the steaming press - sailorbob 2.0 • index page steaming press page 2 team diesel: intake air...

Table of Contents:

NOTE FROM THE CO 1

TEAM DIESEL 2

DC NOTE 3

TEAM GT 4

TEAM STEAM 5

PROGRAM OF QTR 6

ISIC SAFE TO STEAM 7

ASSESSMENTS

TEAM LCS 8

SAFETY 9

ONE LESS HIT 10

EMERGENCY AHEAD 11

PITCH

REPETITIVE 12

EXERCISE (RE)

CONTACTS 14

This is our first newsletter issue of

2014. We hope your year is off to a

good start.

If you haven’t done so already,

please visit our website for updated

material checksheets and all of the

latest information:

NOTE THAT THIS LINK HAS

CHANGED-so save it in your

favorites

https://cpf.portal.navy.mil/sites/cnsp/

engasmpac/default.aspx

Welcome Engineering Readers! We look forward to keeping the lines

of communication open while

maintaining a seamless standard

across all ATG regions.

As always, we appreciate any

inputs, feedback, questions, or

concerns from our readers at any

time.

Contact: LT Berry Buxton, EAP

assessor, [email protected]

with any future newsletter topics or

questions.

As always, please enjoy the reading

and go forth, full steam ahead!

A Note from the Commanding Officer . . .

Greetings PACFLT Engineers,

Been a busy 2014 so far – lots of movement and an unusual number of ships trying to

break away from the maintenance phase. That being said, we have unfortunately had

four ships fail to achieve minimum equipment at LOA – two with clear paths and two

with outright failures – and we are only in the second month of the year. I can’t

emphasize enough how important it is to demand a clean PCD without exceptions.

Ships that are struggling still had work going on major equipment at LOA – not a recipe

for success. You need time with ATG to at least conduct all material checks to identify

issues and hold the contractor accountable.

Expect the revised MOB-E Tab O to be approved in the next couple weeks. There will

be a significant adjustment on how we assess Firefighting. “Conditional” certs will no

longer be an option for a failed MSFD during EOC. If the MSFD is “not effective” then

the ship will fail to certify and the scope of the supplemental EOC will ultimately be

determined by COMATGPAC and the TYCOM. Similarly, a “not effective” MSFD at

LOA may cause the light-off recommendation to be held in abeyance until remedial

training is conducted and a satisfactory MSFD is demonstrated to an EAP qualified

assessor. Two other major changes include new 1.0 mock LOA go-no-go guidance for

ATG and a 6-month statute of limitations between the 1.1 completion and the 1.4 EOC

– if the period exceeds 6-months, EAP will conduct a 1.4 Material Validation (MV).

My team has put together what I think is the best newsletter yet – please take the time

to read through it. We have carefully selected pertinent topics/issues that could help

you get ahead of the game by catching some of this stuff early. I ask that you

personally key on three of the articles; Prog of the Qtr (Elect Plant Redund), ISIC

STS, and RE Periods.

Best of luck and never hesitate to call me directly or drop by our office!

EAP Newsletter

Quarter 1, CY 2014 THE STEAMING PRESS Engineering Assessments Pacific

https://cpf.portal.navy.mil/sites/cnsp/engasmpac/default.aspx












mailto:[email protected]





THE STEAMING PRESS

TEAM DIESEL: INTAKE AIR FILTER INSPECTION REQUIREMENTS

Reference (a): S9233-MMO-010 Main Propulsion Diesel Engine, LSD-41 CLASS SHIPS; VOL 1 Reference (b): 2513/003 U-1

By LT Felizia Chavez [email protected]

Although an unscheduled PMS check, inspection of air intakes are critical to the optimal performance of

diesel engines and should be closely tracked with respect to engine hours and routinely inspected while

operating. References (a) and (b) delineate the inspection criteria and guidelines for intake air filter

elements, filter housing, and filter element retaining clips and hardware. Poor material condition of filter

housing and elements is a common discrepancy during MOB-E assessments, and special attention should

be paid to correct these discrepancies when preparing for light-off.

Filter cleaning should occur when air intake system differential pressure reaches 6.5 +/- .5” water. Inspect

intake air filter elements for dirt debris, damage and deterioration. Ensure the filter is sound with no holes.

Ensure filter frame is not damaged or corroded. Ensure filter frame gaskets are not damaged and do not

have gaps that will allow dirt to bypass the filter. Remove and clean filter elements as required. Replace

damaged or corroded filters and filters with damaged gaskets. Furthermore, the material condition of the

filter housing should be inspected for damage, corrosion, deterioration and a proper seal between with the

filter gaskets. If intake filters are removed to conduct cleaning or corrosion control ensure no debris is

allowed to enter the intake piping.

If these detailed inspection and routine steps are taken on a regular basis, the diesel engine will run better

and experience a longer service life.

THE STEAMING PRESS

Damage Control Notes: FLASH HOOD, LSS AND FES UPDATES

References: (a) NSTM 077 (Flash Hood Guidance) (b) CNSF MSG DTG 091741ZJAN14 (Firefighter Ladder Safety System (LSS) guidance)

By LCDR Grant Riedl , EAP Damage Control Deputy, [email protected]

The Firefighter Ladder Safety System (LSS) provides continuous fall protection for

firefighters when climbing or descending machinery space escape trunk ladders during

vertical entry firefighting or during training exercises. The equipment components are a bolt-

on alteration installed on existing ladder rungs in main and auxiliary machinery space

escape trunks. The Firefighter Extraction System (FES) provides rescue lifting capability to

remove injured or exhausted firefighters from the bottom of escape trunks during vertical

entry firefighting and training exercises.

Due to the lack of sufficient weight-testing PMS coverage and training, CNSF released

reference (b) suspending all training using this system until appropriate weight-testing

coverage has been developed and training implemented. Specifically, it states, “ALL

APPLICABLE COMNAVSURFOR SHIPS SHALL IMMEDIATELY SUSPEND ALL

PRACTICAL ONBOARD TRAINING ON THE FES AND LES UNTIL THE ACTIONS

LISTED IN PARA 5 ARE COMPLETE.” Specific actions to be implemented include:

- PMS that covers inspections, weight test and replacement of system components.

- Personnel Qualification Standards in damage control PQS 43119 series.

- Reconstruction of net training for targeted audience incorporating an overview presentation

with follow on practical application.

- ISEA provided training to afloat training commands.

- Afloat Training Group develop and implement training requirements in the FRTP.

Please ensure that your command reviews the msg and implements the change in your

damage control training.

During recent assessments, there have been questions

about authorized anti-flash hoods for both general

quarters (GQ) and Condition II DC for main space

firefighting. According to NSTM 077-5.1.1.a, the anti-

flash hood is grey in color and is a straight tube shape.

The hood is manufactured from two layers of Kevlar/FR

Rayon. There have been instances where ATG and EAP

alike have found tan anti-flash hoods on ships during an

assessment made of Rayon/PBI. The guidance from

SURFPAC N43(DCCM Geer) is the tan anti-flash hood

can still be worn for GQ until it is no longer serviceable.

DCAs should implement a plan to phase out the old tan

hoods and replace them with the new GQ anti-flash hood

(NSN 4210-01-493-4694). If you have ordered the new

anti-flash gear and received the older tan gear, contact

DCCM Geer at [email protected].

Flash Hood Update

Changes to Firefighter Ladder Safety System (LSS) Use Guidance


THE STEAMING PRESS

TEAM GAS TURBINE: GAS TURBINE INTAKE AND UPTAKE INSPECTIONS

References: (a) SURFMEPP DDG51 CLASS GAS TURBINE INTAKE AND UPTAKE INSPECTION HANDBOOK (b) 2513 AP-1

By LCDR Donald E. Lee II, EAP Gas Turbine Deputy, [email protected]

Intakes, uptakes and exhausts of gas turbine

ships are critical components of a gas turbine

propulsion plant. While they are difficult to inspect

and maintain while underway, careful attention

and diligence to standards must be observed.

Recent MOB-E assessments have revealed that

maintenance and upkeep of these areas have not

been performed adequately. To ensure proper

operation of main engines and gas turbine

generators, intakes and uptakes must be

maintained. The following are tips to ensure

success in the appearance and structural integrity

of the intakes and uptakes:

- Daily cleanliness and corrosion inspections of the dirty sides and uptakes should be performed. Ensure

all standing water is removed and that the deck drains are in place secured by all fasteners and are

operating correctly. Pay particular attention to flaking paint and rust as these may lead to bigger problems

if allowed to persist. Also, do not allow items to be stored in these areas.

- Perform freshwater wash downs of dirty side intakes upon entering port and weekly while inport. This will

prevent salt deposits from forming and causing a degradation of paint systems. Ensure agglomerators are

free from dirt and debris. Keep them as clean as possible and replace if necessary.

- Clean sides should be inspected upon entering port. During this inspection, pay attention to flaking paint

and rust. Inspect for water intrusion as this may indicate blow-in door gasket leakage. Ensure you

perform a light leak test. This is also a great indicator of blow-in door gasket problems.

All anti-icing bleed air piping must be clean, corrosion free, and free of all paint that may block the air

holes.

If entering an extended availability, develop a thorough inspection and restoration plan. Start early as

these areas often foster growth work. Assemble “tiger teams” from engineering department to perform

preservation and painting to ensure intakes and uptakes are ready to support a successful light off.

Maintenance of these areas must garner attention from leadership and be a department priority.


THE STEAMING PRESS

Team Steam: Boiler Water/Feedwater (BW/FW) Test and

Treatment Supply Update

REF: NAVSURFWARCEN SHIPSYSENGSTA PHILADELPHIA PA Message DTG 061500ZJAN14

By LT Dan Ponce [email protected]

- Carbohydrazide (NSN 6810-01-583-1070) is now being supplied by Great Lakes Toll Services, INC,

(CAGE 6WAX6) and is received in new packaging. Stock obtained from the previous supplier may be used

until expended.

- Specifies the authorized lots for various stock chemicals and shelf life extension guidance, if applicable.

- Updated open purchase information for dissolved oxygen test kits, carbohydrazide test reagents, and

other various equipment no longer supported by the Naval Stock system.

Ships should ensure that this message is utilized when conducting the next monthly inventory to ensure that

the correct and adequate amounts of authorized test and treatment chemicals are onboard to ensure safe

and unrestricted operations of ship’s boilers.

Adequate supplies of material for testing and treatment of

feedwater and boiler water must be maintained, stored

properly, and have remaining shelf life. Stock solutions,

indicators, and standards are subject to deterioration during

storage. For

this reason various shelf lives have been imposed on these

materials to minimize errors in testing boiler water and

feedwater.

Section 28 and Section 32 of the NSTM 220 Vol2 Rev10

contains the supply information for BW/FW and Aux/Waste

Heat Boilers, respectively. Recently, NSWCCD-SSES

Philadelphia, PA provided additional detailed supply

support information with regard to test and treatment

chemicals. Ship’s Oil Kings, SGPI’s and supply personnel

shall review and maintain this message until NSTM 220 is

updated.

Some important highlights of the message are:

THE STEAMING PRESS

PROGRAM OF THE QUARTER: ELECTRICAL PLANT REDUNDANCY

REQUIREMENTS

Reference: COMNAVSURFOR MSG DTG 190000Z APR 13

By CDR Ben Allbritton, EAP XO, [email protected]

EOSS operates under several basic assumptions and optimal plant alignments. Deviation from

these plant alignments places the overall combat effectiveness of the ship in jeopardy due to

unforeseen catastrophic causalities or battle damage. Reference (a) provides clear TYCOM

guidance on the requirement for electrical plant redundancy and highlights a dramatic case where

a ship was not able to perform its warfighting mission due to a catastrophic complete loss of power

after routinely operating in single generator operations.

A ship that routinely operates in single generator operations risks losing vital electrical loads such

as lube oil service pumps jeopardizing the main reduction gear (MRG). Even a few minutes of

lost lube oil pressure could result in wiped bearings, lengthy shipyard repairs, and a significant

operational impact within an AOR. In addition, several other factors such as faulty UPS batteries,

other existing generator casualties, and incorrect watchstander actions may impede timely

restoration of the electrical plant.

For the electrical plant, more than one electrical generator – whether it is a steam-driven SSTG,

diesel, or gas turbine generator – must be online in accordance with the EOSS Optimum

Generator Combinations (OGC) chart in order to provide the necessary redundancy to cover vital

loads both in the propulsion plant and combat systems. Single generator operations are

considered a transitory condition normally experienced when shifting between shore and ship

power or when recovering from a generator casualty. It is not meant to be used in achieving fuel

economy or a permanent state after suffering casualty. During some recent assessments, ship’s

force believed that starting a standby generator was not required if a single generator had the KW

and amperage capacity to accommodate the load. If the material condition of the plant supports, a

standby generator should be immediately started and placed online in accordance with EOCC to

regain the redundancy in the electrical plant.


THE STEAMING PRESS

ISIC SAFE TO STEAM ASSESSMENTS

Reference: ATGPACINST 3502.1 Tab O

By CAPT Mark Lakamp, Senior Assessor, [email protected]

Recently, EAP has been seeing an increase in Safe to Start (STS) messages from ISICs. Many of

these messages have stated the purpose of the hot plant testing authorized by the STS is “in

support of LOA preparations” or “in support of EPCC dance rehearsal.” Getting a head start on

LOA or MOB-E 1.1B preps is not the purpose for hot plant testing authorized by a STS message.

Per Tab O:

Provisions exist for the operation of equipment during a ship’s maintenance period

prior to LOA, where limited, temporary operation is absolutely necessary to

complete equipment installation and operational testing. In this case, a ship may

operate propulsion and electrical systems.

To clarify, hot plant testing is only authorized following an STS assessment when operational

testing is necessary to complete the installation of new equipment, such as an engine change out

or overhaul. STS authorized hot plant testing should be a rare exception, not a means to give

ships a chance to operate equipment prior to LOA or test overall plant operations. LOAs provide

the TYCOM confidence that a ship is ready to safely light off and operate the engineering plant for

dock trials and sea trials. The holistic approach an LOA provides with in-depth assessment of

general space condition, installed and portable damage control equipment, fire-fighting capability,

demonstration of safety checks and operating parameters and a thorough review of SOH and

management programs can not be duplicated by an ISIC STS assessment. ISICs who authorize

light off of main engines and generators above and beyond what is absolutely necessary to

complete overhaul or installation are assuming risk they are not authorized by the TYCOM to

assume.

ISICs with questions about whether a STS authorization is appropriate should feel free to contact

one of the EAP Senior Assessors at any time.


THE STEAMING PRESS

Team LCS: Engineering Control Systems (ECS) Beware!

By LCDR Jeff Ferguson, EAP LCS Deputy, [email protected]

As engineering plants become increasingly automated,

engineering departments should recognize that they have an

additional crewmember with them. It goes by a number of names:

Machinery Control System (MCS), Engineering Control System

(ECS), or another name the contracting agency decides to name

it. Additionally, there are subsystem software packages that feed

into the MCS/ECS architecture. In some cases, these systems

are making decisions on how to operate your plant without your

approval or understanding. It is imperative that our level of

knowledge regarding system operations include the decision

process that the computers use to operate the plant without

operator action so we are not surprised by these actions. EOOWs

especially need to be fluent in the intricacies of plant automation to

prevent loss of situational awareness and loss of plant control.

During the course of recent assessments, EAP has identified some interesting details regarding these

systems. As engines procured for Navy use become “smarter,” the local control systems have

implemented dynamic safety set points at the local operating panel. This means that alarm set points for

the engine change based on engine speed or loading. Several parameters were identified in the LCS-2

ECS that did not follow these dynamic ranges but were a set value based on an arbitrary engine speed.

This could result in an engine shutdown without warning or remote indication of cause. On the other end of

the spectrum, the engine could be in “alarm” continuously at the remote station causing the operators to

take actions not required by the actual engine status. Until these discrepancies are corrected,

watchstander level of knowledge is the mitigating factor.

Another example was provided during dynamic electric plant testing on LHD class MCS. During dead bus

recovery, the system was expected to close circuit breakers to the energized bus (the test divides the

electric plant into a port and starboard bus). Unfortunately these breakers failed to close.

The point is not that the systems are not performing as designed, but that we as operators toned to become

more educated on these types of systems and how they are supposed to work. Level of knowledge is a

fundamental engineering principle, and as our systems get smarter, so must we. While the technical

community and their automation systems are making operations easier through the use of Human Machine

Interfaces, it requires the operators to spend the time to ensure the human remains in overall control. Get

the technical authorities on the line, demand training, institutionalize the knowledge… get smart.


THE STEAMING PRESS

Electrical Safety Note: Inspecting Fuse Blocks

REF: (a) NSTM 300 Revision 9 Section 2.5.3.1 (b) NSTM 320 Revision 6 Section 1.7.4

By LT Berry L. Buxton [email protected]

On a recent assessment, an issue with mismatched Load Center Breaker Fuse Blocks was discovered on

one ship, specifically:

- 40AMP trip element had 50-100 AMP fuse block installed

- 10AMP trip element had 15-25 AMP fuse block installed

-25AMP trip element had 50-100 AMP fuse block installed

The ship had 39 breakers with trip elements that were incorrect. To conventional engineers, this is a

classic case of “over fusing” which carries the risk of wiring insulation break down and class C fire. Despite

specific guidance in NSTM 300 and 320 stating to never replace with a higher fuse current rating than the

circuit its protecting, some ISEA representatives may contend that the fuses will still provide the required

instantaneous current interruption to protect the breaker.

Establishing and maintaining a consistent standard is the most important element in successfully preventing

a class C fire, personal injury and equipment damage due to improper equipment configuration.

In all cases of electrical safety, good engineering practice should ensure that all installed fuses match label

plates that are installed for breakers so that ships force can properly identify whether or not the correct

fuses have been installed. Prudently following the NSTM guidance will remove all guess work and mitigate

the dangers of over fusing. When in doubt, follow the black and white guidance!

THE STEAMING PRESS

One Less Hit: Locking the shaft on cruisers

REF: (a)S9241-AE-MMA-010 MAIN PROPULSION REDUCTION GEAR ASSEMBLIES FOR CG-47 CLASS SHIPS (b) EOSS EOP MLUSU (c) ATGPACINST 3502.1 Tab O

By LCDR Kirk Ochalek, EAP Operations Officer, [email protected]

NOTE: “If turning gear clutch shifting lever cannot be moved to the "engaged" position, back off clutch

shifting lever 1/2 inch and, using wrench, rotate turning gear motor shaft 1/8 to 1/4 turn. Attempt to

engage clutch shifting lever, repeat until turning gear is "ENGAGED".

CAUTION: DO NOT ATTEMPT TO ENGAGE THE LOCK WHILE ROTATING THE TURNING GEAR

MOTOR SHAFT OR GEAR TEETH DAMAGE WILL RESULT.

CAUTION: IF TURNING GEAR SHIFTING LEVER CANNOT BE ENGAGED, THE TURNING GEAR

TEETH MAY BE BUTTED. DO NOT FORCED ENGAGEMENT OR ATTEMPT TO ROTATE TURNING

GEAR MOTOR SHAFT WHEN THE CLUTCH TEETH ARE BUTTED.

The most common deficiencies noted have been watchstanders rotating the turning gear motor greater

than a quarter turn or, more seriously, applying pressure to the clutch shifting lever while simultaneously

rotating the turning gear shaft. This risks the damage of associated gear teeth and a hazard to personnel.

Verbatim procedural compliance should be reinforced during all engineering training events. The

procedures have been written to protect both watchstanders and equipment.

If there are any engineering training team related questions, the team here at EAP is standing by to

provide assistance and guidance. Further information can be found on our website:

https://www.portal.navy.mil/comnavsurfor/engasmpac/default.aspx

Sail safe!

During MOB-E 1.4 certification, ships are

required to lock each shaft. We evaluate the

conduct of EOP MLUSU in conjunction with

any drill requiring the shaft to be locked. For

cruisers, one of the most common

deficiencies noted throughout 2013 was a

failure to exercise verbatim compliance with

MLUSU.

Step 4 in MLUSU, section 1 states: “Place a

wrench on the turning gear motor shaft and

position the motor shaft at the center of its

backlash position”. The follow-on note and

cautions are often overlooked. These are:













THE STEAMING PRESS

Testing Emergency Ahead Pitch

REF: (a) CNSF MSG DTG 241853Z JAN 2014 (b) MIP Series 2451

By LCDR Kirk Ochalek, EAP Operations Officer, [email protected]

In January, a joint CNSP/CNSL message (reference (a))was released to address controllable pitch

propeller (CPP) system oil distribution box failures stemming from the demonstration of setting

emergency ahead pitch in preparation for and during the conduct of assessments and inspections.

NSWCCD-SSES is working on guidance including development of an ICMP mandatory task for

assessment of emergency ahead pitch capability to mitigate unnecessary damge due to excessive

testing..

Until that guidance is available, , ships will only conduct the full MRC in accordance with the specified

periodicity, normally 18-months, or when troubleshooting to address a noticed increase in time required to

change propeller pitch.

Maintenance personnel are now only able to attempt to fully perform this PMS once within the required

periodicity. If they are unable to complete it in the first attempt, the ship must obtain technical assistance

from their local RMC prior to re-attempting.

EOSS procedures MSEAH and SEAH are reserved for actual casualties. Ships shall not set emergency

ahead pitch unless called for in their MRC.

In support of material certification events (i.e. TYCOM LOA, MOB-E 1.1A, or MOB-E 1.4MV), ships will

only demonstrate the following portions of their applicable MRC:

For FFG-7 class ships: Conduct 2451/18M-4 (MRC A0 8HEG N) through step 1A(9)

For CG 52-66: Conduct 2451/18M-5 (MRC 40 6PAD N) through step 1L

For CG 67-73, DDG-51 and LPD-17 class ships: Conduct 2451/18M-2 (MRC 11 8QWT N) through step

1N

For LSD 41 class ships: Conduct 2451/18M-3 (MRC A9 6UYA N) through step 1M

For MCM-1 class ships: Conduct 2451/18M-1 (MRC 63 8BRK N) through step 1N

For LHD 8: Conduct 2451/U-3 (MRC 59 E4KG N) through step M.

The demonstrations for TMI, INSURV or EAP do not remove or relieve the ship of the requirement to

perform the full scope of their applicable MRC in accordance with their scheduled requirements.

If there are any questions, the team here at EAP is standing by to provide assistance and guidance.

Further information can be found on our website:


Sail Safe!













THE STEAMING PRESS

Repetitive Exercise (RE) Periodicities

REF: (a) EDORM (CNSPINST 3540.3B),. 23 Jul 2013 (b) SFEM (CNSPINST 3500.11), 17 Sep 2013

By Mark Morrell, ATGPAC Director of Eng Training, [email protected]

The revised EDORM (Ref A) provides a more comprehensive standard for MOB-E evolutions and drill

proficiency while ensuring the full spectrum of evolutions and drills are conducted within a reasonable

periodicity. The revised MOB-E evolutions and drill requirements are listed in the SFEM (Ref B) as

Repetitive Exercises (RE) 01 thru 05 in addition to RE06 (Respond to Main Space Fire-Agent Good) and

RE-07 (Respond to Main Space Fire-Agent Bad). MOBE-RE01-RE07 are provided in the table below:

Note 7 = Ships must update training accomplishment in TORIS at a minimum of every 30 days.

Note 8 = Routine / Infrequent evolutions and CAT I, CAT II, CAT III drills are defined in Appendix C and D of Tab O.

For MOBE-RE01-RE05 there are two periodicities, which may be confusing. There is the frequency for

conducting the evolutions/drills (90, 180, or 365 days) and the frequency for reporting the percent

completed in TORIS (every 30 days minimum). The frequency for successfully completing MOBE-RE06

is 90 days and MOBE-RE07 is 365 days, which is the same as the reporting requirement for TORIS.

The clock starts for all REs from the date of MOB-E certification. To help remove any confusion between

the two periodicities/frequencies, the following example for RE01 is provided to illustrate how they apply:

On March 1, USS Ship certifies in MOB-E. In 90 days (by May 30), every qualified Cond III watchstander

will be required to effectively complete all Routine Evolutions for their assigned watch station listed in

Tab-O. The first report in TORIS will be required nlt March 31. Let’s say that the ship has completed

33% of the required Routine Evolutions and reports 33% for RE01 in TORIS on March 29. The next

TORIS report for RE01 will be due within 30 days, nlt April 28 for this example. To continue, the ship has

completed 70 % of its Routine Evs by April 28 and then reports 70% for RE01 in TORIS. On May 28,

100% of the Routine Evs are completed effectively and reported. Now lets say that none of the evolutions

conducted during the period from March 2 to March 29 (about 33% of the total required Evs) have been

completed within 90 days of when they were last conducted and it’s 27 Jun with a report due. The ship

will be at about 66% and will report 66% for RE01 in TORIS on 27 Jun. The ship will continue to report

the status of RE01 every 30 days throughout Sustainment until it enters the Maintenance Phase and then

begins a new Basic Phase.

NR EXERCISE NAME AMPLIFICATION FREQ Notes

01 Report completion

percentage of Routine

Evolutions

Every qualified COND III watch stander effectively

complete all routine evolutions applicable to

their assigned watch station.

90 7,8


percentage of Infrequent

Evolutions

Every qualified COND III watch stander effectively

complete all infrequent evolutions applicable to

their assigned watch station.

180 7,8


percentage of CAT I

Drills

Each of two qualified COND III watch teams

effectively complete all Cat I drills.

90 7,8


percentage of CAT II

Drills


effectively complete all Cat II drills.

180 7,8


percentage of CAT III

Drills


effectively complete all Cat III drills.

365 7,8

06 Respond To Main Space

Fire (Agent Good) Min 2 COND III Watch Sections and Repair 5

Requires Good Agent

90

07 Respond To Main Space

Fire (Agent Bad) Min 2 COND III Watch Sections and Repair 5

Requires Bad Agent

365


THE STEAMING PRESS

Repetitive Exercise (RE) Periodicities - continued

REF: (a) EDORM (CNSPINST 3540.3B),. 23 Jul 2013 (b) SFEM (CNSPINST 3500.11), 17 Sep 2013

By Mark Morrell, ATGPAC Director of Eng Training, [email protected]

The process and logic illustrated in the above example for RE01 will apply similarly for RE02 thru RE05.

The ship is simply reporting a snapshot in time every 30 days of the percentage of required

evolutions/drills that have been successfully completed within periodicity. The ship can use any method

to track watch stander evolutions and watch team drill completion, but ATGPAC/EAP has made available

a MOBE RE Tracking Excel spreadsheet tool to assist the ship’s. The spreadsheet automatically

calculates the completion percentages for the Traino to report in TORIS every 30 days.

Hopefully this clears up any confusion with periodicities. If you have any further questions about MOBE

RE requirements, please feel free to contact Mr. Mark Morrell.

All of these references and tools are available on the ATG Toolbox at:

https://atg.ncdc.navy.mil/TOOLBOX/PRIVATE/INDEX.HTM


Engineering

Assessments Pacific

3455 Sturtevant Street, St 1

San Diego, CA 92136-5069

Phone:

(619) 556-6981

DSN: 526-6981

Steam Deputy:

LT Daniel Ponce [email protected]

Diesel Deputy:

LCDR Josh Duggan [email protected]

Gas Turbine Deputy:

LCDR Donald Lee [email protected]

Damage Control Deputy:

LCDR Grant Riedl [email protected]

LCS Deputy:

LCDR Jeff Ferguson [email protected]

Operations Officer:

LCDR Kirk Ochalek [email protected]

Senior Assessors:

CAPT Mark Lakamp [email protected]

CAPT Anthony Anglin [email protected]

CDR Benjamin Allbritton – XO [email protected]

CAPT Michael Talaga – CO [email protected]

Engineering Assessments Pacific Deputies

We’re on the Web!

See us at:

www.portal.navy.mil/comnavsurfor/engasmpac











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