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COMMAND QUALIFICATION EXAM STUDY SHEET (Updated 16 January 2013)

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Contents RULES OF THE ROAD ............................................................................................................................................................... 4

COMMAND MANAGEMENT .................................................................................................................................................. 13

BUPERSINST 1080.53 (EDVRMAN) .................................................................................................................................... 13

BUPERSINST 1430.16F (Advancement Manual)................................................................................................................ 14

Chapter 2, Table 2-1 (Eligibility Requirements for Advancement in Rate or change in ratings) .................................. 14

Chapter 11 (Command Advancement Program) .......................................................................................................... 15

COMFFCINST 5239 (Commander’s Cyber Security and IA Handbook) ............................................................................. 16

CNSFINST 1412.1C (SWO Qualification) ............................................................................................................................ 20

CNSPINST/CNSLINST 3502.3 (SFRM) ................................................................................................................................. 21

JAGINST 5800.7E: CH 1 (JAGMAN: Implementing and Supplementary Material for Courts-Martial) .............................. 26

Manual for Courts-Martial: Rule 311-316 (Military Rules of Evidence)............................................................................ 32

Rule 311 (Evidence Obtained from Unlawful Search and Seizure) ............................................................................... 32

Rule 312 (Body Views and Intrusions) .......................................................................................................................... 33

Rule 313 (Inspections and Inventories in the Armed Forces) ....................................................................................... 34

Rule 314 (Searches Not Requiring Probable Cause) ..................................................................................................... 34

Rule 315 (Probable Cause Searches) ............................................................................................................................. 35

Rule 316 (Seizures) ........................................................................................................................................................ 36

MILPERSMAN 1070-170, Documents Filed in Permanent Personnel Records ................................................................. 36

MILPERSMAN 1301-102, Officer Distribution Process ...................................................................................................... 37

MILPERSMAN 1306-108, Enlisted Manning Inquiry Report (EMIR) .................................................................................. 38

OPNAVINST 1740.3C (Sponsor and Indoctrination Program) ........................................................................................... 38

OPNAVINST 1754.5B (Family Readiness Groups) [NOTE: Taken off CQE Bibliography in OCT12] ................................... 39

OPNAVINST 5354.1F (Navy Equal Opportunity Policy) ..................................................................................................... 41

OPNAVINST 6110.1J (Physical Readiness Program) .......................................................................................................... 42

USN Commander’s Quick Reference Manual for Legal Issues .......................................................................................... 45

MATERIAL READINESS ........................................................................................................................................................... 46

CNSFINST 3120.1 (Zone Inspections) ................................................................................................................................ 46

CNSFINST 3540.3A Change 1-2 (EDORM): Ch4 (Engineering Department Operations) ................................................... 47

EUG: CH 1 (EOSS Users Guide: Introduction) .................................................................................................................... 50

COMFLTFORCOMINST 4790.3, VOL VI (JFMM, Maintenance Programs): Ch 9 (Metrology and Calibration) .................. 52

NAVSEAINST 4790.8B: SECT 1-7 (3M Manual: Inactive Equipment Maintenance) .......................................................... 54

NAVSEA OP 4 REV 10 (Ammunition & Explosives Afloat) ................................................................................................. 55

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Ch2 (General Regulations) ............................................................................................................................................ 55

Sect 3.4 (Safety Observer) ............................................................................................................................................. 64

NAVSEA S9522-AA-HBK-010 (Magazine Sprinklers): SECT 3.4 (Thermo-Pneumatic Components) .................................. 64

NSTM 262 Rev 8 (Lube Oils): SECT 3.6 (Centrifugal Purification) ..................................................................................... 65

NSTM 505, Rev 5 (Piping Systems): Ch 7 (Piping Installation) & SECT 10.7 (Eductors) .................................................... 66

NSTM 542, Rev 5 (Gasoline and JP-5 Systems): SECT 5.3 (Cargo JP-5 Fuel Quality) ......................................................... 71

NSTM 551, Rev 5 (Compressed Air Plants and Systems): SECT 2.4 (LP Air Plants & Systems) ......................................... 71

NSTM 555, Rev 13 (Surface Ship Firefighting): SECT 2.9 (HALON) .................................................................................... 73

OPNAVINST 5100.19E, VOL 1 (Surface Ship Safety): CH B2 (Heat Stress) ........................................................................ 74

OPNAVINST 9640.1A (Shipboard Habitability Program): SECT 2.8 (Fresh Water) ............................................................ 78

S0400-AD-URM-010/TUM (Tag-Out User’s Manual): Sect 1.7.4 (Audits by Ship’s Force)................................................ 79

NAVIGATION, SEAMANSHIP & SHIP HANDLING ................................................................................................................... 80

NAV Refresher Notes ........................................................................................................................................................ 80

Adam’s Shipboard Bridge Resource Management: Ch8 (Pilot Integration) ..................................................................... 87

Barbers Naval Shiphandling Guide: Ch6 (Ground Tackle) ................................................................................................. 87

Barbers Naval Shiphandling Guide: Ch8 (Tugs and Pilots) ................................................................................................ 89

Barbers Naval Shiphandling Guide: Ch 10 (Shiphandling in Emergencies) ....................................................................... 90

Bowditch Pub 9: Chapter 5 (Short Range Aids to Navigation) .......................................................................................... 91

Bowditch Pub 9: Ch6 (Compasses) .................................................................................................................................... 97

Bowditch Pub 9: Ch 7 (Dead Reckoning) ......................................................................................................................... 100

Bowditch Pub 9: Ch8 (Piloting) ....................................................................................................................................... 101

CNSFINST 3530.4C (NAVDORM)...................................................................................................................................... 103

Ch1 (Introduction) ....................................................................................................................................................... 103

Chapter 2 (Duties and Responsibilities) ...................................................................................................................... 103

Chapter 3 (Standard Policies, Requirements and Procedures) ................................................................................... 104

APPENDIX C (Checklists) .............................................................................................................................................. 105

APPENDIX H: Definitions ............................................................................................................................................. 105

DUTTON’S NAVIGATION AND PILOTING, CHAPTER 14 (Ship Characteristics in Piloting) ............................................... 106

NOAA Weather Radio Website (http://graphical.weather.gov/xml/) ............................................................................ 107

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RULES OF THE ROAD

Rule 1: Application 1) International: Applies to all vessels on high seas and connecting navigable waters. 2) Inland: All vessels in inland waters of the US, US Vessels on Canadian waters of Great Lakes

a. To Landward of navigational demarcation line (NB: Doesn’t include all inland US waterways) Rule 2: Responsibility 1) Each vessel expected to comply with the Rules 2) Do everything possible to avoid collision 3) Consider all dangers of navigation and collision and to any special circumstances 4) Vessel allowed, and sometimes expected, to deviate from rules to avoid collision

a. ‘Ordinary practice of seaman’ or ‘special circumstances of the case.’ Rule 3: General Definitions 1) Power Driven Vessel: Every description of craft used as a means of transportation on water 2) Sailing Vessel: Any vessel under sail, not using propelling machinery. 3) Vessel engaged in fishing: Having fishing apparatus which restricts maneuverability. (NB: Not Trolling) 4) Not Under Command: Exceptional circumstances unable to maneuver IAW Rules, unable to keep out of the way. 5) Restricted in ability to maneuver: Nature of work unable to maneuver IAW Rules, unable to keep out of the way.

a. Laying/servicing navigation marks, submarine cables, pipelines b. Dredging, surveying or underwater operations c. Launching/recovering aircraft d. Mineclearance operations e. Towing such as severely restricts maneuverability of towing vessel and tow

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6) Vessel Constrained by Draft (Int’l Only): Power driven vessel only, severely restricted in ability to deviate from course because of her draft.

7) In Sight Of One Another: Two-part system, you see them & they see you 8) Restricted Visibility: Any condition in which visibility is restricted 9) Wing-In-Ground (Int’l Only) Rule 4: States Rules 4-10 apply to any condition of visibility Rule 5: Lookout 1) At all times maintain a proper look-out by sight and hearing 2) Use all available means appropriate in the prevailing circumstances and conditions 3) Make full appraisal of the situation and risk of collision Rule 6: Safe Speed 1) Proceed at safe speed to take proper and effective action to avoid collision 2) Be stopped within a distance appropriate to prevailing circumstances and conditions 3) Safe Speed Factors

a. Visibility b. Traffic Density c. Maneuverability of Vessel (Stopping Distance and turning ability) d. Background Lights e. Wind, Sea & Current f. Depth of Water

4) Safe Speed Factors for Operational Radar a. Efficiency and Limitation of Radar Equipment b. Range Scale in use c. Effect of weather on detection d. Small vessels not detected in adequate range e. Number and location of detected vessels f. Radar assessment of visibility

Rule 7: Risk of Collision 1) Use all available means to determine if risk of collision exists.

a. If in doubt, risk does exist 2) Proper use of radar, including long-range scanning

a. No assumptions with scanty information b. Take into account Constant-Bearing/Decreasing-Range c. Large objects and close objects might have good bearing drift but still pose danger

Rule 8: Action to Avoid Collision 1) Action taken

a. Be Positive b. Made in ample time c. With due regard to observance of good seamanship

2) Alteration of Course or Speed large enough to be readily apparent a. Avoid succession of small alterations

3) Alteration of Course Alone may be sufficient 4) Action taken shall be sufficient to result in passing at a safe distance 5) If necessary to avoid collision or allow more time: Slow Down or Stop 6) Not To Impede the Passage: Take early action to allow sufficient sea room

a. Still must obey if Risk of Collision Exists

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b. Other Vessel still must take action IAW Rules Rule 9: Narrow Channels 1) Stay on outer limit of channel on STBD side

a. Inland: Downbound with Following Current has Right of Way 2) Vessels which Shall Not Impeded Passage of vessel that can only safely navigate in channel

a. Vessel <20m b. Sailing Vessel c. Vessel Crossing d. Fishing Vessel (NB: Do Not Impede any Vessels)

3) Navigate with particular caution at bends or near visual obstructions 4) All vessels avoid anchoring, if circumstances admit Rule 10: Traffic Separation Schemes 1) Applies to TSS, does not relieve vessel of obligation to follow Rules 2) Rules for TSS Travel

a. Proceed in general direction of traffic flow in appropriate traffic lane b. Keep clear of Separation Line or Separation Zone Unless

i. Emergency to avoid Immediate Danger ii. Fishing Vessel

c. Join/Leave at termination of the lane i. But if from either side do so at a small angle

d. Avoid crossing i. But if done, cross at a right angle

e. Navigate in Termination Area with particular caution f. Avoid anchoring in TSS and Termination Areas g. If not using TSS avoid it

3) Vessels allowed to use Inshore Traffic Zone a. Vessel <20m b. Sailing Vessel c. Fishing Vessel

4) Vessels which shall not impeded the safe passage of any vessel in a traffic lane a. Vessel <20m b. Sailing Vessel c. Fishing Vessel (NB: Do Not Impede any Vessels)

5) Vessels Exempted from TSS Rules in TSS a. RAM vessel conducting Safety of Navigation b. RAM vessel servicing submarine cables

Rule 11: States Rules 11-18 are for Vessels In Sight Rule 12: Sailing Vessels 1) Two Sailing Vessels 2) Two Part System: Both must see each other 3) Order of Keeping Out of Way

a. STBD over PORT b. LEEWARD over WINDWARD

4) Vessel with Wind on PORT Seeing Vessel to WINDWARD: Assume keep out of way Rule 13: Overtaking Situation 1) Over-rides Rules 4-18

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2) Two Part System: Both must see each other 3) If Overtaking, Keep Out of Way of Overtaken vessel 4) Overtaking: Coming up more than 22.5° abaft beam (can see sternlight only)

a. If in doubt, assume it is the case and act accordingly b. Overtaking vessel shall keep out of the way, overtaken is stand-on

Rule 14: Meeting Situation 1) Two Part System: Both must see each other 2) Dual Action Rule: Two Power Driven Vessels Meeting with Risk of Collision 3) Meeting: Head-on (can see both sidelights and masthead lights in a line) on reciprocal or nearly reciprocal course.

a. If in doubt, assume it is the case and act accordingly b. Int’l: Alter CRS to STBD for Port-to-Port c. Inland: Unless otherwise agreed, Alter CRS to STBD for Port-to-Port

i. Western Rivers & Great Lakes: Downbound with following current has right-of-way Rule 15: Crossing Situation 1) Two Part System: Both must see each other 2) Dual Action Rule: Two Power Driven Vessels Crossing with Risk of Collision 3) Crossing: Not Overtaking & Not Meeting

a. Vessel with other vessel on STBD side shall keep out of the way b. Avoid crossing ahead of the other vessel c. Western Rivers & Great Lakes: Crossing a River shall keep out of the way

Rule 16: Action by Give-Way Vessel 1) Early and Substantial Action to Keep Well Clear Rule 17: Action by Stand-On Vessel 1) Maintain course and speed 2) May Take Action: as soon as it becomes apparent that other vessel not taking action 3) Shall Take Action: When action of Give-Way vessel alone will not avoid collision 4) If taking action: avoid alteration to PORT for vessel on her own PORT side Rule 18: Responsibilities between Vessels 1) Does not apply for Narrow Channels, TSS & Overtaking 2) Two Part System: Both must see each other 3) New-Reels-Catch-Fish-So-Purchase-Some-Weekly

a. NUC-RAM-CBD-FISH-SAIL-PWR-PLANE-WIG b. PWR includes Towing

Rule 19: Restricted Visibility 1) Proceed at Safe Speed

a. Engines ready for immediate maneuver 2) When following Rules 4 through 10, have due regard for conditions of Visibility 3) Meeting, Crossing, Overtaking don’t apply

a. Maneuvering Signals not used 4) Restricted Visibility Rule Determination

a. Two-Part System: Both can’t see i. In or Near Area of Restricted Visibility

b. Dual-Action Rule: Detection of Another Vessel c. Close Quarter Situation and/or Risk of Collision d. Detected by Radar (NB: Note caveat below)

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5) Restricted Visibility Maneuvering a. Take action in ample time BUT

i. Avoid altering course to port for Vessel forward of beam ii. Avoid alteration towards a vessel abeam or abaft beam

b. If No Radar (just sound-signals) or cannot avoid close quarter situation i. Reduce speed to Bare Steerageway

1. Take all way off if necessary ii. Navigate with extreme caution

Rule 32 & 34: Maneuvering and Warning Signals 1) For when vessels are in Sight of each other

a. NB: Not in Restricted Visibility 2) Turn & # of Whistles: PORT-Even / STBD-Odd (PESO) 3) Whistle Types

a. Short Blast (*): 1 second duration b. Long Blast (-): 4-6 second duration

4) International a. Maneuvering IAW Rules

i. ACTION ii. * = Altering course to STBD

iii. ** = Altering course to PORT iv. *** = Am operating astern propulsion v. No agreement response necessary

b. Overtaking in Narrow Channel or Fairway i. INTENT

ii. - - * = Intend to overtake you on your STBD iii. - - ** = Intend to overtake you on your PORT iv. - * - * if in agreement (“C” for concur)

5) Inland a. Can use BTB to arrange and not use whistle b. Meeting or Crossing within half-a-mile

i. INTENT ii. * = Intend to leave you on my PORT

iii. ** = Intend to leave you on my STBD iv. *** = Am operating astern propulsion v. Repeat if in agreement, danger signal if not

1. Take precautionary action until a safe passage is made c. Overtaking

i. INTENT ii. * = Intend to overtake you on your STBD

iii. ** = Intend to overtake you on your PORT iv. Repeat if in agreement, danger signal if not

6) Danger Signal: ***** (or more) a. Used when in sight and if:

i. Fails to understand intention/action ii. Is in doubt whether sufficient action taken

7) Warning at Bend or Obscured Channel: 1 prolong i. Repeat if approaching

8) Inland Only, Leaving dock or berth: 1 prolong

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Rules 20-31 and Rule 35: Lights, Shapes & Restricted Visibility Signals 1) Required Lights

a. Masthead Light: White, 225° total b. Stern Light: White 135° total c. Towing Light: Yellow, 135° total d. Sidelights: Red/Green, 112.5° total

2) Power Driven Vessel a. Basic Lights

i. Under 7m, Under 7kts: 1 All Around WHITE (Int’l only) ii. Under 12m: 1 All Around WHITE and Sidelights

iii. Under 50m: 1 Masthead Light, Sidelights, Sternlight iv. Over 50m: 2 Masthead Lights (After higher than Forward), Sidelights, Sternlight

b. Special Cases additional to basic i. Air Cushion Vehicles: All-Around Flashing YELLOW

1. 120 flashes/min ii. Wing-In-Ground Craft: All-Around Flashing RED (Int’l Only)

1. 120 flashes/min iii. Mineclearance Vessel: Three GREEN on Mast in shape of cross

1. U/W and at Anchor 2. Replaced by Balls during Day

iv. Submarines: All-Around Flashing AMBER 1. 3-on, 3-off (3 flashes, 3sec off)

c. Sound Signals in Restricted Visibility i. U/W M/W = - every 2min

ii. U/W Not M/W = - - every 2 min 3) Not-Under-Command

a. Lights: RED-over-RED i. If U/W M/W: Sidelights and Sternlight

b. Dayshape: Ball-over-Ball c. Sound Signals in Restricted Visibility:

i. - ** every 2 min (U/W only) 4) Restricted in Ability to Maneuver

a. Lights: i. U/W: Basic Lights + RED-over-WHITE-over-RED

ii. Anchored: Anchored Lights + RED-over-WHITE-over-RED b. Dayshape: Ball-Diamond-Ball c. Sound Signals in Restricted Visibility:

i. - ** every 2 min (U/W or at Anchor) 5) Dredging, Subset of RAM

a. Normally follow RAM Lights, Shapes, Sounds i. No Anchor Lights, just RED-WHITE-RED

b. To the Sides of the vessel i. Diamond-Diamond on good side & Ball-Ball on bad side

ii. GREEN-over-GREEN on good side & RED-over-RED on bad side 6) Constrained By Draft

a. Lights: Basic Lights + RED-over-RED-over-RED b. Dayshape: Cylinder c. Sound Signals in Restricted Visibility

i. - ** every 2 min

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7) Fishing a. Lights: RED-over-WHITE

i. M/W: Add Sidelights & Sternlight ii. NB: No Anchor Lights

b. Dayshape: Two apexes together (fish kissing) c. Sound Signals in Restricted Visibility

i. - ** every 2 min (U/W or at Anchor) 8) Trawling

a. Lights: GREEN-over-WHITE + Masthead lights i. M/W: Add Sidelights & Sternlight

ii. NB: No Anchor Lights b. Dayshape: Two apexes together (fish kissing) c. Sound Signals in Restricted Visibility

i. - ** every 2 min (U/W only) 9) Sailing

a. Lights: Sidelights + Sternlights (can combine in one lantern) i. Optional RED-over-GREEN

ii. If using motor, Basic Lights b. Dayshape, if using motor: Cone Apex-Down (upside down sail) c. Sound Signals in Restricted Visibility

i. - ** every 2 min (U/W only) 10) Towing

a. Lights: Sidelights, Sternlight, Towing Light i. Length of Tow <200m = 2 masthead lights on single mast

ii. Length of Tow >200m = 3 masthead lights on single mast iii. If vessel is >50m = single masthead light on a separate mast (fore or aft)

b. Dayshape: If length of tow >200m a Diamond on tow and towing ship c. Sound Signals in Restricted Visibility

i. - ** every 2 min (U/W only) 11) Towed Vessel

a. Lights: Sidelights, Sternlight b. Dayshape: Length of tow >200m = Diamond c. Sound Signals in Restricted Visibility d. Manned Tow: - * * * every 2 min (U/W only)

12) Pushing or Towing Alongside a. Composite Unit act as one power driven vessel b. Lights:

i. Int’l: Sidelights, Sternlight, 2 Masthead lights on single mast ii. Inland: Sidelights, 2 Towing Lights, 2 Masthead lights on single mast

iii. If vessel is >50m = single masthead light on a separate mast (fore or aft) c. Dayshape: None d. Sound Signals in Restricted Visibility

i. - ** every 2 min (U/W only) 13) Pushed or Towed Alongside

a. Lights: i. Pushed Ahead: Sidelights

1. Special Flashing Light for Inland ii. Towed Alongside: Sidelights, Sternlight

1. Special Flashing Light for Inland iii. If ships on both sides of tow, only one set needed

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14) Pilot Boat a. Lights:

i. WHITE-over-RED ii. U/W: Sidelights and Sternlight

iii. Anchor: Anchor lights b. Fly CODE-HOTEL c. Sounds Signals in Restricted Visibility

i. * * * * following Power Driven signals (2 min) or Anchor signals (1 min) 15) Anchored

a. Lights i. Vessel <50m: All Around WHITE

ii. Vessel >50m: 2 All Around WHITE (aft lower than forward) iii. Vessel >100m: Add Deck Lighting

b. Dayshape: Ball c. Sounds Signals in Restricted Visibility

i. Vessel <100m: 5 seconds of Bell every 1 minute ii. Vessel >100m: 5 seconds of Bell + 5 seconds of Gong every 1 minute

iii. Optional: * - * 16) Aground

a. Lights: Anchored lights but add RED-over-RED b. Dayshape: Ball-Ball-Ball c. Sounds Signals in Restricted Visibility

i. Anchored signal ii. Add 3 distinct bell strokes before and after Bell

17) Memory Aids a. RED-WHITE-RED, Can’t Move Ahead b. RED-over-RED, Captain is Dead c. RED-over-GREEN, Sailing Machine d. RED-over-WHITE, Fishing at Night e. RED-over-RED-over-RED, Big Boy Ahead f. GREEN-over-WHITE, Trawling at Night g. WHITE-over-RED, Pilot Ahead

Rule 37: Distress Signals 1) Person Waving Arms 2) Gunshot every 1 min 3) Red Star Shells 4) Dye Marker (Any Color) 5) Red Parachute Flare 6) Flames on Vessel 7) Smoke 8) Black Ball and Square on Orange Background 9) Square Flag and Ball 10) SOS 11) MAYDAY 12) November-Charlie 13) Continuous Fog Horn 14) Radio-Telegraph/Telephone Alarm 15) Position-Indicating Radio Beacon 16) Inland: High Intensity White Light flashing 50-70 times per minute

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ANNEX II: Additional Signals for Fishing Vessels in Close Proximity 1) These Lights visible at least 1 mile but lesser distance than Rule 26 and at lower level 2) Trawler Signals

a. Engaged in Trawling, using Demersal or Pelagic Gear i. International: Required for >20m, all others optional

b. Shooting Nets: WHITE-over-WHITE c. Hauling Nets: WHITE-over-RED d. Net Obstructed: RED-over-RED e. Pair Trawling: Searchlights directed Forward and in direction of other vessel

3) Purse Seiner Signals a. When vessel is hampered by fishing gear b. YELLOW-over-YELLOW

i. Alternate flashing every second ii. Equal light and occultation duration

ANNEX V: Pilot Rules (Inland Only) 1) Law Enforcement: Flashing Blue Light 2) Public Safety Activities: Flashing Red and Yellow

a. Patrolling parades, regattas or celebrations b. Traffic control c. Salvage, firefighting, medical assistance d. Search & Rescue, assisting disabled vessels

3) Lights on Moored Barges a. Special Case Barges display 2 All-Around Lights

i. Barge projecting into a buoyed or restricted channel ii. Barge moored so that it reduces available navigable width of a channel to less than 80m

iii. Groups of barges moored more than 2 wide or up to 25m width iv. Barge not moored parallel to bank or dock

b. Special Circumstance Barges i. Barges projecting from a group lighted at outboard corners

ii. Barges in water where normal navigation is on both sides, lighted at corner extremities 4) Exemptions

a. Barges moored behind a pierhead b. Barges <20m when moored in a special anchorage c. Barges moored in well-illuminated areas

5) Lights on Dredge Pipelines a. Pipelines floating or supported on trestles b. Row of Equally spaced all-around Yellow Lights

i. Flashing 50-70 times per minute ii. Visible for at least 2 miles

iii. Not >10m apart when crossing a navigable channel c. All around RED-over-RED at each end of d. pipeline (including ‘gates’ in the pipeline)

i. Visible for at least 2 miles

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COMMAND MANAGEMENT

BUPERSINST 1080.53 (EDVRMAN) 1) EDVR is monthly statement of an activity’s Enlisted Personnel Account

a. Summary by distribution community of the present and future manning status of the activity. b. Common reference for communicating manning status between an activity and its Manning Control

Authority (MCA). c. Statement of account for verification by the Personnel and Pay Services Unit Identification Code

(PPSUIC) activity (UIC of PSD providing personnel and pay services). d. Permanent historical record of an activity’s enlisted personnel account.

2) EDVR Organization a. Section 1: Prospective Gains b. Section 2: Prospective Losses

i. Up to 10 months until they depart, with orders assigned ii. Careerist (determines if PRD will equal EAOS):

1. E6 and below: completed 4 years Active Service and are on 2nd or subsequent re-enlistment

2. E7-E9, no matter number of years of Service c. Section 3: Alphabetical List of all Sailors assigned to the Activity

i. Also has TEMDU, Deserters and ADMIN Drops d. Section 4: Lists all sailors by Rating and NEC e. Section 5: Personnel Status Summary

i. BA: Billets Authorized, what the activity is supposed to have ii. NMP: Navy Manning Plan, what the activity is allowanced to have

iii. M+1: Mobilization Plan billets iv. COB: Current Onboard v. POB: Projected Onboard (1-9 months in advance)

vi. Requisitions: P-9 NMP minus POB-9 vii. N-RQN: Number required to bring a rating to NMP strength

viii. P-RQN: Number required to bring pay-grades in a rating to NMP strength ix. A-RQN: Number required to bring a rating to BA strength

f. Section 6: Distribution Navy Enlisted Classification Code (DNEC) Management g. Section 7: NEC Billet and Personnel Inventory h. Section 8: NEC Qualifications of Sailors onboard i. Section 9: Diary Message and NSIPS Summary for Enlisted and Officers

i. Record of all NSIPS Transactions for the UIC during the month j. Section 10: No Longer Maintained k. Section 11: Individual Security Data, Citizenship, Time In Rate, Pay Entry Base Date (PBED), Advancement

Effective Date, Force Management (FORMAN) Status l. Section 12: TEMDU Personnel (Officer, Enlisted, Foreign, Civilian)

i. Also has Commands Embarked onboard another Command 3) Accuracy is dependent on each command reporting personnel events as they occur and correcting errors. 4) Key Action Terms

a. “Expired” – Data requires immediate command attention b. “Current” or “Future” – Data displayed for planning purposes c. “Accounting period ending date” – Event or transaction will not be reflected until the next EDVR

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5) EDVR Types of Errors a. CAT A: DNEC’d to a skill not held onboard b. CAT B: DNEC Not held in Inventory c. CAT C: DNEC’d to 0000 but holding a skill the Command could use

BUPERSINST 1430.16F (Advancement Manual) 1) NEAS: Navy Enlisted Advancement System

a. Advancement to E2 and E3: Automatic with Time-In-Rate (TIR) b. Advancement-in-Rate Examinations: E4-E7 take exams as part of FMS c. Final Multiple Score (FMS)

i. E4-E6: Exam Score, Performance Evaluations, Service in Paygrade, Awards & Previous examination performance.

ii. E7: Examination score and performance evaluation d. E7/8/9 Advancement: Requires Selection Board Action to be Selection Board Eligible (SBE)

i. SBE for E7: Advancement Exam & FMS Requirements by Rate ii. SBE for E8/9: CO Recommendation and TIR

e. Special Selection Boards: Held by CHNAVPERS, requested by individual i. “not properly considered through the normal selection board process due to circumstances

beyond their control’ f. E6 Advancement to LDO: Must pass E7 Exam prior to submitting a package

Chapter 2, Table 2-1 (Eligibility Requirements for Advancement in Rate or change in ratings)

1) Be recommended by the CO a. Sole source is most recent evaluation b. Advancement may be withheld for cause, but not for lack of observation

2) Have minimum time-in-rate (TIR) in current paygrade to advance to next paygrade a. E-1 to E-2 & E-2 to E-3: 9 months b. E-3 to E-4: 6 months c. E-4 to E-5: 1 year d. All the rest: 3 years

3) Be in proper path of advancement a. Situational dependent b. Fulfill specific NAVPERS requirements for

i. Striker ii. Closed/Open Ratings

iii. Rating Conversion 4) Meet Special Requirements

a. Security requirements for certain ratings b. Citizenship requirements c. Special physical requirements d. Other requirements by rating

5) Complete Service Schools, if required a. Some ratings require A-schools prior to E4 examination

6) Evaluation completed within computation period for advancement 7) Hospitalization and Disciplinary status

a. Cannot be disqualified for advancement due to special medical or disciplinary status b. If qualified for advancement and then hospitalized (assuming hospitalization was not a result of their

own misconduct) may participate in examination

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c. Members awaiting a medical board or undergoing treatment may take examination as long as treatment or board is not the result of their own misconduct

d. Personnel in LIMDU status may take examination, if LIMDU is not result of their own misconduct e. Personnel in disciplinary status may take examination, with CO’s recommendation, if all other

qualifications are met 8) Not be a selectee for LDO or CWO

a. Must decline commissioning program acceptance to be eligible for E-7 to E-9 boards 9) Not have pending request for ‘voluntary’ (not HYT mandated) transfer to Fleet Reserve

a. If volunteering for transfer to Fleet Reserve ineligible for advancement i. This is waived if volunteering due to High Year Tenure

b. But if over HYT of present paygrade on the first day of advancement cycle, they are ineligible for advancement

10) Eligibility documented by service record entry 11) Performance tests

a. Specific ratings must complete applicable performance tests before taking Navy-wide advancement exams

12) Complete NLDP a. E6 and E7 advancement exams, and E8 selection board all require prior completion of leadership

development courses 13) Enlisted Warfare Qualifications

a. Some advancements have mandatory enlisted qualification requirements 14) Pass Navy-wide advancement in-rate examination 15) Physical Fitness standards met 16) Reservists: Satisfactory Drill participation in Navy Reserve 17) Examination participation for LDO purposes

a. E6 who meets all other qualifications except Time In Rate and who meets LDO program eligibility requirements, may take the E7 examination for LDO consideration

b. But must have served for at least 1 year as an E6 c. Must be identified as such when taking the examination

Chapter 11 (Command Advancement Program)

1) Certain CO’s can advance E3/4/5 to next higher paygrade without reference to higher authority. a. CAP reduces the number of advancement openings available to deserving sailors throughout the Navy.

2) Eligibility a. Must be assigned to a Sea Duty Command (TYPE 2 or 4)

i. TEMDU personnel must be assigned a minimum of 30 Consecutive Days ii. Pre-COMM units are authorized CAP on or after their actual delivery date

b. Meet all advancement requirements for next higher rate, including Time-In-Rate i. With exception of advancement examination participation

c. Meet Health and Physical Readiness requirements (OPNAVINST 6110.1J) d. Can CAP non-designated strikers

i. Must meet all advancement and rating entry requirements ii. Cannot CAP into a rating requiring special selection process or which requires an A School for

entry iii. Must get prior approval to CAP into a rating with ‘Approval Required’ REGA NAVADMIN

e. Cannot CAP more than 1/3 of the total quota into CREO GRP 3 ratings 3) Requirements

a. Only CO’s of Sea Duty Commands may CAP b. OIC’s and Detachment OIC’s must get approval from Parent Command

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4) Quota Limitations a. Multiply total enlisted billets authorized by the percentage authorized

i. 500 sailors has 1% authorization means 5 total sailors can be CAP’d ii. But also a maximum number of quotas by paygrade (Table on page 11-3)

1. 100 or less sailors is 1 E6, 1 E5 2. 1001-2000 sailors is 2 E6, 4 E5

iii. E4 quotas may be substituted for unused E5/6 iv. E5 quotas may be substituted for unused E6 v. Total annual CAP advancements may not exceed the maximum authorized quotas

100 or less 2% 1 E6 1 E5 101 to 1000 1% 1 E6 1 E5 1001 to 2000 1 % 2 E6 4 E5 2000 or more 1 % 2 E6 6 E5

5) CAP Process a. NAVPERS 1070/613 shall be submitted in the members’ service record b. Submit appropriate NSIPS Entry with the rate authorization code “E”

i. Retain copies for 2 years c. CAP Certification Report submitted to NAVPERSCOM on 15JAN each year

i. Copy to ISIC ii. Negative Reports are Required

COMFFCINST 5239 (Commander’s Cyber Security and IA Handbook) 1) Operational readiness depends on our ability to reliably transport and secure mission critical information. 2) “Defense in Depth” applies to the ship’s connection to Cyberspace

a. Combination of personnel, procedures and products provide the layered system defense required to ensure the availability, integrity and confidentiality of the data.

3) Key Cyber Security and IA Practices a. Patching application vulnerability b. Patching operating system vulnerability c. Minimizing the number of users with system administrator privileges d. Employ Application ‘white listing’ to prevent unapproved programs from running on the network

4) Fundamental IA Principles a. Requires All Hands involvement b. CO’s ultimately responsible for understanding and managing cyber-readiness

5) Handbook allows CO’s to manage IA Programs a. Establish guidance to maintain command-level IA readiness b. Provide common reference of all Defense and tactical level IA-related doctrine c. Provide training and education guidance for command IA Workforce members

6) Information Assurance (IA) a. Practice of managing risks related to the use, proceedings, storage and transmission of information or

data and the systems and processes used for those purposes. b. IA: measures that protect and defend information and information systems by ensuring their availability,

integrity, authentication, confidentiality and non-repudiation. c. INFOSEC: protecting information and information systems from unauthorized access or destruction.

i. Confidentiality, integrity and availability of data regardless of format d. Computer Security (CS): Collective processes and mechanisms by which sensitive and valuable

information and services are protected. i. Unlike INFOSEC, CS focuses on availability and correct operation of a computer system without

concern for actual information stored on the computer e. Network Security: Provisions and policies to monitor and prevent unauthorized access, modifications to

the network and network-accessible resources

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f. Physical Security: Measures denied access to unauthorized personnel from physical access i. Verifying access

ii. Monitoring activity iii. Maintain a record of accreditation

7) Facets of IA a. IA Administration:

i. References: OPNAVINST 5239.1C and SECNAV M-5239.1 ii. Command IA Instruction

iii. Command IA Binder 1. Configuration Management Records: diagrams, modification documentation 2. Authority to Operate (ATO): Grants specific permissions to connect and operate

a. Satisfactory DoD IA Certification & Accreditation (DIACAP) Score b. ATO is valid for 3 years c. Submit renewal request 6 months in advance

3. IATO: Interim ATO, valid for 6 months a. IA Vulnerability Management (IAVM): NCDOC will issue IA Vulnerability Alert

(IAVA) and IA Vulnerability Bulleting (IAVB) in response to security vulnerabilities

b. Updated electronic definitions issued and used with Secure Configuration Compliance Validation Initiative (SSCVI) network scanning tool

4. Navy Telecommunication Directives (NTDs)/CTOs/Patches/Fleet Advisory Message (FAMs)

5. Command IA Plan 6. System Access Authorization Requests (SAARs)

b. IA Personnel i. People who manage day-to-day operations of command-level IA Program

ii. CO designated as local IA authority, Deployed Designated Approving Authority 1. Authority to respond to casualties or urgent operational requirements 2. Not meant to be used to circumvent normal approval processes

iii. Command Security Manager (CSM): Ensures Information Systems Security Management (ISSM) iv. IA Manager (IAM): Responsible for overall operation and management of the IA Program

1. IA Technical Advisor 2. Maintain IA oversight of the ship’s network 3. Develop and maintain command IA program 4. Ensure all information ownership responsibilities are established 5. Ensure security events are properly investigated 6. Provide IA and network security training 7. Ensure all command networks are certified, accredited and have a valid ATO 8. Maintain accurate configuration and compliance records 9. Ensure CO is aware of command’s IA climate

v. IA Officer (IAO): Works for IAM, focused on INFOSEC c. IA Training

i. Operators and managers must have the proper IA Training ii. DON’s NEC 2790 and 2791 and IA PQS

iii. Annual refresher training for Physical Security and IA Awareness d. IA Operations

i. Maintaining shipboard Info systems at peak security and readiness ii. Observe and report any perceived problems or inconsistencies in system operation

iii. IAVM Scanning 1. Conduct monthly Secure Configuration Compliance Validation Initiative (SCCVI) scans 2. Uploaded to the DoN’s Vulnerability Remediation Asset Management (VRAM) database

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iv. IAVM Patching 1. Released by Program of Record Program Offices to resolve security vulnerabilities 2. Required to have 100% patch accountability on all hosts

v. Fleet Advisory Messages (FAMs) 1. SPAWAR disseminated notices of important information on system configurations and

vulnerabilities, including resolutions and work-arounds vi. USB Scans

1. USB Detect Tool scans hosts for unauthorized USB activity 2. Conduct weekly

vii. Security Technical Implementation Guide (STIG) 1. Published by DISA 2. Specifies how components should be configured to minimized the risk of vulnerability

exploitation on the affected network viii. Antivirus Definitions

1. Updates definition files for computer antivirus systems 2. Updated weekly

ix. Network Administration 1. Creating and managing user accounts on shipboard networks 2. When a user leaves, leave the account inactive for 1 year before deleting. 3. Ensure only creating an account to the appropriate level of access

x. Password Management 1. Follow complexity and change periodicity of latest INFOCON message 2. Conduct periodic audits to ensure no default/group usernames and passwords

xi. Remote Account (Password) Management 1. IAM’s shall maintain a strict password renewal and storage policy to ensure remote

access to shipboard systems is properly controlled xii. Backup/Recovery

1. Conduct Daily and Weekly backups of system data per System Technical Manuals and INFOCON Requirements

2. Restoration is a critical part of this process xiii. IA Monitoring and Assessment

1. All DoN IA programs will be periodically evaluated for effectiveness 2. IA Quicklook: CO’s 10-questions 3. Periodic Reports: IA Readiness Report(s) ensure leadership is continually aware of the IA

posture 4. Spot Checks: Closer inspection of a particular area to ensure IA Program is on track 5. Zone Inspection: Physical security issues and personnel level-of-knowledge 6. Blue Team Visit: NIOC Team provides an analysis of the network’s cyber-readiness 7. Cyber Security Inspection and Certification Program (CSICP)

a. Formal inspection process of a ship’s IA Program b. Required for ATO renewal c. Cyber Security Inspection (CSI) Team d. Pre-CSI Training and Assist Visits: Early identification of deficiencies e. Stage I: Administrative Review f. Stage II: Unit Level Training and Assessment g. Stage III: Cyber Security Inspection, comprehensive graded inspection

8) Cyber Security Inspection (CSI) Preparations a. Self-assessment is key to success for a CSI b. Areas of Inspection

i. Program Administration 1. Appointment Letters

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2. Privileged Users have signed Access Agreement Letters 3. Annual IA Training 4. OPSEC Training 5. MoA for tenant commands connected to the network 6. Vulnerability Scan Coordination Memo

ii. Physical Security 1. Physical Distribution System certified and documents up to date 2. IDS Alarm Systems installed and maintained 3. IDS Monitoring Stations supervised continuously 4. Safes, vaults and secure rooms properly managed 5. Training on applicable handling instructions 6. Mandatory Security Checks being performed? 7. Vaults and Secure Rooms meet DoD 5200.1R Appendix 7 requirements 8. Approval or waiver for Open Secret Storage

iii. Network Configuration 1. Network Topology Diagram accurately reflect current architecture 2. Really know the number of devices on the network 3. Access Control Lists (ACLs) ready for an inspector to review reflect currently published IP

Block Lists 4. Proper ports opened on our network 5. Identified vulnerabilities unable to patch or mitigate

iv. Network Operations and Behavior 1. Last monthly Retina Scan, proper scan engine, scans conducted using proper access 2. Formalized, Documented VRAM scan and result validation 3. POA&M for all uncorrected vulnerabilities 4. Latest anti-virus updates downloaded and installed to ALL systems 5. USB Scans being conducted 6. CND incidents open with NCDOC or CNOC, estimated time of restoral 7. CASREP’d equipment or equipment needing CASREP 8. Configuration changes made since last spot check

v. Previous Inspections 1. Inspections completed on the network in the last 12 months 2. Corrected all vulnerabilities from inspections 3. Mitigation plan in place for uncorrectable findings 4. ISIC aware of inspection results

vi. Points of Contact 9) Handbook contains checklists and URL’s for preparation for Cyber Security Inspection 10) Handbook contains the CO’s IA Quicklook (10 Questions to better IA Awareness) 11) Minimum Set of Periodic Reports (Handbook contains samples

a. Irregular Reports i. System Operation and Verification Testing (SOVT): Final installation step

ii. Cyber Incident Reports: for Cyber Incidents b. Semi-Annual Reports

i. Certification & Accreditation: Review status of ATOs ii. Network Configurations: Review ship’s network diagram

c. Monthly Reports i. IAWF Training: review status of IA training

ii. Privileged Users Training: Personnel granted system administrator access d. Bi-Weekly Reports

i. IAVM Reports: Results of periodic SCCVI scans and compliance with IA vulnerabilities e. Weekly Reports

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i. Weekly IA Status Report: Overview of ship’s IA posture ii. Antivirus Signatures: Ensure all computers/systems on network are in compliance with latest

Antivirus software f. Daily Reports

i. USB Scans: Scanned daily for unauthorized USB usage

CNSFINST 1412.1C (SWO Qualification) 1) Requirements for qualification and designation as a SWO, 11 April 2011 2) SWO Qualification is the direct responsibility of every 116X Officer 3) CNSF is responsible for establishing and oversight of SWO Qualifications 4) CO SWOS is Executive Agent for SWO Training and Qualification

a. Management, Review and Distro of SWO PQS b. Development and Distro of SWO Divo study guides c. Development and Maintenance of SWO DIVO Training curricula d. Liaison between NETC and CNSF to coordinate requirements and resources e. Liaison with PERS-41 for officer training pipeline requirements

5) CO’s of Surface Ships a. Application of this instruction within their commands b. Developing a SWO Training Program to facilitate qualification c. Ensure completion of SWO DIVO Study Guide

6) SWO Qualification Eligibility a. Commissioned Officers permanently assigned to a commissioned surface navy ship

i. 116X and lateral transfers into SW are required to qualify ii. O3 and Junior assigned DIVO duties on a commissioned surface navy ship are encouraged to

qualify (181X, 61XX, 640X, 641X, 642X, 649X, 71XX, 740X, 741X, 742X, 744X, 749X) iii. Commissioned officers assigned to Pre-Comm Units may submit a waiver to CNSF N7

b. Permanently assigned exchange officers from the USCG and International Navies c. Ready Reserve Officers (Inactive Duty) permanently assigned to the crew of a Naval Reserve Force (NRF),

Ship Augmentation Unit (SAU) or Ship Maintenance Unit (SMU) d. Some designators require an approved eligibility request from CNSF: 144X/1446X, 180X, 62XX, 644X,

646X, 648X, 72XX and 748X. i. 144X/146X, 646X and 180X officers must be O3 and Junior, permanently assigned as a DIVO

e. Many designators are not eligible i. But may use SWO PQS to earn AQDs for OOD, EOOW, CICWO and TAO

7) SWO Qualification Standards a. Assigned permanent duty in a commissioned surface warship for a minimum 18 month tour

i. PCU and TDY assignments may request a waiver b. Graduate of SWO Intro Course of Instruction c. Satisfactorily complete PQS (100, 200, 300 level)

i. SWO DIVO Study Guide validates 100 and 200 level d. Complete minimum watchstanding requirements while assigned to a ship e. Complete following PQS

i. Basic DC ii. 3M DIVO

iii. DIVO Afloat iv. Inport OOD v. Small Boat Officer

vi. SWO Engineering 1. EOOW Qualification fills this requirement

vii. CICWO or Surface Watch Officer (dependent on ship class)

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viii. ATTWO ix. OOD Underway

f. Demonstrate effective leadership skills and proficiency in preforming DIVO duties g. Complete SWO ASAT course

i. SWO ASAT is not required for LDO/CWO, but is highly encouraged ii. Must receive a 90% on RoR, and 75% on all other exams

iii. Ship must re-assess any failed areas iv. NB: 96% on RoR and 85% on other exams gives preferential choice for 2nd DIVO Tour

h. Oral Examination, chaired by CO, to demonstrate general professional knowledge of all aspects of SW covered by PQS

8) SWO Qualification Timeline a. 116X Officers must attain SWO Qualification within 22 months

i. Extension of up to 4 months may be granted by CO due to exceptional circumstances (DPMA, Operating Schedule, Unusual shipboard assignment or personal hardship)

ii. Extension report to PERS-412 is required b. Ready Reserve Officer or Inactive Duty Officer able to qualify SWO has no timeline

9) Approval of Qualifications a. CO of Commissioned Surface Warship may qualify SWOs

i. PCU CO may request a waiver b. TYCOMs should monitor and evaluate qualifiers and qualification programs to ensure spirit of the

instruction is met c. Upon qualification a SWO may transfer without having to requalify or revalidate SWO qualification

i. But requalification of a particular watchstation (OOD, CICWO) is required ii. Platform endorsement for existing OOD (U/W) letter provided in newest SWO PQS; provides

means for SWOs to requalify required watchstations in a new class of ship 10) Designation and Authority to wear the Insignia

a. CO authorized to present the SWO insignia upon qualification b. Forward notification of all SWO qualifications to PERS-412 for all active duty officers and PERS-91 for

inactive duty officers i. Changes designator from 116X to 111X

ii. Assigns AQD of LA9 c. 111X or LA9 entitle an officer to wear the SWO insignia

11) Revocation of SWO Qualification a. Administrative Action conducted by CHNAPERS b. CO or ISIC may recommend revocation c. Not to be done in conjunction with a Detachment for Cause, but may be done coincidental to one

12) SWO Non-Attainment a. CO may report an individual’s lack of motivation, interest, aptitude or application to qualify

i. Concerned Officer may comment on the report ii. Must be submitted no later than after 22 months onboard, unless extension is granted

b. Should submit report, along with supporting documentation to CNSF for adjudication c. Will be processed as a Training Attrite and given follow-on assignment

CNSPINST/CNSLINST 3502.3 (SFRM) 1) Establishes Policy for optimizing surface force readiness throughout the Fleet Response Plan (FRP)

a. Applies to all CNSP and CNSL ships, with exception of LCS b. SFRM policy execution depends on the integration of manning, maintenance, training and sustainment

throughout all FRP phases.

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c. “begins with meticulous maintenance planning to generate the material readiness required to support unencumbered, effective training and operational readiness that ultimately leads to a self-sufficient ship.”

2) SFRM Fundamental Tenets a. Train the watchstander and maintainer b. Standard predictable path to readiness c. PESTO Pillar Exit Criteria d. Simple shipboard reporting across all PESTO Pillars e. Sequenced, building-block approach to readiness f. Consistent material assessment standards among all assessment organizations

3) SFRM defines a continual process that: a. Educates ships on what the standards are b. Determines where the ship is relative to standards c. Helps the ship achieve standards compliance through training, assessments and maintenance actions d. Circles back periodically to ensure the lessons and effects of this process endure e. MAINTAIN – TRAIN – OPERATE - SUSTAIN

4) Goals of SFRM Process a. Sailors deploy with their ship at the peak of readiness b. Properly prepared to overcome challenges of deployment c. Have been given the training to sustain a high level of readiness throughout deployment

5) Surface Ship Readiness Strategy a. Building Blocks Approach to Training

i. Methodically builds proficiency at the Individual, Unit and Group levels supporting assigned mission objectives

b. SFRM Model shifts the readiness generation starting point to the Sustainment Phase in support of the deliberate planning required to integrate maintenance and training for effective readiness.

i. At latter stages of pre-deployment readiness a ship will complete material readiness assessments to for the Availability Work Package (AWA)

ii. Several coordinated readiness evaluations (READ-Es) conducted throughout FRTP to assess ship’s material and training readiness

c. Deployed Readiness: focused attention and specified training for deployment mission areas d. Sequenced Readiness: Basic to Advanced Phase training transition e. Readiness Progression: 8 steps to achieve peak readiness

i. AWP Development: Identify CNO availability requirements ii. Self-Assessment and Validation: Shortfalls Identified

iii. Maintenance Preparations: Readiness to commence CNO Availability iv. Maintenance: Material Readiness v. Mobility (Tier 1): Operate-Navigate-Communicate

vi. Unit Tactical (Tier 2): Maneuver and Employ Weapons and Sensors vii. Group Tactical (Tier 3): Integrate into ARG/CSG, ready for deployment

viii. Sustain: Sustain MCO-MSO Proficiency f. Phased Approach: Must meet the requirements of each phase in order to proceed to the next

i. Exit Criteria must be met for each phase across all PESTO Pillars ii. Waivers must be approved for advancement without all Exit Criteria being met

iii. Transition to the Next Phase is driven by Proficiency, not the Calendar g. Predictable Path: Ensuring the operational schedule allows Basic Phase entitlement

6) Fleet Response Training Plan (FRTP) a. Five Phases

i. Sustainment: Maintain and improve PESTO Pillars ii. Maintenance: Improve PESTO readiness to perform in the basic phase

1. CNO Availability

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2. Strive to complete schoolhouse training, ensure installed systems are operational, verify training and qualification programs are fully established

iii. Shakedown: Validate readiness to begin Basic Phase training 1. NB: Not an official phase in the FRTP in accordance with Fleet Response Plan

(OPNAVINST 3000.15) iv. Basic: Conduct Unit Level training and improve PESTO readiness v. Integrated/Advanced: Multi-unit/Multi-platform training

1. Advanced: For independent deployers b. Starting point of the cycle is AWP development in the Sustainment Phase of previous cycle c. Certifications

i. Qualifications are awarded by schools or training commands, qualifications lead to certifications ii. Dependencies are qualifications conducted by external organizations whose periodicity must be

current for mission area certification (i.e., AVCERT) iii. Mission Area Certifications: Awarded by TYCOM after completing Basic Phase training

requirements iv. Basic Phase Completion: Granted when all mission area certifications are achieved v. Deployment Certification: Granted by USFF when a ship successfully completed

Integrated/Advanced training d. Sustainment: ships will sustain their certifications throughout sustainment and deployment

1. Entering Maintenance Phase will expire all certifications except for: ATFP, MOB-D, 3M, FSO-M, SUPPLY, EXPSAF

e. DRRS-N is used to track Certification Status and Readiness via the PESTO Pillars i. Personnel (P):

ii. Equipment (E) iii. Supply (S) iv. Training (T) v. Ordnance (O)

7) SFRM Supporting Requirements a. Allocated Underway days for each phase b. Directs commands to have Training and PQS Programs, as laid out in PQS Instructions and SORM c. WTRP is the entry point of the shipboard training and qualification process

i. Sailor identified to receive schools, NECs and PQS assignments ii. All watchstations on Watch, Quarter and Station Bill will have associated PQS or JQR

1. Tailored to individual ship and system 2. CO’s shall ensure Qualifiers meet expectations 3. Requalification should be the norm when reporting to a new command

iii. RADM shall be the method of managing PQS and Training Programs 1. But ships without RADM may choose their own method of tracking PQS

d. Training Teams i. Self-sufficient team that maintains watch team proficiency using realistic and progressive

scenarios ii. Training must be scheduled and conducted throughout the entire operating cycle

iii. Training Team size and composition is dependent on the size of the crew and complexity of the exercise

iv. Dedicated training teams may be replaced by watch sections training each other, but does not fit for all scenarios

v. Required Training Teams: ATTT, CSTT, ETT, DCTT, STT, ATT, MTT, VBSSTT, ITT vi. Members must be designated

1. Minimum qualification is qualification in the watch station being observed vii. Transition from ATG to Training Teams

1. Prior to Basic Phase, ship shall man all required training teams

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2. Prior to exiting Basic Phase the Training Teams shall be certified e. Management and Safety Afloat programs ensure the ship is able to meet mission requirements

i. Tag Out, Electrical Safety, 3M and Hearing Conservation f. Instructions, Bills and Notices

i. Many required to establish proper procedure ii. Following must be signed within 90 days of assuming command:

1. Battle Orders 2. Standing Orders 3. Navigation Bill 4. Cruise Missile Doctrine 5. FP ISP 6. Temporary Standing Orders 7. Deranged Equipment Bill

g. Synthetic Training i. Ability to maintain, configure and employ a ship’s synthetic training capability is integral to ship

readiness and will be assessed throughout the FRTP h. 3M Program

i. A well-executed program will reduce the amount of growth and new work and maintain a higher level of readiness throughout the entire cycle

8) Periodic Assessments a. 27 Month FRP Notional Schedule contains a number of assessments performed by a wide range of

organizations i. Appendix A lists the authorized readiness evaluations, assessments, certifications and

inspections ii. No external activity will schedule events not in Appendix A without coordinating with

CNSF/CNSL iii. Changes to qualification, certification and exercise standards are subject to TYCOM approval

before implementation b. Readiness Evaluations (READ-Es)

i. Covered under CNSP/CNSLINST 3500.10 ii. Distinct evaluation periods to assess, validate or certify ship readiness

iii. Each evaluation has several components, but one agency dedicated as the lead iv. Duration varies by class, scope and scheduling v. Readiness Evaluations

1. READ-E 1 – Ship self-assessment of total readiness a. Executed during sustainment phase (typically on deployment) b. Critical self-assessment of manning, schools, material, proficiency and other

requirements to support training and follow-on mission in upcoming FRP 2. READ-E 2 – TYCOM led assessment of material condition executed during the

Sustainment Phase after READ-E 1 a. Includes TSRA-2

3. READ-E 3 – TYCOM led assessment conducted during the sustainment phase a. May be conducted in conjunction with READ-E 1 b. Three primary events

i. READ-E 1 Validation ii. Safety & Occupational Health (SOH) and Environmental Programs

iii. Command Readiness Assist Visit (CRAV) 4. READ-E 4 – TYCOM led assessment of ship’s readiness to exit Maintenance Phase

a. Conducted at the end of the Maintenance Phase (last 3 weeks) b. Five primary events

i. Light Off Assessment (LOA)

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ii. Crew Certification iii. Dock Trials/Fast Cruise iv. Navigation Assessment v. Contractor (KTR) Sea Trials

5. READ-E 5 – TYCOM led assessment of ships readiness to commence Basic Phase a. Conducted after Maintenance Phase and before Basic Phase (during Shakedown

Phase) b. Four primary events

i. TSRA-4 ii. Tier 1 and Tier 2 Material Checks

iii. CMAV iv. TYCOM Sea Trials

6. READ-E 6 – TYCOM led assessment that verifies ship’s readiness to transition from Tier 1 (Mobility) to Tier 2 (Unit Tactical)

a. Four Primary Events i. Material Inspection (MI) SOE Rehearsal

ii. Industrial Hygiene (IH) Survey iii. Tier 2 Material Validation iv. CMAV

7. READ-E 7 – TYCOM led assessment to support preparation and execution of either an INSURV or TYCOM MI

c. Assessments i. Where possible Assessments (not fit in the READ-Es) have been aligned to the cycle vice set

periodicities, to provide predictable and logical periodicity. ii. Complete list of assessments in Appendix A

d. Total Ship Readiness Assessments (TSRAs) i. Material assessments coordinated by RMCs to improve availability planning and CSMP

management. ii. Explained in CNSP/CNSLINST 4700.1

iii. TSRA Events 1. TSRA-1 – Two week ship-wide material condition assessment

a. Conducted by applicable RMC b. Performed during pre-deployment Sustainment Phase to identify work items for

upcoming CMAV i. Schedule early enough to correct any critical deficiencies identified

during the assessment prior to deployment and without impact to the ship’s operational commitments

c. Minimize growth and new work during a CNO availability by conducting a comprehensive material condition assessment in advance of AWP lock

d. Should include Integrated Class Maintenance Plan (ICMP) tasks 2. TSRA-2 – Ship-wide material condition assessment

a. Conducted by applicable RMC in conjunction with READ-E 2 b. Document deficiencies, expedite maintenance planning and correctly prioritize

maintenance action 3. TSRA-3 – Two week ship-wide assessment, focused primarily on Hull, Mechanical and

Electrical (HM&E) components a. Conducted by RMC b. Assists the ship in executing the Engineering LOA and achieving Maintenance

Phase exit criteria 4. TSRA-4 – Ship-wide material condition assessment conducted by RMC to verify

equipment condition is sufficient to support training during the Basic Phase

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5. TSRA-5 – Two Week pre-deployment Combat Systems material condition verification a. Conducted by the applicable RMC b. Final TSRA event that prepares the ship for deployment c. Ensures Combat Systems equipment is operable for deployment d. Scheduled before pre-deployment leave and upkeep period

e. FRP Certifications: Two specific Certifications during the FRP i. Basic Phase Certification: TYCOM report identifying Independent Unit Ready for Tasking

1. Dependent on meeting all Mission Area Certifications ii. Deployment Certification: Granted by Fleet

f. Inspections: Material Validation i. Ships will either have an INSURV Material Inspection during each cycle or a TYCOM Material

Inspection 9) Fleet Response Training Plan (FRTP) Schedule

a. Order of events is more important than the month in which the events are conducted b. Transition from one phase to the next is driven by material readiness and demonstrated proficiency.

i. Each phase consists of training, evaluations and assessments to support achieving exit criteria c. Training Continuum

i. .0 - .1 - .2 - .3 - .4 d. Exercises: Used to achieve certification and maintain proficiency, outlined in SFEM

i. Certification Exercise (CE): Basic Phase, prerequisites to certification ii. Advanced Exercise (AE): Integrated/Advanced phase, prerequisite to certification

iii. Repetitive Exercise (RE): Conducted following mission area certification to maintain proficiency 1. Ship’s self-assess the RE’s

e. Each Phase has a focus and specific Exit Criteria (listed out in SFRM) f. FRTP Variations

i. Three Primary Variations: 1. Full Basic Phase: The Desired Norm 2. Abbreviated Basic Phase: Not enough operational time to do full Basic Phase

a. Results of READ-E 3 will develop a Tailored Training Plan to raise specific mission areas to acceptable standards

3. Certification Extension: No real Maintenance Phases between deployments a. Will remain in Sustainment Phase b. Conduct Certification Validation to support certification extension

ii. FDNF 1. Do not execute notional FRTP cycle 2. Mission area certification is set at a 24 month periodicity, does not expire when entering

a maintenance period 3. ISIC, ATG and Ship will sequence prescribed training, assessments and evaluations to

maintain certification periodicity iii. Hull Swaps/Crew Exchanges: Certifications move with the crew, not the hull iv. New Construction: More in-depth Crew Certification

10) APPENDIX A: List of Assessments, certifications and inspections a. Section 2: Mission area certification dependencies b. Section 3: Mandatory SFRM Events by Mission Area c. Section 4: As Required SFRM Events

11) Appendix B: Key References

JAGINST 5800.7E: CH 1 (JAGMAN: Implementing and Supplementary Material for Courts-Martial) 1) UCMJ and MCM authorized to prescribe regulations implementing or supplementing certain provisions

a. Chapter 1 provides those regulations and additional regulations relating to military justice

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2) Non-Punitive Measures a. Administrative corrective measures are not to be imposed as punishment for a military offense, used to

further efficiency of their commands or units. i. Extra Military Instruction

1. Instruction in a phase of military duty in which an individual is deficient, and is intended for and directed towards the correction of that deficiency.

2. Not a substitute for judicial or non-judicial punishment 3. Must be logically related to the deficiency in performance which it was assigned. 4. EMI not to be conducted more than 2 hours per day. 5. Reasonable time outside normal working hours, not the Sabbath

a. Not to deprive the member of normal liberty 6. Authority to assign within normal working hours held by officers and noncommissioned

officer/petty officers 7. Authority to assign after normal working hours held by Commissioned Officers or OIC’s

ii. Administrative Withholding of Privileges 1. Examples of privileges: special liberty, exchange of duty, special command programs,

access to base or ship movies, clubs, etc.; base parking, base or ship special service events

2. Withholding of special pay, commissary and exchange privileges can also be withheld, if in accordance with rules and regulations

3. Authority to withhold rests with the authority to grant such privileges 4. Withholding or Normal Liberty is not authorized, except

a. In foreign port or overseas for the protection of foreign relations of US b. Other lawful actions (pre-trial restraint)

iii. Nonpunitive Censure 1. May be issued by any superior by any superior in the chain of command

a. May be either oral or in writing 2. Non-punitive letter of censure: remedy a noted deficiency in conduct of performance of

duty a. Fact of issuance of a nonpunitive letter may not be mentioned in a fitness report

but the underlying facts may be included 3) Non-judicial Punishment

a. May be imposed by any Commander or Commanding Officer of a member “of the command.” i. Includes TDY and Operational Detachments

ii. For units attached to a ship, should refrain from exercising his powers to impose NJP, referring them to the CO of the ship

1. But the CO can authorize the embarked CO’s as desired b. Pre-NJP actions

i. Ensure rights are read, permit accused to consult with independent counsel, let accused choose Court Martial (not an option if embarked on a ship),

c. Procedures for imposition of Non-Judicial Punishment i. Standard of Proof: preponderance of evidence

ii. Observers are allowed and encouraged iii. Ensure offender fully understands right to appeal

d. Limitations on and nature of punishment i. Restriction imposed upon officers and warrant officers may not exceed 15 consecutive days if

imposed by O-4 and below ii. Correctional custody shall not be imposed on persons in paygrade E-4 and above unless

unsuspended reduction below E-4 is imposed iii. Confinement on bread and water shall not be imposed on person in paygrade E-4 and above

unless unsuspended reduction below E-4 is imposed

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iv. Extra Duties are duties performed during available time in addition to performing military duties 1. Normally immediate CO shall designate the amount and character of extra duties to be

performed 2. Normally extra duties shall not exceed more than 2 hours per day

a. Shall not be performed on Sunday, although Sunday counts in computation in total days of extra duty

b. Guard Duty shall not be assigned as punishment v. Reduction in Grade shall not be imposed except to next inferior paygrade

1. E-7 or above (E-6 or above in USMC) shall not be reduced in paygrade vi. Arrest in Quarters requires that the officer or warrant officer undergoing this punishment not be

permitted to exercise authority over any person subordinate to them. e. Effective Date and Execution of Nonjudicial Punishments

i. Forfeiture and Reduction in Grade take place on the date imposed ii. Arrest in Quarters, Correctional Custody, Confinement on Bread and Water or diminished

rations, extra duties and restrictions take effect when imposed and are executed when served f. Punitive Censure

i. A punitive letter is imposed when delivered and may not be suspended ii. Censure: statement of adverse opinion or criticism of an individual’s conduct or performance of

duty expressed by a superior 1. May be punitive or non-punitive 2. No other censures are authorized

iii. Punitive Censure must be in writing, become part of the official service record 1. May be mentioned in FITREPs or EVALs 2. Used to support DFC or other Administrative Action

iv. Punitive Censure Letters may be Appealed g. Announcement of disposition of NJP

i. CO’s may choose to announce the disposition of NJP cases 1. POD 2. Bulletin Boards 3. Morning Quarters

h. NJP Appeals i. Time Limit: 5 working days (not weekends or holidays) for submission

1. May be extended if ‘good cause’ can be shown ii. Submitted to next higher superior

iii. Officer imposing punishment may forward an endorsement 1. Must comment on any assertions of fact and recite any facts concerning the offense

which are not otherwise included in the appeal papers 2. Must also include the mast report forms, copies of all documents and signed

statements, and a copy of the appellant’s record of performance i. Suspensions, Mitigations, Remissions, Setting Aside and Vacation of Suspension

i. After a change in command the new CO may exercise the same powers with respect to the punishment imposed

ii. Suspension is interrupted by the unauthorized absence by probationer or proceedings which vacate the suspension of punishment

iii. Suspension may be vacated only if a violation of the conditions of suspension occurs within the period defined

1. A hearing is not required, however the member ‘should’ be allowed to present any matter in defense, extenuation or mitigation of the violations

2. Order vacating suspension must be done within 10 working days of the commencement of the vacation proceedings

4) Courts Martial

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a. Type i. General Courts Martial

1. All flag or general officers, or their immediate temporary successors a. Including officers nominated for promotion, confirmed by Senate and serving in

a Flag or General Officer billet 2. Designated list of officers or their successors in command

ii. Special Courts Martial 1. CO’s of units and activities of the Navy commanded by O-4 and above

iii. Summary Courts Martial 1. All officers who can convene General Courts Martial and Special Courts Martial

b. Request to Convene i. SECNAV may grant right to convene to those not authorized to do so

ii. CO’s of units embarked on a ship should defer to the CO of the ship the right to convene courts martial

c. Courts Martial jurisdiction in cases tried in a domestic or foreign criminal court i. If member tried in a state or foreign court, whether convicted or acquitted, charges shall not be

referred to a courts martial or NJP ii. Except in those unusual cases where trial by courts martial or NJP is considered essential in the

interests of justice, discipline and proper administration within the naval service iii. For General Courts Martial requires JAG permission iv. For Summary courts martial and NJP requires permission of GCM convening authority v. Personnel tried by a federal court shall not be tried by courts martial or be the subject of

nonjudicial punishment for the same act or acts d. Pre Trial Restraint

i. Within 48 hrs of the imposition of pretrial confinement under military control, a neutral and detached official must review the adequacy of the probable cause to believe the confinee has committed an offense and of the necessity of pretrial confinement

1. Does not require a hearing 2. Need not be in writing, though it is recommended 3. Neutral and Detached Reviewing Official

a. May be CO b. May be result of 48hr probable cause review c. Appointed by GCM jurisdiction of the location of the confinement facility

4. Probable Cause Review requirement must be met, separate determination not required 5. CO must personally order the person into confinement 6. 72hr letter report signed by CO 7. 7-day review of pre-trial confinement, neutral and detached initial reviewing officer,

occurs within 48hrs of imposition of confinement. e. Forwarding of Charges

i. Only a person authorized to convene a particular level of Courts-Martial can forward charges for that type of Court Martial

f. Superior Competent Authority i. A CO, if the accuser, cannot forward charges.

ii. His/her superior, area coordinator or subordinate commander can forward the charges g. Personnel of Courts-Martial

i. Judge: Must be detailed for trial, takes a one-time oath as a Military Judge, and fulfills qualifications as set forth in JAGINST 5813.4.

ii. Counsel: Detailed (as either Defense or Trial Counsel) by the CO or his designee, takes a one-time oath as a JAG,

iii. Members: Detailed IAW R.C.M.503(a), can be sworn at one trial and that will suffice for subsequent ones.

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iv. Reporters, Interpreters, Escorts, Bailiffs, Clerks and Guards: Detailed as necessary 1. Will have sufficient reporters to record the trial 2. Bailiff must always be present, unless excused by the Judge

h. Right to a specific requested individual military counsel i. Accused has right to be represented before a general or special courts martial or at an Article 32

Investigation by military counsel of his own selection, if that counsel is reasonably available. i. Convening Orders must be individual numbered and be personally subscribed by the convening

authority j. Authority to excuse members

i. Before the courts marital is assembled, the convening authority’s delegate may excuse members without cause shown

1. Only up to 1/3 of total members detailed by convening authority may be excused in any one court martial

ii. After Assembly, the convening authority’s delegate may not excuse members. k. Pre-Trial Agreements

i. Convening Authority and the Accused may enter into a Pre-Trial Agreement 1. No matters ‘understood’ between the parties should be omitted from the written

agreement. ii. DoD will ensure consultation with DoJ on major federal offenses

iii. DoN officials may not enter into Pre-Trial Agreements in any National Security Case without permission of the SECNAV

l. Authority to Grant Immunity from Prosecution i. Transactional Immunity: Immunity from prosecution for any offense to which the compelled

testimony relates. ii. Granted by GCM Authority

1. Exercised in any case 2. Whether or not formal charges have been preferred 3. Whether or not the matter has been referred for trial

iii. Limitations 1. National Security Cases: requires DoJ consultation 2. Some cases require Attorney General Approval

m. Personal data and character of prior service of the accused i. If admissible, records of previous wrongs may be introduced

ii. NJP must relate to the offense and have taken place during the current enlistment n. Release of information pertaining to accused persons

i. Valid reasons for making information available to the public concerning the administration of military justice

ii. No statements or other information shall be furnished to news media for the purpose of prejudicing the outcome of an accused’s trial

o. Spectators at Proceedings i. Article 32 hearings may be held in private, to protect classified information or which will inhibit

a fair trial p. Every precaution shall be taken to protect the security of classified matters involved in judicial

proceedings. i. Appropriate personal security clearances will be granted to all members of the court when

classified material is introduced before the court. q. Financial Responsibility for Costs incurred in support of Courts-Martial

i. Costs of travel and per diem for all members of the court (except the Trial Judge) will be covered by the Convening Authorities organization

5) Post-Trial Matters

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a. After final adjournment the trial counsel will promptly notify the convening authority and the Accused’s CO.

b. Trial Counsel will ensure that recordings of trial (written, audio or visual) are retained until such time as review of the case is final

c. Convening authority will conduct an initial review and validate the results i. Cannot overturn an acquittal

ii. Can suspend all or part of a sentence d. A JAG will review the results of the trial after the Convening Authority has completed his action e. Court Martial Records

i. Records of all trials by Courts Martial are under the supervision of the Navy JAG ii. Filing Courts Martial Records

1. General Courts Martial and Special Courts Martial (for officers, where the resulted in a suspended or unsuspended Bad Conduct Discharge or where returned for further action) will be filed with Office of the JAG

2. All remaining Special Courts Martials and all Summary Courts Martial a. Shore activities: retain for 2 years at command and then file with Personnel

Records b. Fleet activities: retain for 3 months and then file with Personnel Records

iii. If containing classified information must be sent to Appellate Review Authority f. Promulgating Orders – General and Special Courts Martial

i. Action taken on the proceedings, findings or sentence of a general or special court-martial by the convening authority or any other party empowered to take such action shall be promulgated

1. May be contained in same document as convening order 2. Joint trials require separate orders 3. If trial results in acquittal, a promulgating order is required which will indicate the

acquittal and all pertinent information ii. No supplementary order is required if the findings and sentence set forth in initial promulgating

order are affirmed without modification upon subsequent review 1. A supplementary order shall be published in all other cases

iii. Supplementary Orders 1. Published by the JAG on direction of the SECNAV if case involves death sentences and

dismissals 2. Other supplementary orders are issued by the cognizant general court-martial authority

iv. Promulgating Orders shall use the Form in Appendix 17 of the MCM g. Promulgating Orders – Summary Courts Martial

i. Results of a trial by summary court-martial need be promulgated only to the accused ii. Results of any review or action on a summary court-martial, after initial action of convening

authority, shall be forwarded only to the convening authority and CO of accused h. Service and Execution of Sentences

i. Any part of a court-martial sentence, except death, dismissal or a dishonorable or bad-conduct discharge, may be ordered executed by the convening authority or other person acting on the case when initial action is taken

1. If accused waives appellate review or has withdrawn the appeal, the dishonorable or bad-conduct discharge may be executed

2. Dismissal of a commissioned officer or midshipmen may only be ordered executed by the SECNAV or designee

3. Only President may order death to be executed ii. Convening Authority taking initial action may designate the place of confinement

iii. Hard labor without confinement may be sentenced to enlisted by special and general courts-martial for up to 3 months

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1. Amount and character of the hard labor to be performed shall correspond to the extra duties of NJP

i. Remission and Suspension i. For General Courts Martial and Special Courts Martial involving bad-conduct discharge

1. All officers exercising general courts-martial authority jurisdiction over the command to which the accused is attached may remit or suspend any part or amount of the unexecuted portion of any sentence, including all uncollected forfeitures

a. Other than a sentence approved by the President 2. A sentence to Death may not be suspended

ii. For Summary Courts Martial and Special Courts-Martial not involving bad-conduct discharge 1. Commander convening the trial may suspend or remit any part of the unexecuted part

of any sentence j. Limitations on authority to Remit and Suspend Sentences

i. For cases designated as a national security case, no official of DON, other than SECNAV, may remit or suspend any part or amount of the approved sentence

ii. JAG may not remit or suspend any part or amount of the sentence in any case involving a flag or general officer

iii. Officers exercising General Courts Martial authority may not remit or suspend any part or amount of the sentence in any case involving an officer or warrant officer

k. Vacation of Suspension of Sentence i. In the case of courts-martial under review, immediate notice of the vacation of any punishment

shall be made to the command or activity conducting the review ii. Original record of any proceedings in connection with vacation of suspension shall be included

in the record of trial l. Request for withdrawal of Appellate Review

i. Request for withdrawal from appellate review of a case forwarded for review under article 66 will ordinarily be granted by NMCCA if the case is pending before it

ii. Request for withdrawal from appellate review of a case forwarded for examination under article 69a will originally be granted unless the examination in the Office of JAG has reached the point where it would be impracticable to return the case to the field

m. Application for Relief – Article 69b i. The findings or sentence, or both, in a court-martial case not reviewed may be modified or set

aside in whole or in part by the JAG on the ground of newly discovered evidence, fraud, and lack of jurisdiction, error prejudicial to the rights of the accused or the appropriateness of the sentence.

ii. Must be filed within 2 years of the convening authorities action on the sentence n. Petition for New Trial – Article 73

i. UCMJ Article 73 allows for petitions for a new trial

Manual for Courts-Martial: Rule 311-316 (Military Rules of Evidence)

Rule 311 (Evidence Obtained from Unlawful Search and Seizure)

1) Evidence obtained as a result of an unlawful search and seizure made by a person acting in a government capacity is inadmissible against the accused if a timely motion to suppress is made and

a. There is a reasonable execution of privacy in the person, place or property searched b. Legitimate interest in the property or evidence seized when challenging a seizure c. Grounds to object to the search or seizure under the Constitution

2) Except if

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a. Evidence from unlawful search or seizure impeaches by contradiction the in-court testimony of the accused

b. Evidence from unlawful search or seizure would have been obtained even if such unlawful search or seizure had not been made

c. Search or seizure was authorized by competent authority with substantial basis for determining the existence of probable cause and officials executing authorization acted on good faith

3) Search or Seizure is unlawful if it was conducted, instigated or participated in by a. Military Personnel in violation of the Constitution b. Other official in violation of the Constitution or other principles of law from US District Court Criminal

Cases c. Foreign Government Officials where the foreign search and seizure subjected the accused to gross and

brutal maltreatment 4) Disclosure

a. Prior to arraignment, the prosecution shall disclose to the defense all evidence seized from the person or property of the accused or believed to be owned by the accused, that it intends to offer into evidence at the trial

b. Motions to suppress or object this evidence must be done prior to submission of a plea i. This can happen later on in the trial as permitted by the military judge for good cause shown

c. The prosecution has the burden of proving by a preponderance of evidence that the evidence was not obtained as a result of an unlawful search or seizure

i. Also applies to Derivative Evidence d. Accused may testify on admissibility of evidence

i. May be cross-examined only as to the matter on which he or she testifies ii. Nothing said by accused can be used against the accused (except for perjury or false statement)

e. Scope of Objection Challenging Probable Cause i. If defense challenges evidence on grounds that authorization was not based on probable cause,

the evidence relevant to the motion is only that concerning actual information presented to the authorizing officer

ii. If a false statement was given that caused the authorization, the prosecution can prove that, even without the false statement, there was information enough to establish probable cause

f. Members of jury need not be informed of sustainment to evidence objections except insofar as the military judge must instruct members to disregard evidence

g. A plea of guilty to an offense that results in a finding of guilty waives all Fourth Amendment issues

Rule 312 (Body Views and Intrusions)

1) Evidence obtained from body views and intrusions conducted in accordance with this rule is admissible at trial when relevant and not otherwise inadmissible under these rules.

2) Visual Examination of the Body can be made by a. Consent of the individual subject to the inspection b. Involuntary, if conducted in reasonable fashion and authorized under the Military Rules of Evidence

inspections and inventories rules if there is i. A reasonable suspicion that weapons, contraband or evidence of crime is concealed on the body

of the person to be searched ii. Emergency search incident to lawful apprehension

iii. Probable cause search 3) Intrusion into bodily cavities can be made for visual inspection into mouth, nose and throat as part of visual

examination of the body, other bodily cavity searches may be made for: a. Purposes of Seizure b. Purposes of Search

4) Bodily fluid extraction

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a. Nonconsensual extraction can be made pursuant to a search warrant or search authorization b. May be made without search warrant or search authorization if there is clear indication that evidence of

crime will be found and that delay could result in the destruction of the evidence 5) A person who is neither a suspect nor an accused may be compelled to submit to an intrusive search of the body

for the sole purpose of obtaining evidence of crime 6) Nothing in this rule shall be deemed to interfere with the lawful authority of the armed forces to take whatever

action may be necessary to preserve the health of a service member. a. Evidence found and seized from an examination or intrusion for valid medical purposes is not evidence

from an unlawful search or seizure

Rule 313 (Inspections and Inventories in the Armed Forces)

1) Evidence obtained from inspections and inventories in the armed forces conducted in accordance with this rule is admissible at trial when relevant and not otherwise inadmissible under these rules.

2) Inspection: examination of the whole or part of a unit, organization, installation, vessel, aircraft or vehicle primary purpose of which is to determine and ensure the security, fitness or good order and discipline of the unit, organization, installation, vessel, aircraft or vehicle.

a. An inspection the primary purpose of which is to obtain evidence for use in a trial or other disciplinary proceedings is not an inspection within the meaning of this rule.

b. Inspection shall be conducted in a reasonable fashion i. Avoid specifying selected individuals

ii. Subject all persons involved to the same level of intrusion 3) Inventories: An examination the primary purpose of which is administrative in nature

a. Shall be conducted in a reasonable fashion b. An examination the primary purpose of which is to obtain evidence for use in a trial or other disciplinary

proceedings is not an inventory within the meaning of this rule.

Rule 314 (Searches Not Requiring Probable Cause)

1) Evidence obtained from reasonable searches not requiring probable cause conducted pursuant to this rule is admissible at trial when relevant and not otherwise admissible under these rules.

2) Border searches authorized by an Act of Congress 3) Searches upon entry to or exit from United States installations, aircraft and vessels abroad.

a. Commander may authorize appropriate personnel to search persons or property to ensure security, fitness or good order and discipline

b. A search for the primary purpose of obtaining evidence for use in a trial by court-martial or other disciplinary proceeding is not authorized by this subdivision

4) Searches of Government Property a. Unless there is a reasonable expectation of privacy therein at the time of the search b. Under normal circumstances, there is not a reasonable expectation of privacy in government property

not issued for personal use 5) Consent Searches

a. Searches may be conducted of any person or property with lawful consent b. A person may consent to search of property, unless control of that property has been given over to

another i. A person may only grant consent to search who has control over that property

c. Consent may be limited in any way by the person granting consent (time, place, exact property) d. Consent may be fully withdrawn at any time e. Consent must be given voluntarily

i. Mere submission to authority (with or without knowledge of right to non-consent) is not consent to search

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f. Consent must be shown by clear and convincing evidence 6) Searches incident to a lawful stop

a. A person performing law enforcement duties may stop someone if they have information or observe conduct that leads them to reasonably conclude a criminal activity may be afoot.

b. A stop is investigatory in nature c. When a lawful stop is performed, a frisk may be conducted if there is reasonable belief that the person

is armed and currently dangerous i. Contraband or evidence may be seized from a lawful frisk

d. Vehicles may be searched if there is reasonable belief that the person is armed and currently dangerous 7) Searches incident to a lawful apprehension

a. A person who has been lawfully apprehended may be searched b. A search of area within ‘immediate control’ may be conducted c. A reasonable examination of the general area may be conducted to locate others in the area of the

lawful apprehension 8) Emergency Searches

a. Emergency searches are those to save life or for related purposes b. May be conducted of persons or property in a good faith effort to render immediate medical aid, to

obtain information or to prevent immediate or ongoing personal injury 9) A search of an open field is not an unlawful search

Rule 315 (Probable Cause Searches)

1) Evidence obtained from searches requiring probably cause conducted in accordance with this rule is admissible at trial when relevant and not otherwise inadmissible under these rules.

2) Authorization to Search: Express permission (written or oral) issued by competent military authority to search a person or an area for a specified property, evidence or person and to seize that object if found.

3) Search Warrant: Express permission to search and seize issue by competent civilian authority. 4) Scope of authorization to search

a. Person must be subject of military law or law of war b. Military property of the U.S. c. Person or property within military control d. Nonmilitary property within a foreign country that is owned, used, occupied or in possession of an US

Agency other than the DoD. 5) Power to authorize a probable cause search must be from an impartial individual in one of the following

categories a. Commander b. Military Judge

6) Power to search resides with any Officer or NCO when in execution of guard or police duties or a person designated by proper authority to perform guard or police duties.

7) Probable Cause determination a. When there is a reasonable belief that the person, property or evidence sought is located in the place or

on the person to be searched. i. May be based on hearsay evidence in whole or in part

b. Must be based on at least one of the following i. Written statements

ii. Oral statements made directly to authorizing official iii. Information known to the authorizing official that would not preclude impartial action

8) Exigencies not requiring search warrant or search authorization a. Insufficient Time: If delay would result in removal, destruction or concealment of the property or

evidence

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b. Lack of Communication: If military necessity delays communication with authorizing official thus allowing insufficient time

9) Requirements for Execution of a Probable Cause Search a. Notice should be given, but is not required and may be done during the search itself b. Inventory of any property seized shall be made and given to the person’s whose items they are c. Made in accordance with foreign government treaties and agreements if outside the U.S.

Rule 316 (Seizures)

1) Evidence obtained from seizures conducted in accordance with this rule is admissible at trial if the evidence was not obtained as a result of an unlawful search and if the evidence is relevant and not otherwise inadmissible under these rules.

2) Property may be seized if there is a reasonable belief that the property or evidence is an unlawful weapon, contraband, or evidence of a crime.

3) Abandoned property may be seized by any person without probable cause 4) Property may be seized with consent, pursuant to rules of consent 5) Government property may be seized without probably cause or search authorization, unless person has a

reasonable expectation to privacy at the time of seizure 6) Other property may be seized if:

a. Person is authorized to seize the property by a search warrant or search authorization b. There are exigent circumstances requiring the seizure without a search authorization c. Property can be seized if it is in plain view by a person conducting otherwise lawful activity in a

reasonable fashion 7) Temporary Detention of property is allowed without probable cause 8) Any officer or NCO, or a person performing law enforcement or guard duties may seize property

MILPERSMAN 1070-170, Documents Filed in Permanent Personnel Records 1) BUPERSINST 1070.27 provides

a. Guidance on how to submit documents for filing b. Guidance for requesting changes to the document lists c. Guidance when reviewing or consolidating a retainable document d. List of forms and subjective material retained or not retained in the permanent personnel record

2) Privileged Information a. Adverse matters will not be forwarded to BUPERS without first affording the member an opportunity to

review and submit a statement i. If no statement is desired this must be submitted in writing

ii. If the member will not submit this, it must be annotated in the file b. Types of adverse matters include findings of guilty, extracts from findings and recommendations of

courts and boards, including statements of disciplinary action and court-martial orders or promulgating letters of general courts-martial.

i. Medical Boards, Psychiatric examinations and board decisions which are a matter of official record

c. Exceptions to this, items that are allowed to be filed without affording the member to submit a statement

i. NJP which includes a Punitive Letter ii. Conviction by Court-Martial

iii. Allegations of unauthorized absence iv. Any matter which afforded the member an opportunity to submit a statement or other matter

for other consideration before the record entry was made

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MILPERSMAN 1301-102, Officer Distribution Process 1) Assignment of specific naval officers to fill the identified requirements of the service

a. Identifying and placing a requirement (PLACEMENT) i. Placement Officers represent the commands under their cognizance

ii. Charged with ensuring best match between billet requirement and officer qualifications b. Assigning an officer to fill the requirement (ASSIGNMENT)

i. Detailers represent the officer’s interests ii. Ensure that career needs and personal interests are served fairly

iii. Distribution is made on a career community basis 2) Distribution process is Cyclic, assignment of an officer to a billet allows billet incumbent to be open for

assignment a. Placement officers post billets for relief at least 9 to 12 months before a relief is required on board

i. If billet can be gapped, Placement Officer gives length of allowed gap ii. Placement occurs based on PRD or Separation Date of incumbent, LORTARP (Long Range

Training and Requirement Plan) inputs also modify the Billet Fill date b. Detailers will propose an officer to the billet, available to arrive by fill date or gapped c. Placement officer will accept the proposal, construct the training track and initiates orders

i. Placement Officer must wait for Board or Nomination Process approval ii. If a Courtesy Call is required the Placement Officer will wait for 5 days after Courtesy Call then

process the orders iii. Training tracks are based on Billet Specialty Training (BST) and other directives

1. Pipelines are kept as short and simple as possible 2. Leave periods should be frontloaded and delay in reporting after Pipeline Training

should be minimized iv. Officers will be made available for transfer as soon as their reliefs have been accepted and

orders processed 1. Availability date for the departing officer is based on training pipeline and a standard 10-

day face-to-face turnover period 2. When EDA for a PG Officer cannot be determined within the reporting month it will be

assumed to be at the end of the month and the incumbent officer will be available for transfer in the next month

3. The practice of informally holding officers in excess (for meeting command milestone’s or for wardroom continuity) is discouraged

v. The Losing Placement Review is done by the losing placement officer once an officer is made available for orders, this is the last chance that the Losing Placement officer has to ensure correctness on who he is gaining and the detachment date

1. Losing and Gaining Placement officers must confer if there are any problems d. The officer is ‘under the control of’ the Placement Officer from the time they are proposed and accepted

for a new assignment until the time they are made available for transfer, the rest of the time they are ‘under the control of’ the Detailer

i. This change of control will not affect any status, it just means that no status can be changed without the approval of the ‘Controlling Officer’

e. The readiness of the affected command takes precedence in any conflict i. Operating Forces have priority over Shore Establishment

1. Billets afloat are not to be gapped ii. Personal Needs come second to Command Readiness

f. Normally the month is the basic unit used to manage officer assignments, the exact date will be used if known

g. When the urgency of filling a billet justifies the reassignment of officers in advance of their normal rotation date without a relief, an Urgent Reassignment Action (URA) must be completed

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i. Can be done by Placement Officer owning the billet or the Detailer in control of the individual h. For Billets affected by Cuts or Decommissioning’s

i. Placement Officer will make Officers available for reassignment 1. NOTE: If a particular Billet at a command is cut the Officer may be able to be re-assigned

to a Billet, not cut, at that command ii. Detailers will work for re-assignment

1. Primary Priority is to remain in the same geographic area 2. Secondary priority is to a billet in a different geographic area

i. An officer “On Control” of PERS-8 requires their approval before an officer’s status can be changed

MILPERSMAN 1306-108, Enlisted Manning Inquiry Report (EMIR) 1) EMIR is a standard message format for when a command has a manning concern meeting the criteria outlined in

this article 2) NAVPERSCOM (PERS-4013) serves as the manning control authority (MCA) for USFFC

a. PERS-4013 evaluates the manning status and generates appropriate enlisted personnel requisitions to meet manpower requirements

i. Uses personnel information from the EDVR, NMP and other enlisted manning reports ii. With above data PERS-4013 determines the appropriate enlisted personnel requisitions to be

submitted to the assignment control authority (ACA) 3) EMIR’s are applicable to all Navy authorities except the Submarine Force 4) EMIR Procedures

a. EMIR notifies of a unit’s concerns regarding significant enlisted personnel shortages, with one of the following criteria

i. Manning: COB is below NMP or BA ii. Category: Death, Humanitarian reassignment, Personnel being administratively separated,

careerist not re-enlisting, non-volunteers removed from duty iii. Readiness: Personnel shortage has a significant effect on readiness

b. EMIR Limitations: not to be used to report general manning problems or reporting unplanned loss of personnel who do not have a significant effect on readiness

c. EMIR Submission i. Do not submit an EMIR until the member is a permanent loss from the activity with appropriate

loss entry d. EMIR will be acknowledged by PERS-4013, should contain a statement of the requisition status including

a requisition fill date at POB5 e. Actual assignment of replacement subject to the availability of personnel assets and will be consistent

with established MCA manning priorities

OPNAVINST 1740.3C (Sponsor and Indoctrination Program) 1) Facilitate the adaptation of sailors and their families into new working and living environments, minimizing the

anxiety associated with a PCS 2) Command sponsor and indoctrination responsibilities begin upon receipt of PCS orders and continue until the

sailor has become an integral part of the new command is fully cognizant of all policies, programs, services and responsibilities through the command.

3) Command Indoctrination Program must include the Navy Pride and Professionalism training, provided to all personnel within 30 days of reporting

4) Responsibilities a. CO’s

i. Establish a Command Sponsor Program ii. Appoint a Command Sponsor Coordinator

iii. Review feedback for effectiveness of programs

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iv. Ensure command website is up to date for points of contact b. CMC

i. Oversee the Command Sponsor Program ii. Ensure CSC has access to coordinator’s tools

iii. Review CIMS to verify tracking of sponsor assignments iv. Ensure CSC provides PERS-45 with CSC contact information v. Ensure incoming personnel are assigned sponsors

vi. Ensure that ALL detaching sailors have made contact with the gaining command’s sponsor prior to transfer

c. Command Sponsor Coordinator (CSC) i. Provide PERS-45 with CSC’s contact information

ii. Assign appropriate sponsor to incoming sailors 1. Sponsor should not be the same person the sailor is slated to relieve 2. Must be E5 or higher (senior or higher to the incoming sailor) 3. Single sponsor for single sailors and married for married sailors

iii. Ensure sponsor have completed sponsor training iv. Maintain and track sponsor assignments v. Establish internal monitoring and self-evaluation to ensure program effectiveness

vi. Liaison with local FFSC to utilize resources vii. Prepare welcome aboard letters for the CO

viii. Advise Command OMBUDSMAN and Family Readiness Group of PGs d. Sponsor:

i. Enthusiastic, willing to help, familiar with command and positive attitude ii. Complete sponsor training

iii. Provide as much information as possible to the incoming sailor iv. Follow pre-arrival, arrival and post-arrival guidelines from the Instruction

OPNAVINST 1754.5B (Family Readiness Groups) [NOTE: Taken off CQE Bibliography in OCT12] 1) FRG is a private organization, closely affiliated with the command

a. FRG Overview i. Composed of Family Members, Sailors and civilians associated with the command

ii. Support the flow of information, provide practical tools for adjusting to Deployments/separations, and serve as a link between the Command and the Sailors’ families.

iii. Help plan/coordinate/conduct informational, care-taking, morale-building and social activities iv. Enhance preparedness, command mission readiness and increased resiliency and well-being of

Sailors and families b. FRG’s are a part of the support network, alongside OMBUDSMAN, FFSC, Chaplains

i. Provide services in support of service members and their families c. FRG’s should interact with installation activities and Navy affiliated organizations to coordinate activities

for the support of unit members and their families 2) FRG Structure

a. FRG Elected Officers i. President

ii. Treasurer iii. Additional Elected Officers as required/able

b. FRG Members i. Open to all family members, sailors and civilians associated with the command and its

personnel. 1. Individual FRG members may be designated as Official Volunteers.

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3) Official Volunteers: Approved by the Command and agree to perform assigned duties under command supervision.

a. Commanders are authorized to accept voluntary services from an appropriate number of FRG members to assist family support programs

b. Must complete a DD Form 2793 (Voluntary Agreement for Appropriated Fund Activities and Non-Appropriated Fund Instrumentalities)

c. Considered to be an Employee of the Federal Government for certain purposes i. Must be provided a clear written description of duties and scope of responsibility

ii. Must be provided training iii. Must be supervised in the performance of duties iv. Must follow all legal and regulatory requirements

d. Not allowed to release personal information obtained from the command in the course of official voluntary duties, without proper consent of individuals

e. Duties may not include fundraising, soliciting, or accepting gifts. i. Expected to adhere to the same standards of conduct of paid Federal Government employees

f. Must not be authorized independent use of government vehicles. 4) Command and FRG Relationship

a. FRG’s operate distinct from the OMBUDSMAN i. OMBUDSMAND is the official Navy representative

ii. OMBUDSMAN can participate in the FRG, but in a personal capacity, not as official OMBUDSMAN

iii. OMBUDSMAN may official collaborate with FRG, but may not be an elected official b. Commands may provide limited logistical support

i. Use of facilities and equipment ii. May not use appropriated or non-appropriated funds, to include food and beverage

c. FRG may use name of command in name of FRG, with approval of CO i. FRG may not use seal, logos or insignia of commands on any FRG material

ii. FRG’s status as an independent organization must be apparent and unambiguous. 1. Appropriate disclaimer must be included on all public available material

5) FRG Fundraising a. Commands may official endorse and approve FRG fundraising events if

i. Conducted within command spaces ii. Conducted among command members or dependents

iii. Conducted for the benefit of the command members or dependents b. If fundraising on base, but outside of command, must obtain approval of Installation Commander c. FRGs may solicit the support of local businesses and conduct fundraising off base, but this is not

something a command will approve or disapprove i. FRG’s may not solicit gifts on behalf of the command nor imply that the Navy endorses their

fundraising ii. NOTE: Service members and civilian employees may never solicit donations from defense

contractors, even in a personal capacity as a FRG member d. FRG may accept gifts without command approval, but may not accept a gift on behalf of the command

i. A CO will never accept a gift on behalf of the FRG ii. All gifts will be processed following the Navy’s gift acceptance rules

6) CO Responsibilities a. Review FRG by-laws and charter prior to permitting a FRG to use the command name b. Ensure the FRG does not improperly use the command name

i. Implying Navy endorsement ii. Discrediting to the command or USN

c. Protect personal information about command members and dependents d. Designate official command liaison to FRG

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i. Conduit of information ii. May not direct, manage or control FRG

e. Authorize reimbursement of qualifying expenses for Official Volunteers f. Provide permissible Logistics Support g. Ensure correct endorsement of FRG fundraising h. Will not solicit or accept gifts on behalf of the FRG i. Will, if FRG not complying with applicable rules, revoke FRG permission to use command name

7) Instruction contains Sample By Laws

OPNAVINST 5354.1F (Navy Equal Opportunity Policy) 1) OVERVIEW

a. Acts of unlawful discrimination and Sexual Harassment are contrary to Core Values i. These practices adversely affect good order and discipline, unit cohesion, mission readiness and

prevent attainment of highest levels of operational readiness b. Command Managed Equal Opportunity (CMEO)

i. Promote positive command morale and quality of life ii. Provide an environment in which all personnel perform to their maximum ability

iii. Ensure unimpedement by institutional or individual biases c. Leaders must create and shape a positive EO environment through policy, communication, training,

education, enforcement and assessment 2) Reprisal Actions

a. No individual in the Navy shall i. Take reprisal action against a person who provides information on an incident of alleged

unlawful discrimination or Sexual Harassment ii. Knowingly make false accusations of unlawful discrimination or Sexual Harassment

iii. While in a supervisory or command position, condone or ignore unlawful discrimination or Sexual Harassment

3) CO Responsibilities a. Promote a positive command climate through personal example b. Ensure that unlawful discrimination is absent in administrative and disciplinary proceedings c. Ensure that career actions are consistent and fair across all grades d. Ensure personnel are assigned and aware based on merit, fitness and capability e. Provide annual EO/SH training and grievance procedure instruction f. Ensure all personnel receive Navy Rights and Responsibilities (NR&R) training g. Ensure establishment of a Command Training Team h. Ensure establishment of a Command Assessment Team i. Ensure command demographics are reviewed by race/gender/paygrade/rank j. Conduct Command Climate assessment 90 days after assumption of command with annual follow-ups

i. Determines health and mission readiness of unit k. Ensure anonymity and confidentiality of responses in support of assessments

i. Does not extend to comments in violation of the UCMJ l. Ensure a CEMO manager is designated in writing and attends a CMEO Managers course

i. Recommended: E7-E8 or Officer with 4+ years of experience m. Ensure display of DON procedures for EO complaints along with EO POCs n. Ensure system is in place to resolve complaints of unlawful discrimination and SH o. Ensure CMEO Manager keeps all forms for three years p. Ensure complaint procedures are effective and timely

i. Be aware of reporting requirements q. Ensure command’s EO program complies with all items cited in the CMEO Checklist

4) Foreign Languages

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a. Clear and effective communications among all personnel not only enhances operational effectiveness but also fosters unit morale and cohesion

b. English only rules should not be broader than they need to be 5) Instruction contains formal Definitions

a. Complaints: Allegation of unlawful discrimination or SH i. Formal Complaints: Submitted in writing via a NAVPERS 5354/2 Form or other written means

1. Requires naval message upon receipt 2. Likely requires a command directed investigation

ii. Informal Complaints: Allegations made either verbally or in writing to the offending party 1. Do not require a command directed investigation

OPNAVINST 6110.1J (Physical Readiness Program) 1) Instruction supplemented by the Physical Readiness Program Operating Guide 2) CO’s are Responsible and Accountable for the physical fitness of their personnel 3) Physical Readiness Policy

a. All personnel shall meet minimum physical fitness standards for continued Naval Service b. Command PT Program: Establish and maintain an effective year-round physical readiness program

i. Integrated into the work week ii. Consistent with mission and operational requirements

iii. Members shall comply with medical screening requirements iv. Members should participate in moderate activity at least 150 minutes per week plus perform

strength training exercises at least twice per week c. Physical Fitness Assessment (PFA)

i. Semi-annual assessment of personal physical fitness ii. Components:

1. Medical Screening: Annual PHA, Semi-Annual PARFQ and pre-physical activity questions 2. Body Composition Assessment (BCA): 3. Physical Readiness Test (PRT)

d. Failing to meet PFA Standards i. Meeting minimum PFA standards is a condition of service

ii. PFA Failures subject to administrative actions iii. Failing to meet BCA or PRT requires participation in FEP iv. Failing to meet PFA standards three times in most recent 4-year period shall be processed for

ADSEP v. Two consecutive Medical Waivers or three in a 4-year period required Medical Evaluation Board

4) CO Responsibilities a. Execute all requirements of the Physical Fitness Program b. Integrate PT into the work week, consistent with mission and operational requirements c. Designate and maintain one certified Command Fitness Leader

i. Designate one Assistant CFL per 25 command members d. Ensure proper safety precautions are followed during command or unit PT e. Ensure members receive proper medical screening

i. To participate in PFA must have PHA, PARFQ and pre-physical activity questions ii. To participate in Command PT must have pre-physical activity questions

f. Ensure fitness reports and performance evaluations accurately reflect PFA performance g. Ensure counseling for PFA failures is properly documented

i. Form should be properly verified in NSIPS and electronically forwarded to NPC h. Ensure counseling and signatures are completed when issuing a Letter of Notification (LON) for officer

PFA failures i. Ensure an effective FEP

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j. Ensure all PFA data is entered into PRIMS within 30 days and all waivers are entered within 14 days of completion of PFA cycle

k. Initiate ADSEP processing within 14 days of the third or greater PFA failure in most recent 4 year period i. Unless waiver approved by Echelon 3 commander

l. Ensure compliance with OPNAVINST 5102.1C reporting requirements for readiness-related injuries 5) PFA Policy Guidelines

a. Scheduling: i. Conduct PFA anytime within Navy’s PFA cycle

ii. Minimum 4 months between PFAs and only one per Cycle iii. Command’s PFA cycle is determined by the CO iv. CO may “DEP/OP” (deployment/operational commitment) the PRT portion v. CO needs ISIC permission to DEP/OP the BCA portion

vi. CO needs Echelon 3 Commander approval to DEP/OP more than two consecutive PRT vii. Each member allowed one ‘Bad Day’ retest of the PRT

b. Failing BCA portion of PFA is an overall PFA failure c. PFA Notification: Command provide a notification at least 10 weeks in advance of scheduled PFA dates

i. Meant for CFL preps and Medical Screenings ii. Personnel not exempt if they did not get a PFA notification

d. Authorized PFA Non-participation i. Exceptions for Medical Reasons

1. PRT may be medically waived for all or some of the events 2. Pregnant Status for those pregnant up until 6 months after convalescent leave

ii. Exceptions for Other Reasons 1. DEP/OP 2. Excused: Requires a non-participation letter

a. Isolated Duty b. Acclimatization c. Individual Augmentee (IA) d. Temporary Additional Duty

i. Consecutive schools lasting less than 10 weeks in duration ii. Temporary Duty Assignments with no means of participating in an

official PFA for an entire PFA cycle e. Leave (Convalescent Leave or Emergency Leave, not regular Leave or PCS Leave)

6) Body Composition Assessment (BCA) a. BCA is passed when a sailor is within BCA standards b. Weight for Height Screening

i. If failed then the circumference technique to determine body fat percentage c. PRIMS is the official source in determining the percent fat estimation

i. BCA tables in Operating Guide used as an on-site reference d. Official BCA is conducted during the command PFA cycle

i. No one-on-one BCA’s allowed, command CFL must be present ii. Only trained and certified CFL or ACFL can perform BCA

e. Check-In or courtesy BCA’s are useful tools to assist sailors in consistently meet BCA standards f. Scheduling: BCA shall be completed within 10 days of, but not less than 24hrs, prior to the PRT g. Attempts to alter BCA measurements (body wraps, starvation diets, sauna suits) are illegal.

i. If discovered must wait 72hrs to have next BCA 7) Physical Readiness Test (PRT)

a. Passed when a member scores satisfactory or above in all events b. Only administered by CFL’s and ACFL’s. c. Sailor must be medically cleared to participate

i. Must complete the Pre-Physical Activity Questions

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d. Alternate Cardio-Events are allowed, but not an entitlement. i. Operating Guide has detailed information

e. Scored across five levels of performance i. Points from all three events are averaged

f. PRT Safety i. CLF responsible for conducting a safe PRT

1. Use the PRT Checklist ii. Must have 1 CLF/AFCL and a qualified CPR monitor for ever 25 participants

iii. A 5-10min dynamic warm-up shall precede the PRT g. Sequence of Events: Warm-Up, Curl-Ups, Push-Ups, Cardio Event, Cool Down

8) PFA Scoring a. Passed: BCA and PRT passes b. Partial Pass: BCA pass and one or more PRT event is medically waived c. BCA Pass: BCA passed and PRT exempt from authorized non-participation d. Fail: BCA or any PRT event is failed

9) PFA Data Reporting a. PRIMS only approved means of documenting information b. All data entered within 30 days of completion of PFA cycle c. CFL’s can edit test data within 60 days of test date

10) PFA Failure Process a. Failing BCA first time or first time within 4 years referred to medical for evaluation to participate in

command PT b. Bad Day

i. CO may authorize retest to pass a PRT portion ii. Requested within 24hrs

iii. Must be administered within 7 days of PRT iv. Must do entire PRT again, doesn’t count for BCA

c. PFA Failure Notification i. Must have documentation of written counseling provided any time prior to member acquiring

third PFA failure is sufficient notice for all administrative actions specified in this instruction. 1. Enlisted: Receive written notification of the failure within 30 days following completion

of the PFA cycle 2. Officer: CO’s provide a Letter of Notification within 30 days of the PFA cycle

ii. FEP is required for a sailor who fails any portion of the PFA 1. Shall participate in FEP until passing the next regularly scheduled

iii. FITNESS and EVAL reports shall report PFA failures iv. Enlisted Advancements and Frocking’s are deferred if they have failed the most recent official

PFA 1. Special PFA’s are allowed to obtain a pass

v. Officer’s shall be ineligible for promotion if they fail most recent PFA vi. Three or more PFA failures in the most recent 4-year period shall inhibit re-enlistment or

extended. vii. Three or more PFA failures in the most recent 4-year period shall not transfer to a new

permanent duty station. 11) PFA ADSEP

a. Mandatory separation processing shall occur for all members who fail three PFA cycles in the most recent 4-year period

b. Readiness Waiver i. Allowed for one specific PFA cycle

ii. Requested to ISIC

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USN Commander’s Quick Reference Manual for Legal Issues Review Document

46

MATERIAL READINESS

CNSFINST 3120.1 (Zone Inspections) 1) Periodic Zone Inspections

a. Ensure proper measures are taken to keep machinery, spaces and equipment operational, clean and in a satisfactory state of preservation.

b. All spaces should be included and visually inspected at least once a quarter c. Documentation and corrective action are essential

2) Responsibilities a. Commanding Officer

i. Overall responsible for the ship’s zone inspection program ii. Participate in Zone Inspections as an inspector

iii. Train ship’s officers and chief petty officers in the conduct of zone inspections b. Executive Officer

i. Schedule and publish date and time of zone inspections ii. Assign DH, DIVO, CPO and other senior officers as inspecting officers as appropriate

iii. Participate in zone inspections as an inspector c. Engineer Officer

i. Review requests for assistance and make recommendations to XO d. DCA

i. Designate the zones, zone boundaries and spaces assigned to each zone e. DH

i. Ensure spaces are prepared and presented for zone inspection ii. Monitor corrections of discrepancies

iii. Ensure discrepancies are added to CSMP if meeting requirements 1. Parts required 2. Recurring equipment failures 3. Off-ship assistance required 4. Cannot be corrected in 5 working days

f. DIVO/CPO i. Accompany inspector on Zone Inspection of spaces, if not inspecting themselves

ii. Ensure all stowage enclosures are unlocked iii. Assign appropriate personnel iv. Ensure previous discrepancies are corrected v. Immediately re-prepare any discrepancies that mark a space unsat

vi. Ensure all safety discrepancies are corrected immediately g. 3MC, Safety-O, DCA and Fire Marshall

i. Assist XO in administration of this program h. SMMO

i. Assist in repairing discrepancies requiring intermediate or depot level repair i. Ship’s Safety Officer

i. Assist in immediate correction of safety violations ii. Recommend to CO and XO concerning major safety issues

3) Procedures a. Each zone inspected quarterly b. Inspectors will be assigned and published in a notice or an appropriate planning publications c. Inspectors will fill out ZIDL d. ZIDL will be routed to 3MC within 24hrs for CoC routing

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4) Inspection Criteria a. Use enclosed ZI Material Checklist b. Note previously reported discrepancies c. State of material condition, preservation, and cleanliness

5) Reports a. 3MC will collect all ZIDLs b. ZIDLs forwarded to XO for review

i. Safety Copy given to Safety Officer c. ZIDL’s approved by CO d. DH’s ensures Divisions make corrections or enter into CMSP e. ZIDL filed back to 3MC and XO for inclusion in the Zone Inspection Record

6) The Zone Inspection Record shall be retained onboard for 24 months.

CNSFINST 3540.3A Change 1-2 (EDORM): Ch4 (Engineering Department Operations)

1) Propulsion Plant Safety a. Specific Information

i. All engineering personnel should be made aware of OPNAVINST 51000.19 (series) ii. NAVOSH safety requirements from CNSFINST 5100.1(series)

iii. Special attention should be given to hazardous material usage and disposal b. Space Supervisor shall inspect space and equipment for safe to operate conditions with special attention

i. installed firefighting systems ii. physical security

iii. ancillary support systems equipment c. Space Supervisor ensure personnel adhere to safety procedures and have correct PPE d. Only qualified personnel shall be assigned to operate, repair or adjust machinery in the engineering

spaces e. All Personnel working in or standing watch in machinery spaces when the plant is auxiliary steaming or

underway shall wear fire retardant coveralls f. Ships shall expand guidance on safety issues, departmental HAZMAT procedures, personnel injury

response, environmental hazards, etc. 2) Watch Standing Procedures

a. Goal is a safe, organized watch turnover and routine engineering evolutions b. Underway watches shall be no longer than 6 hours without permission of Engineering Officer

i. Watches never longer than calculated safe stay time except with CO permission c. Normal watch rotation will be 1-to-2 on/off cycle, permission of Engineering Officer required if watch

rotation is off cycle d. Above restrictions (with exception of Heat Stress) do not apply for special evolutions (GQ, S&A, UNREP,

etc.) e. Requirements for Watch Relief

i. Oncoming watchstander tour all designated spaces to observe status of machinery, repairs, tagged out equipment, etc.

ii. Conduct a brief of watch station status, covering: 1. Significant items since last watch or 24 hrs, whichever is less 2. Action being taken on equipment out of commission and any maintenance in progress 3. Any abnormal equipment conditions, lineups or possible problem areas during previous

watch, including special operating orders or caution tags 4. Tests being conducted 5. Status of any noted discrepancies

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iii. Watch relief not permitted during significant changes of plant conditions or when unusual conditions exist (i.e., plant restoration from a casualty)

iv. Subordinate watchstanders request permission from immediate senior watchstander to be relieved

1. Whenever possible, the EOOW shall relieve last v. When satisfied with knowledge of plant and conditions formally relieve (“I relieve you” & “I

stand relieved”) 1. Make appropriate entry into the logs 2. Notify supervisors

f. No allowed changes to Watchbill except as authorized by the CO (or if delegated to Engineering Officer) g. No one shall relieve a watch unless they are physically and mentally able to stand an alert and effective

watch h. Only personnel necessary to carry out the safe and proper control of the Engineering Plant should be

allowed in Main Control/CCS i. Roving watchstanders shall not congregate in CCS

ii. Ship’s personnel and visitors only allowed in CC with EOOW/EDO permission iii. Official business conducted in CCS shall not interfere with watch teams’ responsibilities

i. If test, drills or significant unusual operations are to be performed a briefing of the watch section should be conducted before assuming the watch

i. If appropriate, a debrief will be conducted after the section is relieved j. Under Instruction Watches

i. U/I watch shall be under constant and direct supervision of the qualified watchstander ii. U/I watchstanders shall not operate any equipment without direct supervision of a qualified

watchstander and express permission of EOOW/EDO k. Emergency Escape Breathing Devices

i. Only one type of EEBD shall be installed in a space 3) Casualty Control

a. Engineering Operational Casualty Control (EOCC) governs general procedures for casualty control b. Use approved references to conduct ECC drills c. Restricted Maneuvering Doctrine

i. A means of applying modifications to standard EOCC procedures for restricted maneuvering situations

ii. Should promote a desired and predictable response from watchstanders to a wide range of unusual circumstances

iii. Requirements 1. Clear guidance on when it applies 2. Circumstances the require deviation from EOP and EOCC procedures 3. Specific procedures and the watchstanders authorized to initiate these deviations

iv. Ship must have a complete and current RMD which addresses steering casualties and configurations for restricted maneuvering

1. CO may expand scope of doctrine to address additional engineering or ship control considerations

2. A useful tool in establishing doctrine and pre-planned responses to a spectrum of casualties, including those not related to Main Propulsion

v. ORM and lessons from Bridge Resource Management are important in developing this doctrine 4) Physical Security of Vital Machinery

a. Physical Security is essential in maintaining operational readiness i. Mission is at risk when vital machinery is subject to negligent or malicious damage

ii. Not just applicable to Main Reduction Gears, other equipment whose damage would impact primary mission readiness must also be protected

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b. All ships shall take reasonable and sufficient precautions to prevent disruptions to primary mission area readiness by malicious or accidental damage to vital main and auxiliary machinery

i. All shipboard main propulsion spaces must be locked or manned at all times both inport and underway

1. Manned: roving patrol or monitor enters the space at least every 60min 2. If locked, all accesses must be physically checked every 60min

ii. Equipment requiring Locks/Locking Devices 1. Locks

a. Main shaft reduction gear access covers b. Ship service or emergency generator reduction gear inspection covers c. Main/Auxiliary/Waste Heat Boiler Safety Valves d. Gas Turbine Module access doors when in port and secured

i. Designated standby generator may be unlocked 2. Locking Devices

a. Line shaft bearing access covers and sampling valves b. Main reduction Gear sight flow indicators c. All main lubricating oil pump suction and discharge cutout valves d. All ballast/de-ballast valves e. All potable water and feedwater tank sounding tubes f. CHT system vent valves g. Stripping pump discharge valves to the fuel transfer system h. Stripping pump suction valves from the fuel service pump suction headers i. Any lubricating oil drain, rundown or isolation valve j. Any system where EOSS calls for components to be Locked in a specific position

c. Physical Security depends on i. Teamwork

ii. Deterrence of unauthorized access iii. Vigorous and thorough inspection

d. Definitions i. Locked: Requires external key or combination for entry or manipulation

ii. Locking Device: Any device which serves as a positive stop to prevent inadvertent manipulation (locking wire or keeper)

e. These requirements only apply to main propulsion and auxiliary spaces onboard the ship i. Not applicable to Communications, Crypto, Operational, Storerooms, Financial Offices, Weapons

spaces or magazines f. Watchstander and Supervisor Inspections

i. Locks and locking devices would be ineffective without additional protection of alert, conscientious watchstanders and supervisors

ii. Light Off Procedures require verification of locks and locking devices prior to light off iii. Watchstanders assigned to rove shall monitor security of spaces and machinery iv. Supervisory review of both physical devices and watch standers’ attention to security is

necessary g. Breach of Security

i. If a breach of security is detected or suspected, the Engineer Officer shall be notified immediately

ii. Operations involving that equipment or that space shall be suspended until a thorough investigation is completed

iii. If evidence of tampering is discovered, CO permission required prior to subsequent operation, note must be made in the Engineering Log

5) Propulsion Plant Material Readiness, Cleanliness and Preservation

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a. Good Engineering Practice requires awareness and enforcement of high material readiness, cleanliness, and preservation standards in all engineering spaces

b. Benefits i. Optimized equipment operation

ii. Elimination of fire hazards created by accumulation of trash, debris and flammable material iii. Extend machinery and space life span iv. Clean and well preserved propulsion spaces makes early identification and correction of

engineering equipment deficiencies easier c. Standards for Flammable Liquid Systems

i. No Leaks allowed ii. Lube and Hydraulic Oil leaks shall be corrected or controlled to not allow pooling or collection

on equipment/foundations iii. Fuel Oil Leaks may not exceed what is authorized in various NSTMs or Tech Manuals iv. Remove flammable liquids from the bilge as soon as possible

d. Material Self Assessment i. CO responsible for conducting periodic material inspections, and instituting procedures to find

existing material deficiencies and effect corrective action ii. An accurate material self-assessment is possible from a review of:

1. CSMP 2. Tag Out Log 3. Equipment Status Logs 4. Ship’s Force Work List 5. DFS Log 6. Equipment Calibration Status Reports 7. 8 O’Clock Reports

iii. These documents can track, prioritize and correct material deficiencies iv. General Practices to promote Material Self-Assessment

1. Aggressive Zone Inspection Program 2. MLOC/Light-Off orders 3. EOP Training 4. Basing standards for equipment performance on sound technical guidance only 5. Use of ‘new eyes’ to look at spaces/equipment 6. Use all available evolutions to assess material status 7. Calibration Readiness Policy

v. Deficiencies that require outside assistance or which cannot be readily corrected (e.g., 30 days) shall be transferred to the CSMP.

EUG: CH 1 (EOSS Users Guide: Introduction)

1) Engineering Operational Sequencing System provides technically accurate and standardized operational and casualty control procedures.

a. Tailored to individual ship’s configurations b. Ensures standardized shipboard training, minimizes casualty occurrences and increases service life

2) Scope Of Coverage determined for each class of ship a. Based on Plant configurations, system alignments, watchstation manning b. Includes responses for various casualties determined to be the most common c. EOSS may be supplemented by locally prepared procedures, covering operational or casualty control

procedures not included in EOSS 3) EOSS should be expanded via a request to the TYCOM

a. Not using the Routine EOSS Feedback process

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b. Be sure to determine if the change is significant enough to require a change and whether it is operational (vice more maintenance related)

4) The CO may specify plant configurations not covered by EOSS for Battle Situations, Restricted Maneuvering or where deemed necessary.

a. EOSS written to the highest level of manning; so any reduced manning situations must be adapted to EOSS.

5) EOSS Composition a. Composed of Procedures, charts and diagrams required for operation of the propulsion plant b. Two Parts

i. Engineering Operational Procedures (EOP) ii. Engineering Operational Casualty Control (EOCC)

c. EOSS covers the steady state transition between operating conditions, casualty restoration and commonly occurring casualties

d. When installed, EOSS use is mandatory 6) Shipboard EOSS Package

a. One complete laminated set of EOP and EOCC procedures used on-station in Engineering Spaces b. Backed up by a CD-ROM informational set c. Hardware Installation Plan (HIP) provides size and number of book holders and a listing of books

required for each workstation. 7) Mandatory Use of EOSS

a. Provides safe, technically sound, properly sequenced EOP and EOCC procedures b. When approved EOSS is installed, it will be properly adhered too. c. When shifting between various steady states (EOP), responding to a casualty (EOCC) or restoring from a

Casualty (EOP), the action steps will be accomplished as written and in stated sequence, no deviation allowed.

8) Level of Proficiency and EOP Procedures a. Inexperienced watchstanders: Read entire section before starting procedure, then read each action step

as they are completed, re-read the section to ensure of accomplishment b. Medium level proficiency: Review entire section before starting procedure, accomplish groups of steps

at a time, re-read to ensure accomplishment c. Highest level of proficiency: Utilize procedures as a check-off sheet, but still review before and after to

ensure proper accomplishment. 9) Following EOCC Procedures

a. Symptoms, indications, causes and effects of a casualty must be known and understood b. Controlling and Immediate actions of EOSS must be memorized c. Stopping during a Casualty section of EOP procedures must be memorized d. Location and operation of designated components must be fully understood e. Once time permits, re-read Controlling and Immediate actions to ensure accomplishment f. Follow Supplementary and Restore Casualty procedures as with EOP (low to high proficiency)

10) Watchstanders shall be indoctrinated with EOSS Users Guide before standing watch 11) Deviating from EOSS

a. All changes/deviations from EOSS must be authorized by the CO i. Must have signature on EOSS page or cover letter documenting the deviation

b. Situations causing deviation: i. EOSS may endanger personnel or damage equipment

1. Urgent feedback via naval message is required ii. EOSS does not match actual configuration or the plant is modified

1. Routine feedback is required iii. A component or system becomes inoperative, or a TYCOM approved DFS is issued

1. CO shall authorized deviation procedures, normally a Temporary Standing Order 2. If lasting longer than 6 months, routine feedback shall be submitted

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iv. Adherence to class advisory or ISE messages v. When operating in Restricted Maneuvering

1. Complete description of Restricted Maneuvering procedures is required 12) Shipyard Availabilities

a. EOSS Verification will occur approximately 4 weeks prior to the end of the availability b. Ensures and accurate update to EOSS based on verification of authorized SHIPALTs c. All changes will be provided to the ship

13) MACHALT Installations a. MACHALTs will update EOSS as they occur

14) Ensure that Alteration Installation Teams (AITs) provide or submit EOSS changes 15) Development Assumptions of EOSS

a. All systems are intact and operational b. Equipment is operational within designed parameters c. Only standard authorized configurations are addressed d. All Engineering watchstanders use EOSS e. Procedures are arranged by watch area f. Procedures are written to a qualified watchstander level

16) Parameters a. Data for operating parameters comes from the equipment manufacturer b. It may be affected by a number of factors (Ambient temp, equipment loads, system configuration,

normal wear and tear, etc.) c. Take all of this into effect to determine if a piece of equipment is functioning properly d. Setpoint data is independently researched. e. Alarm testing is to ensure safety features are functioning, not to verify exact setpoints f. Operating ranges are provided to determine if equipment is functioning within parameters

17) Semi-Annual Update (SAU) a. Provides all ships within a class with an updated EOSS package every 6 months

i. Incorporates all changes within previous 6 months b. SAU may not include the class advisories, safety notices and NAVSEA policy changes, these must be

entered separately 18) Decommissioning ships

a. Routine Feedback will stop being answered 9 months prior to decommissioning b. SAU will cease 1 year prior to decommissioning

COMFLTFORCOMINST 4790.3, VOL VI (JFMM, Maintenance Programs): Ch 9 (Metrology and

Calibration) 1) TMDE: Test, Measurement and Diagnostic Equipment 2) METCAL: Metrology and Calibration program 3) All TMDE used for quantitative measurement shall be maintained and calibrated at the lowest practical level 4) ISIC Responsibilities

a. Monitor Calibration readiness status i. Forward requests for assistance to TYCOM METCAL manager

b. Monitor effectiveness of Shipboard Gage Calibration Program (SGCP) Field Calibration Activities (FCA) c. Ensure resources of FCA are shared throughout organization d. Ensure FCA on ships has all standards, documentation and trained personnel to maintain certification e. Coordinate resolution of calibration programs found by the TYCOM designated support activity for

assigned ships 5) CO Responsibilities

a. Maintain a high degree of TMDE calibration readiness, including installed instruments b. Designate a calibration coordinator/test equipment manager

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i. Separate coordinators for electronic and mechanical equipment may be appointed c. Maintain TMDE allowances in the SPETERL

i. Ship’s Portable Electric/Electronic Test Equipment Requirements List d. Use only standard test equipment

i. Special Purpose Electronic Test Equipment (SPETE) shall not be used as a general purpose test requirement

e. Ensure TMDE is submitted for calibration prior to the calibration due date f. Ensure the CRL is used as a technical authority guidance to determine calibration requirements for all

installed instruments. g. Use TYCOM approved formal recall system for scheduling, planning and monitoring the ship’s calibration

status h. Ensure all TMDE has a current calibration sticker

6) Calibration Management a. SGCP FCA: Provides onboard validity for TMDE in temperature, pressure, vacuum and torque

i. Only allowed to calibrate installed instruments within their capability as designated in the CRL ii. Responsible for placing the appropriate METCAL label on the installed instruments

iii. Shall be in workcenter FCA1 iv. Non-critical instruments will have appropriate label attached

1. If reliability is suspected, will be sight compared with a critical instrument v. Coordinator is responsible for ensuring CRL data is aligned with ship’s configuration

b. Calibration Accounting i. TMDE calibration actions are recorded in the TYCOM Calibration Recall Program (TCR) or MCMS

ii. TCR Inventory 1. S-inventory: All installed instruments in the CRL and mechanical TMDE that is not SCAT

coded 2. E-inventory: All portable test equipment including electronic and mechanical SCAT

coded test equipment that appears in SPETERL iii. MCMS Inventory

1. S-inventory: All installed instruments with CRL=Y 2. E-inventory: All portable test equipment including electronic and mechanical SCAT

coded test equipment that appears in SPETERL 3. P-inventory: All mechanical TMDE that is not SCAT coded

7) Regional Loan Pools a. Established at the RMC/RCC to alleviate shipboard maintenance support shortfalls caused by a lack of

GPETE due to calibration or repair requirements b. Includes a wide variety of calibrated, Ready For Issue items stocked in sufficient quantity to ensure

continuous availability c. Pool items are intended as short-term substitutes

i. Usually a ten-day limit for checkout for specific purposes 8) Replacement of GPETE/Calibration Standards

a. All beyond repair equipment (7Z Cog) will be turned in to the Navy Supply System b. All beyond repair equipment (1H or 9N Cog) will be processed for survey

9) TMDE Management a. SPETERL is the allowance document for all GPETE, SPETE and FCA calibration standards b. Sub-Category Codes (SCAT Codes) are the basis for identifying TMDE on MRC’s c. Ship’s Configuration and Logistics Support Information System Index (SCLSIS) is the primary test

equipment inventory document for ships 10) Consolidated TMDE Readiness Assessment (CTRA) Program

a. Includes the receipt, staging and redistribution of fleet excess electronic test equipment, mechanical test equipment and calibration standards used to replace equipment that is missing or BER

b. Includes training for TMDE management and the calibration recall software

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c. Uses CRL to validate the recall inventory 11) Shipboard Instrumentation and System Calibration (SISCAL)

a. Responsible for the calibration and maintenance support for shipboard installed instrumentation and machinery control system calibration requirements

b. Calibration Activity Levels i. Level 1: SGCP FCA. Responsible for calibrating stand-alone instrumentation using PMS MIP 9802

ii. Level 2: SISCAL Teams. Supports machinery control system components iii. Level 3: RCC calibrates instruments requiring the use of unique calibration standards or facilities

c. SISCAL Scheduling i. Port Engineer/SHIPSUP will coordinate with SISCAL scheduler

d. SISCAL Report identifies the results of the calibration effort and includes a listing of all instruments that were not calibrated during the visit

e. SISCAL DFS i. Can be submitted to extend periodicity of ship’s SISCAL requirement

12) Calibration Requirements List (CRL) a. Technical reference for installed calibration requirements, includes data pertinent to each instrument. b. Primary technical reference for shipboard installed instrumentation c. Ship’s force validates CRL to make ship specific

i. Submit feedback via MCMS or TMDER d. CRL is the technical authority document for all shipboard instrumentation calibration requirements e. Calibration intervals in the CRL take precedence over the intervals in technical manuals and the

Metrology Requirements List (MRL) i. Only PMS takes precedence over CRL for intervals

13) Markings for TMDE a. All instrumentation will have current calibration stickers and have easily read serial numbers

i. If no manufacturing serial number, use ship’s force generated number (Hull Number + CRL Number)

b. All TMDE will have current calibration stickers and easily read serial numbers i. If no manufacturing serial number, use ship’s force generated number (Hull number + Work

Center + four digit sequence) c. Out of Cal sticker is not a METCAL label but an operational label to make watchstanders aware of

abnormalities i. Extreme care should be exercised when using Out of Cal instruments

NAVSEAINST 4790.8B: SECT 1-7 (3M Manual: Inactive Equipment Maintenance)

1) Department Head is responsible for determining equipment IEM status a. Causes a modification to current PMS schedules b. Requires use of IEM section of the MIP

2) IEM Equipment Statuses a. Status 1: Equipment that will remain onboard and will be inactive for 30 days or longer and is not

scheduled for corrective maintenance or overhaul b. Status 2: Equipment that is inactive for 30 days or longer and is directly subject to corrective

maintenance, overhaul or removal for safe storage/replacement. 3) IEM Documentation

a. IEM Maintenance Categories are: i. Lay-Up Maintenance (LU): Prepares the equipment for periods of prolonged idleness, usually

performed only once at the beginning of inactivity ii. Periodic Maintenance (PM): Accomplished on a recurring basis during the inactive period to

prevent equipment deterioration

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1. These are operational MRC performed at the same periodicity or different periodicity with a note specifying the MRC to use and the modified periodicity

iii. Start-Up Maintenance (SU): Ensures equipment is in a condition suitable for operation or reactivation, returns equipment to its ready for service condition

iv. Operational Test (OT): Determines the operational condition of the equipment, ability to function as designed, and ability to be integrated with other equipment in a system

b. If no inactive equipment maintenance is required then Non Required will appear in the MIP c. If there is no IEM, or IEM is inadequate, the ship shall consider all factors and take necessary

precautionary measures. 4) IEM Operational Periodicity Codes

a. Oftentimes the IEM will reference a specific operational MRC to perform, especially for the PM checks 5) IEM Scheduling Situations

a. Utilize operational MRC, repeated in IEM with note of MRC to perform b. New MRC developed c. Accomplish specific maintenance from an operational MRC d. If a scheduling MRC is developed it will list numerous MRC periodicities to be scheduled and performed

6) IEM MRC’s are just like operational MRCs, with SYSCOM Control Numbers, etc. a. If an operational MRC is used for a IEM the data normally located adjacent to the MRC on the MIP will

not be repeated 7) IEM Scheduling

a. The scheduling of maintenance for inactive equipment utilizes conventional PMS scheduling techniques 8) Supply Materials Required prior to Inactivation

a. Advance preparations are necessary to prepare for IEM b. Review MRC’s to determine needed equipment and materials c. IEM may require special portable equipment, material to provide protection

i. Some of this material may be included in the availability contract, research to avoid duplicating efforts

NAVSEA OP 4 REV 10 (Ammunition & Explosives Afloat)

Ch2 (General Regulations)

1) Authority

a. NAVSEA OP4 establishes minimum explosives safety for afloat units b. NAVSEA OP5 establishes regulations for shore facilities c. OPNAVINST 5100.19(series) applies Occupational Safety, Health and Environmental regulations d. 49 Code of Federal Regulations (CFR) 171-176 applies regulations for explosives onboard commercial

ships e. All foreign military vessels shall be treated in a like manner as US Navy ships

2) Local Application a. Local unit commanders may extend this general instruction to meet local safety requirements b. ORM shall be used as a tool when making decisions concerning operations involving ammunition and

explosives to ensure that the hazards are identified and controls are in place for mitigation of risks. 3) Responsibilities

a. Commanding Officer/Master i. CO may delegate authority for actions in OP4 down to lowest level of competence

ii. CO responsible for complying with the explosives safety program requirements iii. CO must comply with all shore activity requirements when at a pier or in waters defined by local

regulations as under control of shore facility

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b. OIC Responsibilities i. During loading/un-loading operations involving ammunition and explosives at a pier or

explosives anchorage there shall be a designated OIC ii. Responsible for the safety of all shipboard aspects of the loading or un-loading operation

iii. May designate safety observers to assist iv. Shall suspend operations immediately when unsafe conditions are encountered

c. Supervisor Responsibilities i. Aggressive supervision is critical to ammunition and explosives safety aboard ship and the

prevention of mishaps ii. All operations involving ammunition and explosives shall have a supervisor assigned

iii. Only current and approved procedures are allowed, carried out by qualified and certified personnel

iv. If operations are carried out by personnel who are not ordnance specialized they shall be directly supervised by qualified ordnance personnel

d. Personnel Responsibilities i. All hands are responsible for compliance with procedures and direction provided for the

operation ii. Any person detecting an incorrect, unsafe or unclear procedure or observing an unsafe or

incorrect action shall immediately stop the evolution and report to the supervisor 4) Explosives Handling Qualification and Certification Program (QUAL/CERT)

a. All military and civilian personnel performing tasks involving ammunition and explosives shall be qualified and certified in accordance with OPNAVINST 8023.24(series).

b. Personnel required to bear arms, lookouts, bridge watches, MOB watches and working parties have a certain level of exemption

c. Personnel carrying firearms for law enforcement, security or personnel protection shall be qualified as described in OPNAVINST 3591.1(series)

d. Medical Examination i. Required of all personnel to ensure physical and mental qualification as explosive

handlers/operators ii. Military and Civilian personnel shall have a 5-year special duty physical examination

5) Pierside Transfer Operations a. During pierside operations the responsibility for the safety of the transfer operations rests with the

shore activity unless the ammunition or explosive is “within the ship.” b. “Within the ship” is defined as when the weight of them is carried in whole or in part by the ship c. For VLS and above deck canisters, “within the ship” is when the loading adapter or hook is removed

whether or not the ammunition is entirely within the launcher d. CONREP of ammunition and explosives between ships while pierside is prohibited e. The afloat command shall comply with all requirements of OP5 and any other order of the host

command for all aspects of the evolution i. A pre-arrival conference shall document all specific regulations, delegate responsibilities, and

coordinate procedures 6) Conventional Ordnance Safety Review (COSR)

a. Conducted by Naval Ordnance Safety and Security Activity (NOSSA) to effectively assess stowage and compatibility

b. Covered under NOSSAINST 8023.12. c. Carried out once per Fleet Readiness Plan (FRP) cycle d. Conducted on all DoN ships, submarines and all MSC ships that stow or transport ammunition and

explosives 7) Explosive Handling Locations

a. OPNAVINST 8020.14 and OP5 designate specific site-approved locations for ammunition and explosives handling

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b. Ammunition Terminals: Certain designated Naval shore activities are designated for issuing, loading and unloading explosives to and from ships

i. Explosive Handling Piers ii. Scuttling Sites

iii. Explosives Anchorages c. Fleet Ballistic Missile (FBM) sites: support FBM submarines and handle missiles d. Explosives Anchorages: Army Corps of Engineers has designated explosives anchorages indicated on

harbor charts i. A pier or wharf is the preferred method of loading or offloading explosives over an explosives

anchorage to minimize hazards caused by wind, waves and swells ii. Explosive Anchorage assignment and authority to transfer explosives must come from the

Captain of the Port (COTP) e. Other Permitted Locations

i. OPNAV has designated berths and locations at which explosives required for training or replenishment may be transferred to or received from support ships by tenders

ii. Limited for a certain type or quantity at each location 1. Explosive limits and other regulatory measures limit the type and amount

iii. Must be transferred to or received from a single support ship f. Permitted types of transfer methods

i. Lighters and barges used for transport or temporary stowage of explosives must meet SAF-010 requirements

ii. Small boats (LCM, LCU, LCAC) can only move ammunition if meeting specific requirements (secure-for-sea capabilities, fire extinguisher, suitable anchor, fog horn, radio and PPE)

iii. Smaller craft (RHIBs, RIBs, etc.) are not authorized for ordnance evolutions except as part of training exercises or approved special operation missions

iv. Explosive compatibility requirements (table 3-4) apply 8) Hazards of Electromagnetic Radiation to Ordnance (HERO)

a. HERO extends from the functional characteristics of electrically initiated devices (EIDs) i. EIDs can accidentally or unintentionally initiate when exposed to specific RF environments

b. Ordnance is most susceptible to RF environments during assembly, disassembly, handling, loading and unloading

c. HERO EMCON Bill is a set of directions for implementing HERO restrictions on ships and shore stations i. Developed as part of the HERO Survey (required every 5 years)

d. HERO Classification for Ammunition i. HERO SAFE

ii. HERO SUSCEPTIBLE iii. HERO UNSAFE/UNRELIABLE

9) Explosives Safety Quantity-Distance (ESQD) Requirements a. Outlines the SECDEF policy on safe distances between ammunition and explosives and inhabited

buildings, railroads, public highways, ships, lighters and other facilities or property. b. Combatant Exemption

i. Ammunition and explosives in static stowage within ship’s magazines and intended for the service of shipboard armament, embarked aircraft or for an embarked unit’s specific mission are exempt from ESQD requirements

ii. Applicable to US and Foreign military vessels iii. Does not extend to handling ordnance outside the skin of the ship

c. When handling of ordnance is required the Weapons Officer shall comply with applicable explosives safety criteria and the approved explosives safety siting for the amount of exposed Net Explosive Weight (NEW)

d. ESQD Explosives Categories i. Secure:

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1. Below an open deck or behind the skin of the ship and not being handled 2. Includes hangar bay if all elevator doors are closed 3. Includes missiles in above deck launchers, even if the missile is not entirely within the

launcher ii. Not Secure

1. Ammunition and Explosive being transferred to/from the ship a. Total NEW is amount of exposed ammunition

2. SSBN or SSGN missile hatch is open e. Cargo Ammunition and Explosives ESQD Requirements

i. Cargo ammunition: 1. Bulk ammunition and explosives carried by CLF, MSC, MPF and other commercial ships

and tenders, even when the ammunition is stowed in approved magazines 2. All ammunition on any ship stowed in locations other than approved magazine spaces,

launchers or ready-service lockers ii. Subject to ESQD requirements no matter the location and whether or not it is being handled

iii. Cargo Ammunition Requirements 1. Loaded in compliance with compatibility requirements 2. Ships berthed so that ESQD standards of OP5 are met

a. Or host government requirements in foreign ports 3. Must have one-intervening-compartment rule in effect if carrying out hotwork 4. Inspect all ammunition spaces once a day 5. A detailed emergency action plan shall be published 6. CLF ships may go to Cold Iron provided they have an adequate supply of shore services,

DC capabilities are fully maintained and there is a plan in place to effect an immediate departure with a tug if necessary

f. Amphibious Warfare Ammunition and Explosive Requirements i. Landing Force ammunition is carried onboard Amphibious Warfare ships in designated stowage

spaces ii. Exempt from ESQD requirements when following are met

1. A detailed emergency plan of action shall be published 2. Inspect all ammunition spaces once a day 3. Ammunition must be stowed below an open deck, inside the skin of the ship (if on

hangar deck, elevator doors must be closed. 4. Use fire retardant plywood partitions to segregate landing force ammunition 5. If securing engineering plant

a. Notify shore based fire and security departments b. Maintain fully operable DC capabilities

10) Logistics Movements of ammunition and explosives at shore activities a. OP5 contains detailed regulations for handling explosives at locations worldwide

i. Deviations must be authorized by OPNAV b. Operational Commanders will consider the ammunition transfer requirements of units under their

control and allow adequate time to transfer ammunition at assigned locations c. All requests to receive or discharge ammunition, in any quantity, are to be reviewed by next senior

authority to determine if operation can be delayed until an at sea period or at an ammunition terminal. 11) Bravo Flag Display

a. Displayed prominently by all ships and aircraft engaged in ammunition and explosives loading or unloading

b. Displayed on all barges, lighters and other craft while they are loaded with or are transporting explosives c. Red Light shall replace Bravo Flag at night

12) Approved Ammunition, Explosives and Weapons

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a. Only ammunition and weapons approved by OPNAV N41 shall be transported or used aboard USN ships or chartered ships

b. Naval Ammunition Regulations i. Approved ammunition is found in shipboard allowance lists

ii. Items undergoing testing approved by Weapons System Explosive Safety Review Board (WSESRB)

c. Foreign Ammunition Regulations i. Any foreign produced ordnance that is in the Navy catalogue with a valid NALC/DOIC may be

stowed, transported or used aboard Navy vessels with TYCOM approval ii. Any ordnance not catalogued or assigned a NALC/DODIC requires OPNAV N41 approval for

stowage, transport or use d. Joint Service Ammunition Regulations

i. Army, Air Force, Coast Guard or SpecOps ammunition with a DODIC may be transported, stowed and used aboard Navy vessels with service and TYCOM approval

ii. Any ordnance not catalogued or assigned a NALC/DODIC requires OPNAV N41 approval for stowage, transport or use

13) Approved Packaging for Ammunition, Explosive and Related HAZMAT a. Ship and store Ammunition and Explosives in approved containers and in accordance with unitization

and conveyance loading procedures b. SAF-010 lists approved shipping and storage configurations for Navy ammunition c. Other regulations (49 CFR 100-178 & 301-399; International Maritime Dangerous Goods Code;

International Civil Aviation Organization Technical Instructions) are also applicable instructions 14) Privately Owned Ammunition, Explosives and Weapons

a. Weapons storage only approved by the CO i. Subject to OPNAVINST 5530.13 security requirements

b. Privately owned explosives and ammunition not allowed aboard ship 15) Commercial Explosives

a. Commercial explosives or commercially manufactured explosives not controlled or owned by the US Armed Forces shall not be handled, stowed or shipped by Naval units without approval of OPNAV N41

b. Exemption: Safety of Life at Sea material required by MSC ships i. But shall not be stowed with Navy ammunition

16) Small Arms Weapons Stowage with Ammunition and Explosives a. Ready for Issue small arms and related ammunition may be stowed together

i. For the readiness of security and anti-terrorism response teams ii. Includes armed helicopters

b. Only minimum essential amount required to sustain watchstanders until replenished c. OPNAVINST 5530.13 outlines security and accountability of these weapons and ammunition

17) Simulators a. No simulators of any type will be mixed with live ordnance in VLS systems

i. Except under tightly controlled special test and evaluation scenarios b. This includes loading simulators into RAM launchers containing live rounds

18) Physical Security for Arms, Ammunition and Explosives a. OPNAVINST 5530.13 contains policy and requirements for Physical Security b. Includes scheduled inventories of weapons

19) Record Keeping a. Ammunition records must be maintained on each item of ammunition to facilitate complete

identification of the item, its location and stowage history 20) Prior to use inspection of Ammunition and Explosives

a. As most ammunition is received and stored in its shipping container, the ammunition shall be inspected when opened to ensure it matches the container identification markings and is not damaged or deteriorated

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b. Should also be inspected in accordance with the approved technical manual 21) Thermally protected ammunition

a. TP: Thermally Protected, resistant to heat and provides more time before cook off b. NTP: Non-Thermally Protected, not as much thermal protection c. If a choice between TP and NTP configurations, only TP configuration shall be operationally employed

aboard ships with flight decks 22) Modification or Alteration of Ammunition, Explosives and Weapons

a. Must have NAVSEA, NAVAIR or CMC approval to modify or alter ammunition b. All weapons loaded onto tactical and ASW aircraft must have NAVAIR approved flight clearance

23) Unauthorized use of Ammunition, Explosives and Weapons Systems a. Ammunition and explosives shall be used only in conjunction with the weapons system for which it was

designed b. Do not use a weapons system for a purpose for which it wasn’t designed c. All air launched ordnance must have NAVAIR approved flight clearance

24) Ship Repairs and Availability a. Offloading Ammunition

i. If scheduled for an availability period greater than 45 days must be completely offloaded of all ammunition except that quantity of small arms necessary to maintain security aboard ship

ii. Also exempt are inert ordnance items (bomb fins, training shapes, etc.) as well as pyrotechnic devices for lifeboats and life rafts

iii. All cargo ammunition and explosives must be offloaded prior to dry-dock except in emergency situations

b. Offload Requirements before Dry-docking i. Dependent on type of dry-docking, length of time and type of work

1. Emergency Dry-dock, less than 45 days, no hotwork in vicinity of magazines: No Offload Required

2. Emergency Dry-dock, less than 45 days, hotwork required in vicinity of magazines: Offload required if feasible, transfer to another internal stowage area is acceptable, Event waiver required if neither is possible

3. Scheduled Maintenance, less than 6 weeks: Authorization required to forgo offload, if hotwork is in vicinity of magazine must get event waiver

4. Schedule Maintenance, greater than 6 weeks: Offload is required c. Retaining Ammunition onboard in Shipyards and Naval Stations

i. Ships undergoing repairs less than 45 days in shipyards or ship repair facilities may retain ammunition if

1. Authorized by CO of facility, SUPSHIP and Fleet Commander ii. Ships undergoing repairs at Naval Station piers or with a tender may retain ammunition if

1. Authorized by Station CO, ISIC and TYCOM iii. Requirements to be met:

1. Strong operational requirement must exist and be justified by the TYCOM to Fleet Commander

2. Complete inventory list, NEW and location of ammunition must be provided to SUPSHIP 3. If entering a commercial shipyard the Captain of the Port, or cognizant USCG District

commander, shall be notified of types and quantities of ammunition remaining on board 4. Repair activity must have concurrence of ammunition remaining onboard and shall

evaluate work being done along with DC ability and security capabilities 5. Activity commander shall be advised immediately of any change in plans or schedules of

work to be accomplished a. Shall disapprove if this creates unacceptable hazards b. Industrial manager in a commercial shipyard serves the same role

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6. Ship’s location at the facility shall take into account as much separation as possible from concentrations of personnel and valuable structures

a. Ship must not be exposed to any avoidable fire or other hazardous conditions 7. All ammunition retained onboard must be stowed in sprinkler-protected spaces.

a. Ammunition shall be removed from ready-service locations and topside launchers

b. No tests or maintenance involving live ordnance shall be conducted when weapons are in their launchers or torpedo tubes

8. Meet safety requirements for hot work 9. Ship’s fire prevention and DC organization shall be fully effective

iv. If in commercial shipyard outside CONUS the fleet commander’s approval is required d. Movement of Ammunition and Explosives in a Shipyard or Ship Repair Facility

i. No stowing, restowing, testing, sampling, onloading or offloading of ammunition and explosives while ship is in a maintenance availability or repair period

ii. No handling of ammunition except as required to arm guards to maintain security e. Concussion Grenades Stowage in Maintenance Periods

i. While in shipyards concussion grenades may be stowed in secure operational magazines or zero-arc magazines if necessary to meet security requirements

ii. If ship is in dry-dock, the grenades must be offloaded or stored in zero-arc magazines iii. A number of restrictions apply for stowing concussion grenades during maintenance periods

25) Safety Interlocks a. Safety Interlocks for equipment must be maintained in proper working order b. Shall only be used in accordance with approved, written operating procedures c. Shall be inspected frequently d. If rendered inoperative shall be appropriately tagged-out to warn personnel e. Safety interlocks shall not be bypassed or made permanently inoperative unless specifically approved by

NAVSEA 26) Signs, Placards, Hazard Markings and Label Plates

a. Appropriate Danger Signs shall be posted conspicuously in all areas where ammunition and explosives are stowed, handled or fired

b. Hold training to ensure all personnel are aware of the meaning and intent of all danger signs and safety precautions

c. Appendix D has required labels and signs 27) Safe Areas for On-Deck observers during scheduled ordnance launches

a. Personnel safety concerns during scheduled ordnance launches are fragmentation, toxic gas and noise b. Requirements for Locations

i. Area shall maximize distance of the observers from the launcher 1. Observers shall never be allowed in defined missile blast areas

ii. Avoid direct line of sight to the launcher iii. For VLS launches, no observers are permitted on the weatherdecks iv. Consider relative winds and exposure of topside personnel to toxic gas v. All topside observers shall wear hearing protection

28) Authorized Maintenance of Ammunition and Explosives a. For ordnance, the term Maintenance does not include handling operations, loading & firing operations

or EOD operations b. Organizational and Intermediate Level maintenance tasks authorized to be performed on ammunition

and explosives are identified in the Naval Ordnance Maintenance Management Program (NOMMP), as outlined in OPNAVINST 8000.16 (series) and the governing SYSCOM technical manuals

c. General Maintenance Regulations i. Authorized ammunition and explosives maintenance shall be conducted in the controlled

environment of magazines and launchers

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1. Limited maintenance may be conducted in designated handling areas prior to the return of weapons to dedicated magazine stowage

ii. Applicable written procedures must be followed iii. Built In Tests (BIT) shall only be conducted in specified locations iv. Minimum amount of ammunition shall be present during maintenance operations v. Maintenance operation must not result in mechanical alignment of or the application of voltage

to an arming, firing or ignition device vi. Aerosol paints and sprays should not be stowed in magazines

29) Permissible Tools and Equipment a. Only tools and equipment specifically prescribed in a technical manual for the performance of

maintenance tasks may be used i. No improvised or unauthorized tools

b. Tools and Equipment Restrictions i. Appropriate PPE must be worn for the specific maintenance task

ii. Follow applicable guidance governing the use of electrically powered tools and maintenance equipment

iii. Battery operated laptop computers are authorized for use in magazines when ammunition and explosives are present if

1. Meets FCC Class B limits 2. Maintain a safe distance (10ft) between digital devices and HERO UNSAFE ORDNANCE 3. Device operates on batteries alone and not connected to a power cord

c. Use of personal wireless devices is prohibited in below deck spaces during ordnance operations i. Shipboard wireless devices and systems must also be secured unless specifically stated in

NAVSEA or NAVAIR regulations 30) Emergency Drills

a. While ammunition and explosive handling operations are in progress, no emergency drills shall be run without specific approval of the CO

b. Such emergency drills will not be conducted by ships nested together or by a ship conducting an UNREP 31) Firefighting and Prevention

a. An adequate fire part shall be carried onboard at all times while ship is carrying ordnance b. Fire alarms and firefighting equipment shall be installed and maintained in operating condition c. All personnel assigned to fire parties or crash & salvage crews shall be instructed in the specific hazards

and techniques involved in fighting fires where ordnance is involved d. Actions if fighting fires in areas containing ammunitions and explosives

i. Report the fire and request assistance ii. Immediately initiate firefighting procedures

iii. Clear the areas of unauthorized personnel not operating firefighting equipment iv. Don proper protective clothing and breathing apparatus before entering a space where smoke

or fumes are present v. Cool explosive assemblies with a deluge of water to prevent them from igniting or detonating

e. When a magazine sprinkler system is deactivated or becomes inoperable i. Space shall be manned or a fire watch posted

ii. System shall be tagged out of service f. During onloading and offloading operations

i. All firemain systems must be operating properly ii. Fire hoses or AFFF hoses shall be laid out or manned, such that at least single-hose coverage is

provided for all points along the weapons handling path 1. Hoses shall not cross damage control and fire boundaries and may be uncharged 2. At a minimum each must be manned by a nozzleman and two hosemen

iii. Where a seawater sprinkling system is installed manning of the manual control station may be used in place of fire hose coverage

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g. Use of Flame-, Heat- or Spark-Producing Devices i. Not permitted where ammunition and explosives are located

ii. Before beginning work in an ammunition area all ammunition must be removed and the area thoroughly cleaned

iii. Once work is accomplished area must be thoroughly cleaned before ammunition can be replaced

h. Hot Work Precautions i. No Hot Work, of any type, will be performed in a space containing ammunition and explosives

ii. No Hot Work in any adjacent space containing ammunition unless: 1. OOD notified 2. Hot Work performed greater than 5ft from shared bulkhead to space containing

ammunition 3. No Hot Work in spaces directly above an explosive area

iii. Hot Work may be performed in areas more than 5ft from RSL’s or loaded launchers iv. Hot Work on external parts of the ship may be performed if safety cautions are provided and

work is not performed on a magazine boundary v. Fleet Commander approval required to waive the above requirements

vi. For VLS, soldering with 50 watts or less is not considered Hot Work i. NAVSEA OP5 lists regulations concerning welding or cutting operations that involve an open flame or arc

on berthed ships 32) Inert Ammunition Components

a. Inert ammunition does not contain any explosive material but is identified by a DODIC/NALC and NSN b. Only inert ammunition or components are allowed for classroom training, public display and patriotic

occasions c. Inert ammunition shall always receive the same care and attention as is given to live ammunition d. Insert Display Ordnance shall not contain any explosive material or any other hazardous material

i. Display ordnance shall be certified by a qualified and certified EOD personnel e. OP5 describes the requirements for inerting ammunition

33) Dropped or Damaged Ordnance a. Dropped or damaged ordnance shall be inspected immediately in accordance with applicable MRC or

technical manual b. Shall not be moved until safety determination has been made, unless not moving increases the risk of

further mishap c. Emergency Jettison of Ordnance at Sea

i. Intentional dumping or disposal of ordnance at sea is prohibited except to safeguard life or safety of the ships

ii. Deteriorated or damaged ordnance constituting a hazard shall be rendered safe, recovered or disposed of by EOD personnel

iii. Any ordnance that cannot be specifically identified shall only be handled by EOD personnel iv. Unsafe ordinance shall be jettisoned overboard only as directed by the CO

1. Shall be accomplished at a distance greater than 12nm from land with water depth exceeding 3k feet

2. Event shall be recorded in the ship’s log 3. OIS or ROLMS updated with correct jettison transaction code 4. Inform OPNAV N45 and N411 of the emergency at-sea jettison action

34) Mishap Reporting a. Promptly submit Explosive Mishap Report (EMR), Explosive Event Report (EER) and Conventional

Ordnance Discrepancy Report (CODR) 35) CS Smooth Log

a. Maintain in accordance with WFIP 52 b. Shall be available for review during a COSR

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Sect 3.4 (Safety Observer)

1) A Safety Observer shall be present, or a NAVSEA approved manned camera monitoring system is required,

whenever using power driven systems 2) Examples include

a. Turrets b. Gun Mounts c. Launchers d. Elevators

3) Telephone or other communications shall be established between the control station and the safety observer 4) Before moving the equipment the control station shall obtain a report of All Clear from each Safety Observer 5) Safety Observers shall keep assigned areas clear and shall immediately advise the control station to stop the

equipment when any obstacles appear in the way.

NAVSEA S9522-AA-HBK-010 (Magazine Sprinklers): SECT 3.4 (Thermo-Pneumatic Components)

1) Heat Sensing Devices (HSDs) a. Two Types

i. Fusible Slug ii. Fusible Link: Replacing the Fusible Slug

b. HSDs consist of a thin-walled, spring-loaded bellows containing air that creates a pneumatic signal when the device actuated

c. Spring and Bellows apparatus is held in the compressed/expanded position, respectively, by a series of hooks and a fusible link connecting the internal bellows apparatus to the HSD housing

i. Fusible link will part when the link temperature reaches 160degF (+/-3) ii. This releases the bellows, allowing the spring to expand

iii. Creates a pneumatic signal to actuate the Pneumatically Released Pilot Valve (PRPV) d. HSD housing is latticed, allowing free flow of air around the bellow e. HSD Installation

i. Each HSD can protect up to 120sqFt of deck area ii. No less than two HSDs are installed in any one magazine or protected area, regardless of space

dimensions iii. If the overhead is subdivided by beams greater than 16in, each ‘sub-compartment’ must have its

own HSD iv. HSDs shall not be located within 5ft of any supply ventilation terminal or A/C unit discharge v. HSDs shall not be located above or below gravity type cooling coils

vi. No HSD shall be more than 50ft (measured by length of tubing) from the PRPV vii. No more than 12 HSDs are to be connected to a single PRPV

f. Do not paint HSDs i. If only a slight overspray, replacement not required

ii. If anything more, must replace the HSD, do not try to clean g. HSD Operation

i. In case of a rapid rise in temperature: expanding Hot air expands the bellows, creating pressure impulse which is transmitted to the PRPV

ii. In case of a slow rise in temperature: Fusible link is heated and melts, removing the restraint holding the spring, collapsing the bellows, creating pressure impulse which is transmitted to the PRPV

2) Transmission Tubing a. The medium through which the HSD relays pneumatic signals to the PRPV b. Seamless copper tubing with a rockbestos/rockhide covering

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c. Runs in continuous lengths between components i. Not to be extended by brazing or couplings

d. Vented Check Valves i. Installed in the path between the HSD and the PRPV

ii. Checks against a rapid increase of air pressure in one direction, opening when air pressure is applied in the other

iii. Prevents a rapid increase in air pressure in one HSD from pressurizing the whole system iv. ‘Vented’ in that there is a small vent allowing a bypass around the main valve to ensure

equalized system pressure in response to normal changes in ambient temperature v. Mounted vertically to the bulkhead above the PRPV

vi. Distance between the PRPV Manifold and the check valves shall not exceed 60in 3) Pneumatically-Released Pilot Valve (PRPV)

a. A normally closed, spring-loaded Pilot Valve i. PRPV open automatically to actuate the sprinkler system in response to a pneumatic signal from

one or more thermo-pneumatic sensors (HSDs) b. Components

i. Operating Mechanism: Spring-loaded operating lever operated by the release diaphragm ii. Compensating Vent: Bleeds off slow pressure changes, equalizing pressure on either side of the

release diaphragm iii. Pilot Valve: The valve assembly, connected to the operating lever iv. Manifold: Attachment point for the transmission tubing from the HSDs

c. Installation i. Should be mounted 4-6 ft off the deck as near as possible to the magazine sprinkler control

valve d. PRPV Operation

i. Differential pressure of at least 8 ounces per square inch across the diaphragm is necessary to trip the PRPV

ii. When the release diaphragm moves it trips the spring-loaded operating lever iii. Operating lever rotates in a clockwise arc, transmitting motion to the pilot valve lever by a

connecting shaft iv. Pilot valve lever opens the valve

e. Precautions i. Do not bleed air form the PRPV valve unless intending to actuate the system

ii. After ‘resetting’ the PRPV be sure that all other components of the sprinkler system are placed in ready/neutral positions

NSTM 262 Rev 8 (Lube Oils): SECT 3.6 (Centrifugal Purification)

1) Centrifugal Purifiers (aka purifiers or centrifuges) used to remove lube oil impurities. a. Consists of a cylindrical vessel or separator bowl (separation chamber) rotating at high speed while a

liquid passes through. b. Centrifugal force forces heavier matter (water & sediment) to the outer edge of the bowl while lighter

matter (oil) moves inward c. The greater the difference in specific gravity between the material, greater the rate of separation d. Fluid viscosity also effects purification, so oil is usually heated prior to being centrifuged e. Only insoluble materials can be separated by centrifugation

2) Centrifugal Purifiers a. Classified by method of separation

i. Solids-retaining (manual cleaning) bowl types 1. Tubular

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2. Disk Stack ii. Solids-ejecting (self-cleaning) bowl types

1. Disk Stack is only design 2. Solids are removed by the opening of a separate bowl which forces heavy sediment out

3) Rules for Centrifugal Purifier operation a. Always operate purifiers at their maximum design speed and at rated capacity b. Periodically test purifier operation

i. 30 minutes after starting ii. Every 4 hours

c. Conduct oil analysis from inlet and outlet samples, compare the results of the outlet with the inlet d. Clean oil purifier bowls frequently and carefully to remove solid contaminants e. Ensure proper rung dam size has been selected

4) Care and Renovation of System Oil a. For Diesel Engine oil, circulate only until a slight pressure raise is detected, avoids accumulation of oil

which may cause overspeed b. Propulsion Gear System Oil depends on operational state

i. Extended Layup (greater than 8 weeks) 1. Dehumidifier 2. Inspect 3. Circulate

a. Ensure gears are rotated during circulation to ensure reposition of gear meshes ii. Rotation of Gears

1. Supply proper quantity of oil at designated pressure and temperatures iii. New Gear/Post Inspection of System

1. Greater possibility of dirt in the system 2. Continue circulation of lube oil until oil and gear casing approximate engine room

temperature iv. Height of Oil in Gear Case

1. Oil level in bottom of the gear case shall not rise above the lower level of the teeth of the gear unless an oil shield is fitted around the gear wheel

v. Getting Underway 1. Inspect sump for sufficient oil 2. Inspect for water in sump bottom, remove if necessary 3. Establish that circulating water is available at the lube oil cooler 4. Ensure lube oil sump is correct temperature 5. Ensure oil is flowing freely at the correct temperature and pressure 6. Frequently observe all oil pressures and temperatures, check sump level frequently

vi. Renovation of Oil While Underway 1. Operate purifiers daily until all sediment is removed and no indication of water 2. If purifier breaks, equipment may continue to operate as long as Clear and Bright criteria

is met

NSTM 505, Rev 5 (Piping Systems): Ch 7 (Piping Installation) & SECT 10.7 (Eductors)

1) Piping should not be subject to unusual loads or stresses a. Allowable stresses are designed into the system, but not excess stresses

2) Piping expands when heated and contracts when cool, it also moves with the ship in a seaway a. This includes the equipment nozzles where piping leads b. Flexibility is designed into the piping system by loops, u-bends, offsets, doglegs and similar

configurations

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c. Piping is both allowed to move but also restrained for dynamic loads (vibration, heavy seas, shock) d. Flexible piping or expansion joints are used when adequate flexibility and sound isolation cannot be

provided e. Types of flexible piping devices

i. Rubber hoses ii. Rubber inserted sound isolation couplings (RSIC)

iii. Rubber bellow joints iv. Metal bellows v. Packed sliding joints

vi. Packed ball and socket joints f. When replacing flexible hoses, do not substitute two separate hoses and an elbow joint for a single hose

with a 90deg bend, it is specifically designed to have that bend. 3) Pressure in a pipe tends to cause axial elongation

a. Sometimes this pressure can create a bellows effect with flexible piping that can damage the joints b. Piping supports serve to restrain this movement

4) Piping supports are as important as the piping itself, specially designed to both hold the load and decrease elongation

a. Be sure to closely follow design parameters of piping supports 5) Cold-springing is used on high temperature piping to reduce nozzle loads and pipe stresses under normal hot

operating conditions a. The ability of the pipe and joints to withstand this change is built into the system and must not be

modified 6) All pipe joints (no matter the type) have some sort of bending stress across them

a. Any joint not immediately supported will lack perfect alignment b. Piping should not be pulled or forced into place in such a manner as to impose more than minor

additional stress on connected piping, machinery, equipment and bolting material 7) Hanger and Support are the terms used to describe devices which carry the weight of piping systems

a. Hanger usually refers to carrying the weight from above b. Support usually refers to carrying the weight from below c. The terms are interchangeable d. Piping support seeks to minimize bending stresses e. Support/Hanger types

i. Rigid (fixed) ii. Spring

iii. Resilient f. A constant support can also be used, this allows constant support forces to the length of the pipe

8) Anchors and Sway Braces provide lateral support to damp out vibration and prevent excessive movement due to the seas.

a. Anchors are structural members welded to the pipe and bolted to ship’s structure b. Sway Braces do not provide weight support, they only keep the pipe in a neutral position, they can

sometimes be adjusted to match the dynamics of the pipe (hot, cold, etc.) 9) Resiliently-Mounted Pipe Supports

a. Generally support pipes that attach to resiliently-mounted equipment, serve to lessen noise and isolation from the pipe

b. Must be well maintained and not painted 10) Pipe Support Clamps secure support to the pipe

a. Two halves that bolt together b. Permit easy removal of piping sections c. Avoid over tightening, but clamps must be snug against the pipe liner d. Sometimes fitted with liners to minimize transmission of heat

11) Piping Fabrication and Installation

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a. MIL-STD-1627 covers fabrication and control of piping and tubing b. Minimum wall thickness for piping or tubing outer wall after bending shall not be less than the minimum

design wall thickness required for straight piping or tubing c. Branch connections in piping shall normally be from internal fittings such as tees, laterals and crosses.

i. Fabricated branch outlets are the rarity ii. Branch connections fabricated by welding is considered un-reinforced

12) Piping shall be painted IAW NSTM 631 (Preservation) a. External corrosion is normally caused by improper painting of the exterior

13) Pipe Cleanliness varies widely, depending on the specific piping system a. Before installing any section of piping or making up a piping connection, ensure piping is clear of

obstructions and is properly cleaned b. Blank flanges and other external hard coverings are the preferred method of pipe covering

i. Internal hard plugs should be minimized ii. Rags or foam rubber caps are prohibited

c. Brazed piping systems should be cleaned as outlined in specific instructions i. Hot flushing or hot recirculation methods are preferred

ii. Clean prior to hydrostatic testing 14) Piping System Designations and Markings

a. Assist in training and troubleshooting b. Permit quick identification and proper system operation c. What is painted

i. Piping located inside the ship shall be painted by system ii. Piping located in tanks and voids shall not be painted unless required by NSTM 631

iii. Piping located on the weather decks shall be painted the same color as the surroundings d. Handwheels and Operating Levers

i. Color-code by system if inside the ship ii. Shore connection valves topside shall not be color coded unless as required (Oxygen, JP-5,

Gasoline, Refrigerant, Oil Pollution Abatement) 1. But valve should be clearly labeled 2. Prevents confusion with any dockyard or pier color coding system

e. Valve and Valve Bodies exposed to the weather deck shall be color coded f. Operating levers on gauge valves on gauge boards need not be color coded, but those not located on

gauge boards need to be color coded g. Piping shall be marked with system identification, to include functional name of the system

(abbreviation is allowed) i. System pressure and functional service shall also be marked

ii. 6in or larger outside diameter shall use 2in letters iii. 2in to 6in outside diameter shall use 1in letters iv. Less than 2in outside diameter shall use 3/8 in lettering v. All letters will be black (except oxygen, which is white letters)

h. Direction of flow arrows must also be applied i. At least one immediately following the functional name

ii. Arrows shall be placed at junction and tees to indicate flow diversion i. Markings must not be more than 15ft apart as measured along the run of piping

i. Applied in conspicuous locations, preferably near control valves ii. If piping is concealed behind sheeting, markings shall not be more than 5ft apart

iii. Piping shall be marked at least once in each space, even if space is unmanned iv. Piping in machinery spaces and that servicing propulsion systems and that carrying flammable

material shall be marked at least twice (near entry and exit) v. Marking is not required if the service of the pipe is readily identifiable (i.e., short pipes or in

immediate vicinity of source)

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vi. Piping on weather deck does not require marking, a label plate will suffice vii. Pipes collated in pipe runs or behind battens shall have a label plate that lists all pipes

j. All piping system components shall have a label plate, located on component or adjacent ship structure i. Label shall contain system designation, component designation letters, individual component

number 1. Individual Component Number is in sequence, starting at the origin or root connection

and going to its end point (MCN-V-15) ii. Some labels will have a basic location number which gives the location on a ship (2-34-45)

k. Miscellaneous Piping Markings i. If valve is located beneath a deck plate or grating, the valve and the deck plate should have label

plates ii. Valves located in manifolds should be individually marked

iii. Fire plug markings should include their functional service 15) Fire Hazard Precautions for Piping Systems

a. Hot Surface i. 400deg F or higher

ii. Lube Oil and Hydraulic Oil Systems it is 650deg F or higher iii. With insulated surfaces, the temp under the insulation is the reference temperature

b. Fire Hazardous Areas: spaces where requirements for protecting flammable liquid hazards require C02, fixed flooding, fixed halon or AFFF fire extinguishing systems

i. Main Machinery Rooms ii. Aux Machinery Rooms with Fuel Pumps or fossil fueled equipment

iii. Fire Rooms and Engine Rooms of fossil fueled ships iv. Propulsion Engine Enclosures v. Electric power generator engine enclosures

vi. Flammable Storerooms or Issue Rooms vii. Fuel Pump Rooms

viii. RAST machinery rooms ix. Hangars x. TACTAS handling rooms

c. Fire hardened fittings meeting ASTM F-1387 and must be used on the following systems (to prevent melting in a fire and causing undue liquid release)

i. Fuel ii. Lube oil

iii. Hydraulic Oil iv. Gasoline v. JP-5

vi. Air vii. Gaseous or Liquid Oxygen

viii. Sprinkling Systems ix. AFFF x. Halon

xi. Fuel Stripping xii. If compartment is served by CO2, Halon or AFFF then the fittings are only required for

1. Hydraulic Oil 2. Contaminated Aviation Lube Oil 3. Air 4. Gaseous or Liquid Oxygen 5. Propane

16) Safe Piping Arrangements a. Flammable liquid piping is not to be located within 18in of hot surfaces, even if insulated

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b. Piping with hot surfaces, even if insulated, is not to be located within 18in of tanks containing flammable liquids

c. Flammable liquid piping is not to be routed through below spaces, except to service equipment in the space

i. Motor Rooms ii. Generator Rooms

iii. Switchboard Rooms iv. Control or IC rooms v. O2-N2 producing rooms

vi. Liquid Oxygen storage rooms d. Flammable fluid piping is not to be routed through uptake spaces, steam trunks or voids e. Flammable fluid piping is not to be located over hot surfaces

17) Spray Shields a. Prevent oil spray or release of atomized mist from a joint

i. Leaks are evidenced by dripping from the bottom of a shield b. Fabricate spray shield as outlined in ASTM F-1138

i. Locate the sewing so that when the spray shield is installed the needle penetrations are not situated over the periphery of the joint

c. Install spray shield to cover perimeter of flanged joint, with sufficient overlap i. Bolts and nuts should be covered

ii. Shield can be in contact with pipe iii. Use metal band or hose clamp if joint is abutted next to machinery

d. Spray Shields should be inspected quarterly to ensure they are tightly secured and not damaged e. Protect from abrasion or tearing f. Provide spray shields for flanged joints and flanged valves bonnets in piping containing flammable

liquids i. List of not required piping in NSTM

ii. Includes weather decks, in voids or cofferdams, piping below floor plates (except steam ships), tank sounding tubes

18) Eductors a. Widespread use of Eductors and their improper use have contributed to numerous flooding incidents b. EOSS provides proper operating instructions

i. Placards containing instructions should be in the vicinity of an educator c. Ensure all bilge drainage suction have strainers installed d. All bilge drainage suction lines shall have a check valve or stop check valve

i. Prevents backflow ii. Only necessary to have one check valve, not one for each individual tailpipe

e. Test valves IAW PMS f. Eductor Operation

i. Open overboard discharge valve ii. One fire main actuating valve

iii. Observe actuating water pressure gauge, regulate fire main valve to get educator rated pressure iv. Observe educator suction vacuum pressure gauge v. Open educator suction valve

vi. Open bilge suction valves vii. Monitor bilge levels

viii. Close bilge suction valve ix. Close educator suction valve x. Close fire main actuating water valve

xi. Close overboard discharge valve xii. Ensure all valves are fully shut

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xiii. Check and re-check (after 10min) to ensure no rise in pressure of Eductor

NSTM 542, Rev 5 (Gasoline and JP-5 Systems): SECT 5.3 (Cargo JP-5 Fuel Quality)

1) Contamination of petroleum products can cause fuel to fail to meet specifications a. Can include comingling of petroleum products

2) When a product fails to meet test requirements, be sure to check testing equipment and procedures and then re-test

3) Areas of possible contamination a. Dissolved water b. Leaks between tanks of different products c. Rust and sediment d. Free water presence

4) Sediment contamination may be caused by rust scaling of inner wall of piping a. Single line sampling is not enough cause to reject b. Take a least three line samples (at commencement, 5min and 10min afterwards), analyze and average

the results, cease transfer if above standards 5) Proper stripping and frequent turnover can minimize microbiological growth in JP-5 6) Periodic safe cleaning promotes safe fuel handling

a. Identifies and/or removes sediment accumulation or microbiological growth 7) Fuel Quality Tests

a. Essential that all bottles or other vessels used for collection of samples, including lids and caps, be scrupulously clean

b. Specific Gravity: Determines weight per unit volume c. Bottom Sediment & Water (BS&W): Determines amount of water and sediment by volume in the liquid d. Flash Point: Lowest temp at which a test flame causes a vapor to ignite, estimates fire and explosion

hazards i. If lower than expected, it is a reliable indication of contamination

e. Color: Compare color at time of test with that of receipt to determine likelihood of contamination f. Solid Contamination: g. Water Content: Free Water Visual Test (clear and bright)

NSTM 551, Rev 5 (Compressed Air Plants and Systems): SECT 2.4 (LP Air Plants & Systems)

1) LP Air Plants and Systems designed for 150lb/in2 and below. a. Supply’s air at required pressure and flow rate for various shipboard services b. Two basic concepts of design

i. Ship service air and control air ii. Vita and non-vital air

2) Service vs. Control Air a. Some LP air is supplied via pressure reducing valves from higher pressurized systems, other systems use

air plants to provide dedicated LP air b. Air Plants consist of

i. LP reciprocating or rotary compressor ii. Check valve

iii. Stop valve iv. Type I dehydrator v. Receiver

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vi. Discharge vii. Electro pneumatic control system

viii. If multiple air plants are installed only one is usually needed at a time, with others cutting in as required to maintain the required pressure.

c. Air Main i. Separate mains for air control and air service

ii. One single header through machinery spaces, with branch lines reaching to other areas of the ship

iii. Service air cross connects to control air to act as a backup d. Control air provides LP air for critical functions such as air-operated valves, pneumatic controls and

other equipment i. Supplies the electronic dry air, via a Type II dehydrator

ii. Usually at 85lb/in2 e. Ship Service Air provides air to miscellaneous equipment which can tolerate interruptions to the air

supply i. Pneumatic tools

ii. Hose connections iii. Laundry iv. Liquid level gauges v. Windshield wiper pressure tank

vi. Underwater log trunk vii. Sonar dome services

viii. Chill water system expansion tank ix. Firemain services

3) LP Vital and Nonvital Air a. With an increasing demand a way must be available to supply air where it is needed most b. Two types of air plants for Vital/Nonvital concept

i. Oil-free reciprocating helical screw compressor, type I dehydrator and discharge receiver ii. Oil-free 1250scfm centrifugal compressor, chilled water aftercooler and receivers

c. Air Main i. All air from the plant discharges to the Vital Main

ii. The Vital Main runs throughout the ship iii. Non-vital branch lines come off the vital main via priority valves, these branch lines can connect

to form a non-vital main 1. Priority valves start closing at 100lb/in2 and are closed by 85lb/in2

d. Vital air services i. A/C Plant control

ii. Air operated valves and controls iii. Sonar dome pressurization iv. Tank level indicating services v. LP emergency air breathing service

vi. Control stations vii. Clutch and speed control

viii. Aviation support ix. Electronics dry air

e. Electronics Dry Air Main i. Supplied by vital main via a type ii dehydrator

ii. Sometimes backup dehydrators are available at each piece of equipment, supplied directly by the vital air main

f. Nonvital air services i. Pneumatic tools

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ii. Cleaning equipment iii. Charging pumps iv. Medical use v. Blow back of hoses

vi. Laundry vii. Sewage holding tank aeration

viii. Helicopter services ix. Compartment air test fittings

NSTM 555, Rev 13 (Surface Ship Firefighting): SECT 2.9 (HALON)

1) HALON 1301 and Heptafluoropropane (HFP) systems are fixed extinguishing systems a. Installed in:

i. Main machinery rooms ii. Auxiliary machinery rooms

iii. Fuel pump rooms iv. RAST machinery rooms v. TACTAS handling rooms

vi. MP or GEN modules vii. Spaces where flammables are stored or issued

b. Components i. Halon or HFP cylinders, 5lb CO2 actuators, vent fittings, actuation hoses, flexible discharge

hoses, check valves, time delay device bypass valves, actuation system piping, pressure switches, discharge piping, discharge nozzles, in-line filter and various alarms and indicators

c. Location may either be inside the protected compartment or outside, or in a dedicated cylinder storeroom

i. Some systems have a duplicate reserve d. System provides a concentration of 5%-7% of Halon by volume in air throughout a space

i. Sufficient Halon required to allow for 5% minimum for 15min ii. Discharges within 10sec from start of discharge

iii. HFP has a 8.5% concentration that must be maintained for 15min 1. But in spaces with methanol has a 9.6% concentration

2) System Operation a. Time Delay

i. 60sec for large machinery spaces ii. 30sec for small machinery spaces, modules and storerooms

b. System actuation i. Installed within the space, outside or adjacent to space, or in a control station

c. Other features i. Ventilation shutdown

ii. Locan and remote alarms iii. Time delay bypass iv. Discharge indicator lights

d. Normally supplemented by AFFF bilge sprinkling i. Should be activated in conjunction with the Halon or HFP

e. Normal Operation i. Fully operate the discharge lever and secure in the operated position

ii. Released CO2 actuates pressure switches 1. One pressure switch sets off lights and horns 2. Other pressure switch initiates shut down of ventilation and closure of installed vents

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iii. CO2 goes through time delay then operates the Halon/HFP cylinder valves for discharge iv. CO2 actuates pressure switch with release indicators v. In case of malfunction, the time delay can be bypassed and the pressure switches operated

manually

OPNAVINST 5100.19E, VOL 1 (Surface Ship Safety): CH B2 (Heat Stress)

1) Personnel shall not be excessively exposed to Heat Stress and shall be provided a shipboard work environment that minimizes the probability of such exposure.

2) Heat Stress: Exposure to temperature, thermal radiation, humidity, airflow, workload and health conditions that may stress the body as it attempts to regulate body temperature.

a. Ship determines maximum exposure limits for various environmental conditions and individual work rates

b. Adherence to maximal heat exposure guidelines prevents or reduces the adverse physiological effects of heat stress

c. Sufficient recovery time in a cooler environment can help reverse effects of heat stress 3) Recognizing personnel heat stress symptoms and obtaining medical attention is an all hands responsibility 4) Heat Stress Surveys

a. Used to obtain accurate and reliable data on heat stress conditions b. Composed of Dry-Bulb (DB), Wet-Bulb (WB) and Globe Temperature (GT) readings

i. DB and WB must be shielded from radiant heat ii. WB must be properly ventilated to determine effects of air flow

iii. GT provides radiant and convection heat transfers to or from the body c. Surveys conducted with either a:

i. Wet Bulb Globe Temperature (WBGT) meter 1. Measures DB, WB and GT 2. WBGT Index and Physical Exertion Level determine length of time an individual may be

exposed to the heat stress conditions 3. B2-A provides Physiological Heat Exposure Limits (PHEL) tables

ii. Automated Heat Stress System (AHSS) 5) Heat Stress is more likely in some spaces than in others

a. Hot and humid climates, arduous physical tasks, steam and water leaks, boiler air casing leaks, missing or deteriorated thermal insulation and ventilation system deficiencies

b. Includes: Machinery Spaces, Laundries, Sculleries, Galleys, Flight Decks, Catapult Rooms, Incinerator Rooms

6) Human Factors affecting Heat Stress: a. Dehydration b. Lack of Sleep c. Illness d. Use of Medications, Drugs or Alcohol e. Atmospheric Contaminants (combustion gases or fuel vapors) f. Acclimatization

i. Longer number of days in a heat stress environment allows body more efficiency in dealing with Heat Stress

ii. A gradual process, may require up to 3 weeks or more to fully take effect 7) PHEL Curve Stay Times

a. Specific amounts of time allowed in spaces by personnel based on Survey results b. Includes quick departures and immediate return to space (coming off watch does not reset time if going

back to space for PMS, etc.) c. Recovery/Rest Times are required prior to space re-entry if outside Stay Time

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8) Responsibilities a. CO shall

i. Establish and enforce heat stress policy ii. Review daily the heat stress surveys that result in a reduced stay time

iii. Report and inquire into heat stress situations or heat injuries iv. If no AHSS, ensure at least two WBGT v. If AHSS installed, ensure at least one WBGT

b. IDC/MDR i. Review all heat stress surveys for accuracy, submit to CO

ii. Training iii. Report on all heat stress related cases

c. Dept Heads i. Ensure DB thermometers are installed and recorded

ii. Assign individuals to perform heat stress surveys iii. Review heat stress surveys and ensure stay times are enforced iv. Record all heat stress related material deficiencies on the CSMP

d. Div Officers i. Ensure stay times are being enforced

ii. Record all heat stress related material deficiencies on the CSMP e. Heat Stress Surveyors

i. Meet PQS NAVEDTRA 43600-4B standards ii. Perform Heat Stress Surveys as laid out in B0204

f. All Hands i. Obtain prompt medical attention for all personnel with heat stress injuries

ii. Follow recommended work practices and procedures for controlling heat stress hazards iii. Complete heat stress training upon reporting aboard

9) Heat Stress Monitoring and Surveying a. Monitoring: Observing and recording temperatures of DB thermometers at specified workstations

i. Use hanging DB thermometer in glass, permanently mounted where heat stress conditions may exist

ii. Evaluation and determination of potential Heat Stress locations is part of Industrial Hygiene survey

iii. DB thermometer shall be mounted in all non-air conditioned spaces, not normally manned, in which personnel may have to periodically work or conduct maintenance (i.e., storerooms)

iv. Thermometer placement 1. Hung at least two feet from any supply ventilation terminal/opening 2. Hung with a non-heat conducting material 3. Positioned to minimize the influence of any adjacent or local heat or cold sources (avoid

direct contact between thermometer and hot/cold structural surfaces 4. Temporarily mounted to monitor conditions where repairs or maintenance is being

performed in a heat stress area 5. Installed in: machinery spaces, emergency diesel spaces, engineering spaces containing

heat sources, laundries, dry cleaning plants, sculleries, galleys, bake shops, and steam catapult spaces

v. Thermometer calibration 1. Do not require calibration, does not need a No Calibration Require sticker 2. Must be within 5deg F of DB temperature of the WBGT monitor

vi. DB Temperature Readings 1. Shall record DB temperature readings when the ship is underway or when potential heat

stress conditions exist if in port 2. Monitoring Guidance

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a. Every 4hrs for a manned space if DB temp below 85degF b. Every 1hr for a manned space or temporary installation if DB temp greater than

85degF vii. DB & AHSSTemperature Recordings

1. If DB temp exceeds 100degF for a watch or work time greater than 4hrs, direct a heat stress survey

2. If DB temp exceeds 90degF for a watch or work time less than 4hrs, direct a heat stress survey

3. If DB temp exceeds 85degF in the scullery, direct a heat stress survey b. Surveying: Using a WBGT or AHSS to measure DB, WB & GT, compute the WBGT index, determine stay

time i. WBGT Index= (.1xDB) + (.7xWB) + (.2xGT)

ii. AHSS 1. Mounted in a position indicating the most accurate representative temperature for the

area where workers spend the majority of their time 2. Positioned to avoid interference with space activity 3. If near ventilation, shall not have an airflow greater than 600fpm due to the duct 4. NOTE: Dry Bulb thermometers must still be installed on ships with AHSS

iii. WBGT Meter Surveys 1. Calculates WBGT Index using the measured temperatures 2. Note: Must use meter within operating range specified by manufacturer 3. Measurement Techniques

a. Position meter where worker or watchstander would normally stand with normal ventilation arranged

b. Conduct first survey after giving meter 5min to equilibrate to surroundings c. Conduct each survey after giving the meter 3min to stabilize

i. Wait until 0.1 digit of DB stops changing iv. Recording Results

1. Surveyor shall record all non-automated survey readings to the nearest 0.1degF on a heat stress survey sheet

2. Use WBGT Index to determine PHEL stay time from section B0205 3. Note any stay times for manned watch or workstations that, under routine conditions,

are less than the watch or work period. a. Circle in Red

4. Notify CO if stay times are less than work or watch times 5. All automated surveys shall be printed 6. Survey sheet should include notes on any material deficiencies which are contributing to

the adverse heat stress conditions 7. Surveyor should note hanging DB thermometer temperatures, ensuring these are within

5degF of the meter 8. IDC/MDR shall review all heat stress surveys, initial by CO and retain for one year.

c. Periodicity of Heat Stress Surveys i. When meeting PHEL/DB Requirements

1. PHEL I through III a. Watch/work length less than 4hrs DB greater than 100degF b. Watch/work length greater than 4hrs DB greater than 90degF

2. PHEL IV through VI DB equal to 85degF ii. Any space where a heat injury occurs

iii. Prior to conducting Engineering Casualty Control Drills 1. If drill set is less than three hours, survey not required in spaces not affected by the drill

a. Length of exercise cannot exceed the watch PHEL stay times

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2. In any space the CO determines that a heat stress situation may occur 3. As required for follow-on surveys

d. Follow On Surveys i. If no reduced stay time was required, only if the Hanging DB temp increases by 5degF from what

the survey determined ii. If a reduced stay time was required

1. Follow-On if the Hanging DB temp increases by 5degF from what the survey determined 2. If the Hanging DB temp drops below that outlined in B0204, conduct a follow-on survey

to determine if reduced stay times are still required e. Time Weighted Mean WBGT Value

i. An optional value if an air-conditioned booth or cooler space is available for watchstanders, affording relief from the heat in the space

ii. Will increase the watch/work stay time in a space iii. Outlined in Appendix B2-E

10) Recovery Time a. Unless CO directs operational emergencies, personnel must leave the heat stress environment upon

expiration of the PHEL stay time. b. Recover shall take place in a cool dry area conducive to rapid physiological recovery

i. DB temp of 80degFor less ii. Preferred environment is one that is air conditioned

c. Provided there is no evidence of accumulated fatigue, recovery shall be equal to twice the exposure time or four hours, whichever is less

d. If experiencing heat stress symptoms (before, during or after recovery) report to IDC/MDR for evaluation

11) Recommendations for Working In Heat Stress Environment a. Drink more water than satisfies thirst

i. But not more than 1.5liters per hour ii. Don’t wait until thirsty to start drinking

b. Eat three well-balanced meals daily c. Get adequate rest (at least 6hrs continuous sleep in a 24hr period) d. Wear clean clothing of at least 35% cotton

i. Except where fire retardant or fire-fighting clothing is required e. Do not take salt tablets f. Limit intake of caffeinated drinks g. Use cooling vests, though must use PHEL stay time

12) Heat Stress Reports a. If MDR determines that a heat-related disorder exists, must be entered into WESS

13) PHEL a. Six PHEL curves developed, corresponding to different work rates

i. PHEL I: Light work (sweeping down, painting, changing lube oil strainers, bleeding hydraulic oil) ii. PHEL VI: Heavy work (manually chipping paint, handling cargo and supplies, replacing large

valves, disassembly of large or heavy equipment) b. Procedure

i. Select appropriate PHEL Curve 1. If non-routine operations (out-of-normal plant configuration, increase in work rate, etc.)

select next higher PHEL Curve than normal operations. 2. If person does not fulfill ‘normal’ characteristics (sick, heavier clothing, fatigue) consider

using a higher PHEL Curve 3. Appendix B2-A-2 has PHEL Curves listed by watchstation assignments

ii. WBGT/PHEL Determination 1. Round recorded WBGT to next higher whole number value

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2. Match to applicable PHEL Curve 3. Obtain permissible stay time in hours and minutes

c. Be ready to update the Stay Time if the person’s watch or status changes 14) Fuel combustion gases (Stack gas) and fuel vapors

a. Stack Gas and Fuel Vapor can intensify the heat stress environment b. Presence if smell is noticeable c. Check personnel for symptoms

i. Eyes watering or burning ii. Difficult breathing

iii. Tingling numbness on tongue, nose, finger tips or toes iv. Sensation of mild alcoholic intoxication

d. Reduce exposure time if two or more symptoms are present i. Divide calculated stay time by three to obtain new stay time

ii. Prompt removal of personnel to fresh air is essential 15) Heat Stress Training

a. All Hands to receive training when reporting onboard b. Training must include

i. Health Hazards ii. Symptoms

iii. First Aid Procedures iv. Monitoring v. Causes

c. Heat Stress Surveyors must have watchstation 303 from PQS 43460-4B within 12 weeks of assignment

OPNAVINST 9640.1A (Shipboard Habitability Program): SECT 2.8 (Fresh Water)

1) Ship’s must have a distilling capacity to provide 30gallons per accommodations per day, in addition to any equipment requirements

a. Submarines require 25gallons per day and amphibs require 25gallons per day for troop accommodations 2) Surface ships must have either one of the following

a. Two plants, each of which can meet individually meet requirements b. Three plants, two together meeting the requirements and a third equaling the capacity of one of the

two 3) Must have a stowage capacity for a minimum of forty gallons per accommodation 4) Must be able to make 1.25 pounds of ice per accommodation per day 5) Water fountains

a. Number of water fountains dependent on type of accommodation (officer, CPO, crew) i. 40 accommodations per water fountain in Officer and CPO

ii. 100 accommodation per water fountain in Crew iii. 75 mess seats per water fountain in Officer and CPO messing iv. 50 mess seats per water fountain in Crew messing

6) Water Heaters a. Sufficient numbers to ensure adequate supply of hot water at all washbasins and showers b. Must ensure hot water within 10seconds c. Provided for

i. Galley ii. Pantry

iii. Scullery iv. Laundry v. Medical spaces

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d. Water heaters supplying washbasins and showers shall not support work spaces that have higher water temperature requirements

7) Ships require automatic potable water disinfection equipment

S0400-AD-URM-010/TUM (Tag-Out User’s Manual): Sect 1.7.4 (Audits by Ship’s Force)

1) Department Head shall ensure audits are performed every two weeks a. Ship’s in overhaul, conversion or restricted availability shall conduct audits of propulsion plant’s tag out

log weekly b. Authorizing officer shall report the results of the tag-out audits to the applicable DH

2) Audit of Outstanding Tags a. Check all outstanding tags on each TORS for correct posting

i. Visually compare the information on the tag, on the TORS and on the posted component ii. Visually check the component (valve, switch, fuse, etc.) to ensure it is in the proper position,

unless this requires an operation such as the removal of a cover, cap or closure 1. No operation of a valve or switch is authorized as part of a routine tag-out audit 2. If the position of such a component is in doubt, Authorizing Officer (with permission of

DH and RA representative) shall authorize 2 people to independently check the position of the specific valve

3. Check the valve’s position a. Attempt to turn the hand wheel a small amount in the shut direction b. If it has a detent mechanism slightly move the valve operator (not more than

5deg) c. Manipulate or unlock locking-devices as necessary to check the position of the

valve d. Valve position check should be performed using the applicable approved

procedures 4. Report discrepancies at once to authorizing officer (and RA representative) before

proceeding with Tag Audit a. Take appropriate action to ensure protection of equipment and personnel

5. Evaluate whether tagged component is in a high traffic area, inform the Authorizing Officer if it is

b. Audit of TORS i. Audit all outstanding TORS against the index sheet

1. Check each TORS for completeness and verify all tags were checked ii. Record results of the TORS audit by a line entry on the index sheet or on and Audit Record Sheet

1. Record date completed, discrepancies noted and signature of the person doing the audit iii. Discard cleared TORS and index sheets

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NAVIGATION, SEAMANSHIP & SHIP HANDLING

NAV Refresher Notes 1) 6 Rules of DR

a. Plot a DR at least every hour on the hour while in Open Ocean.

b. Plot a DR at every Course Change

c. Plot a DR at every Speed Change

d. Plot a DR when obtaining a Fix or Running Fix

e. Plot a DR when obtaining a single LOP

f. Label each fix with CRS, SPD and TIME. Draw a new course line from each fix or running fix as soon as it has

been plotted. This DR should cover at least two DR intervals.

2) Converting Time Zones

a. Divide Longitude by 15 and round up/down to get time zone.

b. Western is Positive and Eastern is Negative

c. L-to-Z, Let It Be; Z-to-L, Reverse the Spell

i. Local to Zulu: Apply the sign

ii. Zulu to Local: Reverse the sign

3) Crossing International Date Line

a. Need to adjust local time for the International Date Line

b. Going West Add 24hrs, Going East Subtract 24hrs

i. “One Day Closer To Home”

4) 1-4-1 Rule

a. Used to convert Time Arc to Longitude

Time / Longitude

24hrs = 360°

1hr = 15°

4min = 1°

1min = 15min

4sec = 1min

1sec = 15sec

5) 3 Minute Rule

a. Multiply Speed by 100 to get Distance traveled in 3 Minutes in Yards (Multiply by 100)

6) 6 Minute Rule

a. Divide Speed by 10 to get Distance traveled in 6 Minutes in NM (Shift Decimal left once)

7) Time-Speed-Distance Triangle

a. Cover the desired value and carry out the arithmetic left over

D

S x T

8) Magnetic Compass Correction

a. PSC: Per Standard Compass

b. PSTGC: Per Steering Gear Compass

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c. Variation: Angular Distance between True North and Magnetic North

i. Right at True Meridian = Easterly Variation

ii. Left of Variation = Westerly Variation

iii. Left-West

d. Deviation: Ship caused deflection between Compass Heading and Magnetic Heading

e. Compass Error = Variation + Deviation

f. Correcting: Can Dead Men Vote Twice At Elections

i. Course-Deviation-Magnetic-Variation-True, Add East

g. Uncorrecting: Timely Vessels Make Distance Count At Weddings

i. True-Variation-Magnetic-Deviation-Compass, Add West

9) Gyro Compass Corrections

a. Determining Gyro Error

i. Azimuth of Sun

ii. Azimuth of Polaris

iii. Amplitude of Sun

iv. Franklin Technique (Triangulation)

v. Terrestrial Range

b. Gyro-Error-True

i. Correcting, +E/-W -> (Gyro Best, Error West)

ii. Uncorrecting, +W/-E <- (Gyro Least, Error East)

10) Chart Reference Numbers

a. NGA Reference Number: 14 B HA 14263

i. 14 = Sub-Region

1. 9 Regions

2. 52 Sub-Regions

ii. B = Portfolio Assignment

1. Standard Nautical Chart (SNC)

a. A: OPAREAS & principal coastal, harbor and approach charts

b. B: Supplements A portfolio with additional coastal, harbor and approach charts

c. X: SNC’s not designated A or B

2. World and Miscellaneous Charts

a. A = Atlantic Ocean

b. P = Pacific Ocean

c. B = Other ocean regions not designated by A or P

d. X = Charts not in a portfolio

iii. HA = Type of Chart

1. CO = Coastal

2. HA = Harbor

3. A= Approach

4. OA = OPAREA

5. S = Sailing

iv. SNC Number

1. 1 Digit (1-9) = No Scale

2. 2 Digit (10-99) = 1:9,000,000 and Smaller

3. 3 Digit (100-999) = 1:2,000,000 to 1:9,000,000

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4. 4 Digit (1000-9999) = Miscellaneous or Special Charts

5. 5 Digit (11000-99999) = Larger than 1:2,000,000

NB: Smaller the Number, Larger the Scale, Greater the Detail (Small-to-Large-to-Great)

11) Tactical Characteristics

a. Tactical Diameter: Distance moved perpendicularly in a 180° course change

b. Final Diameter: Distance moved perpendicularly in a 360° course change

i. Measured from 180° turnpoint and end of turn

ii. Always smaller than Tactical Diameter

c. Angle of Turn: Amount of course change

d. Advance: Movement in initial (forward) direction up to 90°

e. Transfer: Perpendicular movement from initial course to 90°

f. Plotting Process

i. Measure out transfer at right angle to initial course

ii. Draw parallel line to initial course starting from new course

iii. Measure out Advance Distance to find Turn Point

g. Also Plot: Slide Bar, Distance to Turn, Turn Bearing (within 45° of beam) and Turn Range (within 45° of bow)

12) True Bearing – Relative Bearing

a. True = Relative + Heading

b. Relative = True – Heading

c. Correct for 360°

13) Forces Acting On Ship

a. Controllable Forces

i. Propulsion

ii. Propellers

iii. Rudders

iv. Anchors

v. Tugs

vi. Mooring Lines

b. Semi-Controllable Forces

i. Shallow Water Effects

ii. Bank Cushion/Suction

iii. Interaction Effects

iv. CHENG

c. Un-Controllable Forces

i. Wind

ii. Current

iii. Weather

14) Pivot Point

a. Longitudinal Point around which ship turns

b. Ship moving FWD has Pivot Point well toward Bow

c. Ship moving AFT has Pivot Point well toward Stern

15) Flaghoists

a. Reading Flaghoists

i. Masthead – Triadic Stay – Starboard Yardarm – Port Yardarm

ii. Outboard to Inboard

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iii. Right-To-Left-Out-To-In

iv. Max of 5 Flags per hoist

16) Electronic Charts

a. Types of Charts

i. SNC: Standard Nautical Charts (Paper Charts)

ii. ENC: Electronic Nautical Charts (charts to IMOS S-57 standards)

iii. DNC: Digital Nautical Charts (charts made by NGA to S-57 standards with military layers)

b. Use of electronic charts

i. DNC is chart to be used with ECDIS-N

ii. ENC may be used with ECDIS-N if:

1. DNC not available for that geographic area

2. DNC is more than 90 days out of date

3. When required by coalition operations

c. DNC Specifics

i. 29 CD-ROMS of DNCS (individual charts are libraries within these 29 DNCs)

1. Library numbers based on World Port Index numbers

2. Adds region number and type of chart (HA, CO, etc.)

ii. In Vector Product Format

1. S-57 standards with Additional Military Layers (AMLs)

2. 12 Thematic Layers

3. Tactical Ocean Data (TOD) are sets of AMLs

a. TOD 0: OPAREA and Exercise Charts

b. TOD 1/2: Bottom Contour Charts

c. LWD: Littoral Warfare Data, combat chart

iii. Updates of DNCs

1. VDU: Vector Product Format (VPF) Data Updates

2. 1 VDU per month, each has cumulative patches of the base VPF library

17) Navigation Sensors a. Magnetic Compass

i. Standard Magnetic Compass (Wet Globe) 1. Annually Swing Ship to fill out Deviation Card (°degaussing On and Off) 2. Must keep Magnetic Compass Record Book

a. Compare Compasses every 30 min and after course change >10° ii. Digital Flux Gate Magnetic Compass

1. Auto-calibrates but need to swing twice to resent internal deviation tables a. Must swing ship 24 hours before evolution and 48 hours after underway

2. Magnetic Compass Record Book not required to be kept b. Fathometer

i. Settings 1. 0-600 feet 2. 0-600 fathoms 3. 0-6000 fathoms

ii. Assumes fixed sound speed of 4800 ft./sec c. PITSWORD

i. Electro-magnetic Indicator ii. Doppler Sonar Velocity Log (DSVL)

iii. Output is technically speed of the water past hull

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d. Anemometers i. B-3 Windbirds on each side of mast

ii. MORIAH used EM sensing iii. Handheld

e. Barometers i. Aneroid: Sylphon cell prevented from crushing by measuring springs

ii. Calibrated semi-annually iii. 29.94 inches (1013.88 millibars) is sea-level pressure

f. Psychrometer i. Dry-Bulb measures air temp and Wet-Bulb measures moisture content

ii. Difference in temperatures determines Dew Point 1. Dew Point <4° indicates possibility of fog 2. Multiply each degree of spread by 375 feet to get lowest possible cloud height

g. GPS i. GVRC = GPS Card within NAVSSI

ii. Need 4 satellites, 3 for position and 1 for time iii. SPS: Standard Positioning Service, No Crypto (+/- 15m accuracy)

1. Uses Course Acquisition (C/A) Code iv. PPS: Precise Positioning Service, Crypto loaded (+/- 10m accuracy)

1. Uses P-Code 2. Y-Code needed to decrypt

h. INS i. Types

1. Spinning Mass 2. Ring Laser

ii. Needs latitude to determine appropriate Earth Rate, allowing negation of globe velocity in order to calculate ship’s acceleration 1. Acceleration integrates to Velocity integrates to Position 2. Position reset is done with known (i.e., GPS) position

iii. Kalman Filter 1. Every 66sec INS posit compared with GPS posit and will reset INS position if outcome is within

parameters iv. Un-Damped INS: Failing to receive ship’s velocity.

1. Causes Schuler Oscillation every 84min 18) Tides

a. Tide Types i. Diurnal Tide: 1 low / 1 high in 24hr period

ii. Semi-Diurnal Tide: 2 low / 2 high in 24hr period b. Daily Tides

i. High Water: Highest Level of Tide ii. Low Water: Lowest Level of Tide

iii. Range of Tide: Total Distance from High Water to Low Water iv. Stand Tide: Brief period of no significant change v. HHW: Higher High Water, higher of two tides in a day

vi. LLW: Lower Low Water, lowest of two tides in a day c. Tides and Charts

i. MHW: Mean High Water, Average high water over last 19 years ii. MLW: Mean Low Water, Average low water over last 19 years

iii. MLLW: Mean Lowest Low Water, Average LLW over last 19 years 1. Sounding Datum: Reference plane for tides and depths on chart

iv. Charted Depth: Distance from Reference Plane to Ocean Bottom

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v. Tidal Depth: Actual Depth at any given time (Charted Depth + Tide) d. Big Tides

i. Spring Tides: Sun and Moon Pull Together = higher than normal high and lower than normal low, twice a month, full moon and new moon.

ii. Neap Tides: Sun and Moon Pull Apart = lower than normal high and higher than normal low, twice a month, half a moon.

19) Calculating Tides a. Steps to Calculate Tides using Tide Tables

i. Use index page to get data location in Table 2 for exact sub-station (or primary station) ii. In Table 2, the Difference Column gives correction data for Times and Heights

1. – is for substitute corrections 2. + is for addition corrections 3. * is for multiplication corrections

iii. Go to Reference Station for the Sub-station in Table 1 to get the base data for a given day iv. Put base data onto the strip form v. Perform corrections to times and heights to get Sub-station tide data for a given data

vi. Plot Tide Data using quarter-tenth method 1. Plot High Tides and Low Tides for the day

a. Find the quarter points along each tide line (¼ ,½ , ¾) 2. Find the Range of Tide within each segment, divide by 10 and plot above/below the ¼ and ¾ points 3. Use French Curve to connect the dots (high/low point, ¼/¾ points, and ½ point

20) Currents a. Types of Currents

i. Ocean Currents: Permanent currents that are active in the ocean (e.g., Gulf Stream) ii. Tidal Currents: Currents caused by the rise and fall of Tides

b. Current Timing i. Max Current will occur when tides are at 0 (at Reference Plane) and thus between the High and Low

Water ii. Min Current (slack water) will occur when tides are at High and Low

iii. So Current values are the ‘inverse’ of Tide c. Terms

i. Flood Current: Flowing toward Shore ii. Ebb Current: Ebbing away from Shore

iii. Slack Water: No significant speed of current d. Calculating Currents (Use Current Tables)

i. Use index page to get data location in Table 2 for exact sub-station (or primary station) ii. In Table 2, the Difference Column gives correction data for Times and Velocities

iii. Put correction data into strip form iv. Go to Reference Station for the Sub-station in Table 1 to get the base data for a given day v. Put base data onto the strip form

vi. Perform corrections to times and heights to get Sub-station tide data for a given data vii. Plot Currents using straight line method

21) Advanced Plotting a. Lines of Position (Visual or Radar)

i. 3 LOP’s to make a fix (anything less is an EP) ii. Visual Order: BEAM-BOW-STERN

1. At least 60° bearing spread for visual 2. NB: Celestial is a Visual Fix

iii. Radar Order: BOW-STERN-BEAM iv. Label each LOP with Time and Brg/Rng

1. NB: This is optional in restricted waters

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v. Radar Range are least accepted method of plotting a fix b. Symbols

i. Visual (including celestial) = Circle ii. Any fix with electronic means (Radar, GPS, etc.) = Triangle

iii. DR = Half Circle iv. Estimated Position = Square v. VMS = Circle with cross and letter with type (V, R V/R)

c. Danger Bearings/Ranges i. Required when a Hazard to Navigation is not marked by a NAVAID (so no buoys around shoal water)

ii. Draw a bearing or radar range tangent to the hazardous error iii. Use NLT or NMT of bearing or radar to stay out of danger

d. Magnetic Piloting Methods i. Used during Loss of Gyro

1. Logged in Deck Log and Bearing Book ii. Bearings given in relative and head bearing in Magnetic

e. Horizontal Sextant Angle i. Most accurate method of gaining a fix

ii. Two Sextants placed in Horizontal used 1. Point at a common NAVAID at head of ship (e.g., Range Lights) 2. Find NAVAIDs toward beam

iii. Use Three-Arm Protractor to plot the two points off the common point ahead f. Possible Plotting Errors

i. Unknown Gyro Errors ii. Time Lapses

iii. Errors in bearings reported iv. Repeater Errors v. Human Error

22) Running Fixes a. A way of plotting a version of Estimated Position b. Advance the LOP based on the speed traveled, keeping the same angle, just move the distance

i. Can advance 1 LOP three times to get a 3 LOP Running Fix c. Advancing a LOP through a Turn

i. Find a correction angle by making perpendicular line from LOP to DR posit, angle is off of DR ii. Apply that same correction angle to the next DR after turn, draw the moved LOP perpendicular to the

correction angle at the noted range. d. Reverse Plotting

i. Used to find the location of a fixed point (e.g., NAVAID)) ii. Use Running Fix method with 3 LOP’s off of the fixed point

23) Solving for Set and Drift a. Set: Direction the current is pushing the ship b. Drift: Velocity the current is pushing the ship c. Calculating Set and Drift

i. Find bearing from DR-to-Fix to get Set ii. Find distance then apply Time-Speed-Distance solution based off of Fix Interval

d. Can use known Set and Drift to correct course of ship i. Lay down point 180° from Set off of DR

ii. Use same distance. iii. Position found is the ‘aim-point’, but Set and Drift should cause the ship to go to the DR posit

24) Voyage Planning a. Types of Sailing

i. Great Circle: Uses Gnomic projection (curved Latitude) to find the shortest path

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ii. Rhumb Line: Uses Mercator projection (straight Latitude) to find ‘direct path’ b. Great Circle Voyage Planning

i. Plot start and end point ii. Draw a straight line (will cross each longitude at a different angle)

iii. Find the Lat/Long every 5° of Longitude (try to stay on easy Latitude plots) 1. No more than 300nm for a single leg

iv. Plot the individual points on a Mercator Projection chart to get course and distance 1. Should have a ‘curve’ resembling the Great Circle

c. Voyage Planning Brief i. Required for every transit outside of restricted waters

ii. Includes Distance, SOA, ETA/ETD, Weather and NAV Track iii. A Track Data sheet consolidates many parts of this data

d. Plan of Intended Movement (PIM) i. The method used to track progress on a Voyage (track)

ii. Basically a Time-Speed-Distance calculation iii. Required to be laid out at No More Than 4hr intervals on a chart iv. Use GMT for PIM, avoids confusion v. PIM Calculating

1. Determine distance between PIM posit (desired) and Fix posit (actual) 2. Use SOA of PIM and distance to find distance ahead or behind

vi. Catching Up To PIM 1. Calculate the difference between SOA and ordered speed 2. To Distance and Speed (difference) to find Time to cover the distance behind PIM

Adam’s Shipboard Bridge Resource Management: Ch8 (Pilot Integration) Need to Get Book

Barbers Naval Shiphandling Guide: Ch6 (Ground Tackle)

1) Anchoring a. Anchors dig in with a horizontal pull and break out with a vertical pull

i. Thus when anchoring a bit of sternway is desired so that a horizontal pull is achieved b. Approach anchorage heading into the wind and current if possible, or whichever is strongest

i. If other ships are anchored nearby parallel them on the approach c. Length of chain depends on

i. Depth of water ii. Time at anchor

iii. Anticipated weather iv. Character of the bottom

d. General rule is 5-7 times depth of water e. Greater the scope of chain, greater the holding power f. In deep water, use of two anchors may be needed to ensure greater holding g. In deep water, walk the anchor out before letting go, this prevents undue stress on the brake h. Always buoy the anchor to mark its position i. Always leave a detachable link on deck to make it easy to slip the anchor j. Watch for heavy stressing on the anchor chain as the ship moves at its anchor

i. A second anchor can offset this stress

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k. In a heavy current, the rudder may help to offset the stress of the ship being brought up sharply by the anchor

i. In a very heavy current or heavy weather, steaming to the anchor may be necessary 1. But be careful to ease, not eliminate the strain, as the shock load on the anchor may

break it out 2) Anchor as a Shiphandling Aid

a. When underway in restricted waters always have the anchor ready for letting go b. But an anchor is not an emergency brake

i. Taking the anchor to short stay and dragging it may help the ship slow down c. If the ship does not have bow thrusters or a tug, the anchor is the only force readily available to exert

pressure on the hull i. Use the anchor to bring the bow up into the wind if getting blown

ii. Anchor can be a “poor man’s tugboat” 1. Drop anchor approximately 100yds from final position of bow, veer out chain to act as a

break against force of rudder and stern to bring bow slowly into the pier 2. When getting underway heave in chain, walking the bow away from the pier and

twisting the stern 3. If backing into a berth the anchor can be dropped and then veer or heave in chain to

help control the bow 3) MEDMOOR

a. Mediterranean Moor allows the ship to moor to a pier by the stern, using the anchors to control the bow

i. Allows for a secure moor without having to nest ii. Danger of ships fouling each other’s anchors

b. Goal is to place anchors 100-150yds apart on a line parallel to the pier, equidistant on either side from the bow, distance from the pier should be length of ship, plus less than the shortest chain to be used, plus a bit more to allow offset angle from ship

c. Mark anchor positions on the chart, approach parallel to the pier, drop the first anchor and maneuver to the second point, twist the ship to place the stern on the pier, veering and heaving on the chains as necessary to keep the bow under control.

4) Mooring to a Buoy a. Two advantages over anchoring:

i. Mooring buoy is generally much more secure than an anchor ii. Very reduced swing circle

b. But it is a more difficult evolution, requiring boat operations and is a greater hazard to personnel c. Approach buoy and make up a trolley wire, use this to slide down the chain to the personnel on the

buoy, the chain is connected with a mooring shackle d. Requires an approach into the wind and current, a cross current can make this evolution impossible e. The mooring party in the boat can place the messenger on the buoy while the ship is still approaching f. Windlass can be used to haul the trolley wire to the buoy via the messenger g. The buoy party must be removed from the buoy when any strain is taken (messenger, trolley wire and

mooring chain) h. Use of engines during the hookup should be kept to a minimum i. Place CONN as necessary to best view buoy

5) Anchor Markings a. Standard shot is 15 fathoms (90 feet)

i. Detachable links are in a Red-White-Blue pattern ii. Amount of shots painted on either side indicate the number of shot that is on deck

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Barbers Naval Shiphandling Guide: Ch8 (Tugs and Pilots)

1) Using Tugs is necessary with most Naval Ship given their size and power-weight ratio a. In US and normal Navy ports there are always experienced pilots and tugs available b. Overseas this is not always the case and ships should be ready for bad pilot and small tugs

2) Relationship with Pilot a. Except in Panama Canal and entering Dry Dock, the CO does not relinquish responsibility to a Pilot b. Be very cognizant of the Pilot’s recommendations, why it is being made, and where it is taking you c. Ensure the pilot is thoroughly briefed prior to his providing assistance

i. Use the checklist in the NAVDORM d. Pilot can be given the CONN directly or be used in an advisory role only

i. Advisory is good if experience is unknown or language barriers exist e. Pilots should usually handle all communications to the tugs f. Picking up the pilot can be a tricky business, small boat ops sometimes right in the middle of a

navigational detail 3) Tugboats

a. Most tugs are designed for towing, which means that in some locales the tug may have limitations on what it can do

b. Horsepower on tugs varies widely i. Most tugs have less power when backing then when going ahead

c. Types of Tugs i. Single Screw Tugs: Old technology, but still found in places

ii. Twin Screw Tugs: More maneuverable than single tug, able to keep a 90deg on a ship without have to exert pressure or use lines, but still not a lot of power in this situation

iii. Directed Thrust: Directs the propeller thrust in any number of directions 1. Kort Nozzle: Shroud encasing the propeller, can be fixed or steerable 2. Flanking Rudders: Rudders on either side of the propeller 3. Steerable Propellers: Variety of designs allowing the propellers to move to steer the ship

directly vice having to use rudders a. Tractor Tugs: Propeller assembly is forward b. Pusher Tugs: Propeller assembly is aft

d. Tugs must be positioned correctly on the ship i. Avoiding obstacles (from ship’s fittings to overboard discharges, to sensitive areas [flight deck

nets] is important) e. Communications

i. No standardized tug voice comms, but some basic principles 1. Easy (1/3) 2. Half (2/3) 3. Full (100%) 4. Direction relative to assisted vessel 5. Include direction for a push or pull (pull easy to port, push half forward, etc.)

ii. Some almost standard whistle commands iii. Tugs will acknowledge orders with a whistle blast

1. Except astern which is acknowledged by two short blasts 2. Cast off is repeat of cast off signal (1 prolong and two short)

f. Tug Makeups i. ON the Hip/Power Makeup: On the bow facing aft or the stern facing forward

1. Tug parallel to ship 2. Three lines made up (bow, stern and spring 3. Allows precise maneuvering of the bow or stern using the tugs pressure

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4. But not as much lateral power effect as if simply pushing or pulling ii. Pusher: No lines made up, tug simple applies force to a segment of the ship

1. Position of pivot point plays a major role in determining the direction of movement 2. Tug may have trouble maintaining a 90deg if the ship is moving

a. A line can help ‘pull’ the tug along, but can be dangerous with too much way on the ship

iii. Single Headline: A single line is made up, allows tug to push or pull 1. Pivot point again plays a role 2. Maintaining 90deg is difficult if ship is above 3kts

iv. Towline: Tug set up to pull ship, but not push 1. Useful in some situations getting underway 2. Not good at moving a ship laterally towards a pier

g. Multiple Tugs i. Useful when ship is large enough that one tug cannot control all movement (CVN or LHA)

ii. Also good if ship isn’t able to provide force herself (dead stick) iii. Using Tugs in pairs is a good idea, one on each side in opposite location

1. Just be sure to move the pier side tugs in time to make the landing

Barbers Naval Shiphandling Guide: Ch 10 (Shiphandling in Emergencies)

1) Man Overboard a. Immediate actions: turn ship toward side man fell overboard, start turn in that direction b. Goal is Wind-Ship-Man c. MOB Maneuvers

i. Williamson Turn 1. Maneuver until 60deg off starting course, then shift rudder 2. Continue around until steadied up on the reciprocal course 3. Default type of maneuver

ii. Anderson Turn 1. Continuous Full Rudder 2. Speed needs to be brought down to avoid going past the MOB 3. Err on the side of less speed

iii. Racetrack Turn 1. Come around to reciprocal, wait until MOB is well past the beam then come around

again 2. Good if sonar tail is streaming as it avoids fouling

iv. Y-Back Turn 1. Starts off as with others 2. When clear of MOB the engines are backed full 3. Shift rudder and, when bow has moved over to point to MOB, go ahead to close 4. Not good in heavy wind as it is very prone to environmental forces

2) Towing a. Three stages to Towing

i. Passing a Line ii. Rigging the Tow

iii. Towing b. First step is to get the messenger, and then the tow line, over to the towed ship

i. Must close the stern of towing vessel to within 100ft of the bow of towed ship ii. Methods of Tow Approach

1. Parallel approach

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a. Good only in low winds b. Chance that the towed vessel will be pushed down on towing vessel as neither

vessel has great speed through the water c. Allows a fairly close approach

2. Angled Approach a. Best all-around method b. Aim for a point ahead of the towed vessels bow c. Swing stern as passing the towed vessel, allowing stern to stay within 100ft d. Back as necessary to maintain distance e. Need to consider having CONN on the stern

c. Maintain distance from the towed vessel while the tow line is passed i. Watch for excessive slack, danger of fouling the screws

d. Once rigging is complete ready to start towing i. Gently move forward and take strain on the tow line

ii. Prevent the catenary from coming completely out of the water iii. Length of tow may need to be adjusted, allowing both ships to ride the same set of waves

3) Rescue at Sea a. Covers a wide variety of situations b. Some basic points

i. Avoid being parallel with another ship 1. Winds can push ships together, or cause rotation forces with swing ships into each other

ii. Point bow directly at side of distressed vessel if possible, allowing for precise control of the distance between ships

iii. Approach from the leeward side if able, taking advantage of lee that is created iv. Avoid going alongside another ship in an open seaway, even calm waters have lots of motion

1. Use big fenders if you do have to do this. 4) Heavy Weather

a. Avoid heavy weather if possible b. Get Sea room c. Know the dangerous and semi-dangerous semi-circles, maneuver as required in each d. Ballast to gain additional stability e. Ride out the storm if required (different schools of thought)

i. Steam into the wind ii. Place wind just off the bow

iii. Lie too and let the ship find its own position f. Run before the sea g. Avoid getting hung up in a trough during a course change

i. Use power ii. Wait for the right sea height

iii. Use full rudder for the turn iv.

Bowditch Pub 9: Chapter 5 (Short Range Aids to Navigation) 1) Short range aids to navigation are those intended to be used visually or by radar while in inland, harbor and

approach/coastal navigation. a. Includes lighted/unlighted, beacons, ranges, leading lights, buoys and all associated sound signals b. Commonly referred to as NAVAIDS c. Warns mariners of danger and directs toward safe water d. Beacon: Stationary, visual aid (includes large lighthouses and small single pile structures)

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e. Lights: lighted beacons f. Daybeacons: unlighted beacons g. Daymark: exhibited by all beacons

i. Can be shape and paint scheme of a large beacon ii. Can be a Dayboard on a small structure, with lateral significance

2) Fixed Lights a. Major Light: High intensity light from a fixed structure or marine site

i. Primary Seacoast Lights: established for making landfall and coastwise passage from headland to headland

ii. Secondary Lights: established a harbor entrances and other locations for intensity and reliability b. Minor Light: Low to moderate intensity light

i. Part of a lateral system of buoyage c. Buoyant Beacon: A light buoyed in the water, but retained in nearly the same position, used in narrow

ship channels in relatively sheltered waters 3) Range Lights

a. Light pairs that indicate a specific line of position when they are in line. b. Some small channels have dayboards, with no lights c. Normally white, red or green d. Can be replaced by a directional light if location not suitable for multiple lights

i. Shows sector colors by bearing 4) Aeronautical Lights

a. May be first lights observed at night b. Listed in the List of Lights, but not in the USCG’s Light List c. Usually flash alternating white and green

5) Bridge Lights a. Mark bridges across navigable waters b. Red lights mark piers and other parts of the bridge

i. Also used to show when drawbridges are in closed positions c. Green lights mark open drawbridges and the centerline of navigable channels through fixed bridges d. Infrequently used bridges may be unlighted e. Other countries may have different schemes for bridge lighting

6) Shore Lights a. Lights placed along a shoreline b. Different sources of power, and types of lens are used

7) Light Characteristics a. Distinguish lights from other lights b. May be enhanced by a distinctive color scheme or color sequence c. Eclipse: The dark interval of a light d. Fixed (F): Constant light e. Occulting (Oc): More light than dark

i. Group Oc: More than group of eclipses in a period f. Flashing (Fl): More dark than light

i. Long Flash(L.Fl.): 2sec light ii. Group Flash (Fl#): A group of # flashes in each period.

iii. Quick Flash (Q): 50-80 flashes per minute iv. Interrupted Quick Flashing (I.Q.): Quick flashing sequence is interrupted by a period of eclipse v. Very Quick Flashing (V.Q.): 80-160 flashes per minute

vi. Ultra Quick Flashing (U.Q.): >160flashes per minute g. Isophase (Iso): Equal dark and light h. Morse Code (Mo #): A specific morse code letter # is flashed at regular intervals i. Fixed and Flashing (F.Fl.l): A fixed light that has flashing light of greater intensity

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j. Alternating Light (Al.): Shows alternating colors i. May be combined with above forms of lights

8) Light Sectors a. Some lights use different colored lenses to change the color of the light through different sectors b. Generally, red sectors should be avoided c. May mark best water across a shoal or turning point in a channel d. Measured by degrees true from the observing ship e. There is an arc of uncertainty as the color changes, do not expect an abrupt change

9) Factors affecting range and characteristics a. Condition of the atmosphere has considerable has a considerable effect upon a light’s range b. Precipitation may obscure, refraction may extend the range c. Distance from a light should not be estimated by apparent brightness d. Loom: reflection of light on low-lying clouds, allows light to be ‘seen’ while still below the horizon

i. Only most powerful lights have a loom e. Be wary if a light is not seen when track and dead reckoning indicate light should be visible f. Report extinguished lights

10) Buoys a. Floating aids to navigation b. Used when fixed aids are impracticable or uneconomical c. Five types of buoys

i. Lateral marks ii. Isolated danger marks

iii. Safe water marks iv. Special marks v. Information/regulatory marks

d. Buoys may be lighted or unlighted, they vary greatly in size and capability e. Some buoys are not maintained by the USCG

i. Dept of Defense ii. NOAA

iii. Local organizations iv. Usually navigation marks or data collection buoys v. Ocean Data Acquisition System (ODAS): Large buoys well off-shore

f. Buoys are placed as close as navigation allows to their charted positions i. But buoys marking dangerous water will be placed to mark the dangerous water, even if that

has moved from what is on the chart g. Buoys will swing on their mooring

i. Watch Circle: Area buoy is expected to swing ii. Position Approximate: Circle on a chart where buoy is expected to be seen

1. Opposite of a dot for a fixed beacon, which is in an exact spot iii. Watch Circle and Position Approximate may not always be the same

h. Buoy Lights i. Lighted buoys have the same characteristic system as fixed lights.

ii. Generally Buoy lights have a shorter range than fixed lights i. Buoy Sound Signals

i. Bells, gongs, whistles or horns provide sounds for a buoy ii. Characteristics are noted on a chart

j. Types of Buoys i. Large Navigational Buoys: Moored in open waters marking approaches to seacoast ports, etc.

Generally equipped with sound, light and radiobeacons ii. Wreck Buoys: Placed as closely as possible on the seaward or channel side of a wreck, rarely

placed directly on top.

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1. Note: wrecks may shift away from the buoy marking them k. Fallibility of Buoys

i. Buoys cannot be relied upon to maintain their charted positions consistently ii. Buoy position on a chart indicates the approximate position of the sinker securing the buoy to

the seabed iii. Do not rely solely on the location of buoys, give buoys a wide margin

11) Buoyage Systems a. Lateral System: Used in well-defined channels

i. Buoys provide direction of danger relative to the course which is normally followed b. Cardinal System: Used in dangers in more open waters

i. Each buoys indicates the approximate true bearing of the danger it marks c. International Association of Lighthouse Authorities (IALA): International association that oversees the

IALA Maritime Buoyage System i. World is divided into Region A (Europe and most of Eastern Hemisphere) and Region B (US,

Western Hemisphere and Japan) ii. Lateral marks differ between the Regions

1. In both systems, the conventional direction is ‘returning’ from sea 2. Region A: Red Left Returning 3. Region B: Red Right Returning

iii. Applies to all marks which indicate 1. Side and center-line of navigable channels 2. Natural dangers, wrecks and other obstructions 3. Regulated navigation areas 4. Other important features

iv. Five Types of Marks 1. Lateral Marks indicate port or starboard side of a channel 2. Cardinal Marks indicate best navigable water 3. Isolated danger marks indicate dangers of limited extent (wrecks, etc.) 4. Safe water marks, such as mid-channel buoys 5. Special marks, referencing something in a chart or nautical document

v. Mark characteristics 1. Day: Color, shape and topmark 2. Night: Light color and characteristics

vi. Mark Colors 1. Solid Red and Solid Green saved for lateral marks 2. Yellow saved for special marks 3. Other marks have black and yellow bands, black or red horizontal bands or red and

white stripes vii. Mark Shape

1. Can 2. Cone 3. Sphere 4. Pillar 5. Spar

viii. Topmarks 1. Can 2. Conical 3. Spherical 4. X-Shaped

ix. Mark Lights 1. Red and Green saved for Lateral

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2. Yellow saved for special marks 3. Rest have white lights, distinguished by characteristic

x. Mark Light Characteristics 1. Red, Green and Yellow lights have any type of phase characteristic 2. Cardinal Marks have various quick-flashing 3. Isolated Danger Marks have various group flashing (2) 4. Safe Water Marks have fairly long periods of light 5. Note: Some specific shore lights are not part of the IALA system and may have a light

characteristic that does not correspond with the above xi. IALA Lateral Marks

1. Used for well-defined channels a. Indicate Port and Starboard sides

2. Used in conjunction with conventional direction of buoyage a. Local direction of buoyage: direction taken when approaching a specific channel

from seaward b. General direction of buoyage: follows a clockwise pattern around land masses,

given in sailing directions, indicated on charts by large open arrow symbols c. In straits the local direction (through the strait) may be overridden by the

general direction (coastal areas approaching the strait) 3. In the US, ‘From Seaward’ is generally meant to mean a clockwise direction around the

country (sough along east coast, north along west coast, west along gulf coast a. Except Great Lakes, which is westerly and northerly

xii. IALA Cardinal Marks 1. Cardinal Mark used, with the compass, to indicate the best navigable water 2. Always a pillar or spar type of buoy 3. A quadrant is placed around the point of interest (a rock) and the buoy placed in the

direction pointing to best water 4. Cardinal mark of the buoy is the quadrant the buoy is placed 5. Mariners should stay in the direction indicated from the buoy (north of a north mark,

etc.) 6. Cardinal Marks

a. Indicate deepest water b. Indicate safest side c. Emphasize a feature of a channel

7. Topmarks a. North: 2 cones up b. South: 2 cones down c. East: 2 cones, bases together d. West: 2 cones, apex together

i. West is a Wineglass 8. Colors

a. North: Black above yellow b. South: Yellow above black c. East: Black between yellow d. West: Yellow between black

9. Lights a. Always has a white light b. Either quick or very quick flashing

i. So that if two cardinal marks are nearby they can be distinguished c. North: Uninterrupted d. South: 6 flashes in a group with a long flash

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e. East: 3 flashes in a group f. West: 9 flashes in a group g. Corresponds to faces on a clock

xiii. IALA Isolated Danger Marks 1. Indicates a specific isolated danger surrounded by navigable water 2. Topmark: Black, double sphere topmark 3. Color: Black with one or more red horizontal bands 4. Shape: Either a pillar or spar 5. White flashing with groups of two flashes 6. 2 flashes, 2 balls

xiv. IALA Safe Water Mark 1. Indicates navigable water all around the mark 2. Used as a centerline, mid-channel or landfall buoy 3. Color: Red and White vertical stripes

a. Very different from black banded danger mars 4. Shape: Spherical, pillar or spar buoys 5. Topmark: Single red sphere 6. Lights: Single flash

a. May also be Morse A (dit-dah) xv. IALA Special Marks

1. Indicates a special area or feature, info found on chart or in sailing directions 2. Uses

a. ODAS b. Traffic separation marks c. Spoil ground marks d. Military exercise marks e. Cable or pipeline marks f. Recreation zone marks g. Defining a channel within a channel (i.e., deep water channel in a wide estuary)

3. Color: Yellow 4. Shape: Optional, but will not conflict with lateral or safe water marks nearby 5. Topmark: Yellow X 6. Lights: Yellow with any phase characteristic (except if conflicting with nearby later or

safe water marks) xvi. IALA New Dangers

1. Newly discovered hazard or man-made obstruction not yet shown on charts 2. Marking: Marked by sufficient cardinal or lateral marks 3. Light: Quick Flashing or Very Quick Flashing

a. Cardinal Mark: White b. Lateral Mark: Red or Green

4. Racon: Morse D (dah-dit-dit) d. US Aids to Navigation System

i. Incorporates the IALA system, but with some additions ii. Preferred Channel Buoys

1. Red and Green Horizontally Banded buoys mark junctions or bifurcations in a channel a. Preferred Channel to Port: Top band is green

2. Preferred Channel to Starboard: Top band is Red iii. Mid-Channel

1. Red and white vertically striped buoys iv. Unlighted Buoys can be differentiated by shape

1. Red and Red top band buoys are Nuns

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2. Green and Green top banded buoys are Cans 3. Red and white striped buoys are pillars or spherical

v. Special purpose buoys are yellow vi. Information/regulator buoys are white with orange bands

vii. All solid colored buoys are numbered 1. Red is even 2. Green is odd 3. Same as in IALA A 4. Numbers increase from seaward going upstream 5. Any other type of buoy may have a letter identification

12) Sound Signals a. Light List has all the sounds signals associated with beacons or buoys b. Sounds serve to keep the mariner away from a buoy, not to identify it c. Types

i. Diaphonse (alternate pitch signals) ii. Horns

iii. Sirens iv. Whistles v. Bells

vi. Gongs d. Sounds signals are not the best aid to navigation, many factors cause them to degrade, be confused or

muffled e. When dealing with sound signals, never assume:

i. Out of ordinary distance because sound signal is not heard ii. That a faint sound indicates great distance

iii. That a loud sound indicates close distance iv. That range and intensity on one occasion will be the same on another occasion v. That the sound signal is not sounding because it is not heard

vi. That direction can be accurately perceived 13) Other US Systems

a. Intracoastal waterways (ICW) i. Indicated by yellow symbols

ii. Yellow triangles are port side marks iii. Yellow squares are stbd side marks

b. Western Rivers System i. Generally conform to lateral system of buoys

ii. Buoys are not numbered iii. Numbers on lights and beacons indicate distance from a designated point iv. Proceeding upstream

1. Left side: single green or white flashes 2. Right side: group flashes red or white

v. Diamond shape crossing daymarks indicate where channel crosses from one side to the other

Bowditch Pub 9: Ch6 (Compasses)

1) Multiple types of compasses are available a. No matter the type, some general practices Check periodically against an error free reference to

determine error 2) Magnetic Compasses

a. Uses earth’s magnetic fields to provide direction to Magnetic North

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b. Variation: Angular difference between True North and Magnetic North i. Different at points all over the globe

c. Ship carries with it a certain amount of Magnetism i. Permanent Magnetism: Remaining magnetism from construction of ship

ii. Induced Magnetism: Resulting magnetism from being in the earth’s magnetic field iii. Subpermanent Magnetism: Magnetism in different parts of the ship which changes over time

due to vibration, aging, etc. d. Deviation: Deflection right or left of magnetic meridian caused by magnetic properties of the vessel

i. Correctors: Material used near the compass to correct for deviation 1. Each effect of the ship’s magnetic properties should be corrected individually 2. Adjustments to the compass is a careful and systematic process to correct each

component ii. Components of Deviation

1. Vertical Component 2. Athwartship (C) Component 3. Fore-and-Aft (B) Component

iii. Transient Error 1. Errors can be induced into the compass by

a. Placing magnetic objects close by b. Turning on electrical/electronic equipment in close vicinity to the compass

2. Retentive Error: Tendency of a ship’s structure to retain induced magnetic efforts for short periods of time.

a. Heading on constant course with constant movement will induce magnetism e. Degaussing Compensation

i. Degaussing: Reducing the strength of a magnetic field ii. Degaussing creates an entirely new deviation for the ship, so compass compensation must be in

place when degaussing is on and when it is off iii. Magnetic Signature is the distinctive trace of a ship’s magnetic field iv. Degaussing coils are used throughout the ship to reduce the magnetic field

1. Three components a. Vertical b. Horizontal Fore-and-Aft c. Horizontal Athwartships

2. Coils a. Main (M) Coil b. Forecastle (F) Coil c. Quarterdeck (Q) Coil d. Longitudinal (L) Coil e. Athwartship (A) Coil

v. Deperming: Changing the magnetic characteristics of a vessel 1. Stringing electrical cables in a vertical loop around the vessel and applying current to

induce a different permanent magnetism vi. Flashing: A temporary expedient that applies a one-time change to the resultant magnetic field

1. Cannot be constantly updated as with Degaussing vii. During any magnetic treatment, the magnetic compasses should be removed from the ship and

recalibrated when back onboard f. Degaussing compensation

i. Series of compensating coils near the magnetic compass which offset the effects of Degaussing 3) Gyrocompasses

a. Gyro is a spinning wheel or rotor contained within gimbals which permits movement about three perpendicular axes

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i. Horizontal ii. Vertical

iii. Spin b. If spun rapidly, and assuming minimal friction, the gyro develops a gyroscopic inertia which causes

permanent spinning in the same direction c. Precession: Fore applied to change alignment of the spin axis, perpendicular to the direction of motion

i. Only a force that tends to change the axis of rotation produces precession d. Horizontal Earth Rate: As the earth turns on its axis, gyroscopic inertia tends to keep the plan of rotation

constant i. It appears that the gyro is rotating, not the earth

ii. Maximum at the equator and zero at the poles 1. At points between it is equal to the cosine of the latitude

e. Vertical Earth Rate: If gyro is at the pole and spin axis is horizontal, it will appear to be spinning about its vertical axis.

f. At all points between pole and equator the gyro is affected by both earth rates, appearing to spin partly about horizontal and vertical axis, but remember the gyro is always aligned, it is the earth that is moving beneath it.

g. Gyro depends on four phenomena i. Gyroscopic inertia

ii. Precession iii. Earth’s rotation iv. Gravity

h. Three things to make gyro seek and maintain true north i. Must stay on plane of the meridian

ii. Made to remain horizontal iii. Stay in that position once it reaches it, regardless of movement of the vessel

i. Gyro Errors i. Gyro Error: total of all combined errors

1. Expressed in East and West ii. Error is constant through all degrees

iii. Types of error 1. Speed error 2. Latitude error 3. Ballistic deflection error 4. Ballistic damping error 5. Quadrantal error 6. Gimballing error

iv. At high latitudes there is a minimum of directive force, thus error curves based on latitudes must be used, as the compass may not always be able to correct for these errors

v. Repeater Errors can occur and must be checked for. 4) Electronic Compasses

a. New technology allows replacement of electro-mechanical gyrocompasses and magnetic compasses b. Two such devices are:

i. Ring Laser Gyro gyrocompass ii. Digital flux gate magnetic compass

c. Flux Gate Compass i. A flux-gate magnetometer is a device that can detect magnetic fields

ii. Mounted on a ship it can detect the magnetic fields and provide a compass bearing iii. The sensor itself can be placed at a location as far as possible from the core of heavy equipment iv. Can auto-compensate and only needs to have the ship steer in a circle for compensation

d. Ring Laser Gyro

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i. Measures laser generated light waves traveling around a fiber-optic ring. 1. A ring of light is divided in two, sent around a ring, then the resulting time of travel

measured 2. If there has been rotation the resulting phase difference for each laser around the ring

will differ and thus the rotation rate can be measured 3. With rotation rate being measured a digital signal can be sent indicating the ‘movement’

of the gyro ii. With a 3-axis gyro one can get directional and positional information by measuring accelerations

in three dimensional space 1. By tracking movement over time the position can be measured

5) Correcting and Uncorrecting the Compass a. Important to be able to compare True and Magnetic Headings b. Magnetic Compass Error

i. Variation is found by knowing the local variation ii. Deviation is found by using the deviation tables

iii. Together they combine to form Compass Error c. Rules for Correcting Compasses

i. Compass Least, Error East; Compass Best, Error West ii. When Correcting: Add easterly errors, subtract westerly errors

1. Correct Add East iii. When Uncorrecting: Subtract easterly errors, add westerly errors

1. Uncorrect Add West iv. Can Dead Men Vote Twice, At Elections

1. Compass 2. Deviation 3. Magnetic 4. Variation 5. True 6. Add East

v. If Gyro Error is known (as well as Repeater Error) that will also play a role in the calculation

Bowditch Pub 9: Ch 7 (Dead Reckoning)

1) Dead Reckoning: Determining one’s present position by projecting course(s) and speed(s) from a known past position AND determining one’s future position by projecting course(s) and speed(s) from current known position

a. Helpful in many ways, mostly in that it allows the navigator to project the position of the ship into the future to avoid hazards to navigation

b. A fix taken at each DR position will reveal the effects of current, wind and steering error; allows the navigator o stay on track by correcting

2) Constructing the Dead Reckoning Plot a. At least every hour on the hour b. After every change of course or speed c. After every fix or running fix d. After plotting a single Line of Position

3) Fix Expansion a. Creates an error circle around the DR plot b. Takes into account the cumulative error over time of DR c. All fixes have some sort of error (even GPS) so all have some sort of error circle, it is up to the mariner

when this error becomes large enough that it must be plotted

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4) Estimated Position (EP) a. DR position corrected for the effects of leeway, steering error and current

i. Set (current’s direction) and Drift (current’s speed) ii. Leeway: Leeward motion of a ship due to the wind

iii. Small helm errors may combine to cause additional errors in the DR b. Move the fix from the DR point to the EP by applying the Set and Drift

Bowditch Pub 9: Ch8 (Piloting)

1) Piloting: Navigating a vessel in restricted waters and fixing its position as precisely as possible at frequent intervals

2) Planning and preparation are key components of the Piloting Process a. Ensure all needed equipment is in place b. Prepare charts and publications

i. Assemble required pubs ii. Select and correct charts

iii. Mark minimum depth contours iv. Highlights selected NAVAIDS (visual and radar) v. Plot and label departure/approach track

vi. Use advance and transfer to find turning points vii. Plot turn bearings and ranges, slide bar

viii. Label distance to go ix. Plot danger bearings and ranges x. Label warning and danger soundings

xi. Label demarcation lines xii. Mark speed limits, notes, rdvs points, chart shift points

xiii. Label tide and current stations c. Assemble and ready records

i. Bearing book ii. Fathometer log

iii. Deck Log d. Determine tides and currents e. Determine weather f. Conduct piloting brief

i. Brief track plan ii. Harbor communications

iii. Duties and responsibilities g. Conduct pre-piloting evolutions

i. Test engines, steering ii. Calculate gyro error

iii. Make anchor ready for letting go 3) Taking fixes while piloting

a. Types of fixes i. Fix by Bearing

ii. Fix by Range 1. Radar ranges 2. Stadimeter ranges 3. Sextant vertical angles 4. Sonar Ranges

iii. Fix by bearing and range

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iv. Fix by range line and distance b. Running Fix

i. Takes an EP off of a single NAVAID ii. Process

1. Plot a bearing 2. Plot a second bearing 3. Advance LOP1 to time of LOP2 4. Intersection is Running Fix

4) Piloting Procedures a. Preferred fix is visually with 3 LOPs b. Keep to the desired fix interval; ensure comparison with other fix sources (GPS, Radar, etc.) c. Piloting Routine

i. Take, plot and label a fix ii. Calculate set & drift from the DR position

iii. Reset the DR from the fix and DR two fixes ahead iv. When approaching a turn, modify the routine slightly: plot a fix 1 minute before the turn,

monitor the turn bearing to the slide rule v. Use the fathometer to determine the depth of water matches the charted depth at the position

and to ensure sufficient water under the keel. 1. Continuous soundings in restricted waters is mandatory 2. Warning sounding and danger sounding used to indicate dangerous waters

5) Piloting to an Anchorage a. Choosing an anchorage

i. Depth of Water ii. Type of Bottom

iii. Proximity to Navigational Hazards iv. Proximity to Adjacent Ships v. Proximity to Harbor Traffic Lanes

vi. Weather vii. Availability of NAVAIDS

b. Preparations i. Plot and label anchorage

ii. Determine head bearing and drop bearing iii. After anchoring plot the Swing and Drag circles

6) Navigational Aspects of Ship Handling a. Ship moving through shallow water is affected by a number of forces

i. Squat: Interaction of water between hull and bottom 1. Faster through the water, more the bottom is sucked downwards

ii. Bank Cushion: Water forced up from ship will bounce the ship off of nearby shallow water iii. Bank Suction: Stern of ship will be force to the bank side and away from the more open side iv. All three effects increase as speed increases, so going slow in shallow narrow water is important

7) Minimizing Errors in Piloting a. Common Errors

i. Failure to obtain or evaluate soundings ii. Mis-identification of aids to navigation

iii. Failure to use available navigational aids effectively iv. Failure to correct charts v. Failure to adjust a magnetic compass or keep a table of corrections

vi. Failure to apply deviation vii. Failure to apply variation

viii. Failure to check gyro and magnetic compass readings regularly

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ix. Failure to keep a dead reckoning plot x. Failure to plot new information

xi. Failure to properly evaluate information xii. Poor judgment

xiii. Failure to use information in charts and navigational publications xiv. Poor navigation team organization xv. Failure to “keep ahead of the vessel”

xvi. Failure to have backup navigational methods in place xvii. Failure to recognize degradation of electronically obtained LOPs or lat/long positions

b. A navigator’s judgment is just as important as his checklists

CNSFINST 3530.4C (NAVDORM)

Ch1 (Introduction)

1) Forces Affecting Navigation 2) Navigation Issues

a. NAV Team Organization b. Hostile or Uncertain Environment c. Training d. Transition to Electronic Charting

i. VMS is only authorized system ii. Commercial GPS not authorized unless NO other fix source available

iii. VMS Certified ships not required to use paper charts, but must maintain onboard.

Chapter 2 (Duties and Responsibilities)

3) CO a. Save Navigation b. Not relieved by Pilot (except Panama Canal, Dry Dock, Dead Stick) c. Ensure use of all available means to fix ship’s position

i. Use NAV Bill to outline priority use of sensors to fix position d. Ensure proper role of Situational Awareness systems

4) XO a. Assist CO and NAV during restricted water transits b. Review NAV Brief, charts and route plan for completeness c. Directly supervise NAV Team while in restricted waters

5) NAV a. Long list of duties b. Care and Maintenance of NAV Equipment

i. Conduct daily Gyro Error checks and before restricted maneuvering situations ii. Compare magnetic compass every 30min and for course change >10°

iii. Conduct DFGMC calibration within 24 hours of any special evolution 6) ANAV:

a. Assist NAV in all aspects of navigation, piloting and administration of navigation b. Ensure proper preparation of various reports

7) NAV Team a. Bridge

i. NAV Evaluator ii. NAV Plotter

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iii. Bearing Recorder iv. Bearing Takers v. Fathometer Operator

vi. Bridge-CIC Phone Talker vii. QMOW

b. CIC i. Piloting Officer

ii. NAV Radar operator iii. NAV Plotter iv. NAV Recorder v. Shipping Officer

8) Qualification requirements for watchstanders and Nav Teams

Chapter 3 (Standard Policies, Requirements and Procedures)

1) Nav’s chart table on bridge is Primary Plot 2) Compare Fix information from various sensors 3) Maintain the ship’s DR (Rules of DR)

a. Note: Use desired speed, not speed through the water i. Uncompensated RPM orders

4) Accurate Estimated Position a. Use largest scale chart available b. Include last DR position in any calculations leading to an estimate of ship’s position c. Combine all LOPs of questionable quality with DR position data in absence of fix d. Determine Set and Drift, apply to work on NAV’s plot e. Compensate for tactical characteristics f. Use bottom contour charts to develop EP through bottom contour advancement

5) Use all available resources to establish a fix a. Minimum Fix Precedence

i. Restricted Waters: GPS, visual/radar/composite ii. Piloting Waters: GPS, visual/radar/composite

iii. Coastal Waters: GPS, visual/radar/composite iv. Open Ocean: GPS, visual/radar/composite, INS, RTS

b. Table 3-A, Fix Accuracy and Fix Interval Guidelines

AREA Distance to Shoal Water Fix Accuracy/FOM Max Fix Interval

Restricted Waters <2nm or w/n Safety Depth 50yds / <=2 3min

Piloting Waters 2-10nm 100yds / <=4 3-15min

Coastal Waters 10-30nm 500yds / <=6 15-30min

Open Ocean >30nm 1500yds / <=7 30min

i. If GPS is Primary Fix source, obtain a visual/radar/composite fix at least every 3rd Fix Interval ii. Increase Fix Periodicity as required by situation

6) Requirements prior to entering Restricted Waters a. Conduct a NAV brief within 24hrs of the planned evolution

i. Reviewed and approved by CO ii. Changes must be initialed by CO

iii. Signed muster sheet and Brief kept on file for 12mos b. Prepare charts in accordance with Appendix C c. If DFGMC, conduct compass calibration within 24hrs of any special evolution and No Later Than 48hrs after

getting underway d. Minimum Equipment Requirements

i. 1 functional Gyrocompass with less than 1° of gyrocompass error

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ii. Functional gyrocompass repeaters for helm, centerline and aft steering; with <1° error iii. 1 functional military grade GPS with crypto loaded and using PPS

1. Commercial GPS for Emergency Use Only iv. Surface radar suitable for radar navigation v. Approved ECDIS-N fully functional at one node with one functional display on the bridge (ECDIS-N

certified ships) vi. Functional Fathometer with one functional display on the bridge.

vii. Functional DFGMC or Standard Magnetic Compass viii. For ship that have not been underway in last 90 days, consider DFGMC non-functional and ISIC

Permission with SURFOR INFO 7) Requirements while in Restricted Waters

a. An optimum balance between accuracy and speed must be achieved while piloting. b. Determine Set and Drift at least once on each leg <1500yds and every third fix if leg <1500yds. c. DR on track for at least next two fix intervals, including beyond turns encountered. d. Plot Fix once steady on a new course e. Notify CO of “No Fix.” Verbal acknowledgement required.

i. Apply Set and Drift to DR to obtain an EP. f. If fix appears inaccurate, take immediate fix, followed by another a minute later

i. Make recommendations to slow down, turn away from danger or stop ship until an accurate fix is obtained. (Ensure recommendations recorded in deck log.)

g. Utilize checklists (keep for 12mos) 8) Requirements while in Open Ocean

a. Set and Drift computed and logged every 3hrs b. Hourly, compare all fix sources and determine ship’s position. c. Determine Gyrocompass error daily. d. Conduct compass comparison between Gyro and Magnetic every 30min and for course change >10°, record

in deck log or magnetic compass record book.’

APPENDIX C (Checklists)

1) Getting Underway 2) Entering Port/Restricted Waters 3) Low Visibility 4) Swept Channel 5) QMOW Turnover 6) Piloting Preparation 7) Voyage Planning

APPENDIX H: Definitions

1) Fix: Common intersection of three or more lines of position or radar ranges; a latitude and longitude from GPS; intersection of three or more lines from GPS Waypoints a. Composite Fix: Multiple sources rather than a homogenous source

2) Estimated Position: Two simultaneous lines of position 3) Running Fix: Intersection of three or more lines of position, not obtained simultaneously, advanced down DR

track to a common time. 4) No Fix: Cannot meet criteria for Fix, EP or Running Fix 5) Safety Depth: Ship’s draft plus safety factor. 6) SDNC: System Digital Nautical Chart; combination of VPF, Updates, TOD; database read by VMS; equivalent to an

up-to-date paper chart.

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7) Datum: Numerical or geometrical quantity which may serve as reference or base for other quantities, either horizontal or vertical.

8) Estimated Position of Error (EPE): Measurement value corresponding to a particular GPS FOM. (FOM 1 has EPE of 25m, 82ft and 27.3yds.

9) UTC (USNO): Coordinated Universal Time as established by U.S. Naval Observatory, broadcast time for GPS 10) IBS/S-IBS: Integrated Bridge System/Scalable-Integrated Bridge System, control of rudder and speed or just

rudder via the ECDIS-N suite 11) Mariner Object: Operator entered information related to chart information displayed alongside chart

information. 12) Chart Data Layout: Mariner Objects can be saved to the chart data for a specific electronic chart library. 13) Display Layer: VMS Data Layer, compilation of Mariner Objects 14) Tactical Layer: A special display layer which is always active for display and safety-checking 15) Event Mark: Allows the operator to mark and describe events that occur during a voyage

DUTTON’S NAVIGATION AND PILOTING, CHAPTER 14 (Ship Characteristics in Piloting) 1) Handling Characteristics or Tactical Characteristics exist for every ship

a. How she responds in a given condition b. What order must be given to achieve a desired result c. Precise Piloting takes into account Handling Characteristics when Piloting

2) Turning Characteristics a. Turning Circle: Path followed by the pivoting point of a ship at a constant rudder and speed b. Pivot Point: Dependent on Longitudinal Trim

i. Stem turns on inside of Turning Circle ii. Stern turns on outside of Turning Circle

c. Advance: Distance gained in the original direction until steadied on new course i. Maximum at a 90deg turn

d. Transfer: Distance gained at right angle of original direction until steadied on new course e. Tactical Diameter: Distance gained to the right or left of the original course until a turn of 180deg is

completed i. Standard Tactical Diameter: Specific distance for a certain ship type at a set crs/spd

ii. Standard Rudder: Amount of Rudder needed to turn the ship to the Standard TD at Standard Speed

f. Final Diameter: Distance perpendicular to the original direction at tangents between 180deg and 360deg g. Angle of Turn: Arc, in degrees, from original course to new course h. Effect of Wind and Current

i. Wind and Current will always effect Handling Characteristics ii. Longer Turns into a Current

iii. More Advance with a following current iv. More Transfer with a beam current v. Anticipate their effects

3) Handling Characteristics and a Turn Bearing a. Use Advance and Transfer back from the Turn Point to find the actual Start Turn Point b. Then match that Start Turn Point up with a Turn Bearing to a Nav Aid

4) Acceleration and Deceleration a. Acceleration and Deceleration Rates vary widely

i. Use acceleration and deceleration tables for Precise Piloting b. Head Reach: Distance traveled from the point of beginning action to stop a ship to the point where it is

dead in the water 5) Anchoring Terms

a. Approach Track: Track made good to arrive at center of anchorage

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i. Use a Head Bearing to line up on this ii. Should not be less than 500-1000yds

b. Letting-Go Circle: Circle Radius = Hawsepipe to Pelorus c. Letting-Go Bearing: Where Approach Track and Letting-Go Circle intersect; laid to a Nav Aid

i. Use a Drop Bearing for this d. Range Circles: Give cumulative distances to the Letting-Go Circle e. Procedure upon anchoring:

i. Plot Anchor’s Position at drop point (Mark Head and Hawsepipe to Pelorus distance) f. Swing Circle: Circle Radius = Ship’s Length + Length of Anchor Chain Paid Out g. Drag Circle: Circle Radius = Hawsepipe to Pelorus + Length of Anchor Chain Paid Out

6) Effects of Wind and Current a. In practice, wind and current play a significant role b. A strong wind can have a greater affect than the existing current c. If possible, restricted channels should be negotiated at slack water or with the ship heading into a

current

NOAA Weather Radio Website (http://graphical.weather.gov/xml/)

1) NDFD: National Digital Forecast Database a. A service to provide the public, government agencies and commercial enterprises with data from the

National Weather Service’s (NWS) digital forecast database. b. Provides NWS customers and partners the ability to request NDFD data over the internet and receive

the information back in XML format. c. SOAP: Simple Object Access Protocol, the server which enables the requests and responses d. Use of XML allows users flexibility in how they use the data from NWS

i. NDFD XML language is called the Digital Weather Markup Language (DWML) 2) NDFD Process

a. NDFD is updated no more than hourly, so no need to request data in time increments less than 1 hr. i. Currently set to update at 45min past the hour

b. A user uses a SOAP request to request specific NDFD data c. A DWML document is returned with the requested data