LCM SOP

ACUONEINST 3120.5DLCM9 May 07

ACU ONE INSTRUCTION 3120.5D

Subj: LANDING CRAFT MECHANIZED 8, STANDARD OPERATING PROCEDURES

Ref: (a) OPNAVINST 3120.32 (series) SORM (b) ACUONEINST 3120.6 (series) ACU-1 SORM

(c) ACUONEINST 1601.1 (series), watch organization (d) COMPHIBGRUTHREEINST 3500.4 (series) (e) U.S. Navy Regulations, 1990 (f) COMDTINST M16672.2, CELREGS (g) SOPASANDIEGOINST 5000.1 (series) (h) ACUONEINST 4410.1 (series) (i) ACUONEINST 3120.2 (series), safety tag out system (j) NAVEDTRA 43113-D, Personnel Qualification Standards for Amphibious Assault Boat Operations, July 1988 (k) NWP 22-3 (l) NSTM CHAPTER 262 (m) NSTM CHAPTER 233 (n) COMNAVSURFPAC 3340.3 (series) (o) ACUONEINST 1500.1 (series) (p) NWP 3-10 (q) NWP 3-20.31 (r) NAVEDTRA 10700 Landing Craft and Their Employment, 1988 (s) COMNAVSURFPAC 3840.1 (series) (t) COMNAVSURFORINST 3540.3 (series) (u) Artic Operations Handbook, Part I and II (v) COMTHIRDFLT OPORD 201 (w) Principles of Cold Weather Clothing and Equipment (TM 10-275) (x) COMNAVSURFPACINST 3470.1 (Series), Cold Weather Handbook (y) NAVSEA Tech Manual 59008-AY-BIM-010 Mechanized Landing

Craft, LCM(8), MK5, Steel

1. Purpose. To provide a ready reference manual concerning Assault Craft Unit ONE operational policy and “need to know” facts to assist Crewmembers of Landing Craft Mechanized 8 (LCM) in carrying out their duties in a professional and safe manner. This instruction will also prescribe procedures for the coordination and direction of personnel in certain evolutions and emergency situations.

2. Scope. This instruction amplifies references (a) and (b) with emphasis on Landing Craft Mechanized (LCM). It does not supersede any directives.

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ACUONEINST 3120.5D 9 May 07

3. Action.

a. A thorough knowledge of this manual and references (a) through (y) by every Coxswain and Engineer of a LCM is essential for the proper understanding of their duties and for the effective indoctrination of enlisted personnel in accordance with its provisions. All Coxswains are tasked to become thoroughly familiar with every facet of this instruction and to provide recommended changes for improvement.

b. Personnel designated with cognizance of LCM will have a thorough knowledge of this instruction. c. Although this SOP provides specific guidance, it is not all-inclusive, nor it is intended to be committed to memory in its entirety; therefore NEVER hesitate to look something up when in doubt. Conversely, each watchstander must have sufficient familiarity with these provisions in order to cope with the immediate actions required for any situation. Read and reread this guideline frequently.

4. Custody. The Administrative Officer will maintain the original of this instruction. Each person who has been issued a copy of this instruction shall be held personally accountable for its custody and maintenance.

//s// C. J. LANDIS

Distribution:ACUONEINST 5216.1X, (List I) Copy to:ACU TWO

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ACUONEINST 3120.5D09 MAY 07

5. CRAFT MISSION AND CHARACTERISTICS

a. Mission. Landing Craft Mechanized (LCM) are assault craft capable of limited open-ocean transit. Its primary mission is ship-to-shore movement of equipment, and personnel in support of Amphibious and Maritime Pre-positioning Force Operations. Its secondary mission is the support of coastal material and equipment, personnel, and ammunition transport.

b. Principle Characteristics

LCM-8LENGTH 73' 10"BEAM 22'HEIGHT (KEEL TO TOP OF CONN) 16' 4"MAXIMUM DRAFT FWD 3' 8"MAXIMUM DRAFT AFT 5' 2"DISPLACEMENT 254,000 lbs.HOISTING WEIGHT 131,326 lbs.CARGO CAPACITY 120,000 lbs.WELL DECK LENGTH 45’ 0”WELL DECK WIDTH 16’ 0”WELL DECK HEIGHT 4’ 3”MAX SPEED LOADED 10 KnotsFUEL CAPACITY (Varies with craft) 800 or 1000 Gallons

c. Troop Accommodations and Facilities. LCMs are not equipped or designed to provide troop accommodations. Troop personnel must provide their own provisions. Drinking water and head facilities are not available.

d. Troop, Cargo and Equipment Accommodations.

1. Cargo Space Capacity, Length 45’ Width 16’ Depth 4’3” MAX 6 HMMWV

2. Maximum Deadweight Cargo Tonnage – 60 L. TONS

3. Troop (combat ready) capacity (maximum) of 110.

4. General Cargo Stowage. Cargo aboard LCMs is stowed on the main deck. Dunnage is not required except for where there is metal-to-metal and during rough water or open ocean transits.

e. Embarkation/debarkation. Onloading of rolling stock aboard LCMs is restricted to a width of less than 16 feet. This is the inside width between the port and starboard wingwalls at the bow. LCMs have a troop (combat ready) capacity (maximum) of 110.

f. Fuel. All LCM-8's use Diesel Fuel Marine (DFM) and may substitute JP-5 if necessary. Note: fuel filters will need to be changed for JP-5.

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ACUONEINST 3120.5D9 May 07

g. Tonnage guidelines

Item Weights (Tons)D-7 Bulldozer 264 X 4 Truck 3.75LARC V 10.856 X 6 Truck 9.35M149 Water Trailer 2.70HMMWV 2.60ROPU 17.3TEREX 3.65


6. LCM WATCH ORGANIZATION

The Watch Organization will be in accordance with reference (c). This directive delineates the functions, responsibilities, decision-making authority, and organizational relationships of the watch organization. The following does not supersede reference (c), but provides LCM specifics.

A. Coxswain

(1) Authority/Designation. The authority of an LCM Coxswain is contained in references (a) and (b). The Coxswain will be qualified by Commanding Officer,

Assault Craft Unit ONE and designated in writing in accordance with reference (c).

(2) Duties and Responsibilities. The Coxswain of an LCM is responsible for the general operation, navigation and safety of the craft, their crew and personnel embarked. They shall function in the same manner as an Officer of the Deck in direct control of the MPFUB. They are responsible for thorough knowledge of this instruction and the familiarization of all references contained in this instruction. U.S. Navy Regulations (ref. e), General Orders, customs and traditions establish the duties and responsibilities of the MPFUB Coxswain. These duties and responsibilities are not limited to, but specifically include the following:

(a) Safe Navigation. The responsibilities and obligations of the Coxswain with regard to the safe navigation of their craft in all circumstances, including reduced visibility, are set forth in reference (f). All Coxswains will become familiar with reference (g) to ensure compliance with underway procedures and requirements for transiting San Diego Bay.

(b) The safety and efficiency of their craft and well-being of assigned personnel except where, and to the extent, that they may be relieved there from by competent authority, as discussed below. While they may, at their discretion (and when not contrary to law or regulation), delegate authority to their subordinates for the execution of details, such delegation shall in no way relieve the Coxswain of their responsibilities or accountability.

(c) Per reference (b), the Coxswain reports to their Department Head via the LCM Departmental chain of command. When deployed, the Coxswain will report to their assigned unit’s commanding officer via the chain of command established in a memorandum of agreement between the unit assigned and ACU One.

(d) The Coxswain shall regularly conduct an inspection of their craft to ensure craft readiness. This inspection will be performed no less than weekly, and prior to every underway. Discrepancies will be briefed to chain of command.

(e) When directed, the Coxswain will ensure early liaison with the command requesting their services and establish rendezvous time and operation schedule to avoid unnecessary problems.

(f) When underway, maintain periodic communications with the parent command/ship (if EMCON conditions permit). Information to pass may include the following:

(1) Position

(2) Weather and sea conditions

(3) ETA to destination

(4) Status of evolution (if applicable)

(g) Prior to getting underway, ensure Sailing Orders are read, understood, signed and a Sailing List is submitted to the ACU-1 quarterdeck or designated location aboard assigned ship or unit.

(h) It is the Coxswain's ultimate responsibility to report immediately to the chain of command all casualties or discrepancies that impair the operational capacity of the craft.

(i) Monitor the tactical situation and factors that may affect the safe navigation of the craft, such as steaming in formation, position of the MPFUB, other ship and boat movements, and/or shallow water areas. Take appropriate action to avoid danger of grounding or collision in accordance with tactical doctrine, Rules of the Nautical Road and orders of higher authority.

(j) Monitor effective operational plans and orders, OTC signals and intentions, and such other matters concerning operations. Keep informed of changes in the weather.

(k) Keep informed of the status of the engineering plant.

(l) Perform such other duties as may be assigned.

(3)Succession of Command

(a) In the event of the incapacity, death, relief from duty, or absence of the person detailed as Coxswain, they shall be succeeded by the Engineer assigned to the MPFUB until such time as relieved by competent authority, or until the regularly assigned Coxswain returns. The Engineer will not operate the craft outside Glorietta Bay, except in the event of an emergency aboard a craft already underway. They will, in that circumstance, proceed directly to port, or the nearest safe haven (including ships at sea).

(b) Per reference (h), under normal circumstances, the senior Line Officer eligible for command at sea, embarked in a boat, has authority over all persons embarked therein and is responsible for the safety and management of the boat (U.S. Navy Regulations, Section 0825). Although an LCM is under the control of a Coxswain, any Line Officer embarked who is eligible for command at sea therein has a responsibility to offer advice by virtue of being an "Officer of the Line" and may order the Coxswain to perform an action not listed in his orders if the officer deems that action necessary. When this occurs, the officer changing the tasking will inform higher authority (i.e. tasking authority for original orders) of the change.

The Engineer shall be the senior rated Engineman aboard the LCM qualified by the Commanding Officer, Assault Craft Unit ONE in accordance with reference (i) and shall be responsible to the Coxswain for the safe and proper operation, maintenance and repair of the main propulsion and auxiliary machinery aboard the LCM.

(1) Ensure machinery is operated in accordance with current instructions, required engineering logs are maintained, and applicable safety precautions are being carried out.

(2) Be familiar with, and ensure the application of, all directives and procedures promulgated by higher authority, which concern the operation of the engineering plant.

(3) Immediately inform the Coxswain, or in his/her absence, the chain of command, any casualties, discrepancies or abnormalities that impair the operational readiness of the craft.

(4) Shall not disable any equipment for maintenance without first obtaining permission from the craft Coxswain.

(5) Oversee maintenance on the LCM. Maintain machinery records, submit required mintenence reports, prepare MDS documents for submission and submit requisitions for required parts and supplies.

(6) Directly supervise and coordinate the efforts of assigned engineering ratings in the operation, maintenance and repair of the main propulsion and auxiliary machinery aboard the LCM. Supervise and administer the training and on-the-job training for their personnel.

(7) Assume such other responsibilities as directed by the Coxswain.

(d) The crewman on an LCM will be qualified Bow/Sternhook in accordance with reference (i) and shall assist in the operation, maintenance, repair and overhaul of installed machinery.

(1) Responsible for the cleanliness of all assigned spaces.

(2) Conduct bow/stern hook duties.

(3) Act as Damage Control Team Member.

(4) Stand lookout watches when underway.

(5) Assist in loading, securing, and unloading of cargo.

(6) Perform other duties as may be assigned.

(e) Lookout. A lookout will be stationed at all times when an LCM is underway, making way except when in a surf zone. Any crewmember may be stationed as the lookout and periodic exchange of the lookout duty is encouraged. In low visibility situations, all available personnel should be

assigned as lookouts.

(f) Crew Rest. The peak performance and safety of LCMs and their personnel while in an operational status requires the crew to be well rested. Under normal circumstances the watch will be no longer than twelve hours throughout all Maritime Prepositioning Force (MPF) operations. In all missions, watches will not exceed twelve hours without permission of the commander of the mission or exercise. ”Twelve hours” includes continuous or intermittent operations in a 12-hour period, as the crew is considered "on watch" if unable to rest.

(4)Disciplinary Matters. (A) When LCMs are under the operational control of a command other

than ACU ONE, all breeches of discipline or violations of the UCMJ shall be reported to the Commanding Officer or Officer in Charge of the vessel or organization to which attached, as well as the ACU-1 CO. NJP authority resides with CO, ACU-1 unless otherwise agreed upon by MOA.


LCM-8 OPERATIONAL BILLS

1. General. The bills contained in this chapter are designed to identify specific procedures and responsibilities for all routine LCM operational taskings. The responsibility for the maintenance of these bills belong to the LCM Department Head, while the responsibility for their execution is that of each LCM Coxswain.

2. Navigation Bill

a. Purpose. To provide specific requirements for navigation of a LCM during harbor and coastal transits, transit of a navigationally marked channel, and during ship-to-shore movements.

b. Procedures

(1) When LCMs are transiting coastal waters, navigational chartlets used in piloting must be current, with shoal water marked in blue and hazards to navigation clearly marked in yellow, and of appropriate scale for the navigational situation.

(2) When navigation aides are observed, their identity will be verified with the chartlet in use.

(3) If, at any time, there is doubt as to the craft's position or safety, the craft is to be stopped until position and a safe route are determined.

(4) A NAV/OPS Brief will be conducted within 24 hours of scheduled underway times for when the LCM leaves San Diego Harbor.

(5) GPS procedures will be utilized when available in accordance with appendix J.

(6) Navigation during ship-to-shore movement. Each LCM Coxswain is ultimately responsible for the safe navigation of his craft during an MPF off-load or amphibious assault. It is the responsibility of the Coxswain to ensure that vectors received from the Primary Control Ship (PCS) represent a safe course.

(7) Stationing Sea Detail

(a) The Coxswain will complete Appendix A (LCM Pre-sail Check-off List) or Appendix B (Entering Port Check-Off List) as applicable.

(b) All crewmembers shall initiate readiness for getting underway reports for their assigned spaces/equipment, and submit them to the Coxswain.


(c) Personnel shall be stationed as follows:

BILLET STATION DUTYCoxswain Conn HelmEngineer Main Deck Supervise/Assist*SEAMAN Well Deck/Bow Bow Lookout**FIREMAN After Deck Eng Room Watch

*Handles forward lines and fenders until the craft clears mooring or as craft approaches mooring. At all other times performs assigned functions.

**Handles after lines and fenders until craft clears mooring or as craft approaches mooring. At all other times performs assigned functions.

3. Assist Beaching Bill

a. Purpose. To prescribe standard procedures to be employed by both the beaching craft and the assist craft.

b. Procedures

(1) If a senior beachmaster determines it is necessary to beach an LCM due to adverse weather conditions, an Assist Beach will be used to prevent broaching of or damage to the beaching craft. Decide on which side to approach the prospective tow based on wind and sea conditions. (It is generally preferable to make the approach on the windward side of beaching craft.) Make ready with lines, towing line and heaving lines accordingly. The towing line should be faked out in the well of the assist craft on the side to which the beaching craft will marry and flemish. Once alongside, marry the two craft together using mooring lines on forward and amidships T-Bitts.

(2) When towing a LCM or any other craft of comparable size, the 5" nylon double-braided line shall be used as the towline.

(3) Both vessels shall break out towing bridles and the towing LCM will fake out the towline in the well. Both vessels will place the eye of the bridle over the after T-Bitts and run the bridle legs through the open chocks.

(4) The towing LCM then passes the bitter end of the towline to the craft being beached. Both craft attach respective bitter end to towing bridle using a ¾ inch (or larger) anchor safety shackle.

(5) The Coxswain of the towing LCM will conduct safety brief prior to commencing tow.

(6) The towing LCM will cast off forward and amidships lines and maneuver craft abreast of the assisted vessel to a minimum of three boat widths at a maximum speed of 1000 RPM.

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(7) During an assist beaching, both craft will proceed to the beach maintaining three boat widths apart and no greater than 1000 RPMs. At this point, the towing LCM is paying out the towline. At a distance of 600 - 700 feet from the beach (or at the surf zone), the towing LCM will turn away and maneuver to position the craft directly astern of the beaching craft.

(8) Once the beaching craft has entered the surf zone, both craft are under the control of the beachmasters. Once the assisted craft has touched down, both craft will maintain Ahead Idle until beachmaster’s signal for retraction.

(9) Once retraction is to begin, the towing LCM will commence tow upon receiving command from Salvage Officer.

(10) When a strain is taken on the towline and the assisted vessel has way on, the towing LCM will gradually increase engine speed up to a maximum of 1000 RPM and the assisted craft will maintain engines at Ahead Idle.

(11) The towing LCM will tow the assisted craft well clear of the surf zone. Once clear of the surf zone, the assisted craft will signal the towing LCM to cease tow.

(12) The towing craft will reduce engine speed to Ahead Idle. The towing craft will signal the assisted craft to cast off towline. Once towline has been cast off, towing LCM will take the towline 500 yards seaward. Once 500 yards seaward, towing LCM will slow to Ahead Idle and crew will heave around on towline through the open chock on the stern sheet and fake out in well until entire line is aboard.

4. Towing Bill

a. Purpose. To prescribe standard towing procedures to be employed by both the towing LCM and vessel being towed.

b. Procedures. LCMs are often employed to take small craft, as well as other LCMs, in tow. LCMs must also be prepared to be taken in tow by another LCM.

c. Towing Equipment. 1) Towing Bridle 2) Towline, 5’ double braided nylon 600’ 3) ¾’ safety anchor shackle 4) Messenger

(1) Alongside Towing decide on which side to approach the prospective tow based on wind and sea condition. (It is generally preferable to make the approach on the windward side of tow). Make ready with mooring lines. Once alongside, marry craft together using mooring lines on forward, amidships and after T-Bitts. The towing LCM will commence tow at a safe speed, which is to be determined by Coxswain and governed by weather, traffic and sea conditions.

(2) Towing Astern

III-3 ACUONEINST 3120.5D 9 May 07

(a) The towing LCM shall prepare the craft and make its approach to the prospective tow in the same manner as paragraphs 3.b. (1), (2) and (3) of this chapter.

(b) The towing LCM shall attach the bitter end of the towline to its towing bridle using a ¾ inch or larger shackle.

(c) If this method is to be used with a vessel other than an LCM, the other end of the towline should be passed to the prospective tow. It should then be attached to a strong point (T-Bitt, Cleat, etc.) on the bow of the vessel.

(d) The towing LCM shall proceed slowly away from and maneuver ahead of the vessel being towed, being careful at all times not to run over the towline as it is being paid out.

5. Go/No Go Criteria for LCM 8 Craft

Visibility less than 1 nautical mile Loss of all communications Sea State of 3 or greater Winds in excess of 25 knots Coxwain’s discretion

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9 May 07

1. Figure 4-1 - LCM Rigged for Towing Astern or Assist Beaching

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ACUONEINST 3120.5D Figure 4-2 – Stern to Stern Method Diagram

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5. Fueling Bill

a. Purpose. Prescribe standard procedures for fueling LCM to minimize the risks and hazards to personnel, equipment, and the environment.

b. Procedures

(1) The Coxswain shall:

(a) Be overall in charge of the fueling evolution and safety.

(b) Moor the LCM to the pier with lines rigged for quick release.

(c) Ensure the following watchstations are manned prior to givingthe Engineer permission to commence fueling:

Watchstation Location DutyCoxswain Conn Safety observerEngineer Pier Operate riserSternhook (FIREMAN) Stern sheet Sounding manBowhook (SEAMAN) Stern sheet Fire watch

(2) The Engineer shall:

(a) Ensure engines are secured and lined up to start from the Conn to facilitate emergency departure.

(b) Raise the BRAVO flag prior to pumping and ensure that the smoking lamp is out.

(c) Ensure the grounding strap is received from the pier and is properly connected to the LCM and the Fueling station, if applicable.

(d) Ensure the fueling stations have placed a boom around thecraft.

(e) Ensure absorbent materials are formed in a ring around thefueling cap and additional material is available to use in the case of spills.

(f) Notify the Coxswain when fueling commences, ceases, and is completed.

(g) Receive fuel aboard at a safe rate of flow.

(h) Maintain positive communications with the pumping station. No pumping will occur until Engineer reports (a) thru (h) completed to coxswain.

(i) Take fuel samples and maintain the fuel sample log IAW the FOQM program. Request fuel analysis report from transfer station. Record results in FOAM log.

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(3) Sternhook (Fireman) shall:

(a) Take initial soundings, reporting results to Engineer.

(b) Take continuous soundings while receiving fuel and report results to the Engineer.

(c) Take final soundings and report results to the Engineer.

(4) The Bowhook (Seaman) shall:

(a) Assist as needed in preparing craft for fueling.

(b) Maintain fire watch on the stern sheet during refueling with a CO2 extinguisher.

(5) Precautions and extra equipment:

(a) Never smoke in fuel transfer or storage areas.

(b) Prohibit any open flames, hot work, or the use of non-explosion proof fixtures or equipment in the vicinity of fuel transfer or storage areas.

(c) Do not discharge fuel or oily waste over the side.

(d) Avoid physical contact with fuel.

(e) While pier side, stop all fuel transfer operations during electrical storms or thunder storms.

(f) Do not fuel craft with passengers aboard.

(g) Plastic pail (2), placed under the fuel vents in case of overflow.

(h) Rags, used to prevent spills around fuel fittings, wiping off sounding rod, etc.

(i) Sounding cap wrench, used to open fuel sounding caps in the deck.

(j) Pipe wrench, 15 inch, non-sparking, used for various fittings.

(k) Extinguishers, CO2, placed on stern sheet.

6. Embarking and Debarking Troop Bill

a. Purpose. To prescribe procedures for transporting troops and heavy equipment from larger vessel to the objective area. Maximum troop capacity is 110 (combat loaded).


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b. Procedures

(1) The officer (or non-commissioned officer), in charge of troops and equipment shall be responsible for the safety of troops and stowage of equipment.

(2) The Coxswain is responsible for the safety of personnel and equipment embarked. Accordingly, they must have the authority, and the provisions of references (a) and (b) apply. He/She shall ensure deck cargo is properly secured.

(3) The Coxswain will not debark or embark troops until the LCM is securely beached or moored.

(4) The Coxswain will make certain the area forward of the ramp is clear before the ramp is lowered.

(5) Prior to embarkation or debarkation via the ramp on the beach, the depth of the water shall be determined off the ramp lip. The Beachmaster will determine whether there are any holes awash at the foot of the ramp.

(6) Embarked troops will not occupy any position forward, aft or in between any ungriped vehicles or equipment.

(7) Troops will disembark well deck to the side of ramp vice parallel to ramp.

7. Cold Weather Bill

a. Purpose. To establish procedures for the protection of personnel and materiel from damage to permit operations during extremely cold weather. Although ACU ONE is located in a temperate region, it is possible personnel may be required to operate in cold weather in support of operations.

b. Procedures

(1) The Coxswain will place this bill in effect when the weather reports indicate cold weather (temperatures and/or wind chill factor below freezing) may be expected.

(2) ACU ONE Supply will provide extreme cold weather gear for each crewmember prior to deployment if cold weather conditions are expected.

(3) The LCM Engineer will carry out the procedures for protection of the engines.

(4) The LCM Fireman and Seaman will carry out the procedures for the de-icing of exposed topside equipment.

(5) All engines will be filled with winter grade lubricating oil, and cooling system filled with anti-freeze prior to first freeze in accordance with reference (p).

III-8ACUONEINST 3120.5D9 May 07 (6) Allow engine to warm up at 800 RPM under load until water

temperature reaches at least 130 degrees F before opening throttle. This will indicate that the cooling system is functioning properly. If practical, the engine may be warmed up with the craft securely moored, running only one engine at a time. If not practical, get the craft underway, but limit speed to 1000 rpm until temperature and pressure gauges show proper readings. NEVER ABRUPTLY ACCELERATE A COLD ENGINE or engine damage will occur.

(7) De-icing: Ice forming on deck will be broken away and chipped off by use of mallets, clubs and similar tools. Caution will be used to avoid or minimize damage to metal surfaces, equipment, electric cables, insulators, gun mounts, and other mechanisms. Eye protection shall be worn at all times.

(8) Decks will be kept clear of snow and ice by removing snow with brooms, shovels, and similar equipment before it has had an opportunity to form a crust or become trampled and hardened.

(9) Exposed machinery and fire fighting equipment will be inspected daily, and more frequently under severe icing conditions, to ensure equipment is dry and free of clogging due to ice formation.

(10) Canvas covers will be kept securely in place on all topside machinery except when in use or undergoing inspections.

(11) Use sand on decks with ice.

(12) Mooring lines should be kept dry when underway by stowing below decks or under canvas. Rigging should be protected with light grease coating.

8. Maneuvering Bill/Formation Steaming Bill

a. Purpose. To establish standard maneuvering procedures for LCM-8 craft.

b. Procedures. Although the Officer in Tactical Command(OTC) or Petty Officer in Charge (POIC) is responsible for the formation as a whole, every Coxswain is responsible at all times for the safe operation and maneuvering of his/her craft.

(1) LCMs shall observe the Rules of the Road in all maneuvers and, when steaming independently, shall keep clear of vessels which are part of a formation.

(2) Anytime LCMs are in company (two or more), either proceeding together to or from an operation or upon detachment from a ship and returning to ACU ONE, they shall remain within 500 yards of each other in a single file. The OTC or POIC will promulgate the formation. Being in formation does not relieve Coxswains in company from adhering to the Rules of the Road.

(3) LCMs will remain clear of any shipping in a channel that is restricted to the channel. In addition, LCMs will not cross a channel ahead of a ship restricted to that channel.


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(4) Station Keeping. Stations in formation shall be kept as accurately as possible. (a) Standard rudder for LCMs shall be 15 degrees. Full rudder 30 degrees.

(b) Standard distance for LCMs shall be 100 yards. Close distance shall be 75 yards. Distance is the linear distance between the conning structures of LCMs in a column.

(c) Maneuvering interval is the sum of the standard distances in the longest line, plus one standard distance. Interval is the distance between the lines measured from the respective guides.

(5) Breakdown Procedures

(a) Should a breakdown occur, such as a loss of steering control or failure of engines, the first requirement is to avoid endangering others in company. Signals and information to the other vessels should be given as near concurrently with rudder and engine orders as is possible.

(b) The following steps must be taken by a disabled craft in accordance with references (e) and (f):

1. Sound at least five short blasts.

2. Notify any shipping in the vicinity of the problem and its effect on the ability of the craft to maneuver.

3. Hoist kapok on boat hook. At night, in peacetime, use hand signals with light wands for breakdown in accordance with ref (c) by swinging arms in a continuous motion up and down until the signal is understood.

4. Inform via radio the OTC or POIC of the nature of the breakdown, giving estimated time of repair and estimated time of return to station.

(6) Formation Steaming During Periods of Low Visibility

(a) The OTC or the POIC of formation shall make suitable formation or disposition such that station keeping is facilitated and danger of collision is minimized. Evolutions shall be only those absolutely necessary and of the simplest nature.

(b) Station keeping shall be as accurate as possible utilizing visual bearings (if possible). Craft out of position shall use small changes of course and/or speed to regain position.

(c) Fog signals shall be sounded by all vessels in the formation as prescribed by the Rules of the Road.

ACUONEINST 3120.5D

9 May 079. Reduced Visibility Bill

a. Purpose. The purpose of the Reduced Visibility Bill is to provide a uniform watch organization of LCMs during periods of poor visibility.

b. Procedures. This bill should be activated during periods of reduced visibility of any nature as the OTC or POIC may direct and must be activated when visibility in any direction is reduced to one mile or less. Upon activation, the Coxswain shall: (1) Sound fog signals in accordance with Rules of the Road.

(2) Post additional lookouts (Fireman and/or Engineer if necessary).

(3) Slow to bare steerageway to minimize risk of collision.

(4) If possible call for assistance and wait for a radar equipped vessel to lead the LCM to safety.

10. Amphibious Operation (Ship to Shore Movement) Bill

a. Purpose. To provide general guidance in conducting amphibious operations. Detailed instruction is covered in references (c), (l) and (r).

b. Procedures

(1) Review the Operation Order for operating area, beach lane, time for exercise and communications plan.

(2) Confirm at pre-sail conference the sequence and time of events, assembly circle arrangement, wave composition, signals for calling craft, boat lane and boat return lane configurations and correct navigational charts to be used.

(3) Ensure special operating conditions can be met. Especially consider night and low visibility operations.

(4) Ensure all equipment is operational.

(5) Ensure all flags, binoculars, life jackets, and battle dress are ready for use.

(6) Procedures Prior to Line of Departure (LOD)

(a) Stow all equipment as necessary.

(b) Proceed to assembly circles as designated. Odd numbered waves circle clockwise and even numbered waves counterclockwise.

(c) When appropriate flag is hoisted or lights shown, proceed to LOD.

(d) Set materiel condition Zebra.

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9 May 07

(7) Procedures for dispatching waves from the LOD. The following procedures will be employed by the Primary Control Ship (PCS) when dispatching waves from the LOD in accordance with reference (c).

(a) Daylight Operation

1. ONE flag is hoisted at the dip (meaning: Wave 1 is scheduled to cross the LOD in 5 minutes).

2. ONE flag is closed up (meaning: Wave 1 is scheduled to cross the LOD in 2 minutes).

3. ONE flag is hauled down (meaning: Wave 1 should now be crossing the LOD).

4. All succeeding waves are given only the two-minute standby and the corresponding numeral flag is hauled when crossing the LOD.

(b) Night Time or Low Visibility

1. At departure time minus 5 minutes, a steady red light will be displayed in the direction of wave one for a period of 30 seconds.

2. At departure time minus 2 minutes, a flashing red light will be displayed in the direction of wave one for a period of 30 seconds.

3. At departure time minus one minute, a flashing red light will be displayed in the direction of wave one for a period of 50 seconds, followed immediately by a steady red light of 10 seconds duration.

4. When the steady red light is extinguished, wave one should be crossing the LOD.

(c) For subsequent waves

1. At departure time minus 2 minutes, a blue light will be displayed in the direction of the appropriate wave equivalent for a period of 30 seconds, flashing the number of dashes equivalent to the wave number.

2. At departure time minus 1 minute, a blue light will be displayed in the direction of the appropriate wave, flashing the number of the wave for a period of 50 seconds, followed immediately by a steady blue light for a 10-second duration.

3. When the blue light is extinguished, the wave should be crossing the LOD.

(8) Communication Used After Crossing the LOD (a) Grid position orders are issued when a wave or individual craft requires repositioning.

(b) The positional orders are given on circuit “Boat Alpha” and are as follows:


ORDER ACTION REQUIREDEarly Slow downLate Speed upRomeo (right) Steer leftLima (left) Steer rightRomeo Romeo/Lima Lima Steer given vector(outside

boat lane to right or left), followed by a vectorBattle speed Come to maximum speed

(9) After Crossing LOD

(a) Proceed in accordance with grid posits as given by the PCS Control Team. When 1,000 yards (or in surf zone) from beach, proceed at battle speed and take direction from Beachmaster Traffic Control man and the land/beach signal.

(b) Upon beaching, switch to circuit “Boat Bravo” and report "touchdown" to PCS.

(c) Beach and retract the craft in accordance with the Beaching and Retracting Bill in this chapter.

11. Alongside Cargo Handling Bill

a. Purpose. To promulgate procedures to be followed by LCM when loading and unloading cargo while alongside larger vessels and while beached and to establish procedures for stowage and handling of cargo once aboard LCM-8 per ref (l) and (r).

b. Procedures. The Coxswain of the LCM will station personnel in preparation for mooring alongside. When preparing to load, ensure the main deck is clear and griping gear is laid out. Where possible, pass lines outboard.

(1) Coming Alongside

(a) Make approach after MIKE flag has been closed up or when directed by the Lighterage Control Officer (LCO) during MPF operations and arrive at the sea painter within two minutes. The Coxswain is directly responsible for the safety of their craft and may decline to make an approach alongside any craft due to weather and sea conditions.

(b) The Coxswain shall determine whether to make the debark stations by a normal or Chinese fashion after consulting with CO/Master of ship or the LCO. (c) In cases where the Coxswain declines to go alongside, they shall communicate with the CO/Master of the ship stating reasons for their actions. If in SOCAL OPAREA Commanding Officer, Assault Craft Unit ONE will be also notified of these actions. All pertinent information will be logged, and if OTC is available, a formal communication will be forwarded to him/her stating circumstances.


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(d) The ship will pass the LCM sufficient mooring lines and shall furnish adequate fenders equipped with stops and shall lower the fenders to the LCM by retrieving lines. There shall be a minimum of two fenders rigged with double lines (2 ½” nylon) of 4 and 8 fathoms on each end of the fenders of the LCM. The mooring lines for the LCM should be a minimum of 5” nylon or equivalent and should consist of outboard bow and stern lines and two spring lines. Ship’s mooring lines, if available, are satisfactory. The retrieving line’s stops will be secured to bitts and cleats of the LCM to hold the fenders in place between the LCM and the ship. The ship will slack off on the retrieving line so that the fender will ride up and down with the LCM. Prior to casting off, the ship will take necessary strain on each fender retrieving line to permit the LCM to cast off the fenders. The Coxswain will ascertain its proper and adequate lines and fenders are ready on the ship before going alongside.

(e) When receiving the LCM alongside, a spring line/sea painter will be passed to the forward inboard bitts. The stern spring line will be passed and secured to the stern inboard bitts. Aboard steadying lines will be passed to the LCM fore and aft. The LCM will be spotted in preferred position by adjusting and taking slack out of moorings lines. The fender retrieving lines will be slacked to allow the LCM crew to stop off the fenders of the LCM bitts. On an MPF ship the fenders will be attached to the ship and the mooring lines will often be pre-positioned on the Dutch bollards in the side of the ship. If the lines are not present, the LCM crew will pass mooring lines over the Dutch bollards making the bitter end fast to the bollards on the craft.

(f) During inclement weather and/or when secured alongside, it shall be the decision of the LCM Coxswain to cast off LCM upon consideration of:

1. The situation relative to wind and sea state, and

2. The possibility of damage of the LCM and ship from existing circumstances. The Coxswain has a responsibility to notify the ship’s CO/Master when the Coxswain believes their craft to be in imminent danger of receiving damage from pounding against the ship’s side.

(2) Handling cargo once aboard LCM

(a) The Coxswain is responsible for the safety of embarked personnel and for their craft. The Coxswain will ensure compliance with reference (m) and the following:

1. All vehicles shall be chocked and/or griped down. 2. Personnel will not be allowed forward, aft, alongside, nor between ungriped vehicles.

3. Cargo will be covered to prevent salt-water spray damage.

4. Loads will be distributed with the weight aft to facilitate beaching and retracting.

III-14ACUONEINST 3120.5D9 May 07

(b) The LCM crew will not normally handle cargo during loading and/or unloading. The loading/unloading will be accomplished by working parties.

(c) General Unloading. Craft carrying Category II (on-call waves) or III (non-scheduled units) serials and free craft will display boat paddles on which will be attached, and legibly written the number of the embarked serial. The host ship is responsible for providing these paddles. In addition to these paddles, craft carrying various types of cargo will display distinctive flags IAW ref (c) so that beach party personnel can readily identify the type of cargo as follows:

FLAG CARGORED bulk cargo requiring personnel and/or crane equipment to

unload self-propelled vehiclesBLUE self-propelled vehiclesYELLOW cargo requiring assistance of a prime mover to unloadGREEN cargo assigned to floating dumpsMIKE boats carrying casualties

(d) Weapons and Ammunition. This will be handled in strict accordance with ammunition handling procedures.

(3) Cargo Loading and Unloading

(a) Loading or unloading will be done by personnel from the ship under the direction of the loading officer; however, the Coxswain has the responsibility to ensure that adequate safety precautions are observed and shall make the final decision for the arrangement of the cargo if he/she feels the safety of the LCM is jeopardized by the loading plan.

(b) All cargo should be determined as being safe to handle by those in charge of performing the loading. Especially, pallets should not be broken and hoisting pads should be intact on the vehicle.

(c) The loading ship will pass vehicle chocks and outboard steadying lines to their working party on the LCM.

(d) The ship will provide line handlers and one petty officer in charge to handle cargo and the inboard cargo steadying lines.

(4) Delivery of Craft to Beach. When loading is completed alongside the ship and when directed by proper authority and when the LCM Coxswain is assured all cargo is properly secured, the LCM will proceed to beach area as directed by the control ship.

(5) Loading or Unloading on Beach

(a) During unloading or loading of an LCM on the beach, the Coxswain shall be cognizant of tidal and surf conditions in order to retract upon completion of unloading of equipment on the beach.

(b) Loading and unloading of equipment on the beach will be done by personnel assigned to equipment aboard the LCM or by the shore party personnel.

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(c) Prior to loading and unloading of equipment via the beach, the depth of water at the ramp lip shall be ascertained by the Beachmasters.

(d) Any difficulties encountered either to the load or the craft will be passed to Beachmaster.

(e) LCM personnel will direct the positioning of all equipment and vehicles aboard the craft.

(6) Lighterage Service. LCM’s should not be utilized for handling loose garbage and trash as they have neither the personnel nor the equipment for such service. In case of dire necessity, ships or Operational Commanders desiring to utilize the LCM for the purpose of such items or for other lighterage service, will provide that the cargo be delivered aboard the LCM in appropriate double-bagged or otherwise leakproof containers and shall provide a working party to handle it.

(7) LCMs as Liberty Boats. The use of LCMs as liberty boats is not encouraged when other alternatives are available. In case of need, ships with two or more LCMs embarked may use them at the rate of one LCM per duty day, in order to allow the other LCM crew liberty. The host ship should provide shore patrol on the LCM.

12. Beaching and Retracting Bill

a. Purpose. To establish procedures for the beaching and retracting of LCMs in accordance with reference (n).

b. Restrictions. LCM’s will not beach without a salvage craft available outside of the surfzone. Max MSI in a training scenario is 4. Max MSI during wartime mission is 6.

c. Procedures

(1) In all beaching operations, keep boat at right angles to the surf. (2) Beach on signal of the Traffic Controlman (TC).

(3) Ride into the beach on the back of the crest of the wave.

(4) Battle speed should be used during the last 1,000 yards to the beach. In the surf zone, speed is at the discretion of the Coxswain. It is not necessary nor desirable to hit the bar or beach at battle speed.

(5) Coxswains shall ensure all personnel remain down and forward in the well and are wearing life jackets throughout the evolution.

(6) Drive the boat as far as possible up on the beach.

(7) If the boat is not firmly beached, throttle down until a wave lifts the stern, then accelerate the engines ahead.

(8) Only lower ramp upon signal of the TC.

(9) Run the engines ahead with enough speed to keep the LCM firmly beached at right angles to the surf. III-16 ACUONEINST 3120.5D 9 May 07 (10) Make allowances when beaching to compensate for the added weight

when retracting with heavy loads.

(11) Raise and secure the ramp upon signal from the TC prior to retracting.

(12) Retract upon signal of the TC.

(13) Set rudder amidships.

(14) Line up the bow with an object on the beach. This will help to not put any swing on the LCM’s bow and stern.

(15) Keep the engines going ahead to wash sand away from the sternuntil just before a wave comes in to give stern floatation.

(16) Keep the LCM at right angles to the surf.

(17) Quickly shift into reverse; accelerating the engines when the LCM is floating.

(18) The LCM should move astern a short distance during periods of stern floatation.

(19) When the wave recedes, slow the engines.

(20) To correct bow movement, run one engine astern and the other engine forward.

(21) Do not use the rudder to correct for bow movement.

(22) As long as the LCM is at right angles to the surf, keep the craft moving astern.

(23) Once LCM is free floating, continue to back at right angles to the surf until outside surf zone.

(24) Slow for each incoming breaker and proceed with caution.

(25) Once outside the surf zone, wait until the craft is on the wave crest, put the rudder hard over and pivot the LCM.

(26) Flank to boat return lane as per TC's signal.

(27) Correcting a Broach. In general, broaching can be corrected by putting the rudder over to the opposite side to which the bow is swinging. The engine on the side to which the bow is swinging will be accelerated ahead once the rudder is over. However, no exact written procedures can cover every broaching situation. It is the responsibility of the Coxswain to know the limitation of his craft and to be able to correct the broach.

13. Personnel Transfer via LARC Bill

a. Purpose. To establish procedures for embarking/debarking personnel between a LARC and LCM while underway or beached.

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b. Procedures

(1) LARC coming alongside while underway.

(a) The LCM will take position ahead of the LARC on a course into the wind and seas if possible. If the wind and seas are not from the same heading, steering into the seas. Maintain idle speed well clear of the surf zone.

(b) The LARC will make its approach on the port/starboard side of the LCM.

(c) As soon as embark/debark stations are lined up, commence the personnel transfer. All personnel being transferred are to have Coast Guard (cat II) certified flotation devices properly donned.

(d) The LARC is to be secured to the LCM only in an emergency and at the discretion of the LARC Commander.

(2) LARC to LCM transfer while beached.

(a) When a LCM is beached and its well deck is empty, the LARC can drive into the well and discharge personnel from the LARC bow to the LCM stern sheet. The LCM Coxswain will ensure no personnel are in the well or on the wingwalls while the LARC is entering the well.

(3) LARC coming alongside LCM while beached (least desired procedure).

(a) While beached, the LCM will maintain position by ensuring that the bow is firmly grounded with both engines in forward gear. This will provide the LARC a steady platform on which to make its approach.

(b) LARC will make its approach from the windward side of the LCM by driving into the surf and placing the LARC bow alongside the LCM stern.

(c) When embark/debark stations are matched, commence personnel transfer.

14. Embark/Debark - LSD/LPD/LHA/LHD Bill

a. Personnel assignment: OIC shall assign personnel to stations as follows:

RATE STATION PROVIDE DUTYCOXSWAIN Conn In chargeCHENG Main Deck Supervise/AssistSEAMAN Forward wing wall Handle Lines and FendersFIREMAN After main deck Handle Lines and Fenders

b. The Coxswain shall make the following preparations in accordance with reference (m), Chapter 5, prior to being called into the well deck of an LSD/LPD by Debark Control:

(1) Lower the mast.

ACUONEINST 3120.5D9 May 07 (2) Ensure vehicles and equipment loaded in the main deck do not protrude above the height of the crafts CONN.

(3) Verify primary and secondary radio frequencies with LSD/LPD/LHA Operations.

(4) Minimize list and ensure an even trim.

(5) Don battle dress, brief crew and assign duties, and secure allgear adrift.

(6) Ensure all personnel on deck wear inherently buoyant lifejackets with ties tied and battle helmets (chinstraps fastened).

c. Embarkation LSD/LPD. LCM will embark LSD/LPDs in the following manner. Always verify the draft prior to entering a wet well, the draft on a LSD/LPD should be 6-8 feet at the sill in accordance with reference (c).

(1) LCMs will normally marry up in pairs to make approach to stern of the ship and the order that they shall embark will be determined by PCS. Stay clear of starboard side of well due to the overhanging catwalk.

(2) Ship will display a red flag/light signaling standby but do not embark.

(3) Ship will display a green flag/light signaling the first LCM’s to enter.

(4) The first LCM shall enter the well deck in a slow, controlled manner and attempt to maneuver the craft so as to enter the center of the well with a constant forward motion. Line handlers shall be in position to receive the positioning/mooring lines and ready to attach them to the craft.

(5) Lines are numbered according to the their position on the ship’swingwall/catwalk. For example, the line on the forward bitt of the wingwall/catwalk is line number one, the line on the next bitt aft is line number two, and so on. Line sequence for embarked LCM is as shown in figures 5-1 or 5-2. The line handling sequence when embarking is 3, 2, 1 and 4. Reference (o), Chapter 5 contains mooring diagrams.

(6) The Docking Officer and First Lieutenant determine at what position to dock the crafts and the proper cleats/bitts to use. The cleats/bitts used will be adjacent to the desired position of the craft. Four positioning/mooring lines are used per boat on each wingwall/catwalk.

Remember, lines one and three tend aft and lines two and four tend forward.

(7) After the LCMs are aboard and well deck is pumped out, LCM crew shall gripe down their LCMs with griping chains provided by the ship. When directed by the Commanding Officer, the ship will provided and install adequate shoring as follows: Shoring shall be installed between the LCM and ship wingwalls at least three points to port and starboard. Guidance for griping can be found in reference (o), Chapter 11.


d. Debarkation LSD/LPD. Normal procedures for debarkation will be as

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follows:

(1) Ascertain from ship approximate time of debarkation and request sufficient notice prior to flooding of well to permit removal of gripes.

(2) When directed by ship, remove gripes and shoring.

(3) Station personnel in same manner as for embarkation.

(4) Standby all lines during flooding of well.

(5) When sufficient water is in well (minimum of 3 feet) light off main engines and standby to debark.

(6) When the LCM is “alive”, listen carefully for the signals from well deck officer on the handling of the positioning lines and the backing out of the well orders. LCM personnel must listen carefully for all orders in the well because there is a high level of noise from engines, and well deck operations.

e. Embarkation LHA

(1) LCMs will make their approach to the well deck in a slow, controlled manner, and attempt to maneuver so that landing craft enter the well deck as close to the wing wall as possible. LCMs may marry up three abreast if positioned in the aft nest of the LHA. The boat is to receive positioning lines and maintain a constant forward movement.

(2) The Docking Officer and First Lieutenant must determine in what position to dock the craft. Once the position has been determined, determine the proper cleats/bitts to use.

(3) The LCM enters the well and continues forward into position. They will receive the number one positioning line tended aft from the cleat. The eye of the line is placed on the bitt on the bow of LCM outboard of the wingwall (See figure 5-1).

(4) The number two positioning line tended aft from the cleat is passed to the LCM and placed on the inboard after bitt.

(5) The number three positioning line is tended forward from the cleat and is passed to the LCM and placed on the inboard forward bitt.

(6) The number four positioning line is tended forward from the cleat and is passed to the LCM and placed on the outboard stern bitt.

ACUONEINST 3120.5D

9 May 07

Figure 5-1Line Handling Sequence for Single LCM-8 or Moored in an LHA

ACUONEINST 3120.5D

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Figure 5-2Line Handling Sequence for Married LCM-8


f. Debarkation from LHA

(1) When the LCMs are “alive” and ready to be debarked, and when directed by the OIC and relayed by the wingwall man, cast off the number one and two positioning lines.

(2) As the LCMs back out, work all slack out of the number three and four positioning lines. When the lines are up and down with the wingwall cleats/bitts cast them off, while the LCM proceeds out of the well.

g. Well Deck Characteristics of LSDs, LPDs and LHAs and Boom Capacity:

(1) Whidbey Island Class LSD:

BOOM CAPACITY: B & A Crane 20 ton port 60 ton Starboard 15 ton CraneWELL DECK:LENGTH: 146 meters/440 feetHEIGHT: 18 meters/50 feetCAPACITY:LCM-8 10

(2) LHA:

BOOM CAPACITY: 1-30 ton cranesWELL DECKLENGTH: 85 meters/280 feetWIDTH: fwd; 9 meters/20 feet (2 sections)

aft; 24 meters/78 feet HEIGHT:CAPACITY:LCM-8 7

(3) LPD:

BOOM CAPACITY: B & A Crane 30 tonsWELL DECKLENGTH: 49 meters/165 feet HEIGHT: 26 feetCAPACITY:LCM-8 4

15. Open Ocean Steaming Bill

a. Purpose. To promulgate requirements for craft assigned to ACU ONE when transiting to and from Local Operating Areas outside San Diego Bay.

b. Procedures

(1) When LCMs leave a protected harbor, they are considered to be open ocean steaming and will travel in a formation of two or more. A formal navigation brief will be given to the Commanding Officer, or the Executive Officer during the CO’s absence any time the boats are leaving San Diego Bay (defined as traveling seaward of buoys 5 and 6).


(2) LCMs, regardless if in formation of two or more will not transit farther than 3 nm from shore unless equipped with surface radar.

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(3) Before arrival at the Line of Demarkation for a harbor exit, ensure the bow ramp is secured with dogs and turnbuckles. (Bow ramp will be griped for heavy weather anytime the craft leaves San Diego Bay).

(4) Make necessary preparations for steaming, always taking into consideration, weather conditions.

(5) When transiting Pacific Missile Test Range, notify and request permission in accordance with the procedures outlined on the radio frequency utilization list of Navigation Brief.

(6) While transiting anywhere in SOCAL OPEREA, check in every 2 hours with ACU ONE when in radio contact. Any long distance transit will normally be done in company with an LCU.

(7) Upon arrival at designated operation area, report to ACU ONE Operations the conditions of the transit, the craft and crew, and estimated underway time. During non-working hours contact the ACU ONE Command Duty Officer.

16. Salvage of LCMs and Small Craft bill

a. Purpose. To establish standard procedures for salvaging LCM and small craft.

b. Procedures

(1) All craft prior to any salvage operations will ensure that their five-inch nylon-towing hawser is faked on deck and ready for rigging.

(2) Towline will be faked down in the well of LCM free for running with towing messenger attached.

(3) Bolo and/or two heaving lines standing by, ready for use.

(4) Proper battle dress for all hands.

(5) Methods of salvaging LCM’s

(a) General Summary. Reference (r), Chapter 7 has valuable salvage information for any situation. A Coxswain must use his engines and rudders in order to keep craft from broaching, by keeping the stern directly into oncoming surf. Whenever possible, the Coxswain must keep his engine going ahead. There are several reasons for this. It will prevent the incoming surf from carrying the towline into the screws and rudder. As the Coxswain accelerates the engines in forward gear while a wave is receding, the discharge current will wash the sand from around the screws and rudders. This will help the craft to draw off the beach without digging into the sand. It will minimize fish tailing upon retraction. Keeping the engines in forward adds to the strain on the tow line and helps keep the stern up while being salvaged. If necessary, the beachmaster can attach a “dead man” line from the bulldozer to hold the craft’s head.

ACUONEINST 3120.5D9 May 07 (b) Stern to Stern Method. Upon receiving word from beach party team to tow stranded craft from beach, salvage craft will make approach upon stranded craft, taking into consideration tide, wind, and surf conditions.

The Coxswain will maneuver his craft as close to stranded craft as possible without entering the surf zone. When within range, salvage craft will pass the heaving line to stranded craft (Beachmaster’s LARC may also be used). Upon receipt, stranded craft will pull the line aboard and connect tow line to stern of the craft. Once tow is connected, salvage craft will carefully maneuver his craft making sure towline does not get fouled in screws while taking a strain. Upon command from Salvage Officer, salvage craft will commence tow. When strain is taken and salvage craft is at a right angle to the surf, Coxswain will increase/decrease engines in increments of 200 RPM’s while breaking stranded craft from beach. Once free of beach, the stranded craft is towed clear of surf zone at a speed compatible with surf conditions to a safe operating area where tow line is cast off, pulled back aboard salvage craft. The stranded LCM is given required assistance as necessary. If a bulldozer is available, it shall be used to push against a closed bow ramp and assist the boat into the surf.

(c) Alongside method. Least desired evolution used only in calm weather, accomplished in very light surf or protected harbor. The salvage craft will make approach on the stranded craft on the down wind side of the craft requiring assistance. The salvage craft will beach as close alongside the stranded craft as possible without endangering either craft. Adequate fendering will be used between both craft. The salvage craft will make up alongside using standard mooring lines/towline. Upon receiving signal form from beach party team, the salvage craft will back off the beach with the stranded craft alongside. The salvage craft will tow the stranded craft to safe operating area so required repairs can take place as necessary. This method will be necessary if the stranded craft is disabled.

17. Emergency Bow Ramp Raising Bill

a. Purpose. To promulgate standard procedure for the emergency raising of LCM ramp.

b. Procedures

(1) The ramp winch is located in a machinery room on the starboard side just aft of the ramp. The ramp wire is 160 feet long by ¾ inch. The ramp wire leads from the winch through a system of sheaves and pulleys through the ramp to the port side and is secured in the wing wall. The winch is hydraulic powered by two engine driven pumps. The pumps are mounted atop the transmissions and are driven through a power take off that must be engaged in order to operate the ramp.

(2) Ramp operation is controlled by a level in the Coxswain flat which operates the control valve mounted in the engine room overhead. The control lever has three positions: raise, lower, and neutral.

(3) If the hydraulic system fails the ramp may be lowered manually by use of the emergency ramp release hand pump located in the starboard bulkhead just aft of the ramp winch room. Ramp emergency lowering instructions are:

(a) Disengage both hydraulic ramp pumps.

(b) Close upper shut off valve.


(c) Open lower shut off valve.

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(d) Close hand pump bypass valve (on base of hand pump).

(e) Operate hand pump until latches and winch brake release and ramps starts lowering.

(f) Top ramp by opening the hand pump bypass valve.

(1) Beachmaster Method

EQUIPMENT REQUIRED QUANTITY90’ Wire Pendant 7/8” 13’ Wire Strap 5/8 210” Snatch block 15/8” shackles 2Prime mover 1

(a) This method is rigged as follows: A three foot wire strap is passed through the forward hoisting padeye and a 10” snatch block is attached to it so the block hangs over the side of the boat. A three foot wire strap is passed through the opening in the ramp and a 5/8” shackle is connected. The 90 foot wire pendant is run from the prime mover on the beach through the 10” snatch block over the gunwale and secured to the 5/8” shackle on the ramp.

(2) Pull Lift Method.

EQUIPMENT REQUIRED QUANTITY3 ton Chain Hoist 25/8 Shackles 4

(a) The chain hoists are connected to padeyes on the bulkheads just aft of the ramp latches. The hoists are then connected to the hoisting padeyes on the ramp. The ramp is raised by the hoists ensuring the strain is distributed between the hoist.


Figure 6-3Steering System Alignment Diagram


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EMERGENCY BILLS

1. General Emergency Bill

a. Purpose. To provide guidance and direction for controlling the effects of a major emergency or disaster, such as a collision, grounding, or explosion and/or fire. The Coxswain is responsible for implementing the provisions of bill as it pertains to a particular craft, in accordance with references (a) and (b). Primary considerations are to maintain the operational capability of the LCM, prevent and/or reduce personnel casualties and damage to government property, and maintain the security of classified material.

b. Procedures

(1) When directed by higher authority, Coxswains take action to disperse all LCMs to safe havens and/or assist in rescue of survivors.

(2) Provide an organization for counteracting emergencies that arise aboard LCMs.

(3) Exercise initiative and judgment in acting in emergency situations.

2. Man Overboard Bill

a. Purpose. To provide policies for assignment of personnel to duties and station, and provide procedures to follow in recovering one person or a small number of people from the water.

b. Procedures. Any person sighting a man overboard shall call out, “Man overboard, port/starboard side!” They shall ensure the Coxswain receives the information and, if near a life ring or other lifesaving equipment, throw the equipment as near to the person as possible. They will then continue to point at the person. The Coxswain shall, upon receipt of information of man overboard take the following measures:

(1) Maneuver the craft to avoid the person and then maneuver to recover them. Normally the quickest method of recovery is to make a hard turn toward the side over which the person fell. This includes using both hard rudder and engines. Put the rudders over as soon as the word is passed to the conn. Make sure the craft is clear to navigate. The person should be taken on the craft’s leeward side to allow the craft to be blown down on the person.

(2) Pass the word “Man overboard, port/starboard side.”

(3) Notify ships and craft in company and OTC. Sound SIX short blasts, raise life jacket on boat hook, or Oscar flag.

(4) Take steps to keep the person in sight at all times.

(5) If the person is not hurt and is able to climb, pass them a line or rope ladder.


(6) If the man overboard is injured or otherwise unable to help themself aboard, lower the ramp to the water’s edge, position the Seaman on the ramp with a harness and safety line and approach the person into the wind or seas to make craft control easier. If the person can not be lifted onto the ramp, lower the ramp far enough into the water to float them onto the edge of the ramp and then raise the ramp. Take special care not to let the person in the water get under the ramp. The boat hook should not normally be used to recover a person overboard, but in some circumstances it may be needed to pull the person closer to the ramp. One such circumstance is the recovery of a person overboard alongside an MPF ship. If they are close to the side of the ship there is a significant risk of crushing them between the ramp and the side of the ship. In this case their clothing or life jacket should be grabbed with the boat hook and they should be towed a small distance away from the side of the ship and then recovered.

(7) Man the following stations:

BILLET STATION PROVIDE DUTYCOXSWAIN CONN COXSWAINENGINEER WELL DECK DIRECT RECOVERYSEAMAN FORWARD LIFE RING/LOOKOUTFIREMAN AFT LIFE RING/LOOKOUT

3. Heavy Weather Bill

a. Purpose. To set standard procedures for operations during periods of heavy weather. When weather conditions warrant, SOPA or other appropriate commands will prescribe as appropriate “Heavy Weather Condition of Readiness”. In SOCAL, the ACU ONE piers are the safe haven for LCM’s. During an MPF operation, safe haven will be promulgated at the beginning of an operation. Heavy weather conditions of readiness and actions to be taken are as follows:

(1) Condition IV – Gale/Storm/Typhoon. Possible threat of destructive winds of force indicated within 72 hours. Secure all loose gear; inport utilize towline as additional mooring line. Be prepared seek a safe haven.

(2) Condition III – Gale/Storm/Typhoon. Destructive winds of force indicated possible within 48 hours. Secure all loose gear; inport, utilize tow line as additional mooring line. Be prepared to seek a safe haven.

(3) Condition II – Thunderstorm/Tornado/Gale/Storm/Typhoon. Destructive winds of force indicated are anticipated within 24 hours, or, in the case of thunderstorms/tornadoes, are reported to be in the general area. CDO will notify Commanding Officer and LCM Department Head to recall crew. Secure all loose gear; inport utilize towline as additional mooring line. Safe haven will be ordered.

(4) Condition I – Thunderstorm/Tornado/Gale/Storm/Typhoon. Destructive winds of force indicated are imminent. CDO will notify Commanding Officer and LCM Department Head to recall crew. Secure all loose gear; inport utilize towline as additional mooring line. Craft should be in safe haven.


NOTE: Thunderstorm – small craft warning (18 to 27 knots)Gale (28 to 47 knots)Storm (48 to 64 knots)

J-30

Hurricane (typhoon) (over 64 knots)

b. Procedures. The following procedures shall be used as appropriate in event of heavy weather.

(1) Notify Commanding Officer and Coxswain of LCM and recall crew in Condition II and above.

(2) Increase number and or size of mooring lines (moored).

(3) Secure all loose gear.

(4) Add extra gripes, shore craft (embarked in well deck).

4. Distress at Sea Bill

a. Purpose. To promulgate directions to be followed upon being lost at sea or incurring a disabling casualty at sea.

b. Procedures. The Coxswain shall broadcast a distress signal over assigned frequencies and the International Distress frequency. Use available distress signals to attract local shipping. Ensure all personnel are in life jackets and battle dress.

(1) Methods of signaling distress:

(a) Lifejacket hoisted up by boathook.

(b) 5 or more short blasts of craft’s whistle

(c) Waiving of arms in an extended up and down motion.

(d) If firearms are available, fire the weapon at 1 minute intervals

(e) Dye marker, any color

(f) Smoke or Flames on craft (g) Mayday on the craft radio


5. REGULATIONS

1. All regulations contained herein do not supersede any directives and are provided to amplify areas of consideration in references (a) and (b). a. All persons embarked in ACU ONE craft are subject to these regulations and any changes or additions issued thereto. These regulations constitute the lawful orders of the Commanding Officer or other higher authority. It shall be the duty of all persons subject to these regulations to obey them.

b. The senior Coxswain will normally be designated by the Commanding Officer as Detachment POIC while deployed. He will be the Commanding Officer’s direct representative, responsible to him and to the Commanding Officer of the embarked ship for all ACU ONE personnel assigned to the detachment. It shall be the duty of all persons subject to these regulations to obey all lawful orders given by the Detachment POIC and any and all changes or additions to these regulations.

2. Customs Declarations. Upon arrival to the United States territory after visiting a foreign port, ACU-1 personnel are subject to customs and other inspections by federal authorities.

a. On such occasions, customs declarations will be distributed to all hands in sufficient time to be filled out and returned before arrival inport as directed by the POIC.

b. No person without permission from the Commanding Officer/Master of the ship embarked shall bring aboard the LCM any article, animal, or other items, the introduction of which into the United States territory is forbidden or restricted under current regulations.

c. A list of items the entry of which is known to be forbidden will be promulgated to personnel prior to entry into United States.

3. Electrical Equipment. The use of privately owned electrical equipment aboard creates a fire hazard as well as a hazard to the personal safety of individuals using such equipment. In addition, radios and others electronic equipment have emissive properties which may compromise the radio security of the unit. Therefore, no privately owned electrical equipment shall be used aboard craft except those specially authorized by the Coxswain after they have been inspected and approved for use by Command Electricians and a safety tag is attached.

a. No persons, other than those specifically authorized, shall operate electrical machinery.


J-32

b. No person shall operate an electric hand tool unless it has been properly safety checked by the electricians.

c. No person shall have in his possession aboard a craft any electrical appliances, except items authorized by the Coxswain. Use of equipment in any space or manner other than that for which it was authorized is prohibited.

4. Controlled Equipage. Procedures for the control and inventory of equipment is contained in reference (d). Each Coxswain has the responsibility for inventory and management of controlled equipage assigned to his craft.

5. Semi-Safe and Dangerous Materials. Safety precautions and stowage procedures for semi-safe and dangerous material are promulgated in reference (j).

6. Hazardous Material/Waste Handling Bill

a. Procedures. All LCM Coxswains must ensure that the proper handling, usage, disposal, labeling relative to hazardous materiel/waste, and use of Material Safety Data Sheets (MSDS) are carried out. Detailed instructions are contained and found in reference (j). The following list contains a few necessary precautions:

(1) LCM Coxswains must ensure approved personal protective clothing and equipment are available and are used by the crew members involved with HW/HM.

(2) Coxswain must thoroughly train personnel to ensure that prior to handling any HW/HM, all have read and understood the MSDS for that Material.

(3) Coxswains must ensure that all crewmembers understand the proper disposal of HW/HM and spill clean up procedures.

7. Safety Tag-Out System. References (i) and (m) are provided to identify instruments that are out of calibration, unreliable, or not in operating condition. Safety is an all hands responsibility. Therefore, following safety instructions and maintaining safety standards awareness can reduce and eliminate personnel injuries and equipment damage. The following definitions and procedures are provided:

a. Definitions and procedures are detailed in reference (i) regarding tag-out procedures and instrumentation calibration and tagging.

b. Precautions: UNDER NO CIRCUMSTANCES will equipment be operated when tagged with a Danger Tag(s) (RED).

8. Material Management. It is incumbent upon the Coxswain to maintain the LCM in the top state of material readiness. This includes, but is not limited to the following:

a. Reporting all material condition discrepancies affecting the LCM to the Chain of Command.


b. Initiating all casualty reports, updates, and corrections as required.

c. Maintaining and updating the CSMP by reporting all maintenance to Chain of Command.

d. Pre-deployment Work-Up. LCM pre-deployment workups are considered to begin six months prior to deploying. As each deployment is different, no specific guidelines can be promulgated. However LCM packout box must be inventoried and made ready for deployment, see Appendices I and J.

9. Logs and Records. Logs and records will be maintained IAW Ref (s), directing the materiel preservations and maintenance of their assigned craft.


J-34

CRAFT:_____________ DATE:________

LCM-8 PRE-UNDERWAY CHECK LIST

CHIEF ENGINEER INITIAL1 OBTAIN AND TEST ENGINE LUBE OIL VISCOSITY AND ACIDITY

IAW MRC’S E-101/157-73 R60D AND R-612 INSPECT HYDRAULIC STEERING SYSTEM, INSPECT ENGINE

CONTROL CABLES, LUBRICATE AND INSPECT STEERING GEAR IAW MRC 5833/202 R-48

3 ENSURE FUEL SUPPLY/ RETURN, HYDRAULIC START SYSTEM, STEERING SYSTEM, AND SALTWATER FOOT VALVES ARE ALIGN.

4 INSPECT ALL FLEX HOSES FOR LEAKS OR EXCESSIVE WEAR, DRIVE BELTS FOR PROPER TENSION AND TEAR, CHECK ALL

GAUGES FOR PROPER EXPIRATION DATE, TRIP AND RESET BLOWER AIR SHUT OFF FLAPPER FROM CONN.

5 VISUALLY INSPECT LUBE OIL, FUEL OIL, TRANSMISSION, FRESH WATER, HYDRAULIC OIL FOR PROPER LEVEL, DRAIN FUEL

FILTERS / STRAINERS / COALESCERS.6 START ENGINE UNTIL IT REACH NORMAL OPERATING

TEMPERATURES, CHECK FOR PROPER OIL PRESSURE AND SALT WATER OVERBOARD DISCHARGE FLOW AFTER ENGINE STARTED.

7 FILL OUT AND SUBMIT OPERATING LOGS.

COXSWAIN INITIAL1 TEST OPERATE STEERING SYSTEM, BOW RAMP, HORN, ALL

NAVIGATION LIGHTS, ENGAGE PORT / STBD TRANSMISSION FWD AND REVERSE.

2 OBTAIN AND REVIEW SAILING ORDERS, SAILING LIST FOR ACCURACY AND SUBMIT AS REQUIRED.

3 ENSURE BOW RAMP, ALL CARGO / VEHICLES CHECK GRIPES AS REQUIRED AND SECURE FOR SEA.

4 MAKE ALL REQUIRED RADIO CHECKS IF APPLICABLE.

CHIEF ENGINEER:______________________ COXSWAIN:_____________________

LPO:____________________ ENG LCPO:___________________ DEPT

HEAD:__________________

A-1


APPENDIX BLCM WET WELL OPERATIONS CHECKLIST

TIME ACTIONPRIOR TO UNDERWAY Coxswain attend ship’s briefing, confer

with ship’s 1st Lieutenant. Brief crew on assignments and duties.

25 MINUTES Don battle dress.

20 MINUTES Ensure any vehicles, cargo and equipment are griped down or secured. Ensure

mast is lowered.

10 MINUTES Man assigned stations.

B-1ACUONEINST 3120.5D9 May 07

J-36

APPENDIX CLCM-8 BOAT EQUIPMENT

ITEMS LISTED ARE PER BOAT

CRAFT HULL NO. _________

REFERENCES: (a) MIP5833/201 M-1 (b) LANDING CRAFT AND THEIR EMPLOYMENT

REQUIRMENT ITEM QTY ABOARD

1. EMERGENCY RAMP HOISTING 3 ½" Ton chain hoist 2 YES/NO5/8" wire pendant,16ft. 2 YES/NO½" wire pendant,18ft. 2 YES/NO14" metal snatch blocks 2 YES/NO10" metal snatch blocks 2 YES/NO5/8" shackles 8 YES/NO

2. ANCHOR, DANFORTH 75lbs. 1 YES/NO

3. ANCHOR LINE WITH 10’ OF CHAIN 1 YES/NO 3/8” CHAIN, THIMBLE 75 FTH

of 3½" nylonAND SHACKLES

4. BOAT BELL WITH MOUNTING BRACKET 1 YES/NO5. BOAT HOOKS 12 feet in length 2 YES/NO3. BUCKET 1 YES/NO4. BATTLE LANTERN engine room 1 YES/NO

lazarette 1 YES/NO5. BROOM AND SWAB 1 YES/NO6. DUST PAN AND BROOM 1 YES/NO10. DC PLUGS assorted sizes 1bg YES/NO11. CO2 EXTINGUISHER date inspected _______ 2 YES/NO12. AFFF EXTINGUISHER date inspected _______ 2 YES/NO13. FLASH GEAR 4 YES/NO14. ELECTRIC HORN check noise level 1 YES/NO15. FOG HORN hand operated 1 YES/NO16. FENDERS rubber tire 6 YES/NO

or equivalent17. CARGO FLAGS (size 6) red, blue, yellow, 1 YES/NO

green, mike18. BUCKET OF SAND beach 1 YES/NO19. FLASHLIGHTS AND WANDS (red lucite) 2 YES/NO20. GRAPNEL 4lbs with 15 fathoms 1 YES/NO

of 21 thread21. COMPASS magnetic (stenciled) 1 YES/NO22. HELMETS, BATTLE complete with chin 5 YES/NO23. LIFE JACKETS PMS MIP 5832/007 5 YES/NO

periodicity A-1, 48M-2straps and liners

24. HEAVING LINES 50 feet in length 2 YES/NO

C-1ACUONEINST 3120.5D9 Aug 07

25. LIFE RINGS WITH DISTRESS with 10 fathom 2 YES/NO LIGHT MARKER of ¾” nylon26. MEDICAL KIT with tamper seal 1 YES/NO27. MOORING LINES 3 ½” nylon 8 fathoms 4 YES/NO

long28. GEN ALT 7A “CAUTION 2” white letters, 1 YES/NO DO NOT OPEN RAMP on bow rampWHEN AFLOAT”“GAS FREE VOIDS BEFORE ¾” letters on a placard 14 YES/NO ANY HOT WORK” placed on center of void29. RAMP SAFETY CHAINS 6 feet long 2 YES/NO30. RAMP DOGS PMS MIP 5833/203 2 YES/NO

periodicity Q-4R31. STRETCHER (SAR medevac litter)PMS MIP 6251/R43 1 YES/NO

periodicity Q-1R32. TOW LINE 3 ½” nylon 600'long 1 YES/NO

with ¾” safety shackle33. TOW BRIDLE 5/8” wire rope 1 YES/NO

with swivel34. P-100 PUMP/HOSES 1 length 1 ½ discharge 1 YES/NO 1 Y-gate 2 lengths of 3’’ suction35. FF KITS 2 sets flashgear 1 YES/NO 36. SCBA 2 YES/NO

INSPECTOR : ________________________ DATE: __________________

C-2ACUONEINST 3120.5D 9 May 07

J-38

APPENDIX DLCM-8 INSPECTION GUIDE

CRAFT * _________________EACH AREA WILL HAVE SATISFACTORY OR UNSATISFACTORY CIRCLED RESPECTIVELY WITH REGARD TO THE INDIVIDUAL LINE ITEM.

1. Engineering Portion

CONDITION a. SAT / UNSAT Inspect craft Engine hour log for completeness.

b. SAT / UNSAT Ensure proper gauges, temperature, and pressure are installed and that tachometers for each engine have been calibrated.

c. SAT / UNSAT 5 gallon containers of engine oil, hydraulic oil and fresh water (F/W) aboard.

d. SAT / UNSAT Check all foundation bolts are tight and in place.

e. SAT / UNSAT Ensure Injectors and Valves are properly timed.

f. SAT / UNSAT Ensure Injector Control Rack is free of binding.

g. SAT / UNSAT Condition of Air filter or Silencer.

h. YES / NO Are there any indications of Blower Seal leakage or sludge?

i. YES / NO Fresh Water System (Anti-Freeze) in effect?

j. SAT / UNSAT Check Lube Oil (L/O) samples.

k. SAT / UNSAT Check engine, transmission and fuel system hoses for cracks, weak hoses or stretched condition.

l. SAT / UNSAT Check Blower Shutdown for operation. Do not trip when engine is running.

m. SAT / UNSAT Check L/O level in engine and transmission. Note condition of oil: dilution, dirty, viscosity.

n. SAT / UNSAT Check F/W level in expansion tank.

o. SAT / UNSAT Check all drive belts for condition of proper tension.

p. SAT / UNSAT Check condition of fuel filters, strainers and fuel valves for leaks and deterioration. Ensure handles are in place and work.

q. SAT / UNSAT Check transmission drive oil strainers.

D-1

ACUONEINST 3120.5D9 Aug 07

r. SAT / UNSAT Check hydraulic system for proper amount of oil and system filters.

s. SAT / UNSAT Deck plates all present and bolted down

t. SAT / UNSAT Rubber exhaust boots in good materiel condition

u. SAT / UNSAT Check sea strainers for tightness and cleanliness.

v. SAT / UNSAT Check fuel tanks, valves and piping for leaks. w. SAT / UNSAT Check rudder post packing and packing gland for leaks and wear.

x. SAT / UNSAT Check steering system for leaks and proper operation.

y. SAT / UNSAT Check ram dogs, hatches and safety chains for proper operation.

z. SAT / UNSAT Start all engines using proper pre-start sequence. (appx A)

aa. SAT / UNSAT Check and record all oil pressure, water temperature, drive oil pressure, engine tachometers and ampmeter.

bb. SAT / UNSAT Check for proper shifting of transmission.

cc. SAT / UNSAT Check for salt water pump discharge.

dd. SAT / UNSAT Check hydraulic pressure to ramp and steering.

ee. SAT / UNSAT Check proper operation of steering controls.

ff. SAT / UNSAT Check condition of exhaust mufflers for deterioration and salt water leaks.

gg. SAT / UNSAT Check engine alignment to shaft and ensure all bolts are present.

hh. SAT/ UNSAT Check P-100 and hoses.

ii. SAT/ UNSAT Inventory FF kit.

D-2 ACUONEINST 3120.5D

9 Aug 07

J-40

jj. Sea Trials:

Oil Pressure Water TemperatureIDLE UP SPEED IDLE UP SPEED

STBD 1 STBD 1

3 3

PORT 2 PORT 2

4 4

Tachometers Drive Oil PressureIDLE UP SPEED IDLE UP SPEED

STBD 1 STBD 1

3 3

PORT 2 PORT 2

4 4

DATE: _________________ INSPECTOR: _________________

2. Hull Portion

a. Conning and Deck Area

CONDITION (1) SAT / UNSAT Conn of sound materiel with no cracked welds

(2) SAT / UNSAT Is Leading edge have proper angle for wind resistance and does each side slope with conformity?

(3) SAT / UNSAT Is Mast straight and can it be raised manually?

(4) SAT / UNSAT Are all deck hardware (bitts, chocks, padeyes, stanchions, etc…) installed and tested?

(5) SAT / UNSAT Are spare screws mounted properly?

(6) SAT / UNSAT Is anchor capable of being secured? Is chain attached?

(7) SAT / UNSAT Are all water tight hatches be properly secured in both open and closed positions?

b. Well Deck Area

(1) SAT / UNSAT Are any deck-treads damaged?

D-3ACUONEINST 3120.5D9 May 07

(2) SAT / UNSAT Do all void covers seal properly and are all studs properly installed?

(3) SAT / UNSAT Does emergency ramp raising equipment operate properly?

(4) SAT / UNSAT Are all load-binders of proper capacity?

(5) SAT / UNSAT Inspect ramp safety chains.

(6) SAT / UNSAT Do scupper flaps operate freely?

(7) SAT / UNSAT Are boat hooks properly hung in well deck?

(8) SAT / UNSAT Do deck drains operate (free drainage)?

(9) SAT / UNSAT Are safety signs posted/stenciled where required?

c. Ramp

(1) SAT / UNSAT Is there evidence of cracks on hinge pins?

(2) SAT / UNSAT Is ramp physically sound?

(3) SAT / UNSAT Inspect ramp gasket for proper sealing or weathering.

(4) SAT / UNSAT Is ramp wire of proper dimension and properly lubricated? Does it show signs of wear?

(5) SAT / UNSAT Is the ramp dog mechanism in good working materiel condition?

d. Side and Stern

(1) SAT / UNSAT Are welds on bulwark cracked or are there signs of corrosion under bulwark?

(2) SAT / UNSAT Are there any serious dents in fendering?

(3) SAT / UNSAT Are there any temporary hull patches or visible cracks in welds and pipe fenders?

(4) SAT / UNSAT Are exhaust port welds inside duct?

(5) SAT / UNSAT Is hull identification IAW NSTM Chap 583, Section 3?

e. Bottom. This will only occur when the craft is out of the water. The Coxswain will be tasked to review records to ascertain a general condition of the bottom. The below items are listed to be covered either by review or when craft is out of the water:

(1) SAT / UNSAT Inspect cathodic protection (60% life considered satisfactory), ensure keel coolers have cathodic protection.


J-42

(2) SAT / UNSAT Are there any temporary hull patches or visible cracked welds?

(3) SAT / UNSAT Are all docking plugs of the recessed stainless steel type?

(4) SAT / UNSAT Is there evidence of cracks in welds on struts and skegs?

(5) SAT / UNSAT Are rudders straight and in the raised position? Do rudder bushings fit correctly?

(6) SAT / UNSAT Are all rudder shoe bolts tight and secure with seizing wire?

(7) SAT / UNSAT Are propellers physically sound with no chips or bends?

(8) SAT / UNSAT Is shaft bushing a good fit?

(9) SAT / UNSAT Is there evidence of the strut being bent?

(10) SAT / UNSAT Is shaft bearing sleeve of proper dimension?

(11) SAT / UNSAT Is shaft bent?

(12) SAT / UNSAT Are upper rudder-flange bolts tight?

(13) SAT / UNSAT Are keel coolers free of all debris?

f. Internal (voids)

(1) SAT / UNSAT Check all main members for signs of weakening or cracked welds.

(2) SAT / UNSAT Check all bilge suction lines for worn rubber boots and loose hose clamps.

(3) SAT / UNSAT Ensure all strainers in bilge suction are clear of rust and debris.

(4) SAT / UNSAT Ensure forward and aft athwart bulkheads are watertight (visual).

(5) SAT / UNSAT Ensure all hydraulic hose fittings are in proper working order and are tight.

(6) SAT / UNSAT Check all fore and aft stiffeners for signs of weakening.

g. Internal (Engineroom and Lazarette)

(1) SAT / UNSAT Are all support stanchions straight and welds secure?

(2) SAT / UNSAT Are batteries covered?


(3) SAT / UNSAT Are oil and water cans properly secured?

(4) SAT / UNSAT Are belt guards properly installed over power take-off units in Engineroom?

(5) SAT / UNSAT Are mufflers in good condition?

h. REMARKS:

DATE: ___________________ INSPECTOR: ___________________

3. Electrical Portion

CONDITION a. SAT / UNSAT Navigation lights (Port, Starboard, Stern, Bow, Towing, Instruments).

b. SAT / UNSAT Horn.

c. SAT / UNSAT Solenoids cleaned, inspected for opens, shorts and grounds, and tested. (EM's)

d. SAT / UNSAT Lights (Engineroom, Lazarette, Well Deck)

e. SAT / UNSAT Batteries tested for water level, dead cell, proper charge, and connections.

f. SAT / UNSAT Receptacles cleaned, inspected for proper polarity, voltage and grounds. (EM's)

g. SAT / UNSAT Power Panel. (EM's)

h. SAT / UNSAT Wiring inspected for opens, shorts and grounds. (EM's)

i. REMARKS:

DATE: ___________________ INSPECTOR: ___________________


J-44

APPENDIX ESAIL LIST

DATE UNDERWAY__________________ TIME UNDERWAY_______________

ASSAULT CRAFT UNIT ONE

LCM(_______) SAILING LIST

RANK/NAME ____________________ SIGNATURE_____________________

______________________________ ______________________________ ______________________________ ______________________________

______________________________ ______________________________

______________________________ ______________________________

______________________________ ______________________________

COXSWAIN’S SIGNATURE__________________________ DATE:_____________________

E-1 ACUONEINST 3120.5D

9 May 07

APPENDIX FLCM REQUIRED AND RECOMMENDED SCHOOLS

SCHOOL PERSONNEL COURSE NUMBER LENGTHSwimmer Cert All K-060-2131 1 day REQUIREDBasic CPR/First Aid

All N/A 1 day REQUIRED

General Fire Fighting

All J-495-0412 1 day REQUIRED EVERY 6 YEARS

Safety Programs Afloat

All Safety Personnel

A-493-2099 5 days REQUIRED FOR 50% SPO’S

Basic DC All K-495-0045 2 days RECOMMENDEDBasic Boat Coxswain

Coxswain K-062-0634 1 week RECOMMENDED

RHIB Coxswain Coxswain K-062-0625 5 days RECOMMENDEDBoatswains Mate Basic Skills

All BM’s J-060-0036 2 weeks RECOMMENDED

Boatswains Mate Supervisor

All Senior BM’s

J-822-0039 2 weeks RECOMMENDED

Advanced Fire Fighting

Coxswain & Engineer

J-495-0419 4 days RECOMMENDED

Detroit Diesel Overhaul

Engineer A-652-0217 3 weeks RECOMMENDED

Engineering Maintenance

Engineer A-651-0064 3 weeks RECOMMENDED

Valve Maintenance Engineer A-651-0065 5 days RECOMMENDEDFuels Engineer K-821-2142 5 days RECOMMENDEDGage Cal Engineer A-652-0500 5 days RECOMMENDED

F-1ACUONEINST 3120.5D9 May 07

J-46

APPENDIX GLCM DEPARTMENT POST OPERATION/EXERCISE REPORT

From: LCM Department HeadTo: Commanding Officer, Assault Craft Unit ONEVia: (1) Executive Officer (2) Operations Officer

Cc: Officer in Charge, RESDET (if applicable) LCM Boatswain LCM Training Petty Officer

Subj: POST OPERATION/EXERCISE REPORT

1. The following report is submitted for review:

Evolution Conducted: ________________________Date of Evaluation/Operation/Exercise: __________________

Command Receiving Service: _____________________Member Evaluated:Position:Time Underway:Location:Evaluators:Evolutions/Drills covered:

Weak Areas:Overall Evaluation:Recommendation:Senior Evaluator Comments:

Deviations from timeline:Materiel/Personnel Problems:Coxswain Comments:

OPS Officer Comments:

Dept Head Comments:

DEPT HEAD

G-1


Appendix HProficiency Training

Purpose. The purpose of proficiency training is to provide a program that integrates a sequence of individual, team and unit training evolutions in all mission areas applicable to the operational readiness of Assault Craft Unit ONE.

Application. The LCM Department Head will schedule and conduct quarterly proficiency training on each boat crew in order to maintain required qualifications as set forth in CONNAVSURFLANT/PACINST 3502 (SURFTRAMAN).

Date:_____________From: _________________To: LCM Officer

Subj: LCM DEPARTMENT READINESS TRAINING EXERCISES FOR WEEK OF ____________ CRAFT ____________

1. The following exercises have been completed on the above date and the following scores are noted below:

EXERCISE NAME OF EXERCISE PLAN/PREPS EXECUTION SAFETY TOTALAMW-10-SF BEACH/RETRACTING __________ _________ ______ _____AMW-14-SF BEACH OVER CARGO __________ _________ ______ _____AMW-26-SF ASSIST BEACHING __________ _________ ______ _____AMW-44-SF TOW/BE TOWED __________ _________ ______ _____AMW-75-SF MEDIVAC BY LCM __________ _________ ______ _____CCC-6-SF R/T DRILL __________ _________ ______ _____CCC-12-SF IMITATIVE DECEP __________ _________ ______ _____CCC-13-SF EMER DESTRUCT __________ _________ ______ _____FSO-M-2-SF CASUALTY TRANS __________ _________ ______ _____FSO-M-3-SF COMP FRACTURE __________ _________ ______ _____FSO-M-4-SF CHEST WOUND __________ _________ ______ _____FSO-M-5-SF ABDOM WOUND __________ _________ ______ _____FSO-M-6-SF AMPUTATION __________ _________ ______ _____FSO-M-7-SF FACIAL WOUND __________ _________ ______ _____FSO-M-8-SF ELECTRIC SHOCK __________ _________ ______ _____FSO-M-10-SF SMOKE INHALATION __________ _________ ______ _____FSO-M-11-SF BURNS __________ _________ ______ _____MOB-D-009-SF MAIN SPACE FIRE __________ _________ ______ _____MOB-D-028-SF CBR DEFENSE __________ _________ ______ _____MOB-E-004-SF JAMMED RUDDER __________ _________ ______ _____MOB-E-5 MAJ FUEL OIL LEAK __________ _________ ______ _____MOB-E-007-SF NOISE ME/MRG METTALIC __________ _________ ______ _____MOB-E-009-SF MJ MN ENG/MRG LOP __________ _________ ______ _____MOB-E-16-SF OVERHEAT DIESEL __________ _________ ______ _____MOB-E-110-SF JAMMED THROTTLE __________ _________ ______ _____MOB-E-200 CRANKCASE EXPL MPDE __________ _________ ______ _____MOB-E-202-SF NOISE/VIBRAT MPDE __________ _________ ______ _____MOB-E-204 LOW/LOSS LO PRESS MPDE __________ _________ ______ _____MOB-E-206 LOSS FO PRESSURE MPDE __________ _________ ______ _____MOB-E-208 GOVERNOR MALFUC __________ _________ ______ _____MOB-N-6-SF LOW VISIBILITY __________ _________ ______ _____MOB-S-5-SF MOOR PIER/ANCHOR __________ _________ ______ _____MOB-S-6-SF MAN OVERBOARD __________ _________ ______ _____

H-1ACUONEINST 3120.5D9 May 07

APPENDIX I

J-48

Sample Pre-Deployment POA&M

ASSAULT CRAFT UNIT ONE NOTICE 1000

Subj: PRE-DEPLOYMENT PLAN OF ACTION & MILESTONES (POA&M)

1. Purpose. To promulgate the plan of action and milestones in preparation for the (Date) deployment of ACU-1 personnel for.

2. Discussion. All personnel identified below shall complete action items assigned no later than the target date assigned. Deviations shall be reported to the Chain-of-Command. Those actions marked with an asterisk (*) are for operations that include deploying craft. For operations involving deploying personnel only, omit actions marked with an asterisk.

TIMELINE ACTION COG

D-140 Final Crews in Place LCM

D-110 Update Crew Formal School Status LCM

Review PQS/Second Class Swim quals LCM

Complete Crew Weapons PQS LCM/WEPS

D-100 Update SURFTRAMAN Data LCM

D-75 Commence Dental/Medical Screening LCM/MED

Update Page Two’s LCM/ADMIN

Conduct Sea-bag Inspection LCM

Inform PSD of Upcoming Deployment LCM/ADMIN

D-45 Submission of Pre-deployment Leave Requests LCM

Coordinate PRD/EAOS/Advancement Exam Issue LCM/CCC/ESOWith PSD

D-30 Conduct Pre-Deployment Brief LCM/LEGAL

I-1ACUONEINST 3120.5D9 May 07

Complete all disbursing arrangements LCM/ADMIN

D-14 Complete Remaining Maintenance Projects* LCM/ENG

D-10 Wills/Powers of Attorneys Updated LCM/LEGAL

D-5 Remove Deployers from Watchbill LCM/SWO

D-0 Deploy LCM

C. L. LANDIS

Copy To:ADMINLCMENGSUPSWOMEDWEPSLEGALCMC3MCCCESO

I-2ACUONEINST 3120.5D9 May 07

APPENDIX J

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PACKOUT BOX INVENTORY

ITEM QTY1 SPOOL 2 1/2 IN NYLON DOUBLEBRAIDED LINE 1PANISH CONTROL CABLE 2THERMOSTAT 4SIGNAL WANDS 4BATTERIES 'D' 8BATTERIES 'C' 8SHAFT PACKING 20R.P.A. PUMP 1VALVE COVER GASKETS 2RAMP HYDRAULIC RAM 2L/O FILTERS 4START FILTERS 2F/O FILTERS 6STEERING FILTERS 2COALESCER FILTERS 2TRANS FILTERS 2RAMP FILTERS 2STEERING CARDS 2SALT WATER PUMP 1TUBE ASSEMBLY (LONG & SHORT) FUEL JUMPER LINES 24TAC CABLE 2DRIVE BELTS 4SALT WATER IMPELLERS 4SEIZING WIRE 1ENSIGNS 2GAGES (VARIOUS) 11ENG CONTROL CABLES 2FUEL PUMP 1CARGO FLAGS 4INJECTORS N-60 6SOLENOID VALVE (START SYSTEM) 2SECONDARY FUEL FILTER 2STEERING PUMPS 1CAM ASSEMBLY/SALT WATER PUMP 2FLASHLIGHT 2L/O PRESSURE SWITCH 2F/O PRESSURE SWITCH 2PAPER GASKET (SHEET) 1XEROX PAPER 4FENDERS 1BINOCULARS (PAIR) 1L/O SAMPLE KIT 1BOX RED & GREEN CHEMLIGHTS 4WATER COOLERS 1P-100 PUMP 1SCBAS 2FLASH GEAR 2

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