Открыть S9008-G2-OMA-010 3

S9008-G2-OMA-010
0910-LP-107-0133
TECHNICAL MANUAL
FOR
OPERATION MANAUAL, SMALL UNIT

RIVERINE CRAFT (SURC)
DISTRIBUTION STATEMENT D: Distribution authorized to the Department of

Defense and U.S. DoD contractors only; Administrative or Operational
Use; July 2004. Requests for this document shallbe refered to
Commander, Marine Corps Systems Command, Infantry Wepons
System, Quantico, VA 22134-6050
PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND
0910-lp-107-0133 6 DECEMBER 2007

FOREWORD
Ships, training activities, supply points, depots, Naval Shipyards, and Supervisors of Shipbuilding
are requested to arrange for the maximum practical use and evaluation of NAVSEA technical
manuals. All errors, omissions, discrepancies, and suggestions for improvements to NAVSEA
technical manuals shall be reported to Commander, Naval Surface Warfare Center, Port Hueneme
Division (Code 310), Port Hueneme, CA 93043-4307, on NAVSEA Technical Manual
Deficiency/Evaluation Report (TMDER), NAVSEA Form 4160/1. All feedback comments shall
be thoroughly investigated and originators will be advised of action resulting therefrom. Three
copies of NAVSEA 4106/1 are included at the end of this technical manual. Copies of NAVSEA
From 4160/1 may be requisitioned from the Defense Distribution Depot Susquehanna
Pennsylvania, Building 05, 5450 Carlisle Pike, Mechanicsburg, PA 17055-7089, by MILSTRIP.
THIS PAGE INTENTIONALLY LEFT BLANK
ACCEPTABILITY CERTIFICATION
(COTS Manual)
Contract No. N00024-97-2205
Equipment Model No. NA
Equipment Name: OPERATION MANUAL, SMALL UNIT RIVERINE CRAFT

(SURC)
Manual Publication No. S9008-G2-OMA-010
(X) ACCEPTABLE
(X) No further action required. Use as is.
( ) Corrections/substitutions required. Attach sheet specifying details
( ) Supplemental data required.
(X) NOT ACCEPTABLE. Prepare TM per applicable military specification.
The above recommendation is based on the completed Manual Evaluation Checklist.
PUBLICATIONS REVIEW ACTIVITY: NSWCCD Det. Norfolk
ACTIVITY REVIEWER: Gloria Kolodziej
DATE: December 2007
iii/(iv blank)
ACCEPTABILITY CERTIFICATION
(COTS Manual)
Contract No. N00024-97-2205
Equipment Model No. NA
Equipment Name: Operation Manual, Small Unit Riverine Craft (SURC)
Manual Publication No. S9008-G2-OMA-010
(XI) ACCEPTABLE
(X) No further action required. Use as is.
( ) Corrections/substitutions required. Attach sheet specifying details
( ) Supplemental data required.
(XI) NOT ACCEPTABLE. Prepare TM per applicable military specification.
The above recommendation is based on the completed Manual Evaluation Checklist.
PUBLICATIONS REVIEW ACTIVITY: NSWCCD Det. Norfolk
ACTIVITY REVIEWER: Gloria Kolodziej
DATE: December 2007

S9008-G2-OMA-010
December 2007
IDENTIFYING TECHNICAL PUBLICATION SHEET

FOR
COMMERCIAL MANUAL
1. PURPOSE: This technical publication is issued for the purpose of identifying and authorizing
the following Marine Corps manual for Navy use.
Equipment: Operation Maintenance, Small Unit Riverine Craft (SURC)
2. Additional Copies: Additional copies are available from Naval Surface Warfare Center,
Carderock Division, Detachment Norfolk Combatant Craft Division, 2600 Tarawa Court,
Norfolk, VA 23521, 757-462-3862.
3. Authority Notice, Distribution Statement, Disclosure Notice (as applicable, in accordance with
MIL-M-38784
NOTICE: Reproduction for non-military use of the information or illustrations contained in this
publication is not permitted. The policy for military reproduction is established for the Navy in
OPNAVINST 5510.1
Change 4
SMALL UNIT RIVERINE CRAFT

(SURC)
VOLUME 1
OPERATION MANUAL
Distribution Statement D: Distribution authorized to the Department of

Defense and U.S. DoD contractors only; Administrative or Operational
use; July, 2004. Requests for this document shall be referred to
Commander, Marine Corps Systems Command, Infantry Weapons
Systems, Quantico, VA 22134-6050.
PREPARED BY DIRECTION OF MARINE CORPS SYSTEMS COMMAND
June 2006
Forward
This manual contains operation and maintenance information and instructions for the production
Small Unit Riverine Craft (SURC). Production variants consists of SURC hull numbers beginning
with SURC 004. Chapter 1 of Volume 1 Operations Manual is also repeated in Volume 2
Maintenance Manual. Chapter 1 includes all warnings, cautions, and paragraph references
where the warnings and cautions appear throughout both manuals. Fold out illustrations (FO-1
through FO-11) are also included in both Volumes 1 and 2. All operation and maintenance is
described in the following chapters:
VOLUME 1 OPERATION
Chapter 1 - Introduction
Chapter 2 – Boat Characteristics
Chapter 3 – Boat Systems
Chapter 4 – Operation
VOLUME 2 MAINTENANCE
Chapter 1 - Introduction
Chapter 5 - Fault Isolation
Chapter 6 - Corrective Maintenance
Foreword- 1 /Foreword-2(blank)
Change Record
CHANGE RECORD
Change Date Title And/Or Signature
No. Brief Description
Change Record-1
Change Record
Change Record
Change Date Title And/Or Signature
No. Brief Description
Change Record-2
TABLE
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CONTENTS
Volume 1 Operation
PAGE
Change Record ..................................................................................................... Change Record-1
Forward ..............................................................................................................................Forward-1
Table of Contents.............................................................................................................................. i
List of Illustrations ............................................................................................................................ix
List of Tables...................................................................................................................................xii
CHAPTER 1 INTRODUCTION
Introduction ..... .......................................................................................................................................... 1-1
A. Warnings, Cautions, and Notes .................................................................................................... 1-2
B. Changes........................................................................................................................................ 1-7
C. Action .......................................................................................................................................... 1-8
CHAPTER 2 BOAT CHARACTERISTICS
Introduction ..... .......................................................................................................................................... 2-1
A. General Description ...................................................................................................................... 2-2

A.1. Missions ........................................................................................................................... 2-2
A.2. Specifications ................................................................................................................... 2-2
B. Compartments............................................................................................................................... 2-8
B.1. Hull ................................................................................................................................... 2-8
B.2. Anchor/Deck Storage ....................................................................................................... 2-8
B.3. Bow Storage Lockers ....................................................................................................... 2-8
B.4. Void .................................................................................................................................. 2-8
B.5. Outboard Storage Lockers ............................................................................................... 2-8
B.6. Console Storage Locker...................................................................................................2-8
B.7. Fuel Tank ......................................................................................................................... 2-8
B.8. Engine Compartment .......................................................................................................2-8
B.9. Engine Air Intake Boxes ................................................................................................... 2-8
B.10. Cockpit Structure.............................................................................................................. 2-8
B.11. Cockpit Deck Matting ....................................................................................................... 2-9
B.12. Radar Arch ....................................................................................................................... 2-9
C. Equipment Configuration ............................................................................................................2-10

C.1. Engine/Throttle Controls ................................................................................................2-10
C.2. Depth Sensor .................................................................................................................2-10
C.3. Radar .............................................................................................................................2-10
C.4. Communications ............................................................................................................2-10
C.5. Interior Communications ................................................................................................2-10
C.6. Batteries .........................................................................................................................2-10
C.7. Electrical System............................................................................................................2-10
C.8. Power Distribution Panel................................................................................................2-11
C.9. Electrical Grounding.......................................................................................................2-11
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D. Main Deck Equipment.................................................................................................................2-12
D.1. Tow Eye .........................................................................................................................2-12
D.2. Tow Bitt...........................................................................................................................2-12
D.3. Stern Eyes......................................................................................................................2-12
D.4. Lifting Points...................................................................................................................2-12
D.5. Forward Hand Rail .........................................................................................................2-12
D.6. Aft Hand Rail ..................................................................................................................2-12
D.7. Nonskid ..........................................................................................................................2-12
D.8. Navigation Lights............................................................................................................2-12
D.9. Bow Door........................................................................................................................2-12
D.10. Deck Tie Downs .............................................................................................................2-12
D.11. Outfitting .........................................................................................................................2-12
CHAPTER 3 BOAT SYSTEMS
Introduction ..... .......................................................................................................................................... 3-1
A. Engines ..............................................................................................................................................
A.1. General............................................................................................................................. 3-2
A.2. Engines ............................................................................................................................ 3-2
A.3. Elapsed Time Indicators................................................................................................... 3-2
A.4. Lubricating Oil .................................................................................................................. 3-2
A.5. Fuel Additive..................................................................................................................... 3-2
B. Transmissions ............................................................................................................................... 3-3

B.1. General............................................................................................................................. 3-3
B.2. Lubricating Oil .................................................................................................................. 3-3
C. Jet Drives ...................................................................................................................................... 3-4

C.1. General............................................................................................................................. 3-4
C.2. Pump ................................................................................................................................ 3-4
C.3 Steering ............................................................................................................................ 3.4
C.4. Reverse Duct/Bucket ....................................................................................................... 3-5
C.5. Transom Seal ................................................................................................................... 3-5
C.6. HPU Pump Fluid............................................................................................................... 3-5
C.7. Main Bearing .................................................................................................................... 3-5
D. Cooling .......................................................................................................................................... 3-6

D.1. General............................................................................................................................. 3-6
D.2. Engine Cooling ................................................................................................................. 3-6
D.3. Raw Water Cooling .......................................................................................................... 3-6
D.4. Dry Run Procedures......................................................................................................... 3-7
E. Exhaust ..............................................................................................................................................
E.1. General...........................................................................................................................3-12
E.2. Mufflers...........................................................................................................................3-12
E.3. Operations......................................................................................................................3-12
F. Hull System .................................................................................................................................3-14

F.1. General...........................................................................................................................3-14
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F.2. Draft................................................................................................................................3-14
F.3. Sound insulation.............................................................................................................3-14
F.4. Lifting Strakes.................................................................................................................3-14
F.5. Beaching Plate ...............................................................................................................3-14
F.6. Diagonal Stiffeners .........................................................................................................3-14
F.7. Rig Tubes .......................................................................................................................3-14
F.8. Paint ...............................................................................................................................3-14
G. Hull Drain System .......................................................................................................................3-16

G.1. General...........................................................................................................................3-16
G.2. Bilge Pumps ...................................................................................................................3-16
G.3. Troop Compartment .......................................................................................................3-16
G.4. Cockpit ...........................................................................................................................3-16
G.5. Outboard Storage Lockers .............................................................................................3-16
G.6. Aft Deck ..........................................................................................................................3-16
G.7. Transom Drain Plugs .....................................................................................................3-16
H. Cathodic Protection.....................................................................................................................3-18
H.1. General...........................................................................................................................3-18
H.2. Engine Anodes ...............................................................................................................3-18
H.3. Transmission Anodes.....................................................................................................3-18
H.4. Jet Drive Anodes ............................................................................................................3-18
H.5. Hull Anodes ....................................................................................................................3-18
I. Fast Lube Oil Change System ....................................................................................................3-19

I.1. General...........................................................................................................................3-19
I.2. Operation........................................................................................................................3-19
I.3. Priming New Pump.........................................................................................................3-20
J. Collar System..............................................................................................................................3-21
J.1. General...........................................................................................................................3-21
J.2. Attachment .....................................................................................................................3-21
J.3. Repair .............................................................................................................................3-21
K. Steering System..........................................................................................................................3-22
K.1. General...........................................................................................................................3-22
K.2. Helm Pump Assembly ....................................................................................................3-22
K.3. Steering Assembly .........................................................................................................3-22
K.4. Tie Bar ............................................................................................................................3-22
L. Fuel System ................................................................................................................................3-23

L.1. General...........................................................................................................................3-23
L.2. Fuels...............................................................................................................................3-23
L.3. Fuel Supply ....................................................................................................................3-23
L.4. Bilge Blower ...................................................................................................................3-23
M. Navigation/Communications .......................................................................................................3-26
M.1. General...........................................................................................................................3-26
M.2. Marine Band Communications .......................................................................................3-26
M.3. SINCGARS.....................................................................................................................3-26
M.4. Interior Communications ................................................................................................3-26
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M.5. Radar..............................................................................................................................3-26
M.6. Depth Sounder ...............................................................................................................3-26
M.7. GPS ................................................................................................................................3-26
N. Night Vision Imaging System ......................................................................................................3-28

N.1. General...........................................................................................................................3-28
N.2. Blackout Switch ..............................................................................................................3-28
N.3. NVIS Filters ....................................................................................................................3-28
O. Electrical System.........................................................................................................................3-29
O.1. General...........................................................................................................................3-29
O.2. Batteries .........................................................................................................................3-29
O.3. Power Distribution ..........................................................................................................3-29
O.4. Battery Isolator ...............................................................................................................3-30
O.5. Power Return .................................................................................................................3-30
O.6 Lightning Protection........................................................................................................3-30
P. Seating System ...........................................................................................................................3-33

P.1. General...........................................................................................................................3-33
P.2. Console Seats ................................................................................................................3-33
P.3. Troop Seats....................................................................................................................3-34
P.4. Bimini Top ......................................................................................................................3-37
P.5. Troop Cover ...................................................................................................................3-37
P.6. Cockpit Storage Cover ...................................................................................................3-37
Q. Bow Door ....................................................................................................................................3-38

Q.1. General...........................................................................................................................3-38
Q.2. Screw Jack Adjustment..................................................................................................3-39
Q.2. Emergency Closure........................................................................................................3-39
R. Countermeasure System ............................................................................................................3-42

R.1. General...........................................................................................................................3-42
R.2. Control Panel..................................................................................................................3-42
R.3. Arm/Safe Switches .........................................................................................................3-42
S. Trailer System .............................................................................................................................3-43

S.1. General...........................................................................................................................3-43
S.2. Tie Downs ......................................................................................................................3-43
S.3. Actuator Assembly .........................................................................................................3-43
S.4. Jack Assembly ...............................................................................................................3-43
T. Weapons Mounts ........................................................................................................................3-45

T.1. General...........................................................................................................................3-45
T.2. Gunner’s Belt..................................................................................................................3-45
T.3. Forward Ammunition Storage ........................................................................................3-46
T.4. Aft Ammunition Storage .................................................................................................3-47
U. SURC Camouflage Patterns .......................................................................................................3-48

U.1. General...........................................................................................................................3-48
U.2. color Combinations ........................................................................................................3-48
U.3. Colors .............................................................................................................................3-48
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U.4. Scheme Applications......................................................................................................3-48
U.5. Color Mapping ................................................................................................................3-48
CHAPTER 4 OPERATION
Introduction ..... .......................................................................................................................................... 4-1
A. Handling Characteristics ............................................................................................................... 4-2

A.1 General............................................................................................................................. 4-2
A.2 Ventilation ....................................................................................................................... 4-2
A.3. Cavitation ......................................................................................................................... 4-2
A.4. Cavitation/Ventilation in Aerated Water ........................................................................... 4-2
A.5. Backing Down .................................................................................................................. 4-2
A.6. Turning and pivoting......................................................................................................... 4-3
A.7. Chine ................................................................................................................................ 4-3
A.8. Hooking a Chi e................................................................................................................ 4-3
A.9. Longitudinal Center of Gravity..........................................................................................4-3
A.10. Open Water Boat Handling ..............................................................................................4-3
A.11. Head Seas........................................................................................................................ 4-4
A.12. Speed ............................................................................................................................... 4-4
A.13. Quartering the Seas ......................................................................................................... 4-4
A.14. Stern to Seas.................................................................................................................... 4-4
A.15. Riding the Back of a Wave............................................................................................... 4-4
A.16. Beam Seas....................................................................................................................... 4-5
A.17. Running Beam to the Seas ..............................................................................................4-5
A.18. Effect of Wind ................................................................................................................... 4-5
A.19. Towing in Winds ............................................................................................................... 4-5
A.20. Restricted Maneuvering ................................................................................................... 4-5
A.21. Station Keeping ................................................................................................................ 4-6
A.22. Surf Operations ................................................................................................................ 4-6
A.23. Plunger ............................................................................................................................. 4-6
A.24. Spiller................................................................................................................................ 4-6
A.25. Surging Waves ................................................................................................................. 4-6
A.26. Windows........................................................................................................................... 4-6
A.27. Wave Saddle and Closeouts............................................................................................ 4-6
A.28. High/Low Side and Wave Shoulder .................................................................................4-6
A.29. Lulls .................................................................................................................................. 4-7
A.30. Maneuvers........................................................................................................................ 4-7
A.31. Emergency Turn (E-turn) ................................................................................................. 4-7
A.32. Beaching .......................................................................................................................... 4-7
A.33. Towing .............................................................................................................................. 4-7
B. Controls and Indicators ................................................................................................................. 4-9
C. General Operating Procedures...................................................................................................4-26

C.1. General...........................................................................................................................4-26
C.2. Starting ...........................................................................................................................4-26
C.3. Steering ..........................................................................................................................4-27
C.4. Low Speed Maneuvering And Docking..........................................................................4-28
C.5. Moving Sideways ...........................................................................................................4-30
C.6. Emergency Stop.............................................................................................................4-31
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C.7. Jet Hydraulic Failure ......................................................................................................4-32
C.8. Cruising ..........................................................................................................................4-33
C.9. Shallow Water Operation ...............................................................................................4-34
C.10. Blockages.......................................................................................................................4-34
C.11. Aerated Water ................................................................................................................4-35
C.12. Engine or Jet Out Of Service .........................................................................................4-35
C.13. Towing ............................................................................................................................4-36
C.13.1. Crew Brief.......................................................................................................................4-36
C.13.2. Fore and Aft Tow............................................................................................................4-37
C.13.3. Alongside Tow Normal Configuration ............................................................................4-38
C.13.4. Alongside Tow Quick Extraction ....................................................................................4-40
D. Operating Procedures.................................................................................................................4-42
R-1 Trailer Launch Procedures.............................................................................................4-43
R-2 Start-up Checks..............................................................................................................4-46
R-3 Shutdown Procedures....................................................................................................4-51
R-4 Trailer Loading Procedures............................................................................................4-54
R-5 Trailer Towing Procedures .............................................................................................4-56
LU-1 Lay up Procedures .........................................................................................................4-58
LU-2 Winterization Procedures ...............................................................................................4-62
SU-1 Start up Procedures .......................................................................................................4-66
AC-1 Aircraft Loading Procedures...........................................................................................4-68
AC-2 Helicopter External Lifting Procedures...........................................................................4-75
LC-1 LCAC Loading Procedures ............................................................................................4-77
CA-1 Righting Capsized Craft Procedures..............................................................................4-81
N-1 Countermeasure Firing Procedures...............................................................................4-87
N-2 HERO Procedures .........................................................................................................4-90
APPENDIX
Appendix A. SURC Transportability Report..........................................................................................A-1
Appendix B. SURC Maintenance and Service Plan .............................................................................B-1
Appendix C SURC Maintenance Action Worksheet ........................................................................... C-1
Appendix D SURC Trailer Maintenance ............................................................................................. D-1
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LIST OF ILLUSTRATIONS
2-1A. SURC Top Profile.......................................................................................................................... 2-6

2-1B. SURC Side Profile......................................................................................................................... 2-7
2-2. Tie-down Rings ...........................................................................................................................2-13
3-1 ZF Transmission. .......................................................................................................................... 3-3

3-2. Jet Drive ........................................................................................................................................ 3-4
3-3. Strainer Assembly ......................................................................................................................... 3-9
3-4 Raw Water Cooling System Functional Block Diagram..............................................................3-11
3-5A. Exhaust System (Forward End) ..................................................................................................3-12
3-5B. Exhaust System (Aft End) ...........................................................................................................3-13
3-6. Bilge Pump..................................................................................................................................3-17
3-7. Transom Discharge Ports ...........................................................................................................3-17
3-8. Fuel and FLOCS System ............................................................................................................3-25
3-9. SURC Navigation/Communications Functional Block Diagram .................................................3-27
3-10. Console NVIS Filters...................................................................................................................3-28
3-10A. Battery Isolator ............................................................................................................................3-28
3-11. Power Distribution Panel.............................................................................................................3-31
3-12A. Console Seat in Raised Position.................................................................................................3-33
3-12B. Console Seat in Down Position...................................................................................................3-34
3-12C. Forward Troop Seats ..................................................................................................................3-35
3-12D. Aft Troop Seats ...........................................................................................................................3-35
3-12E. Seat Forward Bulkhead Bolting Detail ........................................................................................3-36
3-12F. Seat Ratchet Strap Tie Down Detail ...........................................................................................3-36
3-13. Troop Cover and Bimini Top .......................................................................................................3-37
3-14A. Bow Door ....................................................................................................................................3-38
3-14B. Bow Door Screw Jack Forward Fitting........................................................................................3-40
3-14C. Bow Door Screw Jack Rear Fitting .............................................................................................3-40
3-14D. Bow Door Cable (Door Down) ....................................................................................................3-41
3-14E. Bow Door Cable (Door Closed) ..................................................................................................3-41
3-15. SURC and Trailer........................................................................................................................3-44
3-16. Gunner’s Belt ..............................................................................................................................3-45
3-17. Forward Weapons Pedestal........................................................................................................3-46
3-18. Aft Weapons Pedestal ................................................................................................................3-47
3-19. Desert Gray Color Scheme.........................................................................................................3-52
3-20. Summer, U.S. and Europe, Verdant Color Scheme ...................................................................3-52
3-21. Paint Scheme, Starboard Side....................................................................................................3-53
3-22. Paint Scheme, Port Side .............................................................................................................3-54
3-23 Paint Scheme, Overhead............................................................................................................3-55
3-24. Paint Scheme, Bow/Stern On .....................................................................................................3-56
3-25. Paint Scheme, Console. .............................................................................................................3-57
3-26. Summer Verdant, Starboard .......................................................................................................3-58
3-27. Summer Verdant, Port ................................................................................................................3-59
3-28. Summer Verdant, Overhead .......................................................................................................3-60
3-29. Summer Verdant, Bow/Stern On ................................................................................................3-61
3-30. Summer Verdant, Starboard Quarter..........................................................................................3-62
3-31. Summer Verdant, Starboard Bow ...............................................................................................3-63
3-32. Summer Verdant, Port Quarter ...................................................................................................3-64
3-33. Summer Verdant, Port Bow ........................................................................................................3-65
3-34. Desert Gray, Starboard...............................................................................................................3-66
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3-35. Desert Gray, Port ........................................................................................................................3-67
3-36. Desert Gray, Overhead...............................................................................................................3-68
3-37. Desert Gray, Bow/Stern on .........................................................................................................3-69
3-38. Desert Gray, Starboard Quarter..................................................................................................3-70
3-39. Desert Gray, Starboard Bow.......................................................................................................3-71
3-40. Desert Gray, Port Quarter...........................................................................................................3-72
3-41. Desert Gray, Port Bow ................................................................................................................3-73
4-1. Starboard Console Controls and Indicators................................................................................4-10

4-2. Engine Instrument Panel.............................................................................................................4-12
4-3. Console Switch Panel .................................................................................................................4-14
4-4. M257 Launcher Control Panel ....................................................................................................4-16
4-5. Battery Switch Panel ...................................................................................................................4-18
4-6. House Battery .............................................................................................................................4-20
4-7. FLOCS Pump..............................................................................................................................4-22
4-9. Steering Directional Control ........................................................................................................4-27
4-10. Docking ..............................................................................................................................................
4-11. Moving Sideways ........................................................................................................................4-30
4-12. Jet Steering Tiller ........................................................................................................................4-32
4-13. SURC Fore And Aft Tow.............................................................................................................4-37
4-14. Alongside Tow Normal Tow ........................................................................................................4-39
4-15. Alongside Tow Quick Extraction .................................................................................................4-41
4-16A. Transom Tie-Down .....................................................................................................................4-44
4-16B. Trailer Winch ...............................................................................................................................4-45
4-17. Raw Water Drains Stbd Side ......................................................................................................4-60
4-18. Raw Water Drains Port Side .......................................................................................................4-60
4-19. Transmission Oil Cooler Drains ..................................................................................................4-63
4-20. Bimini Top in Stow Position ........................................................................................................4-69
4-21. Anchor Light In Stow Position .....................................................................................................4-69
4-22. Mid-Ship Tie Down Strap ............................................................................................................4-70
4-23. Mid-Ship and Aft Collars in Stow Position ..................................................................................4-71
4-24. Windscreen Hardware ................................................................................................................4-72
4-25. Windscreen in Stow Position ......................................................................................................4-73
4-26. Seats, Handrails, and Set Support Brackets ..............................................................................4-73
4-27. Lift Configuration .........................................................................................................................4-76
4-28. Quick Release on Trailer Winch Cable.......................................................................................4-78
4-29. Safety Chains from Trailer to Forklift ..........................................................................................4-79
4-30. Towline Attachment Points on Tow Craft....................................................................................4-82
4-31. Capsized SURC Rigged To Be Righted By Two SURCs ...........................................................4-82
4-32. Capsized SURC From Below Water...........................................................................................4-83
4-33. Cross-Sectional View of Towline Attachments ...........................................................................4-83
4-34. Cross-Sectional View of Rigged Hull in 120° Position................................................................4-84
4-35. Capsized SURC at 45° from Upright ..........................................................................................4-84
4-36. Alternate Rigging to Increase Righting Arm................................................................................4-85
4-37. Three Tow Craft Righting Configuration .....................................................................................4-86
4-39. Arm/Safe Cutout Switches ..........................................................................................................4-89
FO-1 SURC Hull Profile ...................................................................................................................... FP-1

FO-2 SURC Electrical Diagram........................................................................................................... FP-5
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FO-3 SURC Hoisting Diagram .......................................................................................................... FP-11
FO-4 SURC Cooling System Schematic ............................................................................................ FP-13
FO-5 SURC Fuel System Diagram ..................................................................................................... FP-15
FO-6 SURC C-130 Load Clearances ................................................................................................. FP-23
FO-7 SURC Communication and Navigation System Interconnect Diagram..................................... FP-35
FO-8 SURC Smoke Obscurant System Interconnect Diagram .......................................................... FP-49
FO-9 SURC Smoke Obscurant System Control Panel Assembly ...................................................... FP-57
FO-10 SURC Smoke Obscurant System Port Safety Cutout Switch Assembly................................. FP-67
FO-11 SURC Smoke Obscurant System Stbd Safety Cutout Switch Assembly ................................ FP-77
LIST OF TABLES
2-1. SURC Specifications..................................................................................................................... 2-3

2-2. Equipment Locations .................................................................................................................... 2-5
2-3. Outfitting Material ........................................................................................................................2-14
3-1. Short Term Dry Run Procedures ................................................................................................. 3-8

3-2. Extended Engine Dry Run Procedures ........................................................................................ 3-9
3-3. SURC Paint Color ......................................................................................................................3-15
3-4. Fuel Flow Path ............................................................................................................................3-24
3-5. Power Panel Circuit Breakers .....................................................................................................3-32
3-6. Color Combinations ....................................................................................................................3-49
3-7. MERDC Color Names.................................................................................................................3-50
4-1. Starboard Console Controls and Indicators................................................................................4-11

4-2. Engine Instrument Panel.............................................................................................................4-13
4-3. Console Switch Panel ................................................................................................................4-15
4-5. Battery Switch Panel ...................................................................................................................4-19
4-6. House Battery .............................................................................................................................4-21
4-7. FLOCS Pump..............................................................................................................................4-23
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TABLE
OF
CONTENTS
Volume 1 Operation
THIS PAGE INTENTIONALLY

LEFT BLANK
x Change 4
Chapter 1
Introduction
Overview
Introduction This manual contains specific information necessary for the safe and
efficient operation of the Small Unit Riverine Craft (SURC). It defines
operational capabilities, systems descriptions, operating procedures,
emergency procedures, and repair procedures. In addition, it shows or
describes the fittings, manufacturers provided outfit list, and physical
characteristics of the boat
In this chapter This chapter contains the following sections:
Section Topic See Page

A Warnings, Cautions, and Notes 1-2
B Changes 1-7
C Action 1-8
Change 4 1-1
Chapter 1
Introduction
Section A. Warnings, Cautions, And Notes

General Safety The following general safety precautions are not related to any
Precautions specific procedure and therefore do not appear elsewhere in this
publication. These are recommended precautions that personnel
must understand; and be able to apply at the appropriate times.
These precautions will be applicable during many phases of
operation and maintenance of the Small Unit Riverine Craft (SURC).
Resuscitation Personnel should be familiar with modern methods of resuscitation.

Such information may be obtained from local medical facilities or fire
and rescue departments.
Solvents and Fuels Use only in a well ventilated space. To prevent exposure through
skin contact and ingestion, wear disposable gloves when handling
solvents or fuels. Wash skin after contact and before eating, smoking,
or leaving workplace.
Compressed Air Personnel using compressed air while cleaning or drying equipment
shall be extremely careful to avoid blowing dirt or cleaning solvent
toward themselves or other personnel. Blown dirt or solvent can
cause serious eye injury or blindness. Use low pressure,
compressed air, at 15 psi or less whenever practical.
Electrical Connectors Do not blow dry electrical connectors with compressed air. The
passing of compressed air across the connector can create static
electricity, which could damage sensitive electronic devices and
circuits.
Servicing Of Electrical Never service or adjust electrical equipment or devices alone.

Equipment
WARNINGS Operating or maintenance procedures or techniques that must be

carefully followed to avoid personal injury or loss of life.
CAUTIONS Operating or maintenance procedures that must be carefully followed

to avoid damage to equipment.
NOTES A statement preceding an operating or maintenance procedure step

to emphasize following procedural steps
1-2 Change 4
Chapter 1
Introduction
The following warnings and cautions appear throughout the operator and maintenance manuals, and
are printed here in their entirety for initial information. Paragraph occurrence references are listed in
parenthesis following each warning and caution.
WARNINGS
When operating on JP-5 or JP-8 fuels, the engine compartment blower must be turned on a
minimum of four minutes prior to engine start. Failure to comply may result in ignition of
explosive gases in the engine room, causing serious personal injury and damage to equipment.
(3-2, 3-23, 4-49, 4-67)
Seat restraints must be attached between the seats and deck tie-down fittings to provide
longitudinal and athwartship restraint. Verify all bolts are secure and straps tightened before
operations. Failure to comply may result in serious personal injury and damage to equipment.
(3-34)
Avoid making sharp high-speed turns at high speeds. Due to the reduced amount of wetted
surface (hull in water), sharp high speed turns may result in hooking a chine. This can be
especially hazardous and may result in injury to the crew or damage to the boat. If a sharp turn
is required, slow the engines before turning. (4-3)
Care must be taken to avoid over-acceleration when heading into the wind and up the face of
large waves and swells. This can cause the bow to dig into the oncoming wave or swell and
cause pitch poling. (4-4)
The SURC speed often allows the coxswain to position the boat on the back of an incoming
wave. Take care not to position the boat too high on the back of the wave as this is the part of
the wave that quickly gains speed and plunges as it breaks. If the boat is too high or too fast,
the boat may go over the front of the wave as it breaks. (4-4)
Use the emergency stop feature very carefully. Performing an emergency stop maneuver while
the vessel is moving ahead at high speed will produce a very rapid deceleration. Alert all
personnel onboard prior to performing an emergency stop. Failure to do so may result in
serious injury to personnel. (4-31)
Exercise extreme care when the inspection cover is removed. Water may enter the vessel
through the opening. (4-34)
Do not remove engine coolant tank cap while engine is hot. Injury to personnel and damage to
engine may result. (4-64)
The radar arch is awkward and heavy. Use sufficient personnel to lower the radar arch. Failure
to comply may result in serious injury to personnel and damage to equipment. (4-72)
The windscreen is awkward and heavy. Use sufficient personnel to lift and move the
windscreen. Failure to comply may result in serious injury to personnel and damage to
equipment. (4-72)
Remove any loose gear and debris from SURC and surrounding lift area. FOD can be ingested
into helicopter engines causing severe damage to engines and possible loss of helicopter and
lives of personnel. (4-75)
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Chapter 1
Introduction
During launch and recovery operations on LCAC ensure direct communication is established
between SURC coxswain and LCAC loadmaster. Man/debark SURC at direction of loadmaster.
(4-79)
Do not place any part of the body in front of loaded discharger tubes. When loading smoke
grenades, be sure not to push down on the top of the grenade. The grenade may accidentally
fire, causing serious personnel injury. (4-89)
The engine and transmission weighs over 1100 pounds. The engine shall be handled with
rigging and hoisting equipment that meets manufacturer specifications and is certified to
handle a minimum of 3000 pounds. Failure to comply may result in injury to personnel or
damage to equipment. (6-8, 6-11)
The engine is to be lifted only by engine lifting eyes. Failure to comply may result in injury to
personnel or damage to equipment. (6-8, 6-11)
The bucket is heavy and awkward. Use two persons to move reversing bucket. Injury to
personnel or damage to equipment may occur. (6-16, 6-21)
Keep hands clear of space between jet drive and intake grate during jet installation. Serious
injury may occur. (6-19, 6-23)
Prolonged exposure to diesel fuel can cause skin irritation. Wear protective gloves when
handling fuels. If fuel gets on skin or clothing, wash with soap and water as soon as possible,
and change clothing. (6-43, 6-44, 6-45, 6-51, 6-55, 6-80)
Accumulation of explosive or flammable gases may occur in engine compartment bilges.
Thoroughly evacuate gases from engine compartment and fuel tank compartment prior to using
any flame or heat producing device. Serious injury to personnel and damage to equipment may
result. (6-47, 6-51, 6-54, 6-57, 6-60, 6-63, 6-82)
If additional lighting is required, use only an approved explosion proof light. Failure to comply
may result in ignition of explosive gases, resulting in serious injury to personnel and damage to
equipment. (6-52, 6-54, 6-60, 6-63)
Do not attempt to remove depth transducer with craft in water. Failure to comply may result in
serious damage to equipment and injury to personnel. (6-93)
1-4 Change 4
Chapter 1
Introduction
CAUTIONS
A fuel lubricant additive must be used when running on JP-5 or JP-8 fuels. Failure to comply
may result in damage to engines. (3-2, 3-23)
Do not operate engine without anti-freeze in the engine fresh water cooling system. Freezing
temperatures, interior engine scaling, and rust can cause premature engine failure. (3-6, 4-59)
Do not exceed a 50% anti-freeze to fresh water volume. Cooling efficiency will be degraded.
(3-6, 4-59)
Do not run the water jets with the transmission in the AHEAD or REVERSE positions in non-
water borne environment. Damage to the jets may occur. (3-7, 3-8)
Do not run the engines for more than three minutes without external raw water cooling.
Damage to the engines may occur. (3-8)
Do not paint sacrificial anodes. Anodes must be allowed to corrode to provide intended hull
protection. (3-18)
The FLOCS system should only be used as a lube oil drain system. Using the FLOCS system to
fill engine or transmission may introduce contaminates into the new lube oil. (3-19)
Damage to the collar system is considered a restrictive discrepancy. Start-Up Checks (R-2),
requires a thorough inspection of the collar before each underway evolution. It is critical that
any damage that penetrates the polyurethane coating (skin) be repaired immediately. Failure to
do so may result in further damage to the collar, requiring extensive repair. (3-21, 4-46)
Do not stop engines, or disengage drive to jet unit, when approaching a mooring, or at any time
when control of vessel may be required. (4-26)
Do not attempt to change bucket position with transmission in neutral or reverse. Damage to jet
hydraulic system may result. (4-26)
Running at speed with a partially blocked inlet grill or debris on the impeller will result in
cavitation and damage to the jet unit. (4-33)
Verify that the water line is below the inspection cover level before removing the inspection
cover. (4-33)
Do not run the jets if the vessel has run aground. Damage may occur to the impellers and
stators. (4-34)
Do not exceed the trailer maximum weight rating. Exceeding the maximum rating voids the
manufacturer’s warranty and may lead to premature failure of the trailer, causing damage to the
boat and creating an unsafe towing condition. (4-43, 4-54, 4-56)
Verify boat is tight against bow stop. This will ensure proper loading and weight distribution.
(4-43, 4-54, 4-56, 4-78)
Do not operate jet bucket controls with transmission in neutral or reverse. The jet input
coupling must be turning to develop hydraulic pressure. Damage to bucket hydraulic system
may occur. (4-49, 4-51)
The engine STOP button must be pressed to shut down the engine before setting key switch to
OFF. Turning key switch to the OFF position with engines running will disable the fuel flow
relays and the engines will continue to run. (4-52)
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Chapter 1
Introduction
Verify trailer is level and all wheels are in contact with road bed. (4-56)
When backing or performing tight turning maneuvers with the vehicle, ensure bow of craft is
clear of vehicle. (4-56)
Do not run bilge pumps dry for more than ten seconds. Running pumps dry may damage pump.
(4-64)
Do not immediately start engine after extended lay up period. Damage to engine may result.
(4-67)
Place chaffing gear between ratchet straps and collar sections to prevent chaffing or damage to
collars. (4-70)
Equipment transported via LCAC is subjected to extremely high winds generated by the LCAC
propellers and lift fans. Proper securing of equipment is paramount to avoid damage to LCAC
propellers and lift fans. (4-77)
Drive shaft is heavy. Mishandling of drive shaft may result in serious damage to drive shaft
balance, requiring manufacturer repair. (6-8)
Do not disturb the setting of the motor mount jam nuts. Failure to comply may result in drive
misalignment and damage to equipment. (6-9, 6-11)
Do not disconnect craft from trailer until all run and leak tests are complete. (6-13)
Do not allow the bucket to drop onto tail pipe. Damage to the bucket or tailpipe may occur. (6-
16, 6-21, 6-25)
Do not pinch jet drive hydraulic hoses between mounting studs and jet drive. Damage to the
hoses could cause hydraulic leaks. (6-19, 6-23)
Do not gouge the machined surface of the transition duct. The jet and transition ducts are
machined surfaces. Damage to the surface may cause leaks between the jet and transition
duct. (6-22)
Do not use air driven or electrically driven tools to install or tighten collar bolts. Damage to
collar bolt brackets may occur if the bolts are over-tightened. (6-30)
Do not overheat valve. The interior nylon seal may be damaged, resulting in valve leaks. (6-57)
Do not pull on wiring when disconnecting ground wire and power connector. Failure to comply
may result in damage to wiring. (6-63)
Do not kink compression clamp during removal or installation. Damage to the clamp will result.
(6-77, 6-78)
Do not re-use compression clamps if there is any wear, thread damage, kinking, or cracking.
Extensive damage to engine components and craft may result. (6-78)
The ST 60 display unit is secured to the underside of the console with plastic nuts. Install or
remove nuts by hand. Failure to comply may result in damage to the nuts. (6-91, 6-92)
Do not attempt to shorten or extend depth transducer cable. The cable and transducer is a
calibrated unit. Failure to comply may result in depth errors. (6-93)
Do not get any sealant on face of depth transducer. Failure to comply may result in degraded
operation of depth transducer. (6-95)
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Chapter 1
Introduction
Section B. Changes
B.1. General This Operators Handbook was produced by Safe Boats Intl. for the safe
use and operation of SURC. This Operators Handbook and the content are
based on maintenance and operational experience of Safe Boats Intl. All
recommended changes/corrections are to be submitted to Raytheon
Integrated Defense Systems and Marine Corps Systems Command. This
manual should be used in conjunction with other applicable United States
Marine Corps publications pertaining to small craft operations in a riverine
environment.
Submit recommendations for corrections or changes to:

Commander, Marine Corps Systems Command
Infantry Weapons Systems
Quantico, VA 22134-6050.
Raytheon Integrated Defense Systems
1050 NE Hostmark St.
Poulsbo, Wa. 98370
Change 4 1-7
Chapter 1
Introduction
Section C. Action
C.1. General Operating and supervisory commands and boat crews will utilize this
manual as a tool to safely operate, transport and maintain the SURC
1-8 Change 4
Chapter 2
Boat Characteristics
Overview
Introduction This chapter describes SURC features.
Note All illustrations in this manual are for familiarization only. The location of
machinery and equipment in the illustrations may not accurately reflect
proper placement and installation. Refer to the appropriate blueprint,
technical drawing, manufacturer, or technical publication for proper
placement.
Section Topic See Page
A General Description 2-2
B Compartments 2-8
C Equipment Configuration 2-9
D Main Deck Equipment 2-11
Change 4 2-1
Chapter 2
Section A. General Description

A.1. Missions The SURC provides USMC forces with a small craft designed to provide
the tactical waterborne lift for the conduct of conventional Military
Operations in a Riverine Environment (MORE). The primary mission of
the SURC is to provide tactical mobility and a personnel transport
platform for the Ground Combat Element (GCE) of a Marine Air Ground
Task Force (MAGTF) in a riverine environment. The primary functions of
the SURC are troop transport, troop insertion/extraction, and participation
in convoy operations. As the Marine Corps’ principle tactical riverine
craft, the SURC will also provide a waterborne platform to support the
following secondary functions: company or battalion level command and
control; reconnaissance; logistics/resupply, and medevac.
A.2. Specifications Table 2-1 provides a list of the SURC specifications.
2-2 Change 4
Chapter 2
Table 2-1. SURC Specifications
Item Specification
Length Overall (LOA) w/transom platform 39 ft. 6 in.
Beam 10 ft. 2 in.
Height Keel to Console 6 ft. 10 in.

Keel to top of Radar antenna 11 ft. 9 in.
Keel to top of VHF antenna 15 Ft. 5 in.
Keel to top of SINCGARS antennas 17 ft. 5 in.
Displacement (Empty) 14,000 lbs (no weapons, fuel, or payload)
Displacement (Combat Load) Approximately 22,500 lbs.
Capacity Crew: 2
Troops: 16
Weight allowance: 285 lbs./person
Nominal allowance for weapons and ammunition.
Propulsion Twin Yanmar 6LY2A-STP 440 BHP @ 3300 RPM

Twin Hamilton HJ292 Waterjet (15.5 KW impeller)
Twin ZF Marine ZF 280-1 Transmission (1.214 : 1)
Fuel 300 Gallons #2 Marine Diesel, JP-5, or JP-8
Speed Cruise: 37 kts. (light) 35 kts. (combat load)
Sprint: 41 kts. (light) 38 kts. (combat load)
Acceleration Zero to 25 kts < 15 sec.
Turning Rate 180° in two boat lengths
Draft 24 in. static
Range 275 nm
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Chapter 2
Table 2-1. SURC Specifications (Cont.)
Item Specification
Operating Environment Air temperature: 20° - 125° F in fresh, salt, or brackish water.
Water temperature: 33° - 95° F
Fully operational in sea state SS2+
Able to maintain headway in sea state SS3
Hull Construction Aluminum 5086 (1/4 in bottom plate) full length beaching plates.
Solid cell polyethylene foam collar provides stability, redundant
buoyancy, and small arms ballistic protection.
Weapons/Countermeasures Two Light Machine Gun (LMG) mounts. . (Forward foundations

HMG capable).
One forward starboard side

One forward port side
One Heavy Machine Gun (HMG) mount.
One aft on centerline.
Four M257 smoke dischargers.
Two aft starboard side
Two aft port side
Transportability Surface ship, LCAC, LCU, LSD, LPD, LHA, LHD
Trailerable over Improved roadbeds
Fixed wing (Internal): C-5, C-17, C-130, C-141
Rotary wing: CH-53 External
Ballistic Protection Fuel tank and propulsion system protected against mobility kill
by small arms fire.
Navigation Raymarine RAY53 Marine Band VHF Radio

Raymarine ST60 Depth Sounder
Raymarine SL72 LCD X-Band Radar
Ritchie Magnetic Compass
Integrated AN/PSN 11 PLGR
Communications SINCGARS VHF Tactical Communications
AN/VIC-3 Interior Communications (3 stations)
Electrical 24 Vdc, ungrounded
12 Vdc, ungrounded
I/R lighting 24 Vdc, Remote controlled
2-4 Change 4
Chapter 2
Table 2-2 Equipment Locations
Description Location
Aft Tow Bitt/Gun Mount Aft deck on swim step
Depth sounder transducer Centerline between engines
Storage Lockers Anchor locker. Bow door lockers port and starboard.
Main deck outboard of cabin port and starboard
Hull Identification Number On plate centerline aft of engine compartment
Anode Plate Mounted on transom center line air-box below waterline
Trailer Eye Mounted in stem, centerline below the collar
Trailer Tie Downs Port and starboard on transom
Lift Points/Mooring Fittings Two middle of forward troop compartment; (port and
starboard)
Two aft of engine compartment; (port and starboard)
SINCGARS Radios Console storage locker
VHF Radio Console
Radar Display Console
Radar Antenna Radar arch
SINCGARS Antennas Radar arch
VHF Antenna Radar arch
Lightning Rod Radar arch
Depth Sounder Display: Console

Transducer: Hull Mount Between Engines
Compass Wind Screen Stbd Side
Power Distribution Panel Console storage locker port side
Bilge Pumps Engine compartment between jet drives

Engine compartment between engines
Fuel tank compartment
Bow storage compartment
Change 4 2-5
Chapter 2
I/R light
2-6 Change 4
Chapter 2
Change 4 2-7
Chapter 2
Section B. Compartments
Refer to figures 2-1A & B and FO-1 unless otherwise directed.
B.1. Hull The boat’s hull is made of 5086 marine aluminum. The hull’s design is a
monohull, moderate-vee planing hull form with a pointed bow and flat
transom.
B.2. Anchor/Deck The anchor and deck tackle storage locker (zone D2, figure FO-1) is
Storage located in the forward most deck compartment between the two weapons
mounts. Access to the locker is through the deck hatch between the
weapons mounts. One of the four bilge pumps is located in the anchor
locker at the aft bulkhead.
B.3. Bow Storage Two storage lockers (zone D1, figure FO-1) are located outboard of the
Lockers bow door port and starboard. The lockers house the bow door rams and
provide space for additional ammunition storage. Access to the lockers is
through hinged doors on the aft side of the lockers.
B.4. Void A sealed foam filled void (zone B3, figure FO-1) is located between the
anchor/deck storage compartment and the fuel tank compartment. The
foam also adds additional craft buoyancy.
B.5. Outboard Two deck storage lockers (zone C4, figure FO-1) are located outboard of
Storage Lockers the console on the port and starboard sides. Access to the storage
lockers is by two hinged deck hatches.
B.6. Console Storage The console storage locker (zone B5, figure FO-1) is accessed through
Locker two weather tight doors on the console forward bulkhead, and through the
console port side. The locker houses the two SINCGARS radios,
SINCGARS 24/24 Vdc converter, 24/12 Vdc converter, a switched NATO
slave cable power connector, and the electrical power distribution panel.
The console storage locker also has bulkhead mounted storage bags to
store the radar display, VHF radio, and radio antennas during long term
storage or aircraft transport.
B.7. Fuel Tank The fuel tank compartment (zone B5, figure FO-1) houses the 300 gallon
fuel tank, fuel tank shut off valves, and bilge pump. Access is through the
deck hatch located in the cockpit between the engine intake air boxes.
B.8. Engine The engine compartment (zone B6, figure FO-1) houses the engines,
Compartment transmissions, jet drives, raw water cooling system, batteries, and fuel
filters. Access to the engine compartment is through two hull-width swing
open hatches located over the engines, and two deck hatches located
over the jet drives.
B.9. Engine Air Intake Engine air intake boxes are located behind the seat bolsters (zone B6,
Boxes figure FO-1), port and starboard. The air intake grates are located on the
aft side of the seat bolsters.
B.10. Cockpit The cockpit (zone B5, figure FO-1) is an open cockpit configuration with a
Structure detachable windscreen. The windscreen is removed and stowed in the aft
troop seating area for internal aircraft transport.
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Chapter 2
B.11. Cockpit Deck The cockpit deck is covered by removable shock mitigating boat decking
Matting panels. Composition of the panels is thermoplastic urethane. The top
surface of the panels is of cast urethane non-skid The panels are of a
honeycomb construction 1.25 inches thick. The honeycomb design aids in
preventing user fatigue associated with high speed boat operations in
rough water. The panels have water drain off channels built into the design
to prevent standing water in the deck.
B.12. Radar Arch The radar arch is a rear hinged fold down design which folds down for
transport. Running lights are mounted on the outboard sides of the radar
arch with the anchor light mounted on the mast. The radar antenna,
SINCGARS antennas, marine band VHF antenna, lightning rod, and horn
are all mounted on the top of the arch. Antenna and power interface
cables are routed inside the radar arch to the console.
Change 4 2-9
Chapter 2
Section C. Equipment Configuration

C.1. Engine/Throttle Throttle and transmission controls (7, 8, figure 4-1) are mounted on a
Controls pod on the starboard side. Jet drive bucket controls (11, figure 4-1) are
located on the console to the left of the helm. Engine start/stop
switches are located on the engine instrument panel (3, figure 4-1).
The emergency fuel cut-offs (15, figure 4-1), and safety lanyards (14,
figure 4-1) are located on the vertical console face.
C.2. Depth Sensor A Raymarine ST60 depth sensor display (5, figure 4-1) is mounted on
the console to the right of the helm. The depth display is also
integrated into the radar display through a SeaTalk data interface cable.
The depth transducer is hull mounted in the engine compartment
between the engines.
C.3. Radar A Raymarine SL72 monochrome radar display (1, figure 4-1) is bracket
mounted on the console to the left of the helm. During long term
storage or aircraft transport, the radar display is removed from the
mounting bracket and stored in the cabin storage locker. The radar
antenna is mounted on the radar arch. Console mounted watertight
connectors provide electrical interface between the power distribution
panel, radar antenna, and radar display.
C.4. Communications. A Raymarine Ray 53 marine band 25 watt VHF radio equipped with
Digital Selective Calling (DSC) is mounted on the port side of the
console under the wind screen. Two SINCGARS VHF military radios
are mounted in the console storage locker. The SINCGARS radio
controls are accessed behind a drop down panel in the lower console
face.
C.5. Interior Interior communications are provided by the AN/VIC-3 Interior

Communications Communications Set. The SURC VIC-3 installation consists of a
Master Control Station (MCS) located on the cockpit port bulkhead and
three Full Function Crew Stations (FFCS), two at the navigation station,
and one at the coxswain’s station. A switch box provides connection to
either the forward or aft weapons stations. The VIC-3 interfaces with
the SINCGARS radio for external communications via radio. The
marine band VHF radio and engine alarms are also monitored through
the VIC-3.
C.6. Batteries The batteries installed on the SURC consist of four sealed 12 Vdc 55
A/H deep discharge marine batteries mounted in two enclosures (zone
C2, figure FO-2, sheet 1). The batteries are connected as two series
battery sets to provide a dual output 24 volt system. One battery set
provides 24 Vdc is for boat electrical service (house battery). The
second battery set is the engine start battery set. The batteries are
mounted in the engine compartment forward of the engines and are
vented to the exterior by natural engine compartment ventilation. All
battery charging current is provided by the engine alternators. No
additional battery charger is included.
C.7. Electrical Each Yanmar diesel engine alternator delivers 24 Vdc 65 Amps to the
System batteries. Each engine’s electrical system is independent. Both
2-10 Change 4
Chapter 2
alternators are connected through battery isolators to enable each
alternator to charge both battery banks without creating a current drain
between batteries. In the event that one battery bank cannot deliver
enough starting current for engine start up, the battery banks can be
cross connected by use of the interconnect switch (8, figure 4-3) located
on the console switch panel. The SURC electrical system consists of
four separate power distribution systems. Three 24 Vdc and one 12
Vdc. Refer to Chapter 3, Section G for individual circuit descriptions.
C.8. Power The power distribution panel is located on the port side inside the
Distribution Panel console storage locker. The panel receives 12 and 24-Vdc from the
main circuit breakers located on the battery switch panel (3, 4, 5, figure
4-5). All boat electrical system components, (radar, radio, pumps, etc)
are protected by an individual breaker/switch. Power for the ignition
switch and fuel gauge fuses is fed from the instrument lights circuit
breaker on the power distribution panel. Each circuit breaker is labeled
to indicate circuit identification and name of the circuit being protected.
The maximum capacity of each breaker is labeled on the back of each
breaker. All wiring is marked to identify its function in the electrical
system. As an additional protection, the engine instrument panel
lighting, and the fuel gauge (4, figure 4-1), are both individually
protected by in-line 3A fuses located on the underneath back side of the
instrument panel.
C.9. Electrical A two wire insulated return (ungrounded) system is used. All grounds
Grounding from electronic equipment are run back to the battery and not grounded
to the hull.
C.10. I/R Lighting The I/R Light is used with night vision goggles and to assist the Marines
to see at night. The system is a 24 volt system and the light is installed
on the starboard side near the bow door. The light will rotate 90
degrees to the right or left. The control box is located under the dash
panel at the coxswain station. The control box has two control settings,
one for high and the other to adjust the light. The light receives its
power from the breaker panel. The breaker is located in the 24 VDC
accessories panel. The system uses one of the spare 10A breakers.
Change 4 2-11
Chapter 2
Section D. Main Deck Equipment

D.1. Tow Eye An aluminum bow eye for towing and trailer winching is welded through the stem
above the waterline.
D.2. Tow Bitt A single tow bitt fitted with stainless steel cross pins is located aft on centerline below
the weapons mount. The tow bitt is designed to tow another water-borne craft and is
not rated to pull another hard grounded craft from the beach.
D.3. Stern Eyes Two aluminum stern eyes are located port and starboard on the transom below the
waterline for securing the SURC to the trailer.
D.4. Lifting
The SURC is fitted with four lifting points for vertical lift operations. Two are located
Points
port and starboard in the middle of the troop compartment, and two are located port
and starboard aft of the engine compartment. Each lift point complies with MIL-STD
209J and NSTM 583 lifting requirements. The lift points are also used as mooring
fittings and securing fittings for alongside tow operations.
D.5. Forward
A single horizontal handrail runs around the forward storage compartment below the
Hand Rails
wind screen. Additional handholds are mounted aft of the cockpit on either side of the
radar arch and on the engine air intake boxes. A single handrail is mounted on the
upper surface of the bow door.
D.6. Aft Hand

The aft deck hand rail wraps around the aft deck (zone B8, figure FO-1). Arm/Safe
Rail
switches for the M257 Dischargers are located inboard of the hand rail as well as
electrical access connections for the M257 Dischargers. Ammunition storage box
brackets are mounted to the deck inboard of the hand rail.
D.7. Nonskid All deck and gunwale surfaces are nonskid coated.
D.8. Navigation Port and starboard running lights are mounted on the outboard sides of the radar
Lights arch. A white anchor light is mounted on a swing down mast on the radar arch. All
lights are disabled by a console mounted blackout switch (13, figure 4-1), during
blackout operations.
D.9. Bow Door

The bow door is operated by two electrically driven screw jacks, which can be
operated by either a switch (12, figure 4-3) on the console switch panel, or by a
switch located in the port bow door compartment (1, figure 3-14A).
D.10. Deck Tie Thirty-three tie-down points are located in the forward troop compartment (figure 2-2).
Downs Eighteen on the inboard port and starboard bulkheads, thirteen in the deck, and two
outboard of the bow door. In a troop seating configuration, the troop seats are
secured to the tie-downs by ratchet straps. With the seats removed, the tie-downs act
as tie-down points for cargo straps. The aft deck has an additional ten deck mounted
tie-downs. Tension loading on the tie-down rings is rated at 400 pounds (vertical).
D.10. Outfitting Each SURC is outfitted with the accessory items listed in Table 2-3.
2-12 Change 4
Chapter 2
Figure 2-2. Tie-down Rings
Change 4 2-13
Chapter 2
Table 2-3. Outfitting Material
Item No. Description Quantity

1. Fire Extinguisher, Dry Chemical, 2 ½ lb. 1
2. Fire Extinguisher, Halotron, 11 lb. 1

3. Fire Extinguisher, CO2, 5 lb. 1
4. Boat Hook, 8 ft. 1
5. Danforth Anchor, 22 lb. 1

6. Anchor Chain 1
7. Anchor Line, ½” x 200 ft. 1
8. Anchor Line Bag 1
9. Mooring Line, Nylon 5/8 in. x 25 ft. 3
10. Mooring Line Bag 2
11. Braided Nylon Line, 5/8 in. x 50 ft. 1
12. Tow Pendant, Weak Link, 8 ft. 1
13. Tow Line Bag 1
14. Shackle, 7/8 inch, Screw Pin 1
15. Shackle, 7/8 inch, Anchor Safety Bolt 8
16. Trailer Tie Down Strap 5
17. Bow Door Cable 1
18. Special Tools Kit 1
19. Emergency Flare Kit 1
20. Safety Lanyard 2
21. Flashlight 1
22. Medical Kit 1
23. Manual Bilge Pump 1
24. Boat Box 1
25. Boat Manuals Set
2-14 Change 4
Chapter 2
Table 2-3. Outfitting Material (cont.)
Item No. Description Quantity

26. Mk 93 Weapons Mount GFE
27. Mk 16 weapons Mount GFE
28. Gunner’s Belt GFE
29. Impeller Puller (Jet Maintenance) 1
30. 50 mm Socket (Jet Maintenance) 1
31. Spanner Wrench (Jet Maintenance) 1
32. Flange Puller (Jet Maintenance) 1
33. Ratchet Strap 18
34. Grab Line 3
35. Fender 2
36. Instrument Panel NVIS Filter 2

37. Radar Display NVIS Filter 1
38. Troop Seat 6
39. Crew Seat 2
40. Bimini Top 1
41. Bimini Top Cinch Strap 2
42. Troop Cover 1
43. Cockpit Cover 1

44. Electrical Access Cover 1
45. FLOCS Hose 1
46. Bow Door Cable 1

47. Storage Locker Stowage Bag Set
48. Dry Run Hose Fittings 2
49. Lightning Rod 1

50. Lightning Rod Stowage Bag 1
Change 4 2-15
Chapter 2
2-16 Change 4
Chapter 3
Boat Systems
Overview
Introduction This chapter discusses SURC systems mechanical, electrical, and manual
operating systems. It describes basic characteristics and provides information to
allow the boat’s crew to operate effectively.
Section Topic Page

A. Engines 3-2
B. Transmissions 3-3
C. Jet Drives 3-4
D. Cooling 3-6
E. Exhaust 3-12
F. Hull System 3-14
G. Hull Drain System 3-16
H. Cathodic Protection 3-18
I. Fast Lube Oil Change System 3-19
J. Collar System 3-21
K. Steering System 3-22
L. Fuel System 3-23
M. Navigation/Communications 3-26
N. Night Vision Imaging System 3-28
O. Electrical System 3-29
P. Seating System 3-33
Q. Bow Door 3-38
R. Countermeasures System 3-42
S. Trailer System 3-43
T. Weapons Mounts 3-45
U. SURC Camouflage Patterns 3-48
Change 4 3-1
Chapter 3
Boat Systems
Section A. Engines
A.1. General The main component of the propulsion system are the two Yanmar 6LY2A-STP
diesel engines.
A.2. Engines WARNING
When operating on JP-5 or JP-8 fuels, the engine

compartment blower must be turned on a minimum of four
minutes prior to engine start. Failure to comply may
result in ignition of explosive gases in the engine room,
causing serious personal injury and damage to
equipment.
CAUTION
A fuel lubricant additive must be used when running on
JP-5 or JP-8 fuels. Failure to comply may result in
damage to engines.
The SURC is powered by two Yanmar 6LY2A-STP diesel engines. The engines are
multi-fuel engines and can run on #2 Marine Diesel, JP-5, or JP-8. A fuel additive is
required when running on JP-5, or JP-8 fuels
A.3. Elapsed There are two separate elapsed time indicators associated with each engine. The
Time Indicators elapsed time indicator (5, figure 4-2) located in each engine instrument panel, is
used to determine craft total hours of operation. The elapsed time indicator (4,
figure 6-1G) located below the alternator on each engine, is used to determine that
engine’s operating hours.
A.4. Lubricating Engine lube oil capacity, including oil filter, is 21 quarts (20 liters) of SAE 15W40 oil.
Oil Refer to Yanmar 6LY2A-STP Operations Manual for low temperature or high
temperature applications.
A.5. Fuel When running of JP-5 or JP-8, a fuel lubrication additive (Raycor Parker Diesel
Additive Conditioner Plus ADT1116), must be added to the fuel at the following ratio:
JP-5 1 Pint per 300 Gal
During periods of long term storage, to prevent algae buildup, a biocide additive
(Raycor Parker Diesel Biocide, ADT2116), is added to the fuel at the following ratio:
Diesel 4 Ounces per 300 Gal
3-2 Change 4
Chapter 3
Boat Systems
Section B. Transmissions
B.1. General The transmissions (figure 3-1) in SURC are ZF Marine Model ZF 280A (1.214 : 1). Shift
control for the transmissions is by helm mounted mechanical push/pull control cables.
Shift selection for the transmissions is forward, neutral, and reverse. In the SURC
application, with jet drive, no boat movement in reverse is obtained with the
transmission in reverse. The reverse gear is used to back flush the jets in the event of
blockage in the intake grates. The neutral position must be selected before attempting
to start the engines. A lock-out switch will prevent engine start-up with the transmission
gear selector in the forward or reverse position.
B.2. Transmission lube oil capacity is 4.25 quarts. (4 liters) of SAE 30W oil. Refer to ZF
Lubricating Marine Operations Manual for low temperature or high temperature applications.
Oil
Figure 3-1. ZF Transmission
Change 4 3-3
Chapter 3
Boat Systems
Section C. Jet Drives

C.1. General SURC thrust is provided by two Hamilton HJ 292 water jets (figure 3-2). The water jets
provide a highly efficient single stage thrust vectored final propulsion. The water jet
consists of a totally integrated package which includes steering, reverse mechanisms,
and a jet mounted hydraulic control system.
Figure 3-2. Jet Drive
C.2. Pump Water is drawn into the water jet through an intake screen at the base of the intake,
which is mounted flush with the hull bottom. The pumping unit discharges water at high
velocity through the steering nozzle. Helm commands direct the jet stream for forward,
port, or starboard steering. A hydraulically actuated split-duct reverse deflector directs
the jet stream back underneath the hull to provide stern thrust. Forward and reverse
thrust may be selected by varying the position of the reverse duct. The jet drive also
allows the vessel to have the minimum possible draft, with no protruding underwater
appendages. This enables operation in shallow waters and in water with floating debris
that may foul or damage a typical propeller driven vessel. It also provides an increased
safety margin for personnel working in the water near the vessel.
C.3. The steering assembly is attached to the rear of the tailpipe. It consists of a steering
Steering housing, and steering nozzle which incorporates the nozzle described above. The
steering nozzle is mounted inside the steering housing on vertical pivot pins and is
rotated to port or starboard by linkages attached to an inboard steering cylinder.
3-4 Change 4
Chapter 3
Boat Systems
C.4. The reverse duct (referred to in this manual as the bucket) is attached by horizontal pivot
Reverse pins to the tailpipe and can be positioned up or down by the inboard reverse cylinder. The
Duct/Bucket ahead/astern function of the reverse duct is an integral part of the jet drive. The split
deflector type reverse duct is designed to provide maximum stern thrust under all
conditions of vessel speed, water depth and throttle setting. A splitter is incorporated to
divide the flow and angle the stern jet stream downwards and to the side, to clear the
vessel transom and intake opening. This prevents recycling of flow through the jet unit
(which may be aerated or contain sediment) and also excessive disturbance of the
bottom of the waterway. The result is very high reverse efficiency that contributes to the
excellent maneuverability of the craft. The reverse duct is operated by a hydraulic
cylinder driven by a dedicated hydraulic system (Saginaw pump)mounted on the jet. The
hydraulic pump will only operate when the engine/transmission has forward thrust
engaged.
C.5. The transom seal serves to seal the opening in the vessel transom through which the
Transom water jet passes. It is bolted to the vessel transom and incorporates an o-ring which
Seal contacts and seals around the intake.
C.6. HPU Automatic transmission fluid such as Dextron III. Refer to Hamilton Jet HJ 292
Pump Fluid Installation and Operation Manual Paragraph 16.7.
C.7. Main Use high pressure grease such as Chevron Dura-Lith EP rated grease every 100 hours
Bearing of operation. Refer to Drawing HJ292 01 000 in Hamilton Jet HJ 292 Installation and
Operation Manual for grease fitting location.
Change 4 3-5
Chapter 3
Boat Systems
Section D. Cooling
D.1. General Propulsion cooling is provided by dual system cooling. A closed loop anti-freeze/
fresh water system through the engine, and a raw water system from an external
raw water source.
CAUTION
Do not operate engine without anti-freeze in the engine
fresh water cooling system. Freezing temperatures, interior
engine scaling, and rust can cause premature engine failure
CAUTION
Do not exceed a 50% anti-freeze to fresh water volume.
Cooling efficiency will be degraded.
D.2. Engine The closed loop fresh water cooling system circulates water from the fresh water
Cooling tank, to the engine water pump, engine block, cylinder head, through the
thermostat, heat exchanger, turbocharger, and returned to the engine block. The
fresh water cooling system expansion tank (mounted on engine compartment
forward bulkhead) is piped into the fresh water tank. Cooling water capacity
(including expansion tank) is 21.5 liters (22.6 quarts). For most operating
environments, a 50/50 mix of anti-freeze to fresh water is recommended. Cooling
system performance is degraded if anti-freeze to water volume exceeds 50%.
D.3. Raw Water Refer to figure 3-4. The raw water cooling system is a self cleaning system. Debris
Cooling in the raw water cooling system flows directly past the engine intake side of the raw
water strainer and is expelled out through the hull drain.
The primary path of the raw water cooling is from the water jet, through a transom
ball valve (V-1), to the thru-flow strainer. The engine driven raw water pump then
pumps raw water through the engine raw water cooling system and is expelled
through the turbo wet exhaust and out through the muffler. Raw water that exceeds
the pump capacity, (which would be encountered when operating the water jets at
high RPM), will flow through the ball valve and be expelled out through the hull
drain.
With the transmission in the neutral or reverse position, no raw water is supplied
from the jet drives. In neutral or reverse, the engine driven raw water pump draws
raw water up through the hull drain, through the raw water strainer, and through the
engine raw water cooling system.
A vacuum sensor is installed between the strainer and the engine mounted raw
water pump to monitor raw water pump suction. The sensor vacuum line is then
connected to a console mounted vacuum gauge (6, figure 4-1). If the vacuum rises
above 5 lb/Hg (mercury), the craft should be maneuvered into deeper water and
engine RPM increased to flush out any debris that may be restricting raw water flow
through the strainer. Once the raw water cooling system is flushed, vacuum should
return to zero.
3-6 Change 4
Chapter 3
Boat Systems
D.4. Run Dry The SURC engines are capable of run dry operations for three minutes without
Procedures external raw water cooling. Refer to table 3-1 for dry run procedures without
external raw water cooling. During run dry operations without external cooling
water, engine cooling is provided by the engine closed loop fresh water cooling
system. The water jets are cooled by the water drawn through the jets, and are not
to be engaged unless the boat is in a water borne environment.
CAUTION
Do not run the water jets with the transmission in the

AHEAD or REVERSE positions in a non-water borne
environment. Damage to the jets may occur.
For extended non-water borne engine testing, engine raw water cooling is provided
by an external cooling water hose inserted into the raw water cooling hose between
the raw water strainer housing and the engine raw water cooling pump. Refer to
table 3-2 for dry run procedures with external raw water cooling. Introduction of dish
washing liquid into the hose fitting prior to, and at the conclusion of, engine testing
will provide additional lubrication to the engine raw water cooling pump impeller.
During SURC launch operations, when the engines are started prior to water entry,
the dish washing liquid will lubricate the raw water cooling pump impeller in the
absence of raw water cooling.
Change 4 3-7
Chapter 3
Boat Systems
Table 3-1. Short Term Dry Run Procedures
Step Action
NOTE: Each engine will require the water/soap solution for dry run
operation.
1. Loosen three knurled clamp nuts (1, figure 3-3)) securing strainer cover
(2, figure 3-3) to body (3, figure 3-3) and swing securing clamps clear of
cover.
2. Move cover clear of strainer body. Secure cover out of the way.
3. Remove strainer element from strainer body.
4. Insert a long neck funnel into raw water line (4, figure 3-3) going toward
engine, with end of funnel past the dry run fitting.
5. Mix one gallon of water and one cup of dishwashing liquid and pour into
funnel. Remove funnel.
6. Inspect Strainer body o-ring and verify it is seated in strainer body o-ring
seat.
7. Re-install strainer in strainer body, insuring the strainer is seated in the

bottom of the strainer body. Secure strainer cover in place with three
knurled clamp nuts.
CAUTION
Do not run the engines for more than three

minutes without external raw water cooling.
Damage to the engines may occur.
CAUTION
Do not run the water jets with the transmission

in the AHEAD or REVERSE positions in a non-
water borne environment. Damage to the jets
may occur.
8. Verify transmission is in the NEUTRAL position and start engine.
9. Shut engines down after a maximum three minutes of running time.
3-8 Change 4
Chapter 3
Boat Systems
Table 3-2. Extended Engine Dry Run Procedures
Step Action
NOTE: Each engine will require a water source for dry land operation.
1. Loosen three knurled clamp nuts (1, figure 3-3)) securing strainer cover (2, figure
3-3) to body (3, figure 3-3) and swing securing clamps clear of cover.
2. Move cover clear of strainer body. Secure cover out of the way.
3. Remove strainer element from strainer body.
4. Insert garden hose 8 to 10 inches into raw water line (4, figure 3-3) going toward
engine.
Figure 3-3. Strainer Assembly
5. Secure garden hose to strainer.
6. Turn on water.
7. Verify transmission is in the NEUTRAL position and start engine.
Change 4 3-9
Chapter 3
Boat Systems
8. After engine has been shut down, turn off external raw water and remove hose
from strainer.
9. Inspect Strainer body o-ring and verify it is seated in strainer body o-ring seat.
10. Re-install strainer in strainer body, insuring the strainer is seated in the bottom of
the strainer body. Secure strainer cover in place with three knurled clamp nuts.
3-10 Change 4
Chapter 3
Boat Systems
After Cooler
Engine oil
Cooler
Change 4 3-11
Chapter 3
Boat Systems
Section E. Exhaust
E.1. The SURC exhaust system is an above the water line through hull system. The exhaust
General exits the engine turbo charger exhaust flange to a high rise exhaust coupling which
prevents back flow of water from the exhaust system into the engine.
E-2. The mufflers used on SURC are custom made aluminum mufflers with six inch inlet and
Mufflers outlet flanges. The eight inch body is baffled for quietness and to prevent water back flow
into the engine. The mufflers are mounted on rubber hangers that angle the mufflers
down toward the transom for water drainage. The mufflers are connected to the transom
exhaust flange by a short section of silicone tubing. An exhaust flapper mounted on the
outside of the transom flange acts to further prevent water back flow into the exhaust
system.
E-3. Exhaust from the turbocharger exhaust coupling (6, figure 3-5A) passes through the dry
Operation elbow (5, figure 3-5A) and into the wet elbow (3, figure 3-5A) where the raw water hose
(4, figure 3-5A) brings in raw water from the engine primary heat exchanger. The exhaust
then enters a flexible tubing section (2, figure 3-5A) connected to the muffler (1, figure 3-
5A). The muffler (1, figure 3-5B) is connected to a second flexible tubing section (2,
figure 3-5B) and is finally exhausted out through the transom exhaust flange (3, figure 3-
5B).
Figure 3-5A. Exhaust System (Forward End)
3-12 Change 4
Chapter 3
Boat Systems
Figure 3-5B. Exhaust System (Aft End)
Change 4 3-13
Chapter 3
Boat Systems
Section F. Hull System

F.1. General The hull’s design is a monohull, moderate-vee planing hull form with a pointed bow
and flat transom. The deadrise is 18° at the transom, and is defined as the angle
between the baseline plane and the hull bottom when measured perpendicular to
the centerline. The hull bottom and side plating is of 1/4” 5086 marine grade
aluminum. The hull decking is 3/16” 5086. The deckhouse is 5/32” 5052 marine
grade aluminum. The SURC has a fixed foam collar to protect the exterior of the
hull and other vessels during alongside work. The hull has sufficient buoyancy and
stability to float upright with the fendering system removed.
F.2. Draft The hull’s deepest draft of 24 inches is at the transom.
F.3. Sound A layer of a 2-part maintenance free polyurethane foam fills the void compartment
Insulation between the anchor locker and the fuel tank compartment. The foam’s main
purpose is to act as a thermal insulator, as well as to provide sound insulation and
buoyancy. The foam is flame retardant and complies with ASTM flame spread
requirements. A sound deadening paint (table 3-3) is applied to the fuel tank
compartment aft bulkhead and to the insides of the engine intake air boxes. Closed
cell polyurethane panels are also affixed to the engine compartment outboard
bulkheads and to the insides of the engine intake air boxes.
F.4. Lifting The hull has three custom lifting strakes on each side of the vee bottom hull to
Strakes improve sea keeping, directional stability, and planing performance.
F.5. Beaching A ¼” 5086 beaching plate is welded to the keel along the forefoot to provide
Plate additional protection to the hull.
F.6. Diagonal Designed to efficiently disperse impact energy. This unique herringbone framing
Stiffeners directs impact energy along its natural course of flow.
F.7. Rig Tubes Four rigging tubes are located directly below the main deck on the port and
starboard sides. Two of the rigging tubes run between stations 5 through 8, (zone
A5, figure FO-1, sheet 1) where they interconnect with the transverse rigging tube.
The other two rig tubes run between stations 5 and 14, (zone A3 through zone A5,
figure FO-1, sheet 1).
F-8. Paint The SURC paint colors and part numbers are as shown in table 3-3. SURC
camouflage patterns are mission/area dependant and are listed by pattern detail
and color in the Section 3.U. SURC Camouflage Patterns in this chapter.
3-14 Change 4
Chapter 3
Boat Systems
Table 3-3. SURC Paint Color
Item Paint Color Manufacturer Part No. Notes

Hull (Bottom) Black NewCoat Sea Speed No primer required
Technology DTM
Collars Olive Drab Skythane 34088 Two Part Paint
1 Gallon Base
1 Pint Activator
Inside Collars Black Base Aquaclad B55 B 700 Mix Ratio:
40% Black Base
Flattener Dupont 4531S
60% Flattener
Cockpit Stone Guard Black TMP SVG Spray Can
Sound Deadening Gray/Black Quiet Boat IR INS-QB-5
Paint
Change 4 3-15
Chapter 3
Boat Systems
Section G. Hull Drain System

G.1. General The SURC hull water drainage system consists of gravity drains and electrically
driven bilge pumps that are controlled from switches located on the console switch
panel. The forward troop compartment, outboard storage lockers, cockpit, and aft
deck are all gravity drains. The anchor locker, fuel tank compartment, and engine
compartment are all drained by individually controlled bilge pumps.
G.2. Bilge Bilge pumps are located at the centerline in the anchor/deck storage compartment,
Pumps fuel tank compartment, engine compartment between the engines and between the
jet drives near the transom. Each bilge pump (2, figure 3-6) receives power from
switches (2, 3, 4, 5, figure 4-3) located on the console switch panel (2, figure 4-1)
and are wired through a NEMA junction box (1, figure 3-6) to facilitate replacement
of either the bilge pump or the float switch (4, figure 3-6). The pumps are Rule 2000
pumps and are rated at 2000 gallons per hour (gph). The pumps have individually
operated control circuits that can be operated either manually (ON), or automatically
(AUTO) by a float switch located near each pump. If water rises above the float
switch, the float switch contacts close and the pump will turn on and pump until the
water level drops below the float switch. The pump will continue to run for an
additional eight seconds after the float switch contacts open. Discharge hoses (3,
figure 3-6) route the water away from the bilge pumps to overboard discharge as
follows:
Bilge Pump No. Location Discharge Location

#1 Anchor Locker Forward Port Scupper
#2 Fuel Tank Compartment Transom (2, figure 3-7)
#3 Engine Compartment Transom (1, figure 3-7)
(Between Engines)
#4 Engine Compartment Transom (4, figure 3-7)
(Between Jets)
G.3. Troop Water in the forward troop compartment in drained by scuppers located on the port
Compartment and stbd sides of the compartment mid-ships.
G.4. Cockpit The cockpit is gravity drained from the aft bulkhead centerline, through a discharge
hose and out the transom discharge port (3, figure 3-7) above the engine exhausts
(5, figure 3-7).
G.5. Outboard The outboard storage lockers are plumbed into the engine compartment.
Storage Lockers Accumulated water in the lockers drains into the engine compartment and is then
discharged by the engine room bilge pumps.
G.6. Aft Deck The aft deck is gravity drained through scuppers below the aft deck rail.
G.7. Transom Hull drain plugs are also located at the forward and aft ends (7, figure 3-7) of the
Drain Plugs speed shoe extension chamber (6, figure 3-7). The drain plugs should only be
removed during long term storage to prevent water accumulation in the engine
compartment. If craft is sunk, pull the drain plugs after the craft is on the trailer.
3-16 Change 4
Chapter 3
Boat Systems
Figure 3-6. Bilge Pump
Figure 3-7. Transom Discharge Ports
Change 4 3-17
Chapter 3
Boat Systems
Section H. Cathodic Protection

H.1. General Galvanic corrosion, often misnamed electrolysis, occurs when two or more
dissimilar metals are brought into contact under water. When a galvanic couple
forms, one of the metals in the couple becomes the anode and corrodes faster than
it would all by itself, while the other becomes the cathode and corrodes slower than
it would alone. Salt water acts as an electrolytic completing the galvanic process.
When contact with a dissimilar metal is made, however, the self corrosion rates will
change: corrosion of the anode will accelerate; corrosion of the cathode will
decelerate or even stop. Using an ungrounded power return on all electrical
systems, as on SURC, will also reduce galvanic corrosion. Sacrificial anodes are
installed to decrease the corrosion on surfaces that will be in contact with salt water
and affected by the galvanic action of the salt water. In the SURC, sacrificial
anodes are installed on the hull, in the diesel engine raw water circulation path,
transmission raw water heat exchanger, and multiple locations on the jet drives. Do
not paint the sacrificial anodes, or apply any other protective coating. Anodes must
corrode to provide their intended purpose. Replace anodes on a regularly
scheduled maintenance periodicity, or when the anode has corroded to less than 50
per cent of its original size.
CAUTION
Do not paint sacrificial anodes. Anodes must be
allowed to corrode to provide intended hull protection.
H.2. Engine There are five anodes on the engine. One on the inter-cooler (engine starboard
Anodes side), two on the lube oil cooler (engine starboard side), and two on the raw water
heat exchanger (engine port side). Scheduled anode replacement should be
performed every 500 hours of operation or annually, whichever occurs first. Refer
to the Yanmar engine operation manual for location of anodes.
H.3. There are two anodes located at the underside on each end of the transmission raw
Transmission water heat exchanger. Scheduled anode replacement should be performed every
Anodes 500 hours of operation or annually, whichever occurs first. Refer to the ZF Marine
gearbox manual for location of anodes.
H.4. Jet Drive There are twelve anodes on the jet drive. Five mounted externally on the tailpipe,
Anodes six on the anode plate inside the tailpipe, and one mounted internally in the intake
housing. Since inspection of the internal anodes requires jet disassembly, they
should be changed at the same time the external tailpipe anodes are replaced.
Scheduled anode replacement should be performed every 500 hours of operation or
annually, whichever occurs first. Refer to the Hamilton Jet operator manual for
location of anodes.
H.5. Hull Anodes One hull anode is mounted on the transom above the centerline air box. Scheduled
anode replacement should be performed every 500 hours of operation or annually,
whichever occurs first.
3-18 Change 4
Chapter 3
Boat Systems
Section I. Fast Lube Oil Change System

I.1. General SURC uses a Fast Lube Oil Change System (FLOCS) to drain engine and
transmission lube oil. Waste oil is drawn from the engines and transmissions
through the FLOCS pump (figure 4-7), located aft of the engines on centerline.
Waste oil is then discharged from the pump into an external waste container.
Power for the FLOCS pump is 24 Vdc from the 24 Volt Accessory Panel.
System piping is from the transmission case drains and engine oil pan drains to
hose fittings on the FLOCS pump. The hoses are Parker 421-8, one-half inch single
wire hose with stainless steel #8 JIC female fittings on the hoses and male fittings
on the drains. The FLOCS discharge port (1, figure 4-7) is a male one-half inch
fitting. The FLOCS pump discharge port is connected to the oil discharge quick
disconnect fitting on the fuel manifold. During oil change operations, a one-half inch
FLOCS waste line hose with a female QD fitting attaches between the fuel manifold
FLOCS discharge port and a waste oil container. When not in use, the FLOCS
waste line hose is stored in the engine compartment in the engine air box on the
port side.
I.2. Operation NOTE: Only one lube oil drain operation (single engine or transmission) should be
performed at a time.
CAUTION
The FLOCS system should only be used as a lube oil drain
system. Using the FLOCS system to fill engine or
transmission may introduce contaminates into the new
lube oil.
1. Place waste container in a stable location on the boat rear deck.
2. Attach waste hose between FLOCS discharge port (located on the fuel
manifold aft of the cockpit) and waste container.
3. Secure waste end of hose in container.
4. Turn selected control valve(3, 4, 5, 6, figure 4-7) counter clockwise one-
quarter turn (knob ears vertical).
5. Set FLOCS switch (2, figure 4-7) to the DRAIN position to turn on the pump.
6. The pump will pump the oil to the waste container (process takes several
minutes).
7. When oil flow is no longer a steady stream, set power switch to center
position to turn off pump. Close valve by turning red control knob one-
quarter turn clockwise (knob ears horizontal).
8. When disconnecting the waste hose QD fitting, place a rag under the
coupler to catch any residual oil that will be lost during the disconnect.
Hold pump end of waste hose above waste container and allow residual oil
to drain into waste container.
9. Dispose of waste oil and rags in accordance with unit hazardous materials
disposal procedures.
Change 4 3-19
Chapter 3
Boat Systems
I.3. Priming New To initiate suction and avoid unnecessary wear on the pump gears by running them
Pump dry, it is necessary to prime the pump before initial use. Follow the procedure below
to prime the system.
1. Pour a small amount of fresh oil (about 3 oz) into the discharge hose.
2. Open one valve on the pump manifold.
3. Place the discharge hose in a container of new oil.
4. Set pump switch to the FILL position
5. Operate the pump for a few seconds to draw oil into hose line. (Pump toward
the engine/transmission).
6. Repeat steps 2 through 5 for remaining three valves.
Once the system is primed, this procedure does not have to be repeated again,
unless a new FLOCS pump is installed. The residual oil in the manifold and hoses
is sufficient to prime and lubricate the gears for subsequent use.
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Chapter 3
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Section J. Collar System

J.1. General CAUTION
Damage to the collar system is considered a restrictive

discrepancy. Start-Up Checks (R-2), requires a
thorough inspection of the collar before each underway
evolution. It is critical that any damage that penetrates
the polyurethane coating (skin) be repaired immediately.
Failure to do so may result in further damage to the
collar, requiring extensive repair.
The patented SAFE collar system is designed to provide, fendering, and stability.
Originally designed to protect the Alaskan oil pipeline, the core is constructed of
solid closed cell polyethylene foam. It is impervious to damage from petroleum
products and other solvents. The coating is a scuff resistant, UV stable,
polyurethane. If damaged, it is easily repaired at the unit level. The collar is
capable of absorbing major impact and returning to original shape. Damaged
sections can be easily repaired or replaced as necessary.
The water-contacting surface of the collar is protected by an aluminum buoyancy

chamber, which helps to protect it from damage.
J.2. Attachment The collar is installed in three individual sections on each side of the craft. The three
sections are bolted directly to the outside of the hull using stainless steel lag bolts.
The mid-ship and aft collar sections are removed and stowed on the boat prior to
fixed wing aircraft transport.
J.3. Repair Minor repairs are easily completed within 24 hours. Procedures for both repair and
removal are contained in Chapter 6 of the maintenance manual. Included in the
repair procedures is a complete description of the material included in the collar
repair kit.
Change 4 3-21
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Section K. Steering System

K.1. General The steering system is an integrated system made up of three major components;
helm pump assembly, hydraulic steering cylinder, and tie bar. The hydraulic system
operates on standard hydraulic fluid. The system is filled with fluid and then bled
free of any air bubbles.
K.2. Helm Pump The helm pump assembly (HPA), is mounted in the cabin console. The helm wheel
Assembly is attached to the 5/8” shaft on the helm pump assembly. The hydraulic lines run
from the rear of the HPA through the starboard rig tube and connect to the steering
cylinder.
K.3. Steering The steering cylinder is mounted inside the transom on the port side. The steering
Cylinder cylinder has an in-and-out port that accepts the hydraulic lines that lead to and from
the Helm Pump Assembly (HPA). The steering cylinder actuator rod is connected to
the port water jet steering tiller.
K.4. Tie Bar The purpose of the tie bar is to provide equal, uniform directional control of the jet
drive steering nozzles. The tie bar is a one half inch, solid, stainless steel rod
connected between the two water jet steering nozzle tillers. The rod has an
adjustable ball joint on one end and a rod end connector on the other.
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Chapter 3
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Section L. Fuel System

L.1. General The fuel tank is constructed of welded ¼ inch 5086 aluminum. Transverse and
longitudinal baffles restrict free surface movement of the fuel. The bottom is rolled
(no seams), with doublers on either end welded to flanges that are mounted on
shock absorbent rubber isolation pads. Doubler plates isolate the tank from the
mounting brackets, and rubber mounts isolate the tank from the hull. The tank
capacity is 300 gallons.
Fuel is drawn from the tank through two pickup tubes threaded into the fuel tank.
The fuel level sending unit is a 24 volt sensor located in the fuel tank. Shutoff ball
valves are located at the output side of the fuel tank between the tank output and the
Raycor fuel/water separators to isolate the fuel supply. Additional shut off valves are
located on the tank side of the fuel/water separators to further isolate the fuel supply
when changing the fuel/water separators. The fuel/water separator is a replaceable
sediment and water fuel/water separator. A drain cock located at the bottom of the
fuel/water separator is used to drain water and sediment from the fuel/water
separator. Fuel tank fill, and stripping ports are located on the fuel manifold on the
starboard side aft bulkhead. The fuel tank vent is located outboard of the cockpit on
the starboard side.
WARNING
When operating on JP-5 or JP-8 fuel, the engine

compartment blower must be turned on a minimum of
four minutes prior to engine start. Failure to comply
may result in ignition of explosive gases in the engine
room, causing serious personal injury and damage to
equipment.
CAUTION
A fuel lubricant additive must be used when running on JP-
5 or JP-8 fuels. Failure to comply may result in damage to
engines.
L.2. Fuels The engines are multi-fuel engines than can be fueled by diesel, JP-5, or JP-8 fuels.
A fuel lubrication additive (Raycor Parker Diesel Conditioner Plus ADT1116), must
be added to the fuel at the following ratio:
During periods of long term storage, to prevent algae buildup, a biocide additive
(Raycor Parker Diesel Biocide, ADT2116), is added to the fuel at the following ratio:
L.3. Fuel Supply Refer to figure 3-8. Fuel circulates through the system as described in table 3-4.
L.4. Bilge The bilge blower, which is activated by a console mounted switch, is installed in
Blower engine compartment air box on the starboard side to evacuate potentially explosive
gases which may accumulate when running on JP-5 or JP-8. The blower is
exhausted through a vent on the cabin starboard side. Pickup for the exhaust blower
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Chapter 3
Boat Systems
is through a five inch flex-tube between the engines. When running on JP-5 or JP-8,
the bilge blower must be turned on a minimum of four minutes before starting the
engines.
Table 3-4. Fuel Flow Path
Step Action
1. Fuel enters the tank through the fill cap mounted in the fuel manifold.
2. Fuel is drawn from the tank through pickup tubes threaded into the top of
the fuel tank to the fuel/water separators.
3. Fuel travels from the fuel/water separator into the engine fuel filters.
4. The engines draw the fuel from the fuel tank under suction and distributes
it to the engine fuel system under pressure.
5. Any unused fuel is then returned to the fuel tank where the unused fuel is
cooled and re-circulated back through the fuel system.
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Change 4 3-25
Chapter 3
Boat Systems
Section M. Navigation/Communications
M.1. General Refer to figure 3-9. The SURC navigation and communications system
consists of both military and commercial marine electronics.
M.2. Marine Band The SURC is equipped with a Raymarine Ray53 marine band VHF radio.
Communications Power output is selectable between 25W high power and 1W low power. The
radio is also equipped with Digital Selective Calling (DSC). To use DSC, the
radio must have a GPS input.
M.3. SINCGARS Two SINCGARS (Single Channel Ground And Airborne Radio System)
receivers are mounted in the console storage locker on a shock mount radio
rack. Access to the radios is via a drop down panel below the helm. Refer to
applicable Marine Corps publications for operation and maintenance
instructions.
M.4. Interior Interior communications is provided by the AN/VIC-3 Interior Communications

Communications Set. The SURC VIC-3 installation consists of a Master Control Station (MCS)
located on the port bulkhead at the navigation station, and three Full Function
Crew Stations (FFCS). Two FFCS are located on the port bulkhead at the
navigation station and one on the starboard bulkhead at the coxswain’s
station. A remote station communications switch box is also located on the
port bulkhead. The communications jack at either the forward stbd or port aft
gun mount can be selected from the switch box. The VIC-3 interfaces with
the SINCGARS radio for external communications via radio. The marine
band VHF radio and engine alarms are also monitored through the VIC-3.
The alarm tone generator is a government furnished tone generator mounted
inside the forward bulkhead stbd side of the console storage locker. Refer to
applicable Marine Corps publications for operation and maintenance
instructions.
M.5. Radar The installed radar is a Raymarine SL72 monochrome seven inch LCD
display with a 2KW radome mounted on the radar arch. The radar transmitter
is an X-Band radar, operating in the 8.5 to 9.6 GHz frequency band. With the
AN/PSN 11 PLGR installed, SURC heading information is input to the radar
via a NMEA data connection. Without the PLGR installed, the radar heading
information will always be in a Heads Up orientation. Water depth data is
input to the radar from the ST60 depth sensor SeaTalk cable.
M-6. Depth The depth sounder is a Raymarine ST60 depth sounder. The display is
Sounder mounted on the console to the right of the helm. The depth transducer is
mounted in the engine compartment centerline between the engines. The
display unit is fitted with two SeaTalk connectors. One connector supplies
power to the display, the second connector sends depth data to the radar.
M-7. GPS GPS positional information is provided by a removable AN/PSN-11 Precision

Lightweight GPS Receiver (PLGR). During operations, the PLGR is mounted
in a clip stand mounted on the console. The PLGR interfaces to SURC
power and has additional connectors for an external GPS antenna and NMEA
0183 compatible connectors. Refer to applicable Marine Corps publications
for operation and maintenance instructions.
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Change 4 3-27
Chapter 3
Boat Systems
Section N. Night Vision Imaging System
N.1. General SURC normal display instrumentation and lighting is disabled during
operations requiring blackout conditions and the use of Night Vision Imaging
Systems (NVIS), equipment by the use of a console mounted blackout switch
and NVIS filters..
N.2. Blackout With the console mounted blackout switch (6, figure 3-10) set to the OFF
Switch position, the port and stbd running lights, anchor light, fuel gauge, and jet
vacuum gauges back lighting is disabled.
N.3. NVIS Filters During blackout conditions, the ST60 depth display cover (5, figure 3-10) is
left in place over the display. Depth information is then obtained from the
SL72 radar display. NVIS filters are placed over the engine instrument panel
(4, figure 3-10), SL72 radar display (2, figure 3-10), cockpit navigation light (1,
figure 3-10), and clip mounted flashlight (7, figure 3-10). The radar display
NVIS filter has a removable blackout cover over the display controls. The
controls are accessed behind the cover. When not in use, the engine
instrument panel NVIS filters are stowed in slide in racks (3, figure 3-10). All
other NVIS filters (radar, navigation light, and flashlight) are stored in the
stowage bags in the console storage locker.
Figure 3-10. Console NVIS Filters
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Section O. Electrical System

O.1. General SURC electrical system consists of a single 12 Vdc path fed from the 24
Vdc to 12 Vdc converter the 12 Vdc accessory panel (zone B8, figure FO-2,
sheet 1) on the power distribution panel, and a 24 Vdc system which is fed
to three separate panels (24 Vdc electronics panel, 24 Vdc accessory
panel, and 24 Vdc Lighting/bilge panel) on the power distribution panel.
Each diesel engine alternator output charges a battery bank and supplies
power to the power distribution panel through the battery disconnect
switches. Each engine’s electrical system is independent of the other.
However, in the event that one battery bank cannot deliver enough starting
current for engine start up, the battery banks can be cross connected by
use of the interconnect switch (8, figure 4-3) located on the console switch
panel. Closing the interconnect switch energizes the constant duty solenoid
(zone C4, figure FO-2, sheet 1) which puts both battery banks in parallel.
The interconnect switch should only be used for engine starting purposes
when the engine start batteries are not able to provide enough starting
current to start the engines.
O.2. Batteries The batteries installed on the SURC consist of four sealed 12 Vdc 55 A/H
deep cycle marine batteries. Two batteries are housed in a single
enclosure and are connected in series to provide 24 Vdc. One battery set is
the engine start battery bank (zone C2, figure FO-2, sheet 1) and provides
starting voltage for the engines, while the other battery set is the house
battery bank (zone D2, figure FO-2, sheet 1) and provides the 24 Vdc to the
power distribution panel and to the 24 Vdc to 12 Vdc converter. The
batteries are mounted in the engine compartment forward of the engines;
the engine start battery is forward of the starboard engine, and the house
battery is forward of the port engine. Battery disconnect switches 1, 2,
Figure 4-5) are located on the battery switch panel mounted behind a drop
down cover below the helm on the starboard side. Seventy-five Amp circuit
breakers located forward of the batteries on the forward engine
compartment bulkhead also protects the engine start and house batteries.
Under normal conditions, the battery banks operate independently.
However, in the event that the engine start battery bank cannot provide
enough starting current to start an engine, closing the interconnect switch
(8, figure 4-3) located on the console switch panel will parallel the two
battery banks. Each battery enclosure can be removed by disconnecting
the battery cables from the battery and loosening release clips at the base
of the enclosure. All batteries are vented to the exterior by natural
ventilation.
O.3. Power The boat power distribution panel (figure 3-11), is located on the port side
Distribution inside the console storage locker. The panel receives 24 Vdc from the
house battery bank for distribution to the 24 Vdc electronics panel, 24 Vdc
accessory panel, and 24 Vdc Lighting/bilge panel. The power distribution
panel also receives 12 Vdc from the 24 Vdc to 12 Vdc battery converter
(zone A6, figure FO-2, sheet 1). The converter reduces the house 24 Vdc
to 12 Vdc. An additional 24 Vdc to 24 Vdc power converter is located in the
console storage locker port side beneath the SINCGARS radio mount. This
unit provides isolated 24 Vdc power to the SINCGARS radios and the
AN/VIC-3 interior communications system. Power destinations of the power
Change 4 3-29
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Boat Systems
distribution panel are shown in table 3-5. All boat electrical system
components, (radar, radio, pumps, etc) are protected by an individual
breaker/switch. Each circuit breaker is labeled to indicate circuit
identification and the name of the circuit being protected. The maximum
capacity of each breaker is labeled on the back of each breaker. All wiring
is marked to identify its function in the electrical system.
O.4. Battery The engine alternators are configured to charge both battery banks
Isolator simultaneously by use of battery isolators (figure 3-10A). To eliminate
power drain problem in a multi-battery system, the battery isolator diodes
act as a check valve between the batteries, preventing current from flowing
from one battery bank to another. Each battery bank is isolated, and acts as
an independent power source. No matter how drained a battery bank
becomes, they will not drain power from the other battery bank. When the
current is drawn from one bank, the diodes stops current flow between
battery banks. When the alternator is charging, current can only flow in one
direction, from the alternator to the batteries. Each battery then determines
the amount of current which flows into it by its own state of charge based on
the voltage regulator setting. With this system, the alternator is protected,
and the batteries are protected.
Figure 3-10A. Battery Isolator
O.5. Power Power return on SURC is a two wire insulated return (ungrounded) power
Return distribution system. All grounds from electronic equipment are run back to
the battery and not grounded to the hull. The ungrounded power return on
all electrical systems will also reduce corrosion caused by galvanic action.
O.6. Lightning During operations in areas where lightning strikes present an immediate
Protection threat, a removable lightning rod (figure 2-1A) is installed on the radar arch
to the port side of the radar antenna. When not installed, the lightning rod is
stowed in the console storage locker.
3-30 Change 4
Chapter 3
Boat Systems
Figure 3-11. Power Distribution Panel
Change 4 3-31
Chapter 3
Boat Systems
Table 3-5. Power Panel Circuit Breakers
Panel Name Size Destination

24 VDC Electronics Panel 10 SINCGARS Radio/VIC-3
15 Radar
2.5 GPS
10 Smoke Control
2.5 Instrument Backlights
5 Spare
5 Spare
5 Spare
24 VDC Accessory Panel 15A Blower
10A FLOCS
10A 24 Vdc Outlets
5A Interconnect
30A Bow Door
5A Bow Door Control
10A I/R Light
10A Spare
24 VDC Lighting/Bilge Panel 7.5A Navigation Lights
5A Instrument Lights
1A Jet Warning
5A Spare
7.5A Fwd Bilge Pump
7.5A Tank Room Bilge Pump
7.5A Engine Room Bilge Pump #1
7.5A Engine Room Bilge Pump #2
12 VDC Accessory Panel 10A VHF Radio
20A 12 Vdc Outlets
5A Horn
2.5A Depth Sounder
5A Spare
10A Spare
15A Spare
20A Spare
3-32 Change 4
Chapter 3
Boat Systems
Section P. Seating System

P.1. General SURC seating consists of two fold down seats for boat operators and seating for
sixteen embarked troops, twelve forward and four aft.
All seats are marine grade vinyl covered foam. The seat cushions are replaceable,
with marine grade plastic incorporated into their structure to accommodate fastening
screws and tie down straps.
P.2. Console Two fold down seats (figure 3-12A and 3-12B,) are fitted into the console
Seats compartment on the port and starboard sides. The seats allow the coxswain and
navigator to operate from either a seated or standing position. To lower the seats
from the raised position:
1. Lift up on the forward edge of the seat to release support brackets
from detents.
2. Fold support brackets up under the seat.
3. Lower the seat to the down position.
Figure 3-12A. Console Seat In Raised Position
Change 4 3-33
Chapter 3
Boat Systems
Figure 3-12B. Console Seat In Down Position
WARNING
Seat restraints must be attached between the seats and
deck tie-down fittings to provide longitudinal and
athwartship restraint. Verify all bolts are secure and straps
tightened before operations. Failure to comply may result
in serious personal injury and damage to equipment.
P.3. Troop Troop seating is fitted into the forward and aft deck areas. Forward seating (figure 3-
Seats 12C) consists of four units (two on each side with the longer unit aft). The seats and
seat support brackets are bolted together longitudinally (4, figure 3-12F). The rear
sections of the seats (2, figure 3-12E) are bolted (1, figure 3-12E) to the cabin
forward bulkhead (3, figure 3-12E). The seats are secured to the deck by ratchet
straps attached to tie-down rings under the seat and tie-down rings fitted into the
deck (inset, figure 2-2). The ratchet straps are configured to secure the seats in the
fore and aft axis (2, figure 3-12F), and in the athwart ships axis (1, figure 3-12F). Aft
seating consists of two short seat units (figure 3-12D) bolted to the seat support
brackets and then secured to the aft deck using ratchet straps. The aft seats (figure
3-12D) are secured to the deck using deck and seat mounted tie-down rings and
ratchet straps in the same manner as the forward seats.
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Chapter 3
Boat Systems
Figure 3-12C. Forward Troop Seats
Figure 3-12D. Aft Troop Seats
Change 4 3-35
Chapter 3
Boat Systems
Figure 3-12E. Seat Forward Bulkhead Bolting Detail
Figure 3-12F. Seat Ratchet Strap Tie Down Detail
3-36 Change 4
Chapter 3
Boat Systems
P.4. Bimini Top A removable bimini top (figure 3-13F) is fitted over the cockpit area. When not
required, the top is folded back and secured to the radar arch. To fold the top back:
a. Remove clevis pin securing forward leg of bimini frame to wind screen.
b. Secure forward leg to aft leg using cinch straps.
c. Fold top back against radar arch and secure with straps.
For SURC internal aircraft transport, the bimini top is folded forward and secured to
the windscreen. Refer to internal aircraft transport procedures in Chapter 4.
P.5. Troop Forward troop seating can be fitted with a removable cover (figure 3-13). The
Cover framework for the cover consists of a U-shaped aluminum support frame (3, figure 3-
12F) bolted to the forward seat support bracket (4, figure 3-12F). The cover is held in
place by Velcro straps secured to the forward support frame and to the handrail on
the console storage compartment. For operating safety, cover height is below the
coxswain’s forward field of vision.
P.6. Cockpit A storage cover is provided to cover the cockpit during storage.
Storage Cover
Figure 3-13. Troop Cover And Bimini Top
Change 4 3-37
Chapter 3
Boat Systems
Section Q. Bow Door

Q.1. General The bow door on the SURC is a drop down door powered by two electrically driven
screw jacks (1, figure 3-14B and 3-14C). The door can be raised or lowered by
either a console mounted switch or by a switch located behind an access door (1,
figure 3-14A) on the port side. The screw jacks are equipped with an adjustable
free-spin clutch that will allow the screw jack to free-spin if excessive load is placed
on the bow door (in down position) or when the door has reached the fully closed
position.
Figure 3-14A. Bow Door
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Chapter 3
Boat Systems
Q.2. Screw Jack Perform the following adjustment procedure if the screw jacks free-spin when the
Adjustment door switch is set to the UP position, or if the jacks do not free-spin when the door
reaches the fully closed position.
1. Set the bow door switch, located behind the bow access door (1, figure 3-
14A), to the DOWN position to lower bow door to the full down position.
2. Loosen adjusting nuts (2, figure 3-14B) on both screw jacks one-half turn.
3. Place a 20 – 30 pound weight on the bow door.
4. Set bow door switch to the UP position to raise door.
5. Verify that screw jacks free spin.
6. Tighten adjusting nuts on both screw jacks one-eighth turn.
7. Repeat step 4.
8. Continue to tighten adjusting nuts until door begins to rise against weight
when door switch is place in the UP position.
9. Remove weight from bow door and bring door to fully closed position.
10. Verify that screw jacks free-spin after door reaches fully closed position.
NOTE: It may be necessary to repeat steps 3 through 10 until satisfactory operation
is obtained.
Q.2. Emergency In the event of a power failure to the 24 Vdc supply voltage to the bow door, the
Closure screw jacks must be disconnected from the bow door and the door raised manually
and secured with the bow door cable as follows:
1. Remove spring clip (3, figure 3-14B) securing clevis pin (4, figure 3-14B) to
bow door fitting. Remove clevis pin and lift screw jack (1, figure 3-14B)
clear of bow door fitting.
2. Remove spring clip (2, figure 3-14C) securing clevis pin (3, figure 3-14C) to
aft door fitting. Remove clevis pin and lower screw jack (1, figure 3-14C)
rearward through access door into troop compartment.
3. Attach bow door cable (2, figure 3-14D)between bow door recessed hand
hold (1, figure 3-14D) and tie-down ring above access door (3, figure 3-
14D).
4. Pull up on center of bow door cable to close door.
5. Hold door closed, and disconnect bow door cable from recessed hand hold.
6. Pass bow door cable (2, figure 3-14E) through recessed hand hold (1,
figure 3-14E) and attach to tie down ring above access door (3, figure 3-
14E).
Change 4 3-39
Chapter 3
Boat Systems
Figure 3-14B. Bow Door Screw Jack Forward Fitting
Figure 3-14C. Bow Door Screw Jack Rear Fitting
3-40 Change 4
Chapter 3
Boat Systems
Figure 3-14D. Bow Door Cable (Bow Door Down)
Figure 3-14E. Bow Door Cable (Bow Door Closed)
Change 4 3-41
Chapter 3
Boat Systems
Section R. Countermeasure System

R.1. General Countermeasure masking for SURC is provided by four M257 Dischargers
mounted on the aft deck rail (port and starboard). The M257 Discharger is
a four tube design with two pair of vertically mounted parallel tubes set 15
degrees apart. The four dischargers are bolted to an interface mount on the
aft deck rail. The dischargers are electrically fired from the smoke launcher
control panel located on the vertical face of the console to the port side of
the helm. When a discharger is selected, all four grenades in the launcher
are fired. One discharger will provide a single smoke sheath 60 degrees in
azimuth, approximately 85 feet wide, 30 meters from the craft and produce
obscuration clouds 6 to 7 meters high. The discharger requires 24 Vdc
power from the SURC’s electrical system. During the firing cycle, each
grenade draws approximately one amp of power.
R.2. Control The M257 launcher control panel (figure 4-4) is mounted on the vertical face
Panel of the console to the port side of the helm. The control panel allows the
coxswain to select salvo number, (Salvo 1 or Salvo 2), and firing of the
launchers. Selecting Salvo 1 enables both outboard launchers. Selecting
Salvo 2 enables both inboard launchers. The control panel also contains an
Armed/Safe switch to disable all launchers.
R.3. Arm/Safe Arm/Safe cutout switches (figure 4-39) are mounted near the individual
Switches launchers aft on the port and starboard sides.
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Section S. Trailer System

S.1. General The trailer (figure 3-15) that accompanies the SURC is custom built by Boat Master
Trailers and is designed to allow the trailer and boat to be loaded internally into a C-
130 aircraft, or lifted externally by CH-53 helicopter. The primary frame of the trailer
is 4”x 6” Aluminum “I”-Beam. The suspension is a torsion axle system. The trailer is
a six-wheel configuration (three on each side) with one spare. The wheels are
attached to the hub system. The trailer is fitted with a 12 inch free backing hydraulic
surge disc braking system that will apply the trailer brakes when the tow vehicle
brakes are applied, or if the trailer breaks away from the tow vehicle while under
tow. For maintenance and repair procedures, refer to Boat Master Operations
Manual SB36-HDH-18.
S.2 Tie-Downs For over the road transport, the SURC is secured to the trailer by two tie-downs just
aft of the winch pedestal (1, figure 3-15) and two tie-downs one on each side of the
boat at the transom (3, figure 3-15). For internal air transport and for external air
transport with the trailer attached, an additional tie-down strap which passes across
the forward deck, through port and starboard mid-ship scupper drains, to tie down
brackets on the trailer (2, figure 3-15). For tie-down point details, refer to Trailer
Launch Procedures, R-2 (figures 4-16A and 4-16B), and Aircraft Loading
Procedures, AC-1 (figure 4-22) in Chapter 4 of this manual.
S.3. Actuator The actuator assembly can be extended for normal over the road towing, or
Assembly shortened ten inches for C-130 internal air transport. Refer to Boat Master
Operations Manual for detail drawing.
S.4. Jack The trailer jack assembly is a ten ton bulldog jack assembly.
Assembly
Change 4 3-43
Chapter 3
Boat Systems
Figure 3-15. SURC and Trailer
3-44 Change 4
Chapter 3
Boat Systems
Section T. Weapons Mounts

T.1. General The two forward weapons pedestals on the SURC are designed for light machine
gun (LMG) mount, R240. The aft tow bitt/weapons pedestal (1, figure 3-17) is
designed to provide the foundation for a heavy machine gun (HMG) mount, MK93.
The weapons mounts are also equipped with stops to prevent accidental discharge
in sectors that could cause damage to the craft or personnel.
T.2. Gunner’s Belt When fitted with the MK 93 weapons mount, a gunner’s belt (figure 3-16) is
provided to support the gunner. The belt passes around the weapons mount and
the gunner and is secured by a snap ring.
Figure 3-16. Gunner’s Belt
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Chapter 3
Boat Systems
T.3. Forward Bulkhead mounted brackets (3, figure 3-17) on either side of the craft forward of
Ammunition the forward weapons pedestals (1, figure 3-17) hold 7.62mm ammunition cans.
Storage Additional ammunition storage is located in the bow storage compartment (2, figure
3-17) or in the deck storage compartments on either side of the cockpit.
Figure 3-17. Forward Weapons Pedestal
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T.4. Aft Ammunition storage brackets on either side of the craft provide storage for 7.62mm
Ammunition ammunition (2, figure 3-18), 50 cal ammunition (3, figure 3-18), and 40mm smoke
Storage grenades (4, figure 3-18).
Figure 3-18. Aft Weapons Pedestal
Change 4 3-47
Chapter 3
Boat Systems
Section U. SURC Camouflage Patterns

SURC camouflage patterns are derived from the US Mobility Equipment Research &
U.1. General
Design Command (MERDC) camouflage patterns. These consist of a set of
standardized patterns for each craft, to be used with a set of twelve colors. The local
terrain conditions and colors decide which of the paints are to be used, and on which
parts of a craft. If conditions alter, for example by the unit moving into a new area of
operations, the scheme can be quickly adjusted to suit by replacing only one or two
colors with different ones.
U.2. Color The color patterns used for SURC are Desert Gray (figure 3-19) and Summer, US and
Combinations Europe, Verdant (figure 3-20). Table 3-6 lists the different color combinations allowed.
Colors 1 and 2 each cover about 45% of the craft, colors 3 and 4 cover 5% each.
These colors are in fixed patterns, however a 10% tolerance is allowed. In field
applications, color no. 3 should be adjusted to match the local bare soil, using any of
the other colors as necessary.
U.3. Colors Table 3-7. lists the MERDC color names and their corresponding Federal Standard
595a numbers which can be used to match paint numbers. These colors have been
taken from the Swedish IPMS color reference charts. Not all the colors in table 3-7 are
used in the SURC color schemes. Within reason, colors may vary quite a bit from the
base colors quoted. All the colors are flat, as indicated by the first digit of the FS595a-
code (1 = gloss, 2 = satin, 3 = flat).
U.4. Scheme 1. Soft-edged patterns are preferred. The transition betweens colors should be
Application blended.
2. Schemes shall be shifted slightly around collar brackets so that collar brackets
have a uniform color (i.e. all tan, or black, etc.).
3. Negative sloped surfaces (under collar, under bow, forward sloped portion of
cockpit visor, smoke launcher recesses) shall be treated with a light over-spray
(15-30%) coverage of the lightest color in the scheme to help alleviate
darkness due to shadows.
4. Slight variances from the schemes shown are permitted but the following shall
be avoided or minimized:
a. Symmetry in the pattern when viewed from any aspect.
b. Straight lines with uniform color.
c. Positive sloped surfaces with light colors that will enhance reflection /
glint.
U.5. Color Figures 3-21 through 3-25 provide the map to apply the scheme to the craft. Note the
Mapping pattern is not symmetric port to starboard.
Figures 3-26 through 3-33 show the Summer, US and Europe, Verdant scheme
applied on the craft. Figures 3-34 through 3-41 show the Desert Gray scheme applied
on the craft.
3-48 Change 4
Chapter 3
Boat Systems
Table 3-6. Color Combinations
Colors
Scheme
1 2 3 4
Desert Earth
Desert Gray Field Drab Black
Sand Yellow
Forest Light Desert

Summer, US & Europe, verdant Black
Green Green Sand
Change 4 3-49
Chapter 3
Boat Systems
Table 3-7. MERDC Color Names
Color Testor’s
FS-595a Gunze (Model
Number Sample Sangyo Humbrol Tamiya Master)
Black 37038 H12/343 33 XF-1 1749
Dark 34102 H303 117 2 parts 1713

Green XF-61 + 1
part XF-
65
Desert 30279 4 parts

Sand 121 + 2
parts 118
+ 1 part
110
Earth 30099 8 parts 110

Brown + 2 parts
113 + 1
part 33
Earth 30117 186 1701

Red
Earth 30257 1 part 94 XF-59

Yellow + 1 part
63
Field 30118 1422 XF-523 1702

Drab
3-50 Change 4
Chapter 3
Boat Systems
Table 3-7. MERDC Color Names (cont.)
Forest 34079 H309 116 XF-61 1710

Green
Light 34151 H58 1512 1715

Green
Olive 34087 H304 4 parts XF-624 1711

Drab 108 + 3
parts 163
+ 1 part
33
Sand 30277 6 parts XF-49 1704

168 + 2
parts 118
+ 1 part
110
White 37875 H11 34 XF2 1768
Change 4 3-51
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Boat Systems
Figure 3-19. Desert Gray Color Scheme
Figure 3-20. Summer, US and Europe, Verdant Color Scheme
3-52 Change 4
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Boat Systems
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3-74 Change 4
Chapter 4
Operation
Overview
This chapter describes the Small Unit Riverine Craft (SURC) operating
Introduction
procedures including a description of operational controls and indicators.
Mission-related controls, indicators, and displays are illustrated and
explained. Procedures are provided for startup, normal operations,
emergency operations, and shutdown. Procedures are also included for
mobilization and de-mobilization from fixed and rotary wing aircraft and
loading/towing procedures for the SURC trailer.
Section Topic Page
A Handling Characteristics 4-2
B Controls and Indicators 4-9
C General Operating Procedures 4-26
D Operating Procedures 4-42
Change 4 4-1
Chapter 4
Operation
Section A. Handling Characteristics

A.1. General Boat handling requires extensive knowledge and practical underway
experience to build confidence and skill levels. Properly handling SURC
requires forethought and finesse. Always know the boat’s handling features,
monitor the prevailing weather conditions and take into account the vessel’s
limiting factors.
A.2. Ventilation Impeller ventilation is caused by air from the surface or exhaust gases being
drawn into the rotating impeller blades. This results in the impeller slipping
more than usual due to the reduced water load on the blades. The normal
water load is reduced and the impeller over-revs, losing much of its thrust.
However, as the impeller momentarily over-revs, this brings on massive
cavitation, which can further “unload” the impeller and stop all forward thrust.
The obvious symptoms of this are a sudden increase in engine RPM as well
as a possible loss of speed. This commonly occurs when trying to turn the
boat at high planning speeds
A.3. Cavitation Impeller cavitation is less obvious than ventilation, but can be far more
damaging. When the impeller blade passes through the water at an
increasing speed, the pressure that holds the water to the sides of the
blades is lowered. If the water is sufficiently warm, and depending on the
speed of the boat, formation of water vapor (boiling) can occur. The bubbles
that are produced then immediately collapse, releasing energy that can
cause a cavitation burn on the impeller blades. Cavitation is the result of air
contacting the impeller blades, reducing thrust and propulsion efficiency.
Tight turns can also result in cavitation. Continual cavitation can create air
bubbles powerful enough to eat away an impeller.
A.4. Cavitation/ Ventilation can also be experienced while operating in aerated water (such
Ventilation in as surf). Operating in aerated water will reduce the amount of bite to the
Aerated Water impellers. If cavitation/ventilation is experienced while turning, reduce the
amount of throttle or ease out of the turn.
A.5. Backing The SURC has a surplus of horsepower. Operators must be aware of this
Down when backing. A prop driven boat can reverse the direction of the prop to
develop rearward thrust. However, the SURC relies on reversing the flow of
water from the jets back under the boat to develop rearward thrust. In
shallow water, this reverse thrust can stir up bottom debris which can then
be pulled into the jet intakes, causing damage to the jet housings and
impellers.
4-2 Change 4
Chapter 4
Operation
WARNING
Avoid making sharp high-speed turns at high speeds.

Due to the reduced amount of wetted surface (hull in
water), sharp high speed turns may result in hooking
a chine. This can be especially hazardous and may
result in injury to the crew or damage to the boat. If a
sharp turn is required, slow the engines in before
turning.
A.6. Turning and The SURC turns or pivots, for steering purposes, on its vertical axis at
pivoting approximately the coxswain’s station Because of this design characteristic
(which provides other benefits such as straight-line tracking and planning),
coxswains must be aware of the boat’s turning capabilities.
A.7. Chine The fore-to-aft edge created at the intersection of the bottom and the sides
of a flat bottom Vee hull boat. The chine is roughly parallel with the keel
near the aft part of the boat. Steering can be directly affected if a boat is
heeled over too far, as the chine replaces the keel’s normal effect on
directional stability.
A.8. Hooking a The effect of the chine catching the water when making a hard turn while
Chine trimmed out. The results can be violent in nature, the physical forces of
which may cause personnel in the boat to be thrown in the direction of
momentum.
A.9. Longitudinal The longitudinal center of gravity (LCG), is the fore/aft balance point of the
Center of Gravity boat. Shifting of crew or cargo toward the bow or stern changes the LCG.
A.10. Open Water Prior to getting underway, ensure that all gear is secured and deck drains
Boat Handling are unobstructed. Weight must be evenly distributed for less wear and tear
on the crew and gear. Steer around the larger seas, aiming for the low
areas or “windows”. The following general rules of seamanship apply to all
boat handling evolutions
1. Keep the SURC on plane. It has better acceleration and much
better maneuverability in that mode.
2. Do not use full power except to out run larger waves as necessary
3. Back off the power when it is not needed.
4. Watch ahead and plan the route paying close attention to navigation
5. Be aware that logs and other debris may be hidden behind waves.
Change 4 4-3
Chapter 4
Operation
WARNING
Care must be taken to avoid over-acceleration
when heading into the wind and up the face of large
waves and swells. This can cause the bow to dig
into the oncoming wave or swell and cause pitch
poling.
A.11. Head Seas The primary considerations when advancing in head seas are to maintain
forward momentum and keep the bow into the swell. The buoyant
construction of the boat allows it to ride up and over oncoming seas. When
heading into the wind and up the face of large waves, care must be given to
avoid over accelerating which can result in the bow being caught and
creating a pitch-pole situation.
A.12. Speed The boat operates with minimum speed degradation in up to 4' seas. Head
seas over 3' may require that the speed be reduced as necessary to soften
the ride. Increased sea states may dictate further speed reductions for the
benefit of crew and troop safety. Relatively smaller, but steeper seas (steep
chop) may require that the speed be reduced in lesser sea states. Large
open ocean ground swells typically pose no problem. Speeds can be
increased and adjusted to accommodate crew and troop comfort. The
coxswain must find a safe and comfortable speed, keep both impellers in the
water and avoid burying the bow in a wave.
A.13. Quartering Taking larger head seas slightly off of either bow is referred to as quartering
the Seas the seas. This can create a more comfortable ride, as the boat may proceed
more gently off the back of the wave instead of slamming violently. The
speed and angle of approach should be adjusted as needed for the optimum
ride. Quartering the seas should not to be confused with taking a following
sea on the quarter.
WARNING
The SURC speed often allows the coxswain to
position the boat on the back of an incoming wave.
Take care not to position the boat too high on the
back of the wave as this is the part of the wave that
quickly gains speed and plunges as it breaks. If the
boat is too high or too fast, the boat may go over
the front of the wave as it breaks.
A.14. Stern to Following open seas can be negotiated as long as the boat remains stable
Seas as it travels down the front of the swell. In bad weather, the SURC is
relatively safe running before the sea due to its speed. If caught in breaking
seas, this advantage is used to ride the back of the waves while adjusting
speed as required.
A.15. Riding the While running before the seas, care must be taken to prevent driving over
Back of a Wave the back of a wave causing the bow to dig into the trough. This can cause
directional instability and possible risk of broaching. This risk is increased in
steep, close waves. There may not be enough lift in the bow, due to hull
4-4 Change 4
Chapter 4
Operation
type and design, to prevent broaching once caught on the face of a wave.
Powering-on to keep a bow-up attitude on the backside or near the crest of a
wave will prevent burying the bow. But as the bow falls (over a crest or into
the trough), no increase of power will make enough difference to pull the
bow up, and putting more power on will just cause the boat to crash harder
into the back of the next wave. If you suspect that the bow may bury ease
off the power to stay on the back of the present wave. While riding on the
back of a wave in heavy weather, monitor the boat’s speed closely to avoid
overtaking the wave as its speed toward shore decreases.
A.16. Beam Seas Whenever possible, the coxswain should avoid steering a course parallel
(broadside) to heavy swells. Tack across the swells at an angle (30 to 40
degrees). If necessary, steer a zigzag course, making each leg as long as
possible and adjust the boat speed for a safe and comfortable ride. Seas
directly off the beam of the boat can cause adverse rolling conditions. When
transiting parallel to the seas, the boat will tend to ride the contour of the
wave surface. This means that the boat’s vertical axis will remain
perpendicular to the surface on which the boat is operated. A wave face of
20 degrees will cause a 20 degree heel.
A.17. Running In beam to seas it is best to outrun or let big waves pass in front of the boat.
Beam to the Seas The operator must learn to accurately gauge wave movement or speed as
compared to relative boat movement. Discretion, caution and alertness are
key elements to safe transits. For big waves, slow and turn into the wave
using only adequate power to negotiate the face and get to the top. As the
boat gets near the crest, back off power and slide up and over the top of the
wave. Maintain control and continue lateral movement across the back of
the wave while gauging the approach and size of the next one. Riding the
back of the wave gives more control than being on its face.
A.18. Effect of In calm or negligible wind and seas, SURC responds well using standard
Wind twin thruster operating practices. In stiff winds, several design features
combine to make handling the boat challenging. With the majority of weight
and the deepest draft aft, the bow is very susceptible to the effects of the
wind. Moderate winds may have an effect on maneuverability and can often
be the predominant environmental factor in maneuvering situations. In some
cases, it can be difficult to recover and turn the bow into the wind at slow
speeds (station keeping, towing approaches). When towing, the bow
becomes even more susceptible to the effects of the wind as the towed
vessel tends to hold the stern down.
A.19. Towing in Bow into weather towing approaches become very difficult in heavy winds.
Winds Once the wind catches the bow, it can be difficult to turn the bow back up
into wind while station keeping. Side-to approaches often solve this
problem.
A.20. Restricted In restricted maneuvering situations (alongside, at marinas, piers, wharves,

Maneuvering etc.) analyzing the environmental conditions and using them to help rather
than hinder operations is the way to deal with the large sail area created by
the bow and superstructure.
Change 4 4-5
Chapter 4
Operation
A.21. Station Station keeping requires concentration to maintain a constant heading and
Keeping position. The boat tends to work well with its stern to the wind as the bow
tends to “weathervane” downwind. If stern-to station keeping is not an
option, the operator must use extra care to counteract environmental factors.
A.22. Surf SURC is not intended to be operated in surf. This is due to the limited crew
Operations protection and the lack of inherent self-righting capability. However, there
may be a rare situation where surf conditions cannot be avoided. The
following will provide some terminology and maneuvers that will improve
safe boat operation and to safely depart a surf zone.
A.23. Plunger A breaking wave that results from long ground swells that telescopes on
meeting a steep rise on the ocean floor such as an inlet or shoal. The
bottom of the wave slows down and the top falls over causing the wave to
plunge (characterized by the curl or tube along the wave face). They are
usually larger waves that rise up suddenly and break with tremendous force.
A.24. Spiller Generally a slower or smaller wave that breaks on a gradual sloping beach.
These are generally gentler waves than plungers in that the force held by the
wave is being more gradually expended. Wind generated waves in open
water that build large enough to become unstable will often become a
spilling breaker. These are also referred to as sluffers.
A.25. Surging Occur around steep beaches and of small to moderate wave size. The
Waves waves break as they rise up and down the face of the beach/shoreline.
These are not a hazard unless you are beaching the boat. This type wave
will often swamp the boat as it is overtaken when the bow reaches the
beach. They may also broach and capsize the boat at that point when it is
most vulnerable.
A.26. Windows An area where the waves have momentarily stopped breaking, opening up a
safer area of operation for a boat. Windows often form in the area of aerated
water where a large set of waves has just finished breaking. They may
remain for a long time or may reform and begin breaking again almost
immediately
A.27. Wave A low spot in the wave crest, it is often a small-unbroken section of a wave
Saddle and that is breaking. It is preferable to maneuver a boat through saddles, if
Closeouts possible, thus avoiding the whitewater. When a wave breaks both ends
towards the middle it can quickly “closeout” the saddle with more energy
than a single breaker.
A.28. High/Low The high side of a wave is the part building towards the breaking point
Side and Wave (carries the most potential energy about to be released). The low side is the
Shoulder area of least potential energy and the safest direction to turn toward. The
shoulder is the edge of the wave leading up to the whitewater or breaking
point. It is often lower in height than the middle of the wave. The shoulder
may be particularly useful in escaping a narrow surf zone as it allows the
boat to be driven very close to the breaker without actually taking the full
force of the wave.
4-6 Change 4
Chapter 4
Operation
A.29. Lulls The lull period of a wave system is a relatively safer time to transit a bar,
inlet, or shoal area. The lull is the relatively calmer period between wave
series (wave trains). Timing this pattern is useful so that movements in the
area can be made avoiding the worst conditions. The duration of the lull
may range from less than a minute to several minutes. The area and
moving wave series must be observed for as long as possible until a
consistent pattern is discerned. Making a transit or conducting a maneuver
during the lull is the optimum goal but coxswains must be wary that another
series could arrive at any time.
A.30. Maneuvers Do not position the craft in a condition broadside or quarter to a breaking or
spilling wave. Meet waves bow on. While departing a surf zone during
windows or lulls, you may need to employ a maneuver called an Emergency
turn (E-turn) in order to meet an oncoming wave.
A.31. Emergency Tight turns can be made by reducing throttle as the helm is put over, then
Turn (E-turn) increasing throttle as the boat heads up on its new course. An emergency
(E-turn) is made by dropping one bucket full down. The boat will turn in the
direction of the dropped bucket.
A.32. Beaching The method of beaching is a matter of judgment, experience, and knowledge
of the beach by the coxswain. If the approach speed is attempted at too
high a speed, the SURC could become hard grounded and the jets may
ingest foreign matter into the intakes.
A.33. Towing Towing a disabled vessel requires a high degree of awareness of all
potential hazards as well as a full knowledge of the capabilities and
limitations of the particular components within the towing operation. Crew
safety and the crew of the towed vessel is of paramount importance.
Change 4 4-7
Chapter 4
Operation
4-8 Change 4
Chapter 4
Operation
Section B. Controls and Indicators

Station Name Figure No. Table No. Pages
Figure Table
Starboard Console 4-1 4-1 4-10 4-11
Engine Instrument 4-2 4-2 4-12 4-13

Panel
Console Switch
4-3 4-3 4-14 4-15
Panel
M257 Launcher 4-4 4-4 4-16 4-17

Control Panel
Battery Switch 4-5 4-5 4-18 4-19

Panel
House Battery 4-6 4-6 4-20 4-21
FLOCS Pump 4-7 4-7 4-22 4-23
Power Distribution 4-8 4-8 4-24 4-25

Panel
Change 4 4-9
Chapter 4
Operation
17
Figure 4-1. Starboard Console Controls and Indicators
4-10 Change 4
Chapter 4
Operation
Table 4-1 Starboard Console Controls and Indicators
CALLOUT DESCRIPTION
NO.
1. SL72 Radar
2. Console Switch Panel
3. Engine Instrument Panel
4. Fuel Gauge
5. ST60 Depth Display
6. Raw Water Strainer Vacuum Gauges
7. Throttle Controls
8. Transmission Shift Selector
9. 12 & 24 Vdc Accessory Outlets
10. M257 Launcher Control Panel
11. Jet Drive Bucket Controls
12. Helm
13. Blackout Switch
14. Safety Lanyard Connection
15. Engine Emergency Fuel Shutoff T Handles
16. VIC-3 FFCS Cable Clamp
17. I/R Control Box
Change 4 4-11
Chapter 4
Operation
1
2 3
4 5 6
1 9
Figure 4-2 Engine Instrument Panel
4-12 Change 4
Chapter 4
Operation
Table 4-2 Engine Instrument Panel
CALLOUT DESCRIPTION
NO.
1. Engine Stop Button
2. Lamp Test Switch for engine alarm cluster
3. Engine Battery Voltage
4. Tachometer
5. Elapsed Time Indicator
6. Fresh Water/Coolant Temperature Gauge
7. Lube Oil Pressure Gauge
8. Engine Alarm Lamp Cluster
• LOW OIL PRESS Lube Oil Pressure Failure Warning Lamp
• HIGH WATER TEMP Fresh Water/Coolant Over Temp. Warning Lamp
• HIGH TRANS TEMP Transmission Over Temp. Warning Lamp
• LOW TRANS PRESS Transmission Oil Pressure Warning Lamp
• HIGH TURBO BOOST Boost Overpressure Warning Lamp
• CHARGING Charging system failure
9. Warning Alarm Buzzer
10. Alarm Buzzer Stop Switch
11. Key Switch
• OFF
• ON
• START
12. Panel Dimmer Switch
Change 4 4-13
Chapter 4
Operation
Figure 4-3 Console Switch Panel
4-14 Change 4
Chapter 4
Operation
Table 4-3 Console Switch Panel
CALLOUT DESCRIPTION
NO.
1. Navigation or Anchor Lights
2. Bilge Pump #1 (Anchor Locker)
3. Bilge Pump #2 (Fuel Tank Compartment)
4. Bilge Pump #3 (Engine Compartment, Forward)
5. Bilge Pump #4 (Engine Compartment, Aft)
6. Horn
7. Engine Compartment Blower
8. Battery Interconnect
9. Starboard Jet Warning Light
10. Port Jet Warning Light
11. Instrument Lights
12. Bow Door Controller
Change 4 4-15
Chapter 4
Operation
Figure 4-4 M257 Launcher Control Panel
4-16 Change 4
Chapter 4
Operation
Table 4-4 M257 Launcher Control Panel
CALLOUT DESCRIPTION
NO.
1. System Arm/Safe Switch
2. Salvo Select Switch
3. Firing Switch (Guarded)
4. Control Panel Overload Circuit Breaker (20 A)
5. Stern Port Launcher Arm/Safe Switch
6. Stern Stbd Launcher Arm/Safe Switch
Change 4 4-17
Chapter 4
Operation
Figure 4-5. Battery Switch Panel
4-18 Change 4
Chapter 4
Operation
Table 4-5. Battery Switch Panel
CALLOUT NO. Description
1 House Battery Disconnect Switch
2 Engine Start Battery Disconnect Switch
3 24 Vdc Main Breaker
4 Bilge Main Breaker
5 24 Vdc to 12 Vdc Battery Converter Breaker
Change 4 4-19
Chapter 4
Operation
Figure 4-6. House Battery
4-20 Change 4
Chapter 4
Operation
Table 4-6. House Battery
CALLOUT NO. Description
1, figure 4-5 House Battery Charge Breaker
2, figure 4-5 Port Engine Fuel-Water Separator
3, figure 4-5 House Battery
Not Shown Engine Start Battery Charge Breaker

(Mounted on engine compartment forward bulkhead stbd side of
fuel/water separator))
Change 4 4-21
Chapter 4
Operation
Figure 4-7. FLOCS Pump
4-22 Change 4
Chapter 4
Operation
Table 4-7. FLOCS Pump
CALLOUT
DESCRIPTION
NO.
1 Pump Discharge Port
2 Pump Drain/Fill Switch
3 Port Transmission Drain Port
4 Port Engine Drain Port
5 Stbd Engine Drain Port
6 Stbd Transmission Drain Port
Change 4 4-23
Chapter 4
Operation
Figure 4-8. Power Distribution Panel
4-24 Change 4
Chapter 4
Operation
Table 4-8. Power Distribution Panel
CALLOUT DESCRIPTION
NO.
1 24 Volt Electronics Panel
2 24 Volt Accessory Panel
3 24 Volt Lighting/Bilge Panel
4 12 Volt Accessory Panel
Change 4 4-25
Chapter 4
Operation
C. General Operating Procedures.

C.1. General Boat handling requires extensive knowledge and practical underway
experience to build confidence and skill levels. Properly handling SURC
requires forethought and finesse. Always know the boat’s handling
features, monitor the prevailing weather conditions and take into account
the vessel’s limiting factors.
C.2. Starting
CAUTION
Do not stop engines, or disengage drive to jet unit,
when approaching a mooring or at any time when
control of vessel may be required.
Before starting engines, the following checks should be carried out:
a. Vessel is securely tied up or well clear of other objects.

b. Helm is centered and throttle controls are at zero speed.
c. Transmissions are in neutral position.
d. After starting engines, adjust helm and reverse levers to control
vessel movement.
Backing down and zero speed are achieved by redirecting the jet stream.
If the bucket is full down, all of the jet stream is redirected back under the
vessel giving full astern thrust. If the bucket is partially down, the jet
stream is split giving some ahead and some astern thrust. At a certain
bucket position, the ahead and astern thrusts will be equal and vessel will
not move ahead or astern regardless of the throttle opening. This is the
zero speed condition and should not be confused with the neutral position
of a gearbox (driveline not rotating). However, it should also be noted that
a true zero speed condition may be very difficult to achieve based on
inherent jet creep caused by wind, current (cross and axial), and general
water activity .
CAUTION
Do not attempt to change bucket position with
transmission in neutral or reverse. Damage to jet
hydraulic system may result.
The jet hydraulic system is driven from a hydraulic pump on the jet input
coupling. The pump is only generating hydraulic pressure when the
transmission is in the ahead position (and engine is running). When
operating the reverse control, the jet impeller is always rotating regardless
of the position of the bucket. Any intermediate position between ahead
and astern can be selected to give infinitely variable speeds when
maneuvering.
4-26 Change 4
Chapter 4
Operation
C.3. Steering Refer to figure 4-9. When moving ahead, the bow of the vessel will always
turn the way the steering wheel is turned. Steer to port and bow of the
vessel will move to port, and vice versa.
The Steering Nozzle deflects the jet of water to port or starboard causing
the vessel to steer to port or starboard respectively
The following points should be remembered when operating a jet vessel:-

a. If the engine is stopped there is no jet of water to deflect. The
vessel cannot be steered or stopped.
b. The more the throttle is opened, the greater the steering effect.
The sharper the turn.
c. Do not stop the engine or disengage the drive to the jet when
approaching a mooring or at any time when steering will be
required.
d. Steering is available at zero speed as well as at all ahead and
astern speeds. This is a feature which gives the jet drive extreme
maneuverability.
Figure 4-9. Steering Directional Control
Change 4 4-27
Chapter 4
Operation
C.4. Low Speed Refer to figure 4-10. Use the following procedure when docking alongside
Maneuvering And a pier or quay. Initially both controls are at zero speed condition and the
Docking vessel is stationary.
a. Move the reverse control levers to the zero speed position.

b. Set the throttles to l/3 open - approximately 1,200 R.P.M. In strong
tide or wind conditions increase the throttle opening to obtain
greater response.
c. A slight movement either way from the zero speed position will be
sufficient to move the vessel ahead or astern until the maneuver is
complete.
d. Steering will be very responsive at this throttle opening. Full
steering control is available at all ahead/astern control lever
positions. There is no change of steering sense at any time.
e. Maneuver at a fixed throttle setting, working the steering with one
hand and the forward/astern bucket control levers with the other
hand.
f. Do not change throttle settings. Maneuvering is best carried out
using the helm with one hand and both reverse levers with the
other hand.
g. Use only low engine rpm. High RPM will give faster response but
makes control more difficult.
h. If the bow is rotating to starboard, turn helm to port to stop the
rotation (or vice versa). Center the helm to hold the heading.
i. If the craft is moving ahead, move the reverse levers astern to bring
the vessel to a stop (or vice versa). Adjust thrust for zero speed to
hold the heading.
4-28 Change 4
Chapter 4
Operation
Figure 4-10. Docking
Change 4 4-29
Chapter 4
Operation
C.5. Moving Refer to figure 4-11. Use the following procedure to move the vessel
Sideways sideways toward the pier. Initially both controls are at zero speed condition
and the vessel is stationary.
Moving to Port
a. Set both engine throttle controls to just above idle with slightly
higher RPM on the port side. (in strong tide or wind conditions
increase the throttle opening to obtain greater response as required
to suit the conditions).
b. Center the helm.
c. Move the port reverse lever to full astern and the starboard lever to
full ahead.
d. As the bow begins to swing to port, turn the helm to starboard to
keep the vessel parallel to the pier.
e. The vessel will move to port.
f. Adjust the port engine RPM to prevent fore and aft movement.
(Higher RPM moves vessel aft). This may also be done by bringing
the starboard reverse control back towards the zero speed position.
g. !f the vessel is moving sideways too fast, set bucket controls back
to zero speed and return helm to the center position. Set the
controls for sideways movement in the opposite direction until the
vessel stops moving sideways. The required control setting will
vary according to wind and tide conditions.
Figure 4-11. Moving Sideways
4-30 Change 4
Chapter 4
Operation
C.6. Emergency
Stop
WARNING
Use the emergency stop feature very carefully.
Performing an emergency stop maneuver while the
vessel is moving ahead at high speed will produce
a very rapid deceleration. Alert all personnel
onboard prior to performing an emergency stop.
Failure to do so may result in serious injury to
personnel.
To brake the vessel's forward motion under emergency conditions:
NOTE: It may be necessary to use slight port helm to maintain the craft
at a constant heading.
a. Alert all personnel onboard of emergency stop.

b. Drop both buckets to full down position.
c. Reduce throttle setting as soon as the vessel has slowed to a
standstill.
d. After craft has come to a complete stop, raise buckets and add
throttle to maintain steerage way.
e. Do not use full helm control until the vessel has slowed.
Change 4 4-31
Chapter 4
Operation
C.7. Jet Hydraulic

Failure
In case of a complete hydraulic steering failure, the jets may be steered by

bucket control only. Disconnect the hydraulic steering cylinder actuator
rod (3, figure 4-12) from port jet tiller (2, figure 4-12). Move tie-bar (1,
figure 4-12) to center tillers. Secure tillers in place at mid-ship position.
Steer using bucket controls.
Figure 4-12. Jet Steering Tiller
Emergency manual bucket control. This may be carried out in case of

failure of the reverse hydraulic control system.
To raise the bucket:
a. Attach a rope to the bucket.

b. Take the weight off the bucket.
c. Disconnect the front hydraulic hose from the jet drive reversing
cylinder.
d. Lift the bucket and tie off the rope so that the bucket is raised out
of the jet stream.
Shut down the engine driving the jet without reverse and maneuver using
the other jet.
This will enable the vessel to proceed at speed and return to base to have
the fault checked and rectified.
4-32 Change 4
Chapter 4
Operation
C.8. Cruising
CAUTION
Running at speed with a partially blocked inlet grill
or debris on the impeller will result in cavitation and
damage to the jet unit.
Before accelerating to full speed, both jets should be cleared by back-

flushing. This should be done on every operation as soon as clear water
is reached.
If there is any blockage of the jet, the engine will run at a higher than
normal RPM and the vessel will accelerate slowly. Top speed will be
reduced. If such symptoms are noticed, immediately slow the vessel and
clear the blockage.
Back flush the jet drives as follows:
a. Stop the boat in clear water.

b. Set throttles to idle.
c. Set transmissions to reverse
d. Increase throttle settings to 1,200 RPM and run engines for a few
seconds to back-flush jets.
e. Bring throttles back to idle.
f. Set transmissions to forward.
g. Bring engines back up to cruise throttle.
Speed should be increased gradually. Full power should not be applied at

low speeds such as when operating on one engine.
CAUTION
Verify that the water line is below the inspection
cover level before removing the inspection cover.
When departing an area of shallows, or with debris in the water, ensure

jets are clear of debris before accelerating to high speed Prior to
commencing operations, open the jet drive inspection cover and remove
all debris from around the Impeller and intake screen.
In conditions of severe weather or overloaded boat, the engine speed

should be reduced as conditions and boats loading dictate.
Change 4 4-33
Chapter 4
Operation
C.9. Shallow
Water Operation
CAUTION
Do not run the jets if the vessel has run aground.
Damage may occur to the impellers and stators.
It is important to avoid pumping stones, sand, etc, through the jets. This
will blunt and wear the Impeller.
At high planing speeds, shallow water operation is not a problem until the
vessel is nearly grounded.
If it is not possible to pick a deep water area to start and stop in, idle over
the shallow area into deep water before accelerating up to planing speed.
If any debris has been picked up in the intake screen, momentarily
stopping the engine should allow the debris to drop away from the screen.
At slow displacement speeds avoid using high RPM in shallow water.
C.10. Blockages
Pieces of debris, water, weeds, sticks, etc will not normally block or harm
the jet unit. However, it is good practice to steer around such debris
where possible. Any debris caught in the intake screen, impeller or
tailpipe stator vanes can affect the jet unit’s performance.
In debris laden waters it may be necessary to clear the intake screens and
impellers before each operation. In many cases, the debris is picked up
while the craft is moored. It is advisable to clear the intake screen in open
or clear waters. Blockages of the Jet Unit are usually noticed by the
following symptoms:
a. Engine unloading (RPM increases).

b. Lack of jet thrust (craft speed drops).
c. Abnormal noise and vibration from the jets.
Back-flush the blocked jet as described in paragraph 4.C.8.
WARNING
Exercise extreme care when the inspection cover
is removed. Water may enter the vessel through
the opening.
Remove the Inspection Cover on the Intake and manually clear the
obstruction.
4-34 Change 4
Chapter 4
Operation
C.11. Aerated
Water
Under certain conditions, it may be possible to feed aerated water into the
intake of the jets.
When operating in areas where the water may be excessively aerated.

(eg. fast flowing rapids or surf) the following points should be noted:
a. Loss of thrust due to the jets pumping a significant amount of air

instead of water.
b. The impeller may unload suddenly causing the engine RPM to
fluctuate wildly.
c. When these symptoms occur, reduce engine RPM until the jet
maintains a steady RPM and thrust
C.12. Engine Or
Jet Out Of Service
If the vessel is operated with an engine and jet out of service, it is possible
for the inoperative jet’s input coupling to rotate due to water flowing
through the jet intake. This can lead to damage to the gearbox.
The jet unit input coupling can be prevented from rotating by engaging the
transmission of the engine which is out of service.
When using this method, it is also possible for the inoperative jet to rotate
the engine. If this occurs, disengage the gearbox and allow the jet input
coupling to rotate.
Change 4 4-35
Chapter 4
Operation
C.13. Towing Towing evolutions with SURC are performed by two methods; Fore
and aft tow, and an alongside tow. The individual method of the tow is
predicated by the environment, operating conditions, and by the
operational threat imposed on the disabled craft by outside forces.
The primary consideration in all cases is to get the disabled craft and
crew into a safe environment as quickly and safely as possible.
C.13.1 Crew Brief If conditions and commitments permit, conduct a thorough crew
briefing. Determine operational situation and what might be expected.
Assign personnel to assist with preparations and lay out tow rig. Verify
safety equipment is available and personnel protective equipment is
donned by the crew. Environmental conditions will affect the
operation. As conditions are likely to change during the mission, plan
for the unforeseen. All of the following conditions/situations may affect
the towing evolution:
a. Existing and forecasted marine weather (including winds,

seas, and river currents).
b. Currents and tides (next high/low, slack and maximum).
c. Daylight/Darkness (sunrise/sunset, twilight).
d. Maintain safe speed for the conditions (sea state, visibility,
and river or channel width).
e. Be constantly aware of navigational position and navigational
hazards.
f. If disabled craft is not within sight, determine disabled craft’s
position.
g. Establish and maintain communications.
4-36 Change 4
Chapter 4
Operation
C.13.2 Fore and Aft Due to the lack of maneuverability of the towed craft in a restricted
Tow environment, a fore and aft tow should not be considered in a narrow
river channel, or harbors with heavy marine traffic. Perform the
following when conducting a fore and aft tow:
a. Connect weak link pendant (2, figure 4-13) to tow line (4,
figure 4-13).
b. Pass weak link pendant tow line to disabled craft and attach
tow to disabled craft’s bow tow eye (1, figure 4-13).
c. Maintain position forward of disabled craft. Maintain steerage
way.
d. Avoid getting excess slack in the line in the water. The line
could be sucked into the jet intake grates.
e. Do not take any turns on tow pintle until the tow line is made
fast to the disabled craft.
f. Once the tow is made fast to disabled craft, put a working turn
on the tow pintle (5, figure 4-13) of the tow craft and come
ahead slowly to set the scope.
g. Pay out enough line to set a catenary (3, figure 4-13) but not
so much that there is slack line in the water.
h. When the scope is set, make tow line fast to tow pintle of tow
craft and secure any excess line.
i. Slowly bring throttles ahead on the tow vehicle.
j. Do not attempt rapid speed or course changes.
k. The length of the tow vessel is now the length of the tow
vessel, tow line, and the towed vessel. Maneuver slowly.
l. Stay focused on how the tow is responding and makes
adjustments to course, speed and length of tow line as
needed.
m. Shorten tow before entering a port with calm restricted waters.
Figure 4-13. SURC Fore And Aft Tow
Change 4 4-37
Chapter 4
Operation
The alongside tow method provides the tow craft more

C.13.3. Alongside
maneuverability and control of the disabled craft than is available with
Tow Normal
a fore and aft tow. The alongside tow also provides the means for a
Configuration
quick extraction if the disabled craft is in a hostile situation where the
craft must be moved quickly. However, rough seas or river mouth
currents may create hazard conditions not associated with a fore and
aft tow, especially in heavy cross winds or cross currents. Perform the
following steps when rigging for a normal alongside tow:
a. Determine on which side the tow will be rigged.
b. Rig Fenders.
c. Come alongside the disabled craft with disabled craft bow
forward of the tow SURC (figure 4-14).
d. Attach tow line between tow craft towing eye and forward lift
point on disabled craft (1, figure 4-14)
e. Secure spring lines between lift points (2, figure 4-14).
f. Attach line between disabled craft tow pintle and tow craft aft
lift point (3, figure 4-14).
g. Slowly bring throttles ahead on the tow vehicle.
h. Do not attempt rapid speed or course changes
4-38 Change 4
Chapter 4
Operation
Figure 4-14. Alongside Tow Normal Tow
Change 4 4-39
Chapter 4
Operation
C.13.4. Alongside In a hostile environment, or when there is a possibility of damage to

Tow Quick the disabled craft due to environmental conditions such as surf, heavy
Extraction currents, or rocks, it may be necessary to extract the disabled craft as
quickly and safely as possible. Perform the following steps when
rigging for a quick extraction alongside tow:
a. Come alongside the disabled craft with disabled craft bow

forward of the tow SURC (figure 4-15).
b. Attach tow line to tow craft aft lift point (1, figure 4-15).
c. Take two quick turns around towed craft aft lift point (2, figure
4-15).
d. Take two quick turns around tow craft forward lift point (3,
figure 4-15).
e. Make final turns around towed craft forward lift point (4, figure
4-15).
f. Slowly bring throttles ahead on the tow vehicle.
g. Clear area as rapidly and safely as possible.
h. Reconfigure tow as a normal alongside tow when well clear of
any danger.
4-40 Change 4
Chapter 4
Operation
Figure 4-15. Alongside Tow Quick Extraction
Change 4 4-41
Chapter 4
Operation
Section D. Operating Procedures

Procedure No. Periodicity Description Page No.
R-1 Perform when SURC is launched Launch Procedures 4-43

from trailer into the water.
R-2 Conduct prior to any underway Start-Up Checks 4-46

evolution.
R-3 Conduct after underway evolution Shut Down 4-51

Procedures
R-4 Perform when SURC is removed from Trailer Loading 4-54

water onto trailer. Procedures
R-5 Perform when SURC is towed over Trailer Towing 4-56

improved road beds Procedures
LU-1 Conduct prior to extended lay up and Lay Up Procedures 4-58

storage
LU-2 Perform in conjunction with LU-1 prior Winterization 4-62

to laying up SURC for extended Procedures
periods when temperatures could go
below freezing (32° F).
SU-1 Conduct prior to operations after De-Preservation 4-66

extended lay up Procedures
AC-1 Perform prior to transport by fixed Aircraft Loading 4-68

wing aircraft. Procedures
AC-2 Perform prior to transport by rotary Aircraft Loading 4-75

wing aircraft. Procedures
LC-1 Perform prior to transport by Landing LCAC Loading 4-77

Craft Air Cushion (LCAC). TBD Procedures
CA-1 Perform to right a capsized craft Procedures to 4-81

Right Capsized
Craft
N-1 Perform prior firing M6 Discharger. Countermeasure 4-87

Firing Procedures
N-2 Perform when handling or loading HERO Emission 4-90

ordnance Control Procedures
4-42 Change 4
Chapter 4
Operation
R-1 Trailer Launch Procedures
System SURC SUB SYSTEM
Description SURC Trailer Launch Procedures
Safety Observe standard safety precautions

Precautions Perform in accordance with manufacturer’s specifications
Tools, Parts,
Materials, Test
Equipment
Periodicity Perform when SURC is launched from trailer into the water.
Step Procedure
CAUTION
Do not exceed the trailer maximum weight rating. Exceeding
the maximum rating voids the manufacturer’s warranty and
may lead to premature failure of the trailer, causing damage to
the boat and creating an unsafe towing condition.
CAUTION
Verify boat is tight against bow stop. This will ensure proper
loading and weight distribution.
1. Remove tie down straps (2, figure 4-16A) from transom (1, figure 4-16A) and
trailer (3, figure 4-16A).
Change 4 4-43
Chapter 4
Operation
Step Procedure
2.
Figure 4-16A. Transom Tie-Down
3. Back the trailer down the boat ramp until the forward axle is submersed.
4. Set tow vehicle emergency brake. Place blocks behind tow vehicle rear
wheels.
5. Set transmissions to NEUTRAL and Start SURC engines. Verify all engine
indicators are normal.
6. Swing helm fully in both directions. Verify that jet nozzles respond and there
is no binding in steering command.
7. Secure bow and stern lines to SURC.
8. Release forward tie down straps (3, figure 4-16B).
4-44 Change 4
Chapter 4
Operation
Step Procedure
Figure 4-16B. Trailer Winch
NOTE: If boat backs off of trailer when winch lock is released, it will be
necessary to drive boat forward onto trailer bow stop (4, figure 4-
16B) to release winch cable hook (2, figure 4-16B).
9. Release winch lock (5, figure 4-16B) and pull 12 to 18 inches of cable out (1,
figure 4-16B). Release winch cable hook (2, figure 4-16B) from bow shackle.
10. Slowly back SURC straight back off of trailer while maintaining positive control
of bow and stern lines.
11. After SURC has backed clear of trailer, pull trailer clear of water onto level
ground.
12. Perform SURC in-water checks prior to departing launch area.
Change 4 4-45
Chapter 4
Operation
R-2 Start-up Checks

Description Start-Up Checks

Tools, Parts, Flash light

Materials, Test Clean Rags.
Equipment
Periodicity Perform prior to any underway operation
Step Procedure
1. Inspect collars for any signs of cuts, punctures, and abrasions. Verify that all collar
hardware is secure and in place.
CAUTION
Damage to the collar system is considered a restrictive

discrepancy. Start-Up Checks (R-2), requires a thorough
inspection of the collar before each underway evolution. It is
critical that any damage that penetrates the polyurethane coating
(skin) be repaired immediately. Failure to do so may result in
further damage to the collar, requiring extensive repair.
2. Inspect hull for punctures, tears, deformations, etc.
3. Inspect forward storage and fuel tank compartment bilges for water/fuel leaks.
4. Ensure fuel tank valve is OPEN (valve handle inline with fuel line/fuel flow).
5. Ensure fuel filter valve is OPEN (valve handle inline with fuel line/fuel flow).
6. Drain fuel/water separators to remove any water from system.
7. Inspect engine compartment for water, oil, and leaks.
8. Check all fluid levels. Record fluids added in quarts (qt), liters (lt), and gallons (gl).
a. Engines Port Starboard
(1) Lube Oil
4-46 Change 4
Chapter 4
Operation
Step Procedure
(2) antifreeze pre-mix
b. Transmissions
(1) Lube Oil
c. Jet Drives
(1) Saginaw Pump
d. Helm hydraulic steering fluid
9. Fill fuel tank
Fuel Type Diesel JP-5 JP-8
Number of gallons added
Amount of additive added
10. Inspect V-belts for proper tension and wear.
Port Starboard
a. Engines
b. Jet Drives
11. Inspect all cooling and fuel system hoses, hose clamps, and fittings for signs of leaks,
abrasions, cuts, or kinks.
12. Set cooling system ball valve to OPEN position (valve handle inline with line/flow).
13. Inspect battery terminal connections.
Line of Departure-QC/Supervisor’s Signature
Change 4 4-47
Chapter 4
Operation
Step Procedure
14. Record engine hours prior to starting craft (indicators located below alternators).
Port Starboard
14. Set battery switches and breakers as follows:
House Battery Disconnect Switch ON
Engine Start Battery Disconnect Switch ON
24 Vdc Main Breaker ON
Bilge Main Breaker ON
24 Vdc to 12 Vdc Battery Converter Breaker ON
15. Set all power distribution panel circuit breakers are set to the ON position. Leave
spare breakers in the OFF position.
16. Inspect engine safety lanyards for wear. Verify that safety lanyard is connected to
emergency stop switch.
17. Verify engine fuel shutoff valves are OPEN.
18. Test operation of console mounted blackout switch. Verify the following lights are
inoperative:
(1). Navigation Lights
(2). Anchor Light
(3). Instrument Lights
19. Set Transmission gear selector to NEUTRAL (mid) position.
4-48 Change 4
Chapter 4
Operation
Step Procedure
WARNING
compartment, causing serious personal injury and
damage to equipment.
NOTE: For non-water borne start-up, continue at step 20, for water borne start-up,
omit steps 20 and 21.
NOTE: Each engine will require a water source for dry land operation.
20. Remove raw water strainer cover and strainer element, insert garden hose 8 to 10
inches into the raw water cooling line going towards the engine.
21. After running engine(s), remove garden hose. Replace strainer element(s) and
cover(s). Insure basket is replaced correctly.
Launch in accordance with launching procedures
22. Attach safety lanyard to coxswain’s PFD.
23. Start and run engines for a minimum of five minutes. Record craft hours (indicators
are located in instrument panel tachometer housings).
Port Starboard
24. After starting engine, ensure that instrument panel alarm system is functioning.
25. Verify that steering is smooth from lock to lock with no binding or rough spots, and
that steering nozzles follow smoothly.
CAUTION
Do not operate jet bucket controls with transmission in
neutral or reverse. The jet input coupling must be
turning to develop hydraulic pressure. Damage to
bucket hydraulic system may occur.
26. Shift transmission to the FORWARD position and Increase throttle setting
27. Verify raw water is circulating through cooling system by cautiously checking the
temperature of the exhaust mixing elbow, which should be cool to the touch.
Change 4 4-49
Chapter 4
Operation
Step Procedure
28. Operate bucket controls through full range of operation. Verify that buckets
operate smoothly through full range of motion.
29. Test operate:
a. Radar
b. Depth Sensor
c. Navigation lights
d. Instrument lights
e. Steering
f. Horn
g. Spotlight
h. Check bilge pump operation
i. Bow Door from console and bow compartment switches.
30. Conduct radio check on VHF marine band radio at local working frequency.
31. Conduct radio check on SINCGARS radio at local working frequency.
32. Conduct interior communications radio check from all VIC-3 stations.
33. Inspect all cooling and fuel system hoses, hose clamps; and fittings for signs of
new leaks.
34. Record any abnormal indications or operations. Report failures to maintenance

personnel for corrective action.
NOTE: Following craft operation, apply coxswain’s certification signature to
the last page of the post-operation checklist, and turn in to
dispatcher.
4-50 Change 4
Chapter 4
Operation
R-3 Shut Down Procedures

Description Shut Down Checks

Tools, Parts, Clean Rags.

Materials, Test
Equipment
Periodicity Perform after each underway operation.
Step Procedure
CAUTION
Do not operate jet bucket controls with transmission in
neutral or reverse. The jet input coupling must be turning to
develop hydraulic pressure. Damage to bucket hydraulic
system may occur.
1. Raise buckets to full UP (forward) position.
2. Set transmission gear selectors to NEUTRAL position.
3. Allow engines to idle for a minimum of five minutes after boat is moored, or connected
to trailer.
4. With engines still running, inspect engine compartment for water, oil, leaks, and/or any
other unusual operating noises.
5. Record craft hours (Indicator located in instrument panel tachometer housing)
Port Starboard
Change 4 4-51
Chapter 4
Operation
Step Procedure
CAUTION
The engine STOP button must be pressed to shut down the
engine before setting key switch to OFF. Turning key switch
to the OFF position with engines running will disable the fuel
flow relays and the engines will continue to run.
6. Stop engines by holding engine STOP button (1, figure 4-2) down until engines come
to a complete stop.
7. Set key switch (10, figure 4-2) to the OFF position.
8. Secure all boat electronics, including radar, depth sounder, and radios.
9. Set Power Distribution Panel circuit breakers to the OFF position (leave the bilge pump
breakers in the ON position if craft is left in the water).
10. If craft is left in the water, set console switch panel bilge pump switches (4) to the
AUTO position.
11. Set battery switches as follows:
Craft In Water Craft On Trailer
House Battery Disconnect Switch OFF OFF
Engine Start Battery Disconnect Switch OFF OFF
24 Vdc Main Breaker OFF OFF
Bilge Main Breaker ON OFF
24 Vdc to 12 Vdc Battery Converter Breaker OFF OFF
13. Inspect forward storage and fuel tank compartment bilges for water and fuel leaks.
14. Record any abnormal indications or operations. Report failures to maintenance

personnel for corrective action.
15. Record engine hours (Indicator located below alternator)
Port Stbd
16. Conduct fresh water wash down.
4-52 Change 4
Chapter 4
Operation
Step Procedure
17. COXSWAIN’S CERTIFICATION SIGNATURE VERIFYING PERFORMANCE OF ALL

REQUIRED PRE AND POST OPERATION PMCS.
Signature:
Time of return to Date:

dispatcher:
Change 4 4-53
Chapter 4
Operation
R-4 Trailer Loading Procedures
Description Trailer Loading Procedures

Tools, Parts, Trailer ratchet straps

Materials, Test
Equipment
Periodicity Perform when SURC is removed from water onto trailer for transport over
improved roadbeds.
Step Procedure
CAUTION
may lead to premature failure of the trailer, causing damage to
the boat and creating an unsafe towing condition.
CAUTION
1. Back the trailer down the boat ramp until the forward axle is submersed.
2. Set tow vehicle emergency brake. Place blocks behind tow vehicle rear
wheels.
3. Release trailer winch lock (5, figure 4-16B) and pull 12 to 18 inches of winch
cable out.
4. Maneuver the boat onto the trailer and drive forward onto the trailer until the
bow touches the V stop (4, figure 4-16B) located just aft of the winch stand.
The front cross member V guides will automatically center the bow and the
rear bunks will center the stern momentarily.
5. Attach winch cable hook (2, figure 4-16B) to boat shackle and wind in cable
until the cable crimp ferrule on the end of the cable just touches the winch reel
(1, figure 4-16B).
4-54 Change 4
Chapter 4
Operation
Step Procedure
6. Set trailer winch lock to the locked position.
7. Attach safety cables to trailer and tow vehicle in a criss-cross fashion under
the trailer tongue.
8. Pull boat and trailer forward. Verify boat is centered on trailer.
9. Pull boat and trailer out of water onto level ground.
10. Attach surge brake safety chain to tow vehicle.
11. Attach trailer electrical harness to tow vehicle.
12. Attach tie down straps (two aft and two forward) at trailer tie down points. Boat
must fit securely in V stop located just aft of winch stand.
13. Verify brake lights and other trailer lights are working.
14. Verify operation of trailer brakes.
Change 4 4-55
Chapter 4
Operation
R-5 Trailer Towing Procedures
Description Trailer Towing Procedures

Tools, Parts,
Materials, Test
Equipment
Periodicity Perform when SURC is towed over improved road beds.
Step Procedure
NOTE: Trailer pre-operational checks are not required it the craft is in the water, if
so, proceed to craft pre-operational checks.
CAUTION
Verify trailer is level and all wheels are in contact with road
bed.
CAUTION
may lead to premature failure of the trailer, causing damage
to the boat and creating an unsafe towing condition
CAUTION
When backing or performing tight turning maneuvers with
the vehicle, ensure bow of craft is clear of vehicle.
CAUTION
1. Adjust pintle height so that trailer is level with road bed.
4-56 Change 4
Chapter 4
Operation
Step Procedure
2. Securely engage pintle hitch with tow hitch. Pintle and tow hitch must be rated for
same size and weight.
3. Secure safety cables from trailer to tow vehicle in a criss-cross fashion under the
tongue.
4. Attach surge brake safety chain to tow vehicle.
5. Fully crank up trailer jack.
6. Verify all fasteners and bolts are properly tightened. Pay particular attention to the
wheel lug nuts (tightened to 85 ft-lbs).
7. Verify boat is securely tied down with all tie-down straps. The winch cable is not a
tie-down cable. Attach safety straps between bow eye and winch stand. The winch
controls the boat along the trailer longitudinal axis. Tie-downs secure the boat in
the vertical axis. Bow-eye and transom tie down straps must be securely attached
whenever the trailer is in use.
8. Verify tires are properly inflated (80 psi). Read the tire sidewall to determine the
correct tire pressure required. This rating will be different than the tow vehicle tires.
Check for tire wear, cracks, bubbles or foreign objects imbedded in the tire.
9. Verify brake lights and other trailer lights are connected and working. Verify the
brake reservoir is full of fluid.
10. Verify wheel bearings are properly lubricated and caps are in place.
11. Verify brakes are functioning by testing before getting on the road road.
Change 4 4-57
Chapter 4
Operation
LU-1 Lay-Up Procedures
Description Lay Up Procedures


Materials, Test
Equipment
Periodicity Perform prior to laying up SURC for extended lay up and storage.
Step Procedure
5. Test operate:
a. Radar
b. Navigation lights
c. Instrument lights
d. Steering
4-58 Change 4
Chapter 4
Operation
Step Procedure
e. Horn
f. Bow Door
g. Spotlight
6. Conduct radio check on VHF marine band radio at local working frequency.
7. Conduct radio check on SINCGARS radio at local working frequency.
8. Conduct interior communications radio check from all VIC-3 stations.
NOTE: If craft is subject to high temperatures during storage, do not fill the fuel to
more than 75% (225 Gal) full.
9. Fill fuel tank to full.

Add fuel conditioner (Raycor Parker Diesel Conditioner Plus ADT1116), as follows:
JP-5 1 pint per 300 gallons of fuel
JP-8 1 pint per 300 gallons of fuel
To prevent algae buildup, add biocide additive (Raycor Parker Diesel Biocide,
ADT2116), at the following ratio:
10. Close fuel tank and fuel/water separator fuel shut off valves.
CAUTION
Do not operate engine without anti-freeze in the engine
fresh water cooling system. Freezing temperatures,
interior engine scaling, and rust can cause premature
engine failure.
CAUTION
Do not exceed a 50% anti-freeze to fresh water volume.
Cooling efficiency will be degraded.
11. Test engine coolant specific gravity. Verify that coolant meets current area
guidelines for protection from freezing conditions.
12. Open drain cocks on fuel/water separators and drain water into a waste container.
Dispose of water.
13. Open Engine raw water drain cocks (figures 4-17, 4-18) and drain water into a
waste container. Dispose of water.
Change 4 4-59
Chapter 4
Operation
Step Procedure
Figure 4-17. Raw Water Drains Stbd Side
Figure 4-18. Raw Water Drain Port Side
4-60 Change 4
Chapter 4
Operation
Step Procedure
House Battery Disconnect Switch Off
Engine Start Battery Disconnect Switch Off
24 Vdc Main Breaker Off
Bilge Main Breaker Off
24 Vdc to 12 Vdc Battery Converter Breaker Off
15. Disconnect all battery terminals from batteries.
16. Inspect all cooling and fuel system hoses, hose clamps; and fittings for signs of
leaks.
17. Lubricate all control cables, actuators and hull plug.
18. Perform any scheduled engine, transmission, or jet drive maintenance that is
scheduled during next calendar quarter.
19. Install cockpit cover.
20. During long term storage, charge batteries monthly to compensate for battery self-
discharge.
Change 4 4-61
Chapter 4
Operation
LU-2 Winterization Procedures
Description Winterization Procedures

Tools, Parts, Clean Rags Grease Gun w/Grease

Materials, Test Bucket Hydrometer
Sponge Anti-Freeze
Equipment Funnel RV Potable Water Anti-Freeze
Electrical Tape. Winterization Tag
Periodicity Perform in conjunction with LU-1 prior to laying up SURC for extended
periods or during shipping when temperatures could go below freezing
(32° F).
Step Procedure
1. Grease all water jet linkage fittings to expel any water.
2. Grease all drive shaft fittings to expel water.
3. Remove two 1/8 in. npt plugs from bottom of transmission oil cooler (figure 4-19),
drain water from transmission oil cooler.
4-62 Change 4
Chapter 4
Operation
Step Procedure
Figure 4-19. Transmission Oil Cooler Drains
4. Reinstall transmission oil cooler drain plugs.
5. Open all engine raw water drains and drain raw water from engine. (Refer to LU-1,
figures 4-17 and 4-18).
6. Retighten engine raw water drains.
7. Loosen, but do not remove, six screws securing impeller cover plate on engine raw
water cooling pump.
8. Allow water to drain from cover.
9. Retighten cover plate screws. Do not over-torque screws.
10. Remove hose from upper strainer outlet (strainer to raw water pump).
11. Pour two gallons of RV potable water anti-freeze into hose while turning engine
over. Do not start engine.
12. Reinstall hose and tighten clamp.
Change 4 4-63
Chapter 4
Operation
Step Procedure
13. Pre-start engine as follows:

a. Hold down STOP button (1, figure 4-2).
b. Turn key switch (9, figure 4-2) to START and allow engines to turn over for
at least fifteen seconds.
c. Release key switch.
d. Release STOP button.
e. Wait fifteen seconds.
Repeat steps a. through d.
14. Elevate bow of craft by raising trailer leg to allow bilge water to move aft toward the
bilge pumps.
CAUTION
Do not run bilge pumps dry for more than ten
seconds. Running pumps dry may damage pumps.
15. Place waste container under hull bilge pump discharge ports. Turn on bilge pumps
in manual mode and empty bilges of as much water as possible. Turn off bilge
pumps.
16. Remove Transom drain plugs from forward and aft ends of speed shoe extension
chamber and allow water to drain. Reinstall Transom drain plugs.
17. Remove any water not removed by bilge pumps with a sponge.
18. Set all circuit breakers, battery switches, and device switches to the OFF position.
19. Disconnect all battery cables from each battery.
20. Cover battery cables with electrical tape and secure cables away from batteries.
WARNING
Do not remove engine coolant tank cap while engine is
hot. Injury to personnel and damage to engine may
result.
21. Remove cap from engine coolant tank.
22. Using hydrometer, measure specific gravity of coolant to verify engine coolant is
safe from freezing. A 50/50 mix of anti-freeze to fresh water is recommended.
23. Repeat steps 1 through 21 for both engines.
24. Secure all hatches and covers.
4-64 Change 4
Chapter 4
Operation
Step Procedure
25. If storing outside, elevate bow slightly to insure water will run out of hatch channels.
26. Attach winterization tag on helm control along with winterization instructions.
Change 4 4-65
Chapter 4
Operation
SU-1 De-Preservation Procedures
Description De-Preservation Procedures


Materials, Test
Equipment
Periodicity Perform prior to operations after extended lay up.
Step Procedure
1. Remove cockpit cover.
5. Open fuel tank and fuel/water separator fuel shut off valves.
6. Connect all battery cables.
7. Perform any scheduled maintenance that was not performed during Lay Up.
8. Perform Start Up checks (R-2) steps 2 through 16.
4-66 Change 4
Chapter 4
Operation
WARNING
compartment, causing serious personal injury and
CAUTION
Do not immediately start engine after extended lay up
period. Damage to engine may result.
9. Pre-start engine as follows:

a. Hold down STOP button (1, figure 4-2).
b. Turn key switch (9, figure 4-2) to START and allow engines to turn over for
at least fifteen seconds.
c. Release key switch.
d. Release STOP button.
e. Wait fifteen seconds.
f. Repeat steps a. through d.
10. Perform Start Up checks (R-2) steps 17 through 34.
11. Change engine and transmission lube oils.
Change 4 4-67
Chapter 4
Operation
AC-1 Aircraft Loading Procedures
Description Aircraft Loading Procedures

Tools, Parts, Clean Rags. Hand Tools.

Materials, Test
Equipment
Periodicity Perform prior to transport by fixed wing aircraft.
Step Procedure
1. Set Battery Switch Panel switches and circuit breakers to the OFF position.
2. Disconnect battery terminals from both batteries.
3. Remove weapon stands and mounts from foundations. Stow in console storage
locker. Retain hardware for later installation.
4. If installed, remove SINCGARS VHF antennas.
5. If installed, remove lightning rod.
6. Remove clevis pins securing bimini top to wind screen.
7. Release twist lock connectors securing bimini top to radar arch. Slide bimini top
awning rail bead out of radar arch awning rail.
8. Re-attach bimini top aft clevis pins to wind screen. Lower top forward onto wind
screen (figure 4-20).
4-68 Change 4
Chapter 4
Operation
Figure 4-20. Bimini Top In Stow Position
9. Remove marine band VHF antenna and anchor light mast. Secure both to radar
arch (figure 4-21).
Figure 4-21. Anchor Light In Stow Position
10. Disconnect and remove ratchet straps securing seats to deck. Retain straps for
later use.
Change 4 4-69
Chapter 4
Operation
11. Unbolt troop cover support from forward seat support bracket. Unbolt seats from
seat support brackets. Retain hardware for later installation.
12. Remove troop seats, seat support brackets, troop cover, and troop cover
support. Set all components aside. Stow troop cover in console storage locker.
13. Remove six screws from hand rail above console storage locker. Set handrail
aside. Retain hardware for later installation.
14. Secure boat to trailer with tie down strap (Type B) passing across forward deck,
through port and starboard mid-ship scupper drains, to tie down brackets on
trailer (figure 4-22).
Figure 4-22. Mid-Ship Tie Down Strap
15. Remove collar bolts and blocks securing mid-ship and aft collar sections to boat.
Stow collar bolts and blocks in console storage locker.
CAUTION
Place chaffing gear between ratchet straps and collar
sections to prevent chaffing or damage to collars.
16. Stow collar sections in forward troop compartment with mid-ship collars on the
bottom. Secure collars using seat ratchet straps (figure 4-23).
4-70 Change 4
Chapter 4
Operation
Figure 4-23. Mid-Ship And Aft Collars In Stow Position
17. Disconnect cables from back of VHF radio and radar display.
18. Loosen knurled knobs securing VHF radio and radar display to mounting
brackets below windscreen. Remove radio and radar display and stow in
console storage locker.
19. Disconnect magnetic compass power cable at quick disconnect fitting below
wind screen.
20. Remove ten nuts, bolts, flat washer, and lock washers (4, figure 4-24) securing
radar arch (3, figure 4-24) to engine air boxes and windscreen (2, figure 4-24).
Retain hardware for later installation.
Change 4 4-71
Chapter 4
Operation
Figure 4-24. Windscreen Hardware
WARNING
The radar arch is awkward and heavy. Use sufficient
personnel to lower the radar arch. Failure to comply
may result in serious injury to personnel and damage to
equipment.
21. Hinge radar arch back and lower onto aft deck. Secure arch to aft deck
bulkhead tie-downs with ratchet straps..
22. Remove sixteen nuts, bolts, flat washer, and lock washers (1, figure 4-24)
securing windscreen (2, figure 4-24) to console bulkheads. Retain for later
installation.
WARNING
The windscreen is awkward and heavy. Use sufficient
personnel to lift and move the windscreen. Failure to
comply may result in serious injury to personnel and
23. Lift windscreen clear of console, move to aft deck, rotate windscreen 180° and
lower into place on deck (figure 4-25). Secure to deck with ratchet straps.
4-72 Change 4
Chapter 4
Operation
Figure 4-25. Windscreen In Stow Position
24. Stow hand rail, seat support brackets, troop seats, and troop cover support
between radar arch side supports on aft deck (figure 4-26). Interlace ratchet
straps through seat hand grips and secure to radar arch.
Figure 4-26. Seats, Handrails, And Seat Support Brackets
25. Remove screws securing hand holds to engine air boxes. Retain hardware for
later installation. Stow hand holds in console storage locker.
Change 4 4-73
Chapter 4
Operation
26. Verify all tie down straps are secured to boat and trailer.
27. At airfield, shorten trailer hitch to C-130 configuration.
4-74 Change 4
Chapter 4
Operation
AC-2 Helicopter External Lifting Procedures
Description External Lifting Procedures Refer to USMC TM 3940-

15/1
Safety Dual point lift required. Observe standard safety precautions

Tools, Parts, Clean Rags. Dunnage 18” H x 12” W x 24” L. Two 2” wide tiedown straps.
Materials, Test 40,000lb lifting slings with extensions. Duct tape. Foam or cardboard
large enough to protect radar dome when in folded down position.
Equipment
Periodicity Perform prior to transport by rotary wing aircraft.
Step Procedure
NOTE: steps 12 through 15 are specific for external lift of SURC system (craft &
trailer) and do not apply for lift of craft only.
1. Set Battery Switch Panel switches and circuit breakers to the OFF position.
WARNING
Remove any loose gear and debris from SURC and
surrounding lift area. FOD can be ingested into
helicopter engines causing severe damage to engines
and possible loss of helicopter and lives of personnel.
2. Perform thorough FOD walk-down of SURC, trailer, and surrounding area.
3. Lower and secure marine band VHF antenna.
4. If installed, remove SINCGARS VHF antennas.
5. If installed, remove lightning rod.
6. Disconnect negative battery terminals from DC return.
7. Remove clevis pins securing bimini top to wind screen.
8. Release twist lock connectors securing bimini top to radar arch. Slide bimini top
Change 4 4-75
Chapter 4
Operation
Step Procedure
awning rail bead out of radar arch awning rail.
9. Re-attach bimini top aft clevis pins to wind screen. Lower top forward onto wind
screen (figure 4-20). Secure bimini top to wind screen
10. Remove troop cover. Stow troop cover in console storage locker.
11. Remove weapons and weapons mounts and stow in console storage locker along
with all loose equipment from console including CVC helmets.
NOTE: If SURC is being transported without trailer, go to step 16.
12. Secure boat to trailer with tie down strap passing across forward deck, through port
and starboard mid-ship scupper drains, to tie down brackets on trailer (figure 4-22)..
13. Attach two tiedown straps between tow eye and tiedown points on trailer aft of winch
stand. Verify boat fits securely in V stop located just aft of winch stand.
14. Attach two tiedown straps between transom tiedown brackets and trailer tiedown
points labeled air tiedown.
Secure dunnages to trailer just aft of jack stand using two 2 in. tie-down straps.
15.
Retract jack stand to full up position allowing trailer to rest on attached dunnage.
16. Attach 7/8 inch bolt type anchor safety shackle to each lift fitting.
17. Attach lift slings w/extensions forward to lift points for dual point lift (figure 4-27).
18. Verify all deck hatches and doors are closed and securely latched.
Figure 4-27. Lift Configuration
4-76 Change 4
Chapter 4
Operation
LC-1 LCAC Loading Procedures
Description LCAC Loading Procedures Refer to SEAOPS

Vol. IV
Safety Observe standard safety precautions and directions of LCAC Craft master.
Tools, Parts, Clean Rags, Forklift Tow Pintle Adapter, Safety chains (2) ½” X 15’,
Materials, Test Dunnage 24” L X 10” W X 16” H, Quick release shackle 7/8” with pull cord,
rubber dead blow hammer.
Equipment
Periodicity Perform prior to transport by Landing Craft Air Cushion (LCAC).
Step Procedure
House Battery Disconnect Switch OFF
Engine Start Battery Disconnect Switch OFF
24 Vdc Main Breaker OFF
Bilge Main Breaker OFF
24 Vdc to 12 Vdc Battery Converter Breaker OFF
CAUTION
Equipment transported via LCAC is subjected to extremely
high winds generated by the LCAC propellers and lift fans.
Proper securing of equipment is paramount to avoid
damage to LCAC propellers and lift fans.
2. Lay marine band VHF antenna down and secure in place.
3. If installed, remove and stow SINCGARS VHF antennas.
Change 4 4-77
Chapter 4
Operation
Step Procedure
4. Secure all loose equipment, lines, etc.
5. Remove and stow mounted weapons.
6. Remove troop cover. Stow troop cover in console storage locker.
7. Secure boat to trailer with tie down strap passing across forward deck, through port
and starboard mid-ship scupper drains, to tie down brackets on trailer.
CAUTION
Verify boat is tight against bow stop. This will ensure
proper loading and weight distribution.
8. Attach two tiedown straps (2, figure 4-28) between tow eye and tie down points on
trailer aft of winch stand. Verify boat fits securely in V stop located just aft of winch
stand.
9. Attach two tiedown straps between transom tie down brackets and trailer tie down
points.
Figure 4-28. Quick release on trailer winch cable
10. After SURC and trailer are in transport position on LCAC deck, IAW the reference,
install quick release shackle (1, figure 4-28) between trailer winch cable and bow
shackle.
4-78 Change 4
Chapter 4
Operation
Step Procedure
Figure 4-29. Safety chains from trailer to forklift
11. Attach safety chains, one to port side and one to starboard side, from forward trailer
tie down shackle to forklift upper eye loops (Figure 4-29).
12. Upon arriving of LCAC at launch site remove boat to trailer transom tie down straps
(Figure 4-16A), mid-ship tie down strap (Figure 4-22), and tie down straps between
bow tow eye and trailer (1, Figure 4-28).
WARNING
During launch and recovery operations on LCAC ensure

direct communication is established between SURC
coxswain and LCAC loadmaster. Man/debark SURC at
direction of loadmaster.
Change 4 4-79
Chapter 4
Operation
Step Procedure
14. Set all power distribution panel circuit breakers to the ON position
15. Inspect engine safety lanyards for wear. Verity that safety lanyard is connected to
emergency stop switch. Attach lanyard to the coxswain’s PFD.
16. Launch SURC in Accordance with Trailer Launch Procedures (R-1).
17. Start SURC engines on direction of loadmaster, wait for signal to back off trailer.
NOTE: After recovery, LCAC crew will secure SURC to trailer at the bow using the
two 3,300 lb cargo straps before turning off engines.
18. Recover LCAC at the direction of loadmaster. After craft is fully seated in trailer V
stop hold craft in position until signaled to turn engines OFF by loadmaster.
19. Upon approval of loadmaster, secure boat to trailer following steps 7, 8, & 9 of this
section.
4-80 Change 4
Chapter 4
Operation
CA-1 Righting Capsized Craft Procedures
Description Righting Capsized Craft

Procedures
Safety Verify that all personnel from capsized craft have been accounted for on
Precautions board assisting craft.
Observe standard safety precautions while maneuvering assisting craft in

vicinity of capsized craft.
Tools, Parts, Two SURC to act as tow craft for righting capsized craft. Line(s) 1 inch in
Materials, Test diameter at least 150 ft in length for each tow craft. Optional materials:
Hacksaw, Dive Mask(s), 2 large empty ammo cans, third tow craft,
Equipment manually triggered inflatable salvage bag and line to lash it down.
Periodicity Perform in emergency only.
Step Procedure
1. Verify that all personnel and loose non-essential gear have been removed from in
and around the capsized craft.
2. Designated lead tow craft shall position itself upstream, or if current is minimal,
down wind of the capsized craft.
3. The lead tow craft shall secure the middle of the tow line to towing pintle (figure 4-
30) and run one end of the tow line over the keel and secure it to the forward lift
point (figure 4-31) on the capsized craft. Run the other end of the towline to the aft
lift point on the capsized craft and secure it.
Change 4 4-81
Chapter 4
Operation
Step Procedure
Figure 4-30. Towline attachment points on tow craft
4. The second tow craft shall position itself on the opposite side of the capsized craft
from the lead SURC and secure the towline running under the deck of the capsized
SURC to the forward and aft lift points (figure 4-31). A detailed view of how the
rigging on the capsized craft should look from underneath is shown in figure 4-32
Figure 4-33 is a cross sectional view of how the rigging should look at the forward lift
point.
Figure 4-31. Capsized SURC Rigged To Be Righted By Two SURCs
4-82 Change 4
Chapter 4
Operation
Step Procedure
Figure 4-32. Capsized SURC From Below Water
Figure 4-33. Cross Sectional View of Towline Attachments
5. After both tow craft are in position and all personnel are out of the water and non-
essential lines and debris are clear of the immediate area, the lead SURC shall
direct both craft to engage water jets and slowly power up engines to begin pulling
in opposite directions. Figure 4-34 shows how the capsized craft should react to the
force of the tow craft. If the tow craft experiences difficulty in righting the capsized
craft, the lead tow craft will halt the righting operation and precede to optional steps
8 and/or 9.
Change 4 4-83
Chapter 4
Operation
Step Procedure
Figure 4-34. Cross-Sectional View of Rigged Hull in 120o Position
6. As the capsized craft is being righted, the operators will monitor the craft being
righted as well as their own craft. As the craft being righted rotates past 45º from
upright, (figure 4-35), both tow craft shall cut back their engines to idle and shift to
neutral after the capsized craft is fully upright.
Figure 4-35. Capsized SURC at 45° from Upright
4-84 Change 4
Chapter 4
Operation
Step Procedure
7. After capsized craft is upright, second tow craft shall clear its towline from disabled
craft. Lead craft shall reposition its towline to tow the disabled SURC according to
the SURC towing SOP.
NOTE: Steps 8 and 9 are only to be used if problems are encountered in step 5.
8. Using two empty M584 ammo cans, place one can between the hull and the lead
tow craft’s lines as shown in figure 4-36, forward and aft. A section of collar from
another craft would also work. Attempt to right the capsized craft. If this does not
work continue to step 9.
Figure 4-36. Alternate Rigging to Increase Righting Arm
9. Call in a third tow craft to assist. The third tow craft shall position itself on the port
side of the lead tow craft. Secure the two tow craft together at their adjacent fore
and aft lift points. The lead tow craft shall untie the end of its towline, which is
secured to the capsized craft’s forward lift point. The third two craft shall secure a
towline 75 ft long and 1 inch in diameter running over the keel of the capsized craft
to the forward lift point. Verify all personnel are out of the water and attempt to right
the capsized craft using the arrangement as shown in figure 4-37.
Change 4 4-85
Chapter 4
Operation
Step Procedure
Figure 4-37 Three Tow Craft Righting Configuration
10. After disabled craft has been righted, set battery switches in capsized craft as
follows:
Engine Start Battery Disconnect Switch OFF
24 Vdc Main Breaker OFF
24 Vdc to 12 Vdc Battery Converter OFF

Breaker
11. Set all power distribution panel circuit breakers to the OFF position.
12. Set power distribution panel Navigation and Bilge Pump circuit breakers to the ON
position.
13. Remove troop canopy from capsized craft.
14. De-water engine compartment using on-board bilge pumps.
15. De-water fuel tank compartment using on-board bilge pump.
16. De-water anchor locker using on-board bilge pump.
17. Close fuel tank and fuel/water separator shut off valves.
18. Rig boat for tow.
4-86 Change 4
Chapter 4
Operation
N-1 Countermeasure Firing Procedures
Description M257 Discharger Smoke Launcher
Observe standard safety precautions when handling ammunition, see

Safety HERO Procedures at the end of this section.
Precautions
Fragments from grenade may land in craft or hit crew.
Perform in accordance with manufacturer’s specifications
Tools, Parts,
Materials, Test
Equipment
Periodicity Perform prior to firing M257 Discharger.
General Countermeasure masking for SURC is provided by four M257 Dischargers

mounted on the aft deck rail (port and starboard). The M257 Discharger is
a four tube design with two pair of vertically mounted parallel tubes set 15
degrees apart. The four dischargers are bolted to an interface mount on
the aft deck rail. The dischargers are electrically fired from the smoke
launcher control panel located on the vertical face of the console to the
port side of the helm. When a discharger is selected, all four grenades in
the launcher are fired. One discharger will provide a single smoke sheath
60 degrees in azimuth, approximately 85 feet wide, 30 meters from the
craft and produce obscuration clouds 6 to 7 meters high. The discharger
requires 24 Vdc power from the SURC’s electrical system. During the
firing cycle, each grenade draws approximately one amp of power.
Change 4 4-87
Chapter 4
Operation
Step Procedure
1. Verify M257 Launcher Control Panel ARM/SAFE switch (1, figure 4-38) is in the
SAFE position.
Figure 4-38. M257 Launcher Control Panel
2. Verify both ARM/SAFE Cutout Switches (figure 4-39) are in the SAFE position.
4-88 Change 4
Chapter 4
Operation
Step Procedure
Figure 4-39 ARM/SAFE Cutout Switches
WARNING
Do not place any part of the body in front of loaded
discharger tubes. When loading smoke grenades, do not
push down on the top of the grenade. The grenade may
accidentally fire, causing serious personnel injury.
NOTE: Load the launcher tubes furthest away first, then move to the nearer
tube. The final tube loaded should be the tube closest to you.
3. Insert grenade into launcher tube until an audible click is heard, then turn the
grenade a ¼ turn in either clockwise or counterclockwise direction to insure good
contact with connector pin.
4. Set ARM/SAFE Cutout Switches (figure 4-39) to the ARMED position.
5. Select launchers to be used, port or starboard, on M257 Launcher Control Panel.
6. Select Salvo 1 or Salvo 2 (2, figure 4-38).
7. Set console arm/safe switch to ARMED.
8. Raise red cover on FIRE switch (3, figure 4-38) and fire when ready.
Change 4 4-89
Chapter 4
Operation
N-2 HERO Procedures
Description Hazards of Electromagnetic

Radiation to Ordnance
Emission Control Procedures
Safety Check radio and radar power settings prior to handling or loading
Precautions ordnance onboard the SURC
Tools, Parts, Observe standard safety precautions

Materials, Test
Equipment Perform in accordance with SURC HERO EMCON bill
Periodicity Perform when handling or loading ordnance.
General Verify all personnel are familiar with HERO EMCON bill
HERO Condition 0
HERO Condition 1
HERO Condition 2
HERO Condition 3
HERO Emission Control Matrix
Ordnance Item Activity Location
All HERO Safe Ordnance Exposure All X

All HERO Unsafe Ordnance (HUO) Exposure All X
Presence, Aft Deck X
HERO Susceptible Ordnance (HSO) Handling,
Loading Fwd Deck X
4-90 Change 4
Chapter 4
Operation
HERO Condition
HERO Emission Control Matrix
Transmitters Antennas Requirements1
SINCGARS Radio SINCGARS HERO EMCON is NOT required.
0 Raymarine 53 VHF Radio Raymarine 53 HERO EMCON is NOT required.
Raymarine SL 72 Radar Raymarine SL 72 HERO EMCON is NOT required.
SILENCE – HUO on aft deck in

Power Amplified, High, & Med
SINCGARS Radio SINCGARS power range and on fore deck in
Power Amplified & High power
range.
1
SILENCE – HUO on fore and aft
Raymarine 53 VHF Radio Raymarine 53
decks.
SILENCE – HSO in Power

Amplified & High power range
with antenna un-tethered
SINCGARS Radio SINCGARS
(vertical). HSO in Power
Amplified with antenna tethered
2 to aft rail.
Raymarine 53 VHF Radio Raymarine 53 HERO EMCON is NOT required.
SINCGARS Radio SINCGARS HERO EMCON is NOT required.
3 Raymarine 53 VHF Radio Raymarine 53 HERO EMCON is NOT required.
NOTE 1: Requirements apply to systems for which EMCON must be set; otherwise, EMCON is not
necessary. Results are based on EMI/EMC SURVEY AND RF HAZARD ANALYSIS OF THE
SMALL UNIT RIVERINE CRAFT (SURC), Revision: 1, May 9, 2003.
Change 4 4-91
Chapter 4
Operation
4-92 Change 4
Transportability Report
for the
United States Marine Corps Small Unit Riverine
Craft (SURC)
12 July 2004
Raytheon Company
Full Service Partnering Center
Poulsbo, Washington
Document No. SURC-TR-040712

Transportability Report
for the
United States Marine Corps Small Unit Riverine Craft (SURC)
This transportability report was prepared for the USMC Small Unit Riverine Craft
(SURC) in accordance with DI-PACK-80880B. Table 1 below lists paragraph numbers
of DI-PACK-80880B and a short description of the data required by each paragraph,
and provides the required data.
Detailed data and drawings that do not fit in the table are provided in appendices as
follows:
Appendix A – Transport Drawings
Appendix B – Shipping Data Plate
Appendix C – C-130 Loading Clearances
Appendix D – Calculations
Appendix E – Craft and Trailer Key Features
Appendix F – C-130 Restraint Configuration
Appendix G – Hoist and Tiedown Fitting Test Reports
Table 1. SURC Transportability Data
DI-PACK-
80880B Data Requirement SURC Data
Paragraph
5 National Stock Number None
6 Line Item Number 1
7 Brief description The SURC is a troop transport craft to carry a
squad of infantry marines in littoral waterway
environments. Craft is approximately 11m long
with twin diesel driven waterjet propulsion.
7(a) Intended use The SURC will provide Marine forces with a small
craft designed to provide the tactical waterborne
lift for the conduct of conventional Military
Operations in a Riverine Environment (MORE).
The primary mission of the SURC is to provide
tactical mobility and a weapons platform for the
Ground Combat Element (GCE) of a Marine Air
Ground Task Force (MAGTF) in riverine
environments. The primary functions of the SURC
are troop transport, troop insertion/extraction, and
participation in convoy operations. As the Marine
Corps’ principle tactical riverine craft, the SURC
will also provide a waterborne platform to support
the following secondary functions: company or
battalion level command and control;
reconnaissance; logistics/resupply (all classes of
supply); and medevac.
Page 2
DI-PACK-
Paragraph
7(b) List whether commercial, modified Modified commercial item.
commercial, non-developmental,
developmental, reprocurement, or
modified equipment.
7(c) Specify type of military units that will Use: Small Craft Company of the Headquarters
use or transport the item. Battalion of 2nd Marine Division.
Transportation: any military unit providing over-
the-road operations.
7(d) State whether for worldwide use or for Worldwide use.
specific theater of operations. List
specific theater of operations in
priority order.
7(e) Planned quantity. State item Currently an inventory of 46 SURC (16 in FY03,
acquisition quantity by fiscal year. 30 in FY04) is planned with an additional 20
armed escort variants to be procured (10 each in
FY05 and FY06).
8 Transportation Data
8(a) Hazardous materials None
8(b) Sectionalization – road transport • The lightning rod, if mounted, is removed
and stowed.
• The VHF marine band antenna, VHF
SINCGARS antenna’s, and anchor light
must be removed and stowed.
• For 8’6” (OTR – no permit required) wide
transport, the center and aft collar
sections must be removed and stowed on
the forward and aft decks.
• For 10’ (OTR – permit may be required)
wide transport, collars can remained
installed.
• Radar arch must be in its stowed position
(folded down) to meet 13’ 6” maximum
CONUS highway overhead restriction.
Page 3
DI-PACK-
Paragraph
Sectionalization – C130 transport • The lightning rod, if mounted, is removed
and stowed.
• The VHF marine band antenna, VHF
SINCGARS antenna’s, and anchor light
must be removed and stowed
• The seats are removed and stowed
nested on the aft deck
• The bimini cover is removed and stowed
on the visor
• The visor is removed and stowed on the
forward deck
• The radar arch must be in its stowed
position (folded down) to meet C-130
loading envelope restrictions.
• The handrail on the cuddy is removed and
stowed.
• The center and aft sections of the collars
are removed and stowed on the forward
deck and alongside the pilot house
• The troop cover and support are removed
and stowed aft on top of the seats.
All removed items are stowed in the boat. None

are “transportation problem items”. The length,
width, height, and weight of each item are shown
in Table 2.
8(b) Time and personnel required to Personnel required remove for shipping: One.
Lightning disassemble and reassemble Time required to remove for shipping: 5 minutes.
Rod (1) Personnel required to mount for operation: One.
Time required to mount for operation: 5 minutes.
8(b) Special equipment or tools required None
Lightning
Rod (2)
VHF Marine disassemble and reassemble Time required to remove for shipping: 5 minutes.
Band (1) Personnel required to mount for operation: One.
Time required to mount for operation: 5 minutes.
VHF Marine
Band (2)
VHF disassemble and reassemble Time required to remove for shipping: 10 minutes.
SINCGARS Personnel required to mount for operation: One.
(1) Time required to mount for operation: 10 minutes.
VHF
SINCGARS
(2)
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Anchor Light disassemble and reassemble Time required to remove for shipping: 1 minute.
(1) Personnel required to mount for operation: One.
Time required to mount for operation: 1 minute.
Anchor Light
(2)
8(b) Time and personnel required to Personnel required to disassemble: Two.
Collar (1) disassemble and reassemble Time required to disassemble: One hour.
Personnel required to reassemble: Three.
Time required to reassemble: Two hours.
8(b) Special equipment or tools required Equipment required for disassembly:
Collar (2) ¾” Socket, 4” Extension, Ratchet w/1/2” Drive
Equipment required for reassembly:
¾” Socket, 4” Extension, Ratchet w/1/2” Drive,
Five-Pound Dead-Blow Hammer, 10” Vice Grips
(with modified jaws), 3M 540 Sealant.
8(b) Time and personnel required to Personnel required to disassemble: One
Seats (1) disassemble and reassemble Time required to disassemble (Total):15 Min
Personnel required to reassemble: One
Time required to disassemble (Total):15 Min
8b Special equipment or tools required No special equipment necessary.
Seats (2) Standard pliers (optional) may be useful for
removing or installing quick release pins.
8(b) Time and personnel required to Personnel required to disassemble: One Time
Visor disassemble and reassemble required to disassemble: 15 Minutes
(1) Personnel required to reassemble: One Time
Required to reassemble: 15 Minutes
8(b) Special equipment or tools required Equipment required for disassembly:
Visor Deep Socket Ratchet, Box End Wrench.
(2) Equipment required for reassembly:
Deep Socket Ratchet, Box End Wrench.
8(b) Time and personnel required to Personnel required to disassemble: One.
Handrail disassemble and reassemble Time required to disassemble: Ten minutes.
(1) Personnel required to reassemble: One.
Time required to reassemble: Ten minutes.
8(b) Special equipment or tools required Right-angle #1 Phillips screwdriver.
Handrail Box End Wrench or Deep Socket Ratchet
(2) Bag for screws
Tape to secure bag of screws to handle.
PLGR disassemble and reassemble Time required to disassemble: Five minutes.
Time required to reassemble: Five minutes.
8(b) Special equipment or tools required
PLGR
(2)
Compass disassemble and reassemble Time required to disassemble: Five minutes.
Time required to reassemble: Five minutes.
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8(b) Special equipment or tools required
Compass
(2)
8(b) Time and personnel required to Personnel required to disassemble: Two.
Troop Cover disassemble and reassemble Time required to disassemble: Ten minutes.
(1) Personnel required to reassemble: Two.
Time required to reassemble: Ten minutes.
8(b) Special equipment or tools required Dead-blow hammer
Troop Cover
(2)
8(c) Modeling and simulation (when See Appendix D.
required)
8(d) Transportability tests See Appendix G.
8(e) Speed requirements All legal truck highway speeds in CONUS subject
to trailer GVW ratings in Appendix E.
8(f) Shipping data The Shipping Data Plate is mounted in the pilot
house on the port side under the radio unit. A
reduced image is shown in Appendix A. The plate
is 16.0 inches tall and 16.0 inches wide.
8(g) Transport configuration for wheeled
vehicles
8(g)(1) Drawings Refer to the Transport Drawings in Appendix A
and the C-130 Loading Clearances drawings in
Appendix C.
8(g)(2) Weight See table below
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Weights for Various Conditions
LCG VCG VCG

Condition Weight (lbs) (in) (in) Ref.
CRAFT
Light Load1 14500 145 20 Keel
Combat Load2 22500 161 23 Keel
STSTEM
Tactical Lift (helo)3 20670 153 39 Ground
Air Transport (e.g. C-130)4 17800 158 37 Ground
TRAILER5 3300 160 Ground
Notes:
1. Light Load: Craft ready for operation but without fuel, personnel, ammunition, and
without trailer.
2. Combat Load: Craft with full fuel, 2 crew, 16 marines, guns, ammo, combat
equipment, and without trailer.
3. Tactical Lift: Combat Load without personnel but with trailer.
4. Air Transport: Light Load plus trailer. Arch, seats, etc. are in stowed position.
5. 2,000 lbs maximum tongue weight.
6. LCG is referenced to aft end of collar capture ring at swim step.
7. The following component weights apply:
Item Weight (lbs)

Crew (2) 570
Marines (16) 4560
Fuel 2136
Combat Equipment 300
0.50 Caliber machine guns 82
0.50 Caliber ammo 140
Smoke grenades 160
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8(g)(3) Lifting and tiedown provisions See table below
Lifting and Tiedown Provisions
Usage Location Number Rated

Strength
Helo lift Craft, above gunwales 4 10,000
Craft to trailer, forward Craft, bow 1 10,000
Craft to trailer, forward Trailer, forward 2 10,000
(D-rings)
Craft to trailer, center Trailer, center 2 10,000
(D-rings)
Craft to trailer, aft (D- Craft, on transom 2 10,000
rings)
Craft to trailer, aft (D- Trailer, inside I-beams 2 10,000
rings)
Craft to aircraft bed Craft, four pair, below 8 10,000
helo lift fittings
Trailer to aircraft bed, Trailer, either side of 2 10,000
forward (D-rings) I-beams, forward
Trailer to aircraft bed, aft Trailer, outside aft end 2 10,000
(D-rings) of I-beams
8(g)(4) Projections When installed, the flotation collars project beyond

the road/air transport configuration. Refer to
Appendix A for dimensions.
8(h) Additional information required for
wheeled vehicles
8(h)(1) Gross Vehicle Weight Rating (GVRW) See Appendix E.
8(h)(2) Tires: State the number, size(s), 6 each LT235/85R16 LR G tires. Plies:10; single-
number of plies, load rating(s), tire load rating: 3415#; Location: 3 each side (see
locations, and inflation pressure. drawing); Inflation pressure: 110 psi.
8(h)(3) Axle loads
8(h)(3)(a) Empty vehicle 4590 lbs each axle under highway conditions
(trailer with empty craft).
8(h)(3)(b) Loaded vehicle 7170 lbs each axle – LCAC launch condition only
(trailer with craft fully loaded including crew and
marines), speed not exceeding 10 mph
8(h)(4) Axle ratings 7000 lbs each under highway conditions
8(h)(5) Suspension ratings 18,000 lbs under highway conditions
8(h)(6) Crest Angle 13 degrees
8(h)(7) Tire footprint area 59.4”
8(h)(8) Axle tracking width 92”
8(h)(9) Vehicle turning diameter The following numbers apply to the trailer/boat
alone, without truck, and assume pivoting on the
center of the wheel array.
8(h)(9)(a) Wall-to-wall 55 ft 5 in
8(h)(9)(a) Curb-to-curb 55 ft 5 in
8(i) Additional information for tracked Not applicable
vehicles
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8(j) Additional information for skid- Not applicable
mounted equipment
8(k) Subsystems or modifications Not applicable
8(l) Identification This report was prepared by SAFE Boats
International and Raytheon with the assistance of
BoatMaster Trailers.
Point of contact:
J. Berglind
SURC Program Manager, Raytheon
Table 2. Dimensions and Weight of Items Removed for Transport
Component Weight (Lb) Length (in) Width Height (in)

(in)
SINGARS Antennas 5.3 65 1 1
Lightning Rod 3 90 1 1
Collar System (Qty 2 – Center – 61 lbs. Center – 144 in. 16 24
2 Pcs each) Aft – 80 lbs. Aft – 188 in.
Total 141 (each) Total 141 (each)

Forward & Aft Deck 33 36 26 17
seats (Qty 3)
Visor 75 71 71 12
Handrail on forward of 7 lbs 30 in 62 in 4 in
lower portion of pilot
house
Troop Cover 20 108 70 3
Page 9
APPENDIX A. TRANSPORT DRAWINGS
APPENDIX B. SHIPPING DATA PLATE
APPENDIX C. C-130 LOADING CLEARANCES
APPENDIX D. CALCULATIONS
MIL-STD-209J Lifting Calculations
These calculations determine the design loads, ultimate loads, sling lengths and sling angles
required to meet MIL-STD-209J. The data generated from these calculations should be used for
design purposes and for testing. There are two steps for these calculations. STEP ONE is to
determine the load factor and STEP TWO is to calculate the loads and sling angles.
STEP ONE - Determine load factor

The load factor is either 2.3 for crane lift only, or a higher value for crane lift and helicopter lift.
Fill in the red numbers for the external air transport weight (EATWT) and the maximum projected
frontal area (MPFA) numbers for your item. The program will calculate the EATWT/MPFA ratio
and the load factor for helicopter and crane lift. Choose the correct load factor that is
appropriate for the item's transport requirements.
EATWT= 20,000 pounds

MPFA= 133.96 square feet
EATWT/MPFA= 149.30 pounds/sq ft
Helicopter and Crane Lift

Crane Lift OR Only
Load Factor for STEP TWO = 3.0 2.3
Choose the correct Load Factor and enter here: 3.01
STEP TWO - Calculate loads and sling angles

Please enter the numbers shown in red for your specific piece of equipment. See figure 1 for examples
of each of the variables.
Figure 1
GW 20,000 pounds
Lf 139.4 inches
Lr 91.7 inches
Hf 33.4 inches
Hr 31.4 inches
Da 43.4 inches
Db 43.4 inches
Dc 45.4 inches
Dd 45.4 inches
Results of the MIL-STD-209J Lifting Calculations
Location Angle of sling Sling Leg Design Limit Ultimate
with the vertical Length (in) Load (lb) Load (lb)
(degrees)
Front Left, A 55 175 20,914 31,371

Front Right, B 55 175 20,914 31,371
Rear Right, C 35 175 22,212 33,317
Rear Left, D 35 175 22,212 33,317
Apex height = 13.2 feet (Must be less than 24 feet)
Below are the equations and formulas used for arriving at the values in the above table.
The equations are exactly the same as in Appendix B of MIL-STD-209J.
Determine , the angle of the plane of the provisions with respect to the horizontal, and Lxy.
Hr-Hf= = -2.1 inches

L=Lf+Lr= 231.1 inches
TAN( )= /L; =TAN^-1( /L)= -0.5 degrees
COS( )=L/Lxy; Lxy=L/COS( ) 231.1 inches
Determine hL and S (these are constant for all slings).
Dab = (Da + Db)/2 = 43.4 inches

Dcd = (Dc + Dd)/2 = 45.4 inches
To solve for hL, we have three equations and three unknowns.
hL = SQRT(Dab^2 + Lx^2)
hL = SQRT(Dcd^2 + Ly^2)
Lx = Lxy - Ly
By substituting the third equation into the first equation, we can solve for Ly.
hL = SQRT(Dab^2 + (Lxy - Ly)^2) = SQRT(Dcd^2 + Ly^2)

Ly = (Dab^2 - Dcd^2 + Lxy^2)/2Lx 115.2 inches
And then solve for Lx and hL.
Lx = Lxy - Ly = 115.9 inches

hL = SQRT(Dab^2 + Lx^2) = 123.8 inches
SA is set to 45 degrees to determine the sling length for a single apex sling assembly.
COS(45) = hL/S; S = hL/COS(45)= 175.1 inches = 14.6 feet
If S is shorter than 12 feet, the sling length for an equal length single apex sling assembly is set to 12 feet.
This is most likely the shortest size of slings that will be available in the field to lift an item.
Sling length of all slings, S, used for remainder of calculations: 14.6 feet 175.1
COS(SA)=hL/S; SA = COS^-1(hL/S) = 45.0 degrees
Determine ha, hb, hc, hd, hat, hbt, hct, hdt, and K.
ha = SQRT(Lf^2 + Da^2) = 146.0 inches

hb = SQRT(Lf^2 + Db^2) = 146.0 inches
hc = SQRT(Lr^2 + Dc^2) = 102.3 inches
hd = SQRT(Lr^2 + Dd^2) = 102.3 inches
COS( ) = ha/hat; hat = ha/COS( ) 146.0 inches
The same equation can be applied to the other provisions.
COS( ) = hb/hbt; hbt = hb/COS( ) 146.0 inches

COS( ) = hc/hct; hct = hc/COS( ) 102.3 inches
COS( ) = hd/hdt; hdt = hd/COS( ) 102.3 inches
K^2 = S^2 + hat^2 - 2ShatCOS(SA)

K = SQRT(S^2 + hat^2 - 2ShatCOS(SA)) = 125.8 inches
Determine VA, the angle of the slings with the vertical when the equipment is lifted.
hat^2=S^2 + K^2 - 2SKCOS(VAa);

VAa = COS-1(S^2 + K^2 - hat^2/2SK) = 55.2 degrees
VAb = COS-1(S^2 + K^2 - hbt^2/2SK) = 55.2 degrees
VAc = COS-1(S^2 + K^2 - hct^2/2SK) = 35.2 degrees
VAd = COS-1(S^2 + K^2 - hdt^2/2SK) = 35.2 degrees
Determine the vertical force component, V, at each provision.
Va = Lr/(Lr + Lf)*Db/(Da + Db)*GW = 3,967 pounds

Vb = Lr/(Lr + Lf)*Da/(Da + Db)*GW = 3,967 pounds
Vc = Lf/(Lr + Lf)*Dd/(Dc + Dd)*GW = 6,033 pounds
Vc = Lf/(Lr + Lf)*Dc/(Dc + Dd)*GW = 6,033 pounds
Determine the static load, R, for each sling leg.
Ra = Va/COS(VAa) = 6,948 pounds

Rb = Vb/COS(VAa) = 6,948 pounds
Rc = Vc/COS(VAc) = 7,379 pounds
Rd = Vd/COS(VAd) = 7,379 pounds
Determine the required design limit load, T.
Ta = Ra*LF = 20,914 pounds

Tb = Rb*LF = 20,914 pounds
Tc = Rc*LF = 22,212 pounds
Td = Rd*LF = 22,212 pounds
Determine the required design limit load, U.
Ua = Ta*1.5 = 31,371 pounds

Ub = Ta*1.5 = 31,371 pounds
Uc = Ta*1.5 = 33,317 pounds
Ud = Ta*1.5 = 33,317 pounds
Determine the apex height, Ha.
Ht = TAN( )(ha) = -1.3 inches

Ha = Hf + Ht + K 157.9 inches = 13.2 feet
Examination of Hoisting/Lift and Tiedown Fittings for the SURC
Revised 03-01-04
Description:
The basic hoisting/lift and tiedown fitting for the SURC vessel is a stand alone substructure designed to
accomodate both functions. The top of the unit functions as the hoisting/lift fitting. A welded bollard pin
serves allows the fitting to be used as a mooring cleat. The upper & lower portions have CRES reinforced
holes to accept shackles. With the collar removed and in it's stowed position, from these shackles,
tiedowns (up to 4) can be run to secure the vessel to the trailer and also to an aircraft internal cargo bay.
The main body is constructed of 5086 aluminium, welded with 5356 wire and features 316 CRES bushings.
Bollard pins are made of 1" 6061 rod and are not considered as a structural member.
Analysis:
It was shown from the 209J analysis that for the maximum anticipated lifting load of 20,000 lbs (actually
never seen in lifting service), for the fitting locations used, a maximum in-line load of approximately 7369
lbs was generated.
It is assumed that the entire fitting consists of material in the heat effected zone - therefore reduced
physical properties are used.
The lower shackle holes are of similar dimension and edge spacing to the lifting pin and therefore have
similar load bearing capability from this analysis.
Particulars
lbf 1000
ksi Definition of 1000 psi
2
in
Tmaterial 1 in Thickness of Material
Material Properties
Ftu 35 ksi Ultimate Tensile Strength (Welded Condition)
Fty 19 ksi Yeild Tensile Strength (Welded Condition)
Fbru 70 ksi Ultimate Bearing Strength

Fbry 28 ksi Yeild Bearing Strength
Fsu 21 ksi Ultimate Shear Strength
Fsy 11 ksi Yeild Shear Strength
Load Factors
LFy 3.01 Yeild Load factor from 209J
LFu 6 Ultimate Load Factor from NSTM (Greater than MIL-STD-913 LF of 1.5 * D.L.L =
1.5 * 3.124 = 4.686)
Analysis
Lift Fitting - Tensile Strength
Load 7379 lbf Wfitting 4 in
2
Ats.actual Wfitting Tmaterial Ats.actual 4 in
Load LFu 2
Au.required Au.required 1.265 in
Ftu
Load LFy 2
Ay.required Ay.required 1.169 in
Fty
Lift Fitting - Bearing strength

D 1.34 in Bearing Distance from edge of bushing to edge of plate
2
Abs.actual 2 D Tmaterial Abs.actual 2.68 in
Load LFu 2
Fbru
Load LFy 2
Fbry
Lift Fitting - Shear area to shear out bushing

5
BusingDia 1 in
16
D 1.8 in Shear distance from edge of pin to edge of plate
2
Aso.actual 2 D Tmaterial Aso.actual 3.6 in
Load LFu 2
Fsu
Load LFy 2
Fsy
SURC
Maximum Projected Frontal Area (MPFA) Load Factors
per
MIL-STD-913A
Revised 03-01-04
W 120 in
13
L 505 in
16
3
H 160 in
4
2 2 2
MPFA W L H MPFA 580.321 ft Single Point Lift
2
MPFA WH MPFA 133.958 ft Dual Point Lift
Wtl 20000 lb Tactical Lift Weight = HSLWT
HSLWT Wtl
HSLWT lb
149.3 HSLWT / MPFA Ratio Dual Point Lift
MPFA 2
ft
Since HSLWT is in the range of 15001 lbs to 36000 lbs the initial MLPLF is determined by
Table II Formula:
HSLWT
MLPLF 3.2 0.000038 15000 MLPLF 3.01
lb
IF HSLWT/MPFA Ratio is less than 45 psf MLPLF is increased by 2.4 according to 5.2.1
(Not in this case)
MLPLF MLPLF 2.4 MLPLF 5.41
APPENDIX E.
CRAFT AND TRAILER KEY FEATURES
UNITED STATES MARINE CORPS
SMALL UNIT RIVERINE CRAFT (SURC)
LOA (with transom platform) 39.5’

Beam 10’ 2” (collars removable for C-130 transport)
Combat Load Displacement 22,000 lbs
Capacity 16 troops (up to 18 possible) and 2 crew at 285 lbs/person nominal
allowance for weapons and ammo
Propulsion Twin Yanmar 6LY2A-STP 440 BHP at 3300 RPM
Twin Hamiliton HJ292 waterjets (15.5 kW impellers)
ZF 280 reduction gear (1.214 to 1)capable of operating on JP-5, JP-8 and
marine diesel # 2
Speed (@ Combat Load) 35 knots cruise / 39 knots sprint
Acceleration Accelerate to 25 knots in less than 15 seconds
Turning Turn 180 deg in less than one boat length
Draft 24" static
Range greater than 250 nm
Operating Environment Air temperatures from 20 to 125 degrees F fresh, salt and brackish water
temperatures ranging from 33 to 95 degrees F, Fully operational in SS 2
and reduced operations in SS 3.
Hull Aluminum 5086 (1/4” bottom plate) with full length beaching plates.
Patented, high-strength, solid cell polyethylene foam collar provides
stability, redundant buoyancy, and small-arms ballistic protection. Not
subject to puncture or deflation and easily repaired.
18 degree constant deadrise
Weapons 3 Mounts for heavy machine guns
Transportability C-130 Internal & CH-53 External Air Transportable
Boat Master Trailer (37 ft. 6 in. long by 8 ft. 8 in. wide, weighs 3,000 lbs.
with a 19,800 lb. load carrying capacity).
Ballistic Protection Propulsion system protected against mobility kill.
Navigation Raymarine RAY53 VHF Marine Band Radio
ST 60 Depth Sounder, SL72 LCD Radar and Ritchie magnetic compass,
Integrated AN/PSN 11 GPS (PLGR)
Communications SINCGARS (VHF Tactical) Radio and AN/VIC 3 stations
Electrical 24 VDC, ungrounded
Operational Unit Small Craft Company, HQ Battalion, II MEF

Procuring Agency Marine Corps Systems Command
Engineering Agent Combatant Craft Division, NAVSEA, Carderock
Prime Contractor Raytheon Naval & Maritime Integrated Systems
Boatbuilder Safe Boats International
BOAT MASTER ALUMINUM TRAILERS, INC.
TRAILER SPECIFICATIONS - MODEL SB36-HDH-18
Feature Characteristics
GVW Rating – State & Federal Highways (legal 20,000 pounds
highway speeds)
Static Rating (less than 10 mph) 26,000 pounds
Trailer Weight 3300 pounds (Hoist fitting test)
Coupler Telescoping surge type. 20000 lbs gross load. 2000 lbs
Max.tongue weight. MTVR & 5 TON SPECIAL
PINTLE. The coupler is able to withstand tongue loads
during loading and unloading conditions, up to 10,000
lbs with no detriment to the unit.
Axles 3 each, 7000 lbs Henschen Dura-Flex Rubber Torsion
Axles. Galvanized .020 inside tube wall .020 outside
tube wall
Jack 10,000 lbs capacity sidewind, Bulldog drop leg type.
Hubs 6 bolt, 5 1/2" bolt circle. 3000 lbs cap. ea. w/Sure Lube
lubrication system
Wheel and tire assembly Galvanized 16" wheel (16 x 7, 6 x 5½ bolt)
w/LT235/85R/16 LR G
Spare tire Galvanized 16" wheel (16 x 7, 6 x 5½ bolt)
w/LT235/85R/16 LR G
Brake system 12" Null Freebacking hydraulic surge disc type.
Bronze. All brake line #316 Stainless Steel and Kevlar.
Hydraulic emergency breakaway lock.
Winch and Winch stand 3700 lbs capacity, 2 speed Manual. Mounted on all
aluminum winch stand assy. 3/8" galvanized aircraft
cable with galvanized thimble and snap hook. 9,900 lbs
working capacity. 14,850 lbs breaking.
Light and wiring system Submersible 8 function tail lights Military Specs (24v)
w/Wiring harness and cannon plug vehicle connector.
Pads on cross members Aluminum & stainless steel brackets. Pads with
Polymar.
Bunks High density composite wood bunks bolted with 3/8”
stainless steel bolts.
Bow stop Carpeted, pressure treated wood with UHMW facing,
bolted with 3/8” stainless steel bolts
Fenders Diamond Plate Aluminum .125 inch
Frame 10” 6061-T6 Aluminum I-beams
Cross members 8” x 3.25” 6061-T6 Aluminum Channel
Fasteners All 18-8 stainless steel with nylon lock nuts $ washers.
Tie down rings Six (6) Tie Down Rings ½” x 2 ½” x
2 3/8” rated @ 10,000 lbs ea. Strategically located on
trailer for Aircraft loading.
Tie down straps Two forward rated at 1,980 lbs each, one center rated at
3,000 lbs, and two aft rated at 3,000 lbs each based on a
safety factor of 5.
Guides PVC covered. Detachable uprites for aircraft loading
with stainless steel U Bolts.
APPENDIX F.
C-130 RESTRAINT CONFIGURATION
APPENDIX F
C-130 RESTRAINT CONFIGURATION

This appendix addresses the following issues
1. A specific proposed C-130 tiedown arrangement, and analysis thereof
2. Strength of the attachment of padeyes to the I-beams of the trailer
3. Analysis of the straps securing the craft to the trailer
Part 1
Analysis of Proposed Tiedown Arrangement
1. PURPOSE:
The purpose of this analysis is to confirm that the tie down/restraint configuration outlined on
Raytheon drawing 100345 meets to requirements established in section 4.2.3.2 of MIL-STD-
1791, Designing for Internal Aerial Delivery in Fixed Wing Aircraft.
2. RESULTS:
The SURC to aircraft tie down configuration shown in Raytheon drawing 100345 meets the
requirements of MIL-STD-1791 Paragraph 4.2.3.2. The required and available restraint values
are shown in Table 1.
3. CALCULATION METHOD:
Assumptions:
1. The SURC/Trailer combination weighs 18,147 lb. in the transport condition. A

weight of 18,500 was used for the calculation.
2. The SURC/Trailer combination acts as an essentially rigid body.
3. The deflection of any tie down component is taken as very small relative to overall
size. Therefore, any change to force vectors is considered negligible.
4. All tie down straps are rated at 10,000 lb.
5. The SURC tiedown fittings are presently sized for a 5/8 inch shackle. The Crosby
Co. certifies this shackle at a rated working load of 3 ¼ tons with a 6:1 safety factor.
These shackles must be further de-rated for off axis loading, 50% for 90 deg., thus in the
worst case the shackle has an ultimate strength of 19500 lb.
The available restraint for tie down strap is calculated by considering the strap as a force vector
which can be resolved into its orthogonal components, called forward, aft, vertical and lateral for
this study. The summation of calculated available restraint in each of the axes is compared to the
required restraint in the same axis.
Force Vector Calculation: (see Figure 1)

The length of each tie down strap is calculated;
Length (A) = [(B)2 + (D)2 + (E)2]1/2

Where:
B = Vertical Effective Length
D = Forward/Aft Effective Length
E = Lateral Effective Length
Tiedown length (A)
Vertical Effective Length (B) Forward or Aft Effective

Length (D)
Lateral Effective Length (E)
Figure 1. Effective Lengths
Available Restraint Calculations: (Using 10,000 lb as load per Strap)
Forward/aft Available Restraint = (10,000) * (D)/(A)
Lateral Available Restraint = (10,000) * (E)/(A)
Vertical Available Restraint = (10,000) * (B)/(A)

C
L
REMOVABLE TOP - CUT LINE

Table 1: C130 Load Restraint Calculations for SURC/Trailer (Cargo Weight 18,500 lbs)
C130 CARGO FORE/AFT LATERAL VERTICAL TIEDOWN

LATERAL LATERAL
STRAP # TIEDOWN TIEDOWN EFFECTIVE EFFECTIVE EFFECTIVE STRAP LENGTH FORWARD AFT VERTICAL
(LEFT) (RIGHT)
# DESIGNATOR LENGTH (D) LENGTH (E) LENGTH (B) (A)
S1 A1 BAS 80.3 14.1 52.0 96.7 8304.0 1458.1 5377.5
S2 B1 TAP 51.7 95.0 21.0 110.2 4692.5 8622.5 1906.0
S3 F1 TAS 51.7 95.0 21.0 110.2 4692.5 8622.5 1906.0
S4 G1 BAP 80.3 14.1 52.0 96.7 8304.0 1458.1 5377.5
S5 G9 BAP 79.7 14.1 52.0 96.2 8284.6 1465.7 5405.3
S6 A9 BAS 79.7 14.1 52.0 96.2 8284.6 1465.7 5405.3
S7 G13 BFP 72.4 16.5 53.8 91.7 7895.5 1799.4 5867.1
S8 A13 BFS 72.4 16.5 53.8 91.7 7895.5 1799.4 5867.1
S9 G20 BFP 67.6 16.5 53.8 88.0 7685.6 1875.9 6116.6
S10 A20 BFS 67.6 16.5 53.8 88.0 7685.6 1875.9 6116.6
S11 G25 TFP 59.8 53.7 21.0 83.1 7198.7 6464.4 2528.0
S12 A25 TFS 59.8 53.7 21.0 83.1 7198.7 6464.4 2528.0
S13 G18 TMP 86.7 30.7 21.0 94.3 9190.0 3254.1 2225.9
S14 A18 TMS 86.7 30.7 21.0 94.3 9190.0 3254.1 2225.9
S15 G8 BAP 59.7 14.1 52.0 80.4 7423.8 1753.4 6466.3
S16 A8 BAS 59.7 14.1 52.0 80.4 7423.8 1753.4 6466.3
S17 G19 BFP 47.6 16.5 53.8 73.7 6458.2 2238.6 7299.4
S18 A19 BFS 47.6 16.5 53.8 73.7 6458.2 2238.6 7299.4
S19 A2 BAS 60.3 14.1 52.0 80.9 7457.0 1743.7 6430.6
S20 G2 BAP 60.3 14.1 52.0 80.9 7457.0 1743.7 6430.6
S21 G14 BFP 52.4 16.5 53.8 76.9 6814.7 2145.9 6996.8
S22 A14 BFS 52.4 16.5 53.8 76.9 6814.7 2145.9 6996.8
TOTAL RESTRAINT PROVIDED (22 STRAPS) 92481.7 70327.5 32821.6 32821.6 113238.8
REQUIRED RESTRAINT (MIL-STD-1791) 64750.0 27750.0 27750.0 27750.0 37000.0
LOAD FACTOR (MIL-STD-1791 PAR 4.2.3.2) 3.5 1.5 1.5 1.5 2
Part 2
Fittings on the Trailer
1. TRAILER “D” RING FITTING BOLT STRENGTH
The maximum load any fitting will see is equal to the rated strength of the strap attached, this is
assumed to be 10,000 lb in the analysis. The fitting itself is covered by the testing laboratory
report in your possession. The only other method of failure of the fitting would be bolt failure.
Each fitting is held in place with four (4) ½-13 UNC bolts made of 316 Stainless Steel. The
worst case failure mode of such a bolt is tensile failure and the smallest area is that through the
thread. The stress area of ½-13 UNC threads is .1419 Square inches per bolt. The strength of
316 SS is 38,000 psi yield and 76,000 psi ultimate. Therefore,
4 X .1419 X 38000 = 21,570 lb
This is a 2:1 safety factor on yield and 4:1 on ultimate.
2. TRAILER BEAM STRENGTH
The web of the beams mounting the “D” ring fittings is 1/4 inch thick 6061 T6 aluminum. In
order to fail catastrophically the fitting would have to pull out of the web. This would mean
failure in shear around the fitting fasteners. The fitting is held in place with four (4) ½ inch bolts
each of which has a washer providing the bearing area. The diameter of a standard ½ flat washer
is 1 1/4 inches. These washers would have to fail in shear around their outer circumference. The
ultimate tensile strength of 6061 T6 is 42,000 psi, shear strength is usually taken as 50 - 60% of
tensile. Therefore,
4 x 3.1412 X 1.25 X .25 X 42000 X .5 = 824,670 lb
This is an 82:1 safety factor on pull out of the fitting.

Part 3
Trailer Tiedown Strap Analysis
Recommended Configuration Forward Center Aft Notes

Strap size (inches) 2 3 3
Published WLL (lbs) 3300 5000 5000
MOS for published WLL 3 3 3
Breaking strength 9900 15000 15000
Required MOS (personnel Safety factor of 4.7 on
safety) 4.7 4.7 4.7 ultimate from MIL STD 913
Effective WLL 2106 3191 3191
Number of straps 2 1 2
Capacity if directly loaded 4213 3191 6383
For fore and aft, this is
estimated geometry in case
Angle from vertical 45 0 60 of failure of center strap.
Derating factor due to geometry 0.7 1 0.5
Effective holding capacity 2949 3191 3191
Center Strap Intact

Trailer total weight 3100
Trailer weight distribution 100%
Allocated Trailer weight 3100
Strap design margin 91 MOS of 4.7 met
Center Strap Failed

Trailer total weight 3100
Trailer weight distribution 40% 60%
Allocated Trailer weight 1240 1860
System design margin MOS of 4.7 met forward
1709 1331 and aft
Per-Strap design margin 854 666
APPENDIX G.
HOIST AND TIEDOWN FITTING TEST REPORTS
SURC Hull no.
Hoisting Fittings Static:Load Test
A static load of 30,000 Ibs"(150% of the tactical :lift condition) shall be pulled though a
single point lifting configuration for a duration of 10 minutes and result in no permanent
deformation of the hoisting fittings or supportint structure. The sling lengths for the
forward legs are measured at 16' -11" and the aft legs are measured at 14' -11". The craft
shall be tied down to the ground pad fittings using the aircraft tie-down fittings located on
the lower end of the lift fittings behind the collar,. Attached drawing depicts test
configuration. I
Witnessed:
,
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wt-:
6~p-v wt
1
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Integrated Defense Systems
Full Service Partnering Center
1050 NE Hostmark Street
Poulsbo, WA 98370
TEST REPORT
Subject: 300% Static Overload Test of Production Version SURC Hoist Fittings and
10,000 lb Test of Aircraft Tie-down Fittings
Date of Test: 03 December 2003

Location: Northwest Wire Rope, Inc. – Tacoma, WA.
Personnel: Mark D. Lougheed (Senior Designer), SAFE Boats
Rocky Nigretto (Test Coordinator), N.W. Wire Rope
Jon Berglind (Witness), Raytheon
Brian Lavergne (Witness), DCMA
References: (1) Test Report – SURC Fittings Test Report D3 - 22 January 2003
(2) DI-PACK80880B – SURC Transportability Report Corrected – 30 January
2003
a) 300% Static Overload Tests of SURC Hoist Fitting Test Specimen
Objective: Verify that the lift fitting specimen undergo no permanent structural deformation
when loaded at 300% of the worst case individual fitting load seen in the planned tactical lift
condition. Verify that fitting does not fail at 600% (Ultimate) load condition with some
deformation expected.
Expected Results: No permanent structural deformation observable on the fitting test specimen
in the 300% overload condition for either the in-line or diagonal pulls. When tested to ultimate
load, the fitting (or test specimen jig) does not fail at any load up to 44,800 lbs. Due to the
overloaded condition, localized minor indentation of the fitting may be expected.
Tested Conditions: Load was tested in two conditions. First was a straight in-line load to the lift
fitting. Second was a diagonal load, simulating the worst-case angular (side) pull exerted by the
lifting sling.
Using the expected tactical lift weight of 20,000 lbs taken from reference (1), the FEA analysis
of the sling loading documented in Ref 2, indicates a worst-case in-line leg load of 7,463 lbs.
This value, multiplied by 3 (300%) and rounded to the nearest 100 lbs gives 22,400 lbs as the
required test load.
The fitting will then be in-line loaded to it’s ultimate load factor of 6 (600%) – 44,800 lbs.
PRODUCTION SURC Fittings Test Report 1 of 9

Conduct of the test: First, the test specimen was secured into the NW Wire Rope static testing
apparatus for the first condition (in line load) shown in figure 1. The specimen was then
subjected to a load of 22,400 lbs and held for not less than MIL-STD 209J prescribed time of 90
seconds – in this case 2 minutes. The fitting was then observed for deformation. The specimen
was again loaded to 22,400 lbs and held 10 minutes.
Next, the test specimen was secured into the testing apparatus for the second condition (diagonal
load) shown in figure 2. The specimen was then subjected to a load of 22,400 lbs and held for
not less than MIL-STD 209J prescribed time of 90 seconds – in this case 2 minutes. The fitting
was then observed for deformation. The specimen was again loaded to 22,400 lbs and held 10
minutes.
Lastly, the test specimen was secured as before in Figure 1 and pulled it’s ultimate load factor of
6 (600%) – 44,800 lbs and held for 10 minutes.
Actual Test Results:
Condition 1: In-Line pull for 2 minutes

Photo 1: Test sample prior to testing.
• No deformation in fitting after visual inspection with pull as high as 22,800 lbs.
Photos 2: Condition of sample after test 1.

Photo 3: Condition of sample after test 2.
Condition 3: Diagonal pull for 2 minutes


Condition 5: In-Line pull to ultimate load factor for 10 minutes – deformation expected.
Test sample prior to testing: Same as photo 1 except shackles were used instead of straps.
• Test rig failed at 30,326 lbs.
Photo 7: Condition of test rig after failure.
Photo 8: Test rig setup using shackles on aircraft tie-downs.
• No deformation in fitting after visual inspection with pull as high as 45,000 lbs. Test rig
failed.
Photos 9 & 10: Condition of sample after test 5.

Conclusions: The hoist fitting passed the ultimate load test at 45,000 lbs. The test rig failed at
30,326 lbs as can be seen from photo 7 where the original fastenings of the test rig sheared out.
The test set up was changed to use the aircraft tie-downs with shackles to complete the in-line
ultimate load test. The test rig also failed as can be seen in photos 9 and 13. This failure mode
would not be seen in service, as the 45,000 lb in-line to the lift fitting would not be applied to the
tie-down fitting. The hoist fitting passed all tests with no failures.
Photo 1 Photo 2
Photo 3 Photo 4

Photo 5 Photo 6
Photo 7 Photo 8
Photo 9 Photo 10

Photo 11 Photo 12
Photo 13

Figure 1 – In-Line Load / Ultimate Load Test Conditions

Figure 2 – Diagonal Load Condition
b) 10,000 lb Test of Aircraft Tie-Down Fittings
Objective: Verify that the aircraft tie-down fittings on the SURC support a working load of
10,000 lbs (the working load of the tie-down chains used in the aircraft). The test was done with
the load applied in the direction of the tie-down.
Expected Results: No permanent structural deformation.
Tested Configuration: From prior testing of the SURC prototype it was desired to increase the
thickness of the tie-down fittings to nearly fill the throat opening of the 7/8 shackles being used
to secure the vessel to the aircraft. This is currently being accomplished by using materials thick
enough to do so (1.4 inches approx) See photo X.
Conduct of the Test:

First, the test sample was rigged in the NWWR test fixture for a diagonal pull shown in figure 3.
The rig was then tensioned to 10,000 lbs and held for 90 seconds. Second, the test sample was
again rigged in-line pull figure 4. The rig was then tensioned to 10,000 lbs and held for 90
Seconds.
Actual Test Results:

• No deformation in fitting or bearing. Slight indent – shackle galling.

See results of test 5 of hoist fitting overload test. Aircraft tie-down fittings were used to secure
in-line pull.
Conclusions: Aircraft tie-down fittings passed all tests with no failures.

Figure 3 – In-Line Load Condition
Figure 4 – Diagonal Load Condition

SURC Maintenance And Service Plan
Labor Major Category Totals (hours) Required Consumable Material
PM ACTIONS (USMC) Periodicity Min Qty Adj Tot Min Hours Per Periodicity Annually PM MATERIAL U/I Qty Per Action Adj YEARLY
USE
SERVICE FUEL TANK Monthly 0.50 6.00

Drain FO Tank water off 15 1 12.00 180.00 3.00
Drain FO Tank Filters water off 5 2 12.00 120.00 2.00
Properly Dispose of Hazardous Material 5 1 12.00 60.00 1.00
REMOVE AND CLEAN SEA WATER STRAINER Monthly 0.50 6.00

Remove & Clean Sea Water Strainer 15 2 12.00 360.00 6.00
GREASE WATERJET THRUST BEARING AND Quarterly 0.50 2.00

STEERING RODS
Grease Thrust Bearing 5 1 4.00 20.00 0.33 Grease, Shell Avania R2 PL 1 0.40 1.60
Grease Steering Rods 10 1 4.00 40.00 0.67 Grease, Shell Avania R2 PL 1 0.25 1.00
(Second waterjet) 1.00
GREASE WATERJET SCREEN RAKE, BEARINGS, Quarterly 1.00 4.00

AND CYLINDER SHAFT
Grease Screen Rake & Bearings 15 1 4.00 60.00 1.00 Grease, Shell Avania R2 PL 1 0.40 1.60
Grease Cylinder Shaft 15 1 4.00 60.00 1.00 Grease, Shell Avania R2 PL 1 0.40 1.60
REPLACE OIL IN WATERJET Every 500 Hrs 1.00 1.20

Replace Oil 25 1 1.20 30.00 0.50 Oil, Shell Tellus 46 QT 1 0.40 0.48
Properly Dispose of Hazardous Material 5 1 1.20 6.00 0.10
SERVICE BATTERIES Annually 2.00 2.00

Clean Battery post 1 8 1.00 8.00 0.13
Spray battery posts 1 4 1.00 4.00 0.07 Spray, NOCO Preventive, A202 CN 1 2.00 2.00
Replace battery post pad 2 4 1.00 8.00 0.13 Pads, NOCO Preventive , C704 CN 1 0.66 0.66
Clean Batteries 5 4 1.00 20.00 0.33 Battery Cleaner, NOCO, E403 CN 1 2.00 2.00
(Second battery) 0.67
GREASE AND INSPECT REDUCTION GEAR Every 250 Hrs 1.00 2.40
Check tightness of bolts, nuts, & fittings 5 1 2.40 12.00 0.20
Check for oil leaks, & check oil level 5 1 2.40 12.00 0.20
Clean external of Transmission 10 1 2.40 24.00 0.40
Check for oil leaks, & check oil level 0 1 2.40 0.00 0.00
Grease external moving parts 10 1 2.40 24.00 0.40 Grease, Shell Avania R2 PL 1 0.25 0.60
(Second Transmission) 1.20
CHANGE ENGINE OIL AND FILTERS Every 250 Hrs 1.00 2.40
Replace Filters & Change Oil 30 1 2.40 72.00 1.20
Replace engine oil filter Filter, Oil EA 1 2.00 4.80
Replace engine oil bypass filter Filter, Oil, Bypass EA 1 2.00 4.80
Change engine oil (pump) Oil, 15W40, DELO 400 QT 22 2.00 105.60
Properly dispose of hazardous material
(Second engine) 1.20
B-1
USE
REPLACE FUEL FILTERS AND ZINCS Every 250 Hrs 1.50 3.60
Replace Filters & Zincs 90 1 2.40 216.00 3.60
Replace engine fuel filter Filter, Fuel EA 1 1.00 2.40
Replace engine Zinc Zinc EA 4 1.00 9.60
Replace engine Zinc A88 Zinc A88 EA 1 1.00 2.40
Replace tank fuel filters Filter, Fuel Racor EA 2 1.00 4.80
Properly dispose of hazardous material
REPLACE ENGINE WATER AND ANTIFREEZE Annually 1.00 1.00

Replace engine antifreeze & water 25 1 1.00 25.00 0.42 Antifreeze (50/50) QT 6 2.00 12.00
Properly dispose of hazardous material 5 1 1.00 5.00 0.08
REPLACE AIR FILTER AND SERVICE BLOWER Every 1000 Hrs 2.00 1.20
Replace engine air filter 15 1 0.60 9.00 0.15 Filter, Air EA 1 2.00 1.20
Clean engine blower 15 1 0.60 9.00 0.15 Blower Cleaning Agent CN 1 2.00 1.20
Replace V-Belt 30 1 0.60 18.00 0.30 V-Belt EA 1 2.00 1.20
CLEAN BILGES AND PUMPS Semi-Annually 1.00 2.00

Clean Bilges 5 4 2.00 40.00 0.67
Clean Pump Strainer 10 4 2.00 80.00 1.33
CLEAN AND INSPECT COMPASS, DEPTH Semi-Annually 0.50 1.00

SOUNDER, AND RADAR
Clean & Inspect Compass 10 1 2.00 20.00 0.33
Clean & Inspect Depth Instruments 20 1 2.00 40.00 0.67
DEGREASE COMPASS, DEPTH SOUNDER, AND Annually 0.50 0.50

RADAR
Remove grease & reattach mounting bolts 30 1 1.00 30.00 0.50
LUBRICATE DRIVELINE Semi-Annually 1.00 2.00

Grease Driveline 30 1 2.00 60.00 1.00 Grease, Shell Super Duty #2 PL 1 0.10 0.20
(Second Driveline) 1.00
CHANGE OIL IN TRANSMISSION Every 500 Hrs 2.00 2.40

Replace Oil 25 1 1.20 30.00 0.50 Oil, Shell SAE 30 or SAE 40 QT 5.2 2.00 12.48
Clean & inspect Suction Filter 9 1 1.20 10.80 0.18
Replace Suction Filter Copper Seal 2 1 1.20 2.40 0.04 Gasket, Suction Filter EA 1 2.00 2.40
Replace Oil Fill Copper Seal 2 1 1.20 2.40 0.04 Gasket, Oil Fill EA 1 2.00 2.40
Replace Oil Drain Copper Seal 2 1 1.20 2.40 0.04 Gasket, Oil Drain EA 1 2.00 2.40
Inspect/replace zinc 15 1 1.20 18.00 0.30
(Second Transmission) 1.20
B-2
USE
SERVICE HELM/STEERING Annually 1.00 1.00

Grease support rods & tubes 30 1 1.00 30.00 0.50 Grease, Shell Avania R2 PL 1 0.05 0.05
Fill & Purge
Replace Hydraulic Oil Filter 5 2 1.00 10.00 0.17 Filter, Oil 821723 EA 1 1.00 1.00
Replace Hydraulic Oil 10 1 1.00 10.00 0.17 Oil, Hydraulic, Shell Dexron III GL 1 0.20 0.20
HELM/STEERING Oil Check Semi-Annually 0.50 1.00

Oil level check 15 2 2.00 60.00 1.00
REPLACE WATERJET ANODES Annually 32.00 32.00

Replace Anodes 96 10 1.00 960.00 16.00 Anode 102185 EA 2 2.00 4.00
Anode 103359 EA 7 2.00 14.00
Anode 111059 EA 1 2.00 2.00
(Second jet) 16.00
Limited Technical Inspection (LTI) Semi-Annually 2.00 4.00

System / subsystem testing 120 1 2.00 240.00 4.00
SL3 & Fire Extingisher Check Monthly 0.50 6.00

SL3 inspection/replenishment 15 1 12.00 180.00 3.00
Fire extingisher check 15 1 12.00 180.00 3.00
TOTALS 83.03 83.70
CONTRACTOR SCHEDULED Periodicity NOTE: PM for Government Furnished Materiel (GFM) IAW equipment TMs.
SERVICE
TRANSMISSION 500-HOUR SERVICE
Check flexible coupling & mounting pads 500 Hrs
Inspect Clutch Disc for cracks & wearw 500 Hrs
Inspect Gears for wear 500 Hrs
Check indicators for accuracy 500 Hrs
Clean Oil Cooler 500 Hrs
Replace Zinc Anode 500 Hrs
Replace Suction Filter 3000 Hrs
ENGINE ADJUSTMENTS
Adjust injection press & Atomizer 250/1000Hrs
Adjust clearance intake/exhaust 250/1000Hrs
ENGINE MINI-OVERHAUL
Clean engine lube oil cooler 2000 Hrs
Replace engine impeller 2000 Hrs
Clean engine sea water system 2000 Hrs
Clean engine fresh water system 2000 Hrs
Adjust of injector timing 2000 Hrs
Overhaul fuel feed pump 2000 Hrs
Lap the intake & exhaust valves 2000 Hrs
B-3
SURC Maintenance Action Worksheet
SERVICING SYMBOLS LEGEND FOR MARKING

WORKSHEET FOR LIMITED TECHNICAL INSPECTION OF USMC
C - CLEAN SMALL UNIT RIVERINE CRAFT (SURC) N/A - NOT APPLICABLE
T - TIGHTEN M - MISSING
A - ADJUST TAMCN # C5904 ID # 10906A NSN 1940-01-502-6934 P - SATISFACTORY
L - LUBRICATE X - ADJUSTMENT REQUIRED
S - SERVICE XX - REPAIR REQUIRED
XXX - REPLACEMENT REQUIRED
A PURPOSE OF INSPECTION
NAME/RANK: PM
HULL #: CM
Trailer S/N
OTHER:
PORT ENG HRS: PORT HELM HRS: (SPECIFY TYPE OF ACTION;
I.E. 500 HOUR PM, REPLACE
STBD ENG HRS: STBD HELM HRS: ALTERNATOR, ETC.)
DATE MECH MECH

LINE # INITIAL INSPECTION FINDINGS INITIALS HOURS
QTY MECH MECH

DATE
LINE # TROUBLE SHOOTING RESULTS AND RECOMMENDATIONS ORDERED INITIALS HOURS
DATE MECH MECH

LINE # SUMMARY OF WORK COMPLETED COMPLETE INITIALS HOURS
Rev: IC-003 C-1

ENGINE (ZA0001 - PORT) (ZA0002 - STARBOARD)

Legend Legend
LINE # Markings ITEM LINE # Markings ITEM
PRT / STB PRT / STB
1 P/P Yanmar 440 HP Engine 9 P/P Exhaust System
2 P/P Engine Mounts 10 P/P Mechanical Engine Shut Down
C 3 P/P Water Pump 11 P/P Heat Exchanger
4 P/P Water Pump Gasket 12 P/P Turbo Charger
5 P/P Alternator 13 P/P Fuel Injector
6 P/P 24 volt System w/External Regulator 14 P/P Fuel Injector Line
7 P/P Hourmeter 15 /
8 P/P Transmission Oil Cooler 16 /
DRIVESHAFT TO JET INCLUDING BUCKETS (ZA0003 - PORT) (ZA0004 - STARBOARD)
Legend Legend
PRT / STB PRT / STB
1 P/P ZF280-1 Marine Transmission 8 P/P Clearance btwn Impeller and Wear Ring
D 2 P/P SAE 3 Bell Housing Adapter Port ____gap Starboard ____gap
3 P/P SAE 11.5" Vulkan Torflex Torsional Coupling 9 P/P 292 0-degree Intake Block
4 P/P Driveshaft Assembly 10 P/P Overflow - 274Kit - 292
5 P/P Hamilton HJ-292 Waterjet 11 P/P Saginaw Pump (Hydraulic)
6 P/P STST Impeller 15.5 KW - 292 12 P/P Reverse Cylinder & Cables
7 P/P Wear Ring 13
ELECTRICAL INSTRUMENT CLUSTER TO ENGINE SENSOR (ZA0005 - PORT) (ZA0006 - STARBOARD)
Legend Legend
PRT / STB PRT / STB
E 1 P/P Yanmar "D" Gauge Panel w/Military Ign Swtich 5 /
2 P/P Engine-Gauge Panel Harness 6 /
3 P/P Conductor Low Smoke Wire (7 sizes) 7 /
4 / 8 /
Rev: IC-003 C-2

SHIPS POWER LIGHTS GUEST SWITCHES HAILER BILGE (ZA0007)

Legend Legend
1 P 12V Service Master Switch (On/Off) 14 P Dimmer Control - Engine Guage
2 P 24V Interconnect Switch (On/Off) 15 P Equalizer - Battery 24V-12V 40A
3 P 24V Port Master Switch (On/Off) 16 P Optima Blue Top 12V Batteries
4 P 24V Starboard Master Switch (On/Off) 17 P Optima Battery Box (Dual)
5 P Accessory Sockets 18 P On/Off Mini Battery Switch
F 6 P Blower Motor 19 P Lights Interior Dome (Prototype only)
7 P Breakers (note size of problem breaker) 20 P Marker Light Anchor
8 P/P NVIS Switch Covers 21 P 24V Bilge Pump
9 P T-1 40 AMP Circuit Breaker 22 P 24V Sea Water Sensor (Prototype only)
10 P T-1 70 Amp Circuit Breaker 23 P 24V Wiper Kit (Prototype only)
11 P Cannon Plug Assy #1 or #2 24 P FLOCS System
12 P Dash Switches (Identify by Name) 25 P Navigation Lights
13 P Dash Switch Boot 26 P Gauge Lights
FUEL SYSTEM TANK TO INJECTOR PUMPS (ZA0008 - PORT) (ZA0009 - STARBOARD)
Legend Legend
PRT / STB PRT / STB
1 P 22' WEMA Sending Unit 7 P 20' 2 Wire Fuel Sending Unit
G 2 P 12V Fuel Gauge 8 P 3/8" to 3/8" SS Shut Off Valve
3 P 300 gal Fuel Tank 9 P/P Fuel Hose (size__________)
4 P Engine Compartment Blower 10 P/P Clamps (type & size______________)
5 P/P Fuel Filter 11 P Fuel Lift Pump
6 P/P Fuel Manifold (Aluminum) 12 /
COOLING SYSTEM (ZA0010 - PORT) (ZA0017 - STARBOARD)
Legend Legend
PRT / STB PRT / STB
1 P/P Sand Trap 7 P/P Valves (type & size _______________)
H 2 P/P Raw Water Strainer 8 P/P 1 1/2" Plastic Strainer (Prototype only)
3 P/P 1 1/2" NPT "In & Out" Bronze Impeller Pump 9 P/P
4 P/P Piping (size and type ______________) 10 P/P
5 P/P Hose (size and type _______________) 11 /
6 P/P Clamps (type & size______________) 12 /
Rev: IC-003 C-3

SYSTEM STEERING (ZA0011)

Legend Legend
PRT / STB PRT / STB
I 1 P S/S Tilt Helm 2.4 Square 6 / Hoses from Helm Pump to Cylinder
2 / 26' Extreme Control Cables 7 /
3 P Corse Black PVC Spoke Steering Wheel 8 /
4 P A-150-3 Steering Cylinder 9 /
5 / Brass Fittings 10 /
BODY FRAME HULL GUN STANDS DIVE PLATFORM GLASS (ZA0012)
LINE # Legend ITEM LINE # Legend ITEM
PRT / STB PRT / STB
1 P Deck Hardware 11 P/P MK16 MOD 8 Gun Mount
2 P Z3A Anode (Hull Anode) 12 P/P H-24 Gun Mount
3 P Hull Paint 13 P/P M6 Smoke Grenade Launchers (Prototype only)
J 4 P Deck Paint 14 P M257 Smoke Grenade Lunchers
5 P/P Collars (give location ________________) 15 P Smoke Control System
6 P/P Collar Block 16 P/P Bow Door Hinges
7 P/P Oversized Lag Bolts 17 / Engine Hatch Hinges
8 P/P Ballistic Materials 18 / Cockpit Storage Doors Hinges
9 P House Top Components (Prototype only) 19 / Step Storage Hinges (Prt / Stb)
10 P MK93 .50 Cal Mount 20 /
CANVAS SEATS CANOPIES (ZA0013)
Legend Legend
PRT / STB PRT / STB
K 1 P Troop Seating 5 P Storage Cover
2 P Troop Seats Securing Straps 6 / Cockpit Cover
3 P Crew Seating 7 / Troop Seating Cover
4 P House Storage Screens (Prototype only) 8 /
Rev: IC-003 C-4

TRAILER - BRAKES BEARINGS BUNKS (ZA0014)

LINE # Legend ITEM LINE # Legend ITEM
PRT / STB PRT / STB
1 P Frame 9 P/P Lights
2 P Axle 10 P/P Bunk Boards
L 3 P/P Bearings 11 P Scrificial Plastic Pads
4 P/P Jack Stand 12 P/P Winch
5 P Winch Cable & Hook 13 P/P Tie downs
6 P/P Brakes 14 P/P Hubs, Studs, Lug Nuts
7 P/P Tires 15 /
8 P/P Rims 16 /
COMMUNICATIONS (ZA0015)
Legend Legend
PRT / STB PRT / STB
1 P VIC-3 Master Control Station 7 P VHF Antenna Mount
M 2 P VIC-3 Full Function Crew Station 8 P VHF Antenna
3 P Cables 9 P RayMarine VHF Radio
4 P/P Antenna AS-3916 10
5 P/P Antenna Mount 11
6 P SINCGARS Radio System 12
NAVIGATION (ZA0016)
Legend Legend
1 P GPS Mount 7 P Fathometer Transducer
N 2 P GPA Antenna, Remte 8
3 P Ritchie Compass 9
4 P SL-72 Radar Screen 10
5 P Radome Antenna 2kW 11
6 P ST60 Fathometer Display 12
OPERATOR SIGNATURE & DATE: MECHANIC SIGNATURE & DATE:

Q. C. SIGNATURE & DATE: MAINT O./CHIEF SIGNATURE & DATE:
RAYTHEON FSR SIGNATURE & DATE:
Rev: IC-003 C-5

SECTION B (CONTINUATION)
DATE MECH MECH
LINE # INITIAL INSPECTION FINDINGS COMPLETE INITIALS HOURS
QTY DATE MECH MECH

LINE # TROUBLE SHOOTING RESULTS AND RECOMMENDATIONS ORDERED COMPLETE INITIALS HOURS
DATE MECH MECH

LINE # SUMMARY OF WORK COMPLETED COMPLETE INITIALS HOURS
Rev: IC-003 C-6

SURC Trailer Maintenance
SURC TRAILER RECOMMENDED SERVICE INTERVALS
ITEM EACH USE EVERY 3 MONTHS 1 YEAR 2 YEAR
Brake Visually inspect Visually inspect Check fluid level, check Check fluid level, check
system check for leaks check fluid level, for presence of moisture, for presence of
actuator check for leaks, grease, if applicable moisture, grease, if
grease, if applicable applicable
Caliper & Visually inspect Visually inspect Rebuild caliper Rebuild or replace
rotor check for leaks or check for leaks or assembly check rotor caliper assembly
malfunction malfunction for wear
Pads Visually inspect Visually inspect Check pads for wear Replace pads (included
and corrosion w//caliper)
Frame Visually inspect Visually inspect Inspect for deterioration Inspect for
assy deterioration
Bunk Visually inspect Visually inspect Inspect for deterioration Inspect for deterioration
assy
Coupling Visually inspect Visually inspect Visually inspect Visually inspect

assy
Fasteners Visually inspect Visually inspect Visually inspect Visually inspect
Winch Visually inspect Visually inspect Extend and visually Extend and visually
assy inspect for frays or inspect for frays or
cable weaknesses weaknesses
Tires Check pressure Check pressure Check pressure inspect Check pressure inspect
inspect for wear inspect for wear for wear for wear
Lights Check operation Check operation Check operation Check operation
Wheels, Visually inspect Grease thoroughly Replace Replace

hubs & via sure lube
Grease thoroughly via Grease thoroughly via
bearings
sure lube sure lube
Seals Visually inspect Visually inspect Replace Replace
Change 4 D-1
RECOMMENDED EMERGENCY PARTS
One complete set of wheel bearings, caps and seals per single unit operation.
Part Number Item Description Quantity
HU6BR-KIT 6 Lug Wheel Pattern 1
HU6-15245 HRM OUTER RACE 1
HU6-15123 HRM OUTER BEARING 1
HU6-25520 HRM INNER RACE 1
HU6-22580 HRM INNER BEARING 1
HU6-22333TB HRM TRANSCOM SEAL 1
HU6-GC1520 HRM GREASE CAP (w/zerk fitting) 1
TIALT235/85R16G Spare Tire assembly 1
LIGMIL24V-50MILHARN Light Assembly w/Harness 1
BRB3900-FB Brake Assembly 2
HU6COMPLETE-BRK HRM Brake Hub Complete 1
HU6COMPLETE-IDLR HRM Idler Hub Complete 1
BRAKE ACTUATOR MAINTENANCE

CAUTION
Granular fertilizers and other corrosive materials are destructive to metal.
To prolong the life of a braking system used under corrosive conditions,
we recommend that the Actuator be thoroughly rinsed periodically with a
high-pressure water hose. Be sure to re-grease bearings & oil all moving
part after the unit has dried
1. Before-towing check that brake fluid reservoir is full. If not, refill with DOT 3 brake fluid.
Check for leaks and repair as required.
2. A film of grease on the coupler will extend coupler life while eliminating squeaking. Wipe
clean and renew film each time trailer is used.
3. Periodic lubrication is required. Grease the actuators four (4) rollers every 5000 miles or 90
days of use.
4. Before towing, examine the actuator for bent parts or excessive wear. Replace parts as
necessary. Check to determine that mounting bolts are tight and welds not cracked.
5. There are no adjustments on the actuator.
D-2 Change 4
BRAKE BLEEDING PROCEDURE

1. To bleed the system manually, proceed as follows: fill master cylinder with fluid. Loosen the
(4) bolts located on the actuator around the breakaway lever with a ½” wrench until the lever
moves easily. The hole located below push rod is a good leverage point. Use short strokes
until bubbling stops inside master cylinder.
2. Install bleeder hose on first wheel cylinder to be bled; for dual axle brakes, bleed rear axle
first. Have loose end of hose submerged in a glass container of brake fluid to observe
bubbling.
3. By loosening the bleeder screw located in the wheel cylinder one turn, the system is open to
the atmosphere through the passage drilled in the screw. The bleeding operation is complete
when bubbling stops. Be sure and close bleeder screw securely.
4. Repeat bleeding operation at each wheel cylinder. During the cleaning process, replenish
the brake fluid so the level does not fall below half full in the master cylinder reservoir.
5. After bleeding is complete, make sure master cylinder reservoir is filled and filler cap is
securely in place. Tighten the four (4) breakaway mounting bolts.
HENSCHEN DURA-FLEX TORSION AXLE SUSPENSION
CAUTION
Due to the presence of the rubber cords, welding is only permitted on
certain portions of the torsion axle. Please contact J.D.C.I. ENTERPRISES,
INC./BOAT MASTER® or the manufacturer for welding instructions.
The DURA-FLEX suspension system is a torsion arm type suspension, which is completely self-contained
within the axle tube. It attaches directly to the trailer frame using brackets, which are an integral part of
the axle assembly. The DURA-FLEX axle provides improved suspension characteristics relative to leaf
spring axles through the unique arrangement of a steel torsion bar surrounded by four natural rubber
cords encased in the main structural member of the axle beam. The wheel / hub spindle is attached to a
lever, called the torsion arm, which is fastened to the rubber encased bar. As load is applied, the bar
rotates causing a rolling/compressive resistance in the rubber cords. This action provides the same
functions as conventional spring axles with several operating advantages including independent
suspension, less sway and considerably less shock transmitted to the trailer frame.
There will be a slight bend in the center portion of the axle. This is normal and necessary.
Change 4 D-3
LIGHTS & WIRING
24 VOLT SYSTEM
21 SERVICE TAIL LIGHT
LEFT 22/461 LEFT SERVICE SIGNAL E

23 BLACKOUT STOP B
F
24/484 LEFT BLACKOUT TAIL LIGHT
A
J
C
NOT USED M
NOT USED N
21 SERVICE TAIL LIGHT
NOT USED K
NOT USED H
RIGHT 22/460 RIGHT SERVICE SIGNAL
L
23 BLACKOUT STOP D
24/483 RIGHT BLACKOUT TAIL LIGHT
GROUND
BEARING INSPECTION
Wash all grease and oil from the bearing cone using a suitable solvent. Dry the bearing with a clean, lint-
free cloth and inspect each roller completely. If any pitting, spalling, or corrosion is present then the
bearing should be replaced. The bearing cup inside the hub should likewise be inspected.
When replacing the bearing cup proceed as follows:

1. Place the hub on a flat work surface with the cup to be replaced on the bottom side.
2. Using the brass drift punch, carefully tap around the small diameter end of the cup to drive
out.
3. After cleaning the hub bore area, install the new cup by tapping in with the brass drift punch.
Verify the cup is seated all the way up against the retaining shoulder in the hub.
4. Replace bearings using standard greasing and installation procedures. (Consult replacement
bearing manufacturer’s specifications for details)
SURE LUBE BEARING PROTECTION SYSTEM
The Sure Lube Bearing Protection System allows complete greasing of outer and inner bearings. Grease
is inserted through the zerk fitting and moves through the outer bearing, filling the hub, continuing through
the inner bearing and out the relief route existing before the seal. The arrows in the drawing below
indicate the grease route.
Zerk fitting should be greased approximately every two months monitoring the grease condition exiting
the relief hole located on the backside of the spindle arm. Clean grease free of water usually indicates
minimal bearing wear and little need for further service.
Thin cream or thin light gray grease usually indicated the presence of water and it is advisable to visually
check wheel-bearing condition. Replace if necessary.
D-4 Change 4
When servicing the Sure Lube unit the stainless steel sleeve should remain intact. Do not remove. This
sleeve allows the double lip spring seal to rotate on a smooth surface.
Good quality lithium base grease should be used to service bearings.
HRM Spindle 6x5.5
Item Description Part No.

Outer Cup -15245
Inner Cup -25520
Outer Bearing Cone -15123
Inner Bearing Cone -22580
Grease Cap -1520-1
Seal -22333TBN
S. S. Ring -N/A
BEARING LUBRICATION
1. Place a standard grease gun onto the grease zerk located in the grease cap. Make sure the
grease gun nozzle is fully engaged on the fitting.
2. Pump grease into the zerk. The old, displaced grease will begin to flow out the back of the
spindle arm.
3. When the new, clean grease is observed, remove the grease gun, and wipe off any excess.
SEAL INSPECTION AND REPLACEMENT
Whenever the hub is removed, inspect the seal to assure that it is not nicked or torn and is still capable of
properly sealing the bearing cavity. If there is any question of condition, replace the seal.
Change 4 D-5
The procedure is as follows to replace the seal:

1. Pry the seal out of the hub with a screwdriver. Never drive the seal out with the inner bearing
as you may damage the bearing.
2. Tap the new seal into place using a clean wood block.
BEARING ADJUSTMENT AND HUB REPLACEMENT
If the hub has been removed or bearing adjustment is required, the following adjustment procedure must
be followed:
1. After placing the hub, bearings, washers, and spindle nut back on the axle spindle in reverse
order as detailed in the pervious section on hub removal, rotate the hub assembly slowly
while tightening the spindle nut to approximately 50 lb.-ft. (12” wrench or pliers with full hand
force) This ensures proper seating of bearings.
2. Then loosen the spindle nut to remove the torque. DO NOT ROTATE THE HUB.
3. Finger tighten the spindle nut until just snug.
4. Back the spindle nut out slightly until the first castellation lines up with the cotter keyhole and
insert the cotter pin.
5. Bend over the cotter pin legs to secure the nut.
6. Nut should be free to move with only restraint being the cotter pin.
TORQUE REQUIREMENTS
Note: Wheel nuts or bolts must be applied and maintained at the proper torque levels to prevent loose
wheels, broken studs, and possible dangerous separation of wheels from your axle. Use only the
fasteners matched to the one angle of the wheel. (Usually 60 or 90 degrees)
It is extremely important to apply and maintain proper wheel mounting torque on your trailer axle. Torque
is a measure of the amount of tightening applied to a fastener (nut or bolt) and is expressed as length
times force. A force of 90 pounds applied at the end of a wrench one-foot long will yield 90 lb.-ft of
torque. Torque wrenches are the best method to assure that the proper amount of torque is being
applied to a fastener.
The proper torque procedure for attaching wheels is as follows:
1. Start all bolts or nuts by hand to prevent cross threading.
2. Tighten bolts or nuts in the sequence detailed below.
3. The tightening of the fasteners should be done in stages. Following the recommended
sequence, first tighten all the fasteners to 20-25 lb.-ft, then 50-60 lb-ft, and finally to 85-95 lb.-
ft.
4. Wheel nuts/bolts should be torqued before first road use and after the first 25 miles and again
at 75 miles. Check periodically thereafter.
D-6 Change 4
WHEEL TORQUE SEQUENCE
WHEEL SELECTION
WARNING:
Use only the approved rim contours as shown in the “Tire and Rim
Yearbook” or the tire manufacturers catalog. The use of other rim contours
is dangerous. Failure to use the proper rim contour can result in explosive
separation of the tire and wheel and could cause a serious accident.
WARNING:
Do not attempt to repair or modify a wheel. Even minor modifications can
have a great effect. Do not install a tube to correct a leak through the rim.
If the rim is cracked, the air pressure in the tub may cause the pieces of the
rim to explode with great force and can cause serious injury or death.
Wheels are a very important and critical component of the running gear system. When specifying or
replacing your trailer wheels it is important that the wheels, tires, and axle are properly matched. The
following characteristics are extremely important and should be thoroughly checked when replacement
wheel is considered.
1. Bolt Circle - Many bolt circle dimensions are available and some vary by so little that it may be
possible to attach an improper wheel that does not match the wheel to the axle hub.
2. Capacity – Verify that the wheels the correct load carrying capacity and pressure rating to match
the maximum load of the tire and trailer.
3. Offset – Offset refers to the relationship of the centerline of the tire to the hub face of the axle.
Care should be taken to match any replacement wheel with the same offset wheel as originally
equipped. Failure to match offset can result in reducing the load carrying capacity of the axle.
4. Rim Contour –Use only the approved rim contours as shown in the Tire and Rim Yearbook or the
tire manufacturers catalog. The use of other rim contours is dangerous. Failure to use the proper
rim contour can result in explosive separation of the tire and wheel and could cause a serious
accident.
Change 4 D-7
TIRES
Before mounting tires onto wheels verify that the rim size and contour is approved for the tire as shown in
the Tire and Rim Association Yearbook or the tire manufacturers catalog. Verify the tire will carry the
rated load.
Note: The capacity rating molded into the sidewall of the tire is not always the proper rating for the tire if
used in a trailer application. Use the following guideline:
1. LT and ST tires. Use the capacity rating molded into the tire.
2. Passenger Car tires. Use the capacity rating molded in to the tire sidewall divided by 1.10. (Not
Recommended)
3. Use tire-mounting procedures as outlined by the Rubber Manufacturers Association or the tire
manufacturers.
NOTE: Tire wear should be checked frequently because once a wear pattern becomes firmly established
in a tire it is difficult to stop, even if the underlying cause is corrected.
Tire inflation pressure is the most important factor in tire life. Inflation pressure should be as
recommended for the load but in no case should exceed the tire or rim maximum pressure rating.
Inflation pressure should be checked cold before operation. Do not bleed air from tires when they are
hot. Check inflation pressure weekly during use to insure the maximum tire life and tread wear. The
following tire wear diagnostic chart will help you pinpoint the causes and solution of tire wear problems.
D-8 Change 4
B 12G WHT ( START) B A
C C
A 12G RED (BATT) A B
A 20G Br (ALT EXCIT / REG ON)

B 20G YLW/WHT (LOW OIL PRESS LT)
C 20G BLK (CHARGE / FAIL) A B YW Br
D 20G WHT/BLU (HIGH WATER TEMP LT) C D WL LB
E 20G ORG (TACH) E F WG O
F 20G GRN/RED (SPARE LT)
G H B YG
G 20G YLW/GRN (HIGH TRANS TEMP LT)
H 18G BLK (GROUND)
E 20G YLW/BLK (OIL PRESS SEND) E D WB YB

D 20G WHT/BLK (WATER TEMP SEND) C Gy
C 20G YLW/RED (HIGH TURBO BOOST LT)
A 20G YLW (LOW TRANS PRESS LT) A Y
SEE NOTE
BELOW FOR
3A FUSE
HOUSE BANK HELM BUSS PROPER
(ADDED)
14g VOLTMETER
PANEL LIGHTING TO DASH INST. LT. TOGGLE CONFIGURATION
14g
SAFETY LANYARD RETURN TO STOP BUTTON
14g
BUZZER NEG TO TONE GENERATOR
14g
IGNITION POS TO SAFETY LANYARD
14g
BUZZER POS TO TONE GENERATOR
20 WHT/BRN (STOP)
3A FUSE
(ADDED)
TEST
LAMP 18g BLK
STOP WATER
20g PURP VOLTS
TEMP
18g BLK
L L
G G
GROUND LIGHT+
I TACH I
S 20g PURP S
BRT/DIM MUTE
SIGNAL 12V+
CI
20g RED/BLK
RC
+
UI
T BO
ALARM OIL
AR
S P
PRESS
D
L
CHARGING G
IGN S
IGNITION
I
S
14g RED BATT 20g RED
(ADDED)
20g PURP LOW OIL HIGH WATER HIGH TRANS LOW TRANS HIGH TURBO CHARGE/
PRESS TEMP TEMP PRESS BOOST FAIL
C7 E9 E8
C6
C5
C4
C3
C2
C1
CIRCUIT BOARD
VOLTAGE CONTROLLER

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S9008-G2-OMA-010

OPERATION MANAUAL, SMALL UNIT

DISTRIBUTION STATEMENT D: Distribution authorized to the Department of

PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND

0910-lp-107-0133 6 DECEMBER 2007

Contract No. N00024-97-2205

Equipment Model No. NA

Equipment Name: OPERATION MANUAL, SMALL UNIT RIVERINE CRAFT

Manual Publication No. S9008-G2-OMA-010

(X) No further action required. Use as is.

( ) Corrections/substitutions required. Attach sheet specifying details

( ) Supplemental data required.

(X) NOT ACCEPTABLE. Prepare TM per applicable military specification.

The above recommendation is based on the completed Manual Evaluation Checklist.

PUBLICATIONS REVIEW ACTIVITY: NSWCCD Det. Norfolk

ACTIVITY REVIEWER: Gloria Kolodziej

DATE: December 2007

Contract No. N00024-97-2205

Equipment Model No. NA

Equipment Name: Operation Manual, Small Unit Riverine Craft (SURC)

Manual Publication No. S9008-G2-OMA-010

(X) No further action required. Use as is.

( ) Corrections/substitutions required. Attach sheet specifying details

( ) Supplemental data required.

(XI) NOT ACCEPTABLE. Prepare TM per applicable military specification.

The above recommendation is based on the completed Manual Evaluation Checklist.

PUBLICATIONS REVIEW ACTIVITY: NSWCCD Det. Norfolk

ACTIVITY REVIEWER: Gloria Kolodziej

DATE: December 2007

IDENTIFYING TECHNICAL PUBLICATION SHEET

Equipment: Operation Maintenance, Small Unit Riverine Craft (SURC)

SMALL UNIT RIVERINE CRAFT

Distribution Statement D: Distribution authorized to the Department of

PREPARED BY DIRECTION OF MARINE CORPS SYSTEMS COMMAND

Chapter 2 – Boat Characteristics

Chapter 3 – Boat Systems

Chapter 5 - Fault Isolation

Chapter 6 - Corrective Maintenance

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

A. Warnings, Cautions, and Notes .................................................................................................... 1-2

C. Action .......................................................................................................................................... 1-8

CHAPTER 2 BOAT CHARACTERISTICS

Introduction ..... .......................................................................................................................................... 2-1

A. General Description ...................................................................................................................... 2-2

C. Equipment Configuration ............................................................................................................2-10

CHAPTER 3 BOAT SYSTEMS

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

B. Transmissions ............................................................................................................................... 3-3

C. Jet Drives ...................................................................................................................................... 3-4

D. Cooling .......................................................................................................................................... 3-6

F. Hull System .................................................................................................................................3-14

G. Hull Drain System .......................................................................................................................3-16

I. Fast Lube Oil Change System ....................................................................................................3-19

L. Fuel System ................................................................................................................................3-23

N. Night Vision Imaging System ......................................................................................................3-28

P. Seating System ...........................................................................................................................3-33

Q. Bow Door ....................................................................................................................................3-38

R. Countermeasure System ............................................................................................................3-42

S. Trailer System .............................................................................................................................3-43

T. Weapons Mounts ........................................................................................................................3-45

U. SURC Camouflage Patterns .......................................................................................................3-48

Introduction ..... .......................................................................................................................................... 4-1

A. Handling Characteristics ............................................................................................................... 4-2

B. Controls and Indicators ................................................................................................................. 4-9