490 SOLAS Operator Handbook Rescue Boat.pdf

COMPANY PROPRIETARY

WillardMarine.com | 1.714.666.2150

1250 N. Grove Street, Anaheim, CA 92806

Revision F

WILLARD

MARINE

SEA FORCE 490® SOLAS OUTBOARD RESCUE BOAT

OPERATOR HANDBOOK

OPERATOR INFORMATION

Record the serial numbers for the engine and other equipment immediately after purchase.

This will serve as a quick reference when ordering parts.

Hull Identification No. (HIN)________________________________________________

Engine Model No. _______________________ S/N _____________________________ i

TABLE OF CONTENTS

Chapter 1 ‐ INTRODUCTION

1.1 SAFETY STATEMENTS

Chapter 2 ‐ BOAT CHARACTERISTICS

2.1 INTRODUCTION

2.2 GENERAL DESCRIPTION

2.2.1 Design

2.2.2 Manufacturer

2.3 BOAT SPECIFICATIONS

2.4 LOCATION OF INTERIOR AND EXTERIOR HULL FITTINGS

2.4.1 Three-point Sling Attachment Points

2.4.2 Tie-downs

2.4.3 Deck Drains

2.4.4 Hull Drain Plug

2.4.5 Crew Seats

2.5 LOCATION OF MAJOR HULL SYSTEMS AND COMPONENTS

2.5.1 Inflatable Tube Collar

2.5.2 Engine

2.5.3 Propeller

2.5.4 Coxswain’s Console

2.5.5 Instrumentation / Gear and Shift Controls

2.6 BOAT SYSTEMS

2.6.1 Steering System

2.6.2 Bilge Pump System

2.6.3 Fuel System

2.6.4 Electrical System

2.6.5 Self-Righting System

RESCUE EQUIPMENTS

Chapter 3 ‐ CREW REQUIREMENT

3.1 MAXIMUM NUMBER OF PERSON

3.1.1 Crew Positions

ii

3.1.2 Passenger Seating

3.1.3 Stretcher

3.2 LOADING

Chapter 4 ‐ OPERATION AND TRAINING

4.1 SAFETY AND OVERVIEW

4.1.1 Instructions

4.1.2 Onboard Equipment and Operation

4.2 STARTING PROCEDURES

4.2.1 Pre-launch Checklist

4.2.2 Engine Start

4.2.3 Engine Warm-Up

4.3 HANDLING CHARACTERISTICS

4.3.1 Basic Boat Handling

4.3.2 Docking and Mooring

4.3.3 Anchoring and Hoisting Anchor Procedures

4.4 TOWING

4.4.1 Marshaling Life Rafts

4.4.2 Towing Life Rafts

4.4.3 Being Towed – Lanyard Use

4.5 BOAT DAVIT OPERATIONS

4.5.1 Launching Procedures

4.5.2 Release from Mother Ship

4.5.3 Recovery

4.5.4 Approaching the Ship

4.5.5 Recovery Procedure

4.6 TRAINING GUIDE

4.6.1 General

4.6.2 Training Procedure - Start-up

4.6.3 Training Procedure – Launching

4.6.4 Training Procedure – Being Towed

4.6.5 Training Procedure – Towing

iii

4.6.6 Training Procedure – Man Overboard Recovery

4.6.7 Training Procedure – Recovering

Chapter 5 ‐ EMERGENCY PROCEDURES

5.1 STEERING CASUALTY

5.1.1 Symptoms

5.1.2 Precautions

5.1.3 Emergency Steering Procedures

5.2 CAPSIZING

5.2.1 General

5.2.2 Prevention

5.2.3 Precautions

5.2.4 Escape Procedures

5.2.5 Alongside a Capsized Boat

5.2.6 Self-Righting Techniques

5.2.7 Self-Righting Procedures

5.3 ONBOARD FIRE

5.4 RECOVERING MAN OVERBOARD

Chapter 6 ‐ MAINTENANCE AND PROCEDURES LOG

6.1 GENERAL INFORMATION

6.2 INSPECTIONS

6.2.1 Regularly Scheduled Inspections

6.2.2 Inspections Following Vessel Operations

6.3 MAINTENANCE PROCEDURES

6.3.1 Hull Maintenance

6.3.2 Tube Maintenance

6.3.3 Propulsion Engine

6.3.4 Electrical System Maintenance

6.3.5 Battery System Maintenance

6.3.6 Bilge Pump System and Hull Drain Maintenance

Chapter 7 ‐ REPAIR PROCEDURE

7.1 GENERAL INFORMATION

iv

7.2 FRP COMPONENT INSPECTION AND REPAIR

7.2.1 Planning the Repair

7.2.2 Preparing the Damaged Area

7.2.3 Finishing

7.2.4 Inspection

7.2.5 General Procedures

7.2.6 General Techniques

7.2.7 Field Repair/Solvent Bonding Technique

7.2.8 Inspection

7.2.9 Emergency Repairs

7.2.10 General Conditions

7.2.11 Tubes – Air Retention Test

7.2.12 Preparing to Patch

7.2.13 Glue Mixing

7.2.14 Gluing Techniques

7.2.15 Seam Leak Repair

7.2.16 Small Hole or Tear Repair

7.2.17 Large Hole or Tear Repair

7.2.18 Inflation Tube Removal and Reinstallation

Chapter 8 ‐ OPERATION LOG

8.1 OVERVIEW

Operator Handbook INTRODUCTION

COMPANY PROPRIETARY PAGE 1

Chapter 1 ‐ INTRODUCTION

This manual has been compiled to help you operate your craft with safety. It contains details of the craft and the equipment supplied or fitted. It also contains information to aid you to operate the systems. Please read it carefully and become familiarized with the craft before use.

This Operator’s Handbook is not a course on boating safety or seamanship. If this is your first craft, or if you are not familiar with this type of craft, for your own comfort and safety please ensure that you obtain handling and operating experience before “assuming command” of the craft. Your dealer, national sailing federation, or yacht club will be pleased to advise you of local sea schools or competent instructors.

Ensure that the anticipated wind and sea conditions correspond to the design category of your craft, and that you and your crew are able to handle the craft in these conditions. Even when your boat is categorized for the current sea and wind conditions, the design categories of A, B, and C can range from severe storm conditions at the height of category A to strong conditions with significant wave heights in Category C. This leaves you open to the chance of an unexpected large wave or gust. Thus, the craft should be in good shape and operated by a competent, fit, and trained crew for satisfactory performance in unexpected dangerous conditions.

This owner’s manual is not a detailed maintenance or trouble‐shooting guide. If you have difficulties, refer to the boat builder or representative. If a maintenance manual is provided, use it for craft maintenance.

Only well trained and competent people should maintenance, fix, or modify the craft.

Modifications that may affect the safety characteristics of the craft shall be assessed, executed, and documented by competent people. The boat builder cannot be held responsible for modifications that he has not approved.

Always maintain your craft properly and consider the deterioration that will occur over time as a result of heavy use or misuse of the craft.

Any craft, no matter how strong it may be, can be severely damaged if not operated properly. For safe boating, always adjust the speed and direction on the craft to sea conditions.

All persons should wear a suitable buoyancy aid, such as a life jacket or personal flotation device when on deck.

Operator Handbook INTRODUCTION

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Note that, in some countries, it is a legal requirement to wear a buoyancy aid at all times that complies with the national regulations. Some countries may also require a driving license or authorization to operate the craft, or specific regulations are in force.

1.1 SAFETY STATEMENTS

Willard Marine is concerned for your safety and the boat’s condition. Safety statements are one of the primary ways to call the attention to the potential hazards associated with boat operation. Follow the precautions listed throughout the manual before operation, during operation, and during periodic maintenance procedures for the safety of others and to protect the performance of the vessel.

DANGER

AN EXTREME VIOLENT AND CONTINUOUS HAZARD TO LIFE

WARNING

An operating or maintenance procedure, practice, condition, statement etc. which if not strictly observed could result in the injury or death of personnel

CAUTION

An operating or maintenance procedure, practice, condition, statement, etc. which if not strictly observed could result in damage to or destruction of equipment, loss of mission effectiveness, or long‐term health hazards to personnel.

Operator Handbook BOAT CHARACTERISTICS

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Chapter 2 ‐ BOAT CHARACTERISTICS

2.1 INTRODUCTION

This chapter describes standard Sea Force 490 SOLAS features. The general location of the major hull and system components is presented in this chapter.

Figure 2‐1. Sea Force 490 SOLAS Rescue Boat

2.2 GENERAL DESCRIPTION

2.2.1 Design

The Sea Force 490® SOLAS O/B Rescue Boat is a 16 ft Rigid Hull Inflatable Boat that consists of an inflatable tube attached mechanically to a rigid hull. It is powered by a USCG approved gasoline outboard engine. All walking surfaces on the vessel are non‐skid. The craft is equipped with a manually controlled self‐righting system.

2.2.2 Manufacturer

The Sea Force 490® SOLAS O/B Rescue Boat was designed and built by Willard Marine, Inc., 1250 North Grove St., Anaheim, California.

COMPANY PROPRIETARY PAGE 4

2.3 BOAT SPECIFICATIONS

Table 2‐1 Principal Characteristics

Item Data

Length overall with tube inflated 16 ft, 0 in

Beam with tube inflated 6 ft, 10 in

Estimated Draft to Keel (full load) 4 in

Condition A Weight 1,150 Pounds

Condition B/ Hoisting Condition Weight 2,375 Pounds

Propulsion Engine Evinrude E‐TEC E40DSLAFB

Propeller 14” DX 11”P, 3 RH Blades

Fuel Capacity 6 gallons

Electrical System (nominal) 12 Vdc

Crew 2 persons

Full Load Capacity 6 persons

Hull Construction Glass Reinforced Plastic

Inflatable Tube Polyurethane

COMPANY PROPRIETARY PAGE 5

2.4 LOCATION OF INTERIOR AND EXTERIOR HULL FITTINGS

2.4.1 Three‐point Sling Attachment Points

The Sea Force 490® SOLAS O/B Rescue Boat was designed and built by Willard Marine, Inc., 1250 North Grove St., Anaheim, California.

Figure 2‐2 – Aft Lift Points Figure 2‐3 – Fwd Lift Point

2.4.2 Tie‐downs

The Sea Force 490® SOLAS O/B is equipped with:

1. Two (2) Transom Tie Down

2. Bow Eye

3. Two (2) Painter Fittings

Figure 2‐4 ‐ Transom Tie Down Figure 2‐5 ‐ Bow Eye and Painter Fittings

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2.4.3 Deck Drains

The deck drains through the two drain tubes on the aft corners. Two (2) transom drain tubes are installed at the bottom of the engine well.

2.4.4 Hull Drain Plug

An automatic hull drain plug is installed at the bottom of the transom/hull interface.

Figure 2‐7 ‐ Drain Plug

Figure 2-6. Deck Drains

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2.4.5 Crew Seats

An aft and forward bench seat are provided for the crew. A forward seat is also provided near the forward lifting fitting.

Figure 2‐8. Aft Bench Seats Figure 2‐9 Forward Bench Seat

S

2.5 LOCATION OF MAJOR HULL SYSTEMS AND COMPONENTS

2.5.1 Inflatable Tube Collar

The inflatable tube is made of heavy duty polyurethane coated, polyester weave fabric. The industrial quality tube is extremely damage resistant. An exterior rubstrake provides additional protection for the tubes. The tubes are divided into five separate chambers ensuring inflatable collar integrity in the event of a tube puncture. Inboard and outboard lifelines provide excellent handholds for crew and passengers.

Figure 2‐10 ‐ Inflatable Tube Collar

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2.5.2 Engine

The engine is an Evinrude E40DSLAFB 40Hp at 2‐Stroke gasoline powered engine. The engine has been designed and modified by Umoe Schat Harding to comply with the SOLAS regulations, and has been tested to meet the requirements of the U.S Coast Guard.

Figure 2‐11. Engine

2.5.3 Propeller

The propeller is a 14” diameter x 11” Pitch, 3 blades, right hand, aluminum by Solas Science and Engineering, part number 2411‐140‐09

COMPANY PROPRIETARY PAGE 9

2.5.4 Coxswain’s Console

The Coxswain’s console is located port on the centerline of the hull. The console provides for engine and steering operation, boat systems control, and monitoring.

2.5.5 Instrumentation / Gear and Shift Controls

The engine performance is monitored through a complete set of gauges supplied by the engine manufacturer. Included in the instrumentation are the following gauges: engine tachometer, engine temperature gauge, voltmeter, engine hours gauge. Also included as part of the instrumentation are alarm lights and buzzers to warn the crew of engine system problems.

Figure 2‐12. Gauge Alarm Lights Figure 2‐13. Gear / Shift Control / Instrumentation

A dual function lever operates the shift, throttle, engine RPM and ahead astern directions.

The lever may be configured to provide a left hand thumb lift/trim control or right hand thumb lift/trim control.

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2.6 BOAT SYSTEMS

2.6.1 Steering System

The steering system is manually operated using the steering wheel. Turning the steering wheel clockwise makes the boat turn in the starboard direction.

2.6.2 Bilge Pump System

The electric bilge pump system includes a float switch, and is both automatic and manually operated. The electric bilge can pump 1100 gallons per hour, and has both automatic and manual modes. Automatic pumping is controlled by a float switch in the bilge. The pump can be operated manually by a switch that is located on the instrument panel.

Figure 2‐14 ‐ Electric Bilge Pump

COMPANY PROPRIETARY PAGE 11

2.6.3 Fuel System

The fuel system consists of a 6‐gallon fuel tank, fuel water separator, fuel lines, fuel vent and fuel supply valve. The fuel is extracted from the tank, pulled through the fuel filter/water separator, and pumped into the engine.

Figure 2‐15. Fuel Tank and Filter

2.6.4 Electrical System

The Electrical system is a 12VDC system. The 12VDC system includes a supply battery switch, 1 battery inside the Aft Stowage Seat, circuit breakers, and necessary switches to run the onboard systems. The primary electrical system includes running lights and searchlight.

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2.6.4.1 Battery

One (1) 12 VDC Dual Purpose Flooded Marine battery is located under the aft stowage compartment and installed in a plastic battery box that is secured to the deck to prevent movement.

Figure 2‐16. Battery Location

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2.6.4.2 Starting System

The Starting system is a 12 Volt Direct Current Electric System. The starter keypad ignition is located on the console.

2.6.4.3 12V Accessory Plug

The boat is equipped with two 12V accessory plugs. One is located on the rear Circuit breaker panel, and one on the side of the steering console. The

12V outlets are protected through a 10A circuit breaker. Please check energy of usage of electronic devices before using both outlets simultaneously to prevent a short circuit.

2.6.4.4 Searchlight

The searchlight can be plugged into either outlet. It draws up to 8.4A; on low it draws 4.2A. When the searchlight is being operated, it is not recommended to have anything running on the secondary plug which draws more than 1.5A.

2.6.4.5 Circuit Breaker and Panel

The 12Volt Direct Current Circuit Breaker Panel is made of painted/anodized aluminum plate. Circuit breaker designation and amp rating are engraved in the plate and filled with white paint chalk for clear reading. Corrosion resistant panel is mounted on the Coxswain’s console for easy access.

Figure 2‐17. Circuit Breaker Panel

COMPANY PROPRIETARY PAGE 14

2.6.4.6 Navigation Lights

The navigation lighting of the boat has two types of lights as per USCG

Navigation Rules, both are shock and seawater resistant, and have a 1nm range of visibility. The first light is a 12 volt all‐round white light that is mounted on the self‐righting frame located on the aft portion of the boat.

And the second light is a 12 volt red/green combination side light that is installed in the forward mooring bit.

Figure 2‐18. Navigation Lights

2.6.5 Self‐Righting System

The urethane bag is attached to the top of the frame at the stern of the boat, which in turn is connected to a CO2 bottle via a hose assembly. In the unlikely event that the boat capsizes, the bag can be instantly inflated, which consequently re‐rights the boat. To inflate the bag, pull the control cable at the transom.

The bag is supplied with cover flaps, the base of which incorporated fabric straps for lacing the bag to the “A” frame.

Also included in the self‐righting system is a manual inflation / deflation valve, pressure relief valve and the CO2 / Nitrogen mix and an operating head with a manual activation

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cord. A hose (with stainless steel connectors) connects the bottle to the CO2 inlet valve installed in the base of the bag.

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RESCUE EQUIPMENTS

The following section gives a functional description of the major components and primary systems of the Sea Force® 490 SOLAS O/B.

SOLAS EQUIPMENT LIST LOCATION

Bailer 1 Bow

Batteries 3 Waterproof container

Boat Hook 1 Deck, STBD

Bucket 1 Bow

Fire Extinguisher 1 Self‐Righting

First Aid Kit 1 Bow

Flashlight 1 Bow

Heaving Line with Quoit 2 Bow

Knife, Floating 1 Bow

Ladder, Boarding 1 Bow

Lamp 2 Waterproof container

Paddles 2 Tube, P&S

Painter Release Pennant Device 1 Tube

Pressure Gage, Tube 1 Bow

Pump, Foot 1 Bow

Radar Reflector 1 Bow

Repair Kit, Tube 1 Bow

Sea Anchor 1 Bow

Searchlight 1 Console

Sponges 2 Bow

Thermal Protective Aids 2 Bow

Towline 1 Bow

Container, Waterproof 1 Bow

Whistle 1 Console

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TUBE REPAIR KIT CONTENTS

Sand Paper, 80 Grit 1

Valve, Pressure Relief, SEI PRV‐7 1

Valve, Fill, Halkey Roberts 690NSBV 1

Wrench, Fill Valve 1

Patch, 6” x 36” Orange 1

Brush, 1.50” wide 2

Dry Bag 1

MSDS and Repair Instructions 1

Operator Handbook CREW REQUIREMENT

COMPANY PROPRIETARY PAGE 19

Chapter 3 ‐ CREW REQUIREMENT

3.1 MAXIMUM NUMBER OF PERSON

When operating the boat, it is important that the crew and passengers remain in their positions holding on to available handholds. The coxswain must ensure that all personnel maintain their positions to allow for proper visibility and safe operation of the boat. There are seating positions for five persons including crew with one person in a stretcher.

Figure 3‐1. Seating Arrangement

3.1.1 Crew Positions

The crew positions are in the following locations: coxswain port side of the aft seat, one crew member seated at starboard side of aft seat, and one crew member seated at the bow. See Table 3‐1‐1a and Table 3‐1‐1b

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SUMMARY

WEIGHT

LBS

LCG

IN

L.C.G.

FT

LONG MOM'T

FT‐LBS

BOW

TRIM

Condition A 1,110.00 3.500 3,885.00

LIGHTSHIP PLUS FULL FUEL

Rescue Equipment 86.00 7.500 645.00

Fuel 6 gal 37.00 1.667 61.67

LIGHTSHIP PLUS FULL FUEL 1,233.00 3.724 4,591.67

LCG fwd of transom keel corner 44.688 +6.4

2‐MAN RESCUE CONDITION WEIGHT

Crew 1 at Helm 182.00 25.30 2.108 383.72

Crew 2 at AFT of Bench Seat 182.00 78.40 6.533 1,189.07

RESCUE CONDITION WEIGHT 1,597.00 3.860 6,164.45

LCG fwd of transom keel corner 46.320 inches +4.9

3‐MAN RESCUE CONDITION WEIGHT

Crew 3 at FWD of Bench Seat 182.00 100.40 8.367 1,522.73

RESCUE CONDITION WEIGHT 1,779.00 4.321 7,687.18

LCG fwd of transom keel corner 51.853 inches ‐0.6

CONDITION B WEIGHT

Passenger 1 at Aft Box 182.00 25.30 2.108 383.72

Passenger 2 at Bow 182.00 132.00 11.000 2,002.00

Passenger 3 in Stoke Litter 182.00 75.30 6.275 1,142.05

CONDITION B WEIGHT 2,325.00 4.824 11,214.95 ‐6.4

LCG fwd of transom keel corner 57.884 inches

Table 3‐1‐1a: Crew position and weight limits

Crew LCG Locations

Helm & Aft Box 25.3 inches

Aft Bench Seat 78.4 inches

Fwd Bench Seat 100.4 inches

Bow Seat 132 inches

Stretcher 75.3 inches Table 3‐1‐1b: LCG location

3.1.2 Passenger Seating

The passengers sit in the following positions: two additional persons seated on the forward bench seat.

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3.1.3 Stretcher

The stretcher is to be located in the deck centered with the feet facing aft.

3.2 LOADING

Maximum recommended load is 2,325 LBS which includes 182 LBS for each person (6 persons onboard total of 1,092 LBS), Boat in light condition, full fuel tank, all outfit.

WARNING

Do not exceed the maximum recommended number of persons. Regardless of the number of persons onboard, the total weight of persons and equipment must never exceed the maximum recommended load. Always use the seat spaces provided.

WARNING

When loading the craft, never exceed the maximum recommended load. Always load the craft carefully and distribute loads appropriately to maintain design trim

(approximately level). Avoid placing heavy weight high up

Operator Handbook OPERATION AND TRAINING

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Chapter 4 ‐ OPERATION AND TRAINING

4.1 SAFETY AND OVERVIEW

General Precautions

Safety is important in all phases of rescue boat use. This includes launching, operation, recovery and maintenance. All systems within the boat have been designed to be operational, functional and safe.

GOOD SEAMANSHIP, combined with the safety instructions and warnings in this manual, must be practiced at all times.

4.1.1 Instructions

Safety instructions have been included where possible throughout the text of the manual.

These instructions must be observed. The Emergency Procedures and Reference Section at the front of the manual have all the safety instructions reprinted for easy reference and emphasis.

CAUTION

One life jacket is required for each person on the boat. It is strongly recommended that life jackets be worn, by all personnel, at all times.

4.1.2 Onboard Equipment and Operation

All equipment listed on the Equipment List P, must be on board to meet SOLAS requirements. Lash and secure properly any other equipment carried onboard.

Basic operation of the onboard equipment is as follows:

1) Bailer: Use to bail water out of the boat or as a liquid holding, retrieving vessel

2) Boarding Ladder: Use to assist people from the water into the rescue boat. The ladder may be positioned where required, using the clips on the internal lifeline.

3) Boat Hook: Use as a reaching, retrieving or pushing aid.

4) Compass: Provides directional guidance information. The switch that operates the navigation lights also operates the compass light.

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5) Fire Extinguisher: Located at starboard side of the self‐righting frame. Remove pin by firmly pulling. Aim the nozzle of the fire extinguisher at the base of the fire and squeeze the trigger to release Fire Retardant.

Be careful to point the fire extinguisher at the base of the fire. Chemical Fire Retardant can cause serious eye injury and health risks.

6) Flashlight: No specific operating instructions. A spare battery set and bulbs are stored in a watertight tube container.

7) Heaving Lines (2): Lines can be thrown at a considerable distance if used properly. The line has to be coiled carefully to ensure it does not tangle when thrown. To maximize this distance, divide the coil in half and throw the half with quoit. Care must be taken that the line does not foul the propeller.

8) Knife: Coast Guard Approved.

Care should be taken when using the knife near inflated tubes. Even though the knife is designed to reduce the possibility of damage, any sharp object can damage tube fabric.

9) Paddles (2): Use to move the boat a short distance. Straddle the tubes to paddle effectively.

10) Painter/Release Pennant: See boat operation.

11) Radar Reflector: Used as radar targets or markers. Remove the pieces and assemble as per instructions. Attach the reflector to the highest and most convenient position.

Use the Radar Reflector when the rescue boat is in low visibility conditions or is itself the object of a search.

12) Searchlight: Turn on the switch to operate. This is a powerful light that works very well under most conditions. If the engine is not operating the light should be used sparingly as it drains the battery quickly.

13) Sponges (2): Sponges, are stowed in the aft bench seat, are used to cleanup small amounts of water that cannot be bailed with the bilge pumps or bailer.

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14) Thermal Protective Aids (2): Provide warmth and protection from the weather. These are intended for victims rescued from the water.

15) Towline: A 170 feet buoyant towline is stowed in the aft bench seat. See section 4.5, Towing.

16) Tube Inflation Pump: The tube inflation pump and hose are stowed in the forward seat. See boat operation.

17) Tube Repair Kit: The tube repair kit is stowed in the forward seat stowage. For a list of items in the repair kit, see card included in binder. See Chapter 7, Repair Procedure for instructions.

18) Waterproof container: Used to store items that will be damaged if wet

19) Whistle: Attached to the console, blow through it to attract attention

4.2 STARTING PROCEDURES

4.2.1 Pre‐launch Checklist

The Pre‐Launch Checklist provides important inspection points. The items in the checklist have been discussed in the Preparation for Use Section. The actual checklist follows the inspection of the boat from bow to stern.

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PRE‐LAUNCH CHECKLIST

1. BOW AREA

a. Inflatable tube at operating pressure

2. FUEL LEVEL

a. Full fuel tank

b. Secure fuel cap

c. Open fuel supply valve

d. Priming bulbs are full

e. Fuel/water separator clear of water, mounted on motor well

3. ENGINE INSPECTION

a. Visual inspection of belts, fasteners, hoses, etc.

b. Engine lubricating oil level

c. Engine intake ports are clear

4. CONTROL PANELS

a. Battery switch to “ON,” mounted on the stowage seat

b. Engine switch to “RUN.”

c. Voltmeter reads greater than 11 volts

d. Electric bilge pump switch set to “AUTO”

e. Navigation Lights

f. Steering Wheel

5. FORWARD STOWAGE AREA

a. Contents of forward seat stowage

b. Forward set stowage dry

c. Secure console forward hatch

6. AFT BILGE AREA

a. Float switch

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b. Hull drain plug installed

7. Lifting Pennant onboard for recovery

4.2.2 Engine Start

Make sure the area behind and below the boat is free of personnel and/or obstacles.

Normal Start‐up

To flush the engine after use or to periodically test the engine, a motor flush attachment which fits over the outboard engines cooling water intake port with a garden hose can be connected and the hose end connected to the ship’s water supply. You can then start the motor. It can be run on deck for extended periods of time. Be careful that water and exhaust escaping from the engine exhaust ports does not damage other equipment behind and beneath the

Sea Force® 490 SOLAS O/B.

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CAUTIONS FOR HANDLING THE ENGINE

CHECK PRIOR TO STARTING ENGINE

a. Check fuel level, engine oil level

b. Check propeller for damage and that the castle nut is secured

c. Before starting the engine, squeeze the priming bulb until it feels firm.

STARTING

a. Turn ON the key switch. Check that the warning lamps on the instrument panel go ON and the buzzer sounds. Start the engine. For details refer to the Evinrude E‐TEC Operator’s Guide.

b. Do not turn the starting motor for more than 15 seconds. If the engine doesn’t start, wait for 15 seconds before trying again.

c. Engine intake ports are clear

POST STARTING

a. Check that the cooling system indicator water discharge port has a steady flow of water coming out of this port while the engine is running.

If water stops flowing, this indicates a cooling system problem such as clogged water intakes or even a clogged discharge port.

b. Operate the engine at low speed and check that the low oil pressure, charging and overheating lamps go out. The warning lamp configuration varies on the engine mode, for details refer to the Evinrude E‐TEC Operator’s Guide.

c. Warm the engine up for no more than 5 minutes.

OPERATION

a. If “Torque Steering” occurs, adjust the trim tab to compensate steering.

b. Check control head for proper operation.

c. Do not keep the engine running with abnormal black exhaust.

d. Check for any abnormal heating, noise or vibrations and water, lube oil and gas leakage.

e. Rev the engine from time to time when operating at low speeds for a long period of time.

STOPPING

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a. Allow the engine to run in idle for 5 minutes before stopping the engine.

4.2.3 Engine Warm‐Up

The actual engine start is done just before the boat touches the water and is released from the mother ship. The boat may be driven away from the mother ship immediately. It is good practice, when possible to proceed slowly until all gauges are in the correct operating range. The following list indicates normal operating conditions for most outboard motors.

Refer to the Owner’s Manual for specifics:

1) Water Temperature: The normal operating temperature is between 135 and 190° F.

2) Voltmeter: The operating range of the voltmeter is 13 to 15 volts.

3) Tachometer: The operating range of the tachometer is 600 to 5500 RPM. Depending on the loading of the boat the maximum cruising RPM is 200 less than the maximum

RPM attainable under that particular loading condition.

4) Alarm Lights: There are four alarm lights: NO OIL, HOT, CHK ENG, AND LOW OIL, one or more of these alarm lights on signifies an abnormal condition of the engine. These lights work in combination with an audible alarm (buzzer).

CAUTION

In the event of an alarm sounding, if possible stop the engine immediately and investigate the cause

Refer to Evinrude E‐TEC ® Operator’s Guide for Engine Monitoring.

4.3 HANDLING CHARACTERISTICS

The basic controls to operate the boat are the steering wheel. The steering wheel operates the steering cable and has approximately 4.25 turns hard over to hard over. The engine throttle and shift control cables operates the engine throttle and the boat’s direction, ahead or astern.

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Do not increase idle speed excessively immediately after starting . The engine oil needs to warm up to effectively lubricate the engine.

4.3.1 Basic Boat Handling

The boat should be operated by a trained coxswain using good seamanship techniques at all times. The boat is operated like any small vessel and is capable of operating at speed in extreme sea state conditions. Excessive speed in extreme sea state conditions can result in physical injury to personnel and/or damage to the boat. Exercise caution and adjust your speed accordingly.

Special care must be taken in breaking sea conditions. The inflatable tube provides enormous buoyancy and makes the possibility of capsize unlikely.

4.3.2 Docking and Mooring

1) Prepare docking line prior to coming along side of boat or docking surface.

When approaching the docking position, look for sharp objects (nails, metal, pipes, etc) that might damage or puncture the inflatable tube.

2) Steer the boat carefully alongside the boat or docking surface, taking the wind, seastate conditions, current or tide into consideration.

3) Line handlers shall cast lines to or from ship personnel or disembark onto the dock when safe to do so.

4) Secure lines to bollards, bits or cleats as appropriate.

WARNING

Ensure all personnel arms and legs are within the boats perimeter when coming along side a boat or docking surface. There is a risk of serious injury, even with the inflatable tube if arms or legs are trapped between the boat and docking surface.

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5) Two lines, under normal conditions, are sufficient to secure the boat (one bow and one stern line). In extreme weather conditions or if the boat is to be left for an extended period of time more lines may be required.

6) Depending on available securing positions on the dock or pier, lines should lead free of the inflatable collar to reduce the chance of chafing damage to the inflatable collar.

4.3.3 Anchoring and Hoisting Anchor Procedures

At some time the Sea Force 490 SOLAS Rescue Boat may have to be anchored. The boat must be anchored with as much protection as possible from existing or prevailing weather.

The anchoring procedures are as follows:

1) Remove anchor and anchor line from its stowage position and connect the two. Lay out the line so it will run freely when released. Tie the bitter end to the bow bollard.

2) Move the boat upwind or up current to where the anchor is to be dropped.

3) Place engine throttle and shift control lever to neutral / idle position.

4) Pay out anchor line until anchor bottoms on sea floor.

Before reversing away from the anchoring position, ensure the line is not near the propeller.

5) Put the boats control lever in reverse and slowly back away from the anchoring point paying out five to seven times the water depth of anchor line.

6) Carefully tie off the anchor line and continue reversing. The line will become taught.

When a good strain is achieved put the control lever in neutral position.

7) The boat is now anchored.

WARNING

Ensure all personnel stay clear of the anchor and line. There is a risk of injury if arms or legs become entangled during paying out of anchor line.

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The anchor hoisting procedure is as follows:

1) With the control lever in slow, steer the boat to the anchor location. To prevent overrunning the anchor line, remove the slack as the boat moves forward.

2) Stop the boat when the anchor line becomes vertical. Hoist the anchor. The anchor may be stuck to the bottom, if so, tie off the anchor line and continue forward slowly.

This will free the anchor from the bottom. Again, put the control lever in neutral and hoist the anchor.

3) Disconnect the anchor and line. Stow anchor and line.

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4.4 TOWING

4.4.1 Marshaling Life Rafts

An important function of the Sea Force 490 SOLAS O/B is to marshal life rafts. The object is to group all the life rafts together in a safe position. This may in some cases involve towing some or all the life rafts. In addition to the life rafts the rescue boat must pick up any survivors that are in the water.

The first priority of the rescue boat is to provide a safe place for the survivors. This means the life rafts must be marshaled in a safe location. Following this, the rescue boat must rescue all personnel in the water.

4.4.2 Towing Life Rafts

When towing a life raft is required, care must be taken when approaching the life raft.

The rescue boat approaches the life raft from downwind maneuvering close enough to pick up the life raft’s towline and tie it off on the aft lift points.

RAFTS GROUPED IN

SAFE LOCATION

TOWING LIFE RAFT FROM

UNSAFE LOCATION

WIND AND

SEA STATE

WARNING

Watch for survivors in the water when approaching life rafts.

WARNING

Keep hands clear of bollard when tying off towline.

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To reduce the strain on the life raft the tension should be taken on the towline slowly. With the rescue boat moving slowly a turn is taken the bollard allowing the line to pay out as the tension comes on the towline. This is important in rough sea conditions when the waves will cause the rescue boat to surge ahead.

4.4.3 Being Towed – Lanyard Use

When the boat is launched it is towed using the Bow Eye and the inboard Painter Fitting

(painter fittings are located on the port and starboard side of the hulls bow area). This is designed to make the boat veer away from the mother ship. To release the towline pull the lanyard. The release shackle will release under full load. It is advisable that the boat be driven forward to reduce the load on the towline just prior to pulling the towline lanyard.

DROGUE

RECOVERED

WIND AND

SEA STATE

WIND AND

SEA STATE 21

2 - 3 KNOTS

MAXIMUM TOWING SPEED

TOWLINE

RECEIVING

A P

P R

O A

C H

IN

G

TOWING

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If the boat must be towed at sea it can be towed alongside by attaching the tow line to the towing pendant with the release lanyard.

If the Sea Force® 490 SOLAS O/B is towed behind a similar size boat, it can be towed by the forward bow eye. It is important to tow from a position that does not cause the towline to chafe the tubes.

4.5 BOAT DAVIT OPERATIONS

4.5.1 Seating Arrangement

For proper boat trim attitude during launching with 2 or 3 Crew rescue mission, a specific seating arrangement is required. Below are crew positions.

1) Coxswain at helm

2) Crew 2 at aft side of 2‐man bench seat.

3) Crew 3 at forward side of 2‐man bench seat.

4.5.2 Launching Procedures

1) Remove any storage covers and verify required equipment is onboard.

2) Coxswain and crew, with all personnel equipment, board and take positions in the hull. See section 4.5.1 for seating arrangement.

3) Take tension on the lift hook and inspect all connections for correct and secure attachment.

4) Coxswain ensure kill switch activation clip is installed and lanyard is attached to survival vest or PFD.

5) Release all gripes and tie‐downs.

6) Lift the boat. The boat should assume a slight bow up attitude.

7) Swing davit outboard so the boat is clear of the mothership.

8) Tilt the outboard engine down. This should be performed as the boat is lowered into the water.

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9) Use the painter to maintain fore and aft alignment of the 490 SOLAS.

10) Lower the boat.

11) Upon contacting the water, immediately start the engine, deploy any remaining crewmembers from mothership to rescue boat using a rope or accommodation ladder, and then release lift hooks.

12) Mothership’s crew raise the lift hooks.

13) Boat crew members power up all electronic gear.

14) Boat Coxswain maneuvers away from the mother ship, increases speed and gives command “release the sea painter” to the boat crewmember.

15) Mother ship crew recovers the sea painter, which is brought aboard the cutter and stowed.

16) Coxswain maneuver the boat away from the mother ship.

17) Additional information and safety precautions can be found in the Davit

Manufacturer’s Operation and Maintenance Manual.

4.5.3 Release from Mother Ship

The boat is in the water with the engine running, in neutral and idle speed, and being towed by the painter. The offset painter causes the boat to veer away from the ship when towed.

Shift the control lever to “forward”, release painter using the release lanyard, increase engine throttle and steer away from the mother ship. Operation of the boat is covered in the follow section.

4.5.4 Recovery

Part of operating a rescue boat is returning to the mother ship and being recovered. This process can be difficult if the conditions are severe. It requires coordination between the ship and the rescue boat. The radio onboard the rescue boat allows communication and coordination between the two vessels. As part of the training program a standard procedure should be developed in case there is a communication breakdown.

The recovery procedures are listed on the bottom half of the Launch and

Recovery Plates.

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4.5.5 Approaching the Ship

The side of the ship on which the davit is located determines the orientation of the ship with respect to the wind and sea state conditions. Figure 4‐9 details the ship’s position for recovery with a davit located on the starboard side of the ship. The ship should be making headway and maintaining maneuverability at approximately

2 to 3 knots.

It is important that all personnel remain seated and out of the way during the lifting of the boat back onto the ship.

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WIND AND

SEA STATE

S H

IP

M

O V

IN

G

-3

K N

O

TS

S E

A

A N

D W

I N

D

S H

A D

O W

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4.5.6 Recovery Procedure

Before recovery, please consider the ships position to make recovery as easy as possible.

The method is outlined as follows:

1) After receiving permission to come alongside, coxswain maneuver the rescue boat alongside the mother ship forward of the davit location.

2) Mother ship crew throw a painter to the boat crew, which should be attached to the bow eye.

3) If necessary, disembark passengers and non‐essential crewmembers.

4) Swing out and lower the hook on the boat davit.

5) After davit cables are hooked to the boat, secure the engine and raise the outboard engine.

6) Boat crew stand clear of davit hook and cables.

7) Signal davit operator to lift boat.

8) Raise boat and swing over stowage position in the davit. Use sea painter to align boat fore and aft in davit.

9) Slowly lower boat until it is securely in storage cradle. Secure all tie‐downs and gripes between boat and davit.

10) Ensure all electronics systems and components are secured.

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4.6 TRAINING GUIDE

4.6.1 General

The training of personnel to effectively operate the rescue boat is an ongoing process requiring regularly scheduled training.

The initial training is intended to make the crew and backup crew proficient in basic operating techniques. Further training sessions refresh skills and use the learned techniques under different conditions.

Each ship and crew is different with various levels of experience, making it difficult to give a rigid training guide. The familiarization of the crew with the boat, its equipment and manual is of primary importance. This training program is a series of lessons repeating a few basic techniques. These techniques are repeated under increasingly difficult conditions. To measure crew’s performance the training officer keeps a log of the training activities. Identified weaknesses are then corrected as skills are increased.

Training starts with the ship either at dock or at anchor. The procedures in the manual are practiced in an orderly fashion. The first phase includes preparation for the launch of the rescue boat, and the actual launch under calm conditions. Crew is instructed about their specific responsibilities and has their performance reviewed. The operation of the vessel in harbor conditions gives the crew experience in handling the rescue boat and learning its performance characteristics.

The second phase of training is with the ship operating under calm conditions. At this time specific boat handling procedures are practiced. Following this stage the crew will have the basic skills to operate the boat. When the crews demonstrate proficiency in handling the equipment and boat, the skills are practiced under more difficult conditions. This does not mean under extremely rough conditions that represent a danger to crew and equipment.

EXERCISE PROPER CARE AT ALL TIMES.

The remainder of the training guide outlines individual phases of the operation. The information lists the objectives to be learned, the areas where problems arise, and training aids to assist in the development of the training program.

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4.6.2 Training Procedure ‐ Start‐up

The training in the start‐up procedure involves following through the checklist and manual.

The procedures are clearly laid out. By completing the preparation for use and the start‐up procedure, the crew will have inspected most of the items of the boat, and familiarized themselves with the various onboard systems.

4.6.3 Training Procedure – Launching

Launch the rescue boat following the information included on the Launching and

Recovering Label Plate in the manual and the information supplied by the davit manufacture. Practice the two different launching procedures.

The first procedure is launching for a rescue or a man overboard when the rest of the ship’s crew is available to assist the launch and recovery. The object is to get the boat and crew away from the ship as quickly as possible and direct them to the required location.

Consider the ship positions to best launch the boat and direct the rescue.

The second procedure is launching during an evacuation of the ship. In this case the crew launches the boat without assistance. The crew must get the rescue boat into the water as quickly as possible to render assistance to the life rafts and coordinate the rescue and safe evacuation of the ship’s crew.

4.6.4 Training Procedure – Being Towed

There are three ways of towing the rescue boat:

1) Alongside following launching

2) By the bow bollard

3) By the bow eye.

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Practice towing alongside and releasing from the mother ship. This is the most important towing exercise. Launch the boat with the ship moving very slowly. Release the boat from the tow line using the release lanyard. Raise the cradle out of the way. Then the crew can practice coming alongside the ship with the ship moving at various speeds. The crew reattaches the tow line and practices reducing the tension on the tow line and also using the lanyard to release the boat.

Next, practice being towed by the bow bollard. The crew receives a line and ties it off to the bollard. This is a part of the recovery procedure. Practice paying out the line and placing the boat in an approximate position where the cradle would be for recovery. Use the outboard engine as a rudder to keep the boat away from the side of the ship. With most ships it is difficult and dangerous to attempt to tow a stranded rescue boat using the mother ship as the recovery vessel. Use a smaller boat if available for practicing being towed by the bollard.

The last method is being towed by the bow eye. This is used when the boat is towed for a distance without crew aboard. Center the outboard engine and raise it to the middle of its range approximately 30 degrees. Turn the engine off and put it in forward gear. The outboard engine partially down in gear has some drag and helps keep the boat going straight when being towed.

4.6.5 Training Procedure – Towing

The object of this training procedure is to train the crew to safely approach the object to be towed and to handle the tow line safely.

Use any convenient floating object to practice approaching an object to be towed. If possible use an inflated lift raft. Circle the object and then approach upwind. A life raft will drift downwind quickly if its sea anchor is not deployed. Approach parallel to the object, coming as close as possible without hitting. Practice approaches under different sea conditions for the best training. Approaching anything when conditions are rough and the waves are high is very difficult. Practice gives the coxswain experience in timing the approach.

The next phase of the training is taking an object into tow. Again use any floating object of reasonable size to practice towing. It is necessary to come alongside, secure or receive a tow line and to start towing the object. When towing a life raft the coxswain brings the rescue boat alongside. A crew takes the tow line from the raft and immediately takes a couple of wraps around the stern bollard on the closest side of the boat.

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Meanwhile the coxswain steers upwind veering slightly away from the raft. Do not cross directly upwind of the life raft and foul the sea anchor. Instruct the occupants of the life raft to pull in the sea anchor immediately after the rescue boat takes the tow line. The crew handling the towline does not immediately tie off the tow line. As the tow line starts to tension the crew pays out the tow line slowly to reduce the initial force on the life raft or object being towed. Secure the tow line once the object in tow starts to move.

The maximum speed that at which a life raft can be towed is 2 to 3 knots. If this speed is exceeded, the towing patch will pull off the life raft. Not only will the tow be lost, the life raft may be damaged.

4.6.6 Training Procedure – Man Overboard Recovery

The object of man overboard training is to recover an individual from the water as quickly as possible. The survivor is found and the rescue boat is going to make the recovery. The basic technique is described in the Man Overboard Section of the manual. Initially use a floating object to practice approaches and recoveries. Use a dummy in a life jacket for further training. In final training rescue a volunteer who is dressed in an immersion suit for protection from the environment.

CAUTION

When approaching an individual in the water extreme care must be used so not to injure them

Only do this training when the crew has demonstrated proficiency in handling the rescue boat and approaching objects in the water. Carry out these exercises only in a protected location under calm conditions. Use dummies if training is in the open and/or under rough conditions. There is some degree risk associated with any activity when conditions are rough.

4.6.7 Training Procedure – Recovering

The recovery procedure is detailed on the Launch and Recovery Placards. Two phases of the recovery require specific training: approaching the ship and hooking on the recovery pendant; and, the actual lift to the disembark/stowage position.

The training to approach the ship to use the sea painter is described in the

“Being Towed” Section.

Start the recovery training with the ship at dock or at anchor. The ship’s crew lowers the cradle beneath the surface of the water. The rescue boat’s crew attaches the lanyard to the central lifting cable and position themselves properly in the rescue boat ready for recovery.

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The ship’s crew then slowly lifts the cradle, rescue boat, and its crew to the boat’s stowage position.

Information in this manual, information from the Davit Manufacturer’s Manual, and good seamanship will help train the crew to find the correct positions during recovery. Next practice the recovery when the ship is traveling dead slow in calm water. Repeat the recovery procedure until the crews of both the ship and the rescue boat can proficiently coordinate this operation. The maximum speed the ship and the rescue boat can be moving while the rescue boat’s recovery is underway is determined by the Davit Manufacturer and good safe practices.

Operator Handbook EMERGENCY PROCEDURES

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Chapter 5 ‐ EMERGENCY PROCEDURES

5.1 STEERING CASUALTY

5.1.1 Symptoms

The helm turns in either direction with no response (caused by a failure within the mechanical steering system).

5.1.2 Precautions

When a partial or complete loss of steering control occurs, take the following actions.

1) Reduce engine RPM to clutch ahead. Notify crew of casualty.

2) Inspect for loss of connection to engine steering arm. Secure engine if necessary.

3) Verify current position, evaluate situation.

4) Crewmember rigs the anchor if applicable.

5) Check bilges and engine for obvious leaks.

6) Coxswain coordinate with unit for tow or other assistance when risk assessment indicates crew of vessel safety will be jeopardize through continued operations.

5.1.3 Emergency Steering Procedures

1) Remove wing nut that secures steering arm to steering cable and disconnect steering arm from steering cable.

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2) Pull steering arm through control cables to gain easy control of arm.

3) Remove Emergency Tiller Arm from battery compartment.

4) Rotate steering arm to port side and insert Emergency Tiller Arm into engine tiller.

Secure with attached quick release pin.

5) Steer engine using Emergency Tiller Arm.

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5.2 CAPSIZING

5.2.1 General

The key to surviving a capsize is to avoid it ever happening. If it cannot be avoided, then the crew must recognize when it could happen and be prepared. The coxswain must continually assess conditions to ensure the safety of the boat crew and of those in distress; however, all crewmembers are responsible for keeping the coxswain advised if the situation changes.

5.2.2 Prevention

A boat is less likely to capsize in deep, open water. The chances of capsizing are greatest during operations in or near the surf or breaking seas. The force needed to capsize is most likely to come from heavy seas directly astern (following seas), or large breakers striking abeam. Stay at sea until conditions change. The safest point for most boats to take heavy seas is nearly bowed‐on. Do not operate or tow in conditions beyond the capability of the boat or crew. In such conditions, advise the Reserve Coordination Center/Maritime Reserve

Sub‐Center (RCC/MRSC) so that the proper resource can respond. Conditions present in many capsizing include:

1) Surf or breaking seas

2) Shallow water depth (less than…