. Chapter 6, Section I Ice Conditions warning updated. 

s. Chapter 6, Section J Securing Procedures updated. 

t. Chapter 7, Section B Striking a Submerged Object section changed to 

Collision with Submerged Object (or Bottom) and 

updated. 

2 
COMDTINST M16114.25B 

u. Chapter 7, Section C.I Section C. Steering Casualty changed to reflect two 

individual sections: Section C.I. Steering Casualty 

(Hydraulics) and Section C.II. (Steering Casualty 

(Electrical). 

v. Chapter 7, Section D Reduction Gear Failure section updated. Three action 

steps added. 

w. Chapter 7, Section E Fire in the Engine Room section updated. Six action 

steps added. 

x. Chapter 7, Section F Fire in the Auxiliary Machinery Space section updated. 

Two action steps added. 

y. Chapter 7, Section G Loss of Control of Engine RPM section updated. Four 

action steps added. 

z. Chapter 7, Section H Loss of Fuel Oil Pressure section updated. Three action 

steps added. 

aa. Chapter 7, Section I Loss of Lube Oil Pressure section updated. Two action 

steps and one NOTE added. 

bb. Chapter 7, Section J Main Engine High Water Temperature section updated. 

Four action steps added. 

cc. Chapter 7, Section K Excessive Shaft Seal Leakage section removed. Low 

Voltage Alarm/Loss of Electrical Charging System 

section added. 

dd. Chapter 7, Section M Hard Grounding section added. 

ee. Appendix B Updated ECR List. 

ff. Appendix C Forward Compartment, Gear Space, Engine Room, 

Open Bridge, Main Deck, Hull, Dockside Trials 

Port/Starboard Engine, and Underway Trials 

Port/Starboard Engine check lists updated. 

gg. Appendix D Disabling Casualty section updated. 

hh. Appendix E Restrictive Discrepancies section updated. 

ii. 

jj. 

Appendix F 

Acronyms 

47FT MLB Full Power Trial Procedures section 

updated. 

Acronyms section added. 

3 
COMDTINST M16114.25B 

6. PROCEDURE. District, operational, and unit commanders for all units with a 47FT MLB 

shall ensure the procedures and limitations detailed within this Manual are followed. Boat 

crews shall become familiar with the changes made within this handbook, but are not 

required to recertify solely based on changes within this revision. Forward any comments, 

corrections, recommendations, and questions regarding this Manual to the 47FT MLB 

Facility Manager in accordance with Section 1.C. of this Manual. Design and structural 

change requests shall be submitted as outlined in the Naval Engineering Manual, 

COMDTINST M9000.6 (series). 

7. ENVIRONMENTAL ASPECT AND IMPACT CONSIDERATIONS. Environmental 

considerations were examined in the development of this Instruction and have been 

determined to be not applicable. 

8. FORMS AVAILABILITY. None. 

ROBERT C. PARKER/s/ 

Rear Admiral, U. S. Coast Guard 

Assistant Commandant for Operations Capability 

NON-STANDARD DISTRIBUTION: Ba: COMDT (CG-731) (20), COMDT (CG-451) (3), 

COMDT (CG-64) (2); Be: Academy LDC (2), OIC/XPO School (2); Bn: Boat Forces Center 

(10), MK “A” School (10); Dd: Group/Air Station Astoria (5), Group/Air Station Humboldt Bay 

(5), Group/Air Station Port Angeles (5), Group Air/Station North Bend (5); Dm: Pacarea 

Trateam (5), Station Cape Disappointment (10), Station Siuslaw river (10), Station Sandy Hook 

(10), Station Tillamook (10), Station Fort Macon (10), Station Humboldt (10), Station South 

Portland (10), Station Grays Harbor (10), Station Umpqua River (10), Station Point Allerton 

(10), Station Portage (10), Station Ocean City (10), Station St. Ignace (10), Station Monterey 

(10), Station Grand Haven (10), Station Marblehead (10), Station Barnegat Light (10), Station 

Rockland (10), Station Wrightsville Beach (10), Station Morro Bay (10), Station Shinnecock 

(10), Station Coos Bay (10), Station Menemsha (10), Station Chetco River (10), Station Fire 

Island (10), Sta Erie (10), Station Buffalo (10), Sta East Tawas (10), Station Cape Cod Canal 

(10), Station Hatteras Inlet (10), Station Golden Gate (10), Station Little Creek (10), Station 

Jones Beach (10), Station Cape May (10), Station Galveston (10), Station Merrimack River (10), 

Station San Juan (10), Station Bodega Bay (10), Station Oregon Inlet (10), Station Glouster (10), 

Station Ketchikan (10), Station Juneau (10), Station St. Joseph (10), Station Manasquan Inlet 

(10), Station Oswego (10), Station Duluth (10), Station Yaquina Bay (10), Station Atlantic City 

(10), Station Noyo River (10), Station Depoe Bay (10), Station Portsmouth Harbor (10), Station 

Point Judith (10), Station Channel Islands (10), Station Ponce De Leon Inlet (10), Station 

Chincoteague (10), Station Montauk (10), Station Quillayute River (10), Station Southwest 

Harbor (10), Station Fairport (10), Station Manistee (10), Station Rochester (10), Station 

Boothbay Harbor (10), Station Neah Bay (10), Station Mayport (10), Station Port O Conner (10), 

Station Provincetown (10), Station Destin (10), Station Port Canaveral (10), Station Michigan 

4 
COMDTINST M16114.25B 

City (10), Station Jonesport (10), Station Fort Pierce (10), Station Maui (10), Station South 

Padre Island (10), Station Key West (10), Station Honolulu (10), Station Sand Key (10) 

5 

RECORD OF CHANGES 

CHANGE 

NUMBER 

DATE OF 

CHANGE 

DATE 

ENTERED 

ENTERED BY 
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47FT MLB Operator’s Handbook 

Table of Contents 

CHAPTER 1 INTRODUCTION ............................................................................................................. 1-1

SECTION A. WARNINGS, CAUTIONS, AND NOTES.................................................................................................. 1-3 

Introduction................................................................................................................................................. 1-3 

A.1. Warning.............................................................................................................................................. 1-3 

A.2. Caution ............................................................................................................................................... 1-3 

A.3. Note .................................................................................................................................................... 1-3 

SECTION B. FACILITY MANAGER.......................................................................................................................... 1-5 

Introduction................................................................................................................................................. 1-5 

SECTION C. CHANGES........................................................................................................................................... 1-7 

Introduction................................................................................................................................................. 1-7 

C.1. Engineering Changes (EC) .................................................................................................................. 1-7 

SECTION D. ACTION ............................................................................................................................................. 1-9 

Introduction................................................................................................................................................. 1-9 

D.1. Configuration Control ........................................................................................................................ 1-9 

CHAPTER 2 BOAT CHARACTERISTICS.......................................................................................... 2-1

SECTION A. GENERAL DESCRIPTION..................................................................................................................... 2-3 

A.1. Design ................................................................................................................................................ 2-3 

A.2. Manufacturer ...................................................................................................................................... 2-3 

A.3. Missions ............................................................................................................................................. 2-3 

A.4. Boat Specifications............................................................................................................................. 2-3 

A.5. Superstructure..................................................................................................................................... 2-5 

A.6. Hull..................................................................................................................................................... 2-6 

SECTION B. WATERTIGHT COMPARTMENTS ......................................................................................................... 2-9 

Forward Peak ................................................................................................................................................. 2-11 

B.1. General ............................................................................................................................................. 2-11 

Forward Compartment ................................................................................................................................... 2-12 

B.2. Access............................................................................................................................................... 2-12 

B.3. Interior .............................................................................................................................................. 2-12 

Auxiliary Machinery Compartment ................................................................................................................ 2-14 

B.4. Access............................................................................................................................................... 2-14 

B.5. Interior .............................................................................................................................................. 2-14 

Survivors Compartment .................................................................................................................................. 2-17 

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Table of Contents 

B.6. Access............................................................................................................................................... 2-17 

B.7. Interior .............................................................................................................................................. 2-17 

Engine Room................................................................................................................................................... 2-23

B.8. Access............................................................................................................................................... 2-23 

B.9. Interior .............................................................................................................................................. 2-23 

Lazarette ......................................................................................................................................................... 2-26 

B.10. Access............................................................................................................................................. 2-26 

B.11. Interior ............................................................................................................................................ 2-26 

Enclosed Bridge.............................................................................................................................................. 2-28 

B.12. Access............................................................................................................................................. 2-28 

B.13. Interior ............................................................................................................................................ 2-28 

SECTION C. OPEN BRIDGE .................................................................................................................................. 2-33 

C.1. Access............................................................................................................................................... 2-33 

C.2. Steering Stations............................................................................................................................... 2-33 

C.3. Radar................................................................................................................................................. 2-36 

C.4. Windscreen....................................................................................................................................... 2-36 

C.5. Magnetic Compass ........................................................................................................................... 2-36 

C.6. Seating .............................................................................................................................................. 2-36 

C.7. Binoculars......................................................................................................................................... 2-36 

C.8. “D” Rings ......................................................................................................................................... 2-36 

SECTION D. MAST PLATFORM ............................................................................................................................ 2-37 

D.1. General ............................................................................................................................................. 2-37 

SECTION E. MAIN DECK EQUIPMENT.................................................................................................................. 2-39 

E.1. Bullnose ............................................................................................................................................ 2-39 

E.2. Paired Bitts........................................................................................................................................ 2-39 

E.3. Chocks .............................................................................................................................................. 2-39 

E.4. Handrails........................................................................................................................................... 2-39 

E.5. Tow Bitt............................................................................................................................................ 2-39 

E.6. Tow Reels ......................................................................................................................................... 2-39 

E.7. Deck Lighting ................................................................................................................................... 2-40 

E.8. Miscellaneous Equipment................................................................................................................. 2-40 

SECTION F. MAIN DECK STOWAGE..................................................................................................................... 2-41 

F.1. Aft Buoyancy Chamber .................................................................................................................... 2-41 

F.2. Forward Deck Lockers...................................................................................................................... 2-41 

F.3. Pump ................................................................................................................................................. 2-42 

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Table of Contents 

CHAPTER 3 BOAT SYSTEMS.............................................................................................................. 3-1

SECTION A. PROPULSION SYSTEM ........................................................................................................................ 3-3 

Introduction................................................................................................................................................. 3-3 

A.1. Engines............................................................................................................................................... 3-4 

A.2. Drive Shafts........................................................................................................................................ 3-4 

A.3. Reduction Gears ................................................................................................................................. 3-4 

A.4. Propeller Shafts .................................................................................................................................. 3-6 

SECTION B. DDEC SYSTEM.................................................................................................................................. 3-7 

Introduction................................................................................................................................................. 3-7 

B.1. Major Components ............................................................................................................................. 3-7 

SECTION C. RAW WATER COOLING SYSTEM ...................................................................................................... 3-11 

Introduction............................................................................................................................................... 3-11 

C.1. System Flow ..................................................................................................................................... 3-11 

SECTION D. ENGINE SYSTEMS ............................................................................................................................ 3-13 

Engine Coolant System ................................................................................................................................... 3-14 

Introduction............................................................................................................................................... 3-14 

D.1. Block Flow ....................................................................................................................................... 3-14 

D.2. Charge Air Flow............................................................................................................................... 3-15 

Engine Lubrication System ............................................................................................................................. 3-16 

Introduction............................................................................................................................................... 3-16 

D.3. Scavenging Oil Pump....................................................................................................................... 3-16 

D.4. How the Pump Works ...................................................................................................................... 3-16 

D.5. Flow.................................................................................................................................................. 3-16 

D.6. Pressure Regulator Valve ................................................................................................................. 3-17 

D.7. Vertical Gallery ................................................................................................................................ 3-17 

D.8. Main Gallery .................................................................................................................................... 3-17 

Engine Combustion Air System....................................................................................................................... 3-19 

Introduction............................................................................................................................................... 3-19 

D.9. Blower .............................................................................................................................................. 3-19 

D.10. Turbocharger .................................................................................................................................. 3-19 

D.11. Air Flow ......................................................................................................................................... 3-19 

Engine Exhaust System ................................................................................................................................... 3-21 

Introduction............................................................................................................................................... 3-21 

D.12. Exhaust Gas Silencer...................................................................................................................... 3-21 

SECTION E. FUEL OIL SYSTEM............................................................................................................................ 3-22 

Introduction............................................................................................................................................... 3-22 

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Table of Contents 

E.1. Fuel Tank.......................................................................................................................................... 3-22 

E.2. Fuel Oil Supply................................................................................................................................. 3-22 

E.3. Fuel Oil Return ................................................................................................................................. 3-23 

SECTION F. HYDRAULIC STEERING SYSTEM ....................................................................................................... 3-25 

Introduction............................................................................................................................................... 3-25 

F.1. Manual System Operation................................................................................................................. 3-25 

F.2. Power Assisted System Operation .................................................................................................... 3-25 

F.3. System Reservoir .............................................................................................................................. 3-26 

SECTION G. HEATING, VENTILATION, AIR CONDITIONING SYSTEM (HVAC)..................................................... 3-27 

Introduction............................................................................................................................................... 3-27 

G.1. Control Units.................................................................................................................................... 3-27 

G.2. HVAC Raw Water System............................................................................................................... 3-27 

G.3. Natural Ventilation........................................................................................................................... 3-27 

SECTION H. ELECTRICAL SYSTEM ...................................................................................................................... 3-29 

Introduction............................................................................................................................................... 3-29 

H.1. AC Power Sources ........................................................................................................................... 3-29 

H.2. DC Power Sources ........................................................................................................................... 3-29 

H.3. Power Panels .................................................................................................................................... 3-30 

SECTION I. EMERGENCY SYSTEMS...................................................................................................................... 3-37 

Emergency Window Release System ............................................................................................................... 3-38 

Introduction............................................................................................................................................... 3-38 

I.1. System Configuration ........................................................................................................................ 3-38 

I.2. Testing ............................................................................................................................................... 3-38 

I.3. Re-Arming ......................................................................................................................................... 3-38 

Engine Room Fire Suppression System .......................................................................................................... 3-40 

Introduction............................................................................................................................................... 3-40 

I.4. Storage Location ................................................................................................................................ 3-41 

I.5. Activation........................................................................................................................................... 3-41 

I.6. System Flow ...................................................................................................................................... 3-41 

Installed Dewatering System........................................................................................................................... 3-42 

Introduction............................................................................................................................................... 3-42 

I.7. Bilge Pump Selector Switch .............................................................................................................. 3-42 

I.8. Location of Pumps and Panel ............................................................................................................ 3-42 

I.9. CG-P6 Portable Pump........................................................................................................................ 3-42 

Bilge Flooding Alarm System ......................................................................................................................... 3-44 

I.10. Sensors............................................................................................................................................. 3-44 

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I.11. Operation ......................................................................................................................................... 3-44 

I.12. Location ........................................................................................................................................... 3-44 

I.13. Spaces .............................................................................................................................................. 3-44 

Fire Fighting................................................................................................................................................... 3-46 

I.14. Policy ............................................................................................................................................... 3-46 

SECTION J. COMMUNICATIONS/NAVIGATION SYSTEM ........................................................................................ 3-47 

Introduction............................................................................................................................................... 3-47 

J.1. Raymarine 430 Loudhailer ................................................................................................................ 3-47 

J.2. Motorola VHF-FM Astro Spectra W9 Transceiver Control Head .................................................... 3-48 

J.3. Furuno NAVpilot............................................................................................................................... 3-49 

J.4. Magnetic Compass............................................................................................................................. 3-49 

J.5. Furuno 1933C/NT Radar/Chart Plotter Display ................................................................................ 3-50 

J.6. K-Band Pedestal Antenna................................................................................................................... 3-51 

J.7. WAAS/DGPS Receiver/ Antenna ..................................................................................................... 3-51 

J.8. RD-30 Multi-Display......................................................................................................................... 3-52 

J.9. GP-37 WAAS/DGPS Receiver and Navigator.................................................................................. 3-53 

J.10. PG-1000 Heading Sensor ................................................................................................................ 3-54 

J.11. 235DT-SSE Depth and Temperature Sensor................................................................................... 3-55 

J.12. Simrad Taiyo TD-L1550A .............................................................................................................. 3-55 

SECTION K. WEAPONS MOUNTING ..................................................................................................................... 3-57 

K.1. Machine Gun Elevation and Train Stop Limits................................................................................ 3-57 

K.2. Pre-Mission Procedures.................................................................................................................... 3-58 

CHAPTER 4 CREW REQUIREMENTS............................................................................................... 4-1

SECTION A. MINIMUM CREW................................................................................................................................ 4-3

A.1. Certified Crew .................................................................................................................................... 4-3 

SECTION B. COXSWAIN......................................................................................................................................... 4-5 

Introduction................................................................................................................................................. 4-5 

B.1. Authority and Responsibility.............................................................................................................. 4-5 

B.2. Relief of Responsibility ...................................................................................................................... 4-5 

B.3. Operating in Heavy Weather .............................................................................................................. 4-6 

SECTION C. ENGINEER.......................................................................................................................................... 4-7 

Introduction................................................................................................................................................. 4-7 

C.1. Qualifications ..................................................................................................................................... 4-7 

C.2. Responsibilities................................................................................................................................... 4-7 

SECTION D. CREW MEMBERS ............................................................................................................................... 4-9 

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Table of Contents 

Introduction................................................................................................................................................. 4-9 

D.1. Certified Crew Member....................................................................................................................... 4-9 

D.2. Additional Crew Members .................................................................................................................. 4-9 

SECTION E. PASSENGERS AND SURVIVORS ......................................................................................................... 4-11 

Introduction............................................................................................................................................... 4-11 

SECTION F. TRAINING......................................................................................................................................... 4-13 

Introduction............................................................................................................................................... 4-13 

F.1. Standards for Qualification ............................................................................................................... 4-13 

F.2. Training Underway ........................................................................................................................... 4-13 

SECTION G. SAFETY EQUIPMENT ........................................................................................................................ 4-15 

G.1. Personal Protective Equipment......................................................................................................... 4-15 

G.2. Protective Equipment During Heavy Weather/Surf ......................................................................... 4-15 

G.3. Waivers ............................................................................................................................................ 4-15 

CHAPTER 5 OPERATIONAL GUIDELINES ..................................................................................... 5-1

SECTION A. OPERATING PARAMETERS ................................................................................................................. 5-3 

Introduction................................................................................................................................................. 5-3 

A.1. Disabling Casualties........................................................................................................................... 5-3 

A.2. Restrictive Discrepancies ................................................................................................................... 5-4 

A.3. Major Discrepancies........................................................................................................................... 5-5 

A.4. Minor Discrepancies........................................................................................................................... 5-5 

A.5. Environmental Limits......................................................................................................................... 5-6 

A.6. Additional Stability Limits................................................................................................................. 5-6 

SECTION B. PERFORMANCE DATA ........................................................................................................................ 5-7 

B.1. Fuel Consumption............................................................................................................................... 5-7 

B.2. Seakeeping.......................................................................................................................................... 5-8 

B.3. Turning ............................................................................................................................................... 5-8 

B.4. Stability............................................................................................................................................... 5-8 

B.5. Acceleration...................................................................................................................................... 5-10 

B.6. Speed ................................................................................................................................................ 5-10 

B.7. Deceleration...................................................................................................................................... 5-10 

CHAPTER 6 MISSION PERFORMANCE ........................................................................................... 6-1

SECTION A. STARTING PROCEDURES .................................................................................................................... 6-3 

A.1. Pre-Start.............................................................................................................................................. 6-3 

A.2. Engine Starting................................................................................................................................... 6-5 

A.3. Energizing Equipment........................................................................................................................ 6-6 

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Table of Contents 

SECTION B. UNDERWAY ....................................................................................................................................... 6-7 

Introduction................................................................................................................................................. 6-7 

B.1. Personal Protective Gear .................................................................................................................... 6-7 

B.2. Communication .................................................................................................................................. 6-7 

B.3. Changing Control Stations.................................................................................................................. 6-8 

SECTION C. HANDLING CHARACTERISTICS........................................................................................................... 6-9 

Turning and Pivoting ...................................................................................................................................... 6-10 

Introduction............................................................................................................................................... 6-10 

C.1. Jog Levers......................................................................................................................................... 6-10 

C.2. Split Throttle Turn............................................................................................................................ 6-10 

C.3. Restricted Maneuvering.................................................................................................................... 6-11 

Head seas........................................................................................................................................................ 6-12 

Introduction............................................................................................................................................... 6-12 

C.4. Speed ................................................................................................................................................ 6-12 

C.5. Quartering the Seas........................................................................................................................... 6-12 

Stern to Seas.................................................................................................................................................... 6-13 

Introduction............................................................................................................................................... 6-13 

C.6. Using the Stern for Alternative Options ........................................................................................... 6-13 

C.7. Riding the Back of a Wave............................................................................................................... 6-13 

Beam Seas....................................................................................................................................................... 6-14 

C.8. Steering............................................................................................................................................. 6-14 

Effects of Wind ................................................................................................................................................ 6-15 

C.9. Turning the Bow............................................................................................................................... 6-15 

Station Keeping............................................................................................................................................... 6-16 

C.10. General ........................................................................................................................................... 6-16 

SECTION D. SURF OPERATIONS........................................................................................................................... 6-17

Introduction............................................................................................................................................... 6-17 

D.1. Recognizing a Wave......................................................................................................................... 6-17 

D.2. Outbound in Waves Under 14' ......................................................................................................... 6-17 

D.3. Outbound in Waves Over 14' ........................................................................................................... 6-17 

D.4. Inbound ............................................................................................................................................ 6-18 

D.5. Stern to Station Keeping................................................................................................................... 6-18 

SECTION E. TOWING ........................................................................................................................................... 6-19 

Introduction............................................................................................................................................... 6-19 

E.1. Approaches ....................................................................................................................................... 6-19 

E.2. Affects of Wind with Vessel in Tow ................................................................................................ 6-20 

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Table of Contents 

E.3. Tow Watch........................................................................................................................................ 6-21 

SECTION F. ANCHORING ..................................................................................................................................... 6-23 

Introduction............................................................................................................................................... 6-23 

F.1. Anchoring the Boat........................................................................................................................... 6-23 

F.2. Weigh Anchor................................................................................................................................... 6-24 

SECTION G. HELICOPTER OPERATIONS ............................................................................................................... 6-25 

G.1. Hoist Working Area ......................................................................................................................... 6-25 

G.2. Crew Placement................................................................................................................................ 6-25 

G.3. Procedures ........................................................................................................................................ 6-25 

SECTION H. PERSONNEL RECOVERY................................................................................................................... 6-27 

H.1. Pick-Up Ports ................................................................................................................................... 6-27 

H.2. Controlling the Boat ......................................................................................................................... 6-27 

H.3. Deck Recess ..................................................................................................................................... 6-27 

SECTION I. ICE CONDITIONS................................................................................................................................ 6-29 

I.1. General............................................................................................................................................... 6-29 

SECTION J. SECURING PROCEDURES ................................................................................................................... 6-31 

J.1. Procedure........................................................................................................................................... 6-31 

CHAPTER 7 EMERGENCY PROCEDURES ...................................................................................... 7-1

SECTION A. CAPSIZING ......................................................................................................................................... 7-3 

A.1. Preparation ......................................................................................................................................... 7-3 

A.2. Recovery............................................................................................................................................. 7-3 

A.3. Actions ............................................................................................................................................... 7-3 

SECTION B. COLLISION WITH SUBMERGED OBJECT (OR BOTTOM)....................................................................... 7-5 

B.1. Symptom............................................................................................................................................. 7-5 

B.2. Actions................................................................................................................................................ 7-5 

SECTION C.I. STEERING CASUALTY (HYDRAULIC) ............................................................................................... 7-7 

C.1. Symptoms ........................................................................................................................................... 7-7 

C.2. Actions................................................................................................................................................ 7-7 

SECTION C.II. STEERING CASUALTY (ELECTRICAL) ............................................................................................. 7-9 

C.3. Symptoms ........................................................................................................................................... 7-9 

C.4. Actions................................................................................................................................................ 7-9 

SECTION D. REDUCTION GEAR FAILURE............................................................................................................. 7-11 

D.1. Symptoms......................................................................................................................................... 7-11 

D.2. Actions ............................................................................................................................................. 7-11 

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Table of Contents 

SECTION E. FIRE IN THE ENGINE ROOM .............................................................................................................. 7-13 

E.1. Symptoms ......................................................................................................................................... 7-13 

E.2. Actions.............................................................................................................................................. 7-13 

SECTION F. FIRE IN THE AUXILIARY MACHINERY COMPARTMENT ..................................................................... 7-15 

F.1. Symptoms.......................................................................................................................................... 7-15 

F.2. Actions .............................................................................................................................................. 7-15 

SECTION G. LOSS OF CONTROL OF ENGINE RPM................................................................................................ 7-17 

G.1. Symptoms......................................................................................................................................... 7-17 

G.2. Actions ............................................................................................................................................. 7-17 

SECTION H. LOSS OF FUEL OIL PRESSURE .......................................................................................................... 7-19 

H.1. Symptoms......................................................................................................................................... 7-19 

H.2. Actions ............................................................................................................................................. 7-19 

SECTION I. LOSS OF LUBE OIL PRESSURE ........................................................................................................... 7-21 

I.1. Symptoms .......................................................................................................................................... 7-21 

I.2. Actions............................................................................................................................................... 7-21 

SECTION J. MAIN ENGINE HIGH WATER TEMPERATURE..................................................................................... 7-23 

J.1. Symptoms .......................................................................................................................................... 7-23 

J.2. Actions............................................................................................................................................... 7-23 

J.3. Raw Water System Checks................................................................................................................ 7-24 

J.4. Jacket Water System Checks ............................................................................................................. 7-24 

SECTION K. LOW VOLTAGE ALARM/LOSS OF ELECTRICAL CHARGING SYSTEM................................................. 7-27 

K.1. Symptoms......................................................................................................................................... 7-27 

K.2. Actions ............................................................................................................................................. 7-27 

SECTION L. FLOODING........................................................................................................................................ 7-29 

L.1. Symptoms ......................................................................................................................................... 7-29 

L.2. Actions.............................................................................................................................................. 7-29 

SECTION M. HARD GROUNDING ......................................................................................................................... 7-31 

M.1. Symptoms ........................................................................................................................................ 7-31 

M.2. Actions............................................................................................................................................. 7-31 

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Table of Contents 

APPENDIX A. OUTFIT LIST AND STOWAGE PLAN........................................................................ A-1

APPENDIX B. ENGINEERING CHANGES ...........................................................................................B-1

APPENDIX C. MATERIEL INSPECTION CHECKLIST.................................................................... C-1

APPENDIX D. DISABLING CASUALTIES ........................................................................................... D-1

APPENDIX E. RESTRICTIVE AND MAJOR DISCREPANCIES.......................................................E-1

APPENDIX F. FULL POWER TRIAL.....................................................................................................F-1

APPENDIX G. LIST OF ACRONYMS.................................................................................................... G-1

INDEX ........................................................................................................................................................... INDEX-1

x 
47FT MLB Operator’s Handbook 

List of Figures 

Figure 2-1 47FT MLB Outboard Profile .................................................................................................................. 2-8 

Figure 2-2 47FT MLB Inboard Profile..................................................................................................................... 2-9 

Figure 2-3 Forward Compartment.......................................................................................................................... 2-13 

Figure 2-4 Auxiliary Machinery Compartment, Forward View............................................................................. 2-14 

Figure 2-5 Auxiliary Machinery Compartment, Aft View ..................................................................................... 2-16 

Figure 2-6 Survivors Compartment, Forward View............................................................................................... 2-18 

Figure 2-7 Survivors Compartment, Aft View....................................................................................................... 2-19 

Figure 2-8 Survivor Secured To Deck.................................................................................................................... 2-19 

Figure 2-9 Engine Room ........................................................................................................................................ 2-24 

Figure 2-10 Lazarette ............................................................................................................................................. 2-27 

Figure 2-11 Enclosed Bridge - Upper Console ...................................................................................................... 2-29 

Figure 2-12 Enclosed Bridge - Lower Console ...................................................................................................... 2-30 

Figure 2-13 Enclosed Bridge - Lower Console (Sub-Unit)................................................................................... 2-30 

Figure 2-14 Open Bridge, Port Steering Station..................................................................................................... 2-33 

Figure 2-15 Open Bridge, Center Console ............................................................................................................. 2-35 

Figure 2-16 Open Bridge, Starboard Steering Station............................................................................................ 2-35 

Figure 2-17 Mast Platform ..................................................................................................................................... 2-37 

Figure 3-1 Propulsion System (Engine Room & Survivors Compartment) ............................................................. 3-3

Figure 3-2 Reduction Gear Lube Oil Drawing......................................................................................................... 3-5 

Figure 3-3 DDEC System Diagram.......................................................................................................................... 3-8 

Figure 3-4 Raw Water System................................................................................................................................ 3-12 

Figure 3-5 Lube Oil System ................................................................................................................................... 3-18 

Figure 3-6 AirSep System Diagram ....................................................................................................................... 3-20 

Figure 3-7 Exhaust System..................................................................................................................................... 3-21 

Figure 3-8 Fuel Oil System .................................................................................................................................... 3-23 

Figure 3-9 Steering System .................................................................................................................................... 3-26 

Figure 3-10 12 VDC Power Panel.......................................................................................................................... 3-32 

Figure 3-11 120 VAC Power Panel........................................................................................................................ 3-33 

Figure 3-12 24 VDC Power Panel.......................................................................................................................... 3-34 

Figure 3-13 DC Electrical and Charging Diagram................................................................................................. 3-35 

Figure 3-14 Emergency Window Release System ................................................................................................. 3-39 

Figure 3-15 Engine Room Fire Suppression System.............................................................................................. 3-40 

Figure 3-16 Bilge Pump System............................................................................................................................. 3-43 

Figure 3-17 Dewatering & Fire Fighting Standpipes ............................................................................................. 3-43 

xi 
List of Figures 

Figure 3-18 Bilge Flood Alarm System.................................................................................................................. 3-45 

Figure 3-19 Raymarine 430 Loudhailer ................................................................................................................. 3-48 

Figure 3-20 Motorola VHF-FM Astro Spectra W9 Transceiver Control Head ..................................................... 3-48

Figure 3-21 Furuno NAVpilot................................................................................................................................ 3-49 

Figure 3-22 Magnetic Compass.............................................................................................................................. 3-50 

Figure 3-23 Radar Display ..................................................................................................................................... 3-51 

Figure 3-24 Radar Antenna WAAS/DGPS Receiver/Antenna .............................................................................. 3-52 

Figure 3-25 RD-30 Multi Display .......................................................................................................................... 3-53 

Figure 3-26 GP-37 WAAS/DGPS Receiver and Navigator................................................................................... 3-54 

Figure 3-27 Heading Sensor................................................................................................................................... 3-54 

Figure 3-28 235DT-SSE Depth and Temperature Sensor ...................................................................................... 3-55 

Figure 3-29 Direction Finder.................................................................................................................................. 3-55 

Figure 3-30 MK-97 Locking Nut ........................................................................................................................... 3-59 

Figure 5-1 Fuel Consumption vs. Speed .................................................................................................................. 5-7 

Figure 5-2 Range vs. Speed...................................................................................................................................... 5-7 

Figure 5-3 Speed vs. Sea Height (Head Seas).......................................................................................................... 5-9 

Figure 5-4 Turning Characteristics........................................................................................................................... 5-9 

Figure F-1 Allowable Ranges and Results ............................................................................................................... F-4 

xii 
47FT MLB Operator’s Handbook 

CHAPTER 1 

INTRODUCTION 

Introduction This handbook contains information necessary for the safe and efficient 

operation of the 47FT Motor Lifeboat (MLB). It defines operational 

capabilities, limitations, and emergency procedures. In addition, it shows or 

describes the fittings, outfit list, and physical characteristics of the boat. 

In this Chapter This chapter contains sections. 

Section Topic See Page 

A Warnings, Cautions, and Notes 1-3 

B Facility Manager 1-5 

C Changes 1-7 

D Action 1-9 

1-1 
Chapter 1 - Introduction 

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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. 

1-3 
Chapter 1 - Introduction 

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1-4
Chapter 1 - Introduction 

Section B. Facility Manager 

Introduction Commandant (CG-731), the Office of Boat Forces, is the facility manager for 

the 47FT MLB. The 47FT MLB is a standard boat as defined in the Boat 

Management Manual, COMDTINST Ml61l4.4 (series), and the Naval 

Engineering Manual, COMDTINST M9000.6 (series). The National Motor 

Lifeboat School (NMLBS), through the Standardization (STAN) Team, 

provides expertise in all aspects of the 47FT MLB’s operation and 

maintenance. The STAN Team reviews the boat, its equipment, crew 

procedures, operational reports (CASREPS, AOPS/TMT, etc.), and technical 

manuals continuously to update the information in this handbook. 

1-5 
Chapter 1 - Introduction 

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1-6
Chapter 1 - Introduction 

Section C. Changes 

Introduction Commandant (CG-731) promulgates this handbook and its changes. Submit 

recommendations for changes to Commandant (CG-731) via standard memo 

or electronic mail. For more information, contact Commandant (CG-731), 

47FT MLB Facility Manager. 

The address for Commandant (CG-731) is: 

Commandant (CG-731) 

U. S. Coast Guard Headquarters 

2100 Second Street, SW

Washington, DC 20593-0001 

Attn: 47FT MLB Facility Manager 

C.1. All Engineering Changes (EC) issued since the 47FT MLB has been in 

Engineering service are provided in Appendix B. ECs approved after the promulgation of 

Changes (EC) this handbook supersede information in the 47FT MLB Operator’s 

Handbook, where applicable. 

1-7 
Chapter 1 - Introduction 

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1-8
Chapter 1 - Introduction 

Section D. Action 

Introduction Operating, supervisory, and maintenance support 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 47FT MLB is critical for standardization of 

equipment and safety of operations. The boat’s speed, performance and 

range characteristics are extremely sensitive to excess weight. 

NOTE  

NOTE  

To maintain fleet wide standardization, unit commanders shall not change or vary the 

type or location of equipment carried except where noted. Design or structural 

alterations are prohibited unless specifically authorized by the Office of Naval 

Engineering, Commandant (CG-45). 

Prototype testing of 47FT MLB configuration changes may only be carried out with 

the specific authorization of the Office of Naval Engineering, Commandant (CG-45). 

Under most circumstances, prototype testing is done at the National Motor Lifeboat 

School. 

1-9 
Chapter 1 - Introduction 

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1-10
47FT MLB Operator’s Handbook 

CHAPTER 2 

BOAT CHARACTERISTICS 

Introduction This chapter describes standard 47FT MLB features. The systems described 

briefly in this chapter are covered in detail in Chapter 3 – Boat Systems. 

NOTE  
 All illustrations in this Operator’s Handbook are for familiarization only. The location 

of machinery and equipment in these illustrations may not accurately reflect proper 

placement and installation. Refer to the appropriate blueprint, NE-TIMS, technical 

publication or enclosure to this handbook for proper placement. 

In this Chapter This chapter contains the following sections: 

Section Topic See Page 

A General Description 2-3 

B Watertight Compartments 2-9 

C Open Bridge 2-35 

D Mast Platform 2-39 

E Main Deck Equipment 2-41 

F Main Deck Stowage 2-43 

2-1 
Chapter 2 – Boat Characteristics 

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2-2
Chapter 2 – Boat Characteristics 

Section A. General Description 

A.1. Design The 47FT MLB (Figure 2-1) was designed by the Boat Engineering Branch 

of the U.S. Coast Guard Engineering Logistics Center. 

A.2. Textron Marine and Land Systems of New Orleans, LA, completed the 

Manufacturer detailed design and built the 47FT MLBs. The prototype craft (CG 47200) 

went into service in 1990. The pre-production boats (CG 47201 – CG 

47205) were delivered in 1993-1994. The first production craft (CG 47206) 

entered service in 1997. 

A.3. Missions The 47FT MLB is designed to perform mission activities in adverse weather 

and sea conditions. Its primary mission is surf/heavy weather SAR, but it is 

designed to support multi-mission operations. 

A.4. Boat The following provides a list of all 47FT MLB boat specifications: 

Specifications 

2-3 
Chapter 2 – Boat Characteristics 

A.4.a. Physical 

characteristics 

Hull Length 

Length Overall 

Hull Beam

Beam Overall 

Freeboard

 Bow

 Amidships 

 Aft

Draft

Highest Points: 

Fixed 

Unfixed 

Engines 

Rated Horsepower 

Reduction Gear 

Fuel Type 

Fuel Capacity 

100% 

95% (usable) 

Electrical Generation 

Propellers 

Displacement 

Hoisting condition 

47’11” 

48’11” (w/ rubrails) 

 14’0” (w/o rubrails) 

 15’0” (w/ rubrails) 

 6’8”

 2’2” (Deck Recess) 

 7’1”

 4’6”

 18’6” (Radar antenna) 

 28’4” (HF antenna) 

 Twin Detroit Diesel 

Electronically Controlled 

(DDEC) 6V92TA 

435 BHP at 2100 RPM 

 Reintjes WVS 234 UP, 2:1 

reduction 

Diesel 

394 GAL 

373 GAL 

Dual Alternators 

 Fixed 4 bladed, 28” diameter, 

36” pitch 

40,000 LBS 

 (boat, full fuel, outfit; no crew or cargo) 

 (Hoisting condition + 4 crew members @ 210 LBS ea) 

Trailer Information 

The 47FT MLB was not designed for transport on a boat trailer. 

Over-the-road delivery should be performed by a licensed 

commercial shipping company. 

Potable Water Capacity 5 GAL 

2-4
Chapter 2 – Boat Characteristics 

A.4.b. Operating 

Characteristics 

Maximum Personnel (including crew) 

Maximum Seas 

34 (180 lbs each) 

30’ 

and Parameters Maximum Breaking (Surf) Seas 

Maximum Winds 

20’ 

50 KTS 

Range (Cruising RPM in Calm Water) 

Maximum Operating Distance from Shore 

Maximum RPM 

200 NM 

50 NM 

 2100 RPM 

Maximum Speed 

Cruising RPM 

Cruising Speed 

Towing Capacity (with 3 1⁄4” Towline) 

Towing Capacity (with 2” Towline) 

Ice Breaking Capability 

 25 KTS 

 1850 RPM 

 20 KTS 

150 Displacement Tons 

50 Displacement Tons 

Light Surface Ice 

NOTE  


NOTE 


NOTE 


A.5. 

Superstructure 

Unit commanders shall comply with the minimum boat crew requirements when 

dispatching boats for Coast Guard operations in accordance with Volume I of the U.S. 

Coast Guard Boat Operations and Training (BOAT) Manual, COMDTINST 

M16114.32 (series). See Chapter 4 of this handbook for additional Crew 

Requirements. 

Feedback from the Original Equipment Manufacturer indicate that environmental 

temperatures for human endurance will be reached long before environmental 

temperatures adversely impact the mechanical functioning of the 47FT MLB. Unit and 

operational commanders shall perform a thorough risk assessment in accordance with 

the Coast Guard’s Operational Risk Management Instruction, COMDTINST M3500.3 

(series), when deploying the 47FT MLB in adverse weather conditions. 

Additional guidance on passenger capacity and stability can be found in section 5.A.6. 

of this manual. 

The boat’s superstructure is made of 5456 marine aluminum and contains the 

Survivors compartment, Enclosed Bridge, and Open Steering Station. It is 

fixed to the hull at Frame 3 (aft) and Frame 12 (forward). The mast platform 

is attached to the superstructure at Frame 3 and Frame 5. The radar antenna 

and fold down mast are connected to the mast platform. 

2-5 
Chapter 2 – Boat Characteristics 

A.6. Hull The boat’s hull is made of 5456 marine grade aluminum. The hull’s design 

is deep-V planing from bow to stern with frames numbered from transom to 

bow. The deepest draft is 4' 6" at the propeller shaft strut extensions. The 

propulsion system is a “U” drive configuration. Each propeller shaft runs aft 

from the reduction gear, penetrates the hull between Frames 3 and 4, and 

carries a 28" x 36" four-bladed propeller. 

A.6.a. Hull The hull consists of 5

/16" bottom plating, 1⁄4" side shell, 3/8" chine plates and

construction 1⁄2" keel plate. The 47FT MLB has a fixed fender system (rubrails) to protect 

the exterior of the hull and other vessels during alongside work. 

2-6
Chapter 2 – Boat Characteristics 

A.6.b. Hull Frames are numbered from transom to bow at roughly 30" intervals (varies 

reference points somewhat from frame to frame). 

Item Location 

Spray rails Welded to the hull just above the 

waterline from the bow to Frame 11. 

Boat’s numbers, a Coast Guard 

identification stripe with emblem, 

and “U.S. COAST GUARD” in 

black letters (EC-002) 

On each side of the hull between Frames 

9 and 15. 

Boat’s number and station name 

in black letters (EC-002) 

Displayed on the stern. 

Fixed fenders or “rubrails” (“D” 

shaped ionomer foam attached to 

studs welded to the hull) 

At the gunwale level from the bow to 

Frame 7, around the stern to Frame 1, 

and at the recess gunwale from Frames 3 

to 9. 

Survivors compartment sink 

discharge 

Overboard port side at Frame 5, just 

below and aft of the recess step. 

Overboard discharges for the 

bilge pumps 

• Frame 11, starboard side (forward 

compartment); 

• Frame 9 port side (auxiliary 

machinery compartment); 

• Frame 3, port and starboard (engine 

room); and transom (lazarette). 

Depth sounder transducer Between Frames 7 and 8 to port of the 

fuel tank. 

Speed log Between Frames 7 and 8 to starboard of 

the fuel tank. 

Sea suction valves Between Frames 4 and 5 on both sides 

of the keel in the engine room. 

Exhaust ports exit the hull Between Frames 1 and 2, port and 

starboard sides, just above the waterline. 

The boat’s deepest draft Between Frames 1 and 2, just aft of the 

tow post (at the shaft strut extensions). 

Propellers Directly under Frame 1. 

Rudder posts Penetrate the hull between Frame 1 and 

the transom. 

Weld marks to mark the 3' 

waterline as measured from the 

keel 

Each side of the hull fore and aft, 

centered 9 3/8" forward of Frame 15 and 

4 3

/8" aft of Frame 1. 

2-7 
Chapter 2 – Boat Characteristics 

Aft Buoyancy 

Chamber 

Figure 2-1 

47FT MLB Outboard Profile 

2-8
Chapter 2 – Boat Characteristics 

Section B. Watertight Compartments 

Introduction The 47FT MLB has seven main watertight compartments separated by 

bulkheads (Figure 2-2): 

Lazarette: Transom to Frame 1. 

Engine Room: Frame 1 to Frame 5. 

Survivors Compartment: Frame 5 to Frame 8. 

Auxiliary Machinery Compartment: Frame 8 to Frame 10. 

Forward Compartment: Frame 10 to Frame 15. 

Forward Peak: Frame 15 to bow. 

Enclosed Bridge: Frame 8 to Frame 10 above the main deck. 

NOTE  47’ MLB has natural ventilation to all compartments. 

Figure 2-2 

47FT MLB Inboard Profile 

2-9 
Chapter 2 – Boat Characteristics 

In addition, there are several secondary watertight compartments which aid 

in self-righting the craft in event of a capsizing. They are the Forward Deck 

Lockers, the Mast Platform, the Open Bridge Consoles and the Buoyancy 

Chamber. 

In this Section This chapter contains general information on the following areas of the boat: 

Topic See Page 

 Forward Peak 2-11 

 Forward Compartment 2-12 

Auxiliary Machinery Compartment 2-14 

 Survivors Compartment 2-17 

 Engine Room 2-23 

Lazarette 2-26 

 Enclosed Bridge 2-28 

2-10
Chapter 2 – Boat Characteristics 

Forward Peak 

B.1. General The Forward Peak, or forepeak, is a buoyancy chamber accessed through a 

20" QAWTH at Bulkhead 15. The compartment is naturally ventilated with 

a 2" check vent. A drain plug is provided on the port side bilge accessed 

from the Forward Compartment. 

(See Appendix B: EC-029) 

2-11 
Chapter 2 – Boat Characteristics 

Forward Compartment 

B.2. Access A quick-acting watertight escape hatch is in the weather deck at Frame 15 to 

starboard of the centerline. A T-handle wrench, stowed in the port forward 

deck locker, is used to open and close the hatch from above. A hand wheel 

operates the hatch from below. A safety catch secures the hatch in the open 

position. A QAWTD provides access to the Auxiliary Machinery 

Compartment on the centerline at Bulkhead 10. 

B.3. Interior The following items are found in the interior of the Forward Compartment 

(Figure 2-3): 

B.3.a. Egress 

ladder 

An egress ladder is to starboard of the centerline under the escape hatch on 

Bulkhead 15. 

B.3.b. Stowage 

boxes 

Stowage boxes are located on both sides of the deck grating at Frame 12. 

The port box contains spare oil (5 gallon 2104 and 1 gallon Tellus T-15 

hydraulic) in approved and appropriate sized plastic containers, a damage 

control kit, and three sets of hearing protection. The starboard box contains 

four wool blankets, two pillows, a boat pyrotechnics kit in accordance with 

the Ordinance Manual, COMDTINST M8000.2 (series), a bell with clapper, 

a mouth-operated fog horn, a hand-held spotlight, and 10 blood-borne 

pathogen kits (sizes: 3XXL, 3XL, 2L, 2M). 

B.3.c. Sanitary A portable marine head is to port of the watertight door at Frame 10. A toilet 

paper dispenser is on the bulkhead. 

B.3.d. Safety 

equipment 

There are four adult type III PFDs with four Boat Crew Survival Vests, in 

accordance with the Rescue and Survival Systems Manual, COMDTINST 

M10470.10 (series) and the Ordnance Manual, COMDTINST M8000.2 

(series). The boat crew survival vests may be stowed on port overhead 

handrail or readily available in Survivors compartment folded behind 

handrails. Four boat crew safety belts are secured on Bulkhead 15 or kept 

readily accessible secured to the handrails in the Survivors compartment . 

B.3.e. Bilge A 33 GPM electric bilge pump is starboard of the keel at Frame 10. 

pump 

2-12
Chapter 2 – Boat Characteristics 

B.3.f. 

Loudhailer 

The loudhailer/intercom speaker is on the port side of Bulkhead 10 just 

below the overhead. 

B.3.g. 

Ventilation 

The compartment is naturally vented. The forward dorade vent is between 

Frames 14 and 15 on the port side overhead. The aft vent is on the port side 

of Bulkhead 10. 

B.3.h. PFDs There are five adult and five child type I PFDs secured on brackets on the 

starboard side of the hatch on Bulkhead 10 and shall be outfitted in 

accordance with Rescue and Survival Systems Manual, COMDTINST 

M10470.10 (series). 

Figure 2-3 

Forward Compartment 

2-13 
Chapter 2 – Boat Characteristics 

Auxiliary Machinery Compartment 

B.4. Access A QAWTD provides access to the Forward Compartment at Bulkhead 10 on 

the centerline. A second QAWTD provides access to the Survivors 

compartment at Bulkhead 8 on the centerline. 

B.5. Interior The following items are found in the interior of the Auxiliary Machinery 

Compartment (Figures 2-4 and 2-5). 

B.5.a. Shore The shore power main circuit breaker panel is mounted on the port shell 

breaker power plating at Frame 9. 

panel 

B.5.b. Bilge A 33 GPM electric bilge pump is at Frame 8 to starboard of the keel. The 

pump pump’s overboard discharge is on the port side shell plating between Frames 

8 and 9. 

1. Shore Power Breaker Panel 

2. Bilge Pump Control J-Box 

3. Bilge Alarm/Horn J-Box 

4. 12 VDC Power Panel 

5. Exhaust Fan Switch 

6. 24 VDC Panel 

7. Fwd Compartment Light 

Switch 

8. CO2 Storage Bottles 

9. Battery Charger/Inverter 

Figure 2-4 

Auxiliary Machinery Compartment, Forward View

2-14 
Chapter 2 – Boat Characteristics 

B.5.c. 12-Volt 

DC power panel 

The 12-volt power panel is outboard of the 24-volt power panel on Bulkhead 

10. In the top face of the panel are amperage and voltage meters. A 12-volt 

power converter is mounted on the inboard side of the 24-volt power panel 

with the breaker below the voltage and amperage meters. 

B.5.d. 

Ventilation 

The compartment uses forced ventilation. A vent fan and ducting are on 

Bulkhead 10 to starboard of the watertight door. Air intake ducting is on 

Bulkhead 8 to port of the watertight door. The exhaust fan switch is located 

on Bulkhead 10, above the 24-volt power panel. 

B.5.e. 24-Volt 

DC power panel 

A 24-volt power panel is on Bulkhead 10 to port of the watertight door. In 

the top face of the panel are amperage and voltage meters. 

B.5.f. Lighting A three-way light switch located in the Survivors compartment, starboard of 

the watertight door at Bulkhead 8, controls lighting for the Auxiliary 

Machinery Compartment. 

B.5.g. CO2 fire 

suppression 

system 

The CO2 fire suppression system includes two 25-lb storage bottles that are 

located on Bulkhead 10 starboard of the Forward Compartment watertight 

door. 

B.5.h. DDEC The DDEC Engine Room Interface Module and Electronic Gear Interface 

controls Modules (EGIMs) (2) are mounted on the starboard shell plating between 

Frames 8 and 9. 

B.5.i. 120-Volt An AC power receptacle is located on the port side of Bulkhead 8, just 

AC power outboard of the QAWTD. 

receptacle 

B.5.j. Isolation The isolation transformer for the shore power system is mounted on 

transformer Bulkhead 8 to port of the QAWTD. 

B.5.k. 120-Volt The 120-volt power panel is on Bulkhead 8 port of the isolation transformer. 

AC power panel 

2-15 
Chapter 2 – Boat Characteristics 

B.5.l. Batteries The service and start batteries are between Bulkheads 8 and 10 directly over 

the keel. They are 12-volt 8D cell marine batteries connected in series to 

provide 24 volts and are housed in individual battery boxes. Each bank 

operates independently of the other and can be connected using the parallel 

switch if one bank is dead. Battery control and parallel switches are located 

in the Survivors compartment space on Bulkhead 8. Deck grating is 

mounted over the battery boxes. 

B.5.m. HVAC The raw water valve, strainer and pumps for the HVAC system are mounted 

system at Frame 9, to starboard of the battery box. 

B.5.n. The EWRS and Horn Compressor system is mounted on a pedestal on the 

Emergency outboard starboard side of Bulkhead 8. 

window release 

system (EWRS) (See Appendix B: EC-034) 

Figure 2-5 

Auxiliary Machinery Compartment, Aft View

2-16 
Chapter 2 – Boat Characteristics 

Survivors Compartment 

B.6. Access A QAWTD provides access to and from the aft deck. This QAWTD is at 

Bulkhead 5 above the main deck on the starboard side of the compartment. A 

second QAWTD provides access to and from the Enclosed Bridge. It is located 

on the starboard side of Bulkhead 8 above the main deck. 

B.7. The following items are found in the interior of the Survivors compartment 

Interior (Figures 2-6 and 2-7). 

B.7.a. The compartment has seating for five survivors, three on the port side and two 

Seating on the starboard. The seats are jump seat style with safety belts at each position. 

(See Appendix B: EC-013 ) 

NOTE 
 The port forward and aft seats are equipped with a third seatbelt attached to the seat pan to 

be used as a diagonal strap to secure an injured survivor on the deck (Figure 2-8). 

(See Appendix B: EC-005) 

2-17 
Chapter 2 – Boat Characteristics 

Figure 2-6 

Survivors Compartment, Forward View

2-18
Chapter 2 – Boat Characteristics 

1. CO2 System Indicator Lights 

2. Survivors Compartment Light 

Switch 

3. Engine Room/Lazarrette Light 

Switch 

4. HVAC Unit 

5. First Aid Trauma Kit 

6. AC Control Junction Box 

7. Fire Alarm Junction Box 

8. Stokes Litter 

9. Hot Cups (2) 

10. Potable Water Jug (5 gal) 

11. Galley Sink 

12. Flashlight 

13. Sink Drain/Overboard Discharge 

14. Emergency Fuel Shutoff Pull 

Handle 

15. CO2 System Actuator Handle 

16. HVAC Control Panel 

17. Portable CO2 Fire Extinguisher 

Figure 2-7 

Survivors Compartment, Aft View

Figure 2-8 

Survivor Secured To Deck 

2-19 
Chapter 2 – Boat Characteristics 

B.7.b. Galley A five gallon water jug secured by straps, sink and two hot cups are on the 

port side aft at Bulkhead 5. The sink has an overboard discharge. 

NOTE 
 The discharge from the galley sink leads directly overboard. Waste such as garbage 

and trash should not be sent down the sink. 

B.7.c. Litter A stokes litter is secured on the port side above the windows. A rescue 

swimmer’s pack is attached to the litter. Stowed with this should be a 

swimmer’s mask, fins and safety harness in accordance with the Rescue and 

Survival Systems Manual, COMDTINST M10470.10 (series). 

B.7.d. First Aid 

Trauma kit (FAT) 

A FAT kit is mounted on Bulkhead 5 over the watertight door to the engine 

room. 

B.7.e. Hearing 

protection 

Two sets of muff style hearing protection are hung on Bulkhead 5 directly 

over the watertight door to the engine room. 

B.7.f. Fire 

extinguishers 

A 5-lb CO2 fire extinguisher is on Bulkhead 5 to port of the aft Survivors 

compartment watertight door. A 10-lb PKP fire extinguisher is on the 

starboard shelf at Frame 6. 

B.7.g. Loudhailer The loudhailer/intercom speaker is on the port side of Bulkhead 8. 

B.7.h. CO2 fire 

suppression 

system 

CO2 mechanical actuator is located starboard of the engine room door on 

Bulkhead 5. The 30-second discharge delay control head with manual 

activation lever is located on the starboard side bulkhead aft of the survivors 

seats. The CO2 System Light Panel is located above the watertight door 

leading to the engine room. 

B.7.i. Heating, A self-contained heating and air conditioning unit is located on the 

Ventilation and overhead in front of Bulkhead 5 above the engine room door. This unit 

Air Conditioning provides heating, cooling and ventilation for the space. The control unit is 

(HVAC) system located between the ladder leading to the aft deck and the watertight door 

leading to the engine room. 

(See Appendix B: EC-022) 

2-20
Chapter 2 – Boat Characteristics 

B.7.j. Battery On Bulkhead 8, port of the watertight door to the Auxiliary Machinery 

system Compartment, are the service and start system battery cutout switches and 

the battery parallel switch. 

B.7.k. Remote fuel shut-off pull cables are located directly between the ladder 

Emergency fuel leading to the aft deck and the watertight door leading to the engine room. 

cut out valves 

B.7.l. Ducting Vent ducting on Bulkhead 8 passes through the Survivors compartment for 

the HVAC unit in the Enclosed Bridge. The ducting provides makeup air 

for under the port and starboard Open Bridge consoles. 

B.7.m. Lighting A three-way light switch for compartment lighting is located inboard of the 

watertight door leading to the aft deck; a second control switch is located 

outboard of the watertight door leading to the Enclosed Bridge. A handheld battle lantern is mounted on the starboard bulkhead, above the aft 

window. A flashlight is mounted on the sink frame. 

B.7.n. Tow reel 

controls 

The tow reel breaker and reset switches are mounted on the starboard 

bulkhead above the aft window. 

B.7.o. High 

voltage discharge 

probe 

A high voltage discharge probe (grounding wand) is mounted on the 

starboard bulkhead above the forward window. 

B.7.p. Deck The deck in the Survivors compartment is removable. It is composed of 

eight separate locking panels and provides access to the equipment below. 

B.7.q. Fuel tank The diesel fuel tank is below the removable deck centered on the keel 

between Bulkheads 5 and 8. The tank has a 394 gallon capacity (373 

gallons at 95% full). Baffles installed in the tank at Frames 6 and 7 control 

free surface effect. Three inspection covers evenly spaced across the top 

length give access to the tank. 

B.7.r. Reduction 

gear 

A Reintjes reduction gear is on each side of the fuel tank between Frames 6 

and 7. The gear has a 2:1 ratio in forward and reverse. The reduction gear 

is coupled to the engine by a Cardan shaft. The Cardan shaft passes through 

a water restricting seal on each side of the bulkhead. 

2-21 
Chapter 2 – Boat Characteristics 

B.7.s. Shafts Each 2.5" propeller shaft is connected to the stub shaft (spacer) which 

connects to the reduction gear output flange. The shaft enters the stern tube 

at Bulkhead 5 and exits the hull between Frames 4 and 3 in the engine 

room. Watertight integrity is maintained between the shaft and the stern 

tube by a PSS drip-less shaft seal. 

B.7.t. Spare An engineer’s spare parts box and an optional chow box containing 

parts/chow boxes emergency rations are stowed and secured by belts in the center gear space 

on top of the fuel tank. 

(See Appendix B: EC-005) 

B.7.u. Bilge A 33 GPM electric bilge pump is in each reduction gear space at Bulkhead 

pumps 5 next to the fuel tank. The pump discharge piping penetrates Bulkhead 5 

outboard of the port and starboard Cardan shafts. It is connected to the 

engine room bilge system discharge piping. 

B.7.v. Depth The depth sounder and speed log transducers are to port and starboard 

sounder/speed log (respectively) of the fuel tank between Frames 7 and 8. 

2-22
Chapter 2 – Boat Characteristics 

Engine Room 

B.8. Access A QAWTD at Bulkhead 5 on the centerline provides access to the 

Survivors compartment. A QAWTD provides access to the lazarette at 

Bulkhead 1 on the centerline. 

B.9. Interior The following items are found in the interior of the engine room (see 

Figure 2-9): 

B.9.a. Engines Two Detroit Diesel 6V92TA DDEC right-hand rotating engines are 

mounted facing aft from Frame 3 to Frame 4. 

B.9.b. Dual 

alternators and/or a 

generator 

Each engine drives a 28-volt 220-amp Balmar alternator and a 5-kW 

generator. The alternator produces the boats electrical power. The 

generator provides power for the HVAC system. 

(See Appendix B: EC-012, 025, 037) 

B.9.c. Raw water Each raw water valve is located on the opposite side of the keel from the 

valves engine it serves, between Frames 4 and 5, below the ladder (Figure 2-9). 

(See Appendix B: EC-024) 

B.9.d. Sea strainers Port and starboard sea strainers are between Frames 4 and 5 on the port 

and starboard inboard girders (Figure 2-9). 

B.9.e. Emergency 

fuel cut out valves 

Fuel oil is drawn from the tank through two emergency fuel cut out 

valves. The valves are located between Frames 4 and 5 on either side of 

the keel. 

B.9.f. Filters The primary fuel filters are 30 micron, and are located between Frames 3 

and 4 on the port and starboard inboard girders. The secondary fuel filters 

are located inboard of both engines with a micron rating of less than 10. 

(See Appendix B: EC-008) 

B.9.g. DDEC 

system 

A DDEC Marine Interface Module (MIM) and Engine Control Module 

(ECM) are mounted on both port and starboard engines. 

2-23 
Chapter 2 – Boat Characteristics 

B.9.h. Hydraulic A 6.5 GPM gear pump is driven by each engine. A separate electrically 

steering pump driven hydraulic pump mounted just above the chine at Bulkhead 2 

supports the autopilot system. 

B.9.i. Hydraulic A hydraulic fluid reservoir, filter (10 micron) and cooler assembly are 

fluid reservoir, filter located below the overhead on the starboard side shell plating between 

and cooler Frames 2 and 3. Raw water is provided to this as a cooling agent from 

the starboard engine. 

12 

1. Exhaust Muffler 

2. Jacket Water Expansion 

Tank w/Recovery Bottle 

3. Fuel Oil Cooler 

4. Detroit Diesel 6V92TA DDEC 

III Engine 

5. Raw Water Pump 

6. Turbocharger 

7. Raw Water Suction Valves 

8. Raw Water Duplex Strainers 

9. Raw Water Piping to 

Reduction Gears 

10. Cardan Shaft 

11. Exhaust Piping 

12. Cross-over isolation valve 

Figure 2-9 

Engine Room 

2-24
Chapter 2 – Boat Characteristics 

B.9.j. Bilge Two 33 GPM electric bilge pumps provide engine room dewatering. One is 

pumps located at Bulkhead 5 and the other is located between Frames 1 and 2. Pump 

discharges are piped overboard on the port and starboard sides. The discharge 

piping from the Survivors compartment connects to this system. 

B.9.k. Tool An engineer’s tool box is secured in a bracket on the starboard side aft deck, 

box directly under the muffler. 

B.9.l. A standpipe (equipped with a strainer) is located inboard of the starboard girder, 

Standpipe forward of Bulkhead 1, is used with the CG-P6 dewatering pump for alternative 

engine room dewatering. 

B.9.m. There are two water-cooled exhaust mufflers located on Bulkhead 1 outboard of 

Exhaust the port and starboard girders. The mufflers are cross-connected to provide 

system exhaust discharge when one port is under water. They can be isolated with the 

butterfly valve for single engine operations. Exhaust discharges through the shell 

plating between Frames 1 and 2 just above the water line. 

(See Appendix B: EC-027) 

2-25 
Chapter 2 – Boat Characteristics 

Lazarette 

B.10. Access Access to and from the lazarette is through a QAWTD on the centerline of 

Bulkhead 1. 

B.11. Interior The following items are found in the interior of the lazarette (Figure 2-10): 

B.11.a. Rudder Two rudder posts are located outboard of the port and starboard girders 

posts between the transom and Bulkhead 1. A packing gland is placed in the top 

of each rudder post to provide a watertight seal against the rudder stock. An 

aft leading tiller arm is attached to each rudder post. 

B.11.b. Rudder A tie rod attachment connects the port and starboard tiller arms. 

tie rod 

attachment 

B.11.c. Rudder A manual steering rudder angle indicator sending unit is outboard of the port 

angle indicators rudder post. A separate electrical rudder angle indicator sending unit for the 

autopilot system is inboard of the port rudder post. They both sense rudder 

position using a separate tie rod attachment to the port rudder quadrant and 

are adjustable. This information is sent to the autopilot course computer 

located in the Enclosed Bridge. 

B.11.d. Servo The servo power cylinder of the hydraulic steering unit is mounted between 

power cylinder the starboard tiller and the centerline. The servo ram connects the power 

cylinder to the starboard tiller forward of the tie rod attachment. 

B.11.e. The compartment is naturally ventilated using a 2” check vent. 

Ventilation 

(See Appendix B: EC-018) 

NOTE 
 The aft ventilation piping for the engine room passes through this compartment. 

Modifications to this piping must be in accordance with EC-018. 

2-26
Chapter 2 – Boat Characteristics 

B.11.f. The raw water standpipe for the main deck CG-P6 pump fire fighting water 

Standpipes penetrates the hull at a mid point between the shell plating and the starboard 

girder just aft of Bulkhead 1. The engine room dewatering standpipe 

penetrates Bulkhead 1 to starboard of the watertight door. 

Figure 2-10 

Lazarette 

2-27 
Chapter 2 – Boat Characteristics 

Enclosed Bridge 

B.12. Access Two locations give access to the Enclosed Bridge. A QAWTD from the 

Open Bridge is to port of the centerline. A four-step aluminum ladder with 

handholds to either side of the door leads into the compartment. A QAWTD 

from the Survivors compartment is starboard of the centerline. The threestep aluminum ladder has handholds on both sides of the door. 

B.13. Interior The following items are found in the interior of the Enclosed Bridge: 

B.13.a. Seating The compartment has seating for four crew members. All seats are equipped 

with seat belts. 

(See Appendix B: EC-005 and EC-009) 

Seating Types Position Responsibility 

 Helm chairs- Port chair Coxswain The coxswain has both 

face the main helm control and access 

console to port and to all navigation 

starboard of the 

centerline 

equipment. 

Starboard Helmsman The helmsman has both 

chair helm control and access 

to all communications 

equipment. 

Bolster seats- Port chair Crew Both allow crew 

port and starboard of 

the ladder leading to 

the Open Steering 

Station 

Member members a secure 

position with easy 

egress. 

Starboard 

chair 

Engineer 

2-28
Chapter 2 – Boat Characteristics 

B.13.b. There are two console areas in the Enclosed Bridge. The upper console 

Consoles houses the Electronic Display Modules (EDMs), engine start switches and 

dimmer control switch (Figure 2-11). The lower console is divided into two 

parts (Figures 2-12 and 2-13). The main section contains navigation, 

communications and engine control equipment including the autopilot. A 

smaller sub-console sits directly on top of the main unit and houses all 

windshield wiper and heater controls. The central post between the forward 

windshields contains the depth/speed/heading indicator and the rudder angle 

indicator. 

1. Steering Gear Low Pressure Warning Light 8. Port Engine Start Control Switch 

2. Port Electronic Display Module 9. Starboard Engine Start Control Switch 

3. Dimmer Fuse 10. Open Bridge Console Vent 

4. Weather Deck Lighting Switch 11. Starboard Electronic Display Module 

5. Dimmer Switch 12. Alarm Silence Switch / PTT Reset 

6. Fuel Gauge 13. Engine Room Fire Warning Light 

7. Blue Light Switch 

Figure 2-11 

Enclosed Bridge - Upper Console 

2-29 
Chapter 2 – Boat Characteristics 

1. WAAS/DGPS Receiver and Navigator 8. RD-30 Multi-Display 

2. Horn 9. Autopilot 

3. Radar Display / Chart Plotter 10. Autopilot Select Switch 

4. Radio Direction Finder (RDF) 11. Emergency Back-up Control Panel 

5. VHF-FM Radio Fuses 12. Station Control Panel (Active/Sync/Low Idle/Override) 

6. VHF-FM Radio 13. VHF-FM Radio 

7. Window Heater Fuses 14. Loudhailer 

Figure 2-12 

Enclosed Bridge - Lower Console 

1. Port Window Wiper Switches 

2. Port Wiper Speed Potentiometer 

3. Port Window Blower Switch 

4. Window Washer Switch 

5. Window Heater Switches 

6. Starboard Window Blower Switch 

7. Starboard Window Speed Potentiometer 

8. Starboard Window Wiper Switch 

Figure 2-13 

Enclosed Bridge - Lower Console (Sub-Unit) 

2-30 
Chapter 2 – Boat Characteristics 

B.13.c. Engine 

controls 

An engine start/stop and throttle control system is mounted on the centerline 

between the port and starboard helm chairs. Separate emergency engine 

(manual override) backup panel and controls are mounted directly above the 

throttles. Emergency air shut down pull cables are mounted on the port and 

starboard sides of the engine throttle control console. The search light 

control is mounted aft of the engine throttles. The CO2 fire fighting system 

activation handle is located aft and below the engine controls. 

B.13.d. The Enclosed Bridge has 12 windows. The four forward facing windows are 

Windows heated glass with controls in the lower sub-console. Two opening windows 

(port and starboard) are abeam of the helm chairs. The windows lock in the 

open position using a setscrew and slide mechanism. They secure using a 

screw type dog. Two stationary windows (port and starboard) are aft of the 

opening windows. Two spring-loaded hinged windows (port and starboard) 

are aft of the stationary windows. They are controlled by the Emergency 

Window Release System (EWRS) which automatically releases the windows 

in the event that the Enclosed Bridge is flooded in a rollover situation to 

allow free transfer of water. They can also be manually released using the 

CO2 pull handle mounted on the overhead directly above the throttle control 

station. An aft facing window is starboard of the watertight door in 

Bulkhead 8 and there is a window in the watertight door itself. The side and 

aft windows, except for the door, are fitted with 12-volt blowers to help 

control condensation. 

B.13.e. Chart A chart table is on the port side adjacent to the forward console. In the 

table stowed position, the table fits vertically adjacent to the bulkhead. When in 

use, the table extends out over the port helm chair. A chart bag with 

navigation equipment may be hung on the port bulkhead next to the table. 

(See Appendix B: EC-028) 

B.13.f. CO2 

system 

A CO2 System Actuator (Nitrogen) Cylinder is mounted on the console 

directly below the throttles. 

B.13.g. HVAC 

system 

A self-contained HVAC unit is located on the overhead above the starboard 

bolster seat. Heating or cooling is controlled with the HVAC Control Unit 

mounted on the starboard bulkhead. 

(See Appendix B: EC-028) 

2-31 
Chapter 2 – Boat Characteristics 

B.13.h. Bilge 

pump alarms/ 

controls 

The bilge pump alarm panel and controls are to starboard of the aft facing 

window on Bulkhead 8. Manual, automatic or off may be selected for any 

pump. The normal mode is automatic. Bilge alarm circuit is connected to 

the boat horn on the mast platform. A selector switch for moored and 

underway is located on the panel. 

(See Appendix B: EC-015) 

B.13.i. Navigation light controls are to port of the watertight door on the aft 

Navigation lights bulkhead. A rotary switch is available to select anchor light, running lights, 

towing astern (200 meters or less) and inland alongside towing. 

B.13.j. HF The HF Radio is mounted on the starboard bulkhead at Frame 9. 

Radio 

B.13.k. Binoculars are stowed in a rack on the starboard bulkhead forward of the HF 

Binoculars Radio. 

B.13.l. Fire A 5-lb CO2 is on the port side of Bulkhead 8 next to the navigation light 

extinguishers panel. A 10-lb PKP is on the starboard side superstructure just in front of 

Bulkhead 8. 

B.13.m. Battle A battle lantern is mounted on the starboard outboard side of the overhead 

lantern just forward of the aft window. 

2-32
6

Chapter 2 – Boat Characteristics 

Section C. Open Bridge 

C.1. Access Two locations give access to the Open Bridge. A QAWTD leads from the 

Enclosed Bridge and a ladder with handrail leads from the aft main deck. A 

safety line is attached at the top of the handrail. 

C.2. Steering 

Stations 

The Open Bridge has port and starboard steering stations. 

C.2.a. Port 

station 

The port steering station (Figure 2-14) has an electric follow-up jog lever for 

helm control. The throttle control station is on top of the port console. The 

rudder angle indicator is to port of the throttles. This unit displays the 

position of the rudder in one degree increments. A dimmer switch for the 

tachometers and rudder angle indicator is mounted above the rudder angle 

indicator. A 1" check ball is located on the underside of the console to allow 

drainage and to prevent water intrusion in the event of a rollover. 

1 

2 

3 

5 8 

9 

7 

6 

4 

1. Port Engine Tachometer 

2. Dimmer Switch 

3. Rudder Angle Indicator 

4. Station Control Panel 

5. Port Engine Start/Stop Buttons 

6. Starboard Engine Tachometer 

7. Engine Throttles 

8. Starboard Engine Tachometer 

9. Hand Held Spotlight 

Connection Port 

Figure 2-14 

Open Bridge, Port Steering Station 

2-33 
Chapter 2 – Boat Characteristics 

C.2.b. Center 

console 

The center console (Figure 2-15) is to starboard of the centerline. The 

console contains the DDEC EDMs. Engine air shutdown "T" handles, the 

engine room fire alarm warning light/silence switch, the bilge alarm 

indicator and the hydraulic low pressure alarm indicator are to the port of the 

EDMs. The fathometer (which indicates depth, speed, and temperature) 

indicator and the heading indicator are to port of the fire alarm controls. 

C.2.c. Starboard 

station 

The starboard steering station (Figure 2-16) has a steering wheel for helm 

control. Deck light switches and horn button are inboard of the helm unit. 

The autopilot control unit is directly above the helm unit. The searchlight 

control panel is located above the helm unit. The dimmer switch controls 

lighting for the rudder angle indicator and compass light. A 1" check ball is 

located on the underside of the console to allow drainage and to prevent 

water intrusion in the event of a rollover. 

2-34
12

1

2

4

3

5

6

7

8

9

10

11

13

14

15

Chapter 2 – Boat Characteristics 

12 

1 

2 

4 

3 

5 

6 

7 

8 

9 

10 

11 

13 

14 

15 

1. Magnetic Compass 12. Light Switches: 1. Radar Display / Chart Plotter 2. VHF-FM Control Panel - Blue Light Switch 2. Port Electronic Display Module (EDM) 3. RD-30 Multi Display - Forward Spotlight Switch 3. Starboard Electronic Display Module (EDM) 4. Compass/Rudder Angle - Aft Spotlight Switch 4. Port Engine Emergency Shutdown Pull 

Indicator Dimmer Switch - Port Docking Light Switch 5. Bilge Alarm 5. Rudder Angle Indicator - Starboard Docking Light 6. Steering Alarm 6. Searchlight Control Panel Switch 7. Fire Alarm 

7. Engine Electronic Control - Aft Floodlight Switch 8. PTT Reset / Alarm Silence / Reset Panel - Weather Deck Lights 9. Starboard Engine Emergency Shutdown Pull 

8. Engine Throttles 13. Horn Button 10. VHF FM Radio Microphone 9. Port and Starboard Engine 14. Autopilot Select Switch 11. VHF FM Radio Microphone Stop Buttons (Hydraulic Helm/Rudder 12. VHF-FM Speaker 10. Port and Starboard Engine Control Select Button) 13. Loudhailer/Intercom Speaker Start Buttons 15. Autopilot Control Head 

11. Loudhailer Microphone 

Figure 2-15 Figure 2-16 

Open Bridge, Center Console Open Bridge, Starboard Steering Station 

2-35 
Chapter 2 – Boat Characteristics 

C.3. Radar The radar is flush mounted below the center console. 

(See Appendix B: EC-016) 

C.4. 

Windscreen 

A clear lexan windscreen extends across the superstructure in front of the 

consoles. 

C.5. Magnetic 

Compass 

A magnetic compass is between the windscreen and the starboard steering 

station and acts as a back up to the electronic heading indicator. 

C.6. Seating There is seating for four crew members: a helm chair in front of each 

steering station and two jump seats behind the port helm chair. All seating 

has integral safety belts. 

(See Appendix B: EC-005 and EC-013) 

C.6.a. Helm 

chairs 

The helm chairs have multiple adjustments for up and down, fore and aft, 

and can rotate 360 degrees with locking positions each 90 degrees. A 

positive vertical locking pin ensures no up and down movement during 

underway operations. Chairs may be painted (prior to EC-033) or sand 

blasted to bare aluminum, not polished. 

(See Appendix B: EC-013, 030, 033) 

C.6.b. Jump The jump seats can be lowered into a vertical position when not in use to 

seats provide more deck space. The jump seats may be painted or sand blasted to 

bare aluminum, not polished. 

WARNING,
 When raising the crew member jump seats into position for use, ensure that the seat 

bottom drops completely into the locking groove to prevent the seat from collapsing 

during underway operations. Insert pin in accordance with EC-013 to lock in place. 

(See Appendix B: EC-013) 

C.7. Binoculars Binoculars are stowed in a rack under the starboard steering station console. 

C.8. “D” Rings “D” rings are at various locations around the handrails and forward face of 

the consoles for use with safety belts in heavy weather operations. 

(See Appendix B: EC-004 and Amendment 1) 

2-36
Chapter 2 – Boat Characteristics 

Section D. Mast Platform 

D.1. General The mast platform (Figure 2-17) is a buoyancy chamber that aids in rerighting the boat in the event of capsize. The radar antenna, DGPS antenna, 

blue light, forward and aft fixed spot lights, and aft deck working lights are 

all on top of the mast platform. The mast tower is mounted amidships aft on 

the mast platform. The mast tower can be lowered for maintenance or low 

clearances by using a block and tackle rig attached to the tow bit. The 

anchor light, upper and lower masthead light, upper and lower aft facing 

towing lights, and the stern light are mounted on the mast. The VHF-DF 

antenna and a remote-controlled spotlight are also on the mast tower. 

1. Mast Platform (Buoyancy Box) 8. Aft Towing Lights (2) (Amber 135°) 15. VHF-FM Radio Antenna 

2. Fwd Spotlight 9. Stern Light (White 135°) 16. Radar Antenna 

3. Loudhailer Speaker 10. Remote Control Searchlight 17. GPS Antenna 

4. Blue Light 11. Mast Assembly Junction Box 18. Aft Spotlight 5. Boat Horn 12. Junction Box 19. Aft Work Deck Lights 

6. Masthead/Towing Lights (2) (White 225°) 13. HF-SSB Radio Antenna 

7. Anchor Light (White 360°) 14. VHF-FM DF Antenna 

Figure 2-17 

Mast Platform 

2-37 
Chapter 2 – Boat Characteristics 

This page intentionally left blank 

2-38
Chapter 2 – Boat Characteristics 

Section E. Main Deck Equipment 

E.1. Bullnose A hinged bullnose with locking pin and lanyard is located on the centerline 

at the bow. The inside of the bullnose shall be polished to prevent chafing. 

E.2. Paired 

Bitts 

The bitts are located on both port and starboard from forward to aft between 

Frames 16 and 17, at Frame 12, between Frames 8 and 9, and between 

Frames 2 and 3. The bitts, with the exception of the tops, shall be polished 

to prevent chafing. 

E.3. Chocks Chocks are located on both port and starboard sides at Frame 14, between 

Frames 9 and 10, between Frames 3 and 4, and between Frames 1 and 2. 

The inside of the chocks shall be polished to prevent chafing. 

E.4. Handrails Two handrails, leading fore and aft, are mounted on the foredeck. Handrails 

on the sides of the superstructure start between Frames 10 and 11 and end 

between Frames 3 and 4. An additional handrail runs transversely across the 

forward foredeck at Frame 11. The aft buoyancy chamber encloses the aft 

deck. The taffrail runs across the transom to Frame 3 (p/s) and shall be 

polished to the upper “D” ring on port and starboard sides. "D" rings are at 

various locations around the handrails. 

E.5. Tow Bitt The tow bitt is just aft of Frame 2 centered over the keel between the engine 

room removal covers on the aft deck. The tow bitt is 30" high and the 

working surface shall be polished to prevent chafing. Tow post stiffeners 

run aft from the post and attach to the deck at the intersection of Bulkhead 1. 

A stanchion in the engine room strengthens the deck. 

E.6. Tow Reels Two tow reels are recessed on the port aft corner of the superstructure. The 

upper reel carries 300' of 21⁄4" DBN line. The lower electrically powered reel 

carries 900' of 31⁄4" DBN line. An electric motor is mounted internally in the 

lower reel only. The control switch is above the upper reel. A breaker 

switch and power reset button are located inside the aft Survivors 

compartment door. A hand crank is secured to the port side of the tow line 

reels. It can be used on either reel. 

2-39 
Chapter 2 – Boat Characteristics 

E.7. Deck The superstructure has eight deck lights that illuminate the deck. There is 

Lighting one light forward just above the deck, superstructure lights (port and 

starboard) at Frame 9 and Frame 4 just above the deck, and in the recesses 

between Frames 6 and 7. The controls for the deck lights are on the 

starboard Open Bridge. Covers shall be either painted or sand blasted to bare 

metal, not polished. 

E.8. 

Miscellaneous 

An HF-FM antenna is on the port side of the superstructure at Frame 4. It 

can be lowered for maintenance and low clearances. Port and starboard 

Equipment running lights are on top of the Enclosed Bridge Steering Station overhead 

between Frames 9 and 10. Thirty-inch ring buoys are mounted port and 

starboard at Frame 6 on the sides of the Open Bridge handrails. The floating 

electric marker lights are just forward of the ring buoys. Rescue line throw 

bags are mounted on the Open Bridge handrails. A diver’s knife is mounted 

on the port stanchion of the ladder from the Open Bridge to the aft deck. 

Eight-foot telescopic aluminum boat hooks with hull numbers and skiff hook 

attachments are mounted on both port and starboard sides of the 

superstructure. 

(See Appendix B: EC-019, EC-004 and Amendment 1) 

2-40
Chapter 2 – Boat Characteristics 

Section F. Main Deck Stowage 

F.1. Aft 

Buoyancy 

Chamber 

A buoyancy chamber at the stern of the boat is 30" high from the main deck 

to the top of the taffrail. A recess on the starboard side houses the CG-P6 

dewatering pump can. The aft buoyancy chamber is divided into three 

watertight deck boxes. Each box has a QAWTH on the forward face with a 

single dogging handle. Two suction standpipes for the CG-P6 dewatering 

pump are on the forward face of the starboard hatch on either side. The 

outboard standpipe is used for raw water suction when fire fighting or for 

cooling of the deck. The inboard standpipe is used for engine room 

dewatering. 

F.1.a Port aft 

deck box 

The port aft deck box contains 200' of 21⁄4" DBN drogue/grapnel line, two 

drogues (small/large), one roll of marlin, two heaving lines, and chafing 

gear/assorted shackles as required. 

F.1.b. Center aft 

deck box 

The center aft deck box contains a DBN bridle (sized as required), 

wire/kevlar bridle as required, block and tackle for mast lowering, skiff hook 

with pendent, and a #4 grapnel hook. 

F.1.c. Starboard The starboard deck box contains one 6' by 3" suction hose with sized 

deck box camlock fitting attached for connecting the CG-P6 dewatering pump to each 

standpipe, and one 50' discharge hose with a fire fighting nozzle. 

F.2. Forward A deck locker is on each side of the forward superstructure between Frames 

Deck Lockers 10 and 11. A QAWTH with two dogging handles seals the locker. The 

hatch can be locked in the open position using a quick release pin secured 

with lanyard on the forward hinge. 

F.2.a. Port deck 

locker 

The port deck locker contains a 19-lb Fortress anchor (Danforth type) 

mounted in a bracket. Attached to the anchor is a 2-lb mud fluke. A reel 

adjacent to the anchor houses 300' of 21⁄4" DBN anchor line. Nine feet of 3/8" 

stainless steel chain is attached to the anchor and anchor line using 3/8" 

stainless steel shackles and swivel moused as ground tackle. Small stuff 

should be used to secure the chain to the reel to prevent it from vibrating 

loose in the space. A T-handle for opening the Forward Compartment 

watertight scuttle is also located in the locker in a bracket. 

2-41 
Chapter 2 – Boat Characteristics 

F.2.b. Starboard The starboard deck locker contains fenders and alongside lines as required. 

deck locker A minimum of eight alongside lines and four fenders are required. It also 

contains the window washer fluid tank. 

NOTE  Fenders may be stowed in the port and starboard deck lockers. 

F.3. Pump The boat is outfitted with one CG-P6 dewatering pump capable of limited 

fire fighting and dewatering. The CG-P6 is stowed in a pump can on the 

starboard side of the aft buoyancy chamber. A 3” suction hose is connected 

to the pump and the raw water standpipe. The fire hose with vari-nozzle may 

be attached to the pump discharge. 

WARNING, The CG-P6 fire fighting capability is intended to only provide personnel protection or 

to aid in removing survivors from a burning platform. 

2-42
47FT MLB 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. 

In this Chapter This chapter contains the following sections: 

Section Topic See Page 

A Propulsion System 3-3 

B DDEC System 3-7 

C Raw Water Cooling System 3-11 

D Engine Systems 3-13 

E Fuel Oil System 3-22 

F Hydraulic Steering System 3-25 

G Heating, Ventilation, Air Conditioning System 

(HVAC) 

3-27 

H Electrical System 3-29 

I Emergency Systems 3-37 

J Communication/Navigation Systems 3-47 

K Weapons Mounting 3-57 

3-1 
Chapter 3 - Boat Systems 

This page intentionally left blank 

3-2
Chapter 3 - Boat Systems 

Section A. Propulsion System 

Introduction The major components of the propulsion system (Figure 3-1) are the two 

main engines mounted in the engine room, the Cardan shafts that pass 

through Bulkhead 5 and couple the engines to the reduction gears, the two 

reduction gears configured for “U” drive mounted in the Survivors 

compartment, and the propellers and shafts. 

1. Wet Exhaust Silencer 

2. DDEC Diesel Engine 

3. ICS Speaker 

4. Cardan Shaft Seal 

5. Cardan Shaft 

6. Reduction Gears 

7. Stub Shaft Spacer 

8. Propeller Shaft Seal 

9. Bilge Pumps 

Figure 3-1 

10. Duplex Strainer 

11. Stern Tube 

12. Primary Fuel Filter 

13. Stern Tube Bearing 

14. Propeller Shaft 

15. Strut 

16. Strut Bearing 

17. Propeller 

18. Bilge Pumps 

19. Tool Box 

20. Alternator 

Propulsion System (Engine Room & Survivors Compartment) 

3-3 
Chapter 3 - Boat Systems 

A.1. Engines The 47FT MLB is equipped with two Detroit Diesel ElectronicallyControlled (DDEC) 6-cylinder, 2-stroke, turbo-charged, after-cooled marine 

diesel engines to DDEC 6V92TA. The engine rating is 435 horsepower at 

2100 RPM. The engines are separate port and starboard versions; each is 

right-hand rotating as viewed looking aft from the front of the engine. 

Coolant capacity is 12 gallons and lubricating oil capacity is 5.5 gallons of 

40-weight 2104D. A computer controls all engine combustion functions; it 

maintains constant engine RPM under variable loads and limits maximum 

and minimum RPM. 

A.2. Drive 

Shafts 

A Cardan shaft (drive shaft) couples each engine to its reduction gear. The 

shaft has a spline joint that allows for expansion and contraction. A Vulcan 

coupling is mounted to the engine flywheel. This coupling is made of a 

rubber material and accepts the torsional twist applied to the Cardan shaft 

when the engine accelerates. U-joints at each end of the shaft accept any 

misalignment. The Cardan shaft passes through a water restrictive rubber 

seal clamped on each side of Bulkhead 5. 

A.3. Reduction The 47FT MLB uses Reintjes WVS 234 UP Marine Reduction gears located 

Gears in the Survivors compartment to port and starboard of the fuel tank between 

Frames 6 and 7 (Figure 3-2). The gear is a “U” drive unit where the output 

and input flanges are on the same side of the gear and parallel. 

A.3.a. Reduction The reduction ratio is 2:1 in forward and reverse. 

ratio 

A.3.b. Control An electronically actuated control valve mounted at the gear box controls 

valve gear function as affected by the DDEC system. 

A.3.c. The gear uses 7.1 gallons of 30-weight lubricating oil (MILSPEC 2104D or 

Lubricating oil E) for clutch-apply pressure and lubrication. 

(See Appendix B: EC-020) 

A.3.d. A temperature regulating valve and gear oil cooler maintain oil temperatures 

Temperature between 140-176°F. 

A.3.e. Cooler The cooler is supplied with raw water from the engine raw water system. 

3-4
Chapter 3 - Boat Systems 

A.3.f. Clutchapply pressure Normal disengaged pressure is 58 to 66 PSI and normal clutch-applied 

pressure is 230 to 290 PSI. If apply pressure is lost, the gear is fitted with a 

come-home device. It is engaged by mechanically locking the clutch 

together with set screws. In the event of electronic control failure, the 

control valve can be operated manually. 

Red Gear L/O Drawing 

Sump 

Lube Oil Pump 

Duplex Strainer 

Bypass Valve 

Thermostatic 

(AMOT) Valve 

A 

B 

C 

Lube Oil 

Cooler 

Pressure 

Build-up Valve 

Clutch 

Pack(s) 

Figure 3-2 

Reduction Gear Lube Oil Drawing 

3-5 
Chapter 3 - Boat Systems 

A.4. Propeller 

Shafts 

Each propeller shaft is 21⁄2" inches in diameter and constructed of CRES 

AQUAMET 22. The reduction gear end is fitted with a flange that is secured 

to the shaft using one center bolt and lock wire (.0625) preventing the bolt 

from backing out. A stub shaft connects to the reduction gear output flange 

and is secured with 1⁄2" bolts. A Micarta shaft isolator is between the stub 

shaft and the prop shaft to protect the gear in the event of grounding and 

electrolysis. 

(See Appendix B: EC-007) 

The prop shaft runs aft from the gear in a stern tube starting at Bulkhead 5 

and penetrates the hull between Frames 3 and 4 in the engine room. A PSS 

drip-less shaft seal encompasses the shaft. The shaft is supported aft by a 

stainless steel strut with a strut extension to protect the propeller. 

(See Appendix B: EC-017) 

A.4.1. Spur line There are Spur line cutters installed between the strut and prop on each shaft 

cutters facing inboard. A 4-bladed, 28” diameter x 36” pitch propeller is at the end 

of each propeller shaft. 

(See Appendix B: EC-021) 

3-6
Chapter 3 - Boat Systems 

Section B. DDEC System 

Introduction DDEC is a computerized electronic engine control, governing and fuel 

injection system that replaces mechanical controls in a Detroit Diesel engine. 

It interfaces with the boat’s installed reduction gear and control systems to 

provide a complete control package that maximizes the efficiency and 

performance of the boat’s propulsion system. DDEC also automatically 

performs engine protection and self-diagnostic functions to identify 

malfunctions in its components and provides data to the engineer to aid in 

troubleshooting engine problems. 

B.1. Major There are seven major components of the DDEC System (Figure 3-3): 

Components 

B.1.a. Electronic 

Control Modules 

(ECMs) 

CAUTION! 

There are two ECMs; they are mounted directly on each engine. Each ECM 

contains the microprocessor that continuously monitors and controls engine 

performance and calibration. The ECM receives input from sensors located 

on the engine that tell it operating information such as turbo boost, timing, 

oil and fuel temperature/pressure and coolant level/temperature. The ECM 

sorts this information and provides direction to the electronic fuel injection 

system to attain the desired performance. Each ECM also contains a back-up 

microprocessor which operates the engine should the main processor 

malfunction. The ECMs perform the following functions: 

Engine governing. 

Cold start fueling and timing. 

Engine protection and diagnostics. 

Injection timing. 

Rated speed and power. 

Sensor calibrations. 

Smoke control. 

The DDEC electronic control system is very sensitive to current/voltage fluctuations 

and surges. Disconnect required components before conducting any welding on the 

47FT MLB in accordance with PMS Manual. 

3-7 
Chapter 3 - Boat Systems 

B.1.b. Electronic The EUI replace the traditional fuel injectors with an electronically 

Unit Injectors controlled solenoid valve and straight plunger on each injector. 

(EUI) 

Electronic 

Display Modules 

(EDMs) 

Station 

Control 

Panel 

Throttles 

Emergency 

Backup 

Panel 

Control Station 

Interface Module 

(CSIM) 

Engine Room 

Interface Module 

(ERIM) 

Electronic Gear 

Interface Module 

(EGIM) 

Red Gear 

Control 

Valve 

Manufacture’s 

Interface 

Module 

(MIM) 

Electronic 

Control 

Module 

(ECM) 

DDEC System 

Diagram 

Figure 3-3 

DDEC System Diagram 

B.1.c. MIMs mounted on both engines provide the interface between the boat’s 

Manufacturers / control systems and the ECM. In addition, the MIM features a diagnostic 

Marine Interface connector port which allows the engineer or service personnel to connect the 

Modules (MIMs) DDEC diagnostic reader to the engine for troubleshooting. 

B.1.d. Engine The ERIM is located in the Auxiliary Machinery Compartment. It is the 

Room Interface central processor of the control systems (throttles) on the boat. It accepts 

Module (ERIM) signals from the three control stations on the boat and commands the engines 

(through the MIMs and ECMs) to operate at the proper speed. It also directs 

the clutch actuators to control direction of propulsion. 

3-8
Chapter 3 - Boat Systems 

B.1.e. Control 

station interface 

modules 

(CSIMs) 

There are three CSIMs on the 47FT MLB. All three are located in the 

Enclosed Bridge; two in the overhead for the Open Bridge throttles and one 

in the main console, port side under lower kick plate. The CSIM receives 

signals from the throttles and the throttle control buttons. It sends this 

information encoded into command signals to the ERIM. 

B.1.f. Electronic 

Display Modules 

(EDMs) 

The EDMs are the LCD displays mounted in the Enclosed Bridge and the 

Open Bridge. There is one EDM for each engine at each location. They 

receive information via a connection to the CSIM and display engine RPMs 

and vital performance data such as oil pressure, engine temperature, 

transmission oil pressure and temperature, instantaneous fuel consumption 

and total engine hours. 

B.1.g. Electronic The EGIMs are located in the Auxiliary Machinery Compartment underneath 

Gear Interface the ERIM. They take electronic signals from the ERIM and actuate the 

Modules reduction gear clutches. 

(EGIMs) 

3-9 
Chapter 3 - Boat Systems 

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3-10
Chapter 3 - Boat Systems 

Section C. Raw Water Cooling System 

Introduction There are two separate raw water systems on the 47FT MLB. The primary 

system provides cooling for various elements of the propulsion system. A 

separate raw water system serves the boat’s HVAC system; this secondary 

system is discussed in the HVAC system section of this chapter. The primary 

raw water system (Figure 3-4) carries out five functions: 

Maintains fuel oil temperatures below 90°F. 

Removes heat from engine coolant to maintain proper operating 

temperatures. 

Removes heat from reduction gear lube oil to maintain proper operating 

temperatures. 

Removes heat from the steering system hydraulic oil to maintain proper 

operating temperatures. 

Provides cooling and quieting for engine exhaust. 

C.1. System Each raw water valve is located on the opposite side of the keel of the engine 

Flow that it services between Frames 4 and 5 below the engine room ladder. 

Step Action 

1 The raw water flows through a 4" duplex strainer on the port and 

starboard inboard girders between Frames 4 and 5. 

2 From the sea strainer, water flows to the raw water pump that has 

a flow rating of 67 GPM. 

3 From the raw water pump, water flows through the fuel cooler and 

maintains fuel temperature below 90°F. 

4 From the fuel cooler, water is piped to the engine heat exchanger 

where it cools the engine coolant. 

5 On the outboard side of each engine, the flow is divided. One 

direction leads forward through Bulkhead 5 to the reduction gear 

oil cooler and the shaft seal for sealing and cooling. The second 

flow is restricted through a 1” restrictor plate and goes to the 

water-cooled muffler. 

On the starboard side, a separate branch provides cooling for the 

steering system hydraulic fluid. 

3-11 
S

Chapter 3 - Boat Systems 

Step Action 

6 After passing through the reduction gear oil cooler, the flow reenters the engine room and branches off. One leg goes to the deicing valve, while the other discharges overboard through the 

water-cooled muffler. 

7 In the water-cooled muffler, raw water cools and quiets the 

exhaust and is discharged over the side via the exhaust ports. The 

mufflers are cross-connected to prevent back pressure if one 

exhaust port is submerged. An isolation valve is installed in the 

cross-connect to prevent internal condensation in the event of 

single engine operation. 

(See Appendix B: EC-027) 

Sea Valve 

Muffler 

Sea Strainers 

De-icing 

Valve Raw Water 

Fuel Cooler Pump 

Heat 

Exchanger 

Restrictor 

Plate 

Flow Regulating 

Valve 

Steering Cooler 

Reduction Gear 

Oil Cooler 

Shaft Seal 

Raw Water 

Crossover System Centerline

Valve* 

*After E/C 47MLB-(B)-027 

Figure 3-4 

Raw Water System 

3-12 
Chapter 3 - Boat Systems 

Section D. Engine Systems 

Introduction Operating and supervisory commands and boat crews will comply with the 

procedures and limitations specified in this publication and any duly issued 

changes. 

In this Section This section contains the following information. 

Topic See Page 

Engine Coolant System 3-14 

Engine Lubrication System 3-16 

Engine Combustion Air System 3-19 

Engine Exhaust System 3-21 

3-13 
Chapter 3 - Boat Systems 

Engine Coolant System 

Introduction The Detroit Diesel 6V92TA has a 10-12 gallon capacity closed-circuit cooling 

system. It is comprised of a 50/50 mixture of Power Cool and distilled water. 

D.1. Block Flow The heat exchanger is a reservoir for coolant and housing for the raw water 

heat exchanger. 

Step Action 

1 The coolant passes across the heat exchanger, giving up its heat to 

the raw water. 

2 The coolant is then drawn into the pump. 

3 The pump has two outlets: One flows to the right bank thermostat 

housing and the other directly to the after-cooler. From the right 

bank thermostat housing, it flows to the lubricating oil cooler 

where it maintains the lubricating oil at 200° to 250°F. 

Water can bypass the cooler and go directly into the block 

depending on the temperature of the oil as regulated by a 

thermostatic valve. 

4 From the lubricating oil cooler, coolant flows into the block 

absorbing the heat from combustion around the cylinder liners. 

5 Coolant then flows up from the block into the heads where the fire 

deck is cooled. 

6 The main flow of coolant joins the after-cooler discharge and 

enters the left bank thermostat housing where a thermostatic valve 

is housed. 

7 The 170°F thermostat regulates the temperature of the coolant 

flowing through the block by opening or closing the discharge 

passage to the heat exchanger. 

8 When the engine is warming up, the thermostat will close the 

passage to the top of the heat exchanger and open the passage 

directly to the suction side of the pump. 

9 The heat exchanger is now taken out of the flow path. 

3-14
Chapter 3 - Boat Systems 

D.2. Charge The combustion charge air cooling flow is another component of the engine 

Air Flow coolant system. 

Step Action 

1 Coolant flows from one discharge side of the pump to the aftercooler mounted in the engine air box below the blower. 

2 Charged air from the blower and turbocharger passes across the 

after-cooler, which reduces air temperature to 100°F, depending on 

cleanliness. Cold air is denser and will hold more oxygen for 

combustion. 

3 From the after-cooler, the flow is piped to the left bank thermostat 

housing and joins the flow from the block. 

3-15 
Chapter 3 - Boat Systems 

Engine Lubrication System 

Introduction The Detroit Diesel 6V92TA has a closed-circuit, pressurized lubrication 

system with a capacity of 5.5 gallons, including filter and lines, of 40-weight 

lubricating oil. The normal operating range is 49-70 PSI. 

D.3. 

Scavenging Oil 

Pump 

A scavenging-type oil pump is mounted on the two forward main bearing caps 

and is driven by the gear train from the forward end of the crankshaft. The 

scavenging oil pump is actually two pumps in a single casing. 

D.4. How the The following is how the pump circulates oil through the engine (Figure 3-5): 

Pump Works 

Step Action 

1 The aft or scavenging pump moves oil from the back of the oil pan 

to the front of the oil pan over a baffle. 

2 The front or main oil pump takes suction from the front of the oil 

pan through the intake screen and pipe, then into the pump where 

it is pressurized. 

3 The oil then goes from the pump to a short gallery in the cylinder 

block to the oil cooler adapter plate and to a spring-loaded 

pressure relief valve mounted on the cylinder block. 

4 This valve discharges excess oil to the oil pan when the pressure 

exceeds 105 PSI. 

D.5. Flow The oil flows from the oil cooler adapter plate to the full-flow oil filter (30 

micron). Then it flows through the oil cooler and then back into the cylinder 

block. Here, a short vertical oil gallery and a short diagonal oil gallery carry 

the oil to the main longitudinal oil gallery through the middle of the block. 

Valves are also provided to bypass the oil filter and oil cooler if either 

becomes plugged. 

3-16
Chapter 3 - Boat Systems 

D.6. Pressure A pressure regulator valve located at the end of a vertical oil gallery stabilizes 

Regulator Valve lubricating oil pressure at all speeds regardless of the oil temperature. 

The regulator valve opens when the oil pressure at the valve exceeds 62 PSI 

and discharges oil back to the oil pan. 

D.7. Vertical The vertical gallery is located at the front of the cylinder block on the side 

Gallery opposite the oil cooler. 

D.8. Main The following steps describe the flow of oil through the main gallery: 

Gallery 

Step Action 

1 The pressurized oil flows from the main oil gallery through drilled 

passages to each main bearing. 

2 The oil then passes to an adjacent pair of connecting rods through 

grooves in the upper main bearing, lower connecting rod bearing 

and drilled passages in the crankshaft. 

3 The rifle-drilled connecting rods carry oil from the connecting rod 

bearings to the piston pin bushing. 

3-17 
Chapter 3 - Boat Systems 

Lube Oil System 

Diagram 

Filter 

Cooler Scavenging 

Pump 

Pickup Oil pump 

Pickup 

Press. Relief 

Valve-105 psi 

Press. Reg. 

Valve- 50 psi 

Filter Bypass 

valve 

18-21 psi 

Cooler 

Bypass Valve 

40 psi 

Figure 3-5 

Lube Oil System 

3-18
Chapter 3 - Boat Systems 

Engine Combustion Air System 

Introduction The engines are two-stroke marine diesels. For every two strokes of the 

crankshaft, or one complete up and down cycle of a piston, a combustion cycle 

takes place. For complete combustion, air must be introduced into the 

combustion space in the proper ratio. The air flow that pushes exhaust gases 

through the combustion chambers is called “scavenging air.” 

D.9. Blower Air is forced into the engine by an air pump called a blower. The blower is 

engine driven through the gear train and supplies pressurized air to a reservoir 

in the engine block called an air box. 

D.10. 

Turbocharger 

The blower itself is not capable of moving enough air to burn the amount of 

fuel necessary to produce 435 horsepower. To provide the air, the air intake 

system uses a turbocharger. A turbocharger is an air pump driven by the 

expelled combustion gases (exhaust) from the cylinders. 

Step Action 

1 The exhaust gases expand, entering the lower pressure of the 

exhaust manifold. 

2 The exhaust gases travel through the turbine side of the 

turbocharger, mounted on the exhaust manifold, to escape to the 

atmosphere. 

3 The exhaust gases expand and pass across the turbine, driving it at 

an RPM corresponding to the rate of expansion. 

D.11. Air Flow The turbocharger turbine is connected by a shaft to a compressor wheel. The 

following describes the process of the air flow (Figure 3-6): 

Step Action 

1 As the compressor wheel spins, it draws air into the compressor 

housing. 

2 The air is pressurized and discharged to the air inlet piping. 

3 The piping carries the air to the inlet side of the blower. 

3-19 
Chapter 3 - Boat Systems 

Step Action 

4 Since the blower is only capable of generating about 5 PSI and the 

turbocharger is capable of 20 PSI or more, the blower becomes a 

restriction. To compensate for this restriction, air flow valves are 

installed in the blower housing that open an air flow path around 

the blower compressor lobes. These valves are called oval blower 

bypass valves. 

5 The pressurized air is now carried around the blower and enters 

the after-cooler. The after-cooler is a heat exchanger that removes 

heat from the pressurized charged air. 

6 As engine coolant cools the charged air, it removes about 100°F. 

Cooler air is denser and can hold more oxygen for combustion. 

7 Air then flows from the after-cooler to the air box for delivery to 

the combustion chamber. 

AirSep 

System 

Diagram 

Collector 

Assy. 

Vacuum 

Limiters 

Valve Cover 

Breather 

Air Inlet 

Restriction 

Indicator 

Oil Drain 

Hose to 

Crank Case 

Figure 3-6 

AirSep System Diagram 

3-20
Chapter 3 - Boat Systems 

Engine Exhaust System 

Introduction The engine exhaust system (Figure 3-7) is divided into port and starboard 

subsystems with a crossover system needed for rollovers. The crossover is 

also fitted with an isolation valve. Each subsystem consists of a riser 

assembly attached directly to the engine’s turbo charger outlet adapter. 

(See Appendix B: EC-027) 

D.12. Exhaust 

Gas Silencer 

Figure 3-7 

Exhaust System 

Twin wet exhaust lines are located aft between Frames 1 and 2. The exhaust 

piping angles upwards and enters the mufflers. Through the exhaust gas 

muffler, gases percolate upwards through the center of the water chamber 

(supplied by the raw water system). Exhaust gas and overflow from the 

water tank flow out through a pipe leading outboard from the tank through 

hull fittings on both port and starboard sides. A cross-connect pipe between 

the two exhaust mufflers reduces back pressure when one exhaust port is 

submerged. The exhaust mufflers retain water in the event of a rollover to 

prevent back drainage into the engines. 

3-21 
Chapter 3 - Boat Systems 

Section E. Fuel Oil System 

Introduction The fuel oil system (Figure 3-8) is made of three subsystems. When 

troubleshooting, it is important to consider these subsystems separately and 

understand how they interact. 

E.1. Fuel Tank The fuel oil tank capacity at 100% full is 394 gallons (373 gallons at 95%). 

Suction is drawn at a point 2" from the bottom of the tank at Frame 6. The 

fuel pickup has a bonnet to provide suction in the event that the boat capsizes. 

Baffles are installed at Frames 6 and 7 to control free surface effect. 

E.2. Fuel Oil Fuel oil circulates through the system as follows: 

Supply 

Step Action 

1 Fuel flows from the tank through the emergency fuel oil cut out 

valves. These valves are spring-loaded and are actuated by pull 

cables from the starboard side of the engine room door in the 

Survivors compartment. 

2 Fuel flows through the fuel filter service valve into the primary 

fuel oil separator. The fuel oil separator is a spin-on type filter 

(P/N 3201 PUL) with 30 micron rating. It is considered a duplex 

filter in that it removes particulates and separates water. A 

removable metal bowl at the bottom of the filter is used for 

draining water and sediment. 

(See Appendix B: EC-003, 008, 011, 035) 

3 Fuel travels from the primary filter into the fuel oil pump. The 

fuel pump is gear-driven off the front of the blower. The pump 

has an internal relief valve that opens at 62 PSI to protect the 

pump from over pressurization. The pump is also outfitted with a 

return check valve to prevent seal failure in the event the engine is 

counter rotated. 

(See Appendix B: EC-003) 

4 Fuel flows from the pump under pressure through the ECM cooler 

to the secondary 2-4 micron filter. 

5 The flow splits to the fuel injection system in each cylinder head. 

3-22
Chapter 3 - Boat Systems 

E.3. Fuel Oil The following steps describe how the fuel oil returns: 

Return 

Step Action 

1 Fuel oil travels through the cylinder heads for injecting, cooling 

the fire deck, cleaning and lubricating the fuel injectors. 80% of 

the fuel flow returns back to the tank. 

2 From the heads, the fuel flow enters a manifold where the split 

flow is brought back together and flows through the fuel cooler. 

Fuel cools below 90°F to prevent a loss of power due to heat 

buildup. 

3 On the output side of the fuel cooler there is a 0.080” restricted 

orifice. The orifice provides constant back pressure on the system. 

4 The flow continues into the ECM cooling plate and through a 

check valve. Fuel flow then joins the returned fuel from the other 

engine, where it passes through a common return check valve just 

aft of Bulkhead 5 and back to the tank. 

Fuel 

Tank 

From Other 

Engine .080” Restricted Orifice 

Fuel Cooler 

Fuel Pressure 

Sensor 

Engine 

Fuel Pump 

Secondary 

Fuel Filter 

Fuel Temperature 

Sensor 

Primary Fuel Filter 

and Priming Pump 

Emergency Fuel 

Cutoff Valve 

Return 

Check Valves 

Electronic 

Control Module 

(ECM) 

10 PSI 

Relief Check 

Valve 

Fuel Oil System 

Fuel 

Suction 

Box 

Figure 3-8 

Fuel Oil System 

3-23 
Chapter 3 - Boat Systems 

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3-24
Chapter 3 - Boat Systems 

Section F. Hydraulic Steering System 

Introduction The 47FT MLB uses a Manual Servo Steering System that interacts with a 

power assist system. The steering system (Figure 3-9) uses 2 gallons of 

Tellus T-15 hydraulic fluid. The manual system serves as the boat’s 

emergency steering. If the manual system fails, the boat can be steered using 

the engines. Though interconnected, for ease of understanding, the systems 

will be discussed individually. 

MANUAL + POWER ASSISTED 

F.1. Manual 

System 

Operation 

A helm unit (axial piston pump) on the open starboard steering station 

displaces 2.3 cubic inches of fluid per revolution. As the wheel is turned, it 

pumps fluid from one side of the servo ram to the other. The steering fluid 

reservoir assembly in the engine room provides makeup oil and is closed to 

the atmosphere. Proper system operation requires a level of 1⁄2 - 3⁄4 and a 

head pressure of 20 to 30 PSI in the reservoir. A gauge at the reservoir 

displays pressure. The manual steering operates as a standard hydraulic 

system by supplying oil to either side of servo cylinder assembly in the 

lazarette. By responding directly to helm movement, the connected rudders 

move with little effort on the steering wheel. When the jog levers are used, 

an electronic signal is sent to the control which pumps fluid to the 

appropriate side of the servo ram. When energized, the autopilot system 

sends signals to the autopilot pump to control the operation of the servo ram. 

F.2. Power 

Assisted System 

Operation 

The power assist system operates in direct response to the manual steering 

system to give very high response steering with minimal effort. Two 

hydraulic pumps driven by the engines provide fluid flow in the power assist 

system. Fluid flows from the pump to the pump relief/flow control valve 

that controls system pressure including the manual helm steering circuit. In 

operation, pressure is only developed in the power circuit to bring about 

changes in rudder position. Under steady conditions, the power pumps 

circulate oil freely in the power circuit. The fluid enters the appropriate side 

of the port and starboard power cylinder in the servo/power cylinder unit in 

the lazarette. The servo cylinder commands the power cylinder to follow its 

movement and thus operate in direct response to helm movement. Another 

important function of this control assembly is that it provides automatic 

return to manual helm steering if the power pump flow is lost or interrupted. 

3-25 
Chapter 3 - Boat Systems 

Steering System 

Helm Unit 

Reservoir 

Engine Mounted 

Pumps 

Filter 

Flow Divider 

Relief Valve 

Cooler 

Autopilot 

Pump 

Steering 

Control Valve 

Servo/Power Cylinder 

Feedback 

Units 

Steering 

Control 

Junction 

Box 

Autopilot 

Course 

Computer 

J 

o 

y 

s 

t 

I 

c 

k 

s 

F.3. System 

Reservoir 

Figure 3-9 

Steering System 

The hydraulic steering system has the reservoir assembly mounted on the 

starboard shell plating between Frames 2 and 3. It contains 1 gallon of oil 

and performs the following functions for the system: 

Supplies oil for the two-engine drive power pumps. 

A supply of filtered oil for both the helm unit and the autopilot pump 

assembly. The filter is a 10 micron rated filter. 

Cooling (from the raw water system) to keep the system operating within 

operating parameters. 

Continuous filtering of oil in the power assist circuit. 

3-26
Chapter 3 - Boat Systems 

Section G. Heating, Ventilation, Air Conditioning 

System (HVAC) 

Introduction The HVAC system heats, cools, and ventilates the Survivors compartment 

and the Enclosed Bridge. The system consists of two self-contained units 

located in the Enclosed Bridge and the Survivors compartment. Each unit 

can provide heating or cooling. 

G.1. Control 

Units 

The control unit for the Enclosed Bridge HVAC system is located on the 

starboard bulkhead of the Enclosed Bridge. The control unit for the 

Survivors compartment is located just inboard of the ladder leading to the aft 

deck. The control units allow both manual and programmable control of 

heating and cooling within the two compartments. 

NOTE  


G.2. HVAC 

Raw Water 

System 

NOTE 


If power is removed from the compressor units, wait five minutes before restarting 

the system. 

The HVAC system is cooled by a raw water system. The intake, valve, and 

simplex strainer for the HVAC raw water system are located to starboard of 

the keel in the Auxiliary Machinery Compartment. Two electrically 

powered raw water pumps pump water through hoses to the HVAC 

compressors in the Enclosed Bridge and Survivors compartment. 

The R/W valve must be open to use the HVAC system in the cooling mode. 

G.3. Natural Every compartment on the 47FT MLB is naturally ventilated. Refer to 

Ventilation Chapter 2, Boat Characteristics. 

3-27 
Chapter 3 - Boat Systems 

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3-28
Chapter 3 - Boat Systems 

Section H. Electrical System 

Introduction The 47FT MLB electrical system includes both AC and DC power 

distribution systems from several sources (Figures 3-10 through 3-12). The 

DC electrical and charging system is shown in Figure 3-13. 

H.1. AC Power 

Sources 

AC Power is provided from two separate sources. 

Shore Power 

The shore power receptacle is located on the forward weather deck 

deckhouse bulkhead. All circuits requiring AC and DC power will operate 

when connected to shore power with the main breakers energized. These 

main breakers may be shore-side or they may be the ones located on the 120­

VAC power panel in the Auxiliary Machinery Compartment. 

While Underway 

Two engine-driven AC, 5-kW generators provide the necessary AC power to 

the inverters for the HVAC systems. Each generator controller regulates AC 

power at 120 V, 60 Hz. This is only for boats with EC-037 not completed. 

(See Appendix B: EC-037) 

H.2. DC Power 

Sources 

DC power is supplied to the 47FT MLB by four engine-driven, 220-amp 

Balmar alternators and two banks of 8D marine type AGM batteries. From 

the alternators, power passes through voltage regulators, through battery 

disconnect cut-out switches located on Bulkhead 8 in the Survivors 

compartment, and then on to the batteries. All four alternators are outfitted 

with a load-sharing device, the center fielder, to prevent an overload of one 

alternator. Green LED indicator lights are mounted on port and starboard 

engine room gauge panels, which are energized whenever each respective 

alternator is producing voltage. This power is distributed through 24-volt 

DC and 12-volt DC power panels mounted in the Auxiliary Machinery 

Compartment. 

(See Appendix B: EC-012, 025, 037) 

3-29 
Chapter 3 - Boat Systems 

H.2.a. Batteries The batteries installed on the 47FT MLB consist of two banks of 12-volt 8D 

marine type AGM batteries mounted in a drip proof laminated fiberglass box 

with a vented top to prevent accumulation of charging gasses. Each bank 

consists of two 12-volt 8D marine type AGM batteries connected in series to 

provide 24 volts terminal voltage. A battery disconnect cut-out switch panel 

mounted on port side of Bulkhead 9 in the Survivors compartment permits 

each battery bank to be disconnected from its intended starting or service 

load. Under normal conditions, the battery banks operate independently. 

However, in the event that the engine starter cannot provide enough current 

to start the engines, the two banks can be paralleled by closing the parallel 

switch located on the disconnect switch panel. Battery charging is 

performed in port by an AC powered battery charger in the Auxiliary 

Machinery Compartment. Underway, four engine-driven (Balmar) 

alternators generate DC power. 

(See Appendix B: EC-012, 025) 

H.3. Power Three power panels are installed in the Auxiliary Machinery Compartment. 

Panels 

120-VAC 

12-volt 

24-volt 

H.3.a. 120 VAC The 120-VAC power panel is on Bulkhead 8 to port of the watertight door. 

power panel This panel houses breakers for the two Victron inverters (40 AMP), two 

receptacles (15 AMP each) with ground fault protection, HVAC units (40 

AMP each), and engine hot starts (30 AMP each). A separate shore power 

main circuit breaker panel is mounted on the port shell plating at Frame 9. 

WARNING ,
 When AC alternator power is being used, the voltmeter and amp meter on the 120­

VAC Power Panel will read zero but, in fact, power is present at the HVAC circuit 

breakers. Indication of power is on the Seapower remote status panel. 

3-30
Chapter 3 - Boat Systems 

H.3.b. 12-Volt The 12-volt power panel is on Bulkhead l0 outboard of the 24-volt panel. 

power panel This panel receives its power from the converters mounted on the starboard 

side of the 24-volt power panel. 

NOTE  
 If the 12-volt power supplies trip off line, secure the electronics and allow power 

supplies to cool. The temperature of the Auxiliary Machinery Compartment may get 

hot enough to prevent heat from the converters to dissipate. A thermo-switch will 

secure the units when overheated. Visually check the breaker to see if it has tripped. 

The possibility also exists that one unit is inoperative and the other is carrying the 

load, which will overload the functioning unit. 

H.3.c. 24-Volt The 24-volt power panel is on Bulkhead 10 to port of the watertight door. 

power panel This panel houses all 24-volt electrical service breakers for the boat. A 

voltage meter and amperage meter are installed at the top of the panel face. 

CAUTION! Secure the service batteries when securing the start system cutout switch or when 

removing power cables from the starter. A 24-volt potential exists on the negative 

cable due to the common ground of the two systems. 

3-31 
Chapter 3 - Boat Systems 

Figure 3-10 

12 VDC Power Panel 

3-32
Chapter 3 - Boat Systems 

Figure 3-11 

120 VAC Power Panel 

3-33 
Chapter 3 - Boat Systems 

Figure 3-12 

24 VDC Power Panel 

3-34
Chapter 3 - Boat Systems 

Figure 3-13 

DC Electrical and Charging Diagram 

3-35 
Chapter 3 - Boat Systems 

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3-36
Chapter 3 - Boat Systems 

Section I. Emergency Systems 

Introduction This section describes emergency systems and actions to be taken if a 

casualty to the boat or one of the boat’s systems occurs. 

The best casualty control action is to prevent casualties through good 

maintenance and proper seamanship. If a casualty does occur, there must be 

timely execution of a predetermined plan of action to correct and/or prevent 

worsening of the situation. Frequent underway casualty control drills both 

prepare and improve the crew’s response. 

In this Section This section contains the following information. 

Topic See Page 

Emergency Window Release System (EWRS) 3-38 

Engine Room Fire Suppression System 3-40 

Installed Dewatering System 3-42 

Bilge Flooding Alarm System 3-44 

 Fire Fighting 3-46 

3-37 
Chapter 3 - Boat Systems 

Emergency Window Release System 

Introduction In the case of damage to the pilothouse during a rollover, the EWRS (Figure 

3-14) provides for automatic or manual opening of the port and starboard aft 

corner windows on the Enclosed Bridge. Water sensors are mounted on the 

port and starboard bulkheads near the overhead and trigger opening of the aft 

corner windows. When triggered, the EWRS provides for free transfer of 

water trapped in the Enclosed Bridge, which may affect stability. 

I.1. System 

Configuration 

The EWRS windows are mounted on spring-loaded hinges and are held 

closed and locked down by a sliding lock assembly. An EWRS air 

compressor and reservoir assembly mounted in the Auxiliary Machinery 

Compartment provides charge air to the release system. A backup CO2 

actuator is mounted on the overhead at the centerline in the Enclosed Bridge. 

Upon activation by the automatic sensors or the manual actuator, the charge 

system slides the locking bolt open that releases the spring-loaded windows. 

(See Appendix B: EC-034) 

I.2. Testing The release system can be tested periodically by pressing the EWRS release 

test switch mounted just forward of the starboard window. 

I.3. Re-Arming The system can be re-armed by resetting the test switch, pressing the reset 

button next to each window, closing the windows and securing the slide 

locks. 

3-38
Chapter 3 - Boat Systems 

Figure 3-14 

Emergency Window Release System 

3-39 
Chapter 3 - Boat Systems 

Engine Room Fire Suppression System 

Introduction The CO2 fire suppression system (Figure 3-15) is used for fire fighting in the 

engine room only. The system is only to be used in emergency situations to 

control a fire in the engine room space. All personnel must be evacuated 

from the compartment and all watertight doors sealed prior to activation of 

the system. Refer to the “Fire in the Engine Room” casualty control section 

in this handbook for detailed procedures on system use. 

25lbs CO2 

Mu Bottles lti-Jet 

Discharge 

Nozzle 

30 Second 

Delay 

Bottle 

CO2 

Actuated 

Siren 

Pressure 

Switch #1 

Pressure 

Switch #2 

Pressure 

CO2 System Switch #3 

Actuators 

CO2 

System 

Diagram 

E/C 

47MLB-A-026 

Figure 3-15 

Engine Room Fire Suppression System 

3-40
Chapter 3 - Boat Systems 

I.4. Storage The primary CO2 fire fighting agent is stored in two 25-lb bottles mounted in 

Location the Auxiliary Machinery Compartment to starboard of the watertight door on 

Bulkhead 10. 

I.5. Activation The CO2 system can be activated from three locations on the 47FT MLB. 

Actuators (one located in the Enclosed Bridge and one in the Survivors 

compartment) puncture a nitrogen cylinder, which charges the activation 

piping. This activation system releases a pressure switch on the control head 

of the CO2 storage containers. A third way to activate the system is by 

removing the locking pin and manually rotating the activation lever on the 

CO2 bottle control head. 

(See Appendix B: EC-026 and Amendment 1) 

I.6. System Once the CO2 has been released, the following events take place: 

Flow 

Step Action 

1 The discharge manifold lines are charged to a pressure operated 

siren and a pressure switch which energizes the pre-discharge 

warning strobe light, the engine stop solenoids, and the red “CO2 

Pre-discharge” light located on the CO2 system indicator panel in 

the Survivors compartment. A separate line sends CO2 to a 

warning siren in the engine room. 

2 Along a separate discharge line, the pressurized CO2 activates the 

time delay cylinder mounted on the aft starboard bulkhead of the 

Survivors compartment. 

3 The discharge delay cylinder delays release of CO2 into the engine 

room compartment for 30 seconds. This delay allows time for the 

siren and strobe to warn personnel to evacuate the compartment. 

If all personnel are accounted for, or for manual activation in the 

event of malfunction, the delay cylinder may be overridden by 

rotating the manual control lever on the discharge delay cylinder. 

4 Once the discharge delay cylinder is activated, CO2 will be 

released into the compartment. In addition, the discharged CO2 

will pressure activate the engine room air damper and the red 

“CO2 Discharge” light located on the CO2 system indicator panel. 

3-41 
Chapter 3 - Boat Systems 

Installed Dewatering System 

Introduction The 47FT MLB is outfitted with seven 33 GPM submersible bilge pumps. 

Each bilge pump discharge line is fitted with an in-line check valve mounted 

in a horizontal position. The discharge hose is attached to a through-hull 

fitting with two hose clamps. A sensor switch is used to automatically 

energize the bilge pump at a set water level. The level switch is above the 

height of the bilge pump to avoid discharging oil floating on the bilge water. 

The alarm circuit is connected to the boat horn on the mast platform. This 

alerts the crew whether moored or underway. 

NOTE  The installed bilge pump system is an EMERGENCY system only. It is not 

intended for general cleanup use. 

I.7. Bilge Pump The bilge pump selector switch may be placed in manual, off, or automatic. 

Selector Switch The selector switch will normally be placed in the automatic position. 

CAUTION! 

NOTE  

To place a bilge pump selector switch in manual position may result in a discharge 

of oil. 

It will require approximately 10" of water in a bilge space to activate the bilge 

pumps when set in the automatic mode. 

I.8. Location of The locations of each bilge pump and a schematic are provided in Figure 

Pumps and 3-16. A control panel is in the Enclosed Bridge on Bulkhead 8 to starboard 

Panel of the aft facing window. 

I.9. CG-P6 A separate method of emergency dewatering of the engine room is available 

Portable Pump through use of the CG-P6 portable pump connected to the dewatering 

standpipe (Figure 3-17) mounted on the aft buoyancy chamber. This 

standpipe takes suction from the engine room bilge. 

3-42
Chapter 3 - Boat Systems 

Bilge Pump System

Engine Room 

Fuel Tank 

Gear Space 

Gear Space 

Auxiliary 

Machinery 

Space 

Forward 

Compartment 

Lazz. 

AS 

AS 

AS 

AS 

AS AS AS 

FR 1 FR 5 FR 8 FR 10 

AS 

Check Valve 

Bilge Pump 

Auto Switch 

Figure 3-16 

Bilge Pump System 

Figure 3-17 

Dewatering & Fire Fighting Standpipes 

3-43 
Chapter 3 - Boat Systems 

Bilge Flooding Alarm System 

I.10. Sensors The 47FT MLB is outfitted with six bilge flooding alarm sensors located 

near each 33 GPM submersible bilge pump, with the exception of the 

forward engine room bilge pump. The sensors are mounted approximately 

5" below the bilge pump activation sensors and will activate the 47FT 

MLB’s alarm prior to activation of the bilge pumps (Figure 3-18). 

I.11. Operation The alarm system operates independently from the installed dewatering 

system; it serves only to alert the crew of bilge flooding. Sounding of the 

47FT MLB’s horn and a beeping on the alarm panel will indicate flooding. 

Pushing the silence button on the alarm panel may silence both. A selector 

switch is mounted to the alarm panel, labeled “Moored” and “Underway.” In 

the event of flooding, the “Moored” mode will sound the horn continuously, 

whereas in the “Underway” mode, the horn will sound for approximately 8 

seconds and then silence. The amber bilge alarm light, located on the Open 

Bridge, will remain energized regardless of which mode the selector switch 

is in. 

(See Appendix B: EC-015) 

I.12. Location The alarm panel is located in the Enclosed Bridge on Bulkhead 8 starboard 

side above the bilge pump control panel. A light on the panel indicates 

power to the system. 

I.13. Spaces The sensors are distributed to provide flooding alert to five bilge spaces: 

Forward Compartment 

Auxiliary Machinery Compartment 

Gear Space (port and starboard) 

Engine Room 

Lazarette 

A light on the panel indicates the space or spaces where bilge flooding has 

occurred. 

3-44
Chapter 3 - Boat Systems 

Figure 3-18 

Bilge Flood Alarm System 

3-45 
Chapter 3 - Boat Systems 

Fire Fighting 

I.14. Policy Fire fighting is not a primary mission of the 47FT MLB. Because of its 

limited capability, all fire fighting activities should be limited to only those 

in accordance with Section 4.4.2.2 of the U.S. Coast Guard Addendum to the 

United States National SAR Supplement to the International Aeronautical 

and Maritime Search and Rescue Manual (IAMSAR), COMDTINST 

M16130.2 (series). Section 4.4.2.2 states that Coast Guard personnel shall 

not engage in independent fire fighting operations except to save a life or in 

the early stages of a fire to prevent a significant threat without undue risk. It 

also states that for fire fighting activities involving commercial vessels and 

waterfront facilities, Coast Guard personnel shall not actively engage in fire 

fighting except in support of a regular fire fighting agency under the 

supervision of a qualified fire officer. 

NOTE  For further guidance on Coast Guard fire fighting policies, refer to the U.S. Coast 

Guard Addendum to the United States National SAR Supplement to the 

International Aeronautical and Maritime Search and Rescue Manual (IAMSAR), 

COMDTINST M16130.2 (series). 

3-46
Chapter 3 - Boat Systems 

Section J. Communications/Navigation System 

Introduction All of the standard marine communications and navigation equipment is 

mounted in the Open and Closed Bridge of the 47FT MLB. The 47FT MLB 

utilizes a Scalable Integrated Navigation System (SINS) that is built around 

the Furuno NavNet radar/chart plotter system. The SINS system on the 

47FT MLB includes the following: 

1933C/NT Radar/Video Plotter 

PG1000 Heading Sensor 

GP-37 WAAS/DGPS Navigator 

RD-30 Multi-Display Unit 

235DT-SSE Depth Sensor 

NOTE 


J.1. Raymarine 

430 Loudhailer 

Frequent operations and position reports between the boat and its operational control 

(OPCON) are critical to crew safety and timely mishap follow-up. Every boat must 

have the capability for communicating by radio to the station and other vessels. For 

radio protocol, channel selection and additional radio communication information, 

refer to Chapter 11 in the Boat Crew Seamanship Manual, COMDTINST M16114.5 

(series); the Telecommunications Manual, COMDTINST M2000.3 (series); and the 

Radiotelephone Handbook, COMDTINST 2300.7 (series). 

The Raymarine 430 loudhailer (Figure 3-19) requires a 12-VDC input and 

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 Enclosed Bridge (lower 

console), as well as a microphone and speaker on the Open Bridge starboard 

console. 

3-47 
Chapter 3 - Boat Systems 

J.2. Motorola 

VHF-FM Astro 

Spectra W9 

Transceiver 

Control Head 

Figure 3-19 

Raymarine 430 Loudhailer 

The Motorola VHF-FM Astro Spectra W9 transceiver control head (Figure 

3-20) is mounted in the cabin on top of the port dash panel. The transceiver 

is located forward of the coxswain control cabin and is accessible through 

the cuddy cabin. The transceiver is used for communicating on VHF-FM 

marine band frequencies 146 to 174 MHz. The transceiver meets the Digital 

Encryption Standard (DES) requirements for APCO 25. The radio requires a 

12-VDC power input. The radio antenna is located atop the cabin, port side. 

Figure 3-20 

Motorola VHF-FM Astro Spectra W9 Transceiver Control Head 

3-48 
Chapter 3 - Boat Systems 

J.3. Furuno 

NAVpilot 

The Furuno Navpilot 500 Autopilot (Figure 3-21) is mounted on the 

Enclosed Bridge console and on the Open Bridge starboard console. It 

operates in two modes: Auto (Heading Control) and Nav (Track Control). 

This unit is electrically connected and completely compatible with the SINS 

equipment. The display modes available with this unit include 

Autopilot/Track control with rudder angle indication, L/L, Highway, 

Compass Rose, and two customizable displays. As with the SINS, the 

accuracy of this unit is completely dependant on the accuracy of the 

Electronic Compass (PG-1000). 

Figure 3-21 

Furuno NAVpilot 

A Nexus magnetic compass (Figure 3-22) 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. 

J.4. Magnetic 

Compass 

3-49 
Chapter 3 - Boat Systems 

J.5. Furuno 

1933C/NT 

Radar/Chart 

Plotter Display 

Figure 3-22 

Magnetic Compass 

The Furuno 1933C/NT Radar Display (Figure 3-23) is located on the Open 

Bridge (Center Console) and the Enclosed Bridge (Lower Console). 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. The range scales are from 0.125 to 48 NM, in 

16-step increments. The Echo Trail intervals available are 15 seconds; 30 

seconds; 1, 3, 6, 15, and 30 minutes; or continuous. 

The plotter has a memory capacity of up to 8000 points for the boat’s track 

and marks, 1000 waypoints, and 200 planned routes. Display modes include 

course plot, navigation data, steering display, and highway. Plot interval is 

adjustable from 1 second to 59 minutes, 59 seconds or 0.01 to 9.99 NM. 

Alarms available are guard zone, arrival/anchor watch, proximity alert, ships 

speed, water depth and temperature, and cross track error (XTE). A SAVE 

MOB function will immediately mark the MOB position and display the 

range and bearing of the man overboard location on the display. 

3-50
Chapter 3 - Boat Systems 

Figure 3-23 

Radar Display 

J.6. K-Band The Furuno 4-kW K-Band Pedestal Antenna (Figure 3-24) is a compact 

Pedestal radar antenna that has a maximum range of 36 NM and requires a 12-VDC 

Antenna input. 

J.7. 

WAAS/DGPS 

Receiver/ 

Antenna 

The Furuno Wide Area Augmentation System (WAAS)/Differential Global 

Positioning System (DGPS) Receiver/Antenna (Figure 3-24) is mounted on 

the radar pod. The antenna has 12 DGPS receiving channels and 1 WAAS 

receiving channel. The receiver/antenna can decode correction signals from 

WAAS/DGPS and provide these signals to the 1933C/NT radar display and 

the GP-37 WAAS/DGPS navigator. The position accuracy for the GPS is 

10 m; the DGPS, 5 m; and the WAAS, 3 m. The receiver/antenna requires a 

12-VDC input. 

3-51 
Chapter 3 - Boat Systems 

J.8. RD-30 

Multi-Display 

Figure 3-24 

Radar Antenna WAAS/DGPS Receiver/Antenna 

The RD-30 Multi-Display (Figure 3-25) is mounted on the Open Bridge 

Starboard Console and the Enclosed Bridge Center 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, speed wheel transducer, radar, WAAS/DGPS receiver/antenna, and 

the PG 1000 heading sensor to provide essential navigational information. 

The unit features a 41⁄2-inch backlit LCD and has five user programmable 

displays. The RD-30 has ten conditions that can trigger audio and visual 

alarms: 

Speed 

Water temperature 

Depth 

Arrival/anchor watch 

XTE 

Trip distance (two alarms) 

Countdown timer 

Alarm clock 

No position fixing 

No position data 

The RD-30 requires 12-VDC input. 

3-52
Chapter 3 - Boat Systems 

NOTE 


J.9. GP-37 

WAAS/DGPS 

Receiver and 

Navigator 

Figure 3-25 

RD-30 Multi Display

WAAS is not currently approved for use by Coast Guard vessels. 

The GP-37 WAAS/DGPS Receiver and Navigator (Figure 3-26) is mounted 

on the port side of the Enclosed Bridge Console. The GP-37 is a totally 

integrated DGPS receiver and video plotter. The GP-37 can track up to 13 

satellites (12 DGPS, 1 WAAS) simultaneously using the WAAS/DGPS 

receiver/antenna. 

Display modes available are: plotter, NavData (position indication in 

latitude, longitude or LORAN), steering (vessel course, position, speed), and 

highway. The GP-37 has five available alarm functions and a memory 

capacity of 1000 points of vessel track, 999 waypoints or marks, and 50 

routes comprised of up to 30 waypoints. The GP-37 has an accuracy of 5 

meters or better with DGPS. In the AUTO mode, the GP-37 runs with 

DGPS as the default setting. If the DGPS signal is lost for any reason, the 

WAAS mode is automatically selected. Consult the Furuno Operator’s 

Manual for the GP-37 DGPS Navigator to enable the AUTO mode from the 

Menu selection. In addition, the Course Over Ground feature on the GP-37 

WAAS/DGPS Receiver and Navigator is unaffected by Electro Magnetic 

Interference and therefore can also be used in combination with the digital 

compass. 

The GP-37 DGPS Receiver feeds latitude and longitude data to the SINS 

equipment; however, it is a stand-alone DGPS in all other aspects. 

Recommend all regularly used Routes be loaded into this unit for use when 

the SINS equipment experiences a failure. 

3-53 
Chapter 3 - Boat Systems 

J.10. PG-1000 

Heading Sensor 

Figure 3-26 

GP-37 WAAS/DGPS Receiver and Navigator 

The PG-1000 Heading Sensor (Figure 3-27) is mounted in the Forward 

Compartment under the deck grating at Frame 11. The sensor detects 

terrestrial magnetism and produces heading data, which can be utilized by 

navigation system components 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. The accuracy of the digital compass 

should be frequently checked by steering a known range, and calibrated in 

accordance with the manufacturer’s instructions. If the boat experiences 

electronic problems, operates in a new geographic region, or requires 

recalibration for some other reason, record the results of the accuracy check 

in Part 1 of the Boat Record. 

Figure 3-27 

Heading Sensor 

3-54 
Chapter 3 - Boat Systems 

J.11. 235DTSSE Depth and 

Temperature 

Sensor 

The 235DT-SSE Depth and Temperature Sensor (Figure 3-28) is mounted in 

a thru-hull fashion in the forward Port side of the Survivors compartment. 

There is another thru-hull Transducer mounted through the Starboard side of 

the hull in the forward Survivors compartment which feeds “Speed through 

the water” information to the RD-30 multi display. The RD-30 multi-display 

has programmable alarm set-points and menu selectable displays for water 

temperature and depth that require input from the 235DT-SSE sensor. 

Figure 3-28 

235DT-SSE Depth and Temperature Sensor

J.12. Simrad The TD-L1550A Automatic VHF Direction Finder (Figure 3-29) is mounted 

Taiyo TD- in the Enclosed Bridge Starboard side of the console. The antenna is 

L1550A mounted at the top of the mast. 

Figure 3-29 

Direction Finder 

3-55 
Chapter 3 - Boat Systems 

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3-56
Chapter 3 - Boat Systems 

Section K. Weapons Mounting 

Introduction Engineering Change (EC-032) authorized the installation of a machine gun 

tripod on the foredeck of the 47FT MLB to support missions requiring armed 

vessels. The tripod provides a foundation for the MK-16 MOD 8 stand and 

either the M240B or M60 machine gun. 

NOTE 

K.1. Machine 

Gun Elevation 

and Train Stop 

Limits 

CAUTION! 

Weapons allowances for Coast Guard boats are established by CG-7713. 

The gun mount location on the foredeck is approximately 13’ aft of the bow 

and creates challenges in setting mount depression stops. Upward pressure 

on the butt stock of the M240B or M60 machine guns at maximum depression 

can create a subtle drop in the axis of the barrel bore, which can lower the 

bullet’s travel over the handrail anywhere between one and four inches from 

the original stop setting. 

Setting the gun mount depression stop to six inches above the handrail will 

provide an adequate buffer that takes into account both the maximum 

depression stop setting and flex of the machine gun. 

The servicing sector or area armory should perform the initial set for the train, 

elevation, and depression stops. Once the stops are set, the mounts should be 

stamped with the 47FT MLB’s hull number. Only use the mount marked for 

the specific 47FT MLB. Do not use the mount on any other vessel. 

The MK-16 MOD 8 stand is the only stand authorized for use aboard the 47FT MLB. 

The MK-16 MOD 8 stand shall be used with the MK-97 mount (for the M-240B 

machine gun) or the MK-82 mount (for the M-60 machine gun). Under no 

circumstances shall the UTB M-60 mount be used aboard a 47FT MLB, as these 

mounts are one-of-a-kind design, specifically made to work only on UTBs. Units 

should contact their servicing armory if in doubt as to the appropriate weapon or 

weapon mount configuration. 

3-57 
Chapter 3 - Boat Systems 

K.2. PreMission 

Procedures 

Prior to getting underway, ensure the machine gun and mount are properly 

secured. Check train, elevation, and depression of the mount in accordance 

with Chapter 16 of the Ordnance Manual, COMDTINST M8000.2 (series). 

To check for the proper depression, use a laser bore scope and ruler to ensure 

that the muzzle of the weapon is pointing at least six inches above the 

handrail. Procedures are as follows: 

Step Action 

1 Insert the laser bore scope into the weapon muzzle or chamber 

(dependant on make and model of scope). Do not allow 

recoiling parts to contact the laser bore scope if inserted into the 

chamber. 

2 Place a ruler on top of the forward most point of the handrail. 

3 Adjust the position of the machine gun muzzle so that the laser 

points to the six inch increment on the ruler. 

4 Set the gun mount depression stop. 

CAUTION! The servicing Sector or Area armory should perform the initial set for the train, 

elevation, and depression stops. Once the stops are set, the mounts should be stamped 

with the 47FT MLB’s hull number. Only use the mount marked for the specific 47FT 

MLB. Do not use the mount on any other vessel. 

Also check the gun mounts prior to getting underway. 

MK-82 Mount: The MK-82 mount supports the M60 machine gun. Check 

mounting bolts on both sides of the cradle to ensure the bolts are tight. The 

cradle assembly on the mount is attached by two shoulder bolts. Over time, 

constant vibration and weathering can cause the shoulder bolts to wear on 

the brass inserts supporting the bolts. This wear and tear can create play 

(space) between the mount and cradle. Detailed information on the MK-82 

mount can be found in the Small Arms Machine Gun Mount MK-82 MOD 2, 

SW361-A2-MMM-010. 

3-58
Chapter 3 - Boat Systems 

MK-97 Mount: The MK-97 mount supports the M240B machine gun. 

Ensure that the locking nut (Figure 3-30) for the elevation depression stop 

is located at the top of the sleeve and used for securing the stop. Fastening 

the locking nut to the end of the elevation depression bolt may limit the 

mount’s overall depression setting. Figure 3-30 shows the proper position 

of the locking nut. Detailed information on the MK-97 mount can be found 

in the Small Arms Machine Gun Mount MK-97 MOD 0, SW360-AJ-MMO010. 

Figure 3-30 

MK-97 Locking Nut 

3-59 
Chapter 3 - Boat Systems 

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3-60
47FT MLB Operator’s Handbook 

CHAPTER 4 

CREW REQUIREMENTS 

Introduction The U.S. Coast Guard Boat Operations and Training Manual (BOAT) 

Volume I and II, COMDTINST M16114.32 (series) and M16114.33 (series), 

respectively, provides minimum standards and guidelines for competence on 

board the 47FT MLB. Each crew member should be familiar with the duties 

of the other crew members in addition to his/her own duties. It is important 

for a crew member to know and commit to memory all-important 

characteristics of the boat and its equipment, and which procedures to follow 

in the event of a casualty. Each crew member should mentally rehearse the 

procedures each member of the crew would follow during any operational 

casualty. Teamwork is the common thread that allows the crew to succeed. 

Whenever the opportunity is available, the crew should get the boat 

underway to practice operational and emergency procedures. 

In this Chapter This chapter contains the following sections: 

Section Topic See Page 

A Minimum Crew 4-3 

B Coxswain 4-5 

C Engineer 4-7 

D Crew Members 4-9 

E Passengers and Survivors 4-11 

F Training 4-13 

G Safety Equipment 4-15 

4-1 
Chapter 4 – Crew Requirements 

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4-2
Chapter 4 – Crew Requirements 

Section A. Minimum Crew 

A.1. Certified The minimum certified crew requirement for the 47FT MLB shall be in 

Crew accordance with the U.S Coast Guard Boat Operations and Training (BOAT) 

Manual, Volume I, COMDTINST M16114.32 (series). Additional crew may 

be necessary as determined by the nature of the specific mission undertaken. 

4-3 
Chapter 4 – Crew Requirements 

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4-4
Chapter 4 – Crew Requirements 

Section B. Coxswain 

Introduction The 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 and its crew during every mission. 

The coxswain assigns and directs all onboard functions during each 

operation. 

B.1. Authority 

and 

Responsibility 

The extent of the authority and responsibility of the coxswain is specified in 

the U.S. Coast Guard Regulations Manual, COMDTINST M5000.3 (series) 

as follows: 

"The coxswain shall be responsible, in order of precedence, for the 

safety and conduct of passengers and crew; the safe operation and 

navigation of the boat assigned; and the completion of the sortie or 

mission(s) assigned or undertaken pursuant to USCG policy and 

regulations. An underway coxswain will at all times respond within 

the limits of capabilities and legal authority to observed hazards to 

life or property, and violations of law or regulations.” 

The coxswain is the direct representative of the Commanding Officer (CO) 

or Officer-in-Charge (OIC) and, as such (subject to Articles 88-89 of the 

UCMJ), has the authority and responsibilities that are independent of rank or 

seniority in relation to other personnel embarked. The authority and 

responsibility of the coxswain exist only when the boat is engaged on a 

specific sortie or mission. 

B.2. Relief of 

Responsibility 

The only person embarked in the boat who may relieve the coxswain of the 

responsibility as described above is: 

The CO/OIC, Executive Officer (XO), or Executive Petty Officer (XPO). 

A senior officer at the scene of a distress emergency or other abnormal 

situation who exercises authority under the provisions of USCG 

Regulations, whether or not other units are involved. 

4-5 
Chapter 4 – Crew Requirements 

B.3. Operating 

in Heavy 

Weather 

NOTE  

NOTE  

Operating in surf, heavy weather, or breaking bar/inlet conditions without an 

experienced coxswain can seriously jeopardize the safety of the boat, its 

crew and the mission. The coxswain must consider many factors when 

operating in heavy weather or surf. These factors include case severity, 

experience of the crew, period and type of breaking waves, water and air 

temperature, and forecasted weather. The above describes the principal roles 

and knowledge required of the surfman, which is an advanced coxswain 

certification. 

During all risk assessment decision making processes, crew members, coxswains, 

surfmen, unit commands and all elements exercising operational control over a boat 

shall consider individual boat capability, crew assignments, and the nature of distress 

when assigning response units when heavy weather conditions exist or are likely to 

be encountered. Heavy weather is determined to exist when seas exceed 8’ or winds 

are greater than 30 knots. 

Surf conditions exist when breaking seas exceed 8’ and/or when, in the judgment of 

the CO/OIC, rough bar/surf conditions exist and/or whenever there is doubt in the 

mind of the coxswain as to the present conditions. For further guidance on crew 

limitations, refer to the U.S. Coast Guard Boat Operations and Training (BOAT) 

Manual, Volume I, COMDTINST M16114.32 (series). 

4-6
Chapter 4 – Crew Requirements 

Section C. Engineer 

Introduction The position of boat engineer is one of great responsibility. The knowledge 

and skill of the engineer can make the difference in completing the mission 

under adverse conditions. 

C.1. The boat engineer must be a certified crew member prior to obtaining 

Qualifications certification as a boat engineer since this individual is required to perform 

duties in both capacities. 

C.2. 

Responsibilities 

The primary responsibilities of this position include operational and 

underway maintenance of the propulsion and auxiliary systems. 

The engineer may also serve as: 

senior crew member 

safety observer 

boarding officer 

line handler 

helmsman 

surface swimmer 

emergency medical technician 

or other such duties as may be assigned by the coxswain in support of 

operational and training sorties or missions. 

4-7 
Chapter 4 – Crew Requirements 

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4-8
Chapter 4 – Crew Requirements 

Section D. Crew Members 

Introduction Under direct supervision of the coxswain, the crew member is responsible 

for line handling, acting as lookout or helmsman, maintaining a towing 

watch, and assisting the coxswain as required during all evolutions or 

maneuvers. 

D.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. II, COMDTINST M16114.32 (series). 

D.2. Additional 

Crew Members 

Additional crew members are assigned by the coxswain and certified by the 

CO/OIC based upon mission requirements. 

4-9 
Chapter 4 – Crew Requirements 

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4-10
Chapter 4 – Crew Requirements 

Section E. Passengers and Survivors 

Introduction Since passengers and survivors may not have any vessel or equipment 

knowledge, it is important they receive a basic safety brief prior to getting 

underway or soon after coming aboard. They should be provided with 

adequate safety or personal protective equipment based on the mission or 

situation. At a minimum, each shall wear an appropriate personal flotation 

device. When riding alone or rescued from adverse conditions, each person 

should be safely protected through use of boat crew safety belts or the 

installed seatbelts of the 47FT MLB seats. 

4-11 
Chapter 4 – Crew Requirements 

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4-12
Chapter 4 – Crew Requirements 

Section F. Training 

Introduction Qualification, certification and assignment as a crew member on a 47FT 

MLB requires considerable time, effort and practice. The individual must 

learn the characteristics of the boat and its missions, as well as the adverse 

conditions of the sea and the environment in which the boat operates. Each 

break-in crew member must take the time to study his or her duties in 

addition to the duties of the other crew members since it may be necessary to 

perform any given duty in the event of an emergency. 

F.1. Standards 

for 

Qualification 

The U.S. Guard Boat Operations and Training (BOAT) Manual, Volume II, 

COMDTINST M16114.33 (series) provides the standards for qualification as 

Coxswain, Heavy Weather Coxswain, Surfman, Boat Engineer, and 

Crewman aboard the 47FT MLB. 

F.2. Training 

Underway 

Where staffing permits, additional personnel may ride the boat in a training 

capacity to enhance their familiarity with the boat. To become and remain 

proficient as a crew member on this or any boat, an individual must get 

underway and practice his or her skills repeatedly. 

4-13 
Chapter 4 – Crew Requirements 

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4-14
Chapter 4 – Crew Requirements 

Section G. Safety Equipment 

G.1. Personal During all 47FT MLB operations, crew members shall wear personal 

Protective protective equipment as required by the Rescue and Survival Systems 

Equipment Manual, COMDTINST M10470.10 (series) and the Boat Crew Seamanship 

Manual, COMDTINST M16114.5 (series) for clarification. 

NOTE 


G.2. Protective 

Equipment 

During Heavy 

Weather/Surf 

The coxswain is responsible for ensuring that all required personal safety 

equipment is worn, and worn correctly. 

In accordance with the Heavy Weather Addendum of the Boat Crew 

Seamanship Manual, COMDTINST M16114.5 (series), crews operating in 

heavy weather or surf must be properly equipped, as follows: 

Required hypothermia protective clothing. 

Helmet (helmet strap must be secured and adjusted properly). 

Survival vest and equipment. 

Waterproof footwear and boots should be worn. 

Eye protection may be necessary for visibility, particularly for persons 

wearing glasses, and will also protect against glass shards should a 

window be broken. 

Boat crew safety belt must be worn and adjusted correctly. 

Personal seat belt must be worn when in a seat. 

The coxswain is responsible for ensuring that all required equipment is worn, 

and worn correctly. 

G.3. Waivers In accordance with the Coast Guard Rescue and Survival Manual, 

COMDTINST M10470.10 (series), COs/OICs, on a single mission basis 

only, may waive the requirement for wearing a hypothermia protective 

device only after a determination that the risk associated with crew 

performance degradation, thermal stress, and environmental considerations 

are offset by the benefits associated with the waiver. 

4-15 
Chapter 4 – Crew Requirements 

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4-16
47FT MLB Operator’s Handbook 

CHAPTER 5 

OPERATIONAL GUIDELINES 

Introduction This chapter describes how to use the 47FT MLB in the safest and most 

efficient manner. These policies and performance criteria should be used as 

guidelines for 47FT MLB operations. Within these guidelines, consider 

local operating conditions, District regulations, and the skill of the crew to 

determine how the 47FT MLB’s capability is to be used. These factors must 

be considered prior to each sortie or mission. 

In this Chapter This chapter contains the following sections: 

Section Topic See Page 

A Operating Parameters 5-3 

B Performance Data 5-7 

5-1 
Chapter 5 – Operational Guidelines 

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5-2
Chapter 5 – Operational Guidelines 

Section A. Operating Parameters 

Introduction The readiness of the 47FT MLB shall be continuously monitored to ensure 

that the boat is capable of unrestricted operations. This monitoring is 

accomplished through a variety of formal and informal inspection programs 

including daily boat checks, the boat PMS schedule, annual engineering 

inspections, Ready For Operations evaluations, and Standardization Team 

Assessments. Whenever a discrepancy is noted during any of these 

inspection programs, it must be classified and acted upon based on the 

following standards. 

A.1. Disabling 

Casualties 

Disabling casualties are those which make the 47FT MLB not serviceable. 

Appendix D contains a listing of disabling casualties. 

A.1.a. Actions 

(underway) 

In the event the 47FT MLB sustains a disabling casualty while underway, the 

47FT MLB shall immediately return to the nearest safe mooring, if able, and 

immediately be placed into “Charlie” status. In many cases, the 47FT MLB 

will require assistance from another vessel. 

A.1.b. Actions 

(dockside) 

NOTE 

If a disabling casualty is identified while the 47FT MLB is moored, the 47FT 

MLB is not authorized to get underway until the casualty is corrected. The 

47FT MLB shall immediately be placed into “Charlie” status and repaired. 

Dockside materiel inspections may continue after discovery of a disabling 

casualty, but the 47FT MLB shall not get underway for full power trial or 

underway exercises until all disabling casualties are fully repaired. 

Operational Commanders may authorize, in writing, the movement of the 47’ MLB for 

short distances under its own power only to facilitate haul-outs or corrective 

maintenance. This authority may be delegated, but must remain higher than the unit 

CO/OIC. 

A.1.c. Reports Disabling casualties shall be reported to the Operational Commander by the 

most expeditious means, followed up by a boat status message as soon as 

possible, but no later than 12 hours after the casualty is discovered. If the 

casualty cannot be repaired within 48 hours, a CASREP shall be sent within 

24 hours of discovery of the casualty in accordance with Casualty Reporting 

(CASREP) Procedures Manual, COMDTINST M3501.3 (series). 

Operational Commanders are responsible for monitoring the status of repairs 

to disabling casualties. 

5-3 
Chapter 5 – Operational Guidelines 

A.2. Restrictive 

Discrepancies 

Restrictive discrepancies are those which restrict the operations of the 47FT 

MLB such that it can perform some missions, but not all missions safely. 

47FT MLBs with restrictive discrepancies shall only be operated if the 

Operational Commander has issued a written waiver. A verbal waiver is 

authorized as long as it is followed with a written waiver within 4 hours. 

The ultimate authority for 47FT MLB waivers resides with the Sector or 

Group–Air Station Commander, but may be delegated to the 

Response/Operations Department Head. 

Appendix E contains a listing of restrictive discrepancies. 

A written waiver may be a letter, memorandum, e-mail, or record message traffic. The 

written waiver shall: (1) identify the specific discrepancy which is waived, (2) describe 

the conditions under which the 47FT MLB may be operated, and (3) concur on the 

measures to be taken to lessen or negate the hazard posed by the discrepancy. Written 

waivers shall be maintained as an annotation to Part 3 of the 47FT MLB record. 

NOTE 

A.2.a. Actions 

(underway) 

In the event the 47FT MLB sustains a restrictive discrepancy while 

underway, the coxswain shall immediately notify the parent unit with all 

pertinent information and a recommendation whether to continue or abort the 

mission. The parent unit shall pass along the information pertaining to the 

casualty, the current mission, and recommendations to the Operational 

Commander who shall immediately notify the unit as to whether or not 

continuing the mission is authorized, the conditions under which the 47FT 

MLB may be operated, and precautions to be taken to lessen the hazards 

posed by the discrepancy. 

A.2.b. Actions The 47FT MLB shall not get underway until the discrepancy is corrected or a 

(dockside) waiver has been received. Dockside materiel inspections may continue after 

discovery of a restrictive discrepancy, but the 47FT MLB shall not get 

underway for full power trial or underway exercises until all restrictive 

discrepancies are fully repaired or have been waived by the Operational 

Commander. 

5-4
Chapter 5 – Operational Guidelines 

A.2.c. Reports Restrictive discrepancies shall be reported to the Operational Commander if 

the discrepancy cannot be repaired within 1 hour. If the casualty cannot be 

repaired within 48 hours, a CASREP shall be sent within 24 hours of 

discovery of the casualty in accordance with Casualty Reporting (CASREP) 

Procedures Manual, COMDTINST M3501.3 (series). Operational 

Commanders are responsible for monitoring the status of repairs to all 

restrictive discrepancies. 

A.3. Major 

Discrepancies 

Major discrepancies are those that degrade the effectiveness of the boat to 

perform one or more missions. The occurrence of major discrepancies shall 

be documented, and a plan to correct these discrepancies shall be formulated 

and carried out by the unit. Operational Commanders are responsible for 

monitoring the status of the repairs to major discrepancies. It is suggested 

that, in conjunction with unit materiel inspections, Operational Commanders 

receive monthly reports as to the status of correction of major discrepancies. 

Appendix E contains a listing of major discrepancies. 

A.4. Minor 

Discrepancies 

Minor discrepancies do not affect the operational readiness of the boat. 

However, a boat with minor discrepancies does not meet the standardization 

criteria as established for that boat. The occurrence and repair of minor 

discrepancies shall be documented and monitored at the station/unit level. 

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. This authorization is on a case by 

case basis only, and care must be taken to properly secure any extra gear and 

to ensure it does not interfere with safe egress or the boat’s standard 

outfit/systems. Under no circumstances shall permanent alterations be made 

to power, stow, or in any way accommodate extra equipment. 

5-5 
Chapter 5 – Operational Guidelines 

A.5. 

Environmental 

Limits 

NOTE 


A.6. Additional 

Stability Limits 

The 47FT MLB is built to operate safely under surf conditions within its 

design limits. With approval from the operational commander, crews may 

operate the boat in conditions that exceed the environmental limits; however, 

the coxswain is ultimately responsible and must always make the final 

determination whether the boat and crew can safely perform the mission. 

30' seas 

20' surf (breaking seas) 

50 knots sustained winds 

50 nautical miles offshore 

150 displacement tons tow load 

These limits may be exceeded by approval of the operational commander ONLY after 

appropriate risk assessment for the situation at hand is made. On-scene conditions 

provided by the On-Scene Commander and 47FT MLB coxswain must be considered 

in the risk assessment process. The coxswain retains the final on-scene decision as to 

whether or not an action may be safely executed. 

Certain stability criteria were established so that the 47FT MLB is capable of 

self-righting under adverse conditions and meeting other stability limits. 

Based on these criteria, when operating the MLB at the upper end of its 

operating limitations (30’ seas, 20’ surf, 50 knot winds) that may present a 

risk of capsize, no more than 6 persons shall be on the open bridge. During 

light load conditions in heavy weather (fuel capacity less than 1⁄2), no more 

than 5 persons shall be on the open bridge. 

In an extreme mass casualty situation in adverse weather (upper end of 

operating limitations), the boat may carry up to 30 persons onboard within 

the limits of these stability criteria. These persons shall be distributed as 

evenly as possible throughout the boat, towards the centerline. During this 

type of incident, the boat crew should operate from the enclosed bridge to 

enhance stability. 

5-6
Chapter 5 – Operational Guidelines 

5-7 

Section B. Performance Data 

B.1. Fuel 

Consumption 

Fuel consumption and operating range is affected by engine tuning, weather 

conditions, trim, type of evolution (towing, searching, etc.) and operating 

area (e.g. shallow water increases resistance, decreases range). Figure 5-1

shows typical fuel consumption at full load condition with no tow. Figure 

5-2 shows the operating range of the 47FT MLB at various speeds. 

Figure 5-1 

Fuel Consumption vs. Speed 

4 5 6.5 8 9 11.5 15 19 22 25

0

100

200

300

400

500

600

700

 

 Range 

 (NM) 

Speed (Knots)

47FT MLB Speed vs. Range

Towing

Full Load

Figure 5-2 

Range vs. Speed 

47FT MLB Fuel Consumption vs. Speed

0

5

10

15

20

25

30

35

40

45

50

5.2 7.6 9.5 10.7 11.7 14.9 18.8 21.8 24.2 25

Speed (Knots)

Fuel Consumption (Gallons/Hr)
Chapter 5 – Operational Guidelines 

B.2. Seakeeping Figure 5-3 shows maximum safe operating speed of the boat as a function of 

sea height (head seas). Head seas operation is generally considered the 

slowest heading. 

WARNING , The coxswain is responsible for ensuring that all required personal safety equipment 

is worn, and worn correctly. 

B.3. Turning Turning radius is affected internally by the boat’s speed, rudder angle and 

hull design, and externally by wind, current and wave action. Because of the 

hull design and inherently stable straight-line tracking of the 47FT MLB, full 

speed/full rudder turns are not accomplished quickly. See the “Handling 

Characteristics” section of this chapter for methods to plan effective turns. 

Figure 5-4 shows typical rudder-only turning performance. 

B.4. Stability The 47FT MLB’s righting arm (an indication of the vessel’s tendency to 

return to upright) decreases between approximately 70 and 110 degrees of 

heel before it increases dramatically. This means that once the boat has been 

pushed past 70 degrees roll by a dynamic external force (wave), it may be 

likely to roll to at least 110 degrees. Beyond 110 degrees, the 47FT MLB’s 

righting arm increases dramatically acting to right the vessel. 

5-8
Chapter 5 – Operational Guidelines 

5-9 

Figure 5-3 

Speed vs. Sea Height (Head Seas) 

Initial 

Speed 

(knots) 

Rudder 

Position 

(deg) 

Time 

90 deg 

(sec) 

Time 

180 deg 

(sec) 

Time 

360 deg 

(sec) 

Tactical 

Diameter 

(yards) 

Advance 

at 90 deg 

(yards) 

Transfer 

at 90 deg 

(yards) 

Turn 

Speed 

(knots) 

10 20 20 35 62 93 70 57 10 

10 30 14 22 44 68 53 37 9 

15 20 19 32 58 130 110 82 13 

15 30 15 26 47 82 68 46 10 

20 20 18 34 61 175 118 94 16 

20 30 16 26 45 112 120 64 13 

24 30 9 23 44 128 83 37 13 

Figure 5-4 

Turning Characteristics 

0

5

10

15

20

25

0 5 10 15

Significant Wave Height (feet)

Lower Limit

Upper Limit

Speed 

(knots)
Chapter 5 – Operational Guidelines 

B.5. The average minimum time for the 47FT MLB to accelerate to full speed is 

Acceleration 40 seconds, covering a distance of 0.2 nautical miles. 

NOTE 
 Do not use rapid accelerations from DIW to full speed except when necessary. This 

conserves fuel and helps prolong engine life. 

B.6. Speed The boat idles at 5-6 knots and achieves 20 knots with a full load in sea state 

2. Its maximum speed is dependent upon weather and sea conditions, hull 

condition and a variety of mechanical factors, but should reach 25 knots or 

greater with a full load in sea state 0. The boat's speed is deceiving. It 

moves faster than it appears. Do not focus solely on peripheral activities or 

other tasks that will take attention from boat operation. 

NOTE 


B.7. 

Deceleration 

Maximum speed/power should be used only when operationally necessary (e.g., 

transitioning a surf zone, responding to SAR case, maneuvering, etc.). Under nonurgent conditions, proceed at cruising speed of 1850 RPM or less. 

The design of the 47FT MLB allows it to move swiftly through the water 

when up on plane. When power is taken off the boat, it will settle rapidly 

and stop relatively quickly. A coasting deceleration (from full speed to 

DIW) requires an average of one minute and ten seconds (covering a 

distance of approximately 400'). In an extreme situation, the boat can be 

stopped rapidly by reversing the throttles from full ahead to full astern. This 

“crash stop” deceleration (both throttles astern full) requires an average of 

nine seconds, covering a distance of approximately 150'. Deceleration can 

be done slightly faster than even a crash stop by using hard rudder in 

addition to astern propulsion. 

CAUTION! Use a “crash stop” only when absolutely necessary. Crash stops place significant 

strain on the propulsion system. 

5-10
47FT MLB 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 crew members information on 

how the 47FT MLB performs and reacts in various mission scenarios. The 

information is not intended to provide the “only way” to perform an action or 

complete a mission. Boat crews should use effective communications and 

teamwork skills along with this general information to adapt their actions to 

each unique mission scenario. 

Information in this section alone does not qualify a crew member. Observe 

these procedures and apply skills developed through practice to effectively 

use the 47FT MLB to perform missions. 

In this Chapter This chapter contains these following sections: 

Section Topic See Page 

A Starting Procedures 6-3 

B Underway 6-7 

C Handling Characteristics 6-9 

D Surf Operations 6-17 

E Towing 6-19 

F Anchoring 6-23 

G Helicopter Operations 6-25 

H Personnel Recovery 6-27 

I Ice Conditions 6-29 

J Securing Procedures 6-31 

6-1 
Chapter 6 – Mission Performance 

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6-2
Chapter 6 – Mission Performance 

Section A. Starting Procedures 

A.1. Pre-Start The following procedures must be followed before starting a cold engine and 

should be repeated before each mission. A copy of the starting procedures 

shall be posted on the Survivors compartment sink, inboard, forward of the 

mounted flashlight. 

Step Action 

1 Inspect bilges for excessive amounts of water. Look for signs of 

spilled fuel or oils. Pump and clean as necessary. 

2 Sound fuel oil tank. Ensure fuel oil is maintained at 95% (373 

gallons). Fuel sounding tube is on the aft deck, port side forward. 

3 Check the following fluid levels: 

Engine oil level filled to “FULL” mark. 

Reduction gear oil filled at least to “FULL” mark. 

Engine coolant sight glass filled to half mark of coolant 

recovery bottle. 

Steering fluid reservoir level at least 1⁄2 - 3⁄4 full, with a head 

pressure of 20-30 PSI. 

NOTE  

NOTE  Coolant level must be rechecked after the engine warms up and when 

the boat stops to take on fuel. 

Reduction gear oil will normally be above the “H” mark when the 

reduction gear is not turning. The reduction gear oil level must be 

checked again with the engine running at low idle. At low idle, the level 

must be between the “L” and the “H” marks on the dipstick. 

4 Ensure each engine air intake is clear and engine room air damper 

is open. 

5 Ensure exhaust system crossover isolation valve is open. 

6 Open sea suction valves and check sea strainers for cleanliness. 

Ensure sea strainer handle is selected to one side. 

6-3 
Chapter 6 – Mission Performance 

Step Action 

7 Energize both engine room start system cutout switches, starboard 

side of Bulkhead 5 (up position). 

8 Ensure fuel shut-off valves are open to fuel tank. 

9 Check all belts for proper tension. 

10 Secure dockside electrical power and disconnect shore-tie from the 

boat. Secure all breakers in the 120-volt AC power panel. 

11 Ensure HVAC system raw water cooling valve is open if intended 

to be used. 

12 Ensure the main breaker and the following breakers on the 24-volt 

DC power panel are on: 

DDEC/Ignition Switch (Port) 

DDEC/Ignition Switch (Starboard) 

Engine Room Interface Module (2) 

Engine Starting 

Engine Alarms/Fuel Gauge 

Marine Interface Module (Port) 

Marine Interface Module (Starboard) 

CO2 System 

Bilge Alarm Horn 

Bilge Pump Control 

Auxiliary Machinery Compartment Lights 

Engine Room Lights 

Forward Compartment Lights 

Enclosed Bridge Lights 

Console Lights 

6-4
Chapter 6 – Mission Performance 

A.2. Engine The following procedures must be followed for starting the engines: 

Starting 

Step Action 

1 Set throttle levers to neutral position at all operating stations. 

2 Energize the “ENGINE START” switches on the overhead 

console of the Enclosed Bridge. Energize the DDEC Ignition 

Switch on the center console forward of the throttles. The EDM 

should illuminate and sound a brief audible alarm while running 

system and wiring checks. A display of current engine status 

follows. 

3 Depress and hold the “engine start” button on the Enclosed Bridge 

console until the engine is started. The engine will idle at 600 

RPM. Ensure lube oil pressure is above 5 PSI as indicated on the 

EDM. 

NOTE  If the start system batteries will not crank over the engines, energize the 

battery parallel switch. 

4 Repeat the previous step for the second engine. 

5 Ensure raw water flow through the engines by observing 

overboard discharge. 

6 Visually check the gauges in the engine room for proper operation 

and operating ranges. 

CAUTION! If proper oil pressure is not evident, immediately secure engine and 

investigate. 

7 After idling for a two to three minute period, run the engines up to 

100 RMP no-load to allow pressures and temperatures to achieve 

normal operating range, as per Appendix F and 47FT MLB PMS 

Manual, Tech Pub 3343A; MPC A-D-3353. 

6-5 
Chapter 6 – Mission Performance 

A.3. Complete the following steps prior to getting underway: 

Energizing 

Equipment 

Step Action 

1 Energize all of the remaining breakers on the 24-volt DC and 12­

volt DC power panels. 

2 Energize and test all installed electronic components. 

3 Test all jog levers and the helm. Ensure stop to stop movement on 

the rudder angle indicator. 

4 When engines have warmed up (Jacket Water (J/W) and 

temperature is at least 140°F, and with the throttle levers in 

neutral, press the “STATION ACTIVE” button on throttle control 

panel and release. This activates the system control for that helm 

position. The red “STATION ACTIVE” light should illuminate. 

The EDM should also display which station has control. 

5 Test no-load throttle operation (2200 RPM) in forward and 

reverse. Test Reduction Gear engagement in forward and reverse 

at idle. 

NOTE  

NOTE  

The “STATION ACTIVE” light will flash during station transfer if the 

throttle position at the new station is not matched to the old station. 

Depressing and holding the “STATION ACTIVE” button for more than 

one second disables all control stations; gearboxes return to neutral and 

engines return to idle. To regain control, place the throttle levers in the 

neutral position and momentarily depress the “STATION ACTIVE” 

button again. 

6 Repeat steps 4 and 5 at each helm control station. 

7 Ensure gear is properly stowed and watertight integrity is set. 

8 Inform coxswain on the status of all engineering and electronic 

systems and if the boat is ready to get underway. 

6-6
Chapter 6 – Mission Performance 

Section B. Underway 

Introduction After getting underway, observe all appropriate machinery gauges. If an 

abnormal condition develops, take corrective action to prevent further 

damage. Refer to the Casualty Control section of this handbook, the Boat 

Engineer Qualification Guide in the U.S. Coast Guard Boat Operations and 

Training (BOAT) Manual Volume II, COMDTINST M16114.33 (series), or 

the appropriate manufacturer’s technical publication. 

B.1. Personal 

Protective Gear 

Always observe requirements of this handbook, the U.S. Coast Guard Boat 

Operations and Training (BOAT) Manual, Volume I, COMDTINST 

M16114.32 (series), and the Rescue and Survival Systems Manual, 

COMSTINST M10470.10 (series) for wearing protective clothing, personal 

flotation devices, and boat crew survival vests. Personal protective gear is 

especially important when operating the boat from the Open Bridge in cold 

and wet weather. 

B.2. Crew communications and coordination are the key to safe operations. Crew 

Communication members should inform the coxswain of their location when moving about 

the deck. Engine noise can make crew communications difficult on the 47FT 

MLB; speak loudly and clearly, repeating as necessary until acknowledged. 

NOTE  

NOTE  

When operating in surf conditions, effective crew communications are critical. 

Speak loud enough to be heard over the background noise. Ensure the receiver hears 

and understands the message being passed. A common strategy is to have the 

receiver repeat back the message that was sent. 

The Enclosed Bridge can create a sense of isolation from the elements and other 

marine traffic. Crew members should use all available means to maintain awareness 

of wave action, winds, currents and traffic. 

6-7 
Chapter 6 – Mission Performance 

B.3. Changing The following are the steps necessary to change control stations aboard the 

Control 47FT MLB: 

Stations 

Step Action 

1 Proceed to the new control station and press the helm activate 

button to take control of steering from that station. 

2 Once steering is positively gained and you are ready to transfer 

throttle control to the new station, match the throttle levers of the 

new station to the forward or reverse detent clutch position of the 

currently active station. Do not position the levers above the idle 

speed position. 

3 Press the “Station Active” button at the new control station. The 

red LED light for that station will begin to flash. 

NOTE  You have five seconds to complete the procedure once you press the 

“Station Active” button. If you don’t complete the procedure in the 

allotted time, the engines will begin to slowly drop in RPM to alert you 

to complete the throttle match at the new station. 

4 Move the throttles out of the detent position to the engine speed of 

the previous station. Once you match or pass the previous setting, 

you have assumed control. 

CAUTION! If the throttle levers at the new control station are not matched for the 

clutch direction when you press the “Station Active” button, the 

controls will go to neutral and idle immediately upon pressing the 

“Station Active” button. This will result in a very sudden loss of boat 

speed. 

6-8
Chapter 6 – Mission Performance 

Section C. Handling Characteristics 

Introduction Boat handling is a complex skill that requires extensive knowledge and 

practical underway experience to build confidence and skill levels. Properly 

handling a 47FT MLB requires forethought and finesse. Always know the 

boat’s handling features, monitor the prevailing weather conditions, and take 

into account the vessel’s limiting factors. 

In this Section This section contains the following information. 

Topic See Page 

Turning and Pivoting 6-10 

 Head Seas 6-12 

Stern to Seas 6-13 

 Beam Seas 6-14 

Effects of Wind 6-15 

 Station Keeping 6-16 

6-9 
Chapter 6 – Mission Performance 

Turning and Pivoting 

Introduction There is a momentary (11⁄2–21⁄2 second) delay in response when inputting 

DDEC throttle commands. The 47FT MLB turns or pivots, for steering 

purposes, on its vertical axis at approximately the windscreen. Since the 

47FT MLB has a large superstructure and deep-V hull, it turns relatively 

slowly, especially in strong winds. Because of this design characteristic 

(which provides other benefits such as straight-line tracking and planning), 

coxswains must be aware of the boat’s turning characteristics. 

C.1. Jog Levers The boat can be steered using the helm or jog levers for rudder commands, 

by engines, or by the use of environmental factors (wind, current or waves). 

The jog levers provide a very responsive method of steering. The angle at 

which the operator moves the jog lever side to side corresponds to the angle 

at which the rudder will be. Upon releasing the jog lever, it will return to the 

straight up position and the rudder will return to amidships. Placing a 

forearm on the chair armrest with the jog lever between middle finger and 

ring finger gives the operator a good feel for rudder position without looking 

at the lever itself. For more precise rudder control during maneuvering, use 

the helm. Use the autopilot for steady course keeping in transit. 

NOTE 


C.2. Split 

Throttle Turn 

CAUTION! 

The jog levers may be used for any boat evolution, but be aware that they do not 

provide backup manual steering as does the helm. 

Making fast and effective turns requires knowledge of the boat’s capabilities 

and skill in handling. A full power, full rudder, 180-degree turn takes over 

20 seconds to complete, as seen in Figure 5-4. For this reason, splitting the 

throttles and pivoting may be your preferred method in certain conditions. 

The technique for performing this split throttle turn is outlined on the next 

page. 

The steps described in the “split throttle” turn are designed to achieve a faster turning 

speed while reducing the wear and tear on the entire propulsion system. This 

maneuver should only be used in the most extreme of circumstances. 

6-10
Chapter 6 – Mission Performance 

Step Action 

1 Assume the boat is traveling forward at maximum RPM and a turn 

to port is going to be executed. 

2 Pull the port throttle back to forward detent position while shifting 

the rudder to full port. 

3 Watch RPM indicator for the port engine. When it has dropped to 

700 RPM, with a slow and steady motion shift the port throttle 

through neutral, without pausing, to the reverse detent. After the 

engine has engaged, apply reverse power as required. 

4 As the bow swings through the turn and is approximately 30 

degrees from completing the turn, begin shifting the rudder to 

amidships and return the port throttle to ahead as required. This 

maneuver should take less than 15 seconds. 

C.3. Restricted In restricted maneuvering, some operators choose to use only the throttles, 

Maneuvering leaving the rudders amidships. This technique can work well, but operators 

should be familiar with combined rudder and propulsion techniques, which 

may be required in high wind situations or with vessels alongside. 

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Chapter 6 – Mission Performance 

Head seas 

Introduction The primary considerations when advancing in head seas are to maintain 

forward momentum and keep the bow into the swell. The sturdy and 

buoyant construction of the boat allows it to ride up over oncoming seas. 

C.4. Speed The boat rides well at full speed in open head seas up to 6'. Head seas over 

6' may require that the speed be reduced, as necessary, to soften the ride. 

Increased sea states may dictate further speed reductions for the benefit of 

crew safety. Relatively smaller, but steeper seas (steep chop) may require 

that the speed be reduced in lesser sea states. Large open ocean ground 

swells typically pose no problem, however, and speeds can be increased and 

adjusted to accommodate crew comfort. The coxswain must find a safe and 

comfortable speed, keep both propellers in the water, and avoid burying the 

bow in a wave. 

WARNING , 

NOTE  

In large and cresting head seas, apply only enough power to climb face of wave. 

Excessive power can cause the boat to become airborne as it exits the wave, resulting 

in a violent slam. 

A feature of the control system of the 47FT MLB allows the coxswain to control both 

engines with one throttle handle. With this feature enabled, the control system 

automatically synchronizes the RPMs for both engines, allowing the coxswain to 

constantly adjust speed for wave action without concern for balancing engine speed. 

This feature should not be used while in a heavy weather or surf zone or in confined 

areas. 

C.5. Taking larger head seas slightly off of either bow can create a more 

Quartering the 

Seas 

comfortable ride, as the boat may proceed more gently off the back of the 

wave instead of slamming violently. The speed and angle of approach will 

have to be adjusted as needed for the optimum ride. This is sometimes 

referred to as quartering the seas, which is not to be confused with taking a 

following sea on the quarter. 

6-12
Chapter 6 – Mission Performance 

Stern to Seas 

Introduction Following open seas up to 10' can be negotiated at full speed as long as the 

boat remains stable as it travels down the front of the swell. Following seas 

over 10' may require a reduction in speed to maintain stability and avoid 

injury to the crew. 

WARNING ,


C.6. Using the 

Stern for 

Alternative 

Options 

While operating the 47FT MLB stern to the seas >6’ and RPMs >1800, the boat is 

prone to being caught on the hardchine. Being caught on the hardchine is best 

described as the boat suddenly heeling over 50-80 degrees on a false keel. The 

coxswain’s corrective action shall be to immediately reduce power to return the boat 

onto the true keel. 

With the majority of the weight aft and seven feet of freeboard, the stern is a 

stable and protected platform in seas up to 12' and surf up to 8-10'. Low 

RPM and split throttle maneuvering techniques work well to shift the stern in 

the desired direction. This capability offers alternative “stern-to” station 

keeping and tow approach options. 

C.7. Riding the Inbound in breaking waves over 10', position the boat on the back of a wave 

Back of a Wave and adjust the speed so the boat will ride in on the back of the wave. While 

riding on the back of a wave in heavy weather, monitor the boat’s speed 

closely to avoid overtaking the wave as its speed toward shore decreases. 

WARNING , 

WARNING , 

The 47FT MLB’s speed often allows the coxswain to position the boat on the back of 

an incoming wave. Take care not to position the boat too high on the back of the 

wave as this is the part of the wave that quickly gains speed and plunges as it breaks. 

If the boat is too high or too fast, the boat may go over the face of the wave as it 

breaks. 

Despite its speed, it is possible for the 47FT MLB to be overtaken by waves under 

certain conditions. Pay close attention to wave activity astern of the boat when 

proceeding inbound on breaking waves. 

6-13 
Chapter 6 – Mission Performance 

Beam Seas 

C.8. Steering Whenever possible, the coxswain should avoid steering a course parallel 

(broadside) to heavy swells. Tack across the swells at an angle (30 to 40 

degrees). 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. 

When transiting parallel to the seas, the boat will tend to ride the contour of 

the wave surface. This means that the boat’s vertical axis will remain 

perpendicular to the surface on which the boat is operated. A wave face of 

20 degrees will cause a 20-degree heel. 

6-14
Chapter 6 – Mission Performance 

Effects of Wind 

C.9. Turning 

the Bow 

In calm or negligible wind and seas, the 47FT MLB responds well 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. Winds exceeding 25 knots have a dramatic effect on 

maneuverability and can often be the predominant environmental factor in 

maneuvering situations. In winds exceeding 30 knots, it can be difficult to 

recover and turn the bow into the wind at slow speeds (station keeping, 

towing approaches). Spilling whitecaps may combine with the wind to 

compound this problem, as they too will push the bow around. When 

towing, the bow becomes even more susceptible to the effects of the wind as 

the towed vessel tends to hold the stern down. 

C.9.a. Restricted 

maneuvering 

In restricted maneuvering situations (alongside, at marinas, piers, wharves, 

etc.), analyzing the environmental conditions and using them to help rather 

than hinder operations is the way to deal with the large sail area created by 

the bow and superstructure. 

C.9.b. Towing 

in winds 

Bow into weather towing approaches become very difficult if the wind 

exceeds 30 knots. Once the wind catches the bow, it can be difficult to turn 

the bow back up into wind while station keeping. Stern-to approaches in 

small swell conditions often solve this problem. 

6-15 
Chapter 6 – Mission Performance 

Station Keeping 

C.10. General Station keeping in both surf and open water 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 sternto station keeping is not an option, the operator must use extra care to 

counteract environmental factors. 

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Chapter 6 – Mission Performance 

Section D. Surf Operations 

Introduction Surf or bar conditions require constant attention by the coxswain. The 

coxswain should not rely solely on the boat’s speed to outrun a wave nor rely 

on its excellent survivability to withstand a large wave. In surf, the boat can 

become airborne very easily. Although the 47FT MLB is designed to 

operate in surf, breaker avoidance is the preferred practice in most situations. 

You may also view online training on the National Motor Lifeboat’s website: 

http://www.uscg.mil/hq/g-o/nmlbs/. 

D.1. The height of eye (about 14') from the Open Steering Station may give the 

Recognizing a false impression that wave height is less than it actually is. If you are in a 

Wave trough and are directly level with the crest of a wave, the wave is 

approximately 14' tall; anything less can look especially small. As has been 

previously experienced, under the right conditions, a 10' breaking wave can 

roll the 47FT MLB. 

D.2. Outbound Use the minimum amount of power required to keep the bow heading into 

in Waves Under the wave. Excessive power will produce speed, which can launch the boat 

14' off the back of the wave resulting in a hard landing that may damage the boat 

or cause injury to the crew. In surf, slight forward momentum is 

recommended when breakers are encountered. The amount of momentum 

will vary depending on the speed and size of the breaker. Square to the seas 

with the bow pointed toward any breaking wave. The use of throttles with 

generous amounts of power may be necessary to maintain optimum 

direction. This is critical to maintain the desired direction of approach. 

D.3. Outbound 

in Waves Over 

14' 

CAUTION! 

It may be necessary to apply power to push the boat over the top of the wave. 

Apply only enough power to climb the face and push the bow over the top; 

too much power will result in a launch as previously described. Wind on or 

leeward of the beam when climbing steep faces may also blow the bow 

around as the boat goes over the top of the wave. Strong wind (>20 knots) 

requires constant attention to keep the bow oriented toward the surf. 

When climbing the face of steep waves, the boat’s forward buoyancy causes it to 

assume a substantial bow-up attitude creating a sensation that the boat is vertical and 

that it may “reverse pitch-pole”. This may result in an urge to apply excess power. 

This urge must be suppressed to avoid launching off the back of the wave. 

6-17 
Chapter 6 – Mission Performance 

D.4. Inbound When overtaking waves in a surf zone or steep open water seas, there is a 

tendency to lose rudder control as the boat pushes over and starts down the 

face of a wave. The bow may veer off and rudder control may be reduced to 

a minimum. This is often easily solved by a power reduction on the outboard 

shaft. If not, power reduction on both shafts may be necessary to regain 

control. 

D.5. Stern to 

Station Keeping 

When station keeping in surf up to 6', applying approximately 1000 RPM 

astern for 1-2 seconds will keep the boat from surging forward as the wave 

passes. Surging breakers up to 10', or spilling white water generated by 

breakers up to 10', can be taken on the stern as the water shoots straight up 

and passes around the stern. Again, a brief application of astern power will 

help to maintain position. It is important to gain sternway prior to being 

struck by the surf on the stern. In the event surf larger than 10' must be taken 

on the stern, significant and higher engine RPM will be needed (meet power 

with power). 

6-18
Chapter 6 – Mission Performance 

Section E. Towing 

Introduction The 47FT MLB has enough power and the right equipment to handle any 

emergency towing job likely encountered. The coxswain should consider all 

factors concerning weather, sea state, distance to tow, and size of vessel 

before attempting each tow. General towing limitations are set at 150 

displacement tons. Under particularly favorable conditions, the boat may be 

safely able to tow vessels up to 200 tons with permission from the 

Operational Commander. 

CAUTION! 

NOTE  

During normal operation, engines should not overload for more than a few seconds, 

if at all. Continually overloading the engines and/or overriding the DDEC system 

significantly shortens engine service life. 

The DDEC control system is equipped with an engine overload protection feature 

which allows the coxswain to exceed the maximum power curve for a set period of 

time. Temporary overloading of the engines may occur during surf operations, 

towing evolutions, and single engine operations. 

When the engine(s) have been in an overload condition for more than one minute, the 

EDM(s) will give an audible alarm and display “Code 410, Overload Warning.” 

This warning will be displayed for two minutes. If no action is taken for two 

minutes, the EDM(s) will then display “Code 58, Torque Overload,” and the engine 

output will automatically ramp down to the maximum allowed power curve. 

If operations necessitate, the coxswain may override this automatic ramp down by 

pressing and releasing the “Overload” button on the station control panel. This can 

be pressed anytime during an overload situation and will allow an additional two 

minutes of operation above the maximum power curve. 

E.1. The prevailing winds and seas can greatly affect the ability to safely 

Approaches approach and take another vessel in tow. 

6-19 
Chapter 6 – Mission Performance 

E.1.a. Bow to 

the wind 

The “traditional” bow into the prevailing conditions towing approach is not 

always the most effective. When approaching and station keeping with the 

bow into the seas, the coxswain must be aware of a “see-saw” effect, which 

greatly affects crew performance on the fantail. As the 47FT MLB climbs 

the front of a swell and as the swell passes under the boat, the boat “seesaws” or pivots just aft of the recovery well. This has a catapult effect on 

crew trying to work on the aft deck. 

In addition, bow into the weather towing approaches become very difficult if 

the wind exceeds 30 kts. Once the wind catches the bow, it is nearly 

impossible to turn the bow back up into the wind while station keeping. This 

problem is compounded if large whitecaps are spilling off the seas, as they 

will further push the bow off. 

E.1.b. Stern to 

the wind 

Down swell, stern to the wind and seas towing approaches have proved to be 

very effective in conditions up to at least 10'. With a majority of its weight 

aft and nearly seven feet of freeboard at the transom, 47FT MLBs can 

effectively take seas on the stern while providing a stable and protected 

platform for crew work. In addition, with the stern to the wind, the bow 

tends to “weathervane” downwind, making it easier to maintain station while 

taking a vessel in tow. 

E.1.c. Safe zone In both the bow to and stern to the prevailing condition approaches, the most 

optimal position successful method of taking the vessel in tow is to station keep with the 

towline worked off the beam. 

NOTE 
 Attaching a towline to the bow eye of a small boat is difficult from a 47FT MLB. 

The stern is too high, and when attempted from the recovery well, escape routes are 

limited if the two vessels were to strike together. 

E.2. Affects of The coxswain should be aware of the additional effect the wind may have on 

Wind with the 47FT MLB with another vessel in tow. The aft tow bitt tends to hold the 

Vessel in Tow stern down, further enhancing the effect of wind on the bow. In addition, the 

coxswain should be aware of substantially increased fuel usage with a large 

vessel in tow. 

6-20
Chapter 6 – Mission Performance 

E.3. Tow The tow watch should be extremely vigilant in observing the condition and 

Watch ride of the tow, especially when the coxswain has retreated to the enclosed 

steering station. When towing vessels lower than the 47FT MLB transom, or 

when towing with a long towline, chafing can occur along the transom. The 

tow watch should closely monitor this and react as necessary. 

CAUTION! The towline reel motor is to be used strictly to aid in stowage of the towline. 

Recovery of the towline from the water should be done by hand. Once the towline is 

on deck, two crew members can easily and quickly stow the line back on the reel. 

One crew member should feed the reel while the other should operate the power 

button. 

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Chapter 6 – Mission Performance 

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6-22
Chapter 6 – Mission Performance 

Section F. Anchoring 

Introduction The 47FT MLB does not often drop anchor. However, the boat is fitted with 

an anchoring system designed for use when the boat must stand by a location 

or in an emergency. 

F.1. Anchoring 

the Boat 

The port deck locker contains a 19-lb Fortress anchor, 9' of 3/8" stainless chain 

and 300' of 21⁄4" DBN. 

Take the following steps to safely anchor the boat: 

Step Action 

1 Fair-lead the bight of the anchor line outboard of all deck fittings 

on the port side. Pass the line through the open bullnose, take all 

slack out of the line, and take it to the forward tow bit with one 

round turn. 

2 While one crew member tends the anchor line at the forward bitt 

and as directed by the coxswain, release the pin securing the 

anchor in the port forward deck locker and remove the anchor 

from the bracket. 

3 As directed by the coxswain, the anchor should be dropped over 

the side well clear of the boat. 

4 Once the anchor is tending “up and down”, the coxswain should 

back down until the desired amount of scope is attained and the 

anchor line is secured. 

6-23 
Chapter 6 – Mission Performance 

F.2. Weigh Take the following steps to safely weigh anchor: 

Anchor 

Step Action 

1 Position one crew member at the bitt and one between the bitt and 

the bullnose. As the coxswain moves the boat slowly forward, the 

forward crew members take up the slack in the line while 

maintaining one round turn at the bitt. 

2 Once the anchor is at “short stay”, the anchor line should be 

secured at the forward bitt. 

3 Crew members can then attempt to break the anchor free from the 

bottom. If unable to do so, the coxswain should move the boat 

slowly forward until the anchor breaks free. 

4 Once free, crew members can pull the remaining anchor line and 

the anchor on board. 

5 When the anchor is aboard, the coxswain should take up a stable 

course so that the crew members can stow the anchor and ground 

tackle in the port storage locker. 

6-24
Chapter 6 – Mission Performance 

Section G. Helicopter Operations 

G.1. Hoist The 47FT MLB provides a stable platform for helicopter hoists; however, 

Working Area several design factors are worthy of consideration. First, the aft location of 

the boat’s mast makes for a small working area in which the helicopter and 

boat crew can work from. The trail line method is often the safest way to 

conduct the hoist. Secondly, noise from the helicopter makes radio 

communications difficult from the Open Bridge. 

G.2. Crew 

Placement 

A common crew placement strategy is to have two crew members on the 

stern to work the hoist. A third crew member remains on the Open Bridge as 

safety observer and communicates via hand signals with the coxswain who 

controls the boat’s course and speed from either the Open Bridge or the 

Enclosed Bridge. From the Open Bridge, it is easier for the coxswain to 

monitor the progress of the hoist, while from the Enclosed Bridge, it is easier 

to maintain communication with the helicopter while steering the boat on the 

assigned heading. The problems with both options must be considered by 

the coxswain in making a risk management decision. 

G.3. Detailed procedures and instructions on helicopter operations are contained 

Procedures in the Boat Crew Seamanship Manual, COMDTINST M16114.5 (series). 

CAUTION! Crews conducting trail line hoist evolutions must tend the trail line at all times. The 

design of the aft deck will not contain slack line if loose on the deck. This may 

result in the trail line fouling the 47FT MLB’s propellers or shafts if it goes over the 

side. 

6-25 
Chapter 6 – Mission Performance 

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6-26
Chapter 6 – Mission Performance 

Section H. Personnel Recovery 

H.1. Pick-Up 

Ports 

NOTE 


The port and starboard deck recesses or “pick-up ports” are designed to 

allow for recovery of personnel in the water despite the 47FT MLB’s high 

freeboard. The side recess grating is capable of supporting two (2) crew 

members under a force of 3 g’s. The grating hinges against the side of the 

deckhouse; two locking pins retain the grating in the up or down position. 

Only one person is necessary to raise or lower the deck grating, but it is 

faster and safer if two persons are used. 

Gratings should be secured in the up position prior to heavy weather and/or surf 

operations so that the boat is ready for PIW recovery. 

H.2. 

Controlling the 

Boat 

From the Open Bridge, the coxswain can use either port or starboard steering 

station to control the boat during recovery of personnel in the water. This 

affords the coxswain excellent visibility during the approach as well as 

during the recovery efforts in the deck recess. 

H.3. Deck 

Recess 

There are several D-ring attachment points in the vicinity of the deck recess 

that allow crew members to clip in while conducting personnel recovery. 

Crew members should be aware that movement is limited within the deck 

recess area and that moving the victim once aboard may be difficult. 

CAUTION! During personnel recovery efforts in heavy weather or surf conditions, the deck 

recess is extremely vulnerable to wave action. 

6-27 
Chapter 6 – Mission Performance 

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6-28
Chapter 6 – Mission Performance 

Section I. Ice Conditions 

I.1. General The 47FT MLB is not designed to break ice and should avoid operations in 

this capacity if at all possible. The 47FT MLB can, however, operate 

through light surface ice if necessary to reach open water. Do not exceed 

1000 RPM when operating in ice conditions. In slush conditions, ensure 

that the sea water cooling system is checked regularly to ensure clogging 

has not occurred. Operations at high speed (during cold weather) will 

increase the likelihood of topside icing due to freezing spray. 

WARNING , 

NOTE  

Excessive topside icing will greatly affect the boat’s stability and righting arm. ANY 

topside icing should be cause for the coxswain to re-evaluate the conditions and reassess the risks involved in the mission. The boat is technically capable of survival 

with up to 3⁄4” of ice covering the entire boat in heavy weather with expert boat 

handling. Operation with topside icing should only be attempted during extreme 

emergencies after proper risk assessment and approval from the operational 

commander. 

Be aware that freezing spray may seal hatches and scuttles, thus limiting immediate 

or emergency access (i.e. aft deck box stowage). Recovery recess gratings may 

become iced in place. Prudent operations under these conditions may be to run with 

the port grating down (for safe access to the forward deck) and the starboard grating 

up (for PIW recovery). 

6-29 
Chapter 6 – Mission Performance 

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6-30
Chapter 6 – Mission Performance 

Section J. Securing Procedures 

J.1. Procedure The following procedures should be repeated after each mission: 

Step Action 

1 Secure all electrical and electronic components on the Open 

Steering Station. 

2 Secure all electrical and electronic components in the Enclosed 

Steering Station. 

3 Secure engines using push buttons in the Enclosed Steering 

Station. 

4 Secure start system cutout switches in the Enclosed Steering 

Station overhead console and DDEC ignition switch. 

5 Install shore-tie cable to the boat; energize dock side shore power. 

6 Energize equipment breakers in the 120-volt AC power panel 

Auxiliary Machinery Compartment. Ensure battery charger is 

operating normally. 

7 Secure Engine Alarm/Fuel Gauge breaker on the 24-volt power 

panel in the Auxiliary Machinery Compartment. 

8 Secure Tri-data and Autopilot breakers on the 12-volt power panel 

in the Auxiliary Machinery Compartment. 

9 Secure HVAC cooling system valve in the Auxiliary Machinery 

Compartment starboard side. 

10 Secure sea suction valves for the engines under the ladder in the 

engine room. 

11 Secure both engine room start system cutout switches. 

12 Check all machinery fluid levels and refill as necessary. 

NOTE  

WARNING , 

It may be necessary to wait 30 minutes to obtain an accurate 

reading on engine lube oil levels. 

Do not check engine coolant levels until temperature has dropped 

to 160 degrees or below (temperature gauge in engine room 

overhead.) 

6-31 
Chapter 6 – Mission Performance 

Step Action 

13 Conduct a visual inspection of the engine room and machinery 

spaces and their bilges for any obvious abnormalities. 

14 Clean engine room bilges and machinery. 

15 Sound fuel oil tank and refill to 95% (373 gallons). 

16 Secure all watertight doors, hatches and covers. 

17 Wash the boat down with fresh water. 

NOTE  Keeping the boat clean and neat is very important to control corrosion. 

Having aluminum in contact with dissimilar metal, particularly a copper 

alloy, can cause major corrosion problems. Something as small as a 

penny left in the bilge can cause serious corrosion. Maintaining corrosion 

control is the responsibility of everyone in the crew. 

6-32
47FT MLB Operator’s Handbook 

CHAPTER 7 

EMERGENCY PROCEDURES 

Introduction Responding to emergencies and equipment casualties aboard the 47FT MLB 

should be second nature to all members of the crew. The ability of crew 

members 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. 

The first step in all casualties is to protect the immediate safety of all crew 

members and to establish communication amongst the crew as to the nature 

of the casualty. It is the coxswain’s responsibility to keep the station 

informed of all emergencies encountered during the operation of the boat. 

The coxswain and engineer should work together to determine if equipment 

casualties can be safely repaired while underway. The coxswain must decide 

whether a casualty has impacted the ability of the boat and crew to complete 

the mission. The coxswain should not make the decision in a vacuum; input 

from other crew members, especially the engineer, as well as communication 

with shore side personnel should be used to determine whether to continue 

with the mission. The following factors should be considered: 

Factors 

1 The safety and physical condition of the crew and vessel 

2 Equipment limitations due to the casualty 

3 Current and forecast weather and sea conditions 

4 The urgency of the mission 

7-1 
Chapter 7 – Emergency Procedures 

In this Chapter This chapter contains the following sections: 

Section Topic See Page 

A Capsizing 7-3 

B Collision with Submerged Object (or Bottom) 7-5 

C.I Steering Casualty (Hydraulic) 7-7 

C.II Steering Casualty (Electrical) 7-9 

D Reduction Gear Failure 7-11 

E Fire in the Engine Room 7-13 

F Fire in the Auxiliary Machinery Compartment 7-15 

G Loss of Control of Engine RPM 7-17 

H Loss of Fuel Oil Pressure 7-19 

I Loss of Lube Oil Pressure 7-21 

J Main Engine High Water Temperature 7-23 

K Low Voltage Alarm/ Loss of Electrical Charging 

System 

7-27 

L Flooding 7-29 

M Hard Grounding 7-31 

7-2
Chapter 7 – Emergency Procedures 

Section A. Capsizing 

A.1. Any surface activity big enough to roll the boat will bring it right back up. If 

Preparation the 47FT MLB lower gunwale digs into the trough, prepare to roll over. Take 

a deep breath and hang on. Average time under water will be approximately 8 

to 12 seconds. Although the boat was built to withstand a roll over, there may 

be damage. 

A.2. Recovery Once righted, assess the situation quickly. You will still be in the surf and 

must take immediate action to take the next wave correctly or the boat may 

roll again. Check the crew to ensure no one was lost overboard or injured. 

Check for lines overboard that might get caught in the propellers. If the 

engines are still working, move to safe water. 

NOTE  It may be necessary to re-qualify the throttles to gain control of engines and reduction 

gears. 

A.3. Actions Once in safe water, take the following actions: 

Step Action 

1 The boat engineer will go below to check for damage. 

2 Investigate the condition of the engine room by looking through 

the window in the watertight door. The engine room may be 

coated with water and oil presenting a fire hazard. 

3 Begin de-watering the vessel by energizing all of the installed 

electric bilge pumps. If the flooding is too severe to be handled by 

the electric bilge pumps, rig the CG-P6 on the aft deck and 

connect the suction line to the engine room suction standpipe. 

4 Once dewatering is complete, check the oil in both main engines 

(Engines must be secured to ensure an accurate reading). Add oil 

as necessary. 

NOTE  Engines should be shut down to check oil level. If circumstances 

make securing the engines inappropriate, wait to check the oil levels 

until the situation has further stabilized. In the meantime, keep a close 

eye on the engine oil pressure. 

7-3 
Chapter 7 – Emergency Procedures 

Step Action 

5 Closely check the material condition of each compartment. Report 

results to the coxswain. 

6 After damage has been assessed, determine whether it is safe to 

proceed with the mission or should you return to the unit. 

7 Upon returning to the station, all electronic and electrical 

equipment must be removed and cleaned. 

NOTE  

WARNING , 

NOTE  

Do not hook up the shore tie. Electronic equipment in all below 

decks spaces may be soaked with oil and water. 

All wiring must be cleaned, dried and inspected. Once complete, all 

electrical equipment must be tested thoroughly. The engine room 

must be washed down and all insulation material in the Survivors 

compartment must be inspected. All fluids and associated filters, 

such as reduction gear, hydraulic system, and main engine oil should 

be replaced. 

A back up means of communication is critical after a capsizing or 

knockdown. A portable VHF-FM radio is the best means of passing 

critical situation reports immediately following this type of situation. 

7-4
Chapter 7 – Emergency Procedures 

Section B. Collision With Submerged Object (or 

Bottom) 

B.1. Symptom The boat strikes a submerged object or temporarily runs aground. 

B.2. Actions Take the following actions: 

Step Action 

1 Reduce RPM on both engines to neutral (when in safe water and 

out of surf zone). 

2 Notify crew of casualty. 

3 Determine what was hit, where the object is located, and if it can 

still be seen. 

4 Verify current position, depth of water, and evaluate situation. 

5 Engineer checks gear space and shaft for obvious flooding or 

damage. 

6 Engineer checks engine room through engine room view port to 

assess obvious flooding or damage. 

7 Engineer enters engine room with crew member as safety 

observer. 

8 Engineer checks engine room bilges for flooding or obvious 

damage (particularly around the strut mounting points.) 

9 Engineer checks lazarette bilges for flooding, rudder or steering 

system damage. 

10 Engineer checks for proper cooling water circulation or debris in 

the Raw Water (R/W) strainers and shift if necessary. 

11 Crew member checks auxiliary and forward compartment bilges 

for flooding or obvious damage. Assess situation by making 

observation through door view port before entering the 

compartment. 

7-5 
Chapter 7 – Emergency Procedures 

Step Action 

12 Crew member checks forepeak void for flooding by removing 

drain plug at bulkhead. 

13 Coxswain conducts steering checks by using the manual helm first 

to identify limitations or isolate areas of damage, then conduct 

checks by using the jog levers to insure full steering ability is 

available. 

14 Coxswain will check engine RPM in both neutral and engaged at 

various speeds while engineer is checking for vibration/flooding 

and to assess damage to propulsion system. Engineer will be 

observing for flooding and vibration at marine gear space. 

15 Return to station at reduced speed or on one engine, if warranted, 

to prevent additional damage or vibration. 

16 Coxswain coordinates with station for tow or other assistance 

when risk assessment indicates crew or vessel safety will be 

jeopardized through continued operation. 

NOTE  If possible, the boat should be hoisted to determine extent of damage; 

especially if there is a vibration. 

7-6
Chapter 7 – Emergency Procedures 

Section C.I. Steering Casualty (Hydraulic) 

C.1. Symptoms The helm turns in either direction with no rudder response (caused by a 

failure within the hydraulic system). The sounding of the low steering 

pressure alarm occurs. 

C.2. Actions When a partial or complete loss of steering control occurs, take the 

following actions: 

Step Action 

1 Reduce engine RPM to clutch ahead. 

2 Secure both engines when low steering pressure alarm on 

console sounds. 

NOTE  If possible, when the low steering alarm sounds, attempt to center the 

rudders prior to securing both engines. 

3 Notify crew of casualty. 

4 Verify current position, evaluate situation and contact station. 

5 Crew member rigs the anchor for emergency use (fair-lead line, 

but anchor remains in bracket) if directed by coxswain. 

6 Engineer checks engine room through engine room view port to 

assess the situation. 

7 Engineer enters engine room with crew member as a safety 

observer. 

8 Check bilges and look for obvious leaks. 

7-7 
Chapter 7 – Emergency Procedures 

Step Action 

9 Check gauge on reservoir for pressure. If there is no hydraulic 

oil or pressure, both engines remain secured. Reservoir system 

gauge should read 20–30 PSI. Power system gauge should read 

150–250 PSI (only if engines are running). Reservoir level 

should be 1⁄2–3⁄4 full. 

WARNING , There is a steering pump attached to each engine. This will 

allow the coxswain to steer the boat with only one engine 

running. The helm unit will work only if there is fluid in the 

system. The steering pump will be destroyed and possibly cause 

engine damage if either engine is run with no fluid in the power 

steering system! 

10 Check remainder of steering system from the steering rams in 

the lazarette to the helm station on the Open Bridge. 

11 Coxswain coordinate with station for tow or other assistance 

when risk assessment indicates crew or vessel safety will be 

jeopardized through continued operations. 

12 Engineer and coxswain discuss option of removing the sun gear 

from “both” hydraulic pumps before restarting engines in order 

to gain use of engines for maneuvering. 

7-8
Chapter 7 – Emergency Procedures 

Section C.II. Steering Casualty (Electrical) 

C.3. Symptoms The jog lever has no rudder response or is not responding correctly, or the 

autopilot is controlling vessel steering, but is not responding correctly. 

No low steering pressure alarm accompanies this system. When checked, the 

hydraulic portion of the steering system is intact, full, and has the proper 

head pressure. 

C.4. Actions When a partial or complete loss of electrical steering control occurs, take the 

following actions: 

Step Action 

1 Reduce engine RPM to clutch ahead. 

2 Notify crew of casualty. 

3 Attempt to select steering station; reactivate jog lever control. 

Check to ensure autopilot is disengaged. Determine what 

function autopilot is in (auto/nav/power system). 

4 Shift steering control to hydraulic helm. Bring engines to neutral 

if electro-hydraulic side of steering system continues to affect 

hydraulic helm control. Establish vessel control and maneuver to 

safe waters. 

5 Verify current position, evaluate situation and contact station. 

6 Crew member rigs the anchor for emergency use (fair-lead line, 

but anchor remains in bracket) if directed by coxswain. 

7 Engineer checks engine room through engine room view port to 

assess the situation. 

8 Engineer enters engine room with crew member as a safety 

observer. 

9 Check bilges and look for obvious leaks. 

10 Check gauge on reservoir for pressure. If there is no hydraulic oil 

or pressure, both engines remain secured. Reservoir system 

gauge should read 20–30 PSI. Power system gauge should read 

150–250 PSI (only if engines are running). Reservoir level 

should be 1⁄2–3⁄4 full. 

7-9 
Chapter 7 – Emergency Procedures 

Step Action 

11 Check electrical connections at electro-hydraulic steering valve 

(steering control solenoid actuator). 

12 Check power servo cylinder (steering ram) connections and 

autopilot rudder angle indicator connections in lazarette. 

13 Check steering system breakers in Auxiliary Machinery 

Compartment. 

14 Secure steering control breaker if faulty jag lever continues to 

interfere with hydraulic helm. Secure autopilot breaker if 

autopilot continues to interfere with hydraulic helm. 

15 Coxswain coordinate with Station for tow or other assistance 

when risk assessment indicates crew or vessel safety will be 

jeopardized through continued operation. 

7-10
Chapter 7 – Emergency Procedures 

Section D. Reduction Gear Failure 

D.1. Symptoms One or both Reduction Gear(s) (R/G) fail to respond properly when the 

throttles are operated in forward or reverse. 

D.2. Actions Take the following actions: 

Step Action 

1 Bring the throttles back to neutral. 

2 Notify the crew. 

3 Verify current position, evaluate situation and notify station of 

status. 

4 Coxswain checks EDM for R/G pressures and secure engine if 

pressure is not within parameter. (Disengaged pressure is 58-66 

PSI and engaged pressure is 230-290 PSI.) 

5 Insure active light is lit at control station. 

6 Coxswain attempt to regain R/G control by changing to another 

throttle station or engaging back up panel. 

7 Coxswain secure affected engine. 

8 Crew member rigs the anchor for emergency use (fair-lead line, 

but anchor remains in bracket) if directed by coxswain. 

9 Engineer checks both EGIM breakers on 24-volt power panel. 

10 Engineer checks the affected R/G L/O level and bilge for oil. 

11 Check R/G DCV electrical connections. 

12 Engineer checks dirty oil filter indicator located on duplex 

strainer. If indicator has popped up, handle shall be shifted to the 

opposite strainer. 

13 If no leaks are present and oil level is full, restart engine and 

recheck clutch applied pressure. Secure engine if pressure is not 

within parameters. 

7-11 
Chapter 7 – Emergency Procedures 

Step Action 

14 After all mechanical checks have been made, proceed to 

troubleshoot electronic controls (DDEC). 

NOTE  In the event of reduction gear electronic control failure, the reduction gear 

control valve can be operated manually by pushing in on the pin located 

at the solenoid end cap and locked into position by inserting the locking 

pin into the hole at the top of the end cap. 

15 Manually operate DCV if failure of the electronic controls was 

determined. 

16 Coxswain and engineer discuss using the come home device. 

NOTE  If a long distance must be traveled to return to a station, each reduction 

gear is fitted with a “Come Home” device that can lock the forward clutch 

packs together for operation. 

7-12
Chapter 7 – Emergency Procedures 

Section E. Fire in the Engine Room 

E.1. Symptoms The engine room fire alarm system sounds because engine room temperature 

exceeds 190°F. 

The engine room fire alarm system sounds because of smoke and debris. 

E.2. Actions When the engine room fire alarm sounds, take the following actions: 

Step Action 

1 Reduce RPMs of both engines to neutral. 

2 Notify crew of casualty and account for all personnel on board. 

3 Engineer checks engine room through engine room view port to 

assess situation. 

4 Coxswain secure both engines with engine stops at local steering 

station, verify position and contact station with casualty. 

5 Engineer pulls fuel stops in Survivors compartment with 

coxswain’s concurrence. 

6 Crew member secures shut off valves for both engine room air 

inlets located within aft buoyancy chamber. 

7 Engineer energizes CO2 system by releasing locking pin and 

depressing handle or by pulling ring locally at CO2 bottles. 

NOTE  There is a 30-second delay built into the CO2 system. This delay can 

be manually overridden by pulling the CO2 release handle on the delay 

system mounted on the starboard bulkhead of the Survivors 

compartment. 

8 Engineer secures all non essential electrical power breakers (all 

except VHF-FM radio) located in the Auxiliary Machinery 

Compartment with the coxswain’s concurrence. 

9 Crew member to rig anchor (fair-lead the line through the bull 

nose to the anchor, but keep the anchor in the bracket) as directed 

by the coxswain. 

10 Coxswain discusses relocating of CG-P6 portable pump forward 

away from engine space (ensure pump is secured). 

7-13 
Chapter 7 – Emergency Procedures 

Step Action 

11 Establish fire watch, with portable fire extinguisher readied in 

Survivors compartment, to monitor by observing through the 

engine room view port. 

12 Coxswain coordinate with station for tow or other assistance, 

emphasizing crew safety. 

WARNING , It is extremely dangerous to enter a compartment during or after a 

fire. After the engine room has been flooded with CO2, extensive 

ventilation is necessary to ensure safety when entering; however, 

any introduction of oxygen into the compartment may ignite a fire 

reflash. Keep the space sealed until moored and secured. 

7-14
Chapter 7 – Emergency Procedures 

Section F. Fire in the Auxiliary Machinery 

Compartment 

F.1. Symptoms Smoke is observed coming out from the Auxiliary Machinery Compartment 

vent. 

F.2. Actions Take the following actions: 

Step Action 

1 The coxswain should secure the engines, inform all crew members 

and notify the station. 

2 The engineer should proceed to the Survivors compartment with a 

safety observer. View through the auxiliary view port to assess the 

situation and ensure that all Water Tight Doors (WTD) are 

secured. 

3 Engineer secure battery-disconnect switches on the port FWD 

bulkhead in Survivors compartment. Safety observer is to 

establish fire watch with portable fire extinguisher. 

4 Crew member to rig anchor (fair-lead the line through the bull 

nose to the anchor, but keep the anchor in the bracket) as directed 

by the coxswain. 

5 Keep the Auxiliary Machinery Compartment sealed until moored 

and secured. 

6 Coxswain coordinate with station for tow or other assistance. 

WARNING , It is extremely dangerous to enter a compartment during or after a 

fire. Do not enter the Auxiliary Machinery Compartment under any 

circumstances. There is not an installed fire fighting system for this 

compartment. 

7-15 
Chapter 7 – Emergency Procedures 

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7-16
Chapter 7 – Emergency Procedures 

Section G. Loss of Control of Engine RPM 

G.1. Symptoms One or both engines fails to respond properly to DDEC throttle station control. 

G.2. Actions Identify the cause, prevent further damage, and take the following actions: 

Step Action 

1 Place both throttle control levers in clutch ahead position. 

2 Notify crew of casualty, verify position and contact station. 

3 Coxswain insures throttle station is active and synch function is 

off. 

4 Coxswain shift to another station and attempt to gain throttle 

control. 

5 Use emergency backup panel to gain engine control after checking 

other throttle stations. 

6 Use engine stop button (push and hold down) to secure affected 

engine. 

7 If engine fails to secure, engineer proceeds to Survivors 

compartment and pulls emergency fuel cutout for affected engine. 

8 Engineer enters auxiliary space and secures affected engine’s 

DDEC breaker on the 24-volt power panel. 

9 Coxswain uses emergency air shut down if engine still fails to 

secure. 

WARNING , DO NOT use the CO2 system to secure the engine. Depleting the 

fire fighting capabilities of the boat can be dangerous. 

10 Once engine is secured, engineer enters engine room and closes 

exhaust cross-over valve. 

(See Appendix B: EC-027) 

7-17 
Chapter 7 – Emergency Procedures 

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7-18
Chapter 7 – Emergency Procedures 

Section H. Loss of Fuel Oil Pressure 

H.1. Symptoms The engine runs rough with a rapid loss of power. The EDM alarm sounds 

and displays “Code 48, Fuel Oil Pressure Low.” 

H.2. Actions Take the following actions: 

Step Action 

1 The coxswain should reduce RPMs to clutch ahead, determine 

which engine has lost power, and inform the crew. 

2 Coxswain inform crew of casualty, verify position, evaluate 

situation and contact station. 

3 Crew member to rig anchor (fair-lead the line through the bull 

nose to the anchor, but keep the anchor in the bracket) as directed 

by the coxswain. 

4 The engineer should proceed to the engine room, look through the 

view port to the engine room door, and assess the situation. 

5 Engineer enters engine room with crew member as safety 

observer. 

6 Engineer check bilge for fuel oil. 

7 Check the emergency fuel cutout valves to ensure that they are 

open. 

8 Check the primary fuel filters for accumulated sediment and water 

in the bowls. Replace if suspect. Re-prime the system. 

9 Check the entire fuel system for obvious leaks; check fuel tank 

level. 

10 Identify and correct source of problem or request additional 

assistance from station. 

11 Coxswain maneuver 47FT MLB safely using one engine if 

problem was not found. If running on one engine for an extended 

time (more than 30 minutes), you must close the exhaust crossover valve. 

7-19 
Chapter 7 – Emergency Procedures 

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7-20
Chapter 7 – Emergency Procedures 

Section I. Loss of Lube Oil Pressure 

I.1. Symptoms The EDM alarm sounds and displays “Code 45, Oil Pressure Low.” 

I.2. Actions Take the following actions: 

Step Action 

1 The coxswain should reduce the engines to clutch ahead and 

determine which engine has loss of lube oil pressure. 

NOTE  The lube oil alarm is variable, which means that at any given engine 

RPM, the oil pressure must be within a certain range or the alarm will 

sound. The lube oil alarm may be directly related to engine 

temperature; an overheating engine may set the lube oil alarm off. 

2 Coxswain immediately secure the affected engine, inform the 

engineer and other crew members of the casualty, verify position 

and contact station. 

3 Crew member to rig anchor (fair-lead the line through the bull 

nose to the anchor, but keep the anchor in the bracket) as directed 

by the coxswain. 

4 Engineer proceed to the engine room and look through the view 

port on the engine room door to ensure that it is safe to enter. 

5 If it is safe to enter, crewman, as safety observer, enters the 

engine room’ and checks the bilge for oil and obvious lube oil 

leaks. 

6 Engineer checks the engine lube oil for quantity and quality. 

7 Check the recovery tank for contamination. 

8 If the cause is not correctable, do not restart the engine. 

9 Return to station on one engine, as necessary, if cause cannot be 

determined or repaired. 

NOTE  

NOTE  

In an emergency, oil pressure can be run as low as 5 PSI at idle and 32 

PSI at full load. 

If running on one engine for an extended time, you must close exhaust 

cross-over valve. (See Appendix B: EC-027) 

7-21 
Chapter 7 – Emergency Procedures 

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7-22
Chapter 7 – Emergency Procedures 

Section J. Main Engine High Water Temperature 

J.1. Symptoms The EDM alarm sounds and flashes a Code 44 (Coolant Temperature High). 

J.2. Actions Take the following actions: 

Step Action 

1 Coxswain should reduce both engine’s RPM to clutch ahead and 

determine which engine has overheated. 

2 Coxswain notify crew of casualty, verify position and contact 

station. 

3 Coxswain secure engine if temp exceeds 212°. 

4 Engineer should proceed to the Survivors compartment, look 

through the engine room view port, and assess situation. 

5 Engineer enters engine room with crew member as safety 

observer. 

6 Engineer check engine temperature as indicated on mechanical 

gauge, check bilges and engine for obvious leaks. 

7 Feel the R/W brass piping to determine what system the casualty is 

in. 

WARNING , If steam is flowing from the expansion tank vent, the engine(s) 

should be secured and cooled naturally. If the pressure is 

released when extremely hot by removing the expansion tank 

cover, the coolant will either flash to steam or boil with a serious 

potential for injury. 

8 IF ... THEN ... 

Pipe is cool The raw water system for that engine is 

probably operating normally; the engineer 

should make initial casualty control checks for 

the jacket water system. 

Pipe is hot The engineer should make casualty control 

checks for the raw water system. 

7-23 
Chapter 7 – Emergency Procedures 

J.3. Raw Water Take the following actions to check the function of the raw water system: 

System Checks 

Step Action 

1 Verify that the sea suction valve(s) are open. Ensure that the deicing valves located just under the engine room step are closed. 

2 Check the duplex strainers to ensure that the handle is pointing to 

one strainer or the other. Shift and clean the strainers as 

necessary. 

3 If the strainers are clean, check the raw water pump cover lightly 

with the back of the hand for coolness. If the impeller is burned 

up, the cover will be very hot. If the cover is hot, secure the 

engine and replace the impeller. 

NOTE  If one engine has overheated due to a clogged sea strainer, the other 

engine may be close to overheating for the same reason. 

J.4. Jacket Take the following actions to check the function of the jacket water system: 

Water System 

Checks 

Step Action 

1 Check the jacket water level. Check the engine and bilge for 

leakage. Correct casualty, then replace fluid if necessary. 

NOTE  Anti-freeze is poisonous. Do not inhale the fumes. 

2 Inspect the jacket water pump for normal function. 

3 Check lube oil for proper quantity and quality. 

4 If jacket water leaks are found, the pump is inoperative, or 

temperatures continue to climb, secure the engine. 

7-24
Chapter 7 – Emergency Procedures 

NOTE  Oil alarms and sensors are directly related to engine temperature. An 

overheating engine will often set off lube oil alarms. 

CAUTION! If after all efforts have been made at casualty control, including 

reducing the engine load, the engine temperatures do not decrease, 

secure the engine. The manufacturer recommends shutdown of the 

engine if the temperature exceeds 212°F. 

7-25 
Chapter 7 – Emergency Procedures 

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7-26
Chapter 7 – Emergency Procedures 

Section K. Low Voltage Alarm/Loss of Electrical 

Charging System 

K.1. Symptoms Low voltage alarm sounds. 

A low voltage alarm (Code 46, ECM Battery Low) is displayed on the 

electronic display module (EDM). 

A significant drop in voltage is indicated by dimming lights, electronics 

dropping off line, and/or DDEC station control is deactivated (a low voltage 

alarm may/may not occur). 

K.2. Actions Taking the following actions: 

Step Action 

1 Reduce RPM of both engines to clutch ahead. 

2 Coxswain notify crew of casualty, verify position and contact 

station. 

3 Engineer checks position of battery isolator switches located in 

Survivors compartment. 

4 Engineer checks engine room view port to assess situation. 

NOTE  The engineer should ensure both alternator failure LED’s (located on 

both mechanical gauge panels in the engine room) are lit. 

5 Engineer enters engine room with crew member as safety 

observer. 

6 Check both alternator/regulator reset switches (Starboard engine 

room bulkhead). 

7 Check condition of both engine alternator belts for slippage, 

damage, or missing belts. Renew belts with onboard spares as 

needed. 

8 Check electrical connections on both alternators and lube oil 

pressure switches on both engines. 

9 Check fuse in 24-volt start panel (Port engine room bulkhead). 

7-27 
Chapter 7 – Emergency Procedures 

Step Action 

10 Engineer checks all main battery connections in Auxiliary 

Machinery Compartment. Tighten and clean as necessary. The 

service batteries are forward and the start batteries are aft. 

11 Engineer secures all non-vital equipment at the 24-VDC power 

supply panel. 

12 Engineer secures all non-vital equipment at the 12-VDC power 

panel. 

13 Engineer place start and service batteries in parallel. 

14 Engineer determines extent of electrical power loss, probable 

cause, and expected service duration for platform. Crew discusses 

impact on mission. 

15 Coxswain establishes secondary communications with station 

(handheld portable VHF-FM radio) in case primary power is lost. 

16 Coxswain coordinates with station for tow or other assistance 

when risk assessment indicates crew or vessel safety will be 

jeopardized through continuous operation. 

7-28
Chapter 7 – Emergency Procedures 

Section L. Flooding 

L.1. Symptoms Bilge flooding alarm sounds. 

L.2. Actions Maneuver the 47FT MLB into a safe area; take the following actions: 

Step Action 

1 The engineer will check the control panel to identify the space 

where flooding is indicated. Notify the coxswain and push reset to 

silence alarm. 

NOTE  A sounding of the horn will indicate water in the bilge space. In 

underway mode, horn will sound for 8-10 seconds and silence, 

leaving amber indicator light lit. When in moored mode, the horn will 

sound continuously. 

2 The engineer and a crew member will proceed to the flooded 

space indicated by the control panel, look through the view port in 

the watertight door, and report status to coxswain. If safe, enter 

space to investigate. 

3 The engineer shall report to the coxswain the extent, cause and 

corrective actions necessary to control or stop the flooding. 

NOTE  The Survivors compartment bilge space is divided by the fuel tank into 

port and starboard gear spaces and must be checked separately for 

flooding. 

4 The crew will prepare to apply basic casualty control procedures, 

making ready the damage control kit and CG-P6 pump as 

required. 

5 The crew shall check the material condition of each compartment. 

Report results to the coxswain. 

6 After damage has been assessed, determine whether it is safe to 

proceed with the mission or return to the unit. 

CAUTION! The bilge flooding alarm system is designed to notify the crew of an 

onboard EMERGENCY underway as well as dockside. This 

system should be confirmed operational prior to and upon return 

from any missions or sorties. 

7-29 
Chapter 7 – Emergency Procedures 

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7-30
Chapter 7 – Emergency Procedures 

Section M. Hard Grounding 

M.1. Symptoms The 47FT MLB hits bottom and becomes hard aground (unable to initially 

float free). 

M.2. Actions Assess the resulting damages; take the following actions: 

Step Action 

1 Reduce RPM to both engines to neutral. 

NOTE  In the event of flooding, the bilge flooding alarm system will sound the 

horn for approximately 8-10 seconds, then secure when in the 

“underway” mode. When set to the “moored” mode, the horn will 

sound continuously. The amber bilge alarm light located on the Open 

Bridge will remain energized regardless of which mode the selector 

switch is in. 

2 Notify crew of casualty and assess condition of crew. 

3 Evaluate the situation. Verify current position and depth of water, 

and notify the station. 

4 Engineer check gear space and shaft seals for obvious flooding or 

damage. 

NOTE  The Survivors compartment bilge space is divided by the fuel tank into 

port and starboard gear spaces and must be checked separately for 

flooding. 

5 Engineer checks engine room through view port to assess obvious 

flooding or damage. 

6 Engineer enter the engine room with a crewman as safety 

observer. Check bilges for flooding or obvious damage, 

particularly around the strut mounting points. 

7 Check lazarette for any signs of flooding, rudder or steering 

system damage. 

7-31 
Chapter 7 – Emergency Procedures 

Step Action 

8 Engineer check for proper cooling water circulation or debris in 

strainers. Secure engine if cooling is inadequate or excessive 

debris (especially sand) is observed. 

9 Crew member check Auxiliary Machinery Compartment bilges for 

flooding or obvious damage. Assess situation by observing 

through view port before entering compartments. 

10 Crewman checks forepeak void for flooding by removing 2” drain 

plug at Bulkhead 15. 

11 Crew member to rig anchor (fair-lead the line through the bull 

nose to the anchor, but keep the anchor in the bracket) as directed 

by the coxswain. 

12 Crew member takes depth soundings all around the vessel. 

Coxswain determines deepest water, extent of grounding, and 

potential for underwater damage. 

13 Consider present and future state of tide, current or other weather 

conditions with regard to re-floating or salvage operations. 

14 Deploy anchor if situation involves potential for being set further 

aground due to conditions. 

15 Coxswain determines safest direction to deep water and method 

for extracting vessel safely with least damage. 

16 Conduct checks of propulsion system integrity prior to attempting 

re-floating or salvage. Take caution to reduce further damage. 

17 Conduct check of steering system integrity. Check rudder travel 

for limitations utilizing hydraulic helm (not jog levers). Take 

caution to reduce further damage. 

18 Coxswain maneuver into safe water (deep enough and out of the 

surf zone). Use only the engines if damage to the steering system 

occurred. 

19 Coxswain conducts steering check, including helm and jog lever 

control, to identify limitation or isolate areas of damage. 

7-32
Chapter 7 – Emergency Procedures 

Step Action 

20 Coxswain will check engine RPM in both neutral and engaged 

individually, at various speeds, while the engineer checks for 

vibration and damage in the engine room and Marine Gear spaces. 

21 Return to station or appropriate haul-out facility at reduced 

speed/one engine to prevent additional damage, if necessary. 

22 Coxswain coordinate with station for tow or other assistance when 

risk assessment indicates crew or vessel safety will be jeopardized 

through continuous operation. 

7-33 
Chapter 7 – Emergency Procedures 

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7-34
47FT MLB Operator’s Handbook 

Appendix A. Outfit List and Stowage Plan 

Introduction This appendix contains the standard stowage plan for the 47FT MLB 

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. 

This authorization is on case by case basis only, and care must be taken to 

properly secure any extra gear and to ensure it does not interfere with safe 

egress or the boat’s standard outfit/systems. Under no circumstances shall 

permanent alterations be made to power, stow or in any way accommodate 

extra equipment. 

In this 

Appendix 

This appendix contains the outfit list and stowage plan for the following 

areas of the 47FT MLB: 

Topic See Page 

 Forward Compartment A-3 

 Survivors Compartment A-5 

 Enclosed Bridge A-7 

 Open Bridge A-9 

 Main Deck A-11 

 Engine Room A-13 

A-1 
Appendix A – Outfit List and Stowage Plan 

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A-2
Appendix A – Outfit List and Stowage Plan 

Forward Compartment 

Item Quantity Location 

Lube Oil (2104) 40 Weight 5.5 gallons Port stowage bin, secured 

IAW belt 

(See Appendix B: EC-005) 

Tellus T-15 Hydraulic Fluid 1 gallon Port stowage bin, secured 

IAW belt 

(See Appendix B: EC-005) 

Damage Control Kit 1 each Port stowage bin 

Hearing Protection 3 each Port stowage bin 

Portable Marine Toilet 1 each Port side on deck, secured 

Toilet Paper Dispenser 1 each Bulkhead 10, mounted 

Boat Crew Safety Belt 4 each Bulkhead 15, secured (may be 

kept ready) accessible in 

Survivors compartment 

PFD’S (adult) Type III, IAW COMDTINST 

M10470.10 (series) 

4 each Port handrail, secured 

PFD’S (adult) Type I, IAW COMDTINST 

M10470.10 (series) 

5 each Bracket starboard side 

Bulkhead 10, secured 

PFD’S (child) Type I, IAW COMDTINST 

M10470.10 (series) 

5 each Bracket starboard side 

Bulkhead 10, secured 

Blankets 4 each Starboard stowage bin 

Pillows (covered) 2 each Starboard stowage bin 

Bell w/Clapper (when not mounted) 1 each Starboard stowage bin 

Hand Held Spot Light 1 each Starboard stowage bin 

Boat Pyrotechnics, IAW COMDTINST 

M8000.2 (series) and ALCOAST 535-02 

1 kit Starboard stowage bin 

A-3 
Appendix A – Outfit List and Stowage Plan 

Forward Compartment (continued) 

Item Quantity Location 

Mouth Horn, Reed, Fog 1 each Starboard stowage bin 

Boat Crew Survival Vest, IAW COMDTINST 

M10470.10 (series) 

4 each Hung with Type III PFD’s 

Port handrail, secured or 

readily available folded 

behind handrails 

Bloodborne Pathogen Kit (3XXL, 3XL, 2L, 2M) 10 each Starboard stowage box 

Stowage Boxes 2 each Port/ Starboard sides secured 

in brackets 

A-4
Appendix A – Outfit List and Stowage Plan 

Survivors Compartment 

Item Quantity Location 

Battle Lantern 1 each Starboard bulkhead 

Flashlight 1 each Mounted on sink 

Start and Stop Procedures 1 each Mounted to sink 

Hearing Protection 2 each Bulkhead 5, secured 

Stokes Litter, IAW COMDINST M10470.10 

(series) 

1 each Port bulkhead, secured 

Rescue Swimmers Pack, IAW COMDTINST 

M10470.10 (series) (Harness, min 70' Line, 

Mask, Fins, Snorkel) 

1 each On stokes litter 

Fire Extinguisher, 5 lb CO2 1 each Bulkhead 5, secured in bracket 

Fire Extinguisher, 10 lb PKP 1 each Starboard bulkhead, secured in 

bracket 

FAT Kit 1 each Bulkhead 5, secured 

Water Jug 5 gallons Port side above sink, secured 

Hot Cups 2 each Bulkhead 5 

Grounding Wand 1 each Starboard bulkhead, secured 

Chow Box w/Emergency Rations (optional) 1 each Center gear space, secured 

IAW belt 

(See Appendix B: EC-005) 

A-5 
Appendix A – Outfit List and Stowage Plan 

Survivors Compartment (continued) 

Item Quantity Location 

Spare Parts Box (*) 1 each Center gear space, secured 

IAW belt 

(See Appendix B: EC-005) 

* Required Contents: 

(1) Primary Fuel Filters 3201 PUL with bowls attached (2) 

(2) R/W Pump Impellers (12 blade) (2) 

(3) R/W Pump Cover Gaskets (2) 

(4) Generator Belt (set) EC-037 

(5) Alternator Belt (set) 

(6) Duct Tape (roll) 

(7) Electrical Tape (roll) 

(8) Air Pump 

(9) Misc. Fuses and Bulbs 

A-6
Appendix A – Outfit List and Stowage Plan 

Enclosed Bridge 

Item Quantity Location 

Chart Table Light (red lens) 1 each Above chart box 

Chart Bag with CG logo (*) 1 each Bulkhead by port chair 

Battle Lantern 1 each Aft bulkhead 

Binoculars (7X50) 1 each Starboard bulkhead, secured in 

bracket 

Fire Extinguisher 10 lb PKP 1 each Starboard bulkhead 

Fire Extinguisher 5 lb CO2 1 each Port side deck 

* Required Contents: 

(1) Charts (as required) (11) Tide Book(**) 

(2) Pencils (as required) (12) Coast Pilot(**) 

(3) China Markers (as required) (13) NAVRULS 

(4) Stop Watch (14) Light List(**) 

(5) Search Pattern Slide Rule (15) Nautical Slide Rule 

(6) Parallel Rule (16) Chart One 

(7) Weems Plotter (17) Note Pad 

(8) Anemometer (18) Compass Deviation Table (or 

posted on chart table) 

(9) Gum Eraser (19) Flashlight with Red Lens 

(10) Pencil Lead Sharpening Pad (20) Compass and dividers 

(**) Appropriate pages as required 

A-7 
Appendix A – Outfit List and Stowage Plan 

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A-8
Appendix A – Outfit List and Stowage Plan 

Open Bridge 

Item Quantity Location 

Ring Buoy, 30" Diameter 2 each Port/starboard side 

Float Light w/Attachment Line 2 each Port/starboard side, 

(See Appendix B: EC-019) 

Throw Bags 2 each On handrails 

Bell w/Clapper (when mounted) 1 each Aft port handrail 

Diver’s Knife 1 each Port stanchion, behind ladder 

A-9 
Appendix A – Outfit List and Stowage Plan 

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A-10
Appendix A – Outfit List and Stowage Plan 

Main Deck 

Item Quantity Location 

Anchor Line 21⁄4” DBN on Reel 300’ Port forward deck locker 

3

/8" S/S Chain 9’ Attached to anchor line 

3

/8" S/S Shackles 2 each Attached to anchor line 

3

/8" S/S Swivel 1 each Attached to anchor line 

T-Handle 1 each Port forward deck locker 

Fenders 4 each Port and starboard forward 

deck lockers 

Alongside Lines (sizes as required) 8 minimum Starboard forward deck locker 

Boat Hooks with hull numbers, 8' Expandable 

with skiff hook attachment and holders 

2 each Port/Starboard superstructure 

Towline 31⁄4" DBN 900' Lower tow reel 

Towline 2" DBN 300' Upper tow reel 

Tow Reel Hand Crank 1 each On tow reel frame, secured 

CG-P6 Dewatering Pump, IAW COMDTINST 

M10470.10 (series) 

1 each Starboard aft deck 

Drogue/Grapnel Line 21⁄4" DBN with 2" S/S 

Thimble, 3/8" S/S Swivel, 3/8" S/S Shackle 

200' Port aft deck box 

Drogue, small and large 1 each Port aft deck box 

Marlin 1 roll Port aft deck box 

Heaving Lines 2 each Port aft deck box 

Chafing Gear as required Port aft deck box 

Assorted S/S Shackles as required Port aft deck box 

Wire/Kevlar Bridle (optional) as required Center aft deck box 

DBN Bridle as required Center aft deck box 

A-11 
Appendix A – Outfit List and Stowage Plan 

Main Deck (continued) 

Item Quantity Location 

Block and Tackle Assembly for Mast 1 each Center aft deck box 

Skiff Hook (w/Pendant) 1 each Center aft deck box 

Grapnel Hook 4# 1 each Center aft deck box 

Stand Pipe Pick Up Hose w/camlock fitting 1 each Starboard aft deck box 

Fire Fighting Hose 50' w/Nozzle 1 each Starboard aft deck box 

A-12
Appendix A – Outfit List and Stowage Plan 

Engine Room 

Item Quantity Location 

Tool Box 1 each Secured in bracket on deck 

A-13 
Appendix A – Outfit List and Stowage Plan 

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A-14
47FT MLB Operator’s Handbook 

Appendix B. Engineering Changes 

Introduction This appendix contains a list of authorized Engineering Changes (ECs) for 

the 47FT MLB, and can be accessed via ELC Baltimore’s website. 

NOTE 
 For a complete breakdown of the Engineering Change Number, see the Naval 

Engineering Manual, Chapter 041, COMDTINST M9000.6 (series). 

In this This appendix contains the engineering changes: 

Appendix 

Topic See Page 

Engineering Changes (ECs) B-3 

B-1 
Appendix B - Engineering Changes (ECs) 

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B-2
Appendix B- Engineering Changes (ECs) 

Engineering Changes (ECs) 

Engineering 

Change 

Number 

Subject Date 

47MLB-C-001 47FT MLB DGPS Upgrade 15 JUN 99 

47MLB-C-002 47FT MLB Hull markings Change 18 JUN 99 

47MLB-A-003 47FT MLB Emergency Fuel System Modification 03 MAR 00 

47MLB-C-004 47FT MLB Welding Modification 28 APR 00 

47MLB-C-004 

Amendment 1 

47FT MLB Welding Modification Amendment 1 18 JUN 01 

47MLB-C-005 47FT MLB Seatbelt Replacement 28 APR 00 

47MLB-A-006 47FT MLB Remote Air Box DEMP Fitting 17 JUN 00 

47MLB-B-007 47FT MLB Shaft Isolator 12 DEC 00 

47MLB-B-008 47FT MLB Fuel System Modification 18 JUN 01 

47MLB-B-009 47FT MLB Enclosed Bridge Coxswain Chair Footrest 

Removal 

29 MAY 01 

47MLB-B-010 47FT MLB Heat Exchanger Cap and Filler Neck 

Conversion 

29 MAY 01 

47MLB-B-011 47FT MLB Engine Fuel Line Conversion 18 JUN 01 

47MLB-C-012 47FT MLB Alternator Replacement 01 AUG 01 

47MLB-A-013 47FT MLB STIDD Chair Modification 02 AUG 01 

47MLB-A-014 47FT MLB Open Bridge Protective Start-Stop Pushbutton 

Covers 

05 NOV 01 

47MLB-A-014 

Amendment 1 

Open Bridge Protective Start-Stop Pushbutton Covers 

Amendment 1 

14 APR 03 

B-3 
Appendix B - Engineering Changes (ECs) 

Engineering 

Change 

Number 

Subject Date 

47MLB-A-015 47FT MLB Bilge Alarm Modification 28 DEC 01 

47MLB-B-016 VHF Upgrade 04 APR 02 

47MLB-B-016 

Amendment 1 

VHF Upgrade Amendment 1 06 DEC 02 

47MLB-B-016 

Amendment 2 

VHF Upgrade Amendment 2 11 MAY 06 

47MLB-B-016 

Amendment 3 

VHF Upgrade Amendment 3 21 JUN 06 

47MLB-B-017 Propulsion shaft seal replacement 31 JUL 02 

47MLB-B-018 Engine Room Ventilation Piping Modification 06 AUG 02 

47MLB-A-019 Strobe Light Bracket and Recovery Recess Platform 

Drains 

17 SEP 02 

47MLB-B-020 Reduction Gear Modification 09 OCT 02 

47MLB-B-021 47FT MLB Line Cutter Installation 31 OCT 02 

47MLB-A-022 47FT HVAC Upgrade 21 JAN 03 

47MLB-A-023 47FT MLB Throttle Interrupt 02 MAY 03 

47MLB-A-024 Sea-Valve and Piping Replacement 03 SEP 03 

47MLB-B-025 Balmar Alternator Load Sharing System (Centerfielder) 16 JAN 04 

47MLB-A-026 Open Bridge CO2 Actuator Removal 06 JAN 04 

47MLB-A-026 

Amendment 1 

Open Bridge CO2 Actuator Removal Amendment 1 10 JUN 04 

47MLB-B-027 Exhaust Muffler Isolation Valve Installation 06 FEB 04 

47MLB-B-028 Chart Table replacement 02 MAR 04 

47MLB-B-029 Fore Peak Hatch Installation 30 APR 04 

B-4
Appendix B- Engineering Changes (ECs) 

Engineering 

Change 

Number 

Subject Date 

47MLB-A-030 STIDD Chair Deck Track Slides 17 AUG 04 

47MLB-B-031 1SG38-SINS(V) 2 Installation 27 AUG 04 

47MLB-C-032 Tripod Gun Mount 12 JAN 05 

47MLB-A-033 Open Bridge Shock Mitigating Helm Chair Installation 17 MAY 05 

47MLB-B-034 Horn Replacement 17 AUG 05 

47MLB-A-035 Fuel Return Line Modification 03 JAN 06 

47MLB-C-036 Structural Reinforcement 08 JUN 06 

47MLB-C-037 Electrical System Upgrade 17 JAN 07 

47MLB-C-038 Radar Foundation Reinforcement 02 DEC 06 

47MLB-B-039 Installation of the AIS [1SG38-AIS-AFLOAT(V)3] 04 DEC 06 

B-5 
Appendix B - Engineering Changes (ECs) 

Engineering 

Change Number 

Subject Date 

B-6
47FT MLB Operator’s Handbook 

Appendix C. Materiel Inspection Checklist 

Introduction This appendix is meant to be a systematic means to inspect any 47FT MLB 

and ensure the entire boat is prepared to meet mission demands. Also, this 

appendix should be used in conjunction with Appendix A and B. 

This checklist may be locally reproduced. 

In this This appendix contains the Materiel Inspection Checklist for the 47FT MLB. 

Appendix This inspection list covers the following areas of the boat: 

No. Topic See Page 

I. Forepeak C-5 

II. Forward Compartment C-7 

III. Auxiliary Machinery Compartment C-9 

IV. Survivors Compartment C-11 

V. Gear Space C-13 

VI. Engine Room C-15 

VII. Lazarette C-21 

VIII. Enclosed Bridge C-23 

IX. Open Bridge C-29 

X. Mast Platform C-33 

XI. Main Deck C-35 

XII. Superstructure C-39 

XIII. Hull C-41 

XIV. Dockside Trials Port Engine C-43 

XV. Dockside Trials Starboard Engine C-45 

XVI. Under Way Trials Port Engine C-47 

XVII. Under Way Trials Starboard Engine C-49 

C-1 
Appendix C – Materiel Inspection Checklist 

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C-2
Appendix C – Materiel Inspection Checklist 

Materiel Inspection Checklist 

Boat Number: 

Station: 

Date: 

References: • 47FT MLB Operators Handbook, COMDTINST M16114.25 (series) 

• Naval Engineering Manual, COMDTINST M9000.6 (series) 

• Coatings and Color Manual, COMDTINST M10360.3 (series) 

• Rescue and Survival Systems Manual, COMDTINST M10470.10 (series) 

• Boat Operations and Training (BOAT) Manual, Volume I, COMDTINST 

M16114.32 (series) 

• PMS Manual, TP 3343 

Inspection 

Standards: 

The following inspection standards apply to the 47FT MLB’s hull, 

superstructure, machinery, equipment, outfit, and installed systems and 

accessories: 

• Operates smoothly and correctly. 

• Free of grease, oil, rust, and corrosion. 

• All fluid levels and pressure readings are within parameters. 

• Protective coatings applied correctly and neatly. 

• Free of rips, tears, abrasions, and cracks. 

• Labels/test dates/placards properly indicated. 

• Outfit and equipment correctly installed/adjusted. 

• Outfit and equipment stowed according to specifications and stowage 

plan. 

• Free of non-standard/unapproved installations or equipment. 

• Maintained according to current manufacturer’s guidelines and 

Commandant Directives. 

Inspection 

Guidelines: 

Inspection requires a minimum of two personnel, preferably one Boatswains 

Mate and one Machinery Technician, both of who possess extensive 47FT 

MLB experience and a strong working knowledge of the references listed 

above. This materiel inspection checklist is only applicable to boats in a 

“Bravo” or “Ready for Sea” condition. Each item on the checklist should be 

judged against the applicable standard(s) and reference(s). Additional 

discrepancies such as uninstalled Engineering Changes, etc. should be listed. 

Inspected By: 

C-3 
Appendix C – Materiel Inspection Checklist 

C-4
Appendix C – Materiel Inspection Checklist 

I. Forepeak 

Item SAT UNSAT Remarks 

QAWTH 

(See Appendix B: EC-029) 

Vent 

Bilge 

Bulkhead 

Overhead 

Drain Plug 

Hand Hold 

Step Bar 

REMARKS: 

C-5 
Appendix C – Materiel Inspection Checklist 

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C-6
Appendix C – Materiel Inspection Checklist 

II. Forward Compartment 

Item SAT UNSAT Remarks 

Escape Hatch 

Escape Ladder 

Dorade Vent Pipe with Securing 

Device 

Bulkheads 

Frames/Longitudinals 

Bulkhead 10 Vent Hole 

Stanchion 

Bilges 

Overhead 

Insulation 

Wiring/Wire Clamps 

Lighting /Switch 

Multi-Cable Transit Run 

Deck Grating/Latches 

PFD Adult Type III (4 each) Port 

Handrail Secured on Hangers 

Boat Crew Survival Vest (4 each) 

IAW Rescue and Survival Systems 

Manual COMDTINST M10470.10 

(series), Secured. (May also be stowed 

for ready access in Survivors 

compartment.) 

Boat Crew Safety Belt (4 each), 

Secured. (May also be stowed for 

ready access in Survivors 

compartment.) 

Porta-Potti, Secured. 

Toilet Paper/Dispenser 

Life Jackets Type I, 5 Adult/ 5 Child 

on Bulkhead 10 Brackets, Secured 

Bilge Pump/Piping 

Bilge Pump Sensors 

Fire Alarm 

Intercom 

C-7 
Appendix C – Materiel Inspection Checklist 

II. Forward Compartment (continued) 

Item SAT UNSAT Remarks 

Stowage Bin (Port) w/Latch Closure 

Lube Oil 2104 (5 gallon) Secured 

(See Appendix B: EC-005) 

Tellus T-15 (1 gallon) Secured 

(See Appendix B: EC-005) 

DC Kit 

Hearing Protection (3 each) 

Stowage Bin (Starboard) w/Latch 

Closure 

Blankets (4 each) 

Pillow (2 each) 

Bell with Clapper (when not 

mounted) 

Handheld Spotlight 

Boat Pyrotechnics Boxed IAW 

Ordnance Manual COMDTINST 

M8000.2 (series) 

Mouth Fog Horn 

Blood Borne Pathogen Kits 3XXL, 

3XL, 2L, 2M (10 each) 

REMARKS: 

C-8
Appendix C – Materiel Inspection Checklist 

III. Auxiliary Machinery Compartment 

Item SAT UNSAT Remarks 

WTD to Forward Compartment 

Insulation 

Bilge 

Bulkheads 

Frames/Longitudinals 

Overhead 

Stanchions 

Handholds 

Step 

Deck Grating/Latches 

Batteries/Box 

Bilge Pump/Piping 

Bilge Pump Sensors 

Isolation Transformer 

Shore Power Circuit Breaker Panel 

All Junction Boxes 

24-Volt Power Panel 

Amp. Meter 

Volt Meter 

120-Volt Power Panel 

Amp Meter 

Volt Meter 

12-Volt Power Panel 

Amp Meter 

Volt Meter 

12-Volt Power Converter 

Wiring/Wire Clamps 

Grounding Plate 

ERIM 

EGIM 

Sea Power User Panels EC-037 

Sea Power Conversion Units EC-037 

Battery Charger EC-037 

C-9 
Appendix C – Materiel Inspection Checklist 

III. Auxiliary Machinery Compartment (continued) 

Item SAT UNSAT Remarks 

CO2 Bottles/Piping 

HVAC R/W Supply Valve 

HVAC R/W Strainer 

HVAC R/W Pumps/Hoses 

Multi-Cable Transit Runs 

Lighting/Switch 

Cables/Cable Penetrations 

Vents/Vent Motor 

Vent Cleanout 

Auxiliary Space Vent Fan Switch 

Bulkhead Piping Penetrations 

EWRS Compressor Assembly/Piping 

EC-034 

Placards 

REMARKS: 

C-10
Appendix C – Materiel Inspection Checklist 

IV. Survivors Compartment 

Item SAT UNSAT Remarks 

WTD to Auxiliary Machinery 

Compartment 

WTD to Engine Room 

WTD to Aft Deck 

WTD to Enclosed Bridge 

Insulation 

Bulkheads 

Overhead 

Reduction Gear Lifting Eyes 

Wiring/Wire Clamps 

Handholds 

Ladder 

Step 

Windows 

Lighting/Light Switches 

Decking/Latches 

Battery Cutout Switches 

Emergency Fuel Cut Out Pull Handles 

CO2 System 

Activation Bottle 

Delay Bottle 

Pressure Switches 

Placards 

CO2 Piping 

(See Appendix B: EC-026) 

CO2 Alarm Panel 

Survivors Seating 

Seat Belts 

(See Appendix B: EC-005) 

HVAC Unit 

(See Appendix B: EC-022) 

HVAC Control Panel 

HVAC R/W Hoses 

Vent Ducting 

C-11 
Appendix C – Materiel Inspection Checklist 

IV. Survivors Compartment (continued) 

Item SAT UNSAT Remarks 

Vent Cleanout (2 each) 

Hydraulic Tubing 

Console Vent Fan/Ducting 

All Junction Boxes 

Tow Reel Disconnect Switch 

Battle Lantern 

Sink 

Sink Drain Valve/Piping 

Flashlight (mounted on sink) (1 each) 

Engine Light Off/Securing Procedures 

(mounted on sink) 

Hearing Protection (2 each) 

Placards 

Multi-Cable Transit Runs 

Wiring 

Stokes Litter Secured 

Rescue Swimmers Pack (on stokes) 

with Minimum 70’ Line, Harness, 

Mask, Fins, Snorkel 

CO2 Fire Extinguisher (5 lb) 

PKP Fire Extinguisher (10 lb) 

EMT Kit Secured 

Water Jug Secured 

Hot Cups 

Grounding Stick 

Intercom 

Lighting/Switch 

REMARKS: 

C-12
Appendix C – Materiel Inspection Checklist 

V. Gear Space 

Item SAT UNSAT Remarks 

Starboard Side 

Starboard Reduction Gear 

Reduction Gear Mount Bolts 

Control Valve 

Pressure Build Up Valve 

Reduction Gear Cooler 

Duplex Filter 

Floc Fitting/Hose 

Propeller Shaft/Seal 

Cardan Shaft/Seal 

Cardan Shaft Guard 

Wire/Cable/Wire Clamps 

Insulation 

Pull Cable Connection Box 

Center Dividing Screen 

HVAC R/W Piping 

Bilge Pump/Piping 

Bilge Pump Sensors 

Bilge Pump Junction Boxes 

Fuel Tank Level Sensor 

Speed Log 

Speed Log and Depth Sounding 

Emergency Blanking Plug (secured to 

inboard mesh screen) 

Bilge 

Frames/Longitudinals 

Port Side 

Port Reduction Gear 

Reduction Gear Mount Bolts 

Control Valve 

Pressure Build Up Valve 

Reduction Gear Cooler 

Duplex Filter 

Floc Fitting/Hose 

C-13 
Appendix C – Materiel Inspection Checklist 

V. Gear Space (continued) 

Item SAT UNSAT Remarks 

Cardan Shaft/Seal 

Cardan Shaft Guard 

Wire/Cable/Wire Clamps 

HVAC R/W Piping 

Insulation 

Pull Cable Connection Box 

Center Dividing Screen 

Vent Drain Piping 

Bilge Pump/Piping 

Bilge Pump Sensors 

Bilge Pump Junction Boxes 

Transducer 

Bilge 

Frames/Longitudinals 

Center 

Fuel Tank Access Cover (3 each) 

Fuel Tank Stripping Port 

Insulation 

Chow Box (optional) Secured 

Spare Parts Box Secured 

2 Primary Fuel Filters w/bowls 

attached 

2 Raw Water Pump Impellers 

(12 blade) 

2 Raw Water Pump Cover Gaskets 

Generator Belt Set (EC-037) 

Alternator Belt Set 

Roll Duct Tape 

Roll Electrical Tape 

Air Pump 

Miscellaneous Fuses and Bulbs 

REMARKS: 

C-14
Appendix C – Materiel Inspection Checklist 

VI. Engine Room 

Item SAT UNSAT Remarks 

Port Engine 

Block 

Heads 

Oil Pan 

Gear Train Housing 

Exhaust Piping 

Turbocharger 

Blower 

Airsep System 

Fuel System 

Fuel Filters 

Lube Oil System 

L/O Filter with Sampling Valve 

Jacket Water System 

Raw Water System 

Air Shutdown Solenoid 

ECM 

MIM 

DDEC Sensors 

Wiring/Wire Clamps 

Hot Start 

Generator/Belts EC-037 

Alternator/Belts 

Cardan Shaft Guard 

Cardan Shaft/Coupling 

Steering Pump/Hoses 

Engine Mounts 

Starter 

FLOC System 

Starboard Engine 

Block 

Heads 

Oil Pan 

C-15 
Appendix C – Materiel Inspection Checklist 

VI. Engine Room (continued) 

Item SAT UNSAT Remarks 

Gear Train Housing 

Exhaust Piping 

Turbocharger 

Blower 

Airsep System 

Fuel System 

Fuel Filters 

Lube Oil System 

Lube Oil Filter with Sample Valve 

Jacket Water System 

Raw Water System 

Air Shutdown Solenoid 

ECM 

MIM 

DDEC Sensors 

Wiring/Wire Clamps 

Hot Start 

Generator/Belts EC-037 

Alternator/Belts 

Cardan Shaft/Coupling 

Cardan Shaft Guard 

Steering Pump/Hoses 

Engine Mounts 

Starter 

FLOC System 

Overhead 

Insulation 

Wiring/Hoses/Tubing 

Clamps 

24-Volt DC Lighting/Switch 

Lighting Junction Box 

Exhaust Piping/Hangers 

Engine Room Vent 

C-16
Appendix C – Materiel Inspection Checklist 

VI. Engine Room (continued) 

Item SAT UNSAT Remarks 

Soft Patches 

CO2 Strobe Light 

Smoke/Heat Detector 

Hand Holds 

Gauge Panels 

Aft Bulkhead 

Insulation 

Wiring/Hoses 

Clamps 

Multi-Cable Transit Run 

Mufflers/Piping/Crossover Isolation 

Valve 

(See Appendix B: EC-027) 

Dewatering Standpipe/Strainer 

Tow Bit Stanchion 

Placards 

Port Side 

Insulation 

Wiring/Clamps 

Engine Start Interface Panels 

Voltage Regulator 

Bilge Pump Piping 

Fwd Bulkhead 

Insulation 

Wiring/Hoses/Tubing/Cables 

Clamps 

All Junction Boxes 

Placards 

24-Volt DC Lighting 

Cardan Shaft Seals 

Handholds 

Intercom 

C-17 
Appendix C – Materiel Inspection Checklist 

VI. Engine Room (continued) 

Item SAT UNSAT Remarks 

Fuel Tank Sounding Tube 

Multi-Cable Transit Runs 

Bulkhead Penetrations 

110-Volt Receptacles 

Engine Safety Cutout Switches 

CO2 Siren 

CO2 Discharge Nozzle 

Ladder with Locking Pins 

Starboard Side 

Insulation 

Wiring/Hosing/Tubing 

Clamps 

Bilge Pump Piping 

Isolator Junction Box 

Alternator Circuit Breakers 

Alternator Voltage Regulator 

Steering System Pressure Gauge 

Steering Reservoir 

Filter/Cooler/Control Valve Assembly 

Steering Pressure Switch 

Steering Cooler Raw Water Valve 

Auto Pilot Pump 

Bilge 

Grating/Latches 

Wiring/Clamps 

Fuel System Piping 

Fuel Emergency Cutout Valves 

Bilge Pump/Hoses 

Bilge Pump Sensors 

Tool Box 

Strut Mount Bolts 

C-18
Appendix C – Materiel Inspection Checklist 

VI. Engine Room (continued) 

Item SAT UNSAT Remarks 

Raw Water Ball Valves 

(See Appendix B: EC-024) 

Raw Water Strainers/Piping/Hoses 

De-Icing Valves 

REMARKS: 

C-19 
Appendix C – Materiel Inspection Checklist 

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C-20
Appendix C – Materiel Inspection Checklist 

VII. Lazarette 

Item SAT UNSAT Remarks 

WTD 

Overhead 

Bulkheads 

Bilge 

Wiring/Wire Clamps 

Multi-Cable Transit Run 

Lighting 

All Junction Boxes 

Bulkhead Penetrations 

Bilge Pump/Piping 

Bilge Pump Sensors 

Standpipe 

Vent Piping 

(See Appendix B: EC-018) 

Servo Power Cylinder 

Hydraulic Hoses/Tags 

Tie Rod 

Rudder Posts 

Rudder Angle Indicator 

Auto Pilot Indicator 

REMARKS: 

C-21 
Appendix C – Materiel Inspection Checklist 

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C-22
Appendix C – Materiel Inspection Checklist 

VIII. Enclosed Bridge 

Item SAT UNSAT Remarks 

WTD to Open Bridge 

Overhead 

Bulkhead 

Deck 

Wiring/Cables/Wire Clamps 

Insulation 

Opening Windows 

Heated Windows 

Side Windows 

Window Blowers 

Helmsman Chair Port w/Seatbelt 

(See Appendix B: EC-005 and EC-009) 

Port Chair Jog Lever 

Helmsman Chair Starboard w/Seatbelt 

(See Appendix B: EC-005 and EC-009) 

Starboard Chair Jog Lever 

Bolster Seat Port w/Seatbelt 

(See Appendix B: EC-005) 

Bolster Seat Starboard w/Seatbelt 

(See Appendix B: EC-005) 

CO2 Fire Extinguisher (5 lb) 

PKP Fire Extinguisher (10 lb) 

Battle Lantern 

Binoculars 

Navigation Light Control Panel 

Ladder 

Handholds 

HF Radio 

HVAC Unit 

(See Appendix B: EC-022) 

HVAC Hoses 

HVAC Unit Control Panel 

Deck Drains 

Multi-Cable Transit Runs 

Lighting/Switch 

C-23 
Appendix C – Materiel Inspection Checklist 

VIII. Enclosed Bridge (continued) 

Item SAT UNSAT Remarks 

Red Light Glare Protectors 

Windshield Wiper Motors 

Bilge Alarm Panel 

(See Appendix B: EC-015) 

Bilge Pump Control Panel 

Hydraulic Steering Valves/Piping 

Ventilation Ducting 

All Junction Boxes 

CSIM (3 each) 

Placards 

Open Bridge Console Access Covers 

Wiring Inside Open Bridge Consoles 

Open Bridge Console Vent Ducting 

EWRS 

CO2 Back Up Actuator/Pull 

String/Seal 

Port Water Sensor 

Starboard Water Sensor 

EWRS Tubing 

Port EWRS Actuator 

Starboard EWRS Actuator 

EWRS Test Switch 

Port EWRS Reset Switch 

Starboard EWRS Reset Switch 

Overhead Console 

Steering Gear Low PSI Warning 

Light/Alarm 

Fuel Gauge 

Dimmer Switch 

Open Bridge Console Vent Switch 

Engine Start Control Switches 

Electronic Display Modules 

C-24
Appendix C – Materiel Inspection Checklist 

VIII. Enclosed Bridge (continued) 

Item SAT UNSAT Remarks 

Fire Alarm Test Switch 

Dimmer Fuse 

Fire Alarm/Warning Light 

Blue Light Switch 

Weather Deck Lighting Switch 

Port Console 

Console Access Hatch/Wiring Inside 

Removable Footplate 

GPS 

Auto Pilot 

Auto Pilot Select Button 

Radar Select Switch 

Horn 

Center Console 

Digital Compass 

Window Washer Switch 

Window Wiper Switches 

Window Heater Switches 

Wiper Speed Controls 

Window Blower Switches 

CO2 Activation Bottle/Tubing 

Radar/Chart Plotter 

(See Appendix B: EC-031) 

Depth Finder 

Rudder Angle Indicator 

Throttle Controls 

Throttle Control Panel 

Emergency Back-Up Panel 

Engine Start/Stop Push Buttons 

(See Appendix B: EC-014-A) 

Searchlight Control 

DDEC Ignition Switch 

Engine Air Shutdown Pulls 

Access Cover 

C-25 
Appendix C – Materiel Inspection Checklist 

VIII. Enclosed Bridge (continued) 

Item SAT UNSAT Remarks 

Starboard Console 

Console Access Hatch/Wiring Inside 

Removable Footplate 

VHF-FM Radio/Speaker/Microphone 

(Motorola) 

(See Appendix B: EC-001) 

VHF-FM Radio/Speaker/Microphone 

(Standard Horizon) 

(See Appendix B: EC-016) 

VHF-FM Direction Finder/Speaker 

Loudhailer/Intercom/Microphone 

VHF-FM Fuses 

Window Heater Fuses 

Chart Table 

(See Appendix B EC-028) 

Navigation Kit 

Briefcase with CG Logo 

Pencils 

China Markers 

Compass and Dividers 

Stop Watch 

Search Pattern Slide Rule 

Compass Deviation Table 

Parallel Rule 

Weems Plotter 

Anemometer 

Gum Eraser 

Pencil Lead Sharpening Pad 

Tide Book 

(appropriate pages as required) 

Coast Pilot (appropriate pages as 

required) 

C-26
Appendix C – Materiel Inspection Checklist 

VIII. Enclosed Bridge (continued) 

Item SAT UNSAT Remarks 

Navigation Rules, International-Inland 

COMDTINST 16672.2 (series) 

Light List (appropriate pages as 

required) 

Chart One 

Note Pad 

Nautical Slide Rule 

Flashlight with Red Lens 

Charts for Area 

Chart Table Light (red lens) 

REMARKS: 

C-27 
Appendix C – Materiel Inspection Checklist 

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C-28
Appendix C – Materiel Inspection Checklist 

IX. Open Bridge 

Item SAT UNSAT Remarks 

Windscreen 

Handholds 

(See Appendix B: EC-004) 

Port Helmsman Chair w/Seatbelt 

(See Appendix B: EC-005 and EC-030) 

Starboard Helmsman Chair w/Seatbelt 

(See Appendix B EC-005 and EC-030) 

Jump Seats w/Seatbelts (2 each) 

(See Appendix B: EC-005) 

Handrails 

D-rings 

Vent Pipe 

Port Ring Buoy 30” & Floating 

Electric Marker Lights 

(See Appendix B: EC-019) 

Starboard Ring Buoy 30” & Floating 

Electric Marker Lights 

(See Appendix B: EC-019) 

Rescue Line Throw Bags (2 each) 

Bell with Clapper (when mounted) 

Bell Mount 

Docking Lights 

Multi-Cable Transit Run 

HF Antenna Coupler 

HF Antenna 

Halyard Cleat 

Safety Line 

Placards 

Deck/Non-Skid 

Port Console 

Rudder Angle Indicator 

Engine Tachometers 

C-29 
Appendix C – Materiel Inspection Checklist 

IX. Open Bridge (continued) 

Item SAT UNSAT Remarks 

Throttle Controls 

Throttle Control Panel 

Engine Start/Stop Push Buttons 

(See Appendix B: EC-014) 

Jog Lever 

Dimmer Switch 

Handheld Spotlight Connection 

Access Cover 

Vent Grating 

Console Drain Ball 

Center Console 

Depth Finder 

Digital Compass 

Fire Alarm Light (red) 

Fire Alarm Silence Switch 

Steering Gear Low Pressure Light 

(red) 

Bilge Alarm Light (amber) 

Engine Air Shutdown Pulls 

Electronic Display Modules 

Radar/Chart Plotter 

(See Appendix B:EC-031) 

Speakers 

(See Appendix B: EC-016) 

Starboard Console 

Searchlight Control Panel 

Electronics Enclosure 

Enclosure Door 

VHF-FM Radio (Motorola) 

(See Appendix B: EC-001) 

GPS 

Loudhailer Microphone 

Rudder Angle Indicator 

Gauge Light Dimmer 

C-30
Appendix C – Materiel Inspection Checklist 

IX. Open Bridge (continued) 

Item SAT UNSAT Remarks 

Auto Pilot Select Button 

Deck/Spotlight Lighting Switches 

Throttle Controls 

Throttle Control Panel 

Horn Button 

Auto Pilot 

(See Appendix B: EC-014) 

Helm 

Helm Unit Pump 

Magnetic Compass 

Console Drain Ball 

Access Cover 

Vent Grating 

REMARKS: 

C-31 
Appendix C – Materiel Inspection Checklist 

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C-32
Appendix C – Materiel Inspection Checklist 

X. Mast Platform 

Item SAT UNSAT Remarks 

Flange Mounts (4 each) 

Stanchions/Gussets 

(See Appendix B: EC-004-A) 

Step 

Drain Plug 

Mast Receiver Mount 

Radar Antenna 

Loudhailer Speaker 

Buoyancy Box 

Blue Light 

DGPS Antenna 

(See Appendix B: EC-001) 

VHF-FM Antenna (Motorola) 

Aft Deck Working Lights 

Forward/Aft Spotlight 

Horn 

Handholds 

D-Rings 

Wiring 

Wire Clamps 

Mast Junction Box 

Mast 

Wiring 

Wire Clamps 

D-Rings 

Masthead Light (2 each) 

Amber Towlight (2 each) 

Stern Light 

Searchlight 

VHF-FM Antenna (standard) 

VHF-FM DF Antenna 

C-33 
Appendix C – Materiel Inspection Checklist 

X. Mast Platform (continued) 

Item SAT UNSAT Remarks 

Anchor Light 

National Ensign/Coast Guard Ensign 

Flag Halyard 

REMARKS: 

C-34
Appendix C – Materiel Inspection Checklist 

XI. Main Deck 

Item SAT UNSAT Remarks 

Tow Bit 

Towline 31⁄4” DBN (900’) 

Towline 31⁄4” Reel 

Towline 2” DBN (300’) 

Towline 2” Reel 

Tow Reel Hand Crank Secured 

w/Strap 

Diver’s Knife 

Taffrail 

Engine Room Soft Patches 

Safety Grab Lines 

D-Rings 

Paired Bits (8 each) 

Closed Chocks (8 each) 

Opening Bull Nose w/Locking Pin and 

Retaining Cable 

Forward Anchor Bit 

Forepeak Vent 

(See Appendix B: EC-004) 

Dorade Vent 

Escape Hatch 

Gun Mounts 

(See Appendix B: EC-032) 

Deck 

Deck Non-Skid 

Port Recovery Recess 

Hinged Walking Flat with Locking 

Pins and Retaining Cables 

(See Appendix B: EC-019) 

Fuel Tank Vent 

Ladder 

Steps 

Handrail 

Sink Drain Piping 

Grab Lines Along Hull 

C-35 
Appendix C – Materiel Inspection Checklist 

XI. Main Deck (continued) 

Item SAT UNSAT Remarks 

D-Rings 

Drain Flap 

Starboard Recovery Recess 

Hinged Walking Flat with Locking 

Pins and Retaining Cables 

(See Appendix B: EC-019) 

Ladder 

Steps 

Handrail 

Grab Lines Along Hull 

D-Rings 

Drain Flap 

Port Fwd Deck Locker 

Anchor (19 lb.) 

Anchor Line 21⁄4” DBN (300’) 

Anchor Line Reel 

Anchor Chain SS (moused) (9 feet) 

3

/8” SS Shackle (2 each) 

3

/8” SS Swivel 

Fenders (as required) 

Watertight Hatch 

Shore Power Wiring 

T-Handle 

Starboard Fwd Deck Locker 

Alongside Lines (8 minimum) 

Fenders (as required) 

Window Washer Reservoir 

Window Washer Pump 

Window Washer Tubing 

Washer Pump Junction Box 

Deck Light Box 

Watertight Hatch 

C-36
Appendix C – Materiel Inspection Checklist 

XI. Main Deck (continued) 

Item SAT UNSAT Remarks 

Port Aft Deck Box 

Drogue Large 

Drogue Small 

Grapnel Line 21⁄4” DBN (200’ with 2” 

S/S thimble, 3/8” S/S swivel, 3/8” S/S 

shackle (moused)) 

Marline (1 roll) 

Chafing Gear 

Shackles S/S (as necessary) 

Chem-Lites & Wire Ties (as 

necessary) 

Heaving Lines (2 each) 

Aft Engine Room Vent 

(See Appendix B: EC-018) 

Watertight Hatch 

Center Aft Deck Box 

Wire/Kevlar Bridle as req. (optional) 

DBN Bridle as req. 

Block and Tackle Assembly for Mast 

Skiff Hook with Pendant 

Grapnel Hook #4 

Starboard Aft Deck Box 

Engine Room Bilge Suction 

Lazarette Vent 

Aft Engine Room Vent 

(See Appendix B: EC-018) 

Watertight Hatch 

3” x 6’ Drop Pump Pick-Up Hose 

CG-P6 Pump Sea Suction Connection 

CG-P6 Pump Fire Hose 50’ w/Nozzle 

CG-P6 Pump with Can 

REMARKS: 

C-37 
Appendix C – Materiel Inspection Checklist 

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C-38
Appendix C – Materiel Inspection Checklist 

XII. Superstructure 

Item SAT UNSAT Remarks 

Windows 

Windshield Wipers/Washers 

Enclosed Steering Overhead Exterior 

Port/Starboard Running Lights 

Shore Tie Receptacle/Box 

Hand Rails 

Auxiliary Space Vents 

Forward Compartment Vent 

Boat Hooks 8’ and Holders w/hull 

numbers 

(See Appendix B: EC-004) 

Exterior Bulkheads 

Engine Room Vent 

Engine Room Vent Damper 

Fuel Fill/Sounding Rod 

Ladder to Open Steering 

Tow Reel Switch 

D-Rings 

Step Light (8 each) 

REMARKS: 

C-39 
Appendix C – Materiel Inspection Checklist 

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C-40
Appendix C – Materiel Inspection Checklist 

XIII. Hull 

Item SAT UNSAT Remarks 

Port Hull Plating 

Starboard Hull Plating 

Transom 

Underwater Body Paint 

Above Water Paint 

Exhaust Ports 

Bilge Pump Discharge Ports (5 each) 

Sink/HVAC Drain Port (1 each) 

HVAC R/W Discharge Port (1 each) 

Rubrails 

Hull Zincs 

Hull Numbers and Lettering 

(See Appendix B: EC-002) 

REMARKS: 

C-41 
Appendix C – Materiel Inspection Checklist 

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C-42
Appendix C – Materiel Inspection Checklist 

XIV. Dockside Trials Port Engine 

Item SAT UNSAT Remarks 

Proper Operation of EDM 

Oil Pressure (5 PSI minimum) 

Water Temperature (minimum 140°F) 

Reduction Gear Oil Pressure 

disengaged (58-66) 

Reduction Gear Oil Pressure 

engaged (230-290) 

Hydraulic Oil Pressure (150-250) 

User Idle Speed (750 RPM) 

Low Idle Speed (600 RPM) 

Max RPM No Load (2200) 

HVAC Operation (w/sea power) 

Engine Start and Stop (3 locations) 

Steering Operation (4 locations) 

REMARKS: 

C-43 
Appendix C – Materiel Inspection Checklist 

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C-44
Appendix C – Materiel Inspection Checklist 

XV. Dockside Trials Starboard Engine 

Item SAT UNSAT Remarks 

Proper Operation of EDM 

Oil Pressure (5 PSI minimum) 

Water Temperature (minimum 140°F) 

Reduction Gear Oil Pressure 

disengaged (58-66) 

Reduction Gear Oil Pressure 

engaged (230-290) 

Hydraulic Oil Pressure (150-250) 

Low Hyd. Pressure Warning Light 

Fire Alarm/Warning Light 

User Idle Speed (750 RPM) 

Low Idle Speed (600 RPM) 

Max RPM No Load (2200) 

Engine Start and Stop (3 locations) 

Station Control Panel Operation 

REMARKS: 

C-45 
Appendix C – Materiel Inspection Checklist 

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C-46
Appendix C – Materiel Inspection Checklist 

XVI. Under Way Trials Port Engine 

Item SAT UNSAT Remarks 

Oil Pressure (49-70) 

Water Temperature (160-192) 

Reduction Gear Oil Pressure 

(230-290) 

Full Power (2100 RPM) minimum 

REMARKS: 

C-47 
Appendix C – Materiel Inspection Checklist 

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C-48
Appendix C – Materiel Inspection Checklist 

XVII. Under Way Trials Starboard Engine 

Item SAT UNSAT Remarks 

Oil Pressure (49-70) 

Water Temperature (160-192) 

Reduction Gear Oil Pressure 

(230-290) 

Full Power (2100 RPM) minimum 

REMARKS: 

C-49 
Appendix C – Materiel Inspection Checklist 

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C-50
47FT MLB Operator’s Handbook 

Appendix D. Disabling Casualties 

Introduction This appendix contains disabling casualties for the 47FT MLB. Refer to 

Chapter 5, Section A, for steps to follow if any of these casualties occur. 

In this The appendix contains the following information: 

Appendix 

Topic See Page 

Engine Parameters D-3 

Engineering System Components D-3 

Electronic/Navigation D-3 

Safety D-4 

General Materiel D-4 

D-1 
Appendix D – Disabling Casualties 

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D-2
Appendix D – Disabling Casualties 

Disabling Casualty List 

Engine • Reduction gear pressure below 230 PSI (while engaged). 

Parameters • Reduction gear pressure below 58-66 (while disengaged). 

• Engine lube oil pressure below 49 PSI at cruising speed (1850 RPM). 

• Engine fresh water temperature below 140° F or above 212° F. 

Engineering 

System 

Components 

• Engine fails to start. 

• Uncontrollable overheat. 

• Metallic/non-metallic noise: metal on metal/fuel-knock/bearing/clicking. 

• Excessive shaft or engine vibration. 

• Engine surging/over speed (over 50 RPM). 

• Loss of engine RPM control. 

• Reduction gear fails to engage (forward or reverse). 

• Fuel oil dilution 2.5% or above. 

• Water in engine lube oil (emulsified white milky oil). 

• Lube oil in engine jacket water: 

– More than a light sheen. 

– Floating unmixed lube oil separated from the water. 

• Battery(ies) will not charge or hold a charge. 

• Complete loss of charging system. 

• Continuous electrical breaker trip. 

• Complete steering system inoperative. 

• Engine motor-mount hardware loose or missing. 

• Excessive shaft seal leak: 

– While rotating, trickle or steady stream. 

– While not rotating, more then 15 drops per minute. 

Electronic/ • No electronic means of signaling distress (i.e. no radio etc.). 

Navigation • Electronics won’t energize. 

D-3 
Appendix D – Disabling Casualties 

Safety • Any fuel oil or lube oil dripping* on a hot surface (hot surface is defined 

as a surface greater than 400° F, even if covered by insulation). 

• Electrical arcing and sparking. 

• Turbo-charger lube oil supply line leaking on to hot surface or not fire 

rated/fire sleeved. 

• Return fuel oil line leaking in the vicinity of the turbocharger where the 

turbo attaches to the saddle. 

• Fixed (CO2) fire fighting system inoperative, PLUS no portable fire 

extinguishers (unserviceable). 

• Emergency alarms and indicator lights, where applicable, inoperative 

(fire, bilge, hydraulic, lube oil pressure, high water temp). 

* To determine if fuel oil or lube oil dripping is occurring, a clean sheet 

of paper may be placed under a suspected leak to collect and detect any 

drops that fall. 

General • Hull breach below the waterline. 

Materiel • Inoperative (open/closed) sea-chest valve, fuel shut off valve, engine shut 

down damper, or engine room air damper. 

D-4
47FT MLB Operator’s Handbook 

Appendix E. Restrictive and Major Discrepancies 

Introduction This appendix contains restrictive and major discrepancies for the 47FT 

MLB. Refer to Chapter 5, Section A, for steps to follow if any of these 

casualties occur. 

In this This appendix contains the following information: 

Appendix 

Title See Page 

Restrictive Discrepancies E-3 

Major Discrepancies E-5 

E-1 
Appendix E – Restrictive and Major Discrepancies 

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E-2
Appendix E – Restrictive and Major Discrepancies 

Restrictive Discrepancies 

Engine and • Engine performance: 

Vessel Systems - Maximum RPM under load (norm 2100-2200) – less than 2100 RPM. 

- Engine fresh water temperature below 212° F and above 192° F. 

• Leaks more than 15 drops per minute: 

- Jacket Water 

- Raw Water 

- Lube Oil 

- Hydraulic Oil 

- Reduction Gear Oil 

• Fuel oil dripping* (falling onto a surface which is not hot). One drop 

within ten (10) minutes. 

• Bilge pumps and/or pump activation sensors inoperative. 

• Bilge system check valves installed improperly or unserviceable. 

• Inaccurate pressure/temperature/fire alarms. 

• Any detectable exhaust leaks. 

• Missing exhaust lagging or system blankets. 

• Failure of any emergency system: 

- Fuel shut-off valves do not fully close. 

- Engine blower shutdown is inoperative (electronic or manual). 

- Engine room air dampener shutdown system. 

- Emergency Window Release System (EWRS) shall actuate both 

associated windows within 5-8 seconds. 

- DDEC Emergency Back-up Panel. 

• Loose/missing fittings, nuts, bolts, brackets, etc.: 

- Missing or loose shafting bolts: 

 Torsional coupling 

 Cardan shaft 

 Gear output flange 

 Spacer 

 Propeller shaft flange/shaft isolator (See Appendix B: EC 007) 

and/or lock wire missing/broken 

- Steering system: 

 Rudder post nuts 

 Steering ram mounts 

• Undersized engine mounting bolts and/or constructed of inferior grade 

material. 

• Battery boxes missing or not secured properly. 

• Unauthorized batteries. 

E-3 
Appendix E – Restrictive and Major Discrepancies 

* To determine if a fuel oil dripping is occurring, a clean sheet of paper 

may be placed under a suspected leak to collect and detect any drops that 

fall. 

Boat Outfit • Fire extinguishers not secured in brackets. 

• Loose/missing fittings, nuts, bolts, brackets, etc.: 

– Missing/loose/undersized coxswain chair mounting hardware. 

– Mast support bracket loose/missing. 

• Underweight CO2 bottle. 

• CO2 system pressure switches not operating properly. 

• Missing boat crew survival vest. 

• Missing boat pyrotechnics. 

• Portable dewatering pump kit incomplete/inoperative/missing. 

• Towline less than 100’ of required length. 

Electronics/ 

Navigation 

• Compass: 

- Deviation table missing. 

- Compass deviation greater than 5 degrees. 

• Electronics: 

- VHF-FM radio inoperative. 

- Depth sounder inoperative. 

- DGPS/GPS inoperative. 

- Radar inoperative. 

General 

Materiel and 

Safety 

• Water Tight Integrity: 

- Holes/cracks in a watertight structure. 

- Cracks through a watertight scuttle/hatch. 

- Failure of a watertight closure to seal, greater than 10%. 

- Any noticeable gap at gasket seams. 

• Applied non-skid on main decks ineffective/missing (any traffic/working 

area without non-skid for an 8.5” X 11” area). 

• Navigation light/s inoperative. 

E-4
Appendix E – Restrictive and Major Discrepancies 

Major Discrepancies 

Engine and 

Vessel Systems 

• Leaks less than 15 drops per minute: 

- Jacket Water 

- Raw Water 

- Lube Oil 

- Hydraulic Oil 

- Reduction Gear Oil 

• Any fuel leak (piping/fittings/tank) that drips less than one drop within 

ten minutes. 

• Bilge pump hoses missing hose clamps. 

• Loose/missing fittings, nuts, bolts, brackets, etc.* 

- Hardware on the engines used for attaching equipment. 

- Battery terminals loose or corroded. 

- Autopilot pump mounting hardware. 

- DDEC cables loose or disconnected. 

* For fasteners utilizing nyloc nuts, the bolt must engage and pass 

through the nylon insert, but not more than five threads. 

• Flexible hoses and gauge lines used for petroleum based products not 

either fire rated or fire sleeved (fire sleeve properly banded at both ends). 

• Fluid levels below minimum required. 

• Engine guards inadequate/missing around moving machinery. 

• Protruding exhaust lagging securing wire. 

• Any standard boat machinery, with the exception of those listed on the 

disabling or restrictive list, not operating properly. 

Electronics/ • Compass light inoperative. 

Navigation • Expired deviation table. 

• Any standard boat electronics, with the exception of those listed on the 

restrictive list, not operating properly. 

E-5 
Appendix E – Restrictive and Major Discrepancies 

General 

Materiel and 

Safety 

• Watertight Integrity: 

- Improperly filled holes. 

- Hardware bolted through a watertight hatch, scuttle, or bulkhead. 

- Loose dogs/dogging arms on watertight hatch, scuttle, or bulkhead. 

- Failure of a watertight closure to seal, less than 10%. 

• Scuttle not flush with the deck, causing a tripping hazard. 

• Inability to open or close doors, hatches, or scuttles. 

• Hatch and scuttle safety locks do not engage when item is in the open 

position. 

• Missing breaker or open hole in any power distribution panel. 

• Any standard boat machinery or system, with the exception of those 

listed on the disabling or restrictive lists, not operating properly. 

E-6
47FT MLB Operator’s Handbook 

Appendix F. Full Power Trial 

Introduction This appendix contains the full power trial requirements for the 47FT MLB 

to ensure that the boat operates to prescribed standards. 

In this This appendix contains the following information: 

Appendix 

Topic See Page 

Conducting a Full Power Trial F-3 

F-1
Appendix F – Full Power Trial 

This page intentionally left blank 

F-2
Appendix F – Full Power Trial 

Procedures 

Conducting a Follow these procedures when conducting a full power trial. 

Full Power 

Trial 

Step Procedure 

1 Get the boat underway for a ten (10) minute transit on a relatively 

straight course. Bring the engine up to full speed. 

2 After approximately eight (8) minutes, check engine speed on the 

EDM. Normal engine speed range is 2100-2200 RPM. 

3 Check for the following abnormalities, which occasionally occur 

during the full power trial: 

• Any fuel or lube oil dripping* on a hot surface is a 

disabling casualty (hot surface is defined as a surface 

greater than 400° F, even if covered by insulation). 

• The turbocharger lube oil supply hose leaking on to a hot 

surface or not fire rated or fire sleeved is a disabling 

casualty. 

• A leak from the shaft seal, equivalent to a trickle or steady 

stream, while rotating is a disabling casualty. 

• Any leak from the shaft seal, in excess of 15 drops per 

minute, while not turning is a disabling casualty. 

• Any fuel oil drop* falling within 10 minutes, not on a hot 

surface, is a restrictive discrepancy. 

• Any anti-freeze, raw water, lube oil, or hydraulic oil leaks 

greater than 15 drops per minute are a restrictive 

discrepancy. 

• Any anti-freeze, raw water, lube oil, or hydraulic oil leaks 

less than 15 drops per minute is a major discrepancy. 

• Any fuel oil leak on the fuel tank access covers greater 

than 1 drop in 10 minutes is a restrictive discrepancy. 

* To determine if any drop(s) have occurred, a clean sheet of 

paper may be placed under a suspected leak for up to ten 

minutes to collect and detect any drops that fall. 

F-3
Appendix F – Full Power Trial 

Step Procedure 

4 Check all gauges on the console and record the readings. Refer 

to Figure F-1 for allowable ranges and results: 

5 Return to the mooring. Secure both engines and check all fuel 

fittings. 

Note: The following parameters coincide with the Standardization Program 

Categories Disabling Restrictive Major Normal Major Restrictive Disabling 

Oil Pressure 

Water Temp. 

Red. Gear 

Pressure 

(engaged) 

Red. Gear 

Pressure 

(disengaged) 

Engine RPM 

< 49 

< 140 

< 230 

< 58 

< 2100 

49-70 

160-192 

230-290 

58-66 

2100-2200 

193-204 205-211 > 212 

> 290 

> 66 

Figure F-1 

Allowable Ranges and Results 

F-4
47FT MLB Operator’s Handbook 

Appendix G. List of Acronyms 

Introduction This appendix contains a list of acronyms used throughout the handbook. 

In this 

Appendix 

This appendix contains the following information: 

Topic See Page 

List of Acronyms G-3 

G-1 
Appendix G – List of Acronyms 

This page intentionally left blank 

G-2 
Appendix G – List of Acronyms 

ACRONYM DEFINITION 

CASREP Casualty Report 

CO Commanding Officer 

CSIM Control Station Interface Modules 

DBN Double Braided Nylon 

DCV Directional Control Valve 

DDEC Detroit Diesel Electronically Controlled 

DGPS Differential Global Positioning System 

DIW Dead in Water 

EC Engineering Change 

ECI Electronic Control Injectors 

ECM Electronic Control Modules 

EDM Electronic Display Modules 

EGIM Electronic Gear Interface Modules 

ELC Engineering Logistics Center 

ERIM Engine Room Interface Module 

EWRS Emergency Window Release System 

EUI Electronic Unit Injectors 

GPM Gallons Per Minute 

GPS Global Positioning System 

HVAC Heating, Ventilation, Air Conditioning System 

MIM Manufacturers Interface Modules 

MLB Motor Lifeboat 

NMLBS National Motor Lifeboat School 

OIC Officer in Charge 

QAWTD Quick Acting Water Tight Door 

QAWTH Quick Acting Water Tight Hatch 

PTT Push To Talk 

G-3 
Appendix G – List of Acronyms 

ACRONYM DEFINITION 

PSI Pounds per Square Inch 

RFO Ready For Operations 

R/W Raw Water 

R/G Reduction Gear 

SINS Scalable Integrated Navigation System 

WTD Water Tight Door 

G-4 
47FT MLB Operator’s Handbook 

Index 

A 

AC power, 2-15, 3-29, 3-30, 6-4, 6-31 

AC Power, iv, 3-29 

Alarm system, 3-44, 3-45, 7-13 

Anchor, 2-32, 2-37, 2-41, 3-50, 3-52, 6-23, 6-24, 7-7, 7-9, 

7-11, 7-13, 7-15, 7-19, 7-21, 7-32, A-11

Antenna, 2-4, 2-5, 2-37, 2-40, 3-48, 3-51, 3-52, 3-53, 3-55 

Auxiliary Machinery Compartment, i, ix, xi, 2-9, 2-10, 2­

12, 2-14, 2-15, 2-16, 2-21, 3-8, 3-9, 3-27, 3-29, 3-30, 3­

38, 3-41, 3-44, 6-4, 6-31, 7-2, 7-10, 7-13, 7-15, 7-28, 7-

32, C-1, C-9, C-10, C-11

B 

Batteries, 2-16, 3-29, 3-30, 7-28

Battery box, 2-16 

Battery charger, 3-30, 6-31 

Battle lantern, 2-21, 2-32 

Bilge pump, 2-7, 2-12, 2-14, 2-22, 2-25, 2-32, 3-42, 3-44, 

6-4, 7-3 

Bilge pump alarm, 2-32 

Binoculars, 2-32, 2-36 

Blower, 2-31, 3-15, 3-19, 3-20, 3-22, E-3

Boat Crew Survival Vest, 2-12, 6-7, A-4, C-7

Bullnose, 2-39, 6-23, 6-24 

Buoyancy chamber, 2-11, 2-37, 2-39, 2-41, 2-42, 3-42, 7­

13 

C 

Cardan shaft, 2-21, 2-22, 3-3, 3-4, E-3

Casualty, 3-37, 3-40, 4-1, 5-3, 5-4, 5-5, 7-1, 7-5, 7-7, 7-9, 

7-13, 7-17, 7-19, 7-21, 7-23, 7-24, 7-27, 7-29, 7-31, F-3

Chart table, 2-31, A-7

Commanding Officer, 4-5, 4-15, G-3

Compass, 2-34, 2-36, 3-6, 3-49, 3-53, 3-54 

Coolant, 3-4, 3-7, 3-11, 3-14, 3-15, 3-20, 6-3 

Cooler, 2-24, 3-4, 3-11, 3-12, 3-14, 3-15, 3-16, 3-17, 3-20, 

3-22, 3-23 

Coxswain, 2-28, 3-48, 4-5, 4-6, 4-7, 4-9, 4-13, 4-15, 5-4, 

5-6, 6-6, 6-7, 6-10, 6-12, 6-14, 6-17, 6-19, 6-20, 6-21, 

6-23, 6-24, 6-25, 6-27, 7-1, 7-4, 7-6, 7-7, 7-8, 7-9, 7-10, 

7-11, 7-13, 7-15, 7-17, 7-19, 7-21, 7-23, 7-29, 7-32, E-4

Crew member, 2-4, 2-28, 2-36, 4-1, 4-7, 4-9, 4-13, 4-15, 6­

1, 6-7, 6-23, 6-24, 6-25, 6-27, 7-1, 7-5, 7-6, 7-7, 7-9, 7­

15, 7-19, 7-21, 7-23, 7-27, 7-29

Crewman, 4-13, 7-21, 7-31

CSIMs, 3-9 

D 

DC power, 2-15, 3-29, 3-30, 6-4, 6-6 

DDEC, iii, xi, 2-4, 2-15, 2-23, 2-34, 3-1, 3-4, 3-7, 3-8, 6-4, 

6-5, 6-10, 6-31, 7-12, 7-17, 7-27, C-15, C-16, C-25, E3, E-5, G-3

Deck locker, 2-12, 2-41, 2-42, 6-23, A-11

Depth sounder, 2-22 

Detroit Diesel Electronically Controlled engine, 3-7, 3-14 

Detroit Diesel Electronically Controlled engines, 3-4 

Dewatering pump, 2-25, 2-41, 2-42, E-4

DGPS antenna, 2-37 

Disabling casualties, 5-3, D-1

Disabling casualty, 5-3, F-3

E 

ECMs, 3-7, 3-8, 3-23 

EDMs, 2-29, 2-34, 3-9, 6-5 

EGIMs, 2-15, 3-9, 7-11 

Egress ladder, 2-12 

Electronic Control Modules, 3-7, G-3

Electronic Display Modules, 2-29, 2-34, 3-9, 6-5, C-24, C30, G-3

Electronic Gear Interface Modules, 2-15, 3-9, 7-11, G-3

Electronic Unit Injectors, 3-8, G-3

Emergency Window Release System, iv, xi, 2-16, 2-31, 3­

37, 3-38, 3-39, E-3, G-3

Enclosed Bridge, ii, xi, 2-5, 2-9, 2-10, 2-12, 2-17, 2-21, 2­

26, 2-28, 2-29, 2-30, 2-31, 2-33, 2-40, 3-9, 3-27, 3-38, 

3-41, 3-42, 3-44, 3-47, 3-49, 3-50, 3-52, 3-53, 3-55, 6-4, 

6-5, 6-25, A-1, A-7, B-3, C-1, C-11, C-23, C-24, C-25, 

C-26, C-27

Engine, 2-7, 2-20, 2-21, 2-22, 2-23, 2-24, 2-25, 2-27, 2-29, 

2-31, 2-34, 2-39, 2-41, 3-3, 3-4, 3-6, 3-7, 3-8, 3-9, 3-11, 

3-12, 3-14, 3-15, 3-16, 3-19, 3-20, 3-21, 3-22, 3-23, 3­

25, 3-26, 3-29, 3-30, 3-40, 3-41, 3-42, 3-44, 5-7, 6-3, 6­

4, 6-5, 6-8, 6-11, 6-18, 6-31, 6-32, 7-3, 7-5, 7-6, 7-7, 7­

8, 7-9, 7-11, 7-13, 7-14, 7-17, 7-19, 7-21, 7-23, 7-24, 7-

27, 7-31, 7-32, 7-33, D-3, D-4, E-3, F-3

Engine combustion, 3-4, 3-19 

Engine control, 2-23, 2-29, 2-31, 3-7, 7-17 

Engine coolant, 3-11, 3-14, 3-15, 3-20, 6-3 

Engine room, 2-7, 2-9, 2-20, 2-21, 2-22, 2-23, 2-25, 2-27, 

2-34, 2-39, 2-41, 3-3, 3-6, 3-11, 3-12, 3-22, 3-25, 3-29, 

3-40, 3-41, 3-42, 3-44, 6-3, 6-4, 6-5, 6-31, 6-32, 7-3, 7­

5, 7-7, 7-9, 7-13, 7-14, 7-17, 7-19, 7-21, 7-23, 7-24, 7-

27, 7-31, 7-33, D-4

Engine Room Interface Module, 2-15, 3-8, 6-4, G-3

Index-1 
Engineer, 2-22, 2-25, 3-7, 3-8, 4-7, 4-13, 7-1, 7-3, 7-5, 7-6, 

7-7, 7-9, 7-11, 7-12, 7-13, 7-15, 7-17, 7-19, 7-21, 7-23, 

7-27, 7-29, 7-31, 7-33

Environmental factors, 6-10, 6-15, 6-16 

ERIM, 3-8, 3-9, C-9, G-3

EUI, 3-8, G-3

EWRS, 2-16, 2-31, 3-37, 3-38, C-10, C-24, E-3, G-3

Exhaust, 2-15, 2-25, 3-11, 3-12, 3-19, 3-21, 6-3, 7-17, 7­

19, E-3, E-5

F 

FAT, 2-20, A-5

Fire, 2-15, 2-20, 2-27, 2-31, 2-34, 2-41, 2-42, 3-14, 3-23, 

3-40, 3-41, 3-46, 7-3, 7-13, 7-14, 7-15, D-4, E-3, E-5, 

F-3

Fire alarm, 2-34, 7-13, E-3

Fire extinguisher, 2-20, 7-14, 7-15, D-4

Fire fighting, 2-27, 2-31, 2-41, 2-42, 3-40, 3-41, 3-46, D-4

Flooding, 3-44, 7-3, 7-5, 7-6, 7-29, 7-31, 7-32

Forward Compartment, i, xi, 2-7, 2-9, 2-10, 2-11, 2-12, 2­

13, 2-14, 2-15, 2-41, 3-44, 3-54, 6-4, A-1, A-3, A-4, C1, C-7, C-8, C-9, C-39

Forward Peak, i, 2-9, 2-10, 2-11 

Fuel oil, 3-11, 3-22, 3-23, 6-3, 6-32, 7-19, D-4, E-4, F-3

Fuel oil system, 3-22 

Fuel oil tank, 3-22, 6-3, 6-32 

Fuel tank, 2-7, 2-21, 2-22, 3-4, 6-4, 7-19, F-3

H 

Hhead seas, 5-8, 6-12 

Hearing protection, 2-12, 2-20 

Helicopter, 6-25 

Helmsman, 2-28, 4-7, 4-9 

High voltage discharge probe, 2-21 

Horn, 2-12, 2-32, 2-34, 3-42, 3-44 

Hull, 2-5, 2-6, 2-7, 2-22, 2-27, 2-40, 3-6, 3-21, 3-42, 3-55, 

3-57, 5-8, 5-10, 6-10, A-11, C-3, C-39

HVAC, iv, 2-16, 2-20, 2-21, 2-23, 2-31, 3-1, 3-11, 3-27, 3­

29, 3-30, 6-4, 6-31, B-4, C-10, C-11, C-13, C-14, C-23, 

C-41, C-43, G-3

Hydraulic pump, 2-24, 3-25, 7-8 

Hypothermia, 4-15 

I

Isolation transformer, 2-15 

J 

Jacket water system, 7-23, 7-24

Jump seat, 2-17, 2-36 

L 

Lazarette, 2-7, 2-9, 2-23, 2-26, 3-25, 7-5, 7-8, 7-10, 7-31

Lighting, 2-15, 2-21, 2-31, 2-32, 2-34, 2-40 

Index 

lights, 2-32, 2-37, 2-40, 3-29, 3-41, 3-44, 7-27, D-4

loudhailer, 2-13, 2-20, 3-47 

M 

Machine gun, 3-57, 3-58, 3-59 

Magnetic compass, 2-36, 3-49 

Major discrepancies, 5-5, E-1

Manufacturers Interface Modules, 3-8, G-3

Mast platform, 2-5, 2-10, 2-32, 2-37, 3-42 

Mast tower, 2-37 

MIMs, 3-8 

Muffler, 2-25, 3-11, 3-12, 3-21 

N 

National Motor Lifeboat School, 1-5, G-3

Navigation light, 2-32 

NMLBS, 1-5, G-3

O 

Open Bridge, ii, xi, 2-1, 2-10, 2-21, 2-28, 2-29, 2-33, 2-35, 

2-40, 3-9, 3-44, 3-47, 3-49, 3-50, 3-52, 6-7, 6-25, 6-27, 

7-8, A-1, A-9, B-3, B-4, B-5, C-1, C-23, C-24, C-29, 

C-30, C-31

Open water, 6-16, 6-18, 6-29 

Operational Commander, 5-3, 5-4, 5-5, 6-19 

P 

Personal flotation device, 4-11, 6-7 

PFD, 2-13, A-3, A-4, C-7

Propeller shaft, 2-6, 2-22, 3-6 

Propulsion system, 2-6, 3-3, 3-7, 3-11, 7-6, 7-32

Q 

QAWTD, 2-12, 2-14, 2-15, 2-17, 2-23, 2-26, 2-28, 2-33, 

G-3

QAWTH, 2-11, 2-41, C-5, G-3

R 

Radar, 2-5, 2-36, 2-37, 3-47, 3-50, 3-51, 3-52 

Radar antenna, 2-5, 2-37, 3-51 

Radio, 3-48, 6-25, 7-13, 7-28, D-3, E-4

Raw water, 2-16, 2-23, 2-27, 2-41, 2-42, 3-4, 3-11, 3-12, 3­

14, 3-21, 3-26, 3-27, 6-4, 6-5, 7-23, 7-24, F-3

Restrictive discrepancies, 5-4, 5-5 

S 

Safety, 1-9, 2-12, 2-17, 2-20, 2-33, 2-36, 4-5, 4-6, 4-7, 4­

11, 4-15, 6-12, 6-25, 7-1, 7-5, 7-6, 7-7, 7-8, 7-9, 7-10, 

7-14, 7-15, 7-19, 7-21, 7-23, 7-27, 7-28, 7-31, 7-33, E-6

Index-2 
Index 

Safety observer, 4-7, 6-25, 7-5, 7-7, 7-9, 7-15, 7-19, 7-21, 

7-23, 7-27, 7-31

Seating, 2-17, 2-28, 2-36 

Station keeping, 6-13, 6-15, 6-16, 6-18, 6-20 

Steering, 2-24, 2-26, 2-33, 2-34, 2-36, 3-11, 3-25, 3-26, 3­

50, 3-53, 3-54, 6-8, 6-10, 6-14, 6-17, 6-21, 6-25, 6-27, 

7-5, 7-6, 7-7, 7-8, 7-9, 7-10, 7-13, 7-31, 7-32, D-3

Steering station, 2-5, 2-33, 2-34, 2-36, 2-40, 3-25, 6-17, 6­

21, 6-27, 6-31, 7-9, 7-13 

Steering system, 3-11, 3-25, 3-26, 7-5, 7-8, 7-9, 7-10, 7-31, 

7-32, D-3

Steering wheel, 2-34, 3-25 

Storage locker, 6-24 

Stowage box, 2-12, A-4

Surf, 4-6, 4-15, 5-6, 6-13, 6-16, 6-17, 6-18, 7-3, 7-5, 7-32

Surfman, 4-6, 4-13 

Survivors compartment, 2-5, 2-7, 2-12, 2-14, 2-15, 2-16, 2­

17, 2-20, 2-21, 2-23, 2-25, 2-28, 2-39, 3-3, 3-4, 3-22, 3­

27, 3-29, 3-30, 3-41, 3-55, 6-3, 7-13, 7-14, 7-15, 7-17, 

7-23, 7-27, A-3, C-7

Survivors Compartment, i, xi, 2-9, 2-10, 2-17, 2-18, 2-19, 

3-3, A-1, A-5, A-6, C-1, C-11, C-12

T 

Tow bitt, 2-39, 6-20, 6-23 

Tow reel, 2-21, 2-39, A-11

Tow reel breaker, 2-21 

Towing, 2-32, 2-37, 4-9, 5-7, 6-15, 6-19, 6-20, 6-21 

Training, 4-7, 4-13, 6-17 

V

Ventilation, 2-13, 2-15, 2-20 

W 

Whitecaps, 6-15, 6-20 

Wind, 5-8, 6-10, 6-11, 6-15, 6-16, 6-17, 6-20 

Windscreen, 2-36, 6-10 

Index-3 
Index 

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Index-4