2. 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

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

4. 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

5. 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

6. 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

7. 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.

8. 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 = LBS

9. 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

10. 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 FT FT3/TON
WT = TONS

11. 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

12. STABILITY REFERENCE POINTSM
etacenter G
ravity B
uoyancy K
eel CL

13. 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.

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

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

16. 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

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

18. METACENTER M
B SHIFTS

19. 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.

20. 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

21. LINEAR MEASUREMENTS IN STABILITYGM BM G KM KG B K CL

22. 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

23. THE STABILITY TRIANGLEM M G B K CL
THE STABILITY TRIANGLE G Z

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

25. G1 M G B K CL

26. AS GM DECREASES RIGHTING ARM ALSO DECREASESZ
AS GM DECREASES RIGHTING ARM ALSO DECREASES G1 Z1

27. M
INITIAL STABILITY G B
0 - 7° CL

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

29. 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

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

31. POSITIVE STABILITY M G B K CL

32. NEUTRAL STABILITY G M B K CL

33. NEGATIVE STABILITY G M B K CL

34. 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

35. RIGHTING ARM CURVE RIGHTING ARMS (FT) 10 20 30 40 50 60 70 80 9010 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

36. 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

37. 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

38. 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.

39. 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

40. KGA = 19 FT KG1 = 19.8 FT GT = GG1 x Sin O1 -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

41. Horizontal Weight ShiftsM 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

42. 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

43. KGA = 19 FT KG1 = 19.0 FT GG2 = .9 FT GP = GG2 x Cos O1 -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

44. 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.

45. 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.

46. 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

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

48. LCF - The Longitudinal Center of FlotationMP
CFD
LCF
LCF - The Longitudinal Center of Flotation

49. 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

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

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

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

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

54. 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 =

55. 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 REPAIR PARTY MANUAL NTTP

56. 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

57. DCA ACTIONS
• WEIGH THE SHIP DOWN HARD

58. 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

59. 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

60. M G B K

61. Remember: G moves faster than M!!K

62. M G B K

63. 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.

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

65. Hogging Stresses T C

66. 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

67. 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

68. "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

69. "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

70. "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

71. 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

72. 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

73. 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

74. 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

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

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

77. 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)

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

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

80. 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

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

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

83. 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

84. IMMEDIATE STEPS
STEP FOUR -
ELIMINATE OR REDUCE LIST

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

86. 894 9 8 W 83 W 20
201 J 40 J 35 W
436
100P E F E W 84 1 5 F 6 W
201 20 8 9
215S E W 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.

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

88. 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

89. “Intentionally Left Blank”

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

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

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

93. 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.

94. MH1o = GM x Wf x
List =
w x d
MH1o

95. 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

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

97. 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.

98. 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

99. 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).

100. LIQUID BALLAST SYSTEMS
AUTOMATIC
(FUEL OIL COMPENSATION)
MANUAL SYSTEMS

101. MANUAL BALLAST SYSTEMS
INDEPENDENT
FUEL TANK SYSTEMS

102. 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

103. 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.

104. 50% Theory 50% Problems Study in groups… Check your work…
Follow your units…
Draw a picture…

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