SAILOR’S CREED “ I am a United States Sailor. I will support and defend the Constitution of the United States of America and I W ill obey the orders of those appointed over me. I represent the fighting spirit of the Navy and those who have gone before me to defend freedom and democracy around the world. I proudly serve my country’s Navy combat team with Honor, Courage, and Commitment I am committed to excellence and fair treatment of all. “ Honor, Courage, and Commitment as we have have just seen were attainable virtues, back then as they are now, that have been demonstrated at the highest level through out our history and are on display right now at every watch station around the world. Our Navy’s history is rich and full of displays of valor, sacrifice, and honorable conduct in dangerous, difficult and even hopeless circumstances. These virtues and values have prevailed. Possibly one of the leading reason our Sailors today, do not identify with our Core Values more quickly is our shallow sense of our heritage, history and traditions. 1

Lesson 4.14 EXAM REVIW M BM G KM B K G B DISPLACEMENT CL T O N S W E I H T O N S W E I G H

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves

STABILITY - THE TENDENCY OF A SHIP TO ROTATE ONE WAY OR THE OTHER (TO RIGHT ITSELF OR OVERTURN) INITIAL STABILITY - THE STABILITY OF A SHIP IN THE RANGE FROM 0° TO 7°/10° OVERALL STABILITY - A GENERAL MEASURE OF A SHIP'S ABILITY TO RESIST CAPSIZING IN A GIVEN CONDITION OF LOADING DYNAMIC STABILITY - THE WORK DONE IN HEELING A SHIP TO A GIVEN ANGLE OF HEEL

SIX MOTIONS OF A SHIP ROLL – SIDE TO SIDE OR PORT TO STBD. (Rotate about Longitudinal Axis) PITCH – UP DOWN OR BOW STERN. (Rotate about Transverse Axis) YAW – TWISTING (Rotate about Vertical Axis) SWAY – “SLIDING” LATERALLY OR SIDE TO SIDE HEAVE – UP DOWN AS IN LIFTED BY WAVES. SURGE – “SLIDING” LONGITUDINALLY OR FRONT BACK

LAWS OF BUOYANCY • A FLOATING OBJECT HAS THE PROPERTY OF BUOYANCY • A FLOATING BODY DISPLACES A VOLUME OF WATER EQUAL IN WEIGHT TO THE WEIGHT OF THE BODY. • A BODY IMMERSED (OR FLOATING) IN WATER WILL BE BUOYED UP BY A FORCE EQUAL TO THE WEIGHT OF THE WATER DISPLACED.

DISPLACEMENT THE WEIGHT OF THE VOLUME OF WATER THAT THE SHIP'S HULL IS DISPLACING UNITS OF WEIGHT LONG TON = 2240 LBS SHORT TON = 2000 LBS METRIC TON = 2204.72 LBS

VOLUME - NUMBER OF CUBIC UNITS IN AN OBJECT UNITS: CUBIC FEET CUBIC INCHES V = L x B x D 20 FT 30 FT 6 FT V = 30 FT x 20 FT x 6 FT V = 3600 FT3

SPECIFIC VOLUME - VOLUME PER UNIT WEIGHT UNITS: CUBIC FEET PER TON SW = 35 FT3/TON FW = 36 FT3/TON DFM = 43 FT3/TON 20 FT 30 FT 6 FT V = 3600 FT3 WT = VOLUME SP. VOL WT = 3600 FT3 35 FT3/TON WT = 102.86 TONS

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves 8. Model

STABILITY REFERENCE POINTS M etacenter G ravity B uoyancy K eel CL

CENTER OF GRAVITY POINT AT WHICH ALL WEIGHTS COULD BE CONCENTRATED. CENTER OF GRAVITY OF A SYSTEM OF WEIGHTS IS FOUND BY TAKING MOMENTS ABOUT AN ASSUMED CENTER OF GRAVITY, MOMENTS ARE SUMMED AND DIVIDED BY THE TOTAL WEIGHT OF THE SYSTEM.

MOVEMENTS IN THE CENTER OF GRAVITY G MOVES TOWARDS A WEIGHT ADDITION

MOVEMENTS IN THE CENTER OF GRAVITY G MOVES TOWARDS A WEIGHT ADDITION G MOVES AWAY FROM A WEIGHT REMOVAL

MOVEMENTS IN THE CENTER OF GRAVITY G MOVES TOWARDS A WEIGHT ADDITION G MOVES AWAY FROM A WEIGHT REMOVAL G MOVES IN THE DIRECTION OF A WEIGHT SHIFT

METACENTER THE METACENTER M B B1 B2 M20 M45 M M70 B B20 B45 CL B70

METACENTER M B SHIFTS

MOVEMENTS OF THE METACENTER THE METACENTER WILL CHANGE POSITIONS IN THE VERTICAL PLANE WHEN THE SHIP'S DISPLACEMENT CHANGES THE METACENTER MOVES IAW THESE TWO RULES: 1. WHEN B MOVES UP M MOVES DOWN. 2. WHEN B MOVES DOWN M MOVES UP.

G M B M1 B1 G M B M1 B1 G M B M1 B1 G M B M1 B1 M G B M G B

LINEAR MEASUREMENTS IN STABILITY GM BM G KM KG B K CL

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves 8. Model

THE STABILITY TRIANGLE M M G B K CL THE STABILITY TRIANGLE G Z

Sin q = opp / hyp Where: opposite = GZ hypotenuse = GM Sin q = GZ / GM GZ = GM x Sin q Growth of GZ a GM

G1 M G B K CL

AS GM DECREASES RIGHTING ARM ALSO DECREASES Z AS GM DECREASES RIGHTING ARM ALSO DECREASES G1 Z1

M INITIAL STABILITY G B 0 - 7° CL

M OVERALL STABILITY G Z B B1 RM = GZ x Wf CL

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves 8. Model

THE THREE CONDITIONS OF STABILITY M THE THREE CONDITIONS OF STABILITY G Z B1 POSITIVE G M B B1 NEUTRAL G M B B1 NEGATIVE

POSITIVE STABILITY M G B K CL

NEUTRAL STABILITY G M B K CL

NEGATIVE STABILITY G M B K CL

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves 8. Model

RIGHTING ARM CURVE RIGHTING ARMS (FT) 10 20 30 40 50 60 70 80 90 10 20 30 40 50 60 70 80 90 ANGLE OF HEEL (DEGREES) WL 60° G B Z WL 40° G B Z WL 20° G B Z GZ = 1.4 FT GZ = 2.0 FT GZ = 1 FT

ANGLE OF MAXIMUM RIGHTING ARM MAXIMUM RANGE OF STABILITY RIGHTING ARMS (FT) DANGER ANGLE 10 20 30 40 50 60 70 80 90 ANGLE OF HEEL (DEGREES) WL WL WL 60° 40° 20° G Z G Z G Z B B B GZ = 1.4 FT GZ = 2.0 FT GZ = 1 FT

CLASS TOPICS 1. Definitions 2. Stability Reference Points 3. Stability Triangle 4. Conditions of Stability 5. Stability Curve 6. Ship’s Hull Markings 7. Draft Diagram and Cross Curves 8. Model

Vertical Weight Shifts GG1 = KG1 - KGo G B M G1 G1 G1 G1 GG1 KG1 G1 G1 G1 KGo Shifting weight vertically, no matter where onboard it is, will always cause the ship’s center of gravity to move in the same direction as the weight shift.

KG1 = (Wo x KGo) ± (w x kg) Wf WHERE; w = Weight Shifted kg = Distance Shifted Wo = Original Displacement KGO = The original height of the ship’s center of gravity (FT) WO = The ship's displacement prior to shifting weight (LT) w = The amount of weight shifted (LT) kg = The vertical distance the weight was shifted (FT) WF = The ship’s displacement after shifting the weight (LT) ± = When the weight is shifted up use (+) When the weight is shifted down use (-) KGo = Original Height of G Wf = Final Displacement ± = + if shift up/- if shift down

KGA = 19 FT KG1 = 19.8 FT GT = GG1 x Sin O 1 -1 2 3 4 5 10 20 30 40 50 60 70 80 90 ANGLE OF INCLINATION - DEGREES RIGHTING ARMS (FT) KGA = 19 FT KG1 = 19.8 FT GT = GG1 x Sin O Sin 0° = 0 Sin 30°= 0.5 Sin 90°= 1.0 GT0°= .8FT x 0 = 0 FT GT30°= .8FT x .5 = .4 FT GT90°= .8FT x 1 = .8 FT FINAL CURVE X .8 FT X .4 FT The Sine Correction curve is applied directly to the righting arm curve, and indicates exactly how much righting arm has been lost due to the higher position of G throughout the range of stability. X

Horizontal Weight Shifts M G G2 G2 G G2 G G G2 G2 G2 G2 G2 GG2 Shifting weight horizontally, no matter where onboard it is, will always cause the ship’s center of gravity to move in the same direction as the weight shift. NOTE: A weight shift causing the ship’s center of gravity to move off centerline will always reduce the stability of the ship. B

GG2 = w x d Wf WHERE; w = Weight Added or Removed d = Distance Added/Removed from Centerline w = The amount of weight added/removed (LT) d = The distance from the center of gravity of the weight to the ship’s centerline (FT) WF = The ship’s displacement after the weight is shifted (LT)   Wf = Final Displacement

KGA = 19 FT KG1 = 19.0 FT GG2 = .9 FT GP = GG2 x Cos O 1 -1 2 3 4 5 10 20 30 40 50 60 70 80 90 ANGLE OF INCLINATION - DEGREES RIGHTING ARMS (FT) KGA = 19 FT KG1 = 19.0 FT GG2 = .9 FT GP = GG2 x Cos O Cos 0° = 1.0 Cos 60°= 0.5 Cos 90°= 0 GP0°= .9FT x 1 = 0.9 FT GP60°= .9FT x .5 = .45 FT GP90°= .9FT x 0 = 0 FT FINAL CURVE X .9 FT X .45 FT The Cosine Correction curve is applied directly to the righting arm curve, and indicates exactly how much righting arm has been lost due to G being located off centerline, throughout the range of stability. Connect the three points with a straight edge. The region between the Cosine Correction curve and the original curve (known as the uncorrected curve) represents the remaining righting arms. The righting arm curve can be corrected with the Cosine Correction curve using either of the methods listed for correcting the sine curve. Whenever weight is added or removed to/from a ship, the ship’s center of gravity rarely moves in only one direction. Fortunately, the effects are cumulative. First, calculate the vertical shift in the center of gravity and correct the statical stability curve using the sine correction. Next, calculate the horizontal shift in the center of gravity and correct the previously sine corrected statical stability curve with the cosine correction. The result is the final statical stability curve. X Angle of List

FREE SURFACE EFFECT B3 x L GG3 = 12 x 35 x Wf B = BREADTH OF COMPT L = LENGTH OF COMPT Wf = SHIP'S DISPLACEMENT FREE SURFACE EFFECT Moment of Inertia of the surface of the water.

FREE SURFACE EFFECT • Greater with increased length and width of the compartment • Increases as draft decreases (de-ballasting) • Independent of the depth of the liquid • Can be reduced by pocketing FSE is independent of amount of water (that affects weight additions/removals) Increases as draft decreases because of lost of displacement. Remember that ship’s displacement is in the denominator so if that decreases…the FSE increases. The equation calculates worse case scenario, does not take into account Pocketing and permeability.

FREE COMMUNICATION EFFECT G3G5 = B x L x Y2 35 x Wf B = BREADTH OF COMPT L = LENGTH OF COMPT Y = DIST FM SHIP C/L TO COMPT COG. Wf = SHIP'S DISPLACEMENT FREE COMMUNICATION EFFECT

FREE COMMUNICATION EFFECT COMPARTMENT OPEN TO THE SEA COMPARTMENT PARTIALLY FLOODED COMPARTMENT OFF-CENTERLINE OR ASYMMETRICAL ABOUT THE CENTERLINE

LCF - The Longitudinal Center of Flotation MP CFD LCF LCF - The Longitudinal Center of Flotation

DRAG - A design feature having the draft aft greater than the draft fwd. Primarily done to increase plant effectiveness. 16' 0" 14' 0" DWL DRAG = 2 FT By the Stern

TRIM - The difference between the forward and after drafts in excess of drag. DRAG = 0 16' 14' TRIM = 2 FT By the Stern

Trimming Moment = w x TA w Change in Trim(CT) = TM MT1" LCF MP FP AP

CT Trimming Moment = w x TA Change in Trim(CT) = TM MT1" LCF MP FP AP

da df da df df = (LBP/2 + LCF) LBP x CT + CT = = CT - df CT df CT = =

w PARALLEL SINKAGE = TPI w - PARALLEL RISE = TPI Parallel Sinkage (PS) is the distance that the drafts fore and aft increase due to a weight addition. Parallel Rise (PR) is the distance that the drafts fore and aft decrease due to a weight removal. w TPI - PARALLEL RISE =

ABILITY TO REFLOAT NSTM 079 VOL 1 REPAIR PARTY MANUAL NTTP 3-20.31 “IF THE PROPS ARE REVERSED AND THERE IS NO TENDENCY OF THE SHIP TO BACK AWAY FROM THE BEACH, NO FURTHER ATTEMPTS TO MOVE THE SHIP BY MEANS OF THE PROPELLERS SHOULD BE USED.” NSTM 079 VOL 1 REPAIR PARTY MANUAL NTTP 3-20.31

BRIDGE ACTIONS RIG GROUND TACKLE & KEDGE ANCHORS (IF POSSIBLE) HW LW RIG GROUND TACKLE & KEDGE ANCHORS (IF POSSIBLE) COORDINATE LIGHTENING SHIP WITH HIGH TIDE TAKE A STRAIN ON GROUND TACKLE REQUEST SALVAGE ASSISTANCE

DCA ACTIONS • WEIGH THE SHIP DOWN HARD

AGROUND: DCA ACTION WEIGH THE SHIP DOWN HARD INVESTIGATE FOR DAMAGE SOUND ALL TANKS & VOIDS CHECK FUEL TANKS FOR LEAKAGE STRUCTURAL DAMAGE? EXTENSIVE SOUNDINGS (LOWER SMALL BOATS) ABOUT THE SHIP SEAWARD

AGROUND: DCA ACTION DETERMINE AMOUNT OF TONS AGROUND FM KNOWN DRAFTS, DETERMINE ORIGINAL DISPLACEMENT READ DRAFTS AFTER AGROUND DETERMINE NEW DISPLACEMENT DIFFERENCE EQUALS TONS AGROUND CALCULATE CRITICAL DRAFT IF STABILITY IS CRITICAL, LOWER G & ESTIMATE TIME ELIMINATE HIGH WEIGHT FLOOD LOW COMPARTMENTS

M G B K

Remember: G moves faster than M!! K

M G B K

HULL GIRDER STRESS INDICATORS ACTIONS -SHIP IS HOGGING OR SAGGING -STRESS FRACTURES, CRACKS, "CRINKLING", OR PANTING OF BULKHEADS, DECKS AND STIFFENERS ACTIONS -RELIEVE HOGGING OR SAGGING -SHORE UP BULKHEADS/DECKS. -REINFORCE WHERE POSSIBLE.

Sagging Stresses C T Quiz: What would be the corrective actions??

Hogging Stresses T C

Docking Transfer of Responsibility Pumping of Drydock Dock Pumped Dry Upon Touching Blocks: Hull Inspection Dock Pumped Dry Hull Board Inspection Ship Properly Docked and Shores in Place NOTE Condition of Screws, Rudders, Sea Suctions & Discharges, Cathodic Protection, ANY DAMAGE

Undocking Ensure all Sea Valves Have Been Properly Reinstalled Man All Spaces with Sea Valves Augment Sounding and Security Watches Docking Officer Provide Ship with Undocking Report

"IF PERSONNEL WAIT UNTIL CATASTROPHE IS ACTUALLY IMPENDING BEFORE STARTING TO LEARN THEIR SHIP BY MEANS OF THE FOREGOING PREPARATORY MEASURES, THE SHIP AND ITS COMPANY MAY BE LOST." NSTM 079 VOL I

"IF PERSONNEL WAIT UNTIL CATASTROPHE IS ACTUALLY IMPENDING BEFORE STARTING TO LEARN THEIR SHIP BY MEANS OF THE FOREGOING PREPARATORY MEASURES, THE SHIP AND ITS COMPANY MAY BE LOST." NSTM 079 VOL I

"IF PERSONNEL WAIT UNTIL CATASTROPHE IS ACTUALLY IMPENDING BEFORE STARTING TO LEARN THEIR SHIP BY MEANS OF THE FOREGOING PREPARATORY MEASURES, THE SHIP AND ITS COMPANY MAY BE LOST." NSTM 079 VOL I

SHIP SINKINGS • BODILY SINKAGE • CAPSIZING • PLUNGING • BREAKING UP WATER LEVEL G • BODILY SINKAGE LOSS OF BUOYANCY B • CAPSIZING LOSS OF TRANSVERSE STABILITY • PLUNGING LOSS OF LONGITUDINAL STABILITY • BREAKING UP LOSS OF SHIP'S GIRDER

METACENTRIC HEIGHT RIGHTING ARM (GZ) IS PROPORTIONAL TO METACENTRIC HEIGHT (GM) A SHIP WITH: LARGE GM IS STIFF AND RESISTS ROLLS SMALL GM IS TENDER AND ROLLS EASILY AND SLOWLY VERY SMALL GM IS APT TO HANG AT THE END OF EACH ROLL BEFORE STARTING UPRIGHT SLIGHTLY NEGATIVE GM IS APT TO LOLL (STAYING HEELED AT ANGLE OF INCLINATION WHERE RIGHTING AND UPSETTING FORCES ARE EQUAL) AND FLOP FROM SIDE TO SIDE NEGATIVE GM WILL CAPSIZE WHEN INCLINED

G MOVED OFF CENTERLINE (99%) -GM (1%) COMBINATION OF -GM AND G OFF CL 3 BASIC CONDITIONS WHICH MAY CAUSE THE SHIP TO TAKE ON A PERMANENT LIST: G MOVED OFF CENTERLINE (99%) -GM (1%) COMBINATION OF -GM AND G OFF CL G G2 M

CAUSES of -GM 1. Removal of low weights 2. Addition of high weights (ice) 3. Moving weights upward 4. Free Surface Effect 5. Free Communication Effect

FLOODABLE LENGTH A LIST OF FLOODABLE COMPARTMENT GROUPS IS OFTEN FOUND. FOR EXAMPLE, FOR A FFG-7: STEM - FRAME 100 FRAMES - 32-140 FRAMES - 64-180 FRAMES - 100-212 FRAMES - 140-250 FRAMES - 180-292 FRAMES - 212-328 FRAMES - 250-368 FRAMES - 292-STERN GENERAL RULE: SHIP'S LBP > 300 FT ä 15% LBP < 300 FT ä 2 SPACES <100 FT ä 1 SPACE

FLOODABLE LENGTH DAMAGE Second Deck (DC Dk) First Platform Main Deck Second Platf 212 328

RESERVE DYNAMIC STABILITY HEELING EFFECTS OF BEAM WINDS FULL LOAD A AREA A = AREA B B ANGLE OF MAX ROLL RESERVE DYNAMIC STABILITY RIGHTING ARMS (FT) 100 KT ANGLE OF SEMI-PERMANENT HEEL ANGLE OF HEEL (DEG)

HEELING EFFECTS OF BEAM WINDS FULL LOAD RIGHTING ARMS (FT) 100 KT DAMAGED ANGLE OF HEEL (DEG)

HEELING EFFECTS OF BEAM WINDS RIGHTING ARMS (FT) ANGLE OF HEEL (DEG) FULL LOAD 100 KT 60 KT HEELING EFFECTS OF BEAM WINDS

Limitations to Ship’s Design Criteria In order to maintain a satisfactory condition with regard to stability and reserve buoyancy, the following guidelines must be adhered to: Limiting Draft Marks not Submerged Prior to Damage No Abnormal Topside Weights Liquid Loading Instructions are Followed Watertight Integrity is Maintained

IMMEDIATE STEPS STEP ONE - STEP TWO - ESTABLISH FLOODING BOUNDARIES DEWATER ANY SPACE COLORED PINK ON THE FLOODING EFFECTS DIAGRAM.

IMMEDIATE STEPS STEP THREE - SIZE UP THE SITUATION TO DETERMINE WHETHER STABILITY IS CRITICAL BEFORE ANY FURTHER ACTION IS TAKEN.

CRITICAL STABILITY 1. The ship has a negative GM 2. The ship is listing to the danger angle (1/2 angle of max GZ) 3. The extent of flooding exceeds floodable length. 4. High winds or rough seas combined with flooding

IMMEDIATE STEPS STEP FOUR - ELIMINATE OR REDUCE LIST

SHIFT CENTER OF GRAVITY TOWARDS "HIGH" END. Don’t forget about: EXCESSIVE TRIM (> 1% LBP) ACTIONS SHIFT CENTER OF GRAVITY TOWARDS "HIGH" END.

894 9 8 5-308-2-W 83 5-328-2-W 20 201 5-344-0-J 40 5-328-0-J 35 5-292-2-W 436 100P 5-292-0-E 5-321-1-F 3-292-2-E 5-292-1-W 84 1 5 5-276-0-F 6 5-328-1-W 201 20 8 9 215S 5-250-0-E 5-308-1-W 5-292-3-W 83 84 (GREEN) - FLOODING OF GREEN SPACES WILL IMPROVE STABILITY, EVEN THOUGH FREE SURFACE EXISTS. CAPACITY-TONS SW (YELLOW) - FLOODING OF YELLOW SPACES WILL IMPROVE STABILITY IF NO FREE SURFACE EXISTS. IF SPACE IS NOT 100% FULL STABILITY WILL BE IMPAIRED. (PINK) - FLOODING OF PINK SPACES WILL DECREASE STABILITY BECAUSE OF ADDED HIGH WEIGHT, FREE SURFACE EFFECT OR BOTH. COMPARTMENT NUMBER INCLINING MOMENTS FT-T (WHITE) - FLOODING OF WHITE SPACES HAS NO APPPRECIABLE EFFECT ON STABILITY.

CLEAN BALLAST POTABLE WATER JP-5 0.5 0.4 9 5-328-2-W 20 +2 -1 1.0 8 +1 +1 5-344-0-J 30 +4 -3 5-328-0-J 27 +3 -2 0.5 5-328-1-W 20 +2 -1 1.0 8 0.4 9 5-308-1-W 5-292-3-W +1 +1 CLEAN BALLAST CAPACITY-TONS LIST POTABLE WATER COMPARTMENT NUMBER JP-5 CHANGE IN DRAFT AFT - INCHES CHANGE IN DRAFT FWD - INCHES

WEIGHT AND MOMENT COMPENSATION PROGRAM • Status I: No displacement or Stability problems • Status II: Deficient in both margins • Status III: Deficient in KG margin • Status IV: Deficient in displacement margin

“Intentionally Left Blank”

LIMITATIONS Follow Liquid Loading Instructions No Abnormal Topside Weights Don’t Submerge Limiting Draft Marks Maintain Watertight Integrity

LIMITATIONS Follow Liquid Loading Instructions No Abnormal Topside Weights Don’t Submerge Limiting Draft Marks Maintain Watertight Integrity

LIMITATIONS Follow Liquid Loading Instructions No Abnormal Topside Weights Don’t Submerge Limiting Draft Marks Maintain Watertight Integrity

DEFINITIONS ROLL - The action of a vessel involving a recurrent motion (Longitudinal Axis). HEEL - Semi-permanent angle of inclination, caused by external forces. LIST - Permanent angle of inclination caused by a shift in the center of gravity so as to cause G off CL, a -GM, or a combination of the two.

MH1o = GM x Wf x 0.01746 List = w x d MH1o

INCLINING EXPERIMENT Completed upon commissioning, and following each major overhaul or shipalt. It is done to verify the exact location of the ship's center of gravity (KG). Basis for updates to Section II(a) of the DC book and for changes to weight and moment compensation status

INACCURACIES 1. UNACCOUNTED FOR FSE 2. MOVEMENT OF PERSONNEL 3. INACCURATE WEIGHTS 4. TAUGHT LINES 5. POOR WEIGHT VERIFICATION WALK THROUGH

MOB-D-6-SF Righting Ship Conducted: Every 18 Months (SEMI annual for CG) Purpose: To train the damage control organization in correcting a list. Requirements: Condition 1 and zebra set. Liquid loading may be varied to put an actual list or trim on the ship if desired.

REASONS FOR BALLASTING INCREASE WEIGHT LOW TO IMPROVE STABILITY ELIMINATE EXCESSIVE LIST / TRIM COUNTERFLOOD FOLLOWING DAMAGE TO OFF CENTER COMPARTMENT EXPLOSION ABSORPTION (CV & CVN) WET WELL OPERATIONS (AMPHIBS) GROUNDING “Weigh the ship down hard” SUPPRESS FREE SURFACE EFFECT

DEFINITION BALLASTING is the process of filling low compartments from the sea to improve ship stability or control list / trim. BALLASTING systems may be independent (clean ballast) or they may incorporate sections of the fuel and drainage systems (dirty ballast).

LIQUID BALLAST SYSTEMS AUTOMATIC (FUEL OIL COMPENSATION) MANUAL SYSTEMS

MANUAL BALLAST SYSTEMS INDEPENDENT FUEL TANK SYSTEMS

ARGUMENTS AGAINST BALLASTING "It Will Destroy My Tanks"- MPA "I've Never Seen It Done Before. It Must Not Be Necessary." - CHENG "When We Pump Out The Ballast Tanks, It Will Pollute The Water." - CO

BALLASTING RESPONSIBILITIES OF DCA Maintain Awareness Of Ship's Liquid Loading Condition. (Full Load - Min Ops) Determine The Risks Associated With Violating LLI And Report To CHENG If Necessary. HOGGING AND SAGGING STRESSES. SUBMERGING LIMITING DRAFT MARKS. SURVIVABILITY OF BEAM WINDS AND SEAS. MAINTAIN ADEQUATE METACENTRIC HEIGHT. Ensure Most Current Fuel And Water Report Is Posted Daily At Each Repair Locker and DC Central.

50% Theory 50% Problems Study in groups… Check your work… Follow your units… Draw a picture…

Good Luck! Check your work… Follow your units… Draw a picture…