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U.S. Department of Transportation United States Coast Guard NAVAL ENGINEERING MANUAL U.S. Coast Guard COMDTINST M9000.6A Naval Engineering mailing address U.S. Department Commandant (ENE) 2100 Second St., SW of Transportation U.S. Coast Guard Washington, D.C. 20593-0001 Phone: (202) 267-1163 United States Coast Guard COMDTINST M9000.6A 3 JUN 1987 COMMANDANT INSTRUCTION M9000.6A Subj: Naval Engineering Manual 1. PURPOSE. This Manual standardizes and promulgates Coast Guard policies in matters of and related to naval engineering. 2. DIRECTIVES AFFECTED. COMDTINST M9000.6 is cancelled. 3. DISCUSSION. This revision of the Naval Engineering Manual includes changes 1 through 3 to the previous edition and several important new changes. These additional changes are contained in Chapters 041, 044, 053, 077, 079, 080, 081, 085, 086, 088, 090, 091, 094, 233, 235, 262, 300, 550, 555, 583, 635, 640 and 985. The changes are indicated by a vertical line in the margin. 4. ACTION. Area and district commanders and unit commanding officers shall comply with the contents of this publication and report any errors or omissions to Commandant (G-ENE). 5. CHANGES. Recommendations for changes or improvement to this Manual shall be submitted to Commandant (G-ENE) via the chain of command. K.G. WIMAN Chief, Office of Engineering DISTRIBUTION - SDL NO. 124 ┌─┬─┬───┬──┬──┬──┬─┬─┬─┬──┬───┬──┬──┬─┬──┬─┬─┬─┬─┬─┬─┬──┬──┬─┬─┬─┐ │a│b│c │ d│e │f │g│h│i│ j│k │l │m │n│o │p│q│r│s│t│u│v │w │x│y│z│ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ A│3│3│3 │ 3│4 │1 │1│1│1│ 1│1 │1 │1 │1│1 │1│1│1│1│ │1│1 │ │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ B│ │3│15*│ │9 │24│6│6│ │10│1 │ │33│1│17│1│ │ │ │ │ │ │ │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ C│1│1│1 │ 3│2*│1 │ │ │1│ │1 │ │ │3│3 │1│ │1│ │ │ │ │1*│ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ D│1│1│1 │ 1│ │ │ │2│ │ │ │1*│2 │ │ │ │ │ │1│ │1│1*│1 │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ E│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ F│ │1│1 │ │ │ │ │ │ │ │30*│1 │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ G│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─┼─┼───┼──┼──┼──┼─┼─┼─┼──┼───┼──┼──┼─┼──┼─┼─┼─┼─┼─┼─┼──┼──┼─┼─┼─┤ H│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ └─┴─┴───┴──┴──┴──┴─┴─┴─┴──┴───┴──┴──┴─┴──┴─┴─┴─┴─┴─┴─┴──┴──┴─┴─┴─┘ NON-STANDARD DISTRIBUTION: see page 2 COMDTINST M9000.6A 3 JUN 1987 Special Distribution B: c(First (30), Fifth (18)) C: e(less MSO, Honolulu, HI); w(AtoN Team, Port Angeles, WA only) D: b(LANT-Striketeam)(2); 1(SWOSCOLCOM, GTMO BAY, SDIEGO, PHARBOR, LCREEK)(1) v(RIO, Middletown) (3) F: k(CGRU, Buzzards Bay, MA (1) 2 COMDTINST M9000.6A ┌──────────────────────────────────────────────────────┐ │ R E C O R D O F C H A N G E S │ ├────────┬────────────┬──────────────┬─────────────────┤ │ │ │ │ │ │CHANGE │ DATE OF │ DATE │ BY │ │NUMBER │ CHANGE │ ENTERED │ WHOM ENTERED │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ ├────────┼────────────┼──────────────┼─────────────────┤ │ │ │ │ │ │ │ │ │ │ └────────┴────────────┴──────────────┴─────────────────┘ i COMDTINST M9000.6A ii COMDTINST M9000.6A TABLE OF CONTENTS TITLE PAGE Letter of Promulgation Record of Corrections i Table of Contents iii Chapter 097 INCLINING EXPERIMENT PROCEDURE 097-1 097.1 Inclining Experiment Procedure 097-1 097.2 Preparation For Testing 097-1 097.3 Conduct Of Test 097-9 977.4 Test Results 097-16 Chapter 243 PROPULSION SHAFTING 243-1 243.1 Inspection And Preservation Of Propulsion Shafting243-1 243.2 Application of Shaft Coverings 243-2 243.3 Welding Repair, Straightening and Cold Rolling Of Main Propulsion Shafting 243-3 COMDTINST M9000.6A CHAPTER 097 - INCLINING EXPERIMENT PROCEDURE CONTENTS 097.1 Inclining Experiment Procedure 097.2 Preparation for Testing 097.3 Conduct of Test ----------------------------------------------------------------------- 097.1 INCLINING EXPERIMENT PROCEDURE The intent of this chapter is to prescribe a procedure which will ensure the accuracy and uniformity of the inclining experiments performed on Coast Guard cutters. The data obtained from the inclining experiment is used to accurately determine the cutter's light ship center of gravity and displacement. These results are then used to prepare a Stability Test Data Booklet which documents the experiment and presents loading conditions other than light ship. Any departure from this procedure shall be approved by Commandant (G-ENE). 097.2 PREPARATION FOR TESTING 097.2.1 Test Personnel (1) Inclining experiments being performed at the direction of a district commander or a Resident Inspector's Office shall be witnessed by a qualified representative of that office. This representative shall be referred to as the Coast Guard Technical Representative unless a Commandant (G-ENE) Representative is present. (2) Experiments performed for or requiring the approval of the Commandant should be witnessed by a Headquarters Representative. When attending an inclining experiment, the Headquarters Representative shall serve as the Coast Guard Technical Representative. Commandant (G-ENE) should be given sufficient notice prior to the experiment to enable the representative to be present. (3) The individual having overall responsibility for the conduct of the experiment shall be designated as the "Inclining Officer." This individual shall have previous experience in conducting inclining experiments and shall be specifically named in the contract specifications or job order. The Inclining Officer may be a Coast Guard Officer or employee, a shipyard employee or a naval architect employed specifically for the inclining experiment. (4) Inclining team - Shipyard or contractor personnel shall perform the experiment under the direction of the Inclining Officer through their supervisory chain. 097-1 COMDTINST M9000.6A 097.2.2 Preliminary Meeting At least two weeks prior to the inclining, all parties involved (district or Commandant representative, commanding officer or officer in-charge, engineer officer, Inclining Officer, and shipyard supervisor) shall meet at a prearranged time to discuss the conduct of the experiment. Information to be provided and discussed shall include the following: (1) Identification of the vessel (2) Date and location of test (3) Inclining weight data (a) Type (b) Amount (c) Certification (d) Method of handling (4) Pendulums - approximate location and length (5) Anticipated maximum angle of ships heel to each side (6) Approximate trim and, if necessary, use of trimming weights (7) Condition of tanks (8) Estimated weights to deduct, to complete, and to relocate (9) Ship mooring for test (10) Other ship preparation - e.g., deck shoring, etc. (11) Copies of the cutter's lines drawings, curves of form, midship section drawings, general arrangements and tank capacity tables shall be available. 097.2.3 General Condition Of Cutter (1) The cutter shall be as nearly ready for service as possible. If undergoing construction or major renovation, work shall be completed or as close to completion as schedules permit. If not complete, weights shall be provided to compensate for the lack of completeness. (2) The cutter shall be in a good state of cleanliness. Shipyard gear, equipment, workmen's tool boxes, scaffolding, scrap and construction debris, etc., shall be removed from the cutter. 097-2 COMDTINST M9000.6A (3) Movable weights shall be lashed in place. (4) Bilges shall be dry and decks free of liquids. (5) Liquids in boilers, wet machinery and piping shall be at the operating level. (6) Keys to all locked compartments must be available. (7) A minimum number of personnel shall be on board during the test. No other work shall be in progress during the test. (8) Draft marks shall have been verified previously by a Coast Guard Inspector while the cutter was in dry dock. 097.2.4 "As Inclined" Condition (1) Complete and accurate lists of weights to be added or to be deducted, and to be relocated which reflect the "as inclined" condition are required. Acceptability depends upon the accuracy by which each weight and center of gravity is determined; and the expected cumulative effect on the test results. The centers of gravity shall be referenced to the base line, the midship perpendicular, and centerline of the cutter. (2) If it is determined that transverse weights are needed, these shall be reported with their accompanying transverse moment referenced to the centerline plane. 097.2.5 Tankage (1) General (a) The liquid loading for the test shall be determined prior to the date of the test. The number of tanks containing liquids shall be at a minimum to reduce free surface effects. (b) Because they might overflow during the test, diesel oil tanks cannot be pressed full. Therefore, their liquid level must be such that the free surface effect can be accurately determined. (c) All tanks not permitted to contain liquids are to be completely empty. (d) Water tanks should be either full and pressed up or empty. (e) Within the framework of the above requirements, the cutter's liquid loading must ensure adequate stability for the test. 097-3 COMDTDINSTD M9000.6A (2) Slack Tanks. Slack tanks shall be avoided if possible, otherwise they shall be as follows: (a) Slack tanks should be limited to tanks with essentially a rectangular cross section, and fuel oil tanks. (b) Deep tanks should be 20 percent to 80 percent full. (c) Double bottom tanks should be 40 percent to 60 percent full. (d) The percentages in (b) and (c) are intended to prevent pocketing of the liquid, or a change in the dimensions of the free surface throughout the range of heel angles during the inclining. If the tank is of an irregular shape and must contain liquid then the liquid level shall be such that an accurate free surface determination can be made throughout the range of inclinations. (e) Slack tanks containing highly viscous liquids which resist free movement as the cutter is inclined (such as heavy lube oils or Navy Special fuel oil at room temperature) should be avoided since their free surface effect is difficult to determine. Liquids in tanks may be heated to reduce the viscosity. (f) Cross connections, including those through manifolds, must be closed. Unequal liquid levels in slack tank pairs can be used as a check against open cross connections. (3) Pressed up tanks (a) "Pressed up" means completely full with no pockets or voids caused by trim or inadequate venting. (b) Anything less than 100 percent full, as for example the 95 percent condition regarded as full for operational purposes, is not acceptable. (c) The cutter should be rolled from side to side to eliminate entrapped air before taking final soundings. 097-4 COMDTINST M9000.6A nava007.pcx;Figure 097-1 (4) Empty Tanks (a) It is generally not sufficient to simply pump tanks until suction is lost. The exceptions are very narrow tanks or tanks where there is a sharp deadrise where free surface would be negligible. (b) Otherwise tanks shall be entered, stripped with portable pumps and wiped dry. (c) All empty tanks shall be inspected. Therefore, all manholes shall be opened and the tanks made "safe for men" in accordance with Navy Publication NAVSEA 0901-LP-920-003. (5) Identification of Liquids (a) Liquids in tanks shall be identified by their specific gravity. 097.2.6 Trim, Hog and Sag (1) If no tanks are pressed up, a level or nearly level trim is desirable. If tanks are to be pressed up, some trim by the stern will aid in venting and elimination of air pockets. It will also facilitate emptying tanks required to be empty. Where a number of tanks are permitted to be full, press up aftermost tanks first to provide favorable stern trim. (2) Trim by the bow is not desirable, and is unacceptable where some tanks are to be pressed up. 097-5 COMDTINST M9000.6A (3) For cutters of usual shape with trim aft not in excess of 1 percent LBP, where LBP = length between perpendiculars, hydrostatic properties for the cutter "as inclined" may be taken directly from the Curves of Form for the draft at the longitudinal center of Motion corrected for hog or sag. (4) For cutters of unusual shape, those trimmed forward, or those trimmed aft in excess of 1 percent LBP, hydrostatic properties for the "as inclined" condition must be calculated for the actual trimmed waterline at test. Hog or sag and appendages should be taken into account. (5) Hog or Sag correction: (a) Sag: Add two-thirds of the total Sag value. (b) Hog: Subtract two-thirds of the total Hog value. Hog or sag is determined by taking freeboard measurements along the length of the cutter starting at midships and working toward both ends, and plotting them on the outboard profile drawing. (6) For cutters which have designed drag, special attention should be given to ensure that the "as inclined" condition waterline corresponds to the waterlines used as the basis for the Curves of Form. 097.2.7 List (1) With inclining weights in the initial position, up to but not more than one-half degree of list is acceptable with cutters of usual form. (2) Leveling weights may be used to correct list. These weights must be certified by a weigh master's document prior to conducting the test. 097.2.8 Mooring Arrangements (1) The importance of a good mooring arrangement cannot be overemphasized. The location will be dependent upon many factors. Among the most important are depth of water, and wind and current effects. The cutter should be moored in a quiet, sheltered area free from extraneous forces such as propeller wash from passing ships, or sudden discharges from shore side pumps. (2) The depth of water under the hull shall be sufficient to ensure that the hull will be entirely free of the bottom. The tide conditions, and the trim and list of the cutter during the test, must be considered. Prior to the test the depth of water should be measured and recorded in as many locations as necessary to positively satisfy this requirement. If marginal, the depth of water should be spot checked after the test. 097-6 COMDTINST M9000.6A (3) Cutters shall be moored as shown in Figure 097-2. In this case the lines can be kept taut holding the cutter in place, yet allowing unrestrained heeling. Note, however, that wind or current may cause a superimposed heeling moment to act on the cutter throughout the test. For steady conditions this will not affect the results. Gusty wind, or uniformly varying wind or current will cause these superimposed heeling moments to change, which may require additional test points to obtain a valid test. This can be determined by plotting test points as they are obtained. nava008.pcx;Figure 097-2 (4) Mooring pad eyes shall be installed as illustrated in Figure 097-2. Adequate precautions shall be taken before welding or burning. Following the experiment the padeyes shall be removed and all burned and scarred areas shall be repaired to insure a fair surface. The affected areas shall be recoated in the same coating system as the adjacent areas. 097-7 COMDTINST M9000.6A (5) If the mooring arrangement shown on Figure 097-2 is unattainable then an alternative mooring arrangement described as follows may be used, if approved by the Coast Guard Representative. (a) Where the cutter can be moored to one side only it is generally necessary to supplement bow and stern lines with two spring lines in order to maintain positive control of the vessel. The leads of the spring lines should be as long as it practicable. Cylindrical camels should be provided between the cutter and the dock. If conditions allow all lines should be slack, with the cutter free of the pier and camel when taking readings. (6) If a floating crane is used for handling the inclining weights, it shall not be moored to the tested cutter. (7) The brow shall be removed. Power lines, hoses, and other things connected to the shore, shall be at a minimum. Those that are necessary shall be kept slack at all times. 097.2.9 Personnel (1) Sufficient personnel shall be available to handle mooring lines and to assist in shifting the inclining weights. They shall remain on the centerline of the cutter in their designated area when readings are being taken during the inning. (2) No one shall be allowed to board or depart from the cutter once the inclining experiment begins. Once the experiment is begun it shall be carried to completion without interruption. (3) Sufficient people shall be provided to record the pendulum readings and to collect all data relative to the experiment. Those recording the pendulum deflections shall be thoroughly familiar with the procedure described in this Chapter prior to the day of the inclining. (4) Knowledgeable personnel shall be provided to assist in sounding all tanks, bilges, cofferdams, and voids the day of, and just prior to, the actual experiment. (5) All personnel on board must be directed to a convenient location, preferably on the centerline at the start of the test, and must remain in that position when readings are taken. 097-8 COMDTINST M9000.6A 097.2.10 Weather (1) The combined adverse effects of wind, current and sea may result in a difficult or even invalid test because of: (a) Inability to accurately record drafts and freeboards. (b) Excessive or irregular oscillations of the pendulums. (c) Variations in unavoidable superimposed heeling moments. In some instances, unless conditions can be sufficiently improved by moving the cutter to a better location, it may be necessary to delay or postpone the test. Pretest planning should provide for this contingency. (2) Rain, snow, and ice shall be removed from the cutter to the satisfaction of the Inclining Officer before the test. 097.3 CONDUCT OF TEST 097.3.1 Inclining Officer/Coast Guard Technical Representative (1) The Inclining Officer shall conduct the test in accordance with the instructions in this section. Any questions shall be referred to the Technical Representative for clarification. (2) The Coast Guard Technical Representative will intervene only as necessary to insure valid test results are obtained. The final judgment as to the acceptability of the test arrangement and procedures shall rest with the Coast Guard Technical Representative. (3) The Coast Guard Technical Representative will: (a) Check the adequacy of cutter preparation by conducting a general inspection of the cutter. (b) Ensure that the mooring arrangement is satisfactory and compatible with weather conditions. (c) Witness the soundings of tanks containing liquids, and inspect all dry tanks just prior to the test. (d) Verify accuracy of the test data accumulated. 097.3.2 Test Weights (1) The total weight used should be sufficient to give an inclination of 1 to 3 degrees to each side with the larger inclinations necessary to get sufficient deflection of the pendulum on smaller cutters. The inclination should never exceed 4 degrees. 097-9 COMDTINST M9000.6A (2) The weights should be compact and of such configuration that the location of center of gravity may be accurately determined. (People are not acceptable weights.) (3) The weights must be capable of being moved rapidly once the test is started to reduce the likelihood of encountering changing wind and current conditions. (4) The transfer of liquids between the cutter's tanks is not acceptable. (5) Use of the cutter's own weight handling equipment is not permitted. Decks shall be protected with wood dunnage in way of the weights. (6) Precautions should be taken to ensure that the decks are not overloaded during the weight movements. (7) Each inclining weight shall be marked with an identification number and weight. The weight should be certified by either a weight-master's document or a Coast Guard Inspector. Steel weights are preferred. Weights, such as porous concrete, that will absorb significant amounts of moisture, should be avoided. If concrete is used it should be weight certified before and after the experiment, be wrapped in plastic film, and be symmetrical in shape. 097.3.3 Pendulums (1) Three pendulums should be used to increase the confidence level of accuracy of the average pendulum deflections. They shall be located in an area protected from the wind. (2) The pendulums should be as long as possible. A minimum deflection of six inches at the maximum inclination is desirable. (3) A satisfactory arrangement is shown in Figure 097-3. The pendulums do not have to be on centerline. 097-10 COMDTINST M9000.6A nava009.pcx;Figure 097-3 097-11 COMDTINST M9000.6A (4) The pendulum damping boxes shall be of sufficient size to prevent the bobs from hitting the sides. The boxes should be filled with new SAE 30 or SAE 40 or equivalent oil. The level of the oil shall be just below the top of the bob. (5) The batten support shall be rigid and able to withstand a severe kick without movement. (6) The batten shall be marked off in tenths of an inch in such a way that inch and half inch marks are distinguishable from other one-tenth inch marks. The full inch marks will be numbered sequentially from port to starboard. (Figure 097-4) (7) The bobs shall be suspended by thin line or thin fish line from a washer supported by a knife edge fulcrum, (e.g., a small triangular file). The line shall be free of knots, kinks etc. The length from the fulcrum to the batten shall be recorded. (8) Pendulum deflection reading shall be recorded when the central control station gives the order to proceed. This shall be done when all pendulums oscillations are damped and no sooner than three minutes after positioning the test weights. (9) When taking a reading, extreme deflections of the plumb line to the right and left for 5 full swings are entered in the form shown in Figure 097-5 without waiting for an absolute damping of the plumb line swinging. The arithmetrical mean of the 10 records of extreme deflections of the plumb line thus obtained is accepted as the actual reading. (10) The pendulum deflection value shall be computed by subtracting the reading per test from the average of the readings for the test weight settings which represent zero heeling moment. (11) Adequate lighting must be provided at each pendulum. nava010.pcx;BATTEN -- Figure 097-4 097-12 COMDTINST M9000.6A nava011.pcx;TABLE FOR RECORDING PENDULUM LOCATIONS -- Figure 097-5 097.3.4 Drafts And Freeboards (1) Drafts and freeboards shall be read immediately before or immediately after the test with a draft gage. All personnel who will be on board during the test shall be on board and in location during these readings. This is particularly important on small cutters and boats. If read after the test, the cutter must be maintained in the same condition as during the test. However, lines need not be slack if the list is not significantly changed. Freeboards will be measured amidships on the port and starboard side. If the forward and aft draft marks appear to be unreliable, freeboards shall be taken as a check. (2) Drafts shall be read at the forward and aft draft marks and amidships. All readings shall be taken both port and starboard. Port and starboard drafts should be taken simultaneously. (3) When taking amidship and aft draft readings a suitable signal, such as a whistle, will indicate the recording time for the port and starboard readings. (4) The bow and stern freeboards when required may be measured on centerline. The fore and aft distance of the readings from fixed reference points on the centerline shall be recorded. (5) If the amidship drafts are to be determined from freeboard readings, suitable reference points must be located on the centerline and recorded. (6) For small cutters and boats it may be necessary to counterbalance the list and trim effect of freeboard measuring parties. When possible all readings should be taken from a boat; however, all persons (or equivalent weights) who will be on board for the test should be on board when taking draft and freeboard readings. (7) Two small boats shall be available for use when taking drafts and freeboards. They should have a low freeboard to permit accurate observation of the readings. 097-13 COMDTINST M9000.6A (8) As a check on draft marks and hog and sag, particularly on small cutters and boats, additional freeboards may be taken at the bow, stern, and other convenient locations near the fore and aft quarter lengths. (9) The specific gravity and temperature of the flotation water shall be measured at the time the drafts are measured at several locations and depths around the tested cutter. 097.3.5 Communications And Control (1) The cutter's internal communication system (sound powered phone and 1 MC general announcing system) will be available while conducting the inclining experiment. (2) The Inclining Officer at a central control station shall have complete control over all personnel involved in the test. (3) There shall be efficient two-way communications between the central control station and: (a) The weight handlers (b) Each pendulum station (4) The central control station shall be sheltered from the elements and have adequate lighting a desk or table and a chair so that a plot of tangents versus heeling moments can be made during the test. It is desirable that the weight handlers be directly observable from the control station. (5) The order to start recording pendulum readings for each trial shall be loud, clear, and concise to prevent unnecessary restarts. 097.3.6 Weight Movements (1) The standard test employs 8 weight movements after initial placing of the weights on centerline, position 1. If conditions change during the test, such as a wind shift, it may be necessary to repeat the earlier moves to eliminate test plot distortion. (2) The weight movements shown in Figure 097-6 gives a good spread of points on the test plot. (3) The moment arm for each weight movement should be measured to provide for more accurate results if the placement of the weight is changed from the previous set location. 097-14 COMDTINST M9000.6A (4) After each weight movement, and just prior to recording the pendulum locations, a check must be made to see that all personnel are in location, and that all lines which should be slack are in fact slack. (5) Weight movements must be made directly athwartship to avoid a change in the trim of the cutter. 097.3.7 Test Plot (1) The test plot shall be made after all weight movements have been completed. (2) Using the deflection (see 097.3.3(10)) and the length of the respective pendulum, the tangent may be calculated and plotted against the test moment as shown in Figure 097-6. (3) The test plot should be of sufficient size (approximately 9" x 12") to determine any unreasonable inclining experiment error. nava012.pcx;TANGENT PLOT -- Figure 097-6 097.3.8 Period Of Roll Test (1) The period of roll test will be performed after the test plot has been approved. At least three people will time three full roll periods induced by a sufficient weight movement. 097-15 COMDTINST M9000.6A (2) All inclining weights must be placed back in their initial position before conducting the period of roll test. (3) Rolling is induced by placing a weight off center and then removing it. If an inclining weight is used to induce rolling, the rolls shall be timed only after the weight is returned to its original position. 097.4 TEST RESULTS 097.4.1 Use (1) The results shall include the following: (a) The test results shall constitute a complete record of all test information. (b) The Coast Guard technical representative shall be furnished with accurate weight and center of gravity information on weights added, removed and relocated. This includes inclining track supports and weights, leveling-weights, personnel, dunnage, stores, tankage, and similar items. This data should provide a clear accounting of the condition of the cutter as inclined. (c) The results of the inclining experiment shall be used to calculate the following loading conditions: (1) As Inclined (2) Lightship (A) (3) Minimum Operation Condition (B) (4) Full Load (D) (5) Any other loading condition specified by the Coast Guard technical representative. The first four conditions are defined in the Naval Ship Technical Manual (NSTM), Chapter 096. (d) The data is to be presented in a Stability Test Data Booklet, Coast Guard Form CG-993 (rev. 7-67). If it has been determined before the inclining experiment that the transverse center of gravity is required, then the Navy form NAVSEA 929016 will be used. (e) Tank inertia calculations for free surface effect shall accompany the Stability Test Data Booklet. 097-16 COMDTINST M9000.6A (f) Where Coast Guard headquarters approval is required the Coast Guard Headquarters Representative will review the Stability Test Data Booklet for accuracy and completeness and will return it for revision if found to be unsatisfactory. 097.4.2 Approval Calculations resulting from inclining experiments performed after a major overhaul or performed by a Resident Inspector's Office or performed at the direction of the Commandant require the approval of the Commandant. 097-17 COMDTINST M9000.6A CHAPTER 097 - INDEX SECTION PAGE INCLINING EXPERIMENT PROCEDURE 097.1 097-1 PREPARATION FOR TESTING 097.2 097-1 "As Inclined" Condition 097.2.4 097-3 General Condition Of Cutter 097.2.3 097-2 List 097.2.7 097-6 Mooring Arrangements 097.2.8 097-6 Personnel 097.2.9 097-8 Preliminary Meeting 097.2.2 097-2 Tankage 097.2.5 097-3 Test Personnel 097.2.1 097-1 Trim, Hog and Sag 097.2.6 097-5 Weather 097.2.10 097-9 CONDUCT OF TEST 097.3 097-9 Communications And Control 097.3.5 097-14 Drafts And Freeboards 097.3.4 097-13 Inclining Officer/Coast Guard Technical Representative 097.3.1 097-9 Pendulums 097.3.3 097-10 Period Of Roll Test 097.3.8 097-15 Test Plot 097.3.7 097-15 Test Weights 097.3.2 097-9 Weight Movements 097.3.6 097-14 TEST RESULTS 097.4 097-16 Approval 097.4.2 097-17 Use 097.4.1 097-16 097-18 COMDTINST M9000.6A CHAPTER 243 - PROPULSION SHAFTING CONTENTS 243.1 Inspection And Preservation Of Propulsion Shafting 243.2 Application Of Shaft Coverings 243.3 Welding Repair, Straightening And Cold Rolling Of Main Propulsion Shafting ----------------------------------------------------------------------- 243.1 INSPECTION AND PRESERVATION OF PROPULSION SHAFTING The purpose of this section is to promulgate procedures to be used in the inspection and preservation of propulsion shafting exposed to salt water on those cutters 65 feet in length and greater. Specifically exempt from these requirements are the following: (1) Propulsion shafting less than 3 inches in diameter. (2) Propulsion shafting made of corrosion resisting material such as bronze, monel or certain stainless steels. (3) Propulsion shafting exposed only to uncontaminated fresh water with a pH of 7.5 or higher. 243.1.1 Authorized Shafting Coverings Rubber (MIL-R-15058, Type II) and fiberglass reinforced plastic (FRP) are authorized shaft covering materials. Rubber covering shall be used on WAGB and is preferred on controllable pitch propeller cutter classes. FRP or rubber covering is optional on all other cutter classes. Since they are not inspected as often as exposed shafting, rubber covering is preferred for stern tube shafts. 243.1.2 Inspection and Repair Of Rubber Or FRP Covered Shafting. The Naval Ships Technical Manual Section 9430.7 provides guidance for the inspection and repair of rubber or FRP shaft coverings. NSTM Section 9430.9 describes the repair of surface cracks and pits. Major repairs shall be repaired in accordance with Section 243.3. 243.1.3 Reports Action taken in accordance with this chapter shall be entered in paragraph 5 of CG-2926, "Drydocking and Underwater Body Inspection Work Sheet." 243-1 COMDTINST M9000.6A 243.2 APPLICATION OF SHAFT COVERINGS 243.2.1 Fiberglass Reinforced Plastic (FRP) Fiberglass reinforced plastic shall be applied to propulsion shafting in accordance with NAVSEA 0919-LP-008-010, "Instruction Manual Glass Reinforced Plastic Coatings for Propeller Shafting" except that the alternative allowing the use of coal tar epoxy coating on couplings and bearing sleeves is not authorized. These areas shall be coated with the same resin as used for straight run shafting with the addition of 10 percent by weight of milled glass fibers after the straight runs of shafting have been covered. 243.2.2 Rubber Type II, MIL-R-15058, rubber shall be used for rubber covered propulsion shafting. Inboard couplings shall be covered with brush-on type IV, MIL-R-150508 material. An inorganic primer conforming to MIL-P-23236 shall be used prior to applying the covering. Outboard couplings shall be covered the same as straight runs of shafting after fairing in pits, recesses, nuts, threads and bolt heads with an epoxy coating. After wrapping apply a liberal coating of type IV material from forward of the coupling aft. 243.2.3 Tapering of Bearing Sleeves Figures 243-1 and 243-2 show the methods to be used in tapering bearing sleeves prior to applying the shaft covering. nava014.pcx;Figure 243-1 243-2 COMDTINST M9000.6A nava015.pcx;Figure 243-2 243.3 WELDING REPAIR, STRAIGHTENING AND COLD ROLLING OF MAIN PROPULSION SHAFTING Repair by welding, straightening and cold rolling of main propulsion shafting shall be done in accordance with publication NAVSEA 0900-LP-014-1010. For new shafts, no welding shall be permitted without approval of Commandant (GENE). The district commander shall approve repair of used shafts. Controllable pitch propeller shafts shall not normally be straightened in the field. Shaft sets are available in APA material. When use of APA material is not practicable, the propeller or shafting manufacturter shall be consulted and straightening work accomplished under the guidance of the manufacturer's representative. 243-3 COMDTINST M9000.6A CHAPTER 243 - INDEX SECTION PAGE INSPECTION AND PRESERVATION OF PROPULSION SHAFTING 243.1 243-1 Authorized Shaft Coverings 243.1.1 243-1 Inspection and Repair of Rubber or FRP Covered Shafting 243.1.2 243-1 Reports 243.1.3 243-1 APPLICATION OF SHAFT COVERINGS 243.2 243-2 Fiberglass Reinforced Plastic (FRP) 243.2.1 243-2 Rubber 243.2.2 243-2 Tapering of Bearing Sleeves 243.2.3 243-2 WELDING REPAIR, STRAIGHTENING AND COLD ROLLING OF MAIN PROPULSION SHAFTING 243.3 243-3 243-4