Navy DocumentsEnlisted Surface Warfare Specialist (ESWS)
STUDY GUIDE
July 25, 1997
This Enlisted Surface Warfare Specialist (ESWS) study guide has been written to assist personnel on Kitty Hawk in becoming designated as an Enlisted Surface Warfare Specialist. Any updates or corrections to this study guide contact DT1 (SW/AW) Buchanan.
ESWS STUDY GUIDE
SECTION ONE
GENERAL ADMINISTRATION, OPERATIONS AND DEPARTMENTS
100 GENERAL ADMINISTRATION
0101 ADMINISTRATIVE ORGANIZATION
0101.1 Discuss the following as defined in Ship's Organization and Regulations Manual (SORM) and Ship's Instructions:
a. Administrative Organization - concerned with overall policies and provides the framework for these policies to be effective. Executive Department manages the administrative duties of the ship.
b. Watch Organization - the Commanding Officer establishes such watches as necessary that are required for the safety and proper operation of the command.
Senior Watch Officer - organizes the minimum requirements for security. Only the Engineers do not fall under this watchbill, they have their own watch standing requirements.
(1) Normally the Ship's Navigator on Kitty Hawk
(2) Currently ___________________________
c. Administrative Bills - establishes uniform policies for assignment of personnel, berthing, maintenance, visiting, recall and zone inspections.
d. Operational Bills - set forth policies and procedures in such areas as the boat bill, civil disaster, cold weather, darken ship, EMCON, etc.
STATE THE VARIOUS CONDITIONS OF READINESS AND THEIR PURPOSE:
Condition I - General Quarters, all hands at battle stations
Condition II - Modified General Quarters, used in large ships to permit some relaxation among personnel
Condition III - Wartime Cruising, generally one third of the crew is on watch, and strategic stations are
manned or partly manned. (e.g. weapons)
Condition IV - Optimum Peacetime Cruising, provides adequate watch manning, provides personnel economy. It
is normal peacetime cruising condition.
Condition V - Not normally a condition, IN-PORT ROUTINE.
ENGINEERING OPERATIONAL SEQUENCING SYSTEM (EOSS) - set policies and procedures for the safe operation of the ships engineering plant, boat drills, rescue, etc.
e. Emergency Bills - provide and organize prescribed procedures and assign responsibilities for controlling the effects of a major emergency or disaster suffered by the ship. (e.g. man overboard, assist another ship when dead in the water, crash on the flight deck, or collision at sea.)
f. Special Bills - assign responsibility for and promulgate procedures for defense against sneak/swimmer attack, evacuating civilians, prisoners of war, troop lifts, etc. (e.g. the Vietnamese Boat People)
g. Shipboard Procedures - provide for standard routines for in-port and at sea evolutions. (e.g. UNREP, VERTREP)
h. Ship's Regulations - created to supplement and amplify those regulations contained in the SORM. CNO sets the guidelines.
i. Abandon Ship Bill - assigns each crew member to a boat or liferaft. (ON KITTY HAWK, ASSIGNS A MUSTER STATION ON THE HANGAR DECK OR FLIGHT DECK) Provides for mustering of the crew by the senior man present, and specifies procedures to be followed upon entering the water, where lifevests are located, etc. The Watch, Quarters and Stations Bill tells you where to go and muster.
0101.2 Describe the duties, responsibilities and authority of the following personnel:
a. Commanding Officer - charged with the absolute responsibility for the safety, well-being, and efficiency of his command, except when and to the extent he may be relieved therefrom by competent authority.
(1) Duties and responsibilities of the CO are established by U. S. Navy Regulations, general orders, customs, and traditions.
(2) The authority of the CO is commensurate with his responsibility, subject to the limitations prescribed by law and U. S. Navy Regulations.
b. Executive Officer - is the direct representative of the CO. He will conform to and effect the policies and orders of the CO and keep him informed of all significant command matters.
(1) He is primarily responsible for the organization, performance of duty, and good order and discipline of the entire command. Specifically, he will:
(a) Prepare and maintain the bills and orders for the organization and administration of the command.
(b) After completion of indoctrination training, assign the personnel to departments or other major subdivisions of the command.
(c) Maintain the records of personnel, except those records assigned as the responsibility of some other officer.
(d) Supervise and coordinate the work, exercises, training, and education of the personnel of the command.
(e) Supervise and coordinate the operational plans and schedules of the command as a whole.
(f) Prepare and promulgate, as appropriate, a daily schedule of employment and such other advance schedules as may serve to aid subordinates in planning their work.
(g) Make frequent inspections in company when practicable, with subordinates concerned; and take such remedial action to correct defects as appears necessary.
(h) Ensure that all prescribed or necessary security measures and safety precautions are understood and strictly observed.
(i) Maintain high morale within the command. The discipline, welfare, and privileges of the individuals of the command will be a chief concern of the Executive Officer; and he will, to the extent of his authority, ensure that these and related matters are administered in a just and uniform manner.
(j) Perform such other duties as assigned.
c. Department Head
(1) He is the representative of the CO in al matters that pertain to the department. All persons assigned to the department will be subordinate to him, and all orders issued by him will accordingly be obeyed by them. In the performance of his duties as a Head of Department, he will conform to the policies and comply with the orders of the CO. The Department Head will confer directly with the Commanding Officer concerning any matters relating to his department whenever he believes such action to be necessary for the good of his department and especially of any circumstance or condition which may adversely affect the safety or operation of the command.
(2) Specific responsibilities of the Department Head, subject to the orders of the Commanding Officer are:
(a) Organize and train his department to ensure readiness for battle.
(b) Prepare and maintain the bills and orders for the organization and operation of the department.
(c) Assign personnel to stations and duties within the department.
(d) Be responsible for the effectiveness of the department; to this end he will plan, direct, and supervise the work and training of personnel within the department.
(e) Ensure that all prescribed or necessary security measures and safety precautions are strictly observed by all persons within the department and by others who may be concerned with matters under his control. He will ensure that al applicable safety precautions are kept properly posted in conspicuous and accessible spaces and that personnel concerned are frequently and thoroughly instructed and drilled in their observance.
(f) Make frequent inspections of the personnel and material of the department, including the spaces assigned thereto.
(g) Control the expenditure of funds allotted and operate the department within the limit of such funds.
(h) Ensure economy in the use of public money and stores.
(i) Be responsible for the proper operation, care, preservation, and maintenance of the equipment and material assigned to the department.
(j) Be responsible for the maintenance of records and the submission of reports required of the department.
(k) Be the custodian of the keys of all spaces and storerooms of the department.
(l) Be responsible for the cleanliness and upkeep of the spaces assigned to the department, except as prescribed by regulation or other competent authority.
(m) Anticipate the personnel and material needs of the department, and submit timely requests to fulfill requirements.
(n) Contribute to the coordination of effort of the entire command by appropriate cooperation with other heads of departments.
(o) Ensure that optimum conditions of readiness within his department are in accordance with NWP 62-1.
d. Division Officer
(1) Responsible, under the Department Head, for the proper performance of the duties assigned to his division and for the conduct of his subordinates in accordance with regulations and the orders of the CO.
(2) Keep himself informed of the capabilities and needs of each of his subordinates, and, within his authority, take such action as may be necessary for the efficiency of his division.
(3) Train his subordinates in their own duties and in the duties to which they may aspire.
(4) Report to the Executive Officer, via his Department Head, all infractions of regulations, orders, and instructions which are deserving of disciplinary action.
(5) By personal supervision and frequent inspection, ensure that the spaces, equipment, and supplies assigned to his division are maintained in a satisfactory state of cleanliness and preservation.
(6) Report promptly to his department head any repairs which may be required or other deficiencies which need to be corrected.
(7) Carefully instruct his subordinates in all applicable safety precautions, and require their strict observance.
(8) Maintain an up-to-date copy of OPNAVINST 3120.32 Series and other orders for his division, and ensure that pertinent parts thereof are kept posted.
(9) Ensure optimum material conditions of readiness within his division in accordance with NWP 62-1.
(10) Supervise the administration of PQS within the division, providing personnel with guidance and incentives for the accomplishment of PQS. Select and designate Petty Officers qualified to authenticate completion of individual PQS qualifications.
(11) Initiate enlisted performance evaluation sheets for personnel of his division.
(12) Maintain a division notebook containing personal data, training program data, a space and equipment responsibility log, the watch and battle stations required to be manned, and such other data as may be helpful to the division.
e. Division (Chief) Petty Officer - Assists the Division Officer in the administration, supervision and training of division personnel, assigning cleaning stations, prepares requisitions and reports as required by the Division Officer. Performs division musters, passes information to the division. Generally is the senior enlisted in the division.
f. Work Center Supervisor - Leads a maintenance or work group. Required to be familiar with the Ship's 3-M System, responsible for the smooth operation and administration of the divisions 3-M/PMS program. Responsible to the Division Officer via the Division (Chief) Petty Officer.
g. Division Damage Control Petty Officer - Responsible for all division damage control equipment, trains divisional personnel, sets and/or verifies material conditions and assists the Division Officer in inspections of damage control equipment in assigned spaces.
h. Command Master/Senior Chief - Senior representative for the enlisted crew, he is in direct communication with the CO. Assists the Commanding Officer and Executive Officer in formulating policy that concerns the enlisted personnel of the command. The C M/C's advice is particularly helpful to the command on matters concerning the morale and quality of life for enlisted personnel and their dependents, as well as helping to solve personal problems or correcting situations that could be potential problems. Through the Command Master/Senior Chief, every sailor, regardless of rank or station, has a secure line of communications.
0101.3 Discuss the purpose of a shipboard battle organization.
The battle organization is designed to assign men with certain qualifications to specific tasks within a ship, for all conditions of readiness anticipated.
0101.4 State the purpose of the following battle organization elements:
a. Command and Ship Control - Command Control is exercised by the CO at his battle station. From this station he directs the ship's course of action in battle by exercising control over all the primary battle control stations. His main responsibilities are to inform primary battle control officers of his objectives and to render decisions in matters having major influence on combat effectiveness. Ship Control is under the immediate direction of the OOD who is located on the bridge. The main functions of ship control are conning, maintaining operational control and keeping other stations informed of the current situation. Conning is the act of controlling the ship.
b. Operations Control - Assists command control in planning the correct course of action and to assist command and key battle control officers in executing that plan. Operations control is collectively applied to those activities under the cognizance of the ship's Operations Officer.
c. Weapons Control - Provides centralized coordination and monitoring of missile systems and gun batteries. Part of Operations Department on board Kitty Hawk.
d. Engineering Control - Engineering Officer's battle station, located in a central control station. Supervises control of the main propulsion and auxiliary equipment.
e. Damage Control - located in a central control station, responsible for maintaining an up to the minute picture of sustained damage, repair party action, etc. Very important at GQ when lots of decisions are made.
f. Primary Flight Control - consists of the control of shipboard aircraft handling and those operations incidental to launching and recovery of aircraft. During flight operations, the Air Officer is responsible for these operations as well as the visual traffic control related to these functions. Balance of the ship must be coordinated with the Chief Engineer. (e.g. transfer fuel between tanks to balance the ship)
g. Mine Countermeasures Control - a collective term applied to all minesweeping and mine-hunting functions which are within a ship's capability to perform. EOD's assist the command in disarming and disposal of explosive materials.
h. Debarkation Control - the entry and exiting of personnel from designated stations. The ship's 1st LT must ensure all his equipment is in operating condition.
0101.5 State the purpose of the Battle Bill or the Ship's Manning Document.
The Ship's Manning Document is a relatively new system of accounting for some ships which, rather than basing crew assignments on billets in the battle bill, relates tasks to man hours as already implemented in the Navy's 3-M System. Each ship included on this system is supplied with rates and ratings that are outlined in the SMD (Ship's Manning Document) for that class of ship.
0101.6 Describe your ship's underway watch organization.
(TO BE ADDED)
0101.7 Describe your ship's in-port watch organization.
(TO BE ADDED)
0102 SURFACE SHIPS' CHARACTERISTICS
0102.1 State the primary mission of each of the following major classes of surface ships:
a. DD - escort and protect carrier task forces or
amphibious forces from air, surface and submarine attack and track down and destroy submarines in hunter/killer operations. Provide valuable missile (Harpoon) and gunfire support in attacks on shore or surface targets. Versatile work horse.
(i.e. USS Spruance DD-963 and DD-991 USS Fife (Spruance Class)
b. DDG - same as above with surface to air missile capabilities. (i.e. USS Callaghan DDG-994 (Kidd Class) and USS Hoel DDG-13 (Adams Class))
c. FF - same as DD. with emphasis in ASW (i.e. USS Stein FF-1065 and USS Barbey FF-1088 (Knox Class))
d. FFG - similar to DDG, but with increased emphasis on ASW as a primary mission area. Has some surface to air missile capabilities. (i.e. USS Vandegrift FFG-48 (Brook Class) and USS Ramsey FFG-2 (Perry Class))
e. CG/CGN - conduct anti-air and anti-submarine missions, act as scouts, protect task forces from surface attacks, serve as control ship or flagship. provides support and cover for amphibious operations. May have staff aboard.
(i.e. USS Halsey CG-23 (Leahy Class), USS South Carolina CGN-37 (California Class) and USS Long Beach CGN-9 (one of a kind))
f. AO - fuel replenishment. (i.e. USS Willamette AO-180, USS Cimarron AO-177 and USNS Ponchatula TAO-148)
g. AOE - fuel, ammunition replenishment. They are fast combat support ships. (i.e. USS Camden AOE-2 and USS Sacramento AOE-1)
h. AOR - fuel, stores replenishment. (i.e. USS Wabash AOR-5 and USS Witchita AOR-1)
i. AFS - refrigerated replenishment. (i.e. USS Mars
AFS-1 and USS Niagra Falls AFS-3)
j. AE - missile and ammunition replenishment.
(i.e. USS Mount Hood AE-29 and USS ShastaAE-33)
k. LCC - command communications ship, serves as Head Quarters for task force commanders and landing force commanders. Are equipped with helo landing platforms. There are only two in the fleet. (i.e. USS Blue Ridge LCC-19 and USS Mount Whitney
LCC-20)
l. LPH - transport troops and equipment for helicopter delivery. May also participate in ASW operations.
(i.e. USS Tripoli LPH-10, USS New Orleans LPH-11 and USS Okinawa
LPH-3)
m. LPD - lands troops and equipment mainly by landing craft, can use helicopter if needed. They have a well deck where craft move troops or equipment out of. (i.e. USS Nashville LPD-13 and USS Raleigh LPD-1)
n. LKA - transport equipment, personnel, ammunition and supplies, often by helicopter delivery. (i.e. USS St. Louis
LKA-6 and USS Union LKA-106)
o. LSD - deliver waterborne landing craft via a floodable well deck in the after section. (i.e. USS Pensacola LSD-38 and USS Anchorage LSD-36)
p. LST - provide beach delivery of tanks, artillery and logistic vehicles via a nested bow ramp. (i.e. USS Newport
LST-1179 and USS Fairfax County LST-1193)
q. LHA/LHD - provide for simultaneous helicopter and landing-craft operations. Some have Harrier V/STOL aircraft. (i.e. USS Tarawa LHA-1 and USS Belleauwood LHA-3)
r. MSO/MCM - a nonmagnetic ship used for minesweeping. Constructed of wood, aluminum, or fiberglass. (i.e. USS Affray MSO-511 and USS Enhance MSO-437)
s. ATF - a fleet ocean tug used primarily for towing. (i.e. USNS Navahoe)
t. ARS - ship salvage and diving operations.
(i.e. USS Conserver ARS-39 and USS Recovery ARS-43)
u. ASR - submarine rescue. (i.e. USS Pigeon ASR-21 and
USS Sunbird ASR-15)
v. AR - auxiliary repair and service. (i.e. USS Jason
AR-8 and USS Ajax AR-6)
w. AD - provide repairs and maintenance for destroyer type ships. (i.e. USS Yellowstone AD-41 and USS Dixie AD-14)
x. AS - provide repairs and maintenance for submarines and has mobile support capabilities. (e.f. USS Dixon AD-37 and
USS Hunley AS-31)
y. BB - shore bombardment with some surface to surface missile capability. (i.e. USS Iowa BB-61, USS New Jersey BB-62, USS Missouri BB-63 and USS Wisconsin BB-64)
z. CV/CVN - provide maintenance and support for an embarked air wing with multipurpose offensive roles.
(i.e. USS Midway CV-41, USS Forrestal CV-59, USS Kitty Hawk
CV-63, USS Enterprise CVN-65 and USS Nimitz CVN-68)
aa. PHM - intercept and destroy coastal shipping, carries out patrols, blockades and surveillance tasks.
(i.e. USS Pegasus PHM-1 and USS Taurus PHM-3)
0103 CASUALTY REPORTING (CASREP)
0103.1 Explain the purpose of a CASREP, including the conditions requiring its submission.
The Casualty Report (CASREP) provides the operational chain of command, supporting commands and other agencies with early information concerning equipment casualties that affect the combat readiness of the unit. The Casualty Report (CASREP) has been designed to support the Chief of Naval Operations (CNO) and Fleet Commanders in the management of assigned forces. The effective utilization and support of U. S. Navy units and organizations require an up-to-date, accurate operational status for each unit. An important part of operational status is equipment casualty information. The reporting of casualties results in operational commanders and support personnel being advised of the status of significant equipment malfunctions which may result in the degradation of a unit's readiness. The CASREP also reports the unit's need for technical assistance and/or replacement parts to correct the casualty.
Units shall submit a CASREP as soon as possible but not later than 24 hours after the occurrence of a significant equipment casualty which cannot be corrected within 48 hours.
Through the submission of Initial, Update, Correction and Cancellation CASREPs, the current status of each outstanding casualty can be monitored. Through the use of high-speed computers, managers are able to collectively gather data concerning the history necessary to maintain and support units dispersed throughout the world.
Unit commanders must be aware that alerting seniors to the operational limitations of their units brought about by equipment casualties, is as important as expediting receipt of replacement parts and obtaining technical assistance. Both of these functions of CASREP serve extremely beneficial purposes. They provide necessary information, not only in the role of command and control of U. S. Naval Forces, but in maintaining the unit in a truly combat ready status.
A casualty is defined as an equipment malfunction or deficiency which cannot be corrected within 48 hours and which:
a. Reduces the unit's ability to perform a primary mission, or
b. Reduces the unit's ability to perform a secondary mission, or
c. Reduces a training command's ability to provide a major segment of its program, and cannot be corrected relatively quickly by local action alone.
Those units required to submit CASREPS shall do so within 4 hours of the time it is determined that the casualty has affected the unit's readiness status.
0103.2 Explain the information contained in the following:
Reports of equipment casualties are submitted utilizing a combination of two or more messages, depending on the situation and contributing factors. The four different types of CASREPs are:
a. CASREP - An INITIAL casualty report (CASREP) identifies to an appropriate level of detail the status of the casualty and parts and/or assistance requirements. This information is essential to allow operational and staff authorities to apply resources at the proper priority. Only one Initial Casualty may be submitted per CASREP message. An Initial CASREP may be submitted if a unit is in need of outside assistance only, i.e., no parts are required to correct an equipment casualty.
b. UPDATE CASREP - An Update CASREP is used to report information similar to that in the Initial CASREP. With the exception of the CASUALTY and ESTIMATES sets, only previously unreported casualty information, or information which has changed need be reported. A unit shall submit an Update CASREP for a casualty when:
(1) There is a need to complete information reporting requirements or to revise previously submitted information.
(2) The casualty situation changes, i.e. the estimated repair date has changed, parts status has changed significantly, additional assistance is needed, etc.
(3) Additional malfunctions are discovered in the same item of equipment. Inclusion of the date of receipt is required.
There shall only be one outstanding CASREP for each item of equipment. Additional problems or malfunctions on the same item will be reported via an Update CASREP and do not require the submission of a new Initial CASREP.
c. CASCOR - CORRECTION CASREP - A unit shall submit a Correction CASREP when equipment which has been the subject of casualty reporting, is repaired and back in operational condition.
CASREPs which report the correction of a casualty situation will include the following information in an AMPN set:
(1) The delay, expressed in hours, in correcting the casualty due to parts unavailability, caused by the supply system.
(2) A final parts status, including a list of all parts requests and dated received.
(3) The number of man-hours expended in correcting the casualty.
A Correction CASREP shall be submitted as soon as possible after the casualty has been corrected. Units are herein reminded that the correction of a casualty may affect the unit's readiness rating and may require the submission of a SORTS report to report the change in unit readiness.
d. CASCAN - Cancellation CASREP - A unit shall submit a CASCAN when equipment, which has been the subject of CASREP, is scheduled to be repaired during an overhaul period or other scheduled availability. Outstanding casualties which are not to be repaired during such availability shall not be cancelled and shall be subject to normal follow-up procedures as previously specified.
A Cancellation CASREP shall be submitted upon the commencement of the availability period during which the casualty will be corrected.
Casualty Categories - A Casualty Category is associated with each reported equipment casualty. The category (2,3 or 4) reflects the urgency or priority of the casualty.
CASUALTY CATEGORIES EQUIPMENT CRITERIA
1 DELETED ________________________________________________________________
2 a. A deficiency exists in mission
essential equipment which causes a minor degradation in
any primary mission, or a major degradation or total loss of a secondary mission.
b. The unit must have reported an
Equipment Readiness Resource-
Specific Rating of 2, 3 or 4
in primary missions affected
by this casualty.
_________________________________________________________________
3 a. A deficiency exists in mission
essential equipment which
causes a major degradation but
not the loss of a primary mission.
b. The unit must have reported an
Equipment Readiness Resource-
Specific Rating of 3 or 4 for
a primary mission affected by
this casualty.
_________________________________________________________________
4 a. A deficiency exists in mission
essential equipment that is
worse than casualty category 3, and causes a loss of at
least one primary mission.
b. The unit must have reported an
Equipment Readiness Resource-
Specific Rating of 4 for a
primary mission affected by this casualty.
_________________________________________________________________
0103.3 Discuss the interrelation between a CASREP and the following:
a. 3-M System - The critical nature of requisitions submitted for Casualty Reports (CASREPs) make complete and accurate reporting of the related 3-M MDS essential.
b. Supply System - The Supply Officer will furnish equipment casualty parts and MILSTRIP information to maintenance personnel for the preparation of CASREPs in accordance with NAVSUP Publication 485. Prior to release of the CASREP message, the Supply Officer will personally review the message to ensure that the repair parts information is complete and accurate.
0104 MOVEMENT REPORT (MOVREP)
0104.1 Discuss the purpose of the MOVREP.
It is the primary source of location information for Navy, Coast Guard and MSC ships. The purpose of the MOVREP system is to collect location data, process the information by applying dead reckoning (DR) routines as applicable and distribute current location information to all with a "need to know" in the operational and administration chains of command. Movement report data resides on the same data base as employment schedule (EMPSKD) data, casualty report (CASREP) data and status of resources training systems (SORTS) data. This information comprises the Navy Status of Forces (NSOF) file within the Navy WWMCCS Software Standardization (NWSS) systems data base. The Navy Command Center at CNO and the Fleet Command Centers (FCC) at CINCLANTFLT, CINCPACFLT and CINCUSNAVEUR utilize NSOF data to provide a timely and accurate presentation of assigned assets. As required, this data is forwarded to the Joint Chiefs of Staff (JCS), the Department of Defense (DOD) and the National Command Authority. The MOVREP system provides the World Wide Military Command and Control System (WWMCCS) with ship location information. Movement information is normally submitted by message.
A unit must send a formatted MOVREP, message within 48 to 24 hours prior to getting underway and must send an arrival report immediately after arrival. The MOVREP system does not require communications from a unit at sea, so long as the unit remains within prescribed tolerances along its planned move.
0104.2 Discuss the information contained in the movrep.
Access provides location, employment, ETA, ETD, mission and other similar information regarded necessary from an operational force.
0105 LOGISTICS REQUIREMENT (LOGREQ) REPORT
0105.1 Explain the purpose and time of submission of a LOGREQ request.
Unless otherwise directed by operation orders, area commanders, or SOPA instructions, prior to the arrival of a commissioned naval or fleet auxiliary ship at any U.S., British, or Canadian port, the CO shall make known to appropriate naval authority the logistic requirements (LOGREQ) of his ship during the period in port. This information is submitted by speedletter where possible, but is usually sent by message so as to be received at least three working days prior to ships ETA. Ships proceeding in company will furnish this information to the senior commander embarked who will coordinate the data and submit it as a single message. These requests may be for stores that are needed, number of brows, number of cars on the pier, etc.
0106 STATUS OF RESOURCES/TRAINING SYSTEMS (SORTS)
0106.1 Discuss the purpose of the SORTS.
The Status of Resources/Training Systems (SORTS) Report is the principal report within the U. S. Navy and Military Sealift Command (MSC) to provide combat readiness data to the National Command Authority (NCA), the Joint Chiefs of Staff (JCS), the Chief of Naval Operations (CNO), fleet commanders-in-chief (e.g. CINCUSNAVEUR, CINCLANTFLT), and other operational commanders.
The SORTS is constructed in a computer-readable format to enable automated updating of the Navy Status of Forces (NSOF) data base within the Navy Command and Control System (NCCS)/World Wide Military Command and Control System (WWMCCS).
0107 NAVAL SUPPLY
0107.1 Discuss how repair parts and the consumable items are ordered from the supply department, including the following:
a. How an item's National Stock Number (NSN) is determined.
(1) The National Stock Number (NSN) for an item of supply consists of a four digit Federal Supply Classification (FSC - Group and Class), and a nine digit National Item Identification Number (NIIN).
(2) Three methods of obtaining information on an NSN are available:
(a) Entry into the supply catalogs with a known NSN, which may or may not be current. NSN may be checked in the Master Cross Reference List (MCRL) to obtain most current NSN.
(b) Entry into the supply catalogs with a reference number. Cross the reference number in the MCRL to obtain the NIIN, verify the Federal Supply Code (FSC) for Manufacturers coincides with that of the manufacturer of the part.
(c) The NIIN for a common-use item may be found by entry into the Afloat Shopping Guide (ASG) or General Services Administration (GSA) Catalogs using a noun name/physical characteristics description. The ASG is sequenced by Federal Supply Groups (FSG) and Classes (FSC). A noun-name to item number index for the ASG is contained in the Introduction and Master Index.
b. Data required on an ordering document - the following DATA BLOCKS must be filled in prior to submission for issue of material:
BLOCK A, SEND TO - Identification of the supply source
BLOCK B, REQUISITION IS FROM - Identification of requisitioner (e.g. USS Kitty Hawk (CV 63)
BLOCK C - at the discretion of the Supply Officer
Card Column (CC) 8-22, STOCK NUMBER - the four-character Federal Supply Classification is entered in CC 8-11; the two character National Classification Bureau (NCB) code and the remaining seven characters of the NIIN are entered in CC 12- 20. When applicable to a designated item, the two-character Special Material Identification Code (SMIC) must be entered in CC 21-22.
Card Column 23-24 UNIT OF ISSUE - enter the two-letter Unit of Issue abbreviation for the item being requisitioned. (e.g. Each = EA, Pound = LB, Hundred = HD, etc.)
Card Column 25-29, QUANTITY - enter the quantity of the item required. Match Quantity and Unit of Issue carefully.
Card Column 30-43, DOCUMENT NUMBER
CC30 - Service Designator Code, V=Ship; N=Navy Shore Base
CC31-35 - Requisitioner's Unit Identification Code
(CV 63 = 03363)
CC36-39 - Julian Date of the requisition
CC40-43 - Serial Number of the requisition
Card Column 44, DEMAND - ___________________________________
____________________________________________________________
Card Column 45-50, SUPPLEMENTARY ADDRESS - Service Code/UIC
Card Column 51, SIGNAL - single alphabetic code that designates the activity to receive the material (Ship To) and the activity to be charged for the issue (Bill To).
Card Column 52-53, FUND CODE - two-character code entered in all requisitions except for free issues which are identified in CC-51 by a Signal Code D or M. CC 52-53 is left blank on a free issue requisition.
Card Column 54-56, DISTRIBUTION - CC54 indicates a monitoring activity, usually blank, CC55-56 indicates the cognizance symbol.
Card Column 57-59, PROJECT - three-character entry used to identify the purpose or nature of the requirement.
Card Column 60-61, PRIORITY - numeric code assigned by the requisitioner to indicate the mission of the requisitioner and the urgency of need for the material.
Card Column 62-64, REQUIRED DELIVERY DATE (RDD) - _________
___________________________________________________________
___________________________________________________________
Card Column 65-66, ADVICE - provides specific instructions or required information to the supplier.
c. How a work center supply log is maintained - The Work Center Supervisor shall assign a separate JSN for each maintenance action reported from that work center. These JSNs shall be in sequential order. He shall ensure that an identical JCN is assigned to the maintenance action and to any material request associated with it.
d. How does the 3-M System interface? - Proper material control is essential for maintaining adequate supply support of the 3-M System. The information reported in supply documents is used to determine COSAL quantities and to perform engineering analysis of equipment problems.
0107.2 Discuss the use and maintenance of the ship's Coordinated Shipboard Allowance List (COSAL), including ways to keep it up-to-date with configuration and equipment changes.
a. The COSAL is the list of all operating equipment and equipage aboard a particular ship. It is broken down into three parts:
(1) Part 1 - Lists all equipment and major components
(2) Part 2 - List of repair parts associated with each piece of equipment/major component listed in Part 1. (Anything listed in Part 2 is available aboard ship?)
(3) Part 3 - NIIN sequence list of authorized on-board allowance quantity for a repair part. Items that are common to more than one department are totaled in this section. Part 3 will tell how many are to be on board and how many are allotted to each department.
b. Updating of the COSAL is accomplished utilizing the OPNAV 4790/CK Configuration Change Form. The 4790/CK reports additions, deletions, shipalts, and changes required to support equipment on-board but not COSAL supported. May also have support removed for equipment not on board.
0107.3 Discuss the purpose of an Allowance Change Request (ACR) (NAVSUP 1220-2), including the situation requiring its submission.
An ACR is submitted to request a revision to an authorized published allowance list. The ACR is utilized to request a revision to either a repair part allowance or a revision to the allowances for equipment/components or equipage.
0107.4 Explain use of a Configuration Change Form (OPNAV 4790/CK), a PMS Feedback Report (PMS FBR) (OPNAV 4790/7B) and a Fleet COSAL Feedback Report (FC FBR) (NAVSUP 1371(4-80)).
a. OPNAV 4790/CK - The importance of configuration change reporting cannot be overemphasized. Whenever any system, equipment, component or unit within the ship is installed, removed, modified, or relocated, the change MUST be reported. This action will ensure proper accounting of configuration changes, and will improve supply and maintenance support to the fleet.
b. OPNAV 4790/7B - The PMS FBR is a form used by fleet personnel to notify the NAVSEACEN and/or TYCOM, as applicable, of matters related to PMS. The FBR is a five-part form composed of an Original and four copies. There are two categories of FBRs:
(1) Category A - Non-technical in nature and is intended to meet PMS needs which do not require technical review, order replacement MIPs/MRCs only. Submitted directly to the NAVSEACEN.
(2) Category B - Technical in nature. Submitted to the applicable TYCOM and pertains to the following:
(a) Technical discrepancies inhibiting PMS
performance.
(b) Notification of shift of maintenance
responsibilities from one work center
to another.
(c) TYCOM assistance in the clarification
of 3-M instructions.
(d) Safety hazards encountered while
performing PMS.
FBRs are submitted by the Work Center Supervisor via his Departmental chain-of-command to the Ship's 3-M Coordinator for dating and serialization prior to mailing to the TYCOM/NAVSEACEN.
c. NAVSUP 1371 - The Fleet COSAL Feedback Report (FC FBR) is used to request changes to inadequate, incomplete, or erroneous APL/AEL support. Completion instructions are printed on the back of the form. Whenever a FCFBR is submitted, attach copies of the reference material (drawings, TM excerpts, etc.). The FCFBR will be processed faster if accompanied by reference material.
200 SPECIAL OPERATIONS AND EVOLUTIONS
0201 SURVIVAL AND SURVIVAL EQUIPMENT
0201.1 Describe the functions of the following:
a. Ready Lifeboat - A boat rigged and ready for lowering in the event of a man overboard. Located on sponson seven. A boat crew consists of seven men; a boat officer, coxswain, signalman, corpsman, engineman, gunnersmate and boatswainsmate (bow hook).
b. CO2 Inflatable Liferafts - Provided to keep personnel out of the water and to provide shelter from the elements in the event of abandon ship. Kitty Hawk has 212 on board. Constructed of neoprene coated fabric (cotton or nylon). Liferafts can be released one of three ways:
(1) Trip manual release
(2) Cut retaining straps
(3) Water pressure in excess of 5 ft.lbs. will trip the automatic release. (approx. 10-40 ft.)
c. CO2 Inflatable Lifejackets - Used to keep personnel afloat. Carried in a pouch and fastened around the waist, inflated by CO2 Cartridge or mouth.
d. Inherently Buoyant (KAPOK) Lifejacket - Used by personnel working topside during hazardous conditions or evolutions to ensure flotation in the event the wearer falls overboard. UNREP and boat crews wear them at all times. Sometimes called the MAE WEST.
e. Yoke Lifejacket - Primarily designed for pack-carrying troops in an amphibious operation. It will keep a man afloat even with a full pack of gear.
f. MK-1 Lifejacket - Primarily designed for carrier flight deck personnel. It is also used by other topside working personnel when required.
g. Ship's Boat (excluding amphibious assault craft) - May be any such designated boat that is continuously made ready for contingency operations in emergency operations, or as directed. MK-10 is 26 ft. with a capacity of 18 people, 30 gallons of fuel, the diesel engine runs at 1800 RPMs cruising, 2400 RPMs maximum. The hoist weight is 6800 lbs. Kitty Hawk has two MK-10s and a paint punt which is located on the fantail.
0201.2 Describe the following as applied to CO2 Inflatable Liferafts:
a. Survival Gear - packed in a nylon bag with food and water for 25 men for 5 days. Includes an air pump, dye marker, first aid kit, flashlight, knife, paddles, sea anchor, signaling gear, water desalting kit and a whistle.
b. Hydrostatic Release - is secured by two nylon bands, one end of each secured to the outboard section of the rack and the other to a hydrostatic release. Released by pushing the pin located on the backside or by water pressure automatically when the ship sinks.
c. Sea Anchor - cone shaped, made of canvas,open at one end or both ends. Equipped with a tow-line at the large end and a tripping line at the other. Designed to keep the bow of the liferaft heading into the seas.
d. Medical Kit - contains emergency supplies, such as seasick pills, bandages, splints, etc.
e. Air/Sea Rescue Kit - has a combined day and night distress signal which is a hand-held pyrotechnic. Also has some navigational equipment. Point flare at a 45 degree angle away from the body and raft before firing.
f. Signaling Equipment - a mirror which can be seen from a distance of 8 to 10 miles, whistles, dye markers, and the pyrotechnics. Distress flares are for day and night use. One end of the signal tube produces an orange smoke for day use and the other end produces a red flare for night use. The night flare can be identified in the dark by a series of small bead-like projectiles embossed around it. The flares burn for approximately 18 seconds.
0201.3 Describe the proper procedures for donning each of the following items, including the methods of water entry:
a. CO2 Inflatable Lifejackets - carried in a pouch at the back and fastens around the waist. Enter the water by lowering yourself down a line or similar method. If it is necessary to jump, enter the water feet first on the windward side of the ship with arms crossed over the chest. Do not inflate the lifejacket until in the water. To inflate, pull the pouch around to the front of the body, remove the preserver and slip it over the head and jerk the lanyard downward. In the event of failure to automatically inflate, inflate using manual tube.
b. Inherently Buoyant (KAPOK) Lifejackets - tie the upper tape at the waist fairly tight to keep it from sliding up in the water. Adjust the chest strap and fasten the snap-hook into the ring. Tie the collar tapes to keep it snug under the chin, and pull straps between the legs from behind as tight as possible without discomfort. Enter the water same as in item a.
c. Yoke Lifejacket - preserver is placed about the neck and brought down in front. Tie tapes at the neck so they may be untied with one hand if necessary. The waist strap is passed to the front of the body and strung under the segment of straps stitched to the life preserver and snapped into quick disconnect studs. Adjust studs and straps snugly. Enter the water the same as in item a.
d. MK-1 Lifejackets - slide arms through armholes and snap in front. Water entry same as item a.
0201.4 Discuss the following in terms of safety precautions and considerations:
a. Overcrowding boats/rafts - it is the responsibility of the senior officer or petty officer in charge of the raft or boat to ensure that it does not capsize or overturn due to overcrowding. If too many personnel are in the boat or raft, they must be shifted to another less crowded craft. Shift personnel from boat to boat PRIOR to entering water.
b. Rotating personnel in the water with regard to time and water temperature - when in cold water, everyone must get into the craft as soon as possible. If it is necessary to stay in the water, keep arms and legs moving to prevent numbness, which can strike in as little as 30 seconds. Personnel in the water should be rotated every 5 minutes in moderate temperatures, and more frequently when the water temperature is lower. Hypothermia, a condition where the body loses too much heat, may set in if a person remains in the water too long.
c. Food/water conservation - survival at sea depends upon your knowledge, your self-control, and your training. The time to find out as much as possible about survival and rescue at sea is before you abandon ship not after you find yourself in the water. The one absolutely essential requirement for survival is drinking water. Without it, death will most likely occur in 8 to 12 days. Normally, a person needs about 2 quarts of water a day, but because of inactivity and lack of food, persons in a lifeboat can survive on as little as 6 ounces per day. If water is scarce, eat sparingly. Do not drink all of your daily water ration at one time, it is better to drink small amounts three or four times daily. Do not take any food or water the first 24 hours. Food is much less important for survival, however, than water. With water, a person can survive for 4 weeks or longer without food. Never discard any article that will hold water. Cover all open containers to slow down evaporation, and use those open containers first. During the rain, drink all you can hold.
0202 SPECIAL/EMERGENCY EVOLUTIONS
0202.1 Define the following:
a. Emergency Breakaway - An accelerated standard breakaway using an orderly and prearranged procedure. The objective is for the receiving ship to disengage quickly without damaging the rigs or endangering personnel. The commanding officer of either ship can order an emergency breakaway. The danger signal (5 short blasts) is sounded on the ship's whistle to warn other ships of the emergency action.
b. Collision - A violent crash between two objects having a steady bearing and decreasing range.
c. Hard Aground - A vessel lodged with its bottom aground that is unable to free itself without assistance.
d. Soft Aground - A vessel that is aground but that can free itself without outside assistance. Done by shifting ballast and reversing screws.
e. Special Sea and Anchor Detail - Expert navigation along with extra manning required when a ship leaves and enters port or anchorage or in close navigational waters.
f. Mine Countermeasures - Until 1971, all minesweeping was conducted by wooden-hulled boats and ships that steamed through suspected mined areas and trailed special minesweeping gear. In 1971 the helicopter came into use as a minesweeping platform, which resulted in an increase in the speed of sweeping an area and a decrease in the danger. The minesweeping helicopter is under the control of a specially trained shipboard Mine Countermeasures Helicopter Air Controller (MCMAC). H-53 helicopters are used to perform the towing.
0202.2 Discuss the effects of the following engineering casualties on the control of the ship:
a. Loss of lube oil - Will stop and lock the shaft.
b. Loss of vacuum - Necessarily limits speed. When vacuum level drops below normal, a RED alarm light in DCC will warn the EOOW. If the vacuum drops to 21 inches the ship's speed will be limited to 2/3, and at 18 inches the ship will be limited to 1/3 and eventually stopping ship's engines when vacuum drops to 15 inches.
c. Low water in the boiler - Secure boiler(s), shaft(s), and SSTG's. Will limit speed and maneuverability, and could cause an excessive steam temperature which might warp the turbine blades.
d. High water in the boiler - Same as low water. Wet steam droplets could form and act as FOD (Foreign Object Damage) destroying the steam turbine.
e. Loss of generator - All power stops, emergency generator takes over providing enough power to sustain vitals until repairs are completed.
f. Loss of pitch control - Will limit attainable speed.
g. Loss of steering control - Reduced control of ships heading.
h. Jammed throttle - Loss of speed control and maneuverability.
i. Jammed rudder - Loss of steering control.
j. Hot bearing on main engine - Requires the stopping of that shaft, resulting in loss of even thrust through the water and decreasing maneuverability and speed.
0202.3 Discuss the purpose and contents of the Abandon Ship Bill, including the following:
a. Who decides to abandon ship - The Commanding Officer after all efforts to save the ship have failed.
b. Word to be passed - "Prepare to abandon ship, nearest land is ___ degrees (magnetic), friendly/unfriendly, mileage, deep or shallow water destruction instruction". All headings are given in magnetic bearings so a compass can be used to navigate life rafts.
c. Actions of crew - Proceed to lifeboat stations for muster and further instruction.
d. Actions of personnel assigned to emergency destruction - Proceed to station and carry out duties when directed by the CO. In water less than 100 fathoms, important documents must be burned. In water greater than 100 fathoms, they may go down with the ship.
0202.4 Discuss how the following are used during the recovery of a man overboard:
a. Life ring/buoy - When a man is sighted in the water, a ring should be thrown as close to him as possible to provide flotation and make him easier to sight.
b. Smoke float - Thrown in the water in the vicinity of the man overboard to assist in spotting. After pulling the tab, this device has a chemical that activates when exposed to saltwater.
c. Strobe light - Attached to life buoys, it will automatically activate once in the water and provide assistance in spotting.
d. Searchlights - Activated during nighttime operations to aid the recovery team.
e. Rescue swimmer - Deployed from a rescue helicopter to assist in the recovery of the victim.
f. Lookouts - Under direct supervision of the OOD, they man stations on the fantail and sponsons to look specifically for the man overboard.
g. DRT/NC-2 - A DRT (dead reckoning tracer) plotter is indispensable when a man overboard situation occurs. When a man overboard is reported, a plotter must quickly mark the spot indicating the ship's present position, and change the DRT scale to 200 yds. to the inch. The ship's position must be determined where the person actually went over the side. A plotter then determines the bearing and range to the person every 15 to 30 seconds. The NC-2 plotting table utilizes five optical projectors for displaying own ship's and target symbols on the plotting surface. Own ship's position is located at the center of the polar diagram. During normal operations in the geographic plot mode, own ship's position (and, therefore, the polar diagram) move geographically across the plotting surface according to the DRT information supplied by the DRAI (dead reckoning analyzer-indicator).
0202.5 Describe the following man overboard recovery procedures:
a. Helicopter - To search wide area, or to provide immediate recovery ability. Useful in weather too heavy for motor whaleboats.
b. Boat - When the ship has slowed sufficiently for launch, the motor whaleboat will trek toward the target guided by signals, searchlight or radio. Most common method of recovery.
c. Shipboard - Under conditions of low visibility, weather is too heavy for boat recovery or it is believed that a person fell overboard some time previously but was not seen or heard, it is desireable for the ship to turn so as to pass back down her track. This is achieved by the Williamson turn. The turn is started using full rudder (30 degrees). When the ships heading is about 60 degrees beyond the original course, the rudder is shifted and the ship is brought around to the reciprocal of her original course.
When the ship is turned about lines, swimmers and/or cargo nets are lowered when alongside the target.
0203 UNDERWAY REPLENISHMENT
0203.1 Define the following:
a. Replenishment course - A predetermined course that will permit ships to maintain course with a minimum of stress on rigs, etc. The course is determined by the Delivery ship with considerations given to the mission of the battle group and the condition of the seas.
b. Replenishment speed - Speed maintained during the actual UNREP operation. Generally between 12 and 16 knots. Determined by wind and sea conditions and set by the Delivery ship.
c. Control ship - Local guide for the underway replenishment and is responsible for maintaining a steady speed and course.
d. Approach ship - Makes approach alongside the control ship and keeps station on the control ship.
e. Delivery ship - Normally the control ship, provides lines, rigs, etc.
f. Transfer station - A predesignated area aboard each ship where the rig is located and hooked up. Kitty Hawk's are located on the starboard side, with two fuel stations on the port side.
g. Underway replenishment group (URG) - Comprised of ships to be unrepped and delivery ships with OTC (Officer in Tactical Command) in charge.
h. Receiving ship - Ordinarily the approach ship, receives lines, rigs, etc. from the delivery ship.
i. Waiting station - An area approximately 2,000 yards aft of the delivery ship.
j. Lifeguard station - 1,000 yards astern of the delivery ship and mans man overboard stations.
k. Standby station - On your side of approach 300 to 500 yards astern.
0203.2 Discuss the following equipment:
a. Inhaul/Outhaul line - A line used to recover any piece of gear such as a trolley block. The vessel providing the gear retains the inhaul and sends the outhaul to the other ship. It consists of two wire whips connected at a trolley block.
b. Messenger - 800 feet of continuous graduated manila or nylon line used to bring the rig aboard.
c. Winch - The primary source of power for cargo handling and replenishment at sea rigs. Does all the inhaul/outhaul work.
d. Bolo - A nylon shot line with a padded lead weight. It is used in place of a line throwing gun.
e. Line throwing gun - Generally an M-14. Fires a projectile from the delivery ship to the receiving ship carrying a light nylon line. The exception to this is aboard aircraft carriers, who deliver the projectile to the delivery ship so as not to strike any aircraft.
f. P&D line - Phone and Distance line contains a salt and pepper phone line with different colored flags attached to tell the bridge how far apart the ships are during the day. The flags are colored green (00), red (20), yellow (40), blue (60), white (80), repeating out to 300 feet separated by 20 foot increments. At night, chemical lights (clusters of three) mark the 60, 100, 140 and 180 foot markers.
g. Fair-lead block - Usually a snatch block located at an area where an obstruction is to be bypassed.
h. Snatch block - A single sheave block with a hinged strap that can be opened and the bight of a line inserted.
i. King post - One of a pair of short, strong uprights used to support cargo booms and unrep rigs. 1 mainstay and 2 back-stays where delivery ship's stations are located. Most newer combatants have the king post located on the helo-deck or fantail.
j. Sampson post - Same as King post, except permanently mounted.
k. Riding lines - Four inch manila lines about 45 to 60 feet in length used for hogging to prevent double heads from popping out due to weight.
l. Tiedown lines - Used in securing various rigs and hoses.
m. Easing out line - A length of line that is secured at one end, with a bight thrown over the hook on the hose and run back to a cleat, allowing the hose to be gently retrieved. Used during high line operations.
n. Contour lights - Two blue lights shown by the control ship during the approach and while the receiving ship is alongside. If the control ship is over 600 feet in length, a third blue light is used. Blue lights are used to show the contour of the delivery ship and 6 red lights are displayed in a horizontal line along the deck edge or on a level with the highest obstruction outboard of the receiving stations landing or work area.
o. Whips - Wires 1/2 or 3/4 inches in diameter. The minimum length of a whip is 450 feet and is used for heaving in or slacking off.
p. Hose saddles - The two types of hose saddles for use with a 7 inch hose are Type A, which is 19 inches long and is used with the single hose rig; and Type B, which is 32 inches long and is used in the upper hose on the two hose rig. Both are flow through hose saddles, so hoses will not kink.
q. Ram tensioner - Hydraulic device used to keep a constant strain on the span wire. It consists of a ram cylinder, accumulator cylinder, air flasks and an indicator assembly.
r. Trolley - Connected to hose saddles and rides the span wire, used to bring hose over.
s. STREAM (Standard Transfer REplenishment Alongside Method ) - There are two basic STREAM rigs, the surf and concord. They are equipped with two hauling winches and are used for transferring cargo and ammunition.
t. Cargo drop reel - Device that lowers the load from the tensioned highline allowing the STREAM rigs to be used by ships having only fixed padeyes, a pendant station or support legs. Provided by the delivery ship and is attached to the STREAM trolley.
u. Sliding padeye - Raises and lowers the attachment padeye, bringing the rig down to the deck. Kitty Hawk has two permanently mounted to the overhead, one in hanger bay 1 and the other in hanger bay 2.
v. STREAM support leg - Combines the features of a fixed padeye and pendant receiving station. Generally installed on carriers.
w. End fitting - Any one of numerous fittings used for rig conversion.
x. Star assembly - An all tensioned wire rig with the highline and the inhaul and outhaul lines being tended by winches in the delivery ship. It is a bell shaped assembly which is bolted to the traveling surf.
y. Pendant receiving station - Being phased out of the Navy.
z. Span wire/highline - 3/4 inch diameter galvanized steel wire.
aa. Traveling surf - An all tensioned wire rig with the highline, inhaul/outhaul lines being tended by winches on the delivery ship.
ab. Probe/ROBB coupling - Used to receive fuel. The combined quick release (ROBB) coupling and valve consist of a female and a male end. The male end, rigged on the receiving ship, is the slightly tapered tube with a flange at one end. Despite the name, the ROBB coupling does not qualify as a quick release device because uncoupling is virtually impossible when the fitting is under strain. Any strain must be taken by the riding line, and to connect or disconnect the ends must be lined up perfectly. To provide for emergency breakaway, a breakable spool is inserted between the receiving ship's manifold and the male end. Only U.S. ships are fitted with the ROBB coupling.
ac. Surf block - Same as traveling surf block.
0203.3 Describe the duties of the following replenishment personnel, and their hard-hat/vest color:
a. Safety observer (rig and bridge) - Looks for unsafe practices during operations. Uniform consists of a white jersey and helmet with a green cross.
b. Rig captain - In overall charge of the detail. Uniform consists of a yellow helmet and yellow jersey.
c. Riggers - Connect and tend tag-lines, prepare for breakaway and disconnect the rig. Uniform consists of a blue helmet and jersey.
d. Signalman - Receives orders from the rig captain and transmits to the other ship. Uniform consists of a green helmet and jersey.
e. Corpsman - Maintains watch on station to provide first aid in the event of an injury. Uniform consists of a white helmet and jersey with a red cross.
f. Gunner's Mate - Mans his station with a line-throwing gun and spare shot lines. Uniform consists of a red helmet and jersey. Operates line-throwing gun.
g. Winch operator - Maintains even tension on the STREAM line. Uniform consists of a brown helmet and jersey.
0203.4 Discuss hand held police whistle signals between the delivery and receiving stations:
a. One blast - Prepare to fire.
b. Two blasts - All clear to fire.
c. Three blasts - Completion of firing.
0203.5 Discuss the following visual flag hoists when displayed by delivery ship or receiving ship:
The flags of a hoist are always read from the top down. When two or more are flying they are read from outboard to inboard, or from forward to aft. During unreps, the hoists are displayed on the yardarm toward the rigged ship.
a. Romeo at dip - 3/4 way up toward the point of the hoist. On the control ship this means - "I am steady on course, speed and am prepared to receive you alongside on side indicated". On the approaching ship this means - "I am ready to come alongside".
b. Romeo close up - Romeo is at the top of the hoist touching the point of the hoist, or as high as it will go. On the control ship this means - "I am ready for your approach". On the approach ship this means - "I am commencing my approach".
c. Romeo hauled down - Means the first messenger is in hand for controlling and receiving ship. Displayed at outboard yardarm.
d. Prep at dip - Expect to disengage in 15 minutes.
e. Prep close up - Replenishment completed and am disengaging at final station.
f. Prep hauled down - Means all lines are clear.
g. Bravo at dip - Displayed where best seen. On the control ship means - "I have temporarily stopped supplying". On the receiving ship it means - "I have temporarily stopped receiving".
h. Bravo close up - On both ships this means fuel or explosives are being transferred.
i. Bravo hauled down - On both ships this means delivery is complete.
0204 SHIPBOARD POLLUTION ABATEMENT
0204.1 State the purpose of Marine Sanitation Devices (MSDs).
MSDs enable ships to comply with sewage discharge standards without compromising the ship's mission capabilities such as limiting the ship's speed.
0204.2 Discuss the principles of operation of all MSDs installed on your ship.
This may vary, however, a general example is provided. The CHT system is designed to provide the capacity to hold shipboard sewage generated over a predetermined period. The CHT system will accept soil drains from water closets and urinals, and waste drains from showers, laundries and galleys.
0204.3 Explain the function and general use of the following:
a. Oil Spill Containment Kit - Consists of absorbment mats, herding agent, rags, buckets, swab handles, etc. Used by the ship's oil spill team. On Kitty Hawk it is located on sponsons 1 and 5.
b. Oil Disposal Raft (ODR) (Donut) - Used for the off-loading of waste oil.
c. Ship Waste Offload Barge (SWOB) - Serves as an intermediate between a ship and pier risers.
d. Waste Oil Raft (WOR) - A small boat used to hold personnel who physically clean waste oil spills.
e. Oil Spill Containment Boom - Basically used to surround and contain oil spills until such time as they can be cleaned up. Made up of flotation devices strung together. These orange colored floating devices extend into the water 1 foot and above the water 1 foot.
f. Skimmer - Prepositioned for fast deployment, it physically removes the oil from the water by separation of contanimants from the water.
0204.4 Describe the action to be taken if a collection and holding tank (CHT) system component is leaking sewage in excess of its norm.
It must be reported to the Executive Officer, Medical Officer and Engineering Officer, and corrective action initiated to arrest the leak and then clean and disinfect the area.
0204.5 List the equipment, protective clothing and disenfectants used during sewage spill cleanup operations, and describe cleanup procedures.
Personnel should wear protective clothing consisting of coveralls, rubber boots, rubber gloves and hair covering as appropriate when contact with sewage is likely during maintenance or cleanup operations. In the event of a waste spill, the area should be flushed thoroughly and washed down with a detergent. Care should be taken to not pollute any other areas or systems.
0204.6 Explain why making potable water hose and sewage transfer hose connections/disconnections simultaneously is prohibited.
To insure no infectious diseases will be transfered, personnel who handle sewage hoses will not subsequently handle potable water hoses without first washing and changing into clean clothes.
0204.7 Describe the action to be taken if either food or potable water is suspected of being contaminated by sewage.
Suspected or contaminated water or food shall be dumped after being inspected by the Medical Officer.
0204.8 Describe the most common way that sewage can transmit infectious disease to personnel.
Hand to mouth. While performing daily functions personnel come in contact with sewage that may be contaminated and through normal activities becomes infected.
0204.9 Describe three activities that must not be performed by personnel repairing MSD components or exposed to sewage.
No eatng, drinking or smoking while work is in progress. Additionally, they will be directed to wash with soap and water prior to leaving the area.
0204.10 Discuss the distance for off shore limitations for disposal of trash, garbage, sewage and oily wastes.
Sewage cannot be dumped within 3 miles of shore. Oil and garbage cannot be dumped within 50 miles of shore.
0205 MINE COUNTERMEASURES
0205.1 Discuss the purpose of each of the following passive mine countermeasures actions taken by your ship when entering suspected mined waters.
a. Energize Degaussing - Used to counter Magnetic Influence type mines, that are activated when they sense a magnetic field change. Initiated by applying a current that is equal and opposite to the earths magnetic field making the ship look magnetically invisible.
b. Reduce Ship's Speed - Since Acoustic Influence type mines are activated by underwater sound generated by a passing ship, this will reduce the amount and amplitude of noise produced by the ship and its propulsion machinery.
c. Implement Quiet Ship Bill - Turn off certain equipment and limit the movement of the crew.
d. Post Mine Watches - Extra lookouts are posted to decrease the area searched by each watch and increase the probability of sighting a mine field.
e. Set Material Condition Zebra - Provides the highest material condition and watertight integrity in case a mine should detonate and damage the hull of the ship.
300 DEPARTMENTS
0301 SHIPBOARD PRESERVATION
0301.1 Discuss the purpose of the following:
a. Red Lead (quick dry) Formula 116 paint - General purpose primer for use on most surfaces except aluminum. It is no longer used on ships because it contains lead. Mare Island Green (Formula 150) has taken its place.
b. Zinc Chromate (yellow 84/green 84D) paint - An after pickling primer and general purpose primer suitable for exteriors. Mainly used on aluminum surfaces.
c. Formula 117 Paint - Wash primer pretreatment for metals.
d. Haze Grey Paint - For exterior vertical surfaces.
e. Deck Grey Paint - For all steel horizotal surfaces and
deck edging around non-skid
f.
Machinery Grey Paint - For equipment, machinery and furniture.
g. Flight Deck Compound - Special nonskid coating.
h. Varnish - May be used as a vehicle or as a separate coating. As a vehicle it is a dryer or thinner. It can be used to enhance other paints or used by itself to coat woods.
i. Hand Wire Brush - Used primarily for light work on rust spots.
j. Power Tools - May be powered by electric motors or by air (pneumatic) motors. These include drills, power hammers and grinders. All power tools must be inspected and safety checked by qualified personnel before being issued for use.
k. Formula 150 - Commonly known as Mare Island Green. It is a general purpose rust resistant primer.
0301.2 Discuss the safety precautions to be followed for the following:
a. Using Paint - Ensure space ventilation, eye and breathing protection, and keep off the skin. Use waterless handcleaner for skin cleanup.
b. Using Primers - Ensure space ventilation, eye and breathing protection, skin protection, and use explosion proof equipment.
c. Using Varnish Remover - Ensure space ventilation, eye and breathing protection, and keep off skin. Wear rubber gloves, faceshield and a long sleeve shirt.
d. Using Turpintines, Spirits, Thinners - Ensure space ventilation, eye and skin protection.
e. Using Paint Removal Devices - Ensure space ventilation, eye and breathing protection and keep off the skin.
f. Entering Closed Spaces - DO NOT ENTER until applicable safety regulations have been complied with, e. g. gas free check and oxygen safe check.
g. Men Working Over the Side - When working over the side, you must wear a standard Navy safety harness with a safety line attached and tended by someone on deck. An inherently buoyant lifejacket must be worn over the safety harness. Tools and equipment must be secured to lanyards to prevent being lost overboard or dropped on personnel below.
h. Men Working Aloft - Before any work may be done aloft, permission must be obtained from the OOD. Prior to granting permission, the OOD will ensure all applicable emitters are secured and tagged. Safety harnesses and ball busters must be PMS'd and a thorough review of safety precautions while working aloft conducted.
0302 DECK SEAMANSHIP
0302.1 Describe the purpose of the following as applied to ground tackle:
a. Bitts - Cylindrical objects made of cast iron or steel. Arranged in pairs, either bolted or welded to the deck and are used for securing lines. Figure 8 the line 3 or 4 times and secure with a half-hitch. These lines are usually run over to the pier and are attached to bollards.
b. Chock - Heavy fitting through which mooring or towing lines are passed. There are three types of chocks: closed, open and roller.
c. Cleat - Device consisting mainly of a pair of projecting horns used to secure a line. Figure 8 the line and secure it with a half-hitch.
d. Bullnose - Closed chock on the bow used for leading the bowline. Located at the very forward section of the bow and is used to tow the ship.
e. Hawse Pipe - Located at the bow of the ship where the anchor is housed and the chain runs through as the anchor is let go.
f. Chain Pipe - Pipe where the chain passes through, leading from the forecastle deck to the chain locker. Kitty Hawk's chain pipe reaches from the aft part of the forecastle down five decks to the chain locker.
g. Anchor - A device used to hold a ship or boat fast to the bottom. Kitty Hawk has two standard MK 2 stockless type weighing 30 tons each.
h. Chain Stopper - Used to hold anchor taut in the hawse pipe. Consists of a pelican hook, turnbuckle, shackle and two detachable links.
i. Pelican Hook - A hook used to provide instantaneous release of the anchor while under strain by knocking away the locking ring that holds it, or to hold the anchor fast. There is always one BM there to knock it loose, and another to pull him away by means of a safety line when the chain starts feeding out.
j. Turnbuckle - Used to set-up the chain stopper tightly. Also used to equalize strain on two chain stoppers.
k. Anchor Windlass - Electric motor used to haul in the anchor chain.
l. Gypsy Head - Cylindrical device at the end of the shaft or a winch on horizontal shaft windlass on which the turns of a line or wire are taken for heaving. Also called a Cathead. Used extensively during UNREP. When you let line out on a gypsy head, you are surging.
m. Capstan - Cylindrical device at the end of a vertical shaft windlass on which the turns of the line or wire are taken for heaving hawsers.
n. Detachable Links - Used to join two shots of anchor chain. The Kitty Hawk's weigh 364 lbs. each.
o. Chain Markings - RED, WHITE OR BLUE markings on detachable links. Used to mark each fathom of chain and to give warning of the approaching bitter end. The next to the last shot is lpainted YELLOW, and the last shot is all RED. If the identifying paint is worn off the shot can be identified by the number of turns of wire on the detachable link for that particular shot. Kitty Hawk has 12 shots of chain or 1080 feet per anchor.
Color of Number of Turns of
Detachable Adjacent Links Wire on Last
Shot Number Link Painted White White Link
1 (15 fathoms) Red 1 1
2 (30 fathoms) White 2 2
3 (45 fathoms) Blue 3 3
4 (60 fathoms) Red 4 4
5 (75 fathoms) White 5 5
6 (90 fathoms) Blue 6 6
p. Wildcat - It is a device fitted with ridge whelps, which engage the links of chain and prevent it from slipping while holding the anchor. It has 5 speeds forward and reverse.
q. Brake - Used to temporarily hold chain during anchoring while the chain stopper is being let go. It is also used to completely stop the chain during anchoring to prevent the chain from piling on top of the anchor. Kitty Hawk has a two brake system consisting of a friction brake and a motor operated hydraulic brake.
r. Anchor Buoy - A small buoy secured by a light piece of line to the anchor to indicate the position of the anchor.
0302.2 Define the following as applied to marlinspike seamanship.
a. Hawser - Heavy line of fiber that is over 5 inches in circumference, used for towing or mooring.
b. Line - A piece of rope, either fiber or wire, which is in use or has been cut for a specific purpose, such as lifeline, heaving line or lead line.
c. Wire - Individual wire is made of steel or other metal laid together to form strands. The number of wires in a strand depends on the intended purpose or use.
d. Spring Lay - A rope in which each strand consists partly of wire and partly of fiber. It is composed of six main strands laid around a fiber core. It will show fish hooks after it has been stressed.
e. Small Stuff - A general term used for any fiber line less than 1-1/2 inches in circumference. It can also be classified by the number of yarns (threads) it contains.
f. Flemish - Method of disposing a line by coiling it tightly flat on deck with the second inside the first, and so on. Can also be used for fancy work by forming mats around the deck of the CO's gig.
g. Coil - Lay the line in circles, roughly one on top of the other.
h. Fake - The act of disposing a line, wire or chain by laying it out in long, flat bights, laid one alongside the other to prevent tangling.
i. Heaving Line - Light cotton cord or sash, weighted line thrown across to a ship or pier when coming alongside to act as a messenger for a mooring line.
j. Monkey Fist - Weighted knot in the end of a heaving line. Usually made up of 2 or 3 ounces of lead wrapped in a rag.
k. Rattail Stopper - A braided tapered line used on mooring lines to eliminate losing slack when doubling or singling up. Its purpose is to hold tension while tieing off to bitts. The rattail is usually secured to an eye on the deck near the bitts. The tension goes from the CAPSTAN to RATTAIL to BITTS.
l. Marlin - Two strand, left-laid tarred hemp small stuff. Used to tie down loose gear in the hanger and the shops.
m. Bight - Loop of any rope, line or chain.
n. Bitter End - Inboard end of a chain or wire.
o. Eye - A temporary or permanent loop in a line.
p. Eye Splice - A loop formed at the end of a rope, by turning it back and splicing in the end strands. Used on mooring lines. You must have 3 strands minimum to start.
q. Long Splice - Joining two lines together when it is necessary that lines run over sheaves in a block. A long splice does not change the diameter of the rope materially.
r. Short Splice - Joining two lines together that are not necessarily of the same size.
s. Marlinspike - A pointed metal spike used to separate strands of wire in splicing and are available in various sizes.
t. Fid - A large, wooden tapered pin used to open strands of rope prior to splicing. Used instead of a marlinspike to prevent damaging the rope. An extra large one is called a COMMANDER.
u. Mousing - A small line strung across a hook. It is used to prevent slings or straps from slipping out of the hook and to strengthen the hook if there is danger of the load bending it or slipping off.
0302.3 Define the following as applied to mooring:
a. Mooring Line - Line used to secure a ship to a pier or another ship. The Kitty Hawk uses 14 lines of doublebraided samson, 8 inch for the bow and afterquarter and 6 inch for the breast lines.
b. Breast Line - A line that leads to a right angle to the centerline of the ship and controls the distance from the pier.
c. Forward Spring Line - Leads forward from the ship and keeps the ship from moving aft.
d. After Spring Line - Leads aft from the ship and keeps the ship from moving forward.
e. Bow Head Line - Runs through the bullnose and controls aft movement and assists the breast lines. Forward Spring.
f. Stern Line - Runs through the stern chock to control forward movement and assists the breast lines. Aft Spring.
g. Storm Line/Wire - Used as a reinforcement during heavy weather. If really bad weather conditions arise, the anchor can be dropped to help hold the ship.
h. Tattletale - A bight of heavy cord as light small stuff ranging from two measure points on the working line to determine when the safe working load has been reached. When it parts, the main line will go next. It is a 40 inch loop spaced 30 inches apart.
i. Round Turn - A 3-strand, right laid line. NOTE: Right laid line is always coiled clockwise to prevent assholes (a bulge) from forming in the line which weakens it.
j. Figure Eight Turn - Method used to belay a line to cleats or bitts.
k. Dip the Eye - Running the eye of one line through the eye of another line on the bollard. Permits casting off one ship without removing both lines. It is common courtesy between all seagoing mates.
l. Single Up - Take in all bight and extra parts of the double-up mooring lines so that only a single part of each line remains on the dock.
m. Double Up - To pass an additional line on mooring lines for extra strength.
n. Heavy Strain - Great tension on the lines, but they won"t part.
o. Moderate Strain - Intermediate amount of tension, allows enough surge for small movement.
p. Light Strain - Relatively minimal tension on the line.
q. Frap - Joining or wrapping two or more lines together for looks.
r. Rat Guards - Circular metal disks lashed onto mooring lines to prevent rats from boarding the ship via mooring lines. Medical Department requires these devices.
s. Chafing Gear - Made up of canvas and put on mooring lines under ratguards to prevent the lines from being cut or damaged.
t. Check - Slow or ease; to pay out just enough line to prevent its parting when under strain.
u. Stopper - A short length of braided line wrapped around another line to prevent it from running while doubling up or singling up.
v. Slack - To allow a line to run out.
w. Hold - To secure the line, to prevent anymore line from running out.
0302.4 State how lines and wires are classified in accordance with dimensions (circumference or diameter):
a. Line is measured by circumference if it is 1-3/4 inches or more; if less, it is described as small stuff.
b. Wire size is designated by its diameter in inches, rather than by its circumference.
0302.5 Discuss the difference between identical sizes of synthetic and natural fiber mooring lines with respect to the following:
a. Strength - Nylon lines are nearly 3 times as strong as natural fiber. b. Stretching Characteristics - Synthetic line has a high stretch point, but will resume its shape. This characteristic is called "memory". Natural fiber will stretch, but will not return to its normal shape, especially if wet.
c. Ease of Handling - The synthetic line is much more flexible and therefore easier to handle than natural fiber. Some knots which offer good characteristics for securing manila line, such as the square knot are not adequate for belaying or securing synhetic line. The coefficient of friction insynthetic fiber is lower than that of natural fibers which means that synthetic lines will slip more easily than manila. The bowline knot offers reasonable security.
d. Breaking Characteristics - Synthetic line has a higher breaking strength than natural fiber. A synthetic line parting under tension will snap back at near the speed of sound, giving no time for reaction.
e. Durability - Natural fiber is less durable because of stretch, dry rot, abrasions and lessened strength through wear. Synthetic line will last nearly 5 times as long as natural fiber. A major saving in dollar value.
f. Safe Working Load - To ensure long life, a line must be used within its safe working load. The SWL of line ranges from 1/15 to 1/5 of its breaking strength, depending on the type of line, the condition of the line, the weather, the blocks and other gear being used with the line. A tattletail cord should be attached to every line when it is subjected to loads that may exceed its SWL. The line, when tensioned to its SWL will stretch to a certain percentage of its length. When this point is reached, the tattletail cord becomes taut, warning that there is danger of exceeding the lines SWL. A line may be brought to its SWL without impairing the line or reducing its useful life.
0302.6 Explain the numbering sequence of standard mooring lines:
Mooring lines are numbered from forward to aft:
#1 - bow line, #2 - after bow spring, #3 - forward bow spring, #4 - waist breast, #5 - after quarter spring,
#6 - forward quarter spring, #7 - stern line.
Kitty Hawk mooring lines:
#1 - bow line #8 - waist breast
#2 - after bow spring #9 - after waist spring
#3 - bow breast #10 - after quarter spring
#4 - forward bow spring #11 - quarter breast
#5 - forward waist spring #12 - forward quarter spring
#6 - after waist spring #13 - stern line
#7 - forward waist spring #14 - stern line
0302.7 Describe the purpose of breast, forward and aft spring lines:
Breast - keeps the ship from moving away from the pier.
Forward Spring - keeps the ship from moving aft.
Aft Spring - keeps the ship from moving forward.
0302.8 Describe and discuss the purpose of "dipping the eye" of a mooring line:
If two bights or eye splices are to be placed over the same bollard, the second one MUST be led up and through the eye of the first and then placed over the bollard. This makes it possible for either line to be cast off independently of the other.
0302.9 Describe the ship's anchors and ground tackle, including the following:
a. Type:
(1) Patent or Stockless - used by most combatants because of ease of stowage and handling.
(2) Lightweight - two types
(a) Northill - for small boats
(b) Danforth - used as bow anchors on most destroyer ships.
NOTE: DD's, CG's and FF's have their anchors aft of the bow to prevent damage to the sonar dome on the bow
when dropping or raising the anchor.
KITTY HAWK HAS TWO (2) STOCKLESS MK II, 30 TON ANCHORS.
b. Chain Size and Length - 4-3/4 inches indiameter, and are the largest made. Kitty Hawk has 12 shots (1080 feet) of chain on each anchor.
c. Weight - Each link weighs 360 lbs. and the detachable links weigh 364 lbs.
d. Chain Markings - Every 90 feet or 15 fathoms (one shot of chain), the detachable links are colored red, white or blue. Each shot of chain is connected by a detachable link and is marked ahead and behind by a white link indicating how many shots have been lead out.
0302.10 Explain and state the use of the following:
a. Swing Circle - The ship swings to the combined effects of the wind and currents. It is necessary to have an unobstructed area equal to a circle whose radius is the length of the ship plus the scope of the chain used to have a safe arc of swing.
b. Drag Circle - The navigator can plot a drag circle using the actual anchor position as a center and the horizontal component of the anchor chain length plus the hawsepipe to bearing instrument distance (bridge) as the radius. Therefore, any bearing check, taken to determine if the anchor is holding, must fall within this circle, which is of smaller diameter than the swing circle.
0302.11 State the purpose and types of the boat davits aboard your ship, and describe their operation.
One of three types of davits are used on most ships, as follows:
a. Radial Davits - Also known as round bar davits, generally used for motor whaleboats. When the boat is stowed, the davits are pointed inward. To get the boat out to the lowering position it must be hoisted high enough for the keel to clear the skids and swing aft until the bow of the boat will clear the forward davit. It is then swung out, forward, and aft to the lowering position.
b. Crescent Davits - Used in all classes of naval ships. Can handle boats of 26-30 ft. and up to 7 tons. The arms are racked in and out by handcrank or power.
c. Welin Gravity Davits - KITTY HAWK HAS THIS TYPE OF DAVIT. Most commonly found on amphibious ships, but are also used with motor whaleboats. Consist of two track ways and davit arms fitted with rollers which travel in the trackways. Power is not required to lower boats. Welin Gravity Davits are rigged in such a way that when the falls are raised to the davit arms, continued heaving pulls the davit arms up to the stowed position.
0302.12 State the procedure of anchoring for your ship.
The ship's 1ST Lieutenant is in charge on the forecastle while dropping and weighing anchor. An Engineman (EN) or Machinist's Mate (MM) is present to operate the anchor engine, and an Electrician's Mate (EM) must be in the anchor engineroom to take care of any electrical failure. The 1ST Lieutenant has a telephone talker whose duty is to relay orders and information between the forecastle and the bridge. On ships with two wildcats, both anchors are made ready for letting go. The following tasks must be performed: the windlass is tested, the anchor in the hawse is freed, the anchor is walked out if anchoring in deep water or, if the bottom is rocky, the brake is set, and the wildcat is disengaged. All but one stopper is taken off and the anchor buoy line is shackled to the chafing chain or pendant. The chain locker is checked for any loose gear, such as chain hooks, that may become wedged in the chain pipes or come flying out, endangering personnel on deck. When the anchor is ready for letting go, that fact is reported to the conning officer of the bridge.
At the command "Stand by", the brake is partially released, and two seaman, one with a maul, take stations at the stopper. When the command "Let go" is given, one seaman puls the pin from the stopper tongue. The seaman with the maul knocks the bail off the tongue of the pelican hook and steps clear. As soon as the seaman is clear, the brake is fully released.
The chain is stopped completely by applying the brake to prevent the chain from piling on top of the anchor. The brake is taken off gradually, and the chain is laid out on the bottom as the ship moves ahead or back until sufficient chain is out to ensure that the pull on the anchor is horizontal. The brake is now applied and the anchor is set. Once the anchor is set and is holding, the brake is taken off and the chain is veered to the desired scope.
When the desired scope of chain is out, the order is given to "Pass the stoppers." The brake is set and the stoppers are applied and evened up, the brake is taken off, then the chain is slacked between the windlass and stopper. The brake is set, and the wildcat is left disengaged. The usual scope of chain is 5 to 7 times the depth of water.
0302.13 Define the following terms as applied to small boats:
a. Sea Painter - First line attached to the boat before getting in davits and brought aboard. It is a long, strong manila line that hangs over the side of the ship and is located forward of the spot where the boat will be hoisted. The eye of the sea painter is lowered to the boat by means of a light line, called a lizard line. The bowhook (BM) hauls in all the slack and secures the eye to the inboard bow cleat, the cleat nearest the side of the ship. The sea painter is never secured to the boats stem (dead on the center of the bow) nor to the side of the bow away from the ship. To do so would cause the boat to dive against the ship when the boat begins to ride the painter and probably capsize. It is important that the boat be driven ahead and allowed to drop back on the sea painter so it will be exactly under the davit before lifting.
b. Raymond Release Hook - An automatic releasing hook that cannot come open until the weight of the boat is removed from the davit. When the boat is lowered and the falls slacken, the weight comes off of the hook and the hoisting eye is thrown clear.
c. Man Lines (Monkey Lines) - Knotted lines that hang down into the motor whaleboat. Each person in the boat not actively engaged in the launch or recovery operation must keep a man line in hand during the lowering and hoisting process. Man Lines are provided for your safety.
0303 SHIPHANDLING
0303.1 Define the following:
a. Surge - The motion in which the ship moves forward or ahead. The distance gained or lost while changing speed, for Kitty Hawk the general rule is 100 yards per knot.
b. Pivot Point - A ship's pivot point is the fore and aft location about which the ship pivots when her rudder is put over or when steering with engines. With the ship dead in the water, the ship pivots about a point 30 percent of the distance from the bow to the stern. When underway and proceeding ahead, the pivot point is abaft the stem about 15 to 20 percent of the length of the ship. Kitty Hawk's pivot point for low speeds is approximately at frame 70 on the centerline. This is abreast elevator #1 near the #1 Jet Blast Deflector (JBD). The location of the pivot point must be considered in turning into and out of the wind. Since a greater portion of the ship's sail area" is aft of the pivot point, winds from the port will tend to speed up a turn to starboard and slow a turn to port; and conversely, winds from the starboard side will tend to speed up a turn to port and slow a turn to starboard. The pivoting characteristics must also be considered in close maneuvering, as alongside another ship or when entering or leaving port with sharp bends in the channel. Failure to allow for lateral displacement of the stern as the ship turns can lead to hazardous conditions. A special
shiphandling problem is encountered with the added topside weight of the angled deck. Under normal conditions Kitty Hawk tends to heel more to starboard on port turns, than to port and starboard turns. In any event, turns which will result in large angle of heel in either direction should not be made when all aircraft are not tied down without PRIMARY FLIGHT CONTROLS concurrence. Heeling should always be minimized. Unsecured aircraft could either roll off the deck or tip over. Whenever possible, all turns downwind during air ops will be to starboard to allow continued use of the starboard side elevator in the down position. Heeling is accentuated by speed. Below 12 kts, the ship can tolerate large rudder angles; above 25 kts, rudder angles above 5 degrees must be used with caution.
c. Side Force - May be defined as a force which walks the stern of the ship in the direction of propeller rotation. Clockwise direction of the screw tends to turn the ship in the opposite direction the screw is turning.
d. Shaft - A long rotating metal rod leading from the ship's engines aft through the hull connecting with the screw. Usually supported on bearings and carrying gears. The shafts on Kitty Hawk each weigh the same amount although the lengths are different for each. The shaft is a hollow structure filled with sand. The #2 and #3 shafts are 26.5 inches in diameter and #1 and #4 are 27.5 inches in diameter. When changing from full ahead to emergency reverse, the shaft can twist up to 1-1/2 times. Maximum shaft RPM is 170.
e. Screw - A device used to drive all modern ships, various number of blades and pitch. Kitty Hawk has 4 variable pitch screws, each having 5 blades and a diameter of 21.0 feet. The Kitty Hawk's screws have a designed pitch at .7 radius of 24.8667 feet per turn.
f. Target Angle - The relative bearing of own ship from the target craft, measured in relative bearing; bridge to bridge.
g. Bearing Drift - Direction of craft drift in relation to a permanent object. Bearing increase - right bearing drift, bearing decrease - left bearing drift.
h. Twist - On multiple screw ships, the effect of screws rotating in opposite directions.
i. Bow Thruster - A propeller in a fixed transverse tunnel at the bow used as a maneuvering assistance device on low speed operations. Found on LST's and most large slow speed vessels.
j. Steerage Way - Refers to the ability to maintain course with minimum way on.
k. Rudder - Device used to control ship's direction through the water. Angling the rudder to the flow of water creates a high pressure force on the leading surface and a low pressure force on the trailing side. This forces the stern in a direction opposite that in which the rudder is set. Kitty Hawk has two rudders, one behind shaft #2 and one behind shaft #3, each having an effective area of 490 square feet and weight of 50 tons.
l. Advance - The distance gained in the original direction prior to a course change. Advance will be a maximum when the ship has turned thru 90 degrees.
m. Transfer - The distance gained at right angles to the original course when the ship has turned thru 90 degrees.
n. Relative Bearing - The angular measurement in degrees between own ship's head and an object. Measured clockwise from 000 (dead ahead) to the line of bearing of the object.
o. True Bearing - The angular measurement in degrees between true north and the line of bearing of an object. Always measured clockwise from true north.
p. Auxiliary Propulsion Units (APU's) - Any system or unit of machinery that supports the main propulsion units or helps support the ship.
q. Skag - The additional support that helps hold the long portion of shaft that extends out the bottom of the hull.
0303.2 Using your Ship's Tactical Characteristics Folder, describe the following:
a. Location and Number of Screws - The Kitty Hawk has 4 variable pitch, 5 bladed, magnesium bronzed, 21.0 foot diameter screws numbered from starboard to port. The #2 and #3 screws are set deeper in the water for maximum power transfer. The #1 and #4 screws are outboard, and are used for maneuvering. The #1 and #2 screws are right hand twist (clockwise) and rotate counterclockwise, #3 and #4 screws are left hand twist (counterclockwise) and rotate clockwise.
b. Location and Number of Rudders - The Kitty Hawk has 2 L-shaped 25 foot rudders, behind screws #2 and #3, each having an effective area of 490 sq. ft.
c. Height of Eye of Bridge/Flying Bridge - 108'/114'
d. Length of Ship - 1069 ft. on the flight deck, and 990 ft. 9 in. at the waterline.
e. Beam of Ship - 273 ft. on the flight deck, and 128 ft. 2 in. at the waterline.
f. Location of Pivot Point - when the ship is dead in the water, the pivot point is about 30% of the distance from the bow to the stern. When underway and proceeding ahead, the pivot point moves forward as the speed increases until at normal operating speed, where it is abaft the stem about 15 to 20 percent of the length of the ship. Kitty Hawk's pivot point at low speed is approximately frame 70 on the centerline. This is abreast elevator #1 near Jet Blast Defector (JBD) #1.
g. Acceleration/Deceleration - Kitty Hawk accelerates rapidly up to 25 knots, after which acceleration is slow. Refer to chart.
NORMAL ACCELERATION/DECELERATION TABLE
_________________________________________________________
| KNOTS | MINUTES | RATE |
| CHANGE OF SPEED | TIME REQUIRED | TTL ELAPSED | KTS PER | |_ FROM_________ TO_ |__ FOR CHANGE___ |____ TIME_____ |_ MINUTE__|
| | | | |
A| ZERO 15 | 3.3 | 3.3 | 4.50 |
C| 15 19 | 2.1 | 5.4 | 1.90 |
C| 19 24 | 6.2 | 11.6 | .80 |
E| 24 28 | 8.4 | 20.0 | .48 |
L| 28 30 | 8.0 | 28.0 | .25 |
/| 30 28 | 5.5 | 5.5 | .36 |
D| 28 25 | 4.3 | 9.8 | .70 |
E| 25 21 | 3.4 | 13.2 | 1.18 |
C| 21 18 | 2.0 | 15.2 | 1.50 |
E| 18 15 | 1.1 | 16.3 | 2.72 |
L|__ 15________ ZERO_ |_____ 3.2_______ |____ 19.5_____ |___ 4.70__|
LAG TIME X ACTUAL SPEED IN KNOTS X 100/3 = DISTANCE IN YARDS _____________________________________________________________ | |
A| 30 |
C| 25 1217 |
C| 22 260 2640 |
E| 20 70 608 3650 |
L| 19 12 140 800 |
E| 18 12 47 233 1015 |
R| 17 7 37 90 325 1213 |
A| 16 9 30 80 153 440 1440 |
T| 15 9 33 70 140 233 572 1683 |
I| 14 9 33 75 127 217 330 720 |
O| 12 17 33 100 167 240 362 507 983 |
N| 10 23 80 142 220 315 413 570 750 |
|__ 5__ 92_ 210_ 345_ 467__________________________________________|
LAG TIME X ACTUAL SPEED IN KNOTS X 100/3 = DISTANCE IN YARDS
_____________________________________________________________
| 29|
D| 25 407|
E| 22 130 |
C| 20 50 341 |
E| 19 8 100 460 |
L| 18 12 40 180 618 |
E| 17 8 40 85 267 773 |
R| 16 5 27 75 133 350 914 |
A| 15 5 20 55 120 192 443 1066 |
T| 14 7 24 50 100 183 270 560 |
I| 12 20 50 87 133 210 327 440 799 |
O| 10 8 74 125 180 244 347 495 633 |
N| 5_ 108_ 200___ 345__ 450__ 550__ 660__ 823_ 1049_____________________|
Kitty Hawk handles very smartly despite her size. The factors to be considered by the Conning Officer are basically the same as for any other multishaft ship. However, the magnitude of some of these factors and therefore the forehandedness required of the Conning Officer, is somewhat greater than a smaller ship.
In conning, one of the hardest lessons to learn is to compensate adequately for momentum. Appreciable amounts of time are required for acceleration and deceleration due to the great mass of this ship. Kitty Hawk accelerates rapidly up to about 25 kts, after which acceleration is slow. In taking station in formation, using speeds in excess of that of the guide, 100 yards relative distance from station per knot of excess speed should be allowed using normal deceleration. The ship responds smartly to the rudders at 10 knots and above. With medium to high winds, 8 knots is the minimum practical maneuvering speed. When operating from 8 to 10 knots during high wind conditions with approximately 35 knots of relative wind desired for flight operations, it may be necessary to shift to maneuvering combination and use the engines to help start a turn into or out of the wind. Use of rudders has a marked effect on speed required for flight operations, remember that the ship will accelerate slowly during the turn into the wind. At speeds above 25 knots Kitty Hawk heels greatly with as little as 5 degrees rudder, easily causing serious injuries to personnel or the loss of an aircraft. One or two degrees of rudder is usually sufficient for amounts that may be required to hold a healing while steaming downwind.
The location of the bridge presents various problems to the Conning Officer. The bridge is offset approximately 95 feet from the centerline of the hull; this fact, combined with the tapered design of the flight deck, can cause the Conning Officer to misjudge where "dead ahead" (000 degrees relative) is. Objects that appear to be "dead ahead" are in reality well to starboard; while those that appear to be about 10 degrees to port are actually dead ahead. When either of the white lines on the flight deck forward of the pilot house are lined up, dead ahead is known. While transiting narrow channels or when in a column formation, it must be remembered that this dead ahead is in relation to the pilot house and not the centerline of the hull. Don't be guilty of actually taking up the left center portion of the channel or being well to port in column because the centerline pelorus shows the channel or stern of the ship ahead to be 000 degrees relative. (Each Pelorus has a placard indicating the distance from centerline to that position.)
h. Draft of Ship - Draft from the bottom of the keel is 33 ft. 9 in. and from the bottom of the screws is 36 ft. The navigational draft is 40 ft.
i. Turning Radius at Standard and Full Rudder - 15 degrees standard, and 30 degrees full.
0303.3 Discuss the usefulness of the following equipment/
devices in assisting the OOD to perform shiphandling duties:
a. Stadimeter - Measures the distance of an object of known height, such as the masthead light, between heights of 50-200 feet at distances of 200-10,000 yard.
b. 7X50 Binoculars - Gives a wide range of vision and are best suited for searching over a wide area or for following a swiftly moving target.
c. Bearing Circle - Device fitted over a compass bowl or repeater which allows taking bearings of terrestrial objects and azimuths of celestial objects by sighting through vanes. It has a simple flip up sight.
d. Telescopic Alidade - Used with a gyro repeater for taking visual bearings. Similar to a bearing circle except that the azimuth circle mounts a telescope instead of sighting vanes, for greater precision because the image is magnified. Because of the constant motion of the ship, it is sometimes difficult to keep an object in the telescopic field of vision. This problem has been overcome by development of the self-synchronous alidade. The self-synchronous alidade is mounted on a gyro repeater card and is stabilized by a synchro-motor driven by the master gyrocompass. When viewing the target, the outer circle is indicating relative bearing and the inner circle is indicating true bearing.
e. Anemometer - Measures wind force, speed and direction.
f. Rodmeter (Pitsword) - Contains a sensing device used to determine speed. As the ship moves through the water, the forward side of the rodmeter is exposed to dynamic pressure which is proportional to the speed of the ship.
g. Gyrocompass - Indicates true north, allows for more accurate navigational fixes.
Pelorus - Metal stanchion supporting a gimballed gyro repeater used by the helmsman to take bearings, consisting of a movable ring, graduated like a compass card and a pair of sighting vanes.
h. Radar - Surface scanning, navigational, plotting, target (air and surface) detection.
i. Fathometer - Depth assurance chart comparison, provides a very accurate reading at a wide range of depths.
j. RPM Indicator - Enables the lee helmsman to make minor changes in shaft speed by stepping up or lowering the indicated RPM speed. There is a permanent graph at the helm which gives the RPMs to speed conversion. Sometimes called an enunciator.
k. Auto Pilot - Device designed to automatically control the ship's predetermined course and speed.
l. Collision Avoidance System (RAYCAS) - An automatic navigation radar detection and tracking system that gives an audible and visual (marks the target on the repeater) alarm for contacts with constant bearing and decreasing range. Generally the maximum range utilized with RAYCAS is 24 miles.
m. Propeller Pitch Indicator - On ships equipped with controllable-reversible pitch propellers (CRP), indicates the pitch of the propeller at any given time.
n. Barometer - An instrument for determining the atmospheric pressure, useful in predicting weather. There are two types, aneroid and mercurial.
0303.4 Discuss the following factors relating to forces affecting the ship and describe the influence of each upon shiphandling.
a. Inherent Factors
(1) Rudders - Designed to produce the lateral forces used in the control of the ship's heading. The rudder force acts through the rudder stock, pushing the stern to starboard or port as the rudder is angled to the passing water.
(2) Screws - Produce forward thrust to propel the ship through the water.
(3) Freeboard - The vertical distance from the waterline to the weather deck, usually the main deck. It is determined by the ships mean draft. Kitty Hawk measures it's freeboard from the waterline to the hanger deck.
(4) Sail Area - The area above the main deck, which in strong winds will complicate maneuvering and require compensating navigational corrections.
(5) Screw Wash - Turbulence produced by the screws turning against the liquid medium. While twisting or operating astern, negatively effects a short radius turn by decreasing the efficiency of the rudder.
(6) Side Forces - Side thrust produced by the screw's rotation through the water. Noticeable at the stern of the ship. The twin screw ships cancel side force created by the rotation of the screws by turning one shaft clockwise and the other counterclockwise.
(7) Steerageway - Sufficient speed on to permit a vessel to be maneuvered.
b. Environmental Factors
(1) Wind - Normally acts to force the ship bodily downwind. The force it exerts is proportional to the square of the velocity of the wind.
(2) Current - The movement of water, force exerted on the hull is very similar in effect to the resistance of the superstructure to the wind, however, the force resulting is much larger for a given current velocity due to the density of water.
(a) Flood Tide - That period when a tidal current is flowing landward.
(b) Ebb Tide - That period when the tidal current is flowing from the land.
(c) Slack Water - That period between the Ebb Tide and Flood Tide when the current changes direction and no horizontal motion can be detected.
c. External Factors
(1) Mooring Lines - Assist in securing the ship along side.
(2) Ship's Speed through the Water (less than 5 kts) -Produces a sluggish ship which is difficult to control.
(3) Ship's Speed through the Water (greater than 5 kts) - Produces a lively ship, requires shorter turning area, etc.
ADDITIONAL INFORMATION
1. Describe the navigation lights your ship must show under the following conditions:
a. Underway - in general, the ship must show a masthead light, sidelights, stern light and a range light.
b. In port, moored - in general, a mast light, jackstaff, bow, stern and aircraft warning lights. Shipboard lights are constant and land based lights are pulsating.
c. At anchor - two 32 point white lights, with one forward and another aft stationed, the aft lower than the forward light.
d. Engaged in Special Operations - in addition to normal underway lights, there are many required combinations of lights to be displayed when engaged in special operations (towing, underway replenishment, etc.). Example: When Kitty Hawk is engaged in underway replenishment operations, the vertical Red-White-Red combination on the mast is used to warn other vessels.
0304 BRIDGE EQUIPMENT SYSTEM
0304.1 Describe the function of the following component parts in terms of what each does for the system:
a. Helm Unit - Mechanical device used to control the rudder.
(1) Wheel - Operated by the helmsman. The steering control console controls and indicators required to control the course of the ship.
(2) Mechanical Helm Indicator - Shows the number of degrees the wheel is turned. Usually this is the same as the rudder.
(3) Rudder Angle Indicator - Dual purpose. During normal steering situations, it shows the actual angle of the rudder which usually lags the wheel angle indicator by about 2 degrees because of the time required for the steering mechanism to operate. For emergency steering, this instrument becomes useful in transmitting visual orders to the helmsman in after steering. By operation of the control knob, the rudder order is displayed on the instrument when the pointer marked "ORD" is moved to the desired rudder angle. The order is displayed in after steering on another rudder angle order indicator-transmitter, from which the after helmsman receives orders. A push switch next to the rudder angle order indicator-transmitter on the bridge operates a bell in after steering to call the helmsman's attention to a change in rudder angle.
(4) "Steer by" Indicator - Illustrates the course to be steered by the helmsman. It differs mainly from the ship's course indicator in that its dials are positioned from a synchro transmitter located in sonar, CIC, or other Weapons Control Station. This repeater enables sonar, CIC, or other station to steer without having to use a means of voice transmission.
(5) Steering Cable-Selector Switch - Allows selection of hydraulic, electric, gyro or aft steering.
(6) Steering Casualty Alarm - A means by which the pilothouse can warn the after steering station that a steering emergency has occurred and that steering must be controlled from after steering.
(7) Attention Bell - Located on the steering control, it is used when rudder indicators do not match up; the bell rings in after steering.
(8) Course Ordered Indicator - Provides a means of electrically transmitting rudder angle orders from the steering control console to the steering gear room when the ship is being steered from there.
(9) Magnetic Compass - Located in the pilot house, consists of a magnetized compass needle attached to a circular compass card, usually 7-1/2 inches in diameter. The card and needle are supported on a pivot that is set in a cast bronze bowl filled with a petroleum distillate fluid. The card remains stationary, pointing at the magnetic pole which is a north-south line lined up with the north-south (magnetic) directions on the Earth.
(10) Gyrocompass - Points constantly to the true rather than the magnetic north pole. It may have a slight mechanical error, but this error is computed easily and remains constant for any heading so that it does not interfere in any way with the instrument's practical value.
(11) Auto Pilot - Device used to automatically keep the ship at a predetermined speed and course.
(12) Portable Steering Control Unit (PSCU) - When a ship losses control of steering at the helm, the PSCU can be rigged to send throttle signals down to engineering and rudder commands to after steering.
b. Engine Order Telegraph - Equipped with separate handles for port and starboard engines used to control speed and direction of the ship.
(1) Bell Selector and Hand Lever - Speed is selected by the bridge, then the engine room watch sets the engine throttle for the same speed and notifies the bridge by moving an answering pointer to the same sector.
(2) RPM Enunciators - Enables the OOD to make minor changes in speed by ordering the engine rooms to increase or decrease RPM of the propeller.
(3) Attention Bell - Primarily used when speed changes are not answered by the engine room.
c. Bridge Alarms
(1) Collision - Sounded in event of impending collision. Has precedence over all other bridge alarms. Color coded YELLOW and shaped like a STAR.
(2) Chemical - Set off when chemical attack is eminent or detected. Color coded GREEN and shaped like a SQUARE.
(3) General - Serves to call crew to general quarters. Color coded RED and shaped like a CIRCLE.
(4) Helo Crash - Sounded in event of impending or actual helo crash on the flight deck. Color coded GRAY and shaped like a LEVER.
(5) FZ (Security) - Consists of a bell and indicator lamp which provides an audible and visual indication of entry into a special weapons magazine when the system is energized.
(6) Gyro - Provides an audible indication of a casualty in the gyro system.
(7) Magazine High-Temperature - Provides an audible and visual indication of high temperatures in a magazine.
(8) Magazine Flooding - Provides an audible and visual indication of flooding in a magazine.
(9) Sonar Contact - Initiated by sonar control, alerts the bridge and CIC of the contact.
(10) Engineering Casualty - The 26 MC is used to provide direct voice communications with the bridge in case of a casualty.
(11) Missile Warning Alarm - Sounded when the fire control tracking radar detects a high speed inbound target.
d. Information and Display Equipment
(1) Gyrocompass Repeater - That part of a remote indicating gyrocompass system which repeats at a distance the indications of the master gyrocompass. It is also used in t