Navsea s0600 Aa Pro 170 1

S0600-AA-PRO-170
0910-LP-447-6100
UNDERWATER SHIP HUSBANDRY MANUAL
CHAPTER 17
INSPECTION PROCEDURES
DISTRIBUTION STATEMENT C: Distribution authorized to U.S. Government agencies and their contractors;
administrative/operational use, 1 October 1996. Other requests for this document shall be referred to the Naval
Sea Systems Command (SEA 09T).
DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or
reconstruction of the document.
Published by direction of Commander, Naval Sea Systems Command
1 OCTOBER 1996
Change 1 dated 1 MARCH 2000
Change B dated 15 MAY 2003
S0600-AA-PRO-170
LIST OF EFFECTIVE PAGES
Date of Original Pages is: 1 October 1996

Date of Change 1 is: 1 March 2000
Date of Change B is: 15 May 2003
Page No. Change No. Page No. Change No.
Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-6-1 through 17-6-19 . . . . . . . . . . . . . . . . 0

A through C . . . . . . . . . . . . . . . . . . . . . . . . . B 17-6-20 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
Certification Sheet . . . . . . . . . . . . . . . . . . . . B 17-6-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-22 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
Change Record . . . . . . . . . . . . . . . . . . . . . . B 17-6-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-24 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
ii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-6-26 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
iii through iv . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Sections 1 through 5 17-6-28 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 17-6-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-30 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-2-1 through 17-2-3 . . . . . . . . . . . . . . . . . .0 17-6-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-2-4 blank. . . . . . . . . . . . . . . . . . . . . . . . . .0 17-6-32 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-3-1 through 17-3-6 . . . . . . . . . . . . . . . . . .0 17-6-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-4-1 through 17-4-2 . . . . . . . . . . . . . . . . . .0 17-6-34 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-6-35 through 17-6-64 . . . . . . . . . . . . . . . 0
17-5-2 blank. . . . . . . . . . . . . . . . . . . . . . . . . .0 Section 7
17-5-3 through 17-5-5 . . . . . . . . . . . . . . . . . .1 Title. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-6 blank. . . . . . . . . . . . . . . . . . . . . . . . . .1 blank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-7 through 17-5-9 . . . . . . . . . . . . . . . . . .0 17-7-i through 17-7-iii . . . . . . . . . . . . . . . . . . 0
17-5-10 blank. . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-iv blank. . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-1 through 17-7-5 . . . . . . . . . . . . . . . . . 0
17-5-12 blank. . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
17-5-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-7 through 17-7-17 . . . . . . . . . . . . . . . . 0
17-5-14 blank. . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-18 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
17-5-16 blank. . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-20 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-5-17 through 17-5-18 . . . . . . . . . . . . . . . B 17-7-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
Section 6 17-7-22 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-24 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-6-i through 17-6-iii. . . . . . . . . . . . . . . . . . .0 17-7-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
17-6-iv blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-7-26 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
A Change B
S0600-AA-PRO-170

Page No. . Change No.Page No.Change No.
17-7-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-8-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-28 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-8-34 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-8-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-30 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-8-36 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-8-37 through 17-8-65 . . . . . . . . . . . . . . . 0
17-7-32 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-8-66 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 Section 9
17-7-34 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 Title. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-35 through 17-7-59 . . . . . . . . . . . . . . . .0 blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-7-60 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-i through 17-9-iii . . . . . . . . . . . . . . . . . . 0
Section 8 17-9-iv blank . . . . . . . . . . . . . . . . . . . . . . . . . 0
Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-1 through 17-9-5 . . . . . . . . . . . . . . . . . 0
blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
17-8-i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 17-9-7 through 17-9-19 . . . . . . . . . . . . . . . . 0
17-8-ii through 17-8-iii . . . . . . . . . . . . . . . . . .0 17-9-20 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-iv blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-1 through 17-8-6 . . . . . . . . . . . . . . . . . .0 17-9-22 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-9-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-8 through 17-8-14 . . . . . . . . . . . . . . . . .0 17-9-24 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-9-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-16 through 17-8-19 . . . . . . . . . . . . . . . .0 17-9-26 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-20 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-28 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-22 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-30 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-24 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-32 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-26 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-34 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-28 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-36 blank . . . . . . . . . . . . . . . . . . . . . . . . 0
17-8-30 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 17-9-37 through 17-9-62 . . . . . . . . . . . . . . . 0
17-8-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 Section 10
17-8-32 blank . . . . . . . . . . . . . . . . . . . . . . . . .0 Title. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Change B B
S0600-AA-PRO-170

Page No. Change No. Page No. Change No.
blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-32 blank . . . . . . . . . . . . . . . . . . . . . . . 0

17-10-i through 17-10-iii. . . . . . . . . . . . . . . . .0 17-10-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-iv blank . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-34 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-1 through 17-10-6 . . . . . . . . . . . . . . . .0 17-10-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-10-36 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-8 through 17-10-17 . . . . . . . . . . . . . . .0 17-10-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-18 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-38 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-39. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-20 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-40 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-41. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-22 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-42 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-24 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-44 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-45. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-26 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-46 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-28 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-48 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-49. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-30 blank. . . . . . . . . . . . . . . . . . . . . . . .0 17-10-50 blank . . . . . . . . . . . . . . . . . . . . . . . 0
17-10-31 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-51 through 17-10-72 . . . . . . . . . . . . . 0
C Change B
SO600-AA-PRO-170
RECORD OF CHANGES
DATE
CHANGE ENTERED
OF TITLE AND/OR BRIEF DESCRIPTION
NO. BY
CHANGE
1 3-1-00 Change paragraph 17-1.2.2 FSL
Change NSN in paragraph 17-5.3.1a
Provide new Figure 17-5.1
B 5-15-03 Add paragraph17-5.3.1g FSL

Provide new Figure 17-5.7
Change paragraph 17-7.2.13.1a
Change paragraph 17-8.2.13.1a & b
Change paragraph 17-8.2.13.2
Change paragraph 17-8.3.13
Correct electrode size in table 17-7.2
FLYLEAF-1 (FLYLEAF-2 BLANK)

DEPARTMENT OF THE NAVY
NAVAL SEA SYSTEMS COMMAND
2531 JEFFERSON DAVIS HWY
ARLINGTON VA 22242-5160 IN REPLY REFER TO
4751
Ser 00C5/5060
14 September 1996
From: Commander, Naval Sea Systems Command
Subj: UNDERWATER SHIP HUSBANDRY MANUAL, NAVSEA S0600-AA-PRO-170
1. This letter promulgates Chapter 17 of the Underwater Ship Husbandry Manual. This chapter is the first
document to detail specific inspection procedures for each ship class. The first five ship classes included
are USS TICONDEROGA (CG-47), USS NIMITZ (CVN-68), USS SPRUANCE (DD-963), USS
ARLEIGH BURKE (DDG-51), and USS OLIVER HAZARD PERRY (FFG-7). Additional ship classes
will be added in future revisions of this chapter.
2. This chapter provides Fleet activities with NAVSEA approved inspection procedures which have been
validated under typical conditions by various diving activities and will standardize the inspection methods
being accomplished throughout the U.S. Navy. Comments, recommended changes and suggestions for
additional chapters are welcomed. The Life Cycle Manager and technical point of contact for this manual
is NAVSEA Code 00C5.
R. S. McCORD
Director of Ocean Engineering
Supervisor of Salvage and Diving
Distribution:
SNDL C21D (FTSCLANT Detachments)
C31B (FTSCPAC Detachments)
C84B (NAVSEA PERA SURFACE)
C84H (SUPSHIP Detachments)
FA8 (FTSCLANT Norfolk)
FA13 (NAVSUBSUPPFAC)
FA50 (TRF, Atlantic)
FB8 (FTSCPAC San Diego)
FB13 (SUBASE Pearl Harbor)
FB30 (Ship Repair Facility)
FB45 (TRF, Pacific)
FKP7 (Shipyard)
FKP8 (SIMA)
FT43 (SWOSCOLCOM Newport RI)
FT44 (NAVDIVSALVTRACEN Panama City)
21A1 (CINCLANTFLT Maintenance Officer)
21A2 (CINCPACFLT Maintenance Officer)
21A3 (CINCUSNAVEUR Salvage and Diving Officer)
24D1 (Surface Force Commander PAC)
24G1 (Submarine Force Commander LANT)
24G2 (Submarine Force Commander PAC)
Subj: UNDERWATER SHIP HUSBANDRY MANUAL, NAVSEA S0600-AA-PRO-170
Distribution:
SNDL 26DD (MOBDIVSALU and CDU San Diego
26U (Surface Force Readiness Support Group)
26Z (Surface Force Commander LANT)
28C1 (COMNAVSURFGRU MED Salvage and Diving Officer)
28F2 (COMLOG WESTPAC Salvage Officer)
32A (Destroyer Tender)
32DD (Submarine Tender)
2
S0600-AA-PRO-170
TABLE OF CONTENTS
Paragraph Page
SECTION 1 INTRODUCTION
17-1.1 PURPOSE.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-1
17-1.2 SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-1
17-1.3 APPLICABILITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-1
17-1.4 MANUAL LAYOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1-2
SECTION 2 PERSONNEL AND EQUIPMENT REQUIREMENTS
17-2.1 PERSONNEL REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-1
17-2.2 SUITABILITY OF DIVING EQUIPMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-2
17-2.3 SUPPORT EQUIPMENT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-2
SECTION 3 TECHNIQUES
17-3.1 TAG OUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-1
17-3.2 POSITIONING AND LOCATING.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-1
17-3.2.1 Positioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-1
17-3.2.2 Locating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-1
17-3.3 INSPECTION TECHNIQUES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-2
17-3.3.1 Visual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-2
17-3.3.2 Touch.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-2
17-3.3.3 Use of Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-2
17-3.4 TERMINOLOGY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-3
17-3.4.2 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-3
17-3.4.3 Hull Coating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-4
17-3.4.4 Corrosion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-5
SECTION 4 INSPECTION PROCESS
17-4.1 DIVE TEAM BRIEFING AND OPERATIONS PLANNING. . . . . . . . . . . . . . . . . 17-4-1
17-4.2 DURING THE INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4-1
17-4.3 POST-INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4-2
SECTION 5 REPORTING
17-5.1 GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1
17-5.2 INSPECTION RESULTS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1
17-5.3 DIVER HULL INSPECTION DATA FORMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1
17-i
S0600-AA-PRO-170
17-5.3.1 Ordering Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1

17-5.4 ADDITIONAL REPORTING REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1
SECTION 6 FFG 7 OLIVER HAZARD PERRY CLASS GUIDED MISSILE FRIGATE UNDER-
WATER SHIP HUSBANDRY INSPECTION PROCEDURES
SECTION 7 DDG 51 ARLEIGH BURKE CLASS GUIDED MISSILE DESTROYER UNDER-
WATER SHIP HUSBANDRY INSPECTION PROCEDURES
SECTION 8 DD 963 SPRUANCE CLASS DESTROYER UNDERWATER SHIP HUSBANDRY
SECTION 9 CG 47 TICONDEROGA CLASS GUIDED MISSILE CRUISER UNDERWATER
SHIP HUSBANDRY INSPECTION PROCEDURES
SECTION 10 CVN 68 NIMITZ CLASS AIRCRAFT CARRIER UNDERWATER SHIP HUS-
BANDRY INSPECTION PROCEDURES
LIST OF ILLUSTRATIONS
Figure Page
17-5.1 Diver Hull Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-3

17-5.2 Sonar Dome Rubber Window Inspection Data . . . . . . . . . . . . . . . . . . . . . . 17-5-7
17-5.3 Sonar Keel Dome Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-9
17-5.4 Propeller Inspection Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-11
17-5.5 Impressed Current Cathodic Protection Inspection Data . . . . . . . . . . . . . . 17-5-13
17-5.6 Auxiliary Propulsion Units Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . 17-5-15
17-5.7 DDG 51 Rudder Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-17
LIST OF TABLES
Table Page
17-2.1 Tools Required and its Typical Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-3

17-3.1 Measurement Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3-3
17-ii Change B
S0600-AA-PRO-170
SAFETY SUMMARY
General Safety Precautions. shock injury. Because some types of equip-

ment cannot be grounded, avoid holding them.
The following general safety precautions sup-
plement the specific Warnings and Cautions Limit Switches and Interlocks.
throughout this chapter. These general pre-
Limit switches and interlocks are provided to
cautions are related to the task of underwater
protect personnel and equipment. They
ship husbandry inspections. They are precau-
should not be overridden or modified except
tions that must be understood and applied
by an authorized person. Do not depend
before and during inspections. In addition to
solely upon limit switches for protection. Dis-
the following precautions, personnel must be
connect power at the power distribution
familiar with and observe safety precautions
source before adjusting limit switches if
set forth in the following publications:
possible.
1. Navy Safety Precautions for Forces
Steam.
AfloatOPNAV 5100 series
Pier steam is normally used to provide a
2. N a v a l S h i p s ' T e c h n i c a l M a n u a l
source of heat to the heat exchanger that pro-
(NSTM)
duces hot water for the cofferdam. Use
3. T e c h n i c a l / o p e r a t i n g m a n u a l s f o r appropriate safety equipment (i.e., gloves and
equipment face shield) when connecting, disconnecting,
adjusting or operating equipment using steam.
4. U.S. Navy Diving Manual, Volume I,
NAVSEA 0944-LP-001-9010
Water.
5. R a d i o l o g i c a l C o n t r o l M a n u a l s ,
Pier potable water is heated by the heat
NAVSEA 389-0153, 389-0288, S9213-
exchanger and circulated through the coffer-
33-MMA-000/(V). (CLASSIFIED)
dam. Prior to energizing the water system,
Do Not Repair or Adjust Alone. verify that all water system connections are
properly fastened. Improperly fastened water
Do not repair or adjust energized equipment
system connections could fail, causing equip-
alone. The presence of a qualified individual
ment damage, serious injury, or death.
capable of rendering aid is required. Always
protect against grounding hazards and make
First Aid.
adjustments with one hand free and clear of
equipment. Be aware that even after equip- Attend to all injuries, however slight, by obtain-
ment has been deenergized, dangerous ing first aid or medical attention immediately.
electrical hazards can exist due to capacitors
retaining electrical charges. Circuits must be Resuscitation.
grounded and capacitors discharged.
Personnel working with or near high voltage
shall be familiar with approved resuscitation
Test Equipment.
methods. Begin resuscitation immediately if
Make certain that electrical test equipment is someone is injured and stops breathing. A
in good condition and personnel are familiar delay could cost the victim's life. Resuscita-
with its safe operation. Handheld equipment tion procedures shall be posted where
must be grounded, if possible, to prevent electrical hazards exist.
17-iii
S0600-AA-PRO-170
Equipment in Motion. poses unique hazards to divers. A common

Remain clear of equipment in motion. A example is a group of ships swaying and
safety watch will be posted if equipment bouncing against each other because of wind
requires adjustment while in motion. The and wave action. This motion would easily
safety watch shall have a full view of opera- crush a diver caught between the two ships.
tions and immediate access to controls which To reduce the hazards of relative motion and
are capable of stopping equipment. If at any to simplify the task, suspend the work platform
time the equipment appears to be moving out
and rigging from fittings on the ship.
of control, stop it immediately.
WARNINGS AND CAUTIONS.
Minimizing Relative Motion.
Relative motion is the movement of two or Specific Warnings and Cautions will appear in
more objects in relation to each other. This the appropriate sections of these procedures.
17-iv
S0600-AA-PRO-170
CHAPTER 17
UNDERWATER SHIP HUSBANDRY INSPECTION PROCEDURES
SECTION 1 INTRODUCTION
17-1.1 PURPOSE. 17-1.2.2 Level 1 inspections are stern-to-

stem, non-invasive inspections of the entire
17-1.1.1 Historically, because of non-stan- hull and its appendages. Level 1 inspections
dardized procedures, underwater inspections are typically routine, scheduled inspections.
of ships and submarines by divers have pro- These inspections may be performed for regu-
duced inconsistent results. Often, reinspection larly scheduled maintenance assessment,
has been required. This inconsistency has post-deployment condition assessment, or
hampered the ability of Type Commanders, damage assessment following a collision,
planners and engineers to use the inspection grounding, or other suspected mishap.
results to plan, schedule, and budget repairs.
17-1.2.3 Level 2 inspections are system-spe-
17-1.1.2 This chapter provides Underwater cific, non-invasive inspections. Level 2 inspec-
Ship Husbandry (UWSH) divers with the tech- tions usually result from either a deficiency
nical information they need to conduct accu- discovered during a Level 1 inspection or from
rate, standardized underwater inspections of a problem reported by the ship.
surface ship and submarine hulls and append-
ages. These procedures will enable UWSH 17-1.2.4 A third level of inspection, Level 3,
divers to increase inspection quality and pro- are system-specific, invasive procedures
duce accurate, reliable inspection reports. requiring some amount of disassembly of the
These reports are used to determine system system or component to complete the inspec-
failure; plan, budget and prepare maintenance tion. Level 3 inspections are outside the scope
requirements; determine repair procedures; of this chapter. Level 3 inspections are cov-
and assist in evaluating a ship's level of opera- ered in system-specific chapters of this man-
tional readiness. Additionally, by using these ual. See Chapter 1, Index and User Guide,
procedures, baseline and ongoing trend anal- for a list of all other chapters of the UWSH
ysis can be established. Inspection reports will manual.
clearly identify the material condition of hulls
and appendages, thus allowing engineers and 17-1.3 APPLICABILITY.
planners to assess the need for repair before
system or component failure.
17-1.3.1 The Level 1 and 2 inspection proce-
dures covered in this manual are applicable to
17-1.2 SCOPE. all classes of active surface ships and subma-
rines for which the procedures have been
17-1.2.1 This chapter addresses the person- completed. A list of current inspection proce-
nel, equipment, and documentation require- dures can be found in the table of contents. As
ments for UWSH inspections, using non- additional procedures are developed for other
invasive procedures and techniques. The term ship classes, this table will be revised.
non-invasive means that the diver does not
remove any cover plates or disassemble any 17-1.3.2 The information and procedures
portion of the system during the inspection. contained in this chapter are not intended to
Non-invasive inspections are divided into two duplicate or supersede information contained
categories: Level 1 inspections and Level 2 in various system technical manuals, the U.S.
inspections.
Change 1 17-1-1
S0600-AA-PRO-170
Navy Diving Manual or the Naval Ship's Tech- Profile drawing reference number, name of the
nical Manual (NSTM). item, system served, docking plan reference
17-1.3.3 Certification as a Level 1 or 2 number, exact hull location (closest frame and
Inspector under this chapter does not imply distance from the centerline), and size of the
certification under other commercial or military opening. A space is also provided to record
standards (e.g., ASNT, MIL-STD-271). the condition found.
17-1.4 MANUAL LAYOUT. 17-1.4.2.4 The Level 1 inspections and the

checklists detailed in this manual were accu-
17-1.4.1 This chapter is intended to serve two rate at the time of publication for the lead ship
distinct purposes: as a general information in each class. However, SHIPALTs and other
and training guide and as a collection of variations within any given ship class will
inspection procedures for specific ship require alterations and deletions to these pro-
classes. The general information section cedures. Regular input from divers using
includes references and discusses inspection
these procedures will ensure that they are up
equipment, personnel requirements, inspec-
to date.
tion techniques, (e.g., tag outs, positioning
and locating), the inspection process, post-
17-1.4.2.5 The checklist presents hull compo-
inspection requirements, and safety. Each
separate ship class section includes a general nents in the order in which they are found,
hull description, a description of major hull beginning at the stern area and then moving to
components pertinent to that class, and Level the port side, bow, and starboard. This order
1 and Level 2 inspection procedures. limits diver excursions under the keel, yet cov-
ers the entire hull surface. All hull openings
17-1.4.2 Level 1 procedures are organized as
listed on the docking drawing are also found
follows.
on the checklist, even though some of them
17-1.4.2.1 Procedures are given in the order are located above the waterline. Items that
inspection items are found from stern to stem. appear above the water line can be used to
17-1.4.2.2 Each ship section contains a Plan assist in the setup of the dive station and also
and Profile drawing of the ship. This figure can help the divers orientation with the hull
shows key inspection items and their approxi- prior to descending below. The checklist and
mate frame locations. Inspection items are plan and profile figures can be photocopied for
numbered to correspond with an inspection reference on the dive station during an inspec-
checklist (discussed below).
tion.
17-1.4.2.3 Each ship section also includes a
Checklist of Major Hull Components, which 17-1.4.3 Level 2 procedures are given in
can be used as an on-site reference. For each order in which equipment is found, beginning
inspection item, the table lists the Plan and at the stern.
17-1-2
S0600-AA-PRO-170
SECTION 2 PERSONNEL AND EQUIPMENT REQUIREMENTS
17-2.1 PERSONNEL REQUIREMENTS. ration Rating (PDR) in accordance with

NSTM Chapter 081;
17-2.1.1 This section discusses the personnel
qualifications and equipment requirements e. The ability to accurately measure clear-
necessary to conduct quality UWSH inspec- ances, including where and how to take
tions. measurements and how to use feeler
gauges and inside and outside cali-
17-2.1.2 The qualifications of the divers con- pers;
ducting the UWSH inspection are the single
most important factor impacting the quality of f. Successful completion of U.S. Navy
data collected. This section sets forth specific Training Course Tools and Their
minimum diver qualification standards for Uses, NAVEDTRA No. 82085;
UWSH Inspectors. g. Demonstrated ability to accurately
17-2.1.3 The types of UWSH inspectors are report propeller surface roughness
Trainee, Level 1 Inspector, Level 2 Inspector, using the Rupert Comparator;
and Level 3 Inspector.
h. Training in the use of the DUCTS; and
17-2.1.4 Trainees are those personnel who
are newly assigned to a diving locker and who i. Training in the use of underwater
have no UWSH experience. They may assist a 35mm photography equipment.
Level 1 Inspector during a Level 1 inspection. 17-2.1.6 Level 2 Inspectors are those person-
Trainees must have, as a minimum, the follow- nel trained and qualified to perform Level 2
ing skills and knowledge: inspections. They may assist a Level 3
a. A thorough understanding of the terms Inspector during an invasive inspection. Level
and procedures of this chapter; 2 Inspectors must have, as a minimum, the
following skills and knowledge:
b. The ability to track and locate their
position on any area of the hull; and a. One year demonstrated experience as
a Level 1 Inspector;
c. Training in the use of Divers Underwa-
ter Color Television System (DUCTS) b. Successful completion of U.S. Navy
Training Course Blue Print Reading
17-2.1.5 Level 1 Inspectors are those person-
and Sketching, NAVEDTRA No.
nel trained and qualified to perform non-inva-
82014;
sive inspections. They may assist a Level 2
Inspector during a Level 2 inspection. Level 1 c. The ability to read engineering draw-
Inspectors must have, as a minimum, the fol- ings and plans; and
lowing skills and knowledge:
d. A functional understanding of the oper-
a. A thorough understanding of the terms ation and purpose of the specific sys-
and procedures of this chapter; tem being inspected.
b. The ability to track and locate their 17-2.1.7 Level 3 Inspectors are those person-
position on any area of the hull; nel trained and qualified to perform both inva-
c. The ability to accurately report the size sive and non-invasive inspections. Level 3
(area or percent) of damage, paint fail- Inspectors must have, as a minimum, the fol-
ure mode, and types of corrosion; lowing skills and knowledge:
d. The ability to accurately determine a. One year demonstrated experience as
Fouling Rating (FR) and Paint Deterio- a Level 2 Inspector; and
17-2-1
S0600-AA-PRO-170
b. Knowledge and demonstrated experi- are essential. For Level 2 inspections, the use
ence following the procedures covered of the Divers Underwater Color Television
in system-specific chapters of this man- System (DUCTS) will greatly assist the repair
ual. activity in preparing a detailed report of the
specific system deficiency inspected. Audio
17-2.2 SUITABILITY OF DIVING EQUIPMENT. from both topside and the diver can be
recorded on the tape.
17-2.2.1 Surface-supplied diving equipment
with communications and helmet mounted 17-2.3.2 Though a limited number and type of
lighting is recommended for UWSH inspec- tools are required for Level 1 and 2 Inspec-
tions. Communications enable the diver to tions, their availability must not delay the
constantly report conditions encountered and inspection dive. Spare tools with tag lines
to receive directions from the topside supervi- need to be readily available. Table 17-2.1
sor.
gives a basic sample listing of the tools
17-2.2.2 SCUBA is not recommended for rou- required to conduct inspections and its typical
tine UWSH inspections. The ease of deploy- use. Local practice and requirements may dic-
ment is far outweighed by safety for the diver tate additional tools. Repair activities involved
and the quality of work produced. The lack of in routine UWSH inspections should develop a
communications to the dive supervisor and standard tool list to meet their needs. These
recorder significantly degrades the quality of tools should be part of the daily checklist.
the inspection process. Also, the limited air
supply, and thus the need to continually 17-2.3.3 It is essential to ensure that all tools
replace air cylinders, makes a thorough and materials brought to the underwater job-
inspection impractical. site are accounted for and removed at the
completion of the job. Tools and material inad-
17-2.3 SUPPORT EQUIPMENT. vertently left at the jobsite can generate unac-
ceptable noise and possibly severe damage to
17-2.3.1 Because of the detailed nature of shipboard components. Locally generated
Level 1 and Level 2 inspections, a running log work packages shall ensure that a general tool
of the diver's findings must be maintained. For and material log sheet is prepared and main-
this log to be accurate, good communications tained during all UWSH operations.
17-2-2
S0600-AA-PRO-170
Table 17-2.1. Tools Required and its Typical Use.
Tool Use
Helmet-mounted lights Illumination, hull coating inspection
Tool bag Carry tools

Weighted lines for marking frames Navigation aid
Hogging lines Navigation and positioning
Bear paw magnets Navigation and positioning
Greenie pads Cleaning of fouling

Nylon brushes Cleaning of fouling
Wire brush Cleaning of corroded welds
Paint scraper Cleaning of severe fouling
Diver Underwater Color Television System

Depict damage
(DUCTS)
35mm camera with clear water box Depict damage
Wooden or rubber mallet Sounding of rudder voids or shaft coatings
Rupert gauge Propeller surface roughness comparator
12 inch machinist ruler Measurement of damage
36 inch ruler Measurement of damage

50 foot tape measure Measurement of damage
6 inch inside calipers Measurement of fairwater/shaft clearance
8 inch Vernier calipers Measurement of damage

Feeler gauges Measurements of gap/clearances
Measurement of corrosion pitting or shaft
Pit Gauge
coating damage
Yellow grease pencil Mark damage
Center punch and hammer Marking ends of cracks
Screwdrivers (various sizes) Verifying fastener security

Allen wrench set (1/8 - 1) Verifying fastener security
1/4, 3/8, 1/2 and 3/4 socket sets Verifying fastener security
Wrench set (7/16 - 2) Verifying fastener security
17-2-3
S0600-AA-PRO-170
THIS PAGE INTENTIONALLY LEFT BLANK
17-2-4
S0600-AA-PRO-170
SECTION 3 TECHNIQUES
17-3.1 TAG OUTS. manual via the in-water monitor. This is espe-
cially beneficial on large ships during a com-
17-3.1.1 Traditionally, the tag-out process has plete hull inspection. During the inspection of
had a significant impact on the quality of diver an entire hull it is important for the diver to
hull inspections. Both ship availability and keep track of his location at all times. When in
diver workload create the need for a well- doubt the diver should verify his position to en-
planned, efficient tag-out process. A well- sure accurate reporting.
planned and coordinated effort between the
17-3.2.2 Locating. A Level 2 inspection re-
inspecting activity and ship one to two days
quires a diver to locate and inspect a specific
ahead of time gives all parties time to prepare
component or hull area. This is a fairly simple
and prevents hours of delay in inspection time.
task when the diver has to locate a rudder,
Ideally, the ship has no systems down, allow-
shaft, or large hull opening. Some inspection
ing for a lineup giving complete diver access
tasks, however, may require locating a small
to a significant portion of the hull. As the diver
opening (less than an inch) on a large, rela-
inspection proceeds, the system lineup can be
tively flat bottomed ship or a small crack in the
shifted while the divers are shifting the dive
hull (as when the ship reports taking on water
station, with relatively little loss in inspection
in a fuel tank and suspects a crack). Locating
time. Obvious allowance must be made for the
a small opening may require the effort of the
ability of the ship to shift systems over and to
entire dive team. The location process starts
reconfigure the tag out. It is up to the dive
with the dive planning. It is important to have
supervisor and the ship to coordinate the tag-
the correct references available at the dive
out process to yield the most efficient inspec-
station. Review the ships plan and profile
tion. Experience has shown that an inefficient
drawings, running gear drawings provided in
tag-out process causes inspection quality to suf-
the ship class inspection procedure and the
fer, resulting in hull or system deficiencies remain-
shell plate drawings prior to the dive. The plan
ing unreported and significant schedule impact.
and profile drawings and running gear draw-
ings provided in the ship class inspection pro-
17-3.2 POSITIONING AND LOCATING.
cedure provide an overview of the hull and the
frame reference of all hull openings and ap-
17-3.2.1 Positioning. During a Level 1 in- pendages. The shell plate drawing gives the
spection the diver must be able to reference location of strakes and weld seams relative to
his exact location to accurately report the loca- the frames and depicts hull penetrations. Fol-
tion of discrepancies. To accomplish this, the lowing the horizontal and vertical weld seams
diver uses obvious reference points such as give the diver a means to accurately locate the
struts, bilge keel, turn of the bilge, hull open-
area for inspection.
ings etc. When reporting, the diver gives mea-
surements fore/aft, inboard/outboard, etc., 17-3.2.3 In instances where conditions pro-
from a known reference point to describe the hibit following weld seams (excessive fouling
location. Topside can then transcribe this infor- or badly corroded plate), alternate locating
mation to the inspection report. When hull ap- methods may be necessary. The use of a hog-
pendages or openings are not present for the ging line to mark a frame location, air dis-
diver to obtain a reference point, a hogging charged from the opening, and hammering
line may be used. Also, the use of the topside from the inside of the hull have all been used
camera supplied with DUCTS allows the diver successfully. Each of these methods has
at the inspection site to review the plan and drawbacks, however. Openings on double hull
profile drawings, running gear drawings, and ships often exit the inside hull and then exit
ships system specific figures found in this the outer hull at a different frame. Air dis-
17-3-1
S0600-AA-PRO-170
charged from an opening on a large flat bot- On the shaft, bleeding rust indicates the shaft
tom hull may lay on the hull, creating a mirror coating has failed and a detailed Level 2
effect and preventing the diver from locating Inspection of the shaft must follow. A clean
the opening. Hogging lines take time to set area when the surrounding area is fouled may
and, depending on the area of the ship where indicate recent damage from collision or
it is installed, may tend fore or aft on the lower grounding. Conduct a thorough inspection for
portion. A method to ensure that the hogging damaged or cracked hull plate and weld
line will hang plum when installed is to add seams. Conversely, a fouled area with the sur-
about 6 feet of chain to the middle of the hog- rounding area clean indicates an area of ear-
ging line to act as weight. This keeps the hog- lier damage. In this case the fouling should be
ging line in position on the desired frame. cleaned to inspect the hull condition under the
When used carefully, each method will put the fouling for PDR, cracked or distorted plating,
diver in close proximity to the inspection site. and corrosion.
17-3.3.2 Touch. Visual inspection is not the
17-3.3 INSPECTION TECHNIQUES. only means of assessment; for some systems,
such as the sonar dome window or propeller
17-3.3.1 Visual. blades, the diver may be better able to feel
inconsistencies. Blisters, subsurface broken
17-3.3.1.1 For a diver to accurately report the wires, or soft spots on rubber coated surfaces
material condition, he must be thoroughly and waviness, curls and nicks on propeller
familiar with the conditions he is likely to blades can be detected by lightly rubbing the
encounter. The diver must be able to recog- surface with the hand even with a wet suit
nize paint failure modes and corrosion types glove on.
as described in Section 17-3.4.
17-3.3.1.2 Proper inspection of any hull sur- 17-3.3.3 Use of Tools.
face or component requires a clean, well-
lighted surface. Surface corrosion, paint con- 17-3.3.3.1 Both Level 1 and Level 2 inspec-
dition, and hull distortion or cracking may not tions require the use of measuring devices to
be visible through a heavy layer of fouling. If properly assess conditions. Accurate mea-
possible, hull inspections should be conducted surements are required to determine the
soon after hull cleaning. When inspecting a urgency of repair or to track the change in
fouled hull, the diver must clean individual condition over time. The diver must report
components to inspect them. Use a scraper, area, length, and width based on actual mea-
wire brush, or greenie pad as specified in surements. Measurements must be taken
NSTM 081. Cleaning is also required to deter- using a standard unit of measurement, i.e.,
mine the extent of damage. inches, square feet, centimeters, etc. The use
of hands, fingers, or miscellaneous tools
17-3.3.1.3 Even in harbors with good visibility, (knife, hammer handle, etc.) as measuring
a divers light is required during the inspection. devices give inaccurate and unrepeatable
Proper inspection of the area inside the rope data. The diver must provide a clear, concise
guard, fairwater, stern tube, and rudder fairing report of the condition of the component being
requires a light to locate fouling or debris. inspected.
Also, the diver must have adequate light to
17-3.3.3.2 Accuracy of Measurements.
assess the condition of the hull coating.
The diver must make precise measurements
17-3.3.1.4 Some deteriorating hull conditions of damage to accurately record the extent of
exhibit tell tale signs that alert the diver to damage. Planners and engineers rely on
investigate for the cause. Bleeding rust on the accurate reporting to assess the need for
paint indicates a defect in the anticorrosion repair. Table 17-3.1 specifies the required
coating and possibly a crack in the hull plate. accuracies on measurements taken on vari-
17-3-2
S0600-AA-PRO-170
ous systems. For example, a cracks length and since fairwaters often have a rounded
and width (maximum) should be reported to edge, these measurements may not be at the
the nearest 1/16th of an inch and be refer- outer edge. The results should be reported to
enced to a definable point or mark to ensure the nearest 1/8 of an inch. In order to take the
consistency with follow up inspections. measurement at the minimum clearance
Another example is clearance measurements points, a machinist rule should be used, how-
taken on fairwaters. These measurements are ever, in some instances the use of calipers
taken at the 3, 6, 9 and 12 oclock positions, may be necessary.
Table 17-3.1 Measurement Tolerances.
Measurement Tolerances
Rudder Clearances 1/8 inch
Propeller Damage 1/32 inch

Fairwaters and Rope Guard Clearances 1/8 inch
Shaft Coating Damage - < 1 ft2 1/8 inch

- > 1 ft2 1/4 inch
Cracks 1/16 inch
ICCP Dielectric Shield - Cracks 1/2 inch

- Bare Metal Area 1/2 inch
Coating Damage - Length and width 1 inch
- Area of missing 2 inch
coating
- Depth of pitting 1/16 inch
Sonar Dome - Blisters 1/2 inch
- Cracks 1/16 inch
- Gouges 1/16 inch
- Separation 1/8 inch
- Tears 1/8 inch
- Scratches 1/16 inch
17-3.4 TERMINOLOGY. 17-3.4.2 General.
17-3.4.1 When documenting inspection re- 17-3.4.2.1 Common terms used to describe
sults, use standard terminology to describe damage to the hull, sonar dome, shaft or other
the system component, related parts, dam- components are:
age, and location (length, width, orientation,
and/or area as appropriate). This allows engi- a. Crack. A linear rupture of material
neers and planners reviewing the report to under stress. Cracks may form any-
have a clear understanding of the condition. where on a surface, but are usually
This section describes common general found near an edge or joint. Cracks
terms. For system-specific terms, refer to ap- have depth, length, and width and are
plicable chapters of this manual. not simply a surface defect.
17-3-3
S0600-AA-PRO-170
b. Dent. A hollow area made by a blow or fouling coatings are applied as multiple layers.
collision. There is no loss of material Each layer is of a different, or alternating color
with a dent. to allow identification of the exposed layer. In
addition to reporting the color of the exposed
c. Gouge. A scooped out, shallow area or coating layer, two other values are reported:
groove in the material caused by contact Paint Deterioration Rating (PDR) and Fouling
or collision with a hard object. This is com- Rating (FR). Guidance for determining and
mon on softer material such as sonar examples of PDR and FR values are detailed
dome rubber windows and shaft coatings, in NSTM Chapter 081. Whenever discrepan-
but may also be found on hull plating. cies are reported for hull plate or a specific
appendage, always report PDR and FR ratings.
d. Scratch. A narrow surface defect which
17-3.4.3.2 Common terms to describe hull
can be felt, but which has no depth into
coating components are:
the material. Typically, scratches could
be buffed out. 17-3.4.3.2.1 Anticorrosion Coating. The pri-
mary protection against corrosion for the hull
e. Surface indication. Any inconsistency plating and appendages.
of the surface that looks like a scratch
17-3.4.3.2.2 Antifouling Coating. The coat-
or hair line crack but can not be felt or
ing applied over the anticorrosion coating to
buffed out. Depending on the location
reduce biological fouling.
and orientation, surface indications
may require additional inspections. 17-3.4.3.2.3 Ablative and self-polishing
antifouling coating. Antifouling coatings are
f. Tear. Pulled apart or separated by force, designed to wear away in small quantities
common on the leading edge of a bilge while the ship is underway. This wear process
keel or a sonar dome rubber window. is intended to maintain the antifouling proper-
ties of the coating.
g. Delamination. Separation between lay-
17-3.4.3.3 Hull coating failure modes. The
ers, common on shaft coatings and
following is a listing of some hull coating fail-
sonar domes. Delaminations may be
ure modes. Section 6 of NSTM Chapter 631,
obvious with entire sections of material
Volume 2 describes additional common failure
lost or may be hidden as a subsurface
modes and coating application faults.
failure. Subsurface delaminations may
appear as bulges. a. Alligatoring or Checking. Alligatoring,
or checking, exists when the outer
17-3.4.3 Hull Coating System. layer of paint is broken and underlying
paint coats are visible, often presenting
17-3.4.3.1 There are two major components an appearance similar to alligator hide.
of the hull coating system: the anticorrosion
coating and the antifouling coating. During a b. Cracking. Cracking exists when a break
waterborne hull inspection the condition of the extends through to the metal surface.
entire hull coating system must be accurately Paints that lack elasticity because of
reported to allow assessment of the existing aging or other causes can no longer con-
condition, projected life remaining, and possi- tract or expand with moisture and tem-
ble causes for coating failure. The anticorro- perature changes and therefore crack.
sion coating system is the primary corrosion
protection system for the underwater hull plat- c. Flaking, Scaling, and Peeling. Flaking,
ing and appendages. The antifouling coating scaling, and peeling are characterized
system is the primary protection against bio- by the detachment of pieces of paint,
logical fouling. Both the anticorrosion and anti- generally irregular in shape. When
17-3-4
S0600-AA-PRO-170
pieces are small, it is termed flaking; wire brush to determine the extent of
when pieces average over 1/4 inch, it is damage.
termed scaling; when pieces are larger
than an inch, it is termed peeling. Flak- b. General corrosion. General corrosion
ing and scaling usually follow cracking develops after a short period of time
and have the same causes. Peeling is when flash rusting is left unattended.
often caused by the presence of mois- Moisture is absorbed into the pores of
ture behind the film or by incompatibil- the metal and forms a corroded layer.
ity of paint films. Once this layer has formed, the corro-
sion process slows down dramatically
d. Blistering. Blistering occurs when the and forms a protective barrier to the
top coat detaches from the underlying underlying metal. The corrosion pro-
surface in unbroken areas as a result of cess is only slowed down, however, not
gases or liquid (usually water) forming stopped. When a ship is moving
beneath the coating. through the water, this protective layer
may be removed and the general cor-
e. Chalking. Chalking is characterized by rosion process starts again.
the presence of a loose powder emi-
nating from the paint film, at or just c. Erosion corrosion. Erosion corrosion is
beneath the surface. Chalking is the repeated process of general corro-
present when rubbing the paint film sion setting up, taking place, and being
with fingertips produces a milky sub- removed. When this condition is left
stance. Slight chalking is desirable for unattended the metal plating is being
some applications because the surface gradually reduced in size (thickness).
becomes self cleaning. The degree of The metal under this condition may not
chalking is determined by the composi- appear to be severely corroded. The
tion of the paint. This indication may diver, however, may be able to deter-
not be present if the inspection is a mine by sight or by touch that the
post-cleaning inspection or the ship affected area shows signs of thickness
has been underway. deterioration and may require ultra-
sonic testing (UT) to determine loss of
17-3.4.4 Corrosion. Complete failure of the thickness. Leading edges of struts and
coating system results in bare metal on hull rudders are typical locations for erosion
plate or a component. No matter what the corrosion.
size, report areas of bare metal. The report
shall include the dimensions of exposed d. Pitting corrosion. Pitting corrosion is
metal, condition of bare metal (bright or cor- normally caused from porosity in
roded), the type of corrosion, and the condi- welds, slag entrapment in the weld
tion of paint in the surrounding area. In near the surface, defects in the metal,
general the following are the most common or anticorrosion coating where mois-
forms of corrosion found on Navy hulls: ture is allowed to come into contact
with the metal. Localized accelerated
a. Flash rusting. Flash rusting develops corrosion forms pits or craters. Pitting
almost immediately after the anticorro- may occur as a few isolated pits or
sive coating is removed down to bare large areas of pits. Large areas of pits
metal and no form of cathodic protec- are often found with general corrosion.
tion is available to that area. This type Areas of pitting should be examined for
of corrosion will eventually turn into the maximum and average size and
general corrosion if left unattended. depth of the pits. Pitting should not be
Flash rusting may be removed with a confused with cavitation corrosion.
17-3-5
S0600-AA-PRO-170
e. Cavitation corrosion. Cavitation corro- corrosion, the relative size of the anode
sion is found in cavitation-prone areas to the cathode is a determining factor in
such as trailing edges of struts, rud- the severity of the condition. A typical
ders, and propeller blades. Cavitation example would be a bolt, nut or washer
corrosion is caused by tiny bubbles of of a dissimilar metal which is anodic
gas collapsing under pressure at the next to bare hull plate. In this case the
metal surface. The repeated effect is a bolt, nut or washer (all or only one or
gradual fatiguing and subsequent two) will be severely corroded and the
wearing away of the metal surface. bare hull plate will not. If the hull plate
Cavitation corrosion can be distin- was the anode and the bolt or nut the
guished from pitting in two ways. First,
cathode, the corrosion would be less
cavitation corrosion occurs in high-flow,
severe due to the large area of hull rel-
turbulent areas. Second, typically the
ative to the bolt or nut.
edges of cavitation craters are sharp.
The appearance of cavitation corrosion g. Stray current corrosion. Stray current
is somewhat like the covering of a golf
corrosion is a common form of corro-
ball.
sion occurring on the hull and shaft
f. Galvanic corrosion. Galvanic corrosion while pierside or in a nest. This corro-
is caused by electrolysis between two sion is a result of improper weld-lead
dissimilar metals. The metal that is hookup. Stray current corrosion can be
most anodic will corrode first. Compo- identified by accelerated corrosion
nents installed or assembled with dis- (thinning without obvious rust) of any
similar metals (anode and cathode) exposed hull metal, as in a scratch in
that are in the water are usually pro- the hull coating. Stray current corrosion
tected by a sacrificial zinc anode, zinc is serious and if found must be reported
being one of the two most anodic mate- at once; if welding is ongoing, the cor-
rials. This material is intended to corrosion can be stopped by proper
rode to protect the others. In galvanic grounding.
17-3-6
S0600-AA-PRO-170
SECTION 4 INSPECTION PROCESS
17-4.1 DIVE TEAM BRIEFING AND OPERA- tion that the baseline condition of the ship is
TIONS PLANNING. established. Initial rudder, rope guard, and
fairwater clearances must be accurate, since
17-4.1.1 Ship and submarine inspections are these readings will be compared to later val-
an ongoing, frequently occurring process. The ues as a measure of change, such as rudder
magnitude of the area being inspected, the drop or bearing stave wear.
local water quality, the wide variation of
installed systems, and the length of time out of 17-4.1.4 In order to conduct a complete Level
dry dock all combine to increase the level of 1 inspection, free access to the entire hull and
difficulty of inspections. A thorough review of appendages is required. Pre-dive operations
past inspection reports by all dive team mem- planning must include any necessary berthing
bers is required to increase the inspection configurations, water depth, mooring line posi-
quality. Past reports are used as a starting tioning, camels location, port control, and ship
point for the inspecting activity to compare the tag-out procedures.
extent of past damage to current damage. The
use of past reports is not a means to shorten
the inspection process, however. Past reports 17-4.2 DURING THE INSPECTION.
serve only to allow the current inspection
report to highlight any increase or worsening 17-4.2.1 The primary focus of any UWSH
of the condition. The inspector diver must still inspection is the inspection report. No matter
conduct a thorough, independent inspection. what the quality of the inspection, the inspec-
tion is meaningless without the proper docu-
17-4.1.2 The inspector diver and the records mentation of the results. Diver communica-
keeper must be able to accurately describe tions, topside record keeping, and the
the conditions encountered. If the topside per- selective use of video and 35mm photography
sonnel do not understand the divers descrip- all combine to achieve a quality report. As the
tion of the conditions found, the inspection diver conducts the inspection, maintain a run-
report will be meaningless. Therefore, a thor- ning log of the results. Use the Checklist of
ough review of the hull descriptions in this Major Hull Components to maintain the log.
chapter prior to each dive will ensure that each This log must include the condition of the sys-
inspection diver and record keeper is familiar tem being inspected, its Fouling Rating (FR)
with the area they are assigned to inspect. and Paint Deterioration Rating (PDR), and the
The diving supervisor must review and include FR and PDR of the surrounding area. As the
in the dive brief information obtained from the diver moves along the hull, the record keeper
following items: the last hull inspection or last must maintain a record of the general hull
docking report for the first inspection out of dry plate FR and PDR. Neither the record keeper
dock, the type of paint system installed, and a nor the diver should attempt to remember the
review of known ship or class problem areas. condition of a system or area of the hull.
Instead, always maintain a running log. A
17-4.1.3 One of the most important inspec- summary of the overall FR and PDR can then
tions conducted on a ship or submarine is the be produced, with problem areas detailed, and
first diver inspection out of dry dock after the results transferred to the Diver Hull Inspec-
repair or overhaul. It is during this first inspection Data Forms (see Section 5).
17-4-1
S0600-AA-PRO-170
17-4.3 POST-INSPECTION. wide distribution, well beyond the normal

chain. A neatly typed, thorough report of the
inspection using the appropriate forms must
17-4.3.1 The detail and quality of the inspec-
be produced and maintained to document all
tion report generated as a result of a Level 1
conditions.
or Level 2 inspection must be of the highest
standard. These reports are a direct reflection 17-4.3.2 Each Underwater Ship Husbandry
of the professionalism of your dive team, your Diving Activity should maintain a file for each
Command, and the Underwater Ship Hus- ship they have inspected. This file should
bandry Program. Depending on the ship class include both the written report, 35mm photo-
and inspection results, these reports may see graphs, and the video.
17-4-2
S0600-AA-PRO-170
SECTION 5 REPORTING
17-5.1 GENERAL INFORMATION. TYCOM. Upon completion, the original goes
to the Ship, one copy goes to the TYCOM,
The reporting process is done in two steps. one copy goes to NAVSEA 00C5, and one
The Checklist of Major Hull Components copy remains on file at the dive locker.
(Table 2), which is provided for each ship
class inspection, should be used in the field to
17-5.3.1 Ordering Information.
record the raw inspection data. NAVSEA
00C5 has developed a series of forms to doc-
ument diver hull inspection results in a stan- The form numbers, NSNs, and titles are:
dard format (NAVSEA Form 4730). The a. NAVSEA 4730/3 (NSN 0116-LF-115-
information required to accurately complete 1600) Diver Hull Inspection Data (Fig-
these forms should be transferred from the ure 17-5.1)
Checklist of Major Hull Components (Table 2)
to the appropriate forms following a Level 1 or
b. NAVSEA 4730/4 (NSN 0116-LF-047-
2 inspection. The inspection task may require
3025) Sonar Dome Rubber Window
a full or partial hull inspection or inspection of
Inspection Data (Figure 17-5.2)
a specific system. When performing a partial
inspection and it is evident that other problems
exist, the problems must be documented to c. NAVSEA 4730/5 (NSN 0116-LF-047-
make planners aware and provide for further 3030) Sonar Keel Dome Inspection
evaluation and repair. Data (Figure 17-5.3)
17-5.2 INSPECTION RESULTS. d. NAVSEA 4730/6 (NSN 0116-LF-047-

3035) Propeller Inspection Data (Fig-
ure 17-5.4)
17-5.2.1 Level 1 inspections are visual
inspections documented in writing and
recorded on the diver hull inspection data e. NAVSEA 4730/7 (NSN 0116-LF-047-
forms (NAVSEA 4730). Supplemental docu- 3040) Impressed Current Cathodic
mentation such as 35mm color photographs Protection Inspection Data (Figure 17-
and/or color video should be used to depict 5.5)
the condition of the hull and appendages.
f. NAVSEA 4730/8 (NSN 0116-LF-047-
17-5.2.2 Level 2 inspections are system spe- 3045) Auxiliary Propulsion Units
cific inspections which require detailed mea- Inspection Data (Figure 17-5.6)
surements and assessment of the system be
recorded on the appropriate diver hull inspec- g. NAVSEA 4730/11 (NSN 0116-LF-962-
tion forms. Additional sketches should be pro- 2500) DDG 51 Rudder Inspection Data
vided which clearly document the extent of (Figure 17-5.7)
damage and color photographs (35mm)
and/or color video should be used to record
17-5.4 ADDITIONAL REPORTING REQUIRE-
the condition of the system.
MENTS.
17-5.3 DIVER HULL INSPECTION DATA
FORMS. These forms are available from the Depending on the particular system, formal
Navy Supply System. Forms obtained from deficiency or damage reports may be
the supply system are in a carbonless copy required. An example of this is the Naval mes-
format, providing an original and two copies. sage used to report shaft coat damage to
Although additional copies are required for NAVSEA (see Chapter 13). Another example
distribution, the carbonless copies allow is the Naval message used to report sonar
immediate distribution to the ship and dome damage to NAVSEA (see Chapter 9).
Change B 17-5-1 (17-5-2 blank)
S0600-AA-PRO-170
17-5-2
S0600-AA-PRO-170
D IVER H ULL IN SPECTIO N DATA

U .S .S . H U LL TY P E N O . LO C ATIO N (C ITY ) D ATE (m m /dd/y y)
TY C O M IN S P E C TIN G A C TIV ITY V IS IB ILITY (FT)
LO C ATIO N O F LA S T D RY D O C K IN G U N DO C K IN G DATE
LO C ATIO N O F LA S T PA IN TIN G D ATE
PA IN T
TY P E : A N TIFO U L IN G A N TIC O R R O S IO N
D ATE O F TH E L AS T WATE R B O RN E FU LL H U LL C LE A N IN G D ATE O F TH E L AS T WATE R B O RN E INT ER IM C LE A N IN G
U N D E RW ATE R P H O TO G R A P H S TA K E N Y ES NO U N D E RWATE R C O LO R V ID E O TA K E N Y ES NO
U N D E RW ATE R C L EA N IN G A C C O M P LIS H E D TH IS D AT E
FU L L C L EA N P O LISH M U LT I-B R U S H IN S P EC T PA IN T
IN T E R IM HYDRO H A N D -H EL D R E PA IR O T H ER
1. H U LL C O ATIN G S Y S TE M (P DR )
a. A N TIFO U LIN G PA IN T
P E R C E N TA G E RE M A IN IN G P E R C E N T R E JU V E N ATIO N
IS T HE A /F H A RD S O FT
P E R C E N TA G E P E E LIN G LO C A LIZE D or G E NE RA L
B LIS TE R IN G LO C A LIZE D or G E NE RA L
A B RA S IO N LO C A LIZE D or G E NE RA L
C O ND ITIO N S U M M A RY [IF PA INT D A M A G E IS LO C A LIZE D , G IV E LO C ATIO N (s)]:
b) AN TICO R R O SIO N PAIN T
P E R C E N T R E M A IN IN G
P E R C E N TA G E P E E LIN G LO C A LIZE D or G E NE RA L
B LIS TE R IN G LO C A LIZE D or G E NE RA L
A B RA S IO N LO C A LIZE D or G E NE RA L
C O ND ITIO N IN G S U M M ARY [IF PA IN T D A M A G E IS LO C AL IZE D , G IV E LO C ATIO N(s)]:
c) D O C K IN G B LO C K A R E A S (P D R )
AV E R A G E P E RC E N TA G E O F B LO C K A RE A S PAINT ED %
B A RE M E TAL P ITTIN G % IN . D IA M E TE R IN . D E E P
C O ND ITIO N S U M M A RY:
N AVS E A 4730/3 (5-98) 0116-LF -115-1600 S H EE T 1 O F 3
Figure 17-5.1. Diver Hull Inspection Data (sheet 1 of 3).

Change 1 17-5-3
S0600-AA-PRO-170
2. C ATH O D IC P R O TE CT IO N S Y ST E M
a. S A C RIF IC IA L A N O D E S (ZIN C S )
AV E R A G E P ER C E N TA G E S O F AN O D E S R E M A IN IN G %
A NO D E S A R E : U NIFO R M LY W A S TE D WA S TA G E G R EAT E S T IN FO LLO W IN G A RE A S :
A NO D E S A R E : W E LD E D B O LTE D B O TH
N UM B E R A ND LO C ATIO N O F A NY AN O D E S M IS S ING O R IN A CTIV E
M IS S IN G
IN A C TIV E
b. IM P R E S S E D C U R RE N T
D AM A G E N O TE D O N ATTA C H E D DR AW ING (P ort/S tbd) (FR A M E )
W IR E S L O O S E , B R O K E N , O R M IS SING (P ort/S tbd) (FR A M E )
C APA S TIC S H IE LD D A M A G E (P ort/S tbd) (FR A M E )
IN S U LATO R S LO O S E O R D A M A G E D (P ort/S tbd) (FR A M E )
O TH E R (P ort/S tbd) (FR A M E )
3. G EN E R A L H U LL D A M A G E (H UL L P LATIN G , B ILG E K E E LS , etc.):
4. M AS K E R A IR S Y S TE M
M AS K E R B E LTS :
P E R C E N T BL O C K E D H O LE S (P O S T CLE A N ) B E LTS W E LDE D TO H U LL YES NO
C UM U LATIV E LE N G TH O F E P O X Y M IS S ING (B E LT S NU M B E RE D B O W TO S TE R N )
P O RT: #1 ft. #2 ft. #3 ft. #4 ft.
S tbd: #1 ft. #2 ft. #3 ft. #4 ft.
5. H UL L P E N E TR ATIO N S (P DR )
% C L O G G E D W IT H M A R IN E G R O W TH (P O S T C LE A N )
% B A R E M E TA L (A R EA S U R R O U N D IN G P E NE TR AT IO N )
% B A R E M E TA L P ITTIN G
AV E R A G E P IT S IZE : in. DIAM E TE R , in. DE P T H
N AVS E A 4730/3 (5-98) 0116-LF-115-1600 S H EE T 2 O F 3

17-5-4 Change 1
S0600-AA-PRO-170
2. C ATH O D IC P R O TE CT IO N S Y ST E M
a. S A C RIF IC IA L A N O D E S (ZIN C S )
AV E R A G E P ER C E N TA G E S O F AN O D E S R E M A IN IN G %
A NO D E S A R E : U NIFO R M LY W A S TE D WA S TA G E G R EAT E S T IN FO LLO W IN G A RE A S :
A NO D E S A R E : W E LD E D B O LTE D B O TH
N UM B E R A ND LO C ATIO N O F A NY AN O D E S M IS S ING O R IN A CTIV E
M IS S IN G
IN A C TIV E
b. IM P R E S S E D C U R RE N T
D AM A G E N O TE D O N ATTA C H E D DR AW ING (P ort/S tbd) (FR A M E )
W IR E S L O O S E , B R O K E N , O R M IS SING (P ort/S tbd) (FR A M E )
C APA S TIC S H IE LD D A M A G E (P ort/S tbd) (FR A M E )
IN S U LATO R S LO O S E O R D A M A G E D (P ort/S tbd) (FR A M E )
O TH E R (P ort/S tbd) (FR A M E )
3. G EN E R A L H U LL D A M A G E (H UL L P LATIN G , B ILG E K E E LS , etc.):
4. M AS K E R A IR S Y S TE M
M AS K E R B E LTS :
P E R C E N T BL O C K E D H O LE S (P O S T CLE A N ) B E LTS W E LDE D TO H U LL YES NO
C UM U LATIV E LE N G TH O F E P O X Y M IS S ING (B E LT S NU M B E RE D B O W TO S TE R N )
P O RT: #1 ft. #2 ft. #3 ft. #4 ft.
S tbd: #1 ft. #2 ft. #3 ft. #4 ft.
5. H UL L P E N E TR ATIO N S (P DR )
% C L O G G E D W IT H M A R IN E G R O W TH (P O S T C LE A N )
% B A R E M E TA L (A R EA S U R R O U N D IN G P E NE TR AT IO N )
% B A R E M E TA L P ITTIN G
AV E R A G E P IT S IZE : in. DIAM E TE R , in. DE P T H
N AVS E A 4730/3 (5-98) 0116-LF-115-1600 S H EE T 2 O F 3

17-5-4 Change 1
S0600-AA-PRO-170
6. S O NA R DO M E
N O V IS IBL E DA M A G E D A M A G E N O TE D O N ATTA C H E D D R AW IN G C U TS LAY E R S E PA R ATIO N W IR E P ILE S E X P O S E D
7. P R O P U LS IO N SH A FTIN G
V IS IB LE B AR E M E TA L YES NO R U ST BL EE D IN G YES NO P ITTIN G YES NO

C O N D ITIO N S UM M A RY (TY P E O F D A M AG E , LO CAT IO N A N D S IZE):
8. S TR UT S AN D B E AR IN G HO U S IN G
P E R CE N T B A R E M E TA L: S TA R BO A RD P O RT
M A IN % %
IN TE R M E D IATE % %
PDR
C O N D ITIO N O F S T RU T LE A D IN G AN D TR AILING E D G E S :
C O N D ITIO N O F R O P E G UA R DS :
C O N D ITIO N O F FA IRW ATE RS :
9. R U DD E R
NO DAMAGE D A M A G E S H O W N O N ATTA C HE D D R AW IN G S
STA R B O A R D PO R T
P E R CE N T B A R E M E TA L % %
PDR
A C CE S S P LATE S IN TAC T? YES NO YES NO
WA S R UD D E R S O U N D ED ? YES NO YES NO
A N Y SIG N S O F FLO O D IN G ? YES NO YES NO
A N Y SIG N S O F D RO P P IN G ? YES NO YES NO
C O N D ITIO N S UM M A RY:
10. P R O P E LL E RS
NO DAMAGE D A M A G E S H O W N O N ATTA C HE D D R AW IN G S
P R O P #1: N IC KS C U RLS C R AC K S - LA R G E S T C R AC K LE N G TH "
P R O P E LLE R S N UM B E R ED S TA R B O A R D TO P O R T.
S IG NATU R E (D IV IN G SU P E RV IS O R) S IG NATU R E (S H IP 'S E N G IN E E R )
N AV S EA 4730/3 (5-98) 0116-L F-11 5-1600 S HE E T 3 O F 3

Change 1 17-5-5
S0600-AA-PRO-170
17-5-6 Change 1
S0600-AA-PRO-170
Figure 17-5.2. Sonar Dome Rubber Window Inspection Data (sheet 1 of 2). 17-5-7
S0600-AA-PRO-170
17-5-8 Figure 17-5.2. Sonar Dome Rubber Window Inspection Data (sheet 2 of 2).
S0600-AA-PRO-170
Figure 17-5.3. Sonar Keel Dome Inspection Data. 17-5-9 (17-5-10 blank)
S0600-AA-PRO-170
Figure 17-5.4. Propeller Inspection Data. 17-5-11 (17-5-12 blank)

S0600-AA-PRO-170
17-5-12
S0600-AA-PRO-170
Figure 17-5.5. Impressed Current Cathodic Protection Inspection Data. 17-5-13 (17-5-14 blank)
S0600-AA-PRO-170
17-5-14
S0600-AA-PRO-170
Figure 17-5.6. Auxiliary Propulsion Units Inspection Data. 17-5-15 (17-5-16 blank)
S0600-AA-PRO-170
Figure 17-5.7 DDG 51 Rudder Inspection Data
Change B 17-5-17
S0600-AA-PRO-170
Figure 17-5.7 DDG 51 Rudder Inspection Data
17-5-18 Change B
S0600-AA-PRO-170
CHAPTER 17
FFG 7 CLASS
UNDERWATER SHIP HUSBANDRY
S0600-AA-PRO-170
TABLE OF CONTENTS
SECTION 6 FFG 7 OLIVER HAZARD PERRY CLASS GUIDED MISSILE FRIGATE
Paragraph Page
17-6.1 INTRODUCTION.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-1

17-6.2 DESCRIPTION OF MAJOR HULL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . 17-6-2
17-6.2.1 Hull Coating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-2
17-6.2.2 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-3
17-6.2.3 Lifting Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-3
17-6.2.4 Propeller (5-Bladed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-3
17-6.2.5 Bearing Housing and Struts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-4
17-6.2.6 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-4
17-6.2.7 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-5
17-6.2.8 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-5
17-6.2.9 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-5
17-6.2.10 Rotating Coupling Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-5
17-6.2.11 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-6
17-6.2.12 Overboard Discharge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-6
17-6.2.13 Sea Chests and Seawater Suction. . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-6
17-6.2.14 Sacrificial Anodes (Zincs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-6
17-6.2.15 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-7
17-6.2.16 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-7
17-6.2.17 Fin Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-8
17-6.2.18 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-8
17-6.2.19 Rodmeter (Underwater Log). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-9
17-6.2.20 Auxiliary Propulsion Unit (APU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-9
17-6.2.21 Keel-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-9
17-6.3 LEVEL 1 INSPECTION PROCEDURES.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-11
17-6.3.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-11
17-6.3.2 Paint and Fouling Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-11
17-6.3.3 General Hull Plate Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-11
17-6.3.4 Lifting Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-12
17-6.3.5 Sacrificial Anodes (Zincs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-12
17-6.3.6 Drain Plug, Inaccessible Void 5-386-0-V. . . . . . . . . . . . . . . . . . . . . 17-6-12
17-6.3.7 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-12
17-6.3.8 Propeller (5-Bladed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-13
17-6.3.9 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-14
17-6.3.10 Bearing Housing and Struts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-14
17-6.3.11 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-15
FFG 7 Class Inspection Procedures 17-6-i

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17-6.3.12 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-15

17-6.3.13 Rotating Coupling Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-15
17-6.3.14 Stern Tube and Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-16
17-6.3.15 Overboard Discharge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-16
17-6.3.16 Sea Chest and Seawater Suction. . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-16
17-6.3.17 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-16
17-6.3.18 Fin Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-17
17-6.3.19 Bilge Keel with Sacrificial Anodes. . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-17
17-6.3.20 Transducer (Tracking Pinger). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-18
17-6.3.21 Transducer (UQN-1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-18
17-6.3.22 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-18
17-6.3.23 Auxiliary Propulsion Unit (Closure Plate). . . . . . . . . . . . . . . . . . . . 17-6-18
17-6.3.24 Keel-mounted Sonar Dome (Sonar Rubber Dome). . . . . . . . . . . . 17-6-19
17-6.3.25 Drain Plug, Hull Void. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-19
17-6.4 LEVEL 2 INSPECTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-35
17-6.4.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-35
17-6.4.2 Hull Coating And Hull Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-35
17-6.4.3 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-36
17-6.4.5 Main Propulsion Assembly (Main Strut, Shaft, Stern Tube,
Rotating Coupling, Rope Guard, and Fairwaters). . . . . . . . . . . . . . 17-6-43
17-6.4.6 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-47
17-6.4.9 Sacrificial Anodes (Zincs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-49
17-6.4.10 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-50
17-6.4.11 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-52
17-6.4.12 Fin Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-54
17-6.4.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-56
17-6.4.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-57
17-6.4.15 Auxiliary Propulsion Unit (APU).. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-59
17-6.4.16 Keel-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-61
17-6-ii FFG 7 Class Inspection Procedures

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Figure Page
17-6.1 FFG 7 Class Plan and Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-31

17-6.2 FFG 7 Class Running Gear.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-33
17-6.3 Spade Rudder with Rudder Post Fairing.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-36
17-6.4 Controllable Pitch Propeller with Prairie Air System. . . . . . . . . . . . . . . . . . . . . 17-6-38
17-6.5 Main Strut, Shaft, Stern Tube, Rotating Coupling, Rope Guard,
and Fairwaters.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-43
17-6.6 Skeg and Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-47
17-6.7 Seawater Discharge Openings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-48
17-6.8 Seawater Suctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-48
17-6.9 Typical Sacrificial Anodes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-49
17-6.10 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-50
17-6.11 Masker Emitter Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-52
17-6.12 Fin Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-54
17-6.13 Rodmeter and Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-56
17-6.14 Auxiliary Propulsion Unit (Extended).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-58
17-6.15 Auxiliary Propulsion Unit (Retracted). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-59
17-6.16 Keel-mounted Sonar Dome.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-61
LIST OF TABLES
Table Page
17-6.1 General Hull Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-2

17-6.2 Checklist of Major Hull Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6-21
FFG 7 Class Inspection Procedures 17-6-iii

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17-6-iv FFG 7 Class Inspection Procedures

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CHAPTER 17
SECTION 6 FFG 7 OLIVER HAZARD PERRY CLASS

GUIDED MISSILE FRIGATE
17-6.1 INTRODUCTION. FFG 7 Oliver Hazard Perry Class Guided Mis-
sile Frigate. Figure 17-6.2 is derived from
17-6.1.1 This section of the Underwater Ship class arrangement drawings. These figures
Husbandry Manual contains inspection proce- are also useful in locating the coordinates of
dures for the FFG 7 Oliver Hazard Perry Class components requiring Level 2 inspections.
Guided Missile Frigates. It consists of a gen- Figures of the individual components appear
eral introduction to the FFG 7 Class, a throughout the Level 2 inspection procedures.
description of the major hull components
found on this ship, a set of Level 1 inspection 17-6.1.3 Diving activities may photocopy
procedures, and a set of Level 2 inspection Table 17-6.2 and use it to record data during
procedures. inspections. Upon completion of the inspec-
tion, the results should be transferred to the
17-6.1.2 Table 17-6.1 contains a general hull standard Divers Underwater Hull Inspection
description of the FFG 7 Class. Table 17-6.2 Data Form, NAVSEA 4730/3 (NSN 0116-LF-
(found at the end of the Level 1 inspection pro- 047-3020). Figures found in the Level 2
cedures) contains a checklist of all ship sys- inspection procedures section of this chapter
tems covered by these inspection procedures.
may be photocopied and used to assist in
Item numbers in this table correspond to the
sketching the extent of damage reported dur-
hull system numbers in Figure 17-6.1 and are
ing inspections. These sheets should be
arranged in order to facilitate a typical diver
inspection of all components: stern area, port attached to the Divers Underwater Hull
side, bow, and starboard side. Figure 17-6.1, Inspection Data Form upon completion of the
FFG 7 Class Plan and Profile, and Figure 17- inspection.
6.2, FFG 7 Class Running Gear, are located
after Table 17-6.2 and provide points of refer- 17-6.1.4 FFG 7 Class ships were constructed
ence for the procedures described in this sec- at three different shipyards, thus there may be
tion. These figures augment the typical ship ships within a class whose individual hull sys-
drawings and can be used as a quick refer- tems may not be identically located. For this
ence by diving personnel. Figure 17-6.1 is reason, it is recommended that the Dive
derived from NAVSEA Drawing No. PF 109- Supervisor also refer to a Docking Plan for the
801-4670259, Rev. F, Docking Plan for the individual ship being inspected.
FFG 7 Class Inspection Procedures - Introduction 17-6-1

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Table 17-6.1. General Hull Description.
Length between
407 feet, 10 inches
Perpendiculars:
Beam: 46 feet, 11 1/2 inches
Frame Spacing: 12 inches
Rudder: Single, spade without stool
Propeller: Single, 5-bladed, controllable pitch
Masker Air Emit-
Frames 255, 177
ter Belts:
Prairie Air: Propeller and fin stabilizer
Sonar Dome: Keel-mounted
Class Problems: The main struts on this class ship have a history of severe corrosion.
Most main struts have been repaired with clad welding, epoxy, or both.
The rudder design on this class ship has the potential to drop which may
lead to eventual loss of the rudder.
17-6.2 DESCRIPTION OF MAJOR HULL accurate assessment of the remaining life of

COMPONENTS. the coating system. The hull coating system
can easily become damaged from impact with
17-6.2.1 Hull Coating. underwater objects or collisions and ground-
ings. Typical damage is minor abrasion to the
17-6.2.1.1 The underwater hull coating sys- antifouling coating, exposing the anticorrosion
tem is applied to the hull, shaft, and append- coating and permitting biological fouling. More
ages (i.e., rudder, struts, bearing housing, severe abrasion of the anticorrosion coating
rope guard, fairwaters, rotating coupling, stern exposing bare metal will result in corrosion
tube and skeg). The coating system is com- and deterioration of the metal. As the age of
prised of two types of coatings: an anticorro- the coating increases, the antifouling coating
sion coating and an antifouling coating. The may become less effective in preventing bio-
anticorrosion coating is applied on the majority logical fouling and could easily become dam-
of metal components to provide the primary aged if the biological fouling is allowed to
protection from corrosion and deterioration of reach a destructive level. Even the smallest
the surfaces. The antifouling coating is applied amount of biological fouling can drastically
over the anticorrosion coating and is directly impact the ships operational capabilities and
applied to nonmetallic components (e.g., the could eventually destroy the anticorrosion
glass-reinforced shaft coating). The antifouling coating system.
coating is designed to protect the underwater
systems from biological fouling. 17-6.2.1.3 References.
17-6.2.1.2 Multiple coats of anticorrosive and

antifouling coatings are applied to the hull. a. NAVSEA S9086-CQ-STM-010/CH081,
Each coat is a different color except for the Waterborne Underwater Hull Cleaning
boot top area where all coats are black. Use a of Navy Ships
divers light to help accurately identify the
color of the exposed coating for both large hull b. NAVSEA S9086-VD-STM-010/CH631,
areas and areas of damage. This will allow Preservation of Ships in Service
17-6-2 FFG 7 Class Inspection Procedures - Introduction

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17-6.2.2 Rudder. main aspects of a rudder inspection is the

measurement to determine if the rudder has
17-6.2.2.1 The rudder is a rectangular, hydro- dropped. The ships Engineering Officer com-
dynamically shaped metal blade that is pares the current measurements with previous
located aft of the propeller and used to steer measurements. A change in the measure-
the ship. Rudders on large ships are hollow ments indicates that the rudder has dropped.
structures that have been flushed with a pre-
17-6.2.2.4 Location. The rudder is located 24
servative and then dried. The rudder on this
inches to starboard off the centerline, begin-
class ship has one 1 1/2-inch copper-nickel
ning at frame 403 and ending at frame 390.
(Cu-Ni) pipe drain plug located 30 3/4 inches
from the forward edge on the bottom center- 17-6.2.2.5 References.
line. There are also two 1 1/2-inch fill plugs in
the top: one located approximately 65 inches a. NAVSEA DWG PF 109-562-5352654,
from the after edge, and the other approxi- Rev. E, PF 109 Class Rudder
mately 24 inches from the forward edge. The
rudder is supported and positioned by a rotat- 17-6.2.3 Lifting Fittings.
ing rudder stock. A roughly rectangular cover
plate (24 1/2 inches high by 36 15/16 inches 17-6.2.3.1 Lifting fittings are sections of pipe
wide [top] and 35 3/16 inches wide [bottom]) bent into a U shape and recessed into the
covers the rudder casting at the rudder stock hull. Lifting fittings or lifting tunnels provide
nut. This cover plate may be either welded or convenient rigging attachment points for han-
bolted in place. A fairing, called the rudder dling the rudder and propeller. There are six
stock fairing, protects the rudder stock and lifting fittings installed on this class ship, three
seal between the top of the rudder and the to port and three to starboard of the rudder
hull. This fairing is welded to the hull. With the and propeller.
rudder amidships, approximately 3/8 inch of
17-6.2.3.2 Location. Two lifting tunnels are
clearance exists between the top of the rudder
located at frame 406, two at frame 392 and
and the fairing. The rudder must be shifted to
two at frame 382 approximately 7 feet port and
port or starboard in order to inspect the rudder
starboard off the centerline of the ship.
stock and seal assembly. Ships in this class
have a spade rudder with no stool. The spade 17-6.2.3.3 References.
rudder is of one-piece construction. The entire
rudder moves to steer the ship. a. NAVSEA DWG PF 109 111-4669930
Rev. L, Shell Plating Frames and Lon-
17-6.2.2.2 While underway, rudders are sub-
gitudinals, Frame 369 1/2 - Stern
ject to severe loading, high flow, and turbu-
lence, as well as to possible damage from
b. NAVSEA DWG PF 109 245-4661189,
contact with underwater objects. Previous
Rev. B, Propeller and Rudder Lifting
repairs (such as clad welding or installation of
Arrangements
doubler plates) that have been painted may
cause a rough-textured surface on the rudder,
17-6.2.4 Propeller (5-Bladed).
making inspection for damage difficult. While
inspecting the rudder surface, the primary indi-
17-6.2.4.1 This class of ship is propelled by a
cations of new deterioration or damage is poor
controllable pitch propeller (CPP) system. A
or missing paint. Bare metal or corrosion dam-
CPP system allows the ship to go from ahead
age may be present. Report any such find-
to astern without changing the direction of
ings.
shaft rotation. Rigid propeller blades are
17-6.2.2.3 As a result of impact damage, bolted on to hydraulically operated mounts on
bearing wear, or improper installation, the rud- the propeller hub. This system positions the
der may drop down from the hull. One of the blades for the desired thrust, either ahead or

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astern. The controllable pitch propeller is d. Bird-Johnson Co. DWG 115651011,

bolted to the tailshaft flange. Rev. H, Propeller Blade FFG 7 Class
17-6.2.4.2 The prairie air propeller blades
17-6.2.5 Bearing Housing and Struts.
have 302 holes of 3/64-inch diameter; 151 on
the suction (forward) and 151 on the pressure
17-6.2.5.1 Immediately forward of the propel-
(aft) sides. The holes begin 4 1/4 inches
ler is the main strut. The main strut consists of
above the hub on the leading edge and con-
two columns extending down from the hull
tinue to a point past the vertical blade center
forming a V shape that attaches to the bear-
line on both the suction and pressure sides.
ing housing and supports the shaft. The struts
They are evenly spaced, starting 3/4 inch from
are subjected to severe dynamic loading while
the leading edge and curving inward toward
the ship is underway. They are also subject to
the blade tip to 1 inch from the leading edge.
corrosion, vibration damage, and damage
To function properly, these emitter holes must
from rope and wire or other foreign material.
be free of fouling.
At the top and bottom of the bearing housing
17-6.2.4.3 The propeller is right-hand and are five evenly spaced 1/2-inch holes with
turns clockwise (when viewed from astern). pipe plugs installed. These holes are used for
maintenance during dry-docking. Inspection
17-6.2.4.4 The five controllable pitch blades includes a complete examination of the rope
are lettered A through E. The CPP hub guard, strut surface, bearing housing, and fair-
does not have a lifting eye to assist in identify- waters.
ing blade A. The letters are stamped on the
flat surface blade hub flange near the flange 17-6.2.5.2 Location. The main strut and
edge (blade palm), outboard of the blade bearing housing are located immediately for-
bolts. Blade identification may be in the form ward of the propeller at frame 378.
of serial numbers such as RH8A, RH8B, etc.
17-6.2.5.3 References.
17-6.2.4.5 A blade bolt identification number
may be stamped adjacent to each blade bolt a. N A V S H I P S D W G P F 1 0 9 - 1 6 1 -
hole on the top surface of the flange (blade 4669944, Shaft Strut
palm) of each blade. Numbering is sequential
with 1 denoting the blade bolt on the suction 17-6.2.6 Rope Guard.
face nearest the trailing edge and 8 denoting
the blade bolt on the pressure face nearest the 17-6.2.6.1 Rope guards are circular plates fit-
trailing edge. ted between the propeller hub and the ends of
the main strut bearings. They are streamlined
17-6.2.4.6 Location. The propeller is located
in shape in order to eliminate abrupt changes
along the centerline of the ship at frame 384.
in water flow and they serve to protect the
17-6.2.4.7 References. rotating shaft from becoming fouled by wire,
rope, or other material. The design clearance
a. NAVSEA S9086-HP-STM-010/CH245, between the propeller hub and the rope guard
Propellers is 3/4 inch. The rope guards on ships of this
class are made up of two halves constructed
b. NAVSEA S9245-AR-TSM-010/PROP, of steel, and are bolted to the bearing housing
Technical Manual for Marine Propeller using twenty four 5/8-11 UNC screws secured
Inspection, Repair and Certification by staking in two places. The rope guards on
this class ship are equipped with 12 equally
spaced 1 1/2-inch water circulation holes.
c. NAVSEA S0600-AA-PRO-120, Under-
water Ship Husbandry Manual, Chap- 17-6.2.6.2 Location. The rope guards are
ter 12, Controllable Pitch Propellers located between the propeller hub and the aft

S0600-AA-PRO-170
ends of the main strut bearing housings at 17-6.2.8.3 References.

frame 382.
17-6.2.6.3 References. a. NAVSEA S0600-AA-PRO-130, Under-
water Ship Husbandry Manual, Chap-
ter 13, Propulsion Shaft Coating
a. N A V S H I P S D W G P F 1 0 9 - 2 4 3 -
Repair
5414129, Rev. G, Fairwater and Rope
Guard Stepped Shaft
b. N A V S H I P S D W G P F 1 0 9 - 2 4 3 -
5534450, Rev. A, Shafting Arrange-
17-6.2.7 Fairwaters.
ment Stepped Shaft
17-6.2.7.1 Fairwaters are circular plates fitted
at the ends of the stern tube and strut bearing 17-6.2.9 Stern Tube.
housing. They are shaped to streamline these
parts in order to eliminate abrupt changes in 17-6.2.9.1 The free-flood area where the
water flow. The design clearance from the shaft penetrates the hull is the stern tube. The
shaft is 1 inch. The fairwaters on ships of this stern tube supports the shaft as it enters the
class are made up of two halves constructed hull. It houses one or more shaft bearings. A
of steel which are bolted to the face of the stern tube fairing covers the shaft as it exits
bearing housing using 1 1/8-inch securing the skeg. The fairing is made of two halves
studs. The securing studs are covered by a which are bolted together and bolted to the
tack-welded fairing plate and are not visible to skeg.
the diver.
17-6.2.9.2 Location. The stern tube is
17-6.2.7.2 Location. The aft fairwater is located between frames 350 and 342.
located at the forward end of the main strut
bearing housing at frame 373. The forward
fairwater is located at the stern tube, mounted
on the rotating coupling at frame 350. a. NAVSEA DWG PF 109-243-5534447,
Rev A., Stern Tube Stepped Shaft
17-6.2.10 Rotating Coupling Cover.
a. N A V S H I P S D W G P F 1 0 9 - 2 4 3 -
5414129, Rev. G, Fairwater and Rope
17-6.2.10.1 Rotating couplings are covers
Guard Stepped Shaft
that fit over the shaft coupling flange exiting
the stern tube. The rotating coupling cover on
17-6.2.8 Shafting. ships of this class is made up of two steel
halves which are bolted together. The bolts
17-6.2.8.1 The shafting transmits torque from are covered with a tack-welded fairwater and
the main engine to the propeller and axial are not visible to the diver. The design clear-
thrust from the propeller to the hull. A glass- ance from the hull fairing is 1 inch. When
reinforced plastic (fiberglass) coating covers assembled, the rotating coupling is filled with
the shafting. tallow through one of two 1-inch 8 UNC plugs.
The plugs are flush with the rotating coupling
17-6.2.8.2 Location. The shaft extends along and are secured by staking in two places. The
the centerline of the ship from the engine to corners formed by the rotating coupling covers
the propeller. It is exposed between frames and shaft are covered with epoxy to form a
371 and 352. seal.

S0600-AA-PRO-170
17-6.2.10.2 Location. The rotating coupling 17-6.2.12.3 References.

cover is located at frame 350.
a. NAVSEA DWG PF 109-801-4670259,
Rev. F, FFG 7 Docking Plan
a. Bird-Johnson Co. DWG 115655039,
17-6.2.13 Sea Chests and Seawater Suc-
Rotating Coupling
tion.
17-6.2.11 Skeg. 17-6.2.13.1 Seawater suctions are openings
for bringing seawater into the ship. Multiple
17-6.2.11.1 The skeg is a long narrow vertical suctions located together at one hull opening
fin attached to the keel serving to assist keep- are called sea chests. Suctions and sea
ing the ship on course. It also protects the chests are covered with either mesh screens,
keel, propeller, and rudder. The skeg is grates, or strainer bars to prevent objects or
flushed with preservative and then drained foreign material from entering.
and dried. It has one 1 7/8-inch fill hole plug
located six inches forward of the upper trailing 17-6.2.13.2 Location. The seawater suc-
edge at frame 348, and one approximately tions and sea chests are located in various
four feet forward of the trailing edge, one foot places on the hull.
above the bottom. The fill plugs are located on 17-6.2.13.3 References.
both sides, four total. There are two drain
plugs on the bottom; one has a 1 7/8-inch a. NAVSEA DWG PF 109-801-4670259,
diameter and is located 9 1/2 inches forward Rev. F, FFG 7 Docking Plan
of frame 341 on the centerline, and the other
has a 1 1/2-inch diamter and is located 7 1/4 b. NAVSEA DWG PF 109-163-4661229,
inches aft of frame 342 on the centerline. Rev. J, Suction Sea Chests
There are two access cover plates, one on
each side, bolted in place on the skeg, located 17-6.2.14 Sacrificial Anodes (Zincs).
just forward of the stern tube fairing.
17-6.2.11.2 Location. The skeg extends from 17-6.2.14.1 Sacrificial anodes are blocks of
frame 350 to 270. zinc, aluminum, or magnesium alloys, usually
rectangular or annular shaped, that are placed
17-6.2.11.3 References. along the bilge keel and near the stern to pro-
tect the hull and appendages from galvanic
a. N A V S H I P S D W G P F 1 0 9 - 8 0 2 - corrosion. These anodes, instead of the hull,
4386544, Shell Expansion and Typical waste away (or sacrifice) as a result of oxida-
Sections tion. Anodes that do not sacrifice are not func-
tioning; if the anode is properly attached to the
17-6.2.12 Overboard Discharge. hull, the problem is in the anode material.
Inspect these anodes for proper installation
17-6.2.12.1 Overboard discharges are round before replacing them. Spot replacement of
or oval openings used for discharging seawa- certain anodes in some applications may be
ter or other fluids from the ship. Overboard required from time to time, saving the expense
discharges are not usually covered with of a complete replacement.
screens or gratings.
17-6.2.14.2 Areas under cathodic protection
17-6.2.12.2 Location. The overboard dis- sometimes develop white deposits known as
charges are located in various places on the calcareous deposits. Calcareous deposits
hull. may be mistaken for deteriorated portions of

S0600-AA-PRO-170
the coating system. This may lead divers to b. NAVSEA DWG 111-5844640, Rev. ,
report poor coating conditions. They are not Bilge Keel Modifications
indicative of hull deterioration. Because cal-
careous deposits form an additional protective 17-6.2.16 Masker Belt.
barrier to the hull, they should not be removed.
Biological fouling is not the same as calcare- 17-6.2.16.1 Masker emitter belts are installed
ous deposits. at the forward end and the after end of the
ships machinery spaces. They run vertically
17-6.2.14.3 Location. Zincs are located at
down both sides of the external hull from a
various locations along the hull from frames
point above the waterline to a termination
410-398 centerline, 390-350 centerline, 348-
point in the vicinity of the keel.
338 port/starboard, 180-138 port/starboard,
and 175-145 port/starboard. 17-6.2.16.2 Emitter belts on this class ship
are of the flat tube configuration. The flat tube
17-6.2.14.4 References. configuration is a continuous length of flat-
tened 90/10 copper-nickel (Cu-Ni) pipe
a. NSTM S9086-VF-STM-010/CH-633, epoxied into a fairing channel. The fairing
Chapter 633, Cathodic Protection channel serves to fair the flow of water over
the flat tube and consists of two flat plates
b. NAVSEA DWG 803-921865, Rev. N, welded at an angle to a backing plate. The
Cathodic Protection Hull Zinc Anodes backing plate is welded to the hull. A proce-
dure was developed for divers to replace
c. NAVSEA DWG PF 109-633-4661103, failed belts with new belts underwater. For
Rev. B, Zinc Protectors those belts replaced underwater, additional
insulated support straps are welded to the fair-
d. NAVSEA DWG PF 109-633-5849047, ing channel to hold the replacement belt in
Rev. , Relocation of Zinc Protectors place. Where bilge keels obstruct the masker
belt installation, an access is cut in the bilge
17-6.2.15 Bilge Keel. keel to allow the masker belt to pass through.
On each access there are six 3/8-inch 16 UNC
17-6.2.15.1 The bilge keel is a long narrow fin preservative fill and drain plugs: three on the
near or at the turn of the bilge in the middle top and three on the bottom.
portion of the ship. It decreases the magnitude 17-6.2.16.3 Air is supplied via a through-hull
of rolling of the ship. Bilge keels on ships in penetration to the upper end of the belt. The
this class are V-shaped and are 36 inches air is emitted through a series of 3/64-inch
wide. The bilge keels are hollow structures diameter holes drilled in a specific pattern
that have been flushed with a preservative along the underwater length of the belt.
and then dried. There are three 1 1/2-inch
NPT fill/drain plugs on each bilge keel; two are 17-6.2.16.4 A 1 1/4-inch clean-out plug is
located on the top at frames 141 and 157, and installed in the masker belt 2 1/2 inches above
one is located on the bottom at frame 171. the keel termination support strap (a metal
strap cradling the masker belt at the keel). The
17-6.2.15.2 Location. The bilge keel clean-out plug allows for removal to permit
extends forward from frame 181 to frame 138 periodic flushing of the masker emitter belt
on the port and starboard sides. system.
17-6.2.15.3 References. 17-6.2.16.5 Ships force personnel measure
the flow rate to the masker belts while under-
a. N A V S H I P S D W G P F 1 0 9 - 8 0 2 - way in accordance with applicable PMS pro-
4386544, Shell Expansion and Typical cedures. This maintenance requirement
Sections determines whether or not cleaning of the sys-

S0600-AA-PRO-170
tem is required. Failure of the system to 17-6.2.17.4 The fin is 1 1/4 inches from the
deliver a flow of 400-600 scfm at a pressure of hull. The fin shaft penetrates the hull through
12-17 psig is indicative of failure or a require- two rubber lip seals, a bushing, and a packing
ment for cleaning. This would necessitate the gland, none of which are visible to the diver.
inspection services of a diver.
17-6.2.17.5 Location. The fin stabilizers are
17-6.2.16.6 Location. The FFG 7 Class ship located port and starboard at frame 193.
has a total of four masker belt emitter sys-
tems, two per side. They are located port and 17-6.2.17.6 References.
starboard at frames 255 and 177.
a. S9565-AA-MMO-020, Fin Stabilizer
17-6.2.16.7 References. Hydro-Mechanical Equipment, Volume
II, Part One
a. NAVSEA S0600-AA-PRO-050, Under-
water Ship Husbandry Manual, Chap- b. S9565-AA-MMO-030, Fin Stabilizer
ter 5, Masker Emitter Belts Hydro-Mechanical Equipment, Volume
II, Part Two
b. NAVSEA DWG PF 109-551-4661044,
Masker Emitter System
c. NAVSEA DWG PF 109-5833513, Fin
Unit
17-6.2.17 Fin Stabilizer.
d. NAVSEA DWG PF 109-5833624, Fin
17-6.2.17.1 Fin stabilizers are the external
Assembly
underwater part of an active system that
counters the ships roll by using water flow
over the fins. A gyro senses rolling of the ship 17-6.2.18 Transducer.
and generates a signal that, when transmitted
to a hydraulic unit, adjusts the fins for the max- 17-6.2.18.1 Transducers are transmitting and
imum righting effect. receiving heads for various kinds of underwa-
ter acoustic signals. Transducer heads are
17-6.2.17.2 The leading edge and fin tip are protected by Buna-N rubber covers that are
made from corrosion-resistant steel (Monel bolted to the hull. The mounting flange for the
400). The remainder of the structure is carbon transducer has a series of 3/4-inch thread
steel, either in the form of a casting (fin saver plugs for installation of a protective steel
socket) or of shaped plate. There are two cover used while dry-docking the ship. This
1-inch 8 UNC thread savers in the lifting eye class ship has two hull-mounted transducers:
holes on the face of each stabilizer, as well as the UQN-1 fathometer and the tracking pinger.
one 3/8-inch thread saver in the oil injection
point hole. The oil injection point hole is used 17-6.2.18.2 Location. The UQN-1 transducer
only when hydraulically removing the fin from is located on the starboard side at frame 138,
the shaft. 42 inches off centerline, eight inches above
the keel. The Tracking Pinger transducer is
17-6.2.17.3 The air emission system consists located on the starboard side, frame 140, 49
of a series of 120 nozzles on each surface of inches off centerline, seven inches above the
the fin. The nozzles are hollow hexagon-head keel.
grub screws screwed into the fin nose and
leading edge cavity approximately 20 degrees 17-6.2.18.3 References.
above and below the fin mid-plane at approxi-
mately 1-inch intervals. Air is directed down a. NAVSEA SE178-AC-MMO-010, Tech-
the fin shaft in a floating tube, and via a tube nical Manual for Installation, Operation,
assembly, from the fin shaft stud to the leading Maintenance, Repair and Parts Sup-
edge manifold, and then to the air nozzles. port, Hull-Mounted Transducers

S0600-AA-PRO-170
b. N A V S H I P S D W G P F 1 0 9 - 3 0 1 - 17-6.2.20 Auxiliary Propulsion Unit (APU).

4671114, Rev. W, Electrical Equipment
Below the Second Deck 17-6.2.20.1 The auxiliary propulsion unit
(APU) provides a source of power for maneu-
17-6.2.19 Rodmeter (Underwater Log). vering in confined waters and returning to port
if there is a main propulsion failure. Ships in
this class have two APUs. A water-lubricated,
17-6.2.19.1 The rodmeter (also known as the
submersible electric motor drives the
pit sword) is the part of the underwater log that
shrouded propeller (Kort nozzle). The motor is
projects from the ships hull. The underwater
lowered, trained, and raised by motors driving
log is a device for measuring the ships speed
a column that extends through the hull. A 7-
through the water. Ships of this class may
foot by 4-foot fairing plate is attached to the
have either a IC/E 28-6 or IC/E 46-6 type rod-
bottom of the APU assembly. It serves to fair
meter. The IC/E 28-6 rodmeter is a fixed fiber-
the flow of water over the hull when the unit is
glass rodmeter extending 20 inches from the
retracted.
hull. The IC/E 46-6 rodmeter is a fixed fiber-
glass rodmeter extending 39 inches from the 17-6.2.20.2 Location. The auxiliary propul-
hull. Fixed rodmeters require the services of a sion units are located port and starboard,
diver to remove them from the ships hull or to between frames 108 and 100, 48 inches from
perform preventive maintenance. When rod- the centerline, 10 inches above the keel.
meters are properly installed, the outer sur- 17-6.2.20.3 References.
face of the rodmeter hull fitting flange is flush
with the hull. With fixed rodmeters, the most a. NAVSEA S0600-AA-PRO-040, Under-
likely problem to be reported is the failure to water Ship Husbandry Manual, Chap-
receive input. ter 4, Auxiliary Propulsion Units
17-6.2.19.2 Location. The rodmeter is
located on the starboard side, 3 feet 6 inches 17-6.2.21 Keel-mounted Sonar Dome.
from the centerline, 30 inches below the keel,
10 1/4 inches forward of frame 140. 17-6.2.21.1 The sonar rubber dome (SRD) is
a pressure-tight membrane that protects the
17-6.2.19.3 References. sonar transducer array, reduces acoustic
noise attenuation, and provides the proper
a. NAVSEA DWG PF 109-801-4670259, hydrodynamic contour to minimize underway
Rev. F, FFG 7 Docking Plan noise.
17-6.2.21.2 SRDs are constructed much like
b. NAVSEA SE 178-AC-MMO-010, Tech- a steel-belted automobile tire: layers of rubber
nical Manual for Installation, Operation, applied over a series of steel plies. They are
Maintenance, Repair and Parts Sup- normally internally pressurized with water to
port, Hull Mounted Rodmeter Type maintain the desired shape. A skirt plate and
IC/E 46-6 fairing band welded to the hull provide a
smooth interface between the rubber sonar
dome surface and the hull plate.
c. NAVSEA DWG PF 109-301-4671114,
Rev. W, Electrical Equipment 2nd Deck 17-6.2.21.3 Some, but not all sonar domes on
and Below General Arrangement this class are marked with a series of grid
Frame 100-140 markings to facilitate diver orientation. The

S0600-AA-PRO-170
grid markings consist of 2-inch circles along selves using standard techniques when
the periphery of the upper rubber window and inspecting and reporting damage.
fairing angle interface. Directly above each cir-
17-6.2.21.5 Location. The SRD is mounted
cle is a 2-inch number indicating the bearing.
at the keel between frames 40 and 65. It is
Divers should use these grid markings as ref- faired to the hull with a steel skirt plate.
erence points when reporting any damage or
attempting to locate sources of reported noise 17-6.2.21.6 References.
spokes.
a. NAVSEA S9165-AF-MMA-010, Tech-
17-6.2.21.4 On sonar domes lacking grid nical Manual for AN/SQS - 56 Sonar
markings, divers must carefully orient them- Rubber Dome for FFG 7 Class Vessels

S0600-AA-PRO-170
17-6.3 LEVEL 1 INSPECTION PROCEDURES. paint. Report the color of exposed paint. A
divers light is necessary to report color accu-
17-6.3.1 Introduction. rately. Use sections of hull plate to estimate
the condition of small areas: flat and curved
17-6.3.1.1 This section contains Level 1 areas of plate, edges, welds, seams, rivets,
inspection procedures for the FFG 7 Class and bolt heads. The Dive Supervisor main-
Frigate. The Table 17-6.2 checklist presents tains a running log of the conditions and
components in the order in which the diver records the FR and PDR for localized areas.
would find them when making a stern area, This enables the Dive Supervisor to keep
port side, bow, and starboard side inspection track of the total estimate for each section of
dive. Note that all hull openings included on the hull. These values are then summarized,
the docking plan are listed in Figure 17-6.1 yielding the overall condition for each area:
and Table 17-6.2. Depending on the ships bow, stern, flat bottom, and sides. Report the
draft at the time of the inspection, some items docking block areas separatly from the flat
may be above the waterline. The Dive Super- bottom and sides. For docking block areas,
visor can refer to Figures 17-6.1 and 17-6.2 report the average percent of block areas
and Table 17-6.2 (found at the end of these painted and the percent of base metal with pit-
Level 1 procedures) to pinpoint the exact locating. Estimate the average diameter and depth
tion of a particular component. These tables of pitting. For a heavily fouled section of hull,
and figures can be photocopied and used to only the FR can be reported since little or no
document the reported condition of each com- hull paint will be visible.
ponent. In addition, the NAVSEA diver inspec-
17-6.3.2.3 This inspection procedure alerts
tion data forms for the hull, APU, keel-
the diver when the inspection process has
mounted sonar dome, and propeller should be
been completed for each section of the hull to
used to record the inspection results. These
assist in summarizing the overall conditions.
forms are included in Section 5 of this chapter.
Underwater color photography should also be a. Inspect and report the FR.
used to further depict the damage described in
the report and in the forms. b. Inspect and report the PDR. Report
localized areas of pitting, blisters, peel-
17-6.3.2 Paint and Fouling Inspection.
ing, or missing paint.
NOTE
c. Inspect and report the docking block
FR and PDR.
To accurately report the PDR and
FR, the diver must be thoroughly
17-6.3.3 General Hull Plate Inspection.
familiar with NSTM Chapter 081,
Waterborne Underwater Hull
a. Carefully examine the hull plating. Look
Cleaning of Navy Ships.
for areas of bare metal, bleeding rust,
and large areas of pitting.
17-6.3.2.1 One of the most important aspects
of a Level 1 inspection is the assessment of
b. Inspect for holes, cracked weld seams,
the Fouling Rating (FR) and the Paint Deterio-
distorted hull plates, localized areas of
ration Rating (PDR). Values for the FR and the
pitting, corrosion, and any other appar-
PDR may vary widely along the length of a
ent damage.
hull.
17-6.3.2.2 The diver should continuously c. Estimate and report the extent and
report the condition of the paint using standard location of any damage; report length
terms such as peeling, blistered (broken or of cracks and average pit diameter and
intact), and missing antifouling or anticorrosive depth.
FFG 7 Class Inspection Procedures - Level 1 17-6-11

S0600-AA-PRO-170
17-6.3.4 Lifting Fittings. as a reference to gauge wastage

of the line. First, count and report
a. Inspect and report the FR. the number of anodes remaining.
Then, using the center reference
b. Inspect and report the PDR. Report anode, estimate the percentage
localized areas of pitting, blisters, peel- of deterioration of the remaining
ing, or missing paint. anodes.
(3) If no lettering is visible on any of
c. Inspect for cracked or corroded weld
the anodes and the anode line
seams.
appears severely deteriorated,
inspect for straps that are either
17-6.3.5 Sacrificial Anodes (Zincs).
welded or bolted to the hull in the
line. These straps indicate where
a. Verify that anodes are secure by phys-
anodes should be.
ically shaking them.
e. Report the percentage of deterioration
b. Inspect the condition of the anodes. of the remaining anodes.
Report the method of attachment:
bolted or welded. 17-6.3.6 Drain Plug, Inaccessible Void 5-
386-0-V.
NOTE
a. Verify that the plug is present and
Occasionally an anode may ensure that it has not backed out.
develop an oxide film that ren-
ders it inactive. Although b. Inspect and report the FR and the PDR
anodes are rarely passive, this of the immediate area around the plug.
state can readily be detected
by comparing the anode with 17-6.3.7 Rudder.
others in the system. The inac-
tive anode will usually have a a. Inspect the entire rudder surface area
hard, tenacious, dark gray or for any cracked welds or any marks,
black film on the surface. Also, gouges, or scrapes that indicate the
the anode manufacturers iden- rudder surfaces may have made con-
tification will still be prominent tact with an underwater object.
on the surface.
NOTE
c. Count and report all inactive anodes.
If any cracks are detected in
d. Estimate and report the percentage of the welds or if any welds are
anodes remaining. discovered that are excessively
corroded, thoroughly clean the
(1) Since sacrificial anode deteriora- area with a wire brush and
tion is usually most severe at the inspect to determine the extent
ends of each anode line, use the of damage.
center anode as a reference.
(2) Inspect an anode near the center b. Inspect the area between the rudder,
of the anode line. If the lettering the rudder stock, and the hull for fouled
on the anode is still visible, use it wire, rope, or foreign material.
17-6-12 FFG 7 Class Inspection Procedures - Level 1

S0600-AA-PRO-170
NOTE 17-6.3.8 Propeller (5-Bladed).
The rudder design on this class a. Inspect the propeller hub end cover
ship has the potential to drop and hub cone cover plate for damage,
which may lead to eventual cracks, and loose or missing fasteners.
loss of the rudder.
b. Inspect the propeller hub for fouled
wire, rope, or other foreign material.
c. Measure the rudder clearance. With
Fiber such as fish netting or manila line
the rudder amidships, at the forward
may be removed without difficulty. If
edge of the rudder, take the measure-
removal of the material will be exces-
ments at the upper forward edge
sively time consuming, make the
between the rudder and the hull.
appropriate report and arrangements
Design clearance measurement is
for follow-on removal.
4 1/4 inches.
c. Inspect the propeller blade root and
d. Verify that the two 1 1/2-inch fill hole flange areas for cracks and cavitation
plugs (upper) and the one 1 1/2-inch damage. Cavitation damage can be
drain hole (lower) plug are present and identified by an area of small pocked
have not backed out. holes or a rough-textured surface.
e. Sound the rudder by using a rubber or (1) Verify that the blade bolt caps
rawhide mallet. (four on each side of each blade)
are in place and secure.
(1) Rap on the surface to determine if (2) Verify that the 1 1/4-inch thread
the rudder has flooded. Begin savers (one on each side of each
sounding near the uppermost part blade) are in place on the blade
of the rudder and continue down- flange.
ward to the lowest point.
d. Inspect the overall physical appear-
NOTE ance and FR of each blade, starting
with blade A.
Internal framing and stiffeners
will change the sound. It is nec- (1) Inspect the leading and trailing
essary to sound the rudder in edges for nicks, curls, chips,
different locations. A hollow dents, flat spots, cracks, or other
sound indicates the rudder is apparent damage.
not flooded, while a dull sound
(2) Inspect the suction (forward) and
indicates flooding.
pressure (aft) face of each blade
for defects caused by cavitation.
(2) If the rudder is found to contain
water, make the appropriate (3) Inspect the prairie air channel
report and arrangements for fol- cover plate on the blade pressure
low-on dewatering and repair. (aft) face for damage or cracked
welds. Inspect both the pressure
f. Inspect and report the FR and the (aft) and suction (forward) face air
PDR. emitter holes for fouling.

S0600-AA-PRO-170
NOTE they are staked at a minimum of two

places.
the welds or if any welds are f. Ensure that the 12 evenly spaced
discovered that are excessively water circulation holes are clear of any
fouled, thoroughly clean the foreign material.
area with a wire brush and
inspect to determine the extent g. Inspect and report the FR and the PDR
of damage. of the rope guard.
(4) Measure and record the extent of 17-6.3.10 Bearing Housing and Struts.
all damage.
NOTE
(5) Inspect and report the FR of the
propeller. The main struts on this class
17-6.3.9 Rope Guard. ship have a history of severe
corrosion. Most main struts
a. Verify that the rope guard is securely in have been repaired with clad
place. welding, epoxy, or both.
NOTE a. Inspect the bearing housing for the

presence of the five top and bottom
1/2-inch plugs; ensure that they are
A missing rope guard is a seri-
flush and staked at a minimum of two
ous casualty.
places.
b. Inspect all welds for corrosion, dam-
b. Inspect the strut columns for corrosion
age, or cracks.
damage and the presence of wire or
other foreign material.
NOTE
c. Inspect the surface paint condition.
the welds or if any welds are (1) At best, the surface of the struts
discovered that are excessively will be very rough due to previous
corroded, thoroughly clean the damage or repairs.
inspect to determine the extent (2) Inspect for loose or missing
of damage. epoxy.
d. I n s p e c t t h e s t r u t c o l u m n s a t t h e
c. Inspect for the presence of fouled rope, strut/hull interface for cracked welds.
wire, or foreign material.
NOTE
d. Verify that the 3/4-inch running clear-
ance between the rope guard and pro- If any cracks are detected in
peller hub is uniform all around. Take the welds or if any welds are
clearance measurements at the 3, 6, 9, discovered that are excessively
and 12 oclock positions. corroded, thoroughly clean the
e. Verify the presence of the twenty-four inspect to determine the extent
5/8-11 UNC fasteners. Ensure that of damage.

S0600-AA-PRO-170
e. Report the FR and PDR of the strut and covering, or loose covering. The
bearing housing. covering may also have rust
stains indicating where rust has
17-6.3.11 Fairwaters. leaked through near a cut, pin-
hole, area of porosity, patch, joint,
a. Verify the presence of fairwaters. or other flaw.
NOTE
NOTE
Rust stains on the shaft coating
A missing fairwater is consid- indicate corrosion of the shaft.
ered a serious casualty. This is a serious problem.
b. Verify that the 1-inch gap between the b. If any of the above conditions exist,
fairwater and the shaft is uniform all make the appropriate report and
around. Take measurements at the 3, arrangements for follow-on Level 2
6, 9, and 12 oclock positions. inspection.
c. Inspect all welds for corrosion damage 17-6.3.13 Rotating Coupling Cover.
and cracks.
a. Inspect the rotating coupling cover fair-
NOTE
ing plate bolt cover welds.
NOTE
the welds or if any welds are
discovered that are excessively
inspect to determine the extent
of damage.
d. Inspect and report the FR and the PDR
of damage.
of the fairwaters.
b. Verify the presence of the two 1-inch
17-6.3.12 Shafting.
8 UNC fill plugs; ensure that they are
a. Inspect the full length of all accessible places.
glass-reinforced plastic (fiberglass)
covering.
c. Verify that the gap between the rotating
coupling and the fairing is uniform all
(1) Inspect for evidence of deteriora- around. Design clearance is 1 inch.
tion, loss of adhesion, or any Take measurements at the 3, 6, 9, and
apparent physical damage. Loss 12 oclock positions.
of adhesion of shaft covering is
characterized by one or more of
d. Inspect to verify that there is no missing
the following: loss of covering
epoxy between the rotating coupling
(total or partial), delaminations, or
and the shaft.
bare metal.
(2) Inspect for damage such as nicks e. Inspect and report the FR and the PDR
or cuts in the coating, missing of the rotating coupling cover.

S0600-AA-PRO-170
17-6.3.14 Stern Tube and Skeg. c. Inspect and report the FR and the
PDR.
a. Inspect the stern tube fairwater for
missing or loose fasteners, corrosion 17-6.3.17 Masker Belt.
damage, and cracked welds.
a. Inspect for crushed, cracked, or miss-
NOTE ing masker belt.

b. Inspect for displaced masker belt,
sprung from the channel.
area with a wire brush and c. Inspect for loose, missing, or excess
inspect to determine the extent epoxy.
of damage.
d. Inspect the full length of weld between
b. Inspect the skeg for damage, corrosion the fairing plate and the backing plate
or cracked welds. Inspect the access (the backing plate is the plate welded to
cover plate fasteners, located port and the hull plating) and the weld between
starboard just forward of the stern tube the backing plate and the hull plates for
fairing. Verify that the fasteners are in cracks. Inspect both sides.
place and secure.
NOTE
c. Inspect for loose or missing plugs.
There are six fill and drain plugs on the If any cracks are detected in
skeg: one approximately 1 foot forward the welds or if any welds are
of the trailing edge near the hull (port discovered that are excessively
and starboard); one approximately four corroded, thoroughly clean the
feet forward of the trailing edge, one area with a wire brush and
foot above the bottom edge (port and inspect to determine the extent
starboard); and two on the bottom cen- of damage.
terline, one and four feet from the trail-
ing edge. e. Inspect the 3/64-inch emitter holes for
fouling. Emitter holes are spaced in
17-6.3.15 Overboard Discharge. sections and the spacing varies in den-
sity for each section.
a. Inspect for foreign material or corrosion
damage.
g. I n s p e c t f o r h o l e s i n t h e f a i r i n g
plate/welds.
b. Inspect and report the FR and the
PDR.
h. If installed, inspect the support straps
17-6.3.16 Sea Chest and Seawater Suction. for missing insulation.
a. Inspect screens and grates for clogged i. Inspect for a loose or missing 1 1/2-
holes and loose or missing fasteners. inch NPT clean-out plug located 2 1/2
inches from the keel termination sup-
b. Inspect splitter bars for corrosion dam- port strap.
age, broken or missing bars, cracked
welds, and missing or loose fasteners. j. Inspect any previously repaired areas.

S0600-AA-PRO-170
k. Inspect and report the FR and, if NOTE

painted, the PDR.
Occasionally an anode may
17-6.3.18 Fin Stabilizer. develop an oxide film that ren-
ders it inactive. Although
a. Inspect the area between the fin and anodes are rarely passive, this
hull for foreign material or damage. state can readily be detected
by comparing the anode with
b. Verify that the four 1-inch and one 3/8- others in the system. The inac-
inch nylon thread savers (both sides, tive anode will usually have a
ten total) are present and have not hard, tenacious, dark gray or
backed out. black film on the surface. Also,
the anode manufacturers iden-
c. Inspect the nozzles on the fin nose and tification will still be prominent
leading edge cavity for damage, foul- on the surface.
ing, or blockage. Inspect for a loose or
missing air channel clean-out plug.
(3) Count and report all inactive
anodes.
d. Inspect and report the FR and the
PDR. (4) Estimate and report the percent-
age of anodes remaining.
17-6.3.19 Bilge Keel with Sacrificial
Anodes. (a) Since sacrificial anode deterio-
ration is usually most severe at
a. Inspect the bilge keel for dents, cracks, the ends of each anode line,
curled edges, missing plate, or other use the center anode as a ref-
apparent damage. erence.
b. Inspect for foreign material and loose (b) Inspect an anode near the cen-
or missing plugs. There are three plugs ter of the anode line. If the let-
on each bilge keel. Two 1 1/2-inch tering on the anode is still
diameter plugs are located on top at visible, use it as a reference to
frames 141 and 157. One 1 1/2-inch gauge wastage of the line. First
diameter plug is located on the bottom count and report the number of
at frame 171. anodes remaining. Then, using
the center reference anode,
c. Measure and record the location of any estimate the percentage of
damage. deterioration of the remaining
anodes.
d. Inspect the sacrificial anodes located
above, below, or directly on the bilge
(c) If no lettering is visible on any
keel.
of the anodes and the anode
line appears severely deterio-
(1) Verify that the anodes are secure
rated, inspect for straps that
by physically shaking them.
are either welded or bolted to
(2) Inspect the condition of the the hull in the line. These
anodes and report the method of straps indicate where anodes
attachment: bolted or welded. should be.

S0600-AA-PRO-170
(5) Report the number of missing 17-6.3.22 Rodmeter.

anodes and estimate the percent-
age of deterioration of the a. Inspect for the presence of foreign
remaining anodes. material and for damage or structural
e. Inspect and report the FR and the failure.
PDR.
b. Verify that the angle of protrusion is
17-6.3.20 Transducer (Tracking Pinger). perpendicular to the mounting flange.
a. I n s p e c t s e n s o r c o v e r s f o r t e a r s , c. Gently shake the rodmeter to verify that

gouges, or delaminations. it is secure.
b. Inspect the evenly spaced 3/4-inch

d. Inspect and report the FR.
thread savers around the perimeter of
the sensor flange; ensure that they are
flush and have not backed out. 17-6.3.23 Auxiliary Propulsion Unit (Clo-
sure Plate).
c. Inspect for loose or missing fasteners
and loose or missing fairing compound. a. Verify that the gap between the hull
opening and the fairing plate is uniform
d. Inspect for signs of structural failure or all around. The allowable gap around
damage caused by contact with under- the perimeter is 1 inch 1/4 inch.
water objects.
b. Inspect the fairness of the APU fairing
e. Inspect and report the FR. plate with the outer shell plating. Mea-
sure and record the projection and
17-6.3.21 Transducer (UQN-1). depression of the forward and after
edges of the fairing. Take a minimum of
a. I n s p e c t s e n s o r c o v e r s f o r t e a r s , three readings (port, center, and star-
gouges, or delaminations. board) on each edge.
b. Inspect the equally spaced 10 UNC

(1) The forward edge of the plate
plugs around the perimeter of the sen-
should be flush (or recessed no
sor flange; ensure that they are flush
more than 1/4 inch) from the sur-
and have not backed out.
face of the outer shell plating.
c. Inspect for loose or missing fasteners (2) The after edge should be flush (or
and loose or missing fairing compound. protruding no more 1/4 inch) from
the surface of the outer shell plat-
d. Inspect for signs of structural failure or ing.
damage caused by contact with under-
water objects. c. Inspect and report the FR and the PDR
of the fairing plate and the surrounding
e. Inspect and report the FR. hull plate.

S0600-AA-PRO-170
17-6.3.24 Keel-mounted Sonar Dome c. Inspect the fairing band along the
(Sonar Rubber Dome). upper perimeter of the dome for
cracked welds or separation from the
dome.
WARNING
NOTE
Divers must exercise care
when touching a dome with If any cracks are detected in
steel wires exposed. the welds or if any welds are
WARNING area with a wire brush and
of damage.
Avoid direct bare skin contact
with NOFOUL rubber surfaces. d. Inspect the hull/sonar dome skirt plate
Avoid contact between hands interface for cracked welds or structural
and eyes if hands have been damage.
exposed to the NOFOUL rub-
ber material. Wash hands thor- NOTE
oughly before eating, drinking,
or smoking.
a. Inspect the entire surface of the sonar discovered that are excessively
dome using a latitudinal inspection pat- corroded, thoroughly clean the
tern. Survey a swath approximately 3 area with a wire brush and
feet wide on each pass until complete. inspect to determine the extent
of damage.
b. Inspect the rubber dome surface condi-
tion and the steel interface with the hull. e. Report all discrepancies. NAVSEA
Form 4730/5 can be used to illustrate
the location and extent of damage.
dome. The rubber surface of the NOTE
dome is made of NOFOUL rub-
ber. However, the antifouling Rubber damage with exposed
properties of the dome may wires, cracked welds or struc-
become ineffective as the dome tural damage are severe condi-
ages or from over-spray of paint tions.
while in dry dock. Fouling
degrades the performance of the 17-6.3.25 Drain Plug, Hull Void.
sonar.
(2) Inspect for exposed wires, cuts, a. Verify that the plug is present and
pits, gouges, bulges, soft spots, ensure that it has not backed out.
and any previous repairs that
may have become faulty or dete- b. Inspect and report the FR and PDR of
riorated. the immediate area around the plug.
FFG 7 Class Inspection Procedures - Level 1 17-6-19 (17-6-20 blank)

Name of Ship
Inspection Activity S0600-AA-PRO-170
Inspection Location
Inspection Date
Type of Inspection (Level 1 or Level 2)
Table 17-6.2. Checklist of Major Hull Components. (sheet 1 of 5)
(Item Numbers Correspond to Numbers on Figure 17-6.1, Plan and Profile Drawing.)
Docking Size
Item Location on Hull
Plan Component System Served ** = Sea Chests with Conditions Found
No. * = Item may be above waterline
Ref. No. 6 x 4 angle baffles
1 Stern Area Paint and Fouling Frame 329-410
2 Stern Area Hull Plate Frame 329-410

3 16 Overboard Discharge Main and Secondary Drain and Ballast Frame 375 Stbd, 16 11 off CL * 2 5/8 dia.
4 54 Overboard Discharge Flushing Pressure Release Frame 363 Port, 18 6 off CL * 1 dia
5 Lifting Fittings (3 Port, 3 Stbd) Rudder and Propeller Frame 406, 392, 382
6 Sacrificial Anodes, Hull Mounted Stern and Rudder Frame 410-398 CL
7 44 Plug (Drain) Inaccessible Void 5-386-0-V Frame 401 Stbd, 1 off CL 2 dia
8 Sacrificial Anodes, Hull Mounted Running Gear Frame 390-350
9 43 Plug (Drain) Frame 386 Stbd, 1 off CL 1 7/8 dia
10 Rudder Frame 403-390 Stbd, 2 off CL
10.a Rudder Drop Measurement
10.b Paint and Fouling
10.c Plating, Welds, Cover Plate
10.d Plugs - 2 Upper, 1 Lower
10.e Sound Rudder
11 Propeller, CP, 5-Bladed Frame 384 CL 16 6 dia
11.a Hub
11.b Blades
11.b.1 Blade Bolt Caps and Thread

Savers
11.b.2 Blade FR and Damage
11.b.3 Prairie Air Channels
12 Shaft Bearing Housing and Struts
12.a Rope Guard

Name of Ship
Inspection Location
Inspection Date Table 17-6.2. Checklist of Major Hull Components. (sheet 2 of 5)
Type of Inspection (Level 1 or Level 2) (Item Numbers Correspond to Numbers on Figure 17-6.1, Plan and Profile Drawing.)
Docking Size
12.b Bearing Housing
12.c Struts
12.d Fairwater
13 Shaft
14 Rotating Coupling Cover
15 Stern Tube and Skeg
15.a Skeg Sacrificial Anodes Frame 348-338 Port/Stbd
15.b 42 Plug, Skeg Fill Fitting Frame 348 Stbd, 7 off CL
15.c 45 Plug, Skeg Drain Frame 343 CL
15.d 41 Plug, Skeg Drain Frame 340 CL
Note: This completes the stern area for reporting FR and PDR values. Transom to frame 329.
16 Port Side Paint and Fouling Frame 328-93
17 Port Side Hull Plate Frame 328-93
17.a Port Side Docking Block Areas

(Include Keel Block Areas), FR
and PDR
18 50 Overboard Discharge Air Compressors Frame 323 Port, 20 4 off CL * 2 dia
19 31 Overboard Discharge Diesel Seawater Circulating and Air Compressors Frame 319 Port, 19 2 off CL * 5 dia
20 30 Overboard Discharge Distilling Plant Cooling Water Frame 313 Port, 20 11 off CL * 6 1/8 dia
21 14 Sea Chest Auxiliary Machinery Room #3 (Frame 305-308) Frame 306 Port, 3 2 off CL 33 1/2 x 19 **
22 13 Sea Chest Auxiliary Machinery Room #3 (Frame 297-300) Frame 298 Port, 3 3 off CL 27 1/2 x 22 5/8 **
23 17 Overboard Discharge Prairie/Fin Stabilizer Air Cooler Frame 268 Port, 18 3 off CL 4 1/8 dia
24 8 Overboard Discharge Eductor Main Drainage System Frame 255 Port, 21 8 off CL 5 1/16 dia
25 26 Overboard Discharge Seawater Circulating Sea Chest Vent Frame 252 Port, 22 9 off CL * 2 5/8 dia
26 Masker Belt Frame 254
27 7 Sea Chest Engine Room (Frame 253-250) Frame 250 Port, 8 4 off CL 33 1/2 x 29 **
28 5 Sea Chest Auxiliary Machine Room #2 (Frame 233-236) Frame 236 Port, 8 6 off CL 33 1/2 x 27 **

Name of Ship
Inspection Location
Docking Size
29 25 Overboard Discharge Diesel Seawater Circulating and Air Compressor Frame 218 Port, 22 3 off CL 6 1/8 dia
30 3 Overboard Discharge Eductor Main Drainage System Frame 214 Port, 20 off CL 5 1/8 dia
31 23 Overboard Discharge Seawater Cooling Frame 204 Port, 19 11 off CL 3 1/8 dia
32 24 Overboard Discharge Eductor Frame 203 Port, 18 6 off CL 5 1/8 dia
33 Fin Stabilizer Frame 193 Port, 20 11 off CL
34 15 Sea Chest Auxiliary Machinery Room #1 (Frame 188-186) Frame 187 Port, 6 2 off CL 23 7/8 x 27 **
35 22 Overboard Discharge Diesel Seawater Circulating Frame 182 Port, 18 2 off CL 5 1/8 dia
36 21 Overboard Discharge Seawater Circulating Sea Chest Valve Frame 185 Port, 22 2 off CL * 2 5/8 dia
37 Masker Belt Frame 176 Port

38 32 Overboard Discharge Oily Water Separators Frame 173 Port, 19 1 off CL 2 dia
39 Bilge Keel Frame 138-181 Port
39.a Sacrificial Anodes

39.b 18 Plug Drain Bilge Keel Frame 171 Port 1 1/2 dia
39.c 40 Plug Vent Bilge Keel Frame 157 Port 1 1/2 dia
39.d 39 Plug Fill Bilge Keel Frame 141 Port 1 1/2 dia
40 28 Closure Plate Auxiliary Propulsion Unit (APU) Frame 107-100 Port, 4 off CL 7 1 x 4 1
41 49 Overboard Discharge Seawater Cooling from Air Conditioning Con- Frame 98 Port, 16 off CL * 4 dia
denser
42 48 Overboard Discharge Eductor Main and Secondary Drainage Frame 97 Port, 16 4 off CL * 4 dia
Note: This completes the port side for reporting FR and PDR values. Frames 329 to 93.
43 Bow Paint and Fouling Frame 93 and Forward
44 Bow Hull Plate Frame 93 and Forward
44.a Bow Docking Block Areas (Keel Frame 93-65

Block), FR and PDR
45 53 Overboard Discharge Seawater Cooling from Air Conditioning Con- Frame 89 Port, 14 2 off CL * 4 dia
denser
46 47 Overboard Discharge Eductor Main and Secondary Drainage Frame 51 Stbd, 9 9 off CL * 6 dia

Name of Ship
Inspection Location
Docking Size
47 51 Overboard Discharge Seawater Cooling Frame 49 Stbd, 8 8 off CL 2 dia
48 Sonar Dome Frame 65-40 CL

48.a Fairing Plate Frame 65-40 CL
48.b Sonar Rubber Dome (SRD) Frame 65-40 CL
49 38 Plug, Drain Hull Void Frame 32 Port, 9 off CL 1 3/4 dia
Note: This completes the bow area for reporting FR and PDR values. Frame 93 and forward.
50 Starboard Side Paint and Fouling Frame 328-93
51 Starboard Side Hull Plate Frame 328-93
51.a Starboard Side Docking Block

Areas (Report Side Blocks Only),
FR and PDR
52 28 Closure Plate Auxiliary Propulsion Unit (APU) Frame 107-100 Stbd, 4 off CL 7 1 x 4 1
53 35 Rodmeter Frame 139 Stbd, 3 6 off CL 6 dia
54 29 Transducer UQN-1 Frame 138 Stbd, 3 6 off CL 19 dia

55 37 Transducer Tracking Pinger Frame 140 Stbd, 4 1 off CL 4 dia
56 Bilge Keel Frame 138-181 Stbd
56.a Sacrificial Anodes
56.b 18 Plug Fill Bilge Keel Frame 141 Stbd 1 1/2 dia
56.c 40 Plug Vent Bilge Keel Frame 157 Stbd 1 1/2 dia
56.d 39 Plug Drain Bilge Keel Frame 171 Stbd 4 1/2 dia
57 34 Overboard Discharge Electronic Cooling Water Frame 157 Stbd, 21 4 off CL * 3 1/8 dia
58 20 Overboard Discharge Laundry Steam Drain Frame 167 Stbd, 18 9 off CL 3 dia
59 19 Overboard Discharge Boiler Blow Frame 160 Stbd, 14 6 off CL 1 3/8 dia
60 1 Sea Chest Fire Pump #1 (Frame 172-175) Frame 172 Stbd, 8 6 off CL 33 1/4 x 27
61 Masker Belt Frame 176 Stbd
62 Fin Stabilizer Frame 193 Stbd, 20 11 off CL
63 2 Overboard Discharge Drainage Frame 218 Stbd, 18 4 off CL 3 1/8 dia

Name of Ship
Inspection Location
Docking Size
64 4 Overboard Discharge Diesel Seawater Circulating Frame 234 Stbd, 22 1 off CL 5 dia
65 6 Sea Chest Auxiliary Machine Room #2 (Frame 233-236) Frame 236 Stbd, 8 6 off CL 33 1/2 x 27 **
66 11 Sea Chest Engine Room (Frame 253-250) Frame 250 Stbd, 8 5 off CL 33 1/2 x 28 7/8 **
67 26 Overboard Discharge Seawater Circulating Sea Chest Vent Frame 252 Stbd, 22 8 off CL 2 5/8 dia
68 Masker Belt Frame 254 Stbd
69 27 Overboard Discharge Start Air Cooler Frame 265 Stbd, 21 4 off CL * 3 1/8 dia
70 46 Overboard Discharge Electronic Cooling Water Frame 265 Stbd, 21 4 off CL 2 dia
71 9 Overboard Discharge Main Lube Oil Cooler Seawater Circulating Frame 269 Stbd, 21 4 off CL 6 dia
72 10 Overboard Discharge Eductor Main Drainage System Frame 293 Stbd, 17 1 off CL 5 dia
73 33 Overboard Discharge Waste and Oily Waste Frame 301 Stbd, 19 9 off CL 2 3/8 dia
74 12 Sea Chest Auxiliary Machinery Room #3 (Frame 304-308) Frame 306 Stbd, 3 1 off CL 45 3/4 x 18 7/8 **
75 36 Overboard Discharge Brine from Distilling Plant Frame 303 Stbd, 21 3 off CL * 4 dia
76 52 Overboard Discharge Brine from Distilling Plant #2 Frame 308 Stbd, 21 6 off CL 3 dia
Note: This completes the starboard side for reporting FR and PDR values. Frame 93 to frame 329.

S0600-AA-PRO-170
FFG 7 Class Inspection Procedures - Level 1 Figure 17-6.1 FFG 7 Class Plan and Profile. 17-6-31 (17-6-32 blank)
S0600-AA-PRO-170
FFG 7 Class Inspection Procedures - Level 1 Figure 17-6.2 FFG 7 Class Running Gear. 17-6-33 (17-6-32 blank)
S0600-AA-PRO-170
17-6.4 LEVEL 2 INSPECTION PROCEDURES. plate; and condition of exposed stiffeners and
framing.
17-6.4.1 Introduction.
17-6.4.2.2.3 Damage at or near the keel must
17-6.4.1.1 This section contains Level 2 include a detailed inspection of the keel.
inspection procedures for the FFG 7 Class Locate and measure any cracks or distortion.
Guided Missile Frigate. The procedures are
presented in the order in which the diver would 17-6.4.2.2.4 Example of Report. 10-foot by
find the components when making a stern-to- 35-foot damaged area running fore and aft, 15
stem swim. The Dive Supervisor can refer feet outboard port of the keel beginning 38
back to Table 17-6.2 to pinpoint the exact feet aft of the rodmeter. Damage begins with
location of a particular component. an area of scraped paint, approximately 10
feet long, and continues to a maximum plate
17-6.4.1.2 The purpose of a Level 2 inspec- distortion of four inches by six feet wide by 20
tion is to conduct a detailed inspection of the feet long, 50 percent bare metal, no visible hull
malfunctioning or damaged component. The plate cracks, no suctions or discharges are
diver must gather sufficient information for fur- located in the damaged area.
ther evaluation. For this reason, the diver must
17-6.4.2.3 Inspection Procedure.
make precise measurements and record the
exact coordinates of any discrepancies which 17-6.4.2.3.1 Gross Damage Assessment.
require further repair. The drawings in this
a. Conduct a quick inspection of the dam-
chapter can be photocopied and marked to
aged area and immediate surrounding
show the location and extent of damage. The
area.
diver can also refer to the appropriate forms
for recording damage on certain types of sys- (1) Inspect the condition of the hull
tems. Underwater color video and/or photog- paint and locate the closest hull
raphy should also be used to further depict the appendages and openings.
damage described on the report and on the (2) If only paint damage has
forms. occurred, report the size and
17-6.4.2 Hull Coating And Hull Plate. location; if distorted, gouged, or
cracked metal is found, continue
17-6.4.2.1 The purpose of a Level 2 hull coat- with the detailed inspection.
ing and hull plate inspection is to accurately
(3) Measure extent of pitting: per-
assess the extent of known or suspected dam-
cent, diameter, and depth.
age resulting from collision, grounding, or
other mishap. The inspection requires a 17-6.4.2.3.2 Detailed Damage Inspection.
detailed description (with measurements) of
a. Thoroughly inspect all damaged areas:
the exact location and extent of all damage.
length, width, and orientation of all
17-6.4.2.2 Damage Description Requirements. cracks, area of distorted or missing hull
plate, maximum depression of plate,
17-6.4.2.2.1 Report all areas, size, and location presence of torn or bulging plate.
of paint damage, areas of exposed metal, and
condition of surrounding paint. Use definable ref- b. If hull plate is torn or missing, report
erence points such as suctions, discharges, bilge condition of all exposed framing.
keel, flat bottom, turn of the bilge, etc. NOTE
17-6.4.2.2.2 Hull plate damage must be Damage at or near the keel is a
detailed in terms of the amount of distortion, serious casualty. Exact details
orientation, and size, length and maximum of the condition are required to
width of cracks or gouges; proximity and orien- determine the seaworthiness of
tation of closest weld seams; torn or missing the hull.

S0600-AA-PRO-170
Figure 17-6.3. Spade Rudder with Rudder Post Fairing.
17-6.4.3 Rudder. b. Length, maximum width, and orienta-

tion of all cracks; give closest weld
17-6.4.3.1 Damage Description Require- seam information, include the direction
ments. of the crack with respect to the weld
(perpendicular or parallel) and the
17-6.4.3.1.1 Inspection of rudders requires a proximity of the crack to the weld (cen-
detailed description (with measurements) of ter of weld, base metal). If cracks are
the exact location and size of all corrosion, found in or near any clad welding,
damage, and flaws. As a minimum, the describe the location with respect to
description must include: the cladding (center, edge, parallel to
weld bead, etc.).
a. Distance and direction (port/star- c. Total area affected, including the diam-
board/forward/aft) from an obvious ref- eter and depth of any pitting; also
erence point (top/bottom/side/leading include both the maximum and aver-
edge). age pit size.

S0600-AA-PRO-170
d. Area and location of corrosion or other missing fasteners. Ensure that

damage. both clamp rings are secure.
(3) Inspect the sixteen 7/8-inch seat
e. PDR and FR.
mounting bolts. Ensure that all
are in place and secure.
17-6.4.3.1.2 Example of Report. Pitting on
leading edge of rudder, inboard side, starting (4) Inspect the seal body for dam-
30 inches from forward bottom, 6-inch by age, cracks, tears, or splits.
8-inch area. Maximum pit depth: 1/8-inch
(5) Inspect the six anti-slip supports
depth by 1/4-inch diameter. Average pit depth:
and fasteners. Ensure that all are
1/8-inch depth by 1/4-inch diameter.
in place and secure.
17-6.4.3.2 Inspection Procedure. See Fig-
d. Inspect the rudder surface.
ure 17-6.3.
a. Inspect the rudder stock area. (1) Determine the overall FR of the
rudder. If the rudder FR is 40 or
(1) Inspect the area between the rud- greater, inspect for clean areas
der, rudder post fairing, and which indicate areas of recent
around the rudder stock for fouled damage from grounding or con-
wire, rope, or other foreign mate- tact with submerged objects. If
rial. any such areas are found, thor-
oughly inspect for cracks, dents,
b. Measure the rudder clearance.
or gouges.
(1) With the rudder amidships take (2) Conduct a detailed inspection of
the clearance measurement the rudder surface for any
between the top of the rudder (at cracked welds, marks, gouges, or
the forward most point of the rud- scrapes. Inspect for areas of
der) and the hull. Design clear- bleeding rust and bare metal.
ance measurement is 4 1/4
NOTE
inches.
(2) Verify that the two fill plugs on top If any cracks are detected in
of the rudder are present and the welds or if any welds are
secure. discovered that are excessively
c. Inspect the rudder stock seal assem-
bly.
of damage.
NOTE
(3) Some rudders on this class have
The rudder must be cycled to
cover plates bolted in place.
either port or starboard to pro-
Inspect the cover plate to ensure
vide access to rudder stock
it is secure and that the forty-two
seal assembly.
3/4-10 UNC bolts are secure.
(1) Inspect for biological fouling. If (4) Verify that the drain plug on the
fouled, clean with a wire brush. bottom of the rudder is present
and secure.
(2) Inspect the upper and lower
clamp rings. Inspect for loose or (5) Report the FR and the PDR.

S0600-AA-PRO-170
e. Sound the rudder. different locations. A hollow

sound indicates the rudder is
(1) Using a rubber or rawhide mallet, not flooded, while a dull sound
rap on the surface to determine if indicates flooding.
the rudder has flooded. Begin
sounding near the uppermost part
of the rudder and continue down-
water, conduct a detailed inspec-
tion to locate the source of flood-
NOTE ing. Inspect all plugs for tightness
and inspect weld seams for
Internal framing and stiffeners cracks. Make the appropriate
will change the sound. It is nec- report and arrangements for fol-
essary to sound the rudder in low-on dewatering and repair.
Figure 17-6.4. Controllable Pitch Propeller with Prairie Air System.

S0600-AA-PRO-170
17-6.4.4 Propeller (5-Bladed). b. Blade palm. The round portion of the

propeller blade that bolts to the hub
17-6.4.4.1 Damage Description Require- (also referred to as the blade flange).
ments.
c. Blade bolt cap. A protective cover
17-6.4.4.1.1 The inspection of a propeller installed over the blade bolt.
requires a detailed description (with measure-
ments) of the exact location and size of any d. Pressure face. The portion of the blade
damage, flaws, cracks, porosity, curls, bends, that faces aft.
or cavitation erosion. Cavitation erosion
results from the rapid formation and collapse e. Suction face. The portion of the blade
of water vapor bubbles on the propeller sur- that faces forward.
faces while underway. This damage results in
a porous, sponge-like, pitted metal surface. f. Leading edge. The heavy, thick, more
Heavy localized concentrations of eroded rounded portion of blade closest to the
areas should be interpreted as cavitation ero- forward end of the hub.
sion.
17-6.4.4.1.2 Propellers are subject to two g. Trailing edge. The thinner, sharper por-
kinds of cavitation erosion: one caused by pro- tion of blade closest to the aft end of
peller damage and the other by design or the hub.
operating conditions. Therefore, if cavitation
damage is found, inspect for the cause. The h. Fillets. The area at the base of each
irregularity ahead of the eroded area can be a blade where the pressure and suction
nick, gouge, or other damage in the leading faces are blended into the flange con-
edge or a leading edge radius that has been tour (the intersection between the
improperly cleaned or finished, leaving flat flange and the blade).
spots or other unfairness.
17-6.4.4.1.3 Do not confuse cavitation ero- i. Blade tip. The outermost edge of the
blade.
sion with porosity. Porosity is common and is
a manufacturing defect. Porosity will likely be
coupled with fouling. Cavitation is uncommon j. Emitter holes. Holes drilled into a chan-
and is often characterized by a trace of worn nel near the leading edge that distrib-
away metal (area is clean) in the direction of ute the prairie masker air.
water flow. Porosity is often sharp-edged,
whereas cavitation erosion (unless severe) is k. Hub cone. A fairing bolted to the aft end
not. of the hub which provides a smooth
hydrodynamic flow.
17-6.4.4.1.4 Damage location descriptions
must include reference to obvious points and
l. Hub cone cover plate. Fairing plates
must use standard nomenclature. Following is
that are installed over the bolts used in
a list of common propeller terms:
the attachment of the hub cone to the
a. Blade number. Propeller blades are let- hub.
tered counterclockwise (when viewed
from astern) using letters A through m. Hub end cover. Aft end of the hub cone
E. These letters are stamped on the cover assembly used to distribute the
flat surface blade hub flange. Number- prairie air past the check valve through
ing may be in the form of serial num- the hub cone cover and hub and then
bers such as RH8A, RH8B, etc. out to the blades.

S0600-AA-PRO-170
n. Retainer plate. This plate is threaded b. Inspect the propeller hub for fouled
into the hub end cover and retains the wire, rope, or other foreign material.
prairie air adapter plug. Fiber such as fish netting or manila line
o. Prairie air adapter plug. This plug is removal of the material will be exces-
threaded into the retainer plate and sively time consuming, make the
provides access to the check valve. appropriate report and arrangements
17-6.4.4.1.5 It is important that the diver
accurately report the size and extent of any c. Conduct a detailed inspection of any
damage. The report must reflect an accurate obvious major damage and thoroughly
measurement of the area for cavitation ero- document the type, size, and location
sion, porosity, curls, bends, scrapes, cracks, of the damaged area.
nicks, gouges, and the maximum width and
length of any cracks. 17-6.4.4.2.2 Detailed Damage Inspection.
17-6.4.4.1.6 Example of Report. Blade D,
NOTE
trailing edge, 2 feet from blade palm, 1/8-inch
deep by 1-inch long nick. Evidence of cavita-
tion erosion on the suction face, starting 4 If the FR of the propeller is 40
inches in from the nick. Erosion damage cov- or greater, the propeller must
ers a 2-inch by 4-inch area. be cleaned prior to conducting
the detailed inspection unless
17-6.4.4.1.7 NAVSEA Form 4730/6 (NSN the decision is made that, due
0116-LF-047-3035) Propeller Inspection Data to obvious damage, the propel-
should be used to record results. ler blades require replacement.
a. Inspect the entire surface of the propel-
ler hub. Inspect for cable marks,
17-6.4.4.2.1 Gross Damage Assessment. scratches, cracks, curls, gouges,
porosity, and cavitation erosion. Partic-
a. Conduct a quick inspection of all sur- ular attention must be given to any
faces. cracks to determine whether it is one
crack, or cracks that run completely
(1) Make note of the overall FR and around the hub. Record the exact loca-
look for areas of obvious damage tion, size, and orientation of any such
(bends, cracks, curls, gouges, cracks.
and nicks) that indicate the pro-
peller may require changing. b. Inspect the blades.
(2) For moderately or heavily fouled
propellers (FR 40 or greater) look NOTE
for clean areas that indicate
recent damage (contact with an Report the exact location and
object or grounding, or areas of extent of damage as it is found.
cavitation erosion). If evidence of A running log of the inspection
cavitation erosion is discovered, must be maintained by the log
carefully inspect the area ahead keeper to ensure accuracy.
of the erosion for any irregulari-
ties (nicks, flat spots, etc., in the (1) Inspect the overall physical
leading edge). appearance and FR of each

S0600-AA-PRO-170
blade, pressure and suction (9) Inspect the retainer plate for
faces, starting with blade A. loose or missing fasteners and
leaking hydraulic oil. There is one
(2) Inspect the tip and leading and 5/16-inch socket set screw.
trailing edges of each blade for
nicks, curls, chips, dents, flat (10) Inspect the prairie air adapter
spots, cracks, or other apparent plug for loose or missing fasten-
damage. Cracks may be found in ers and leaking hydraulic oil.
the edges and tips without any There are two 1/2-inch socket
evidence of impact in the area. screws and one 3/8-inch socket
They can be caused by local set screw.
vibration, stress corrosion crack- (11) Inspect the suction (forward) and
ing, or residual stresses in the pressure (aft) face of each blade
blades. for defects caused by cavitation.
NOTE Cavitation damage can be identi-
fied by an area of small pocked
holes or a rough-textured surface.
Pay particular attention to
areas of the blade where (12) Inspect the prairie air channel
repairs have been made (areas cover plate on the blade pressure
of discoloration caused by (aft) face for damage or cracked
welding). Thoroughly inspect welds. The cover plate is 1 1/2
these areas for the presence of inches wide and is located 3/8
cracks. inch from the leading edge, start-
ing at the hub. Inspect both the
(3) Verify that two 1 1/4-inch thread pressure (aft) and suction (for-
savers installed in the lifting bolt ward) face emitter holes for foul-
holes (180 on each side of each ing. The air emitter holes are 3/64
blade) are in place on the blade inch in diameter. The blades suc-
palm. tion (fwd) and pressure (aft) faces
each have 151 holes. They are
(4) Verify that the blade bolt caps spaced 1 inch apart, starting 4 1/4
(four on each side of each blade) inches above the hub on the lead-
are secure and in place. ing edge. To function properly,
these emitter holes must be free
(5) Inspect the hub for debris, cavita-
of fouling.
tion damage, and leaking hydrau-
lic oil. NOTE
(6) Inspect the cone cover plates for If any cracks are detected in
damage, loose or missing plates, the welds or if any welds are
and loose or missing fasteners. discovered that are excessively
Each cone cover plate is secured corroded, thoroughly clean the
with twenty 1/2-inch cap screws. area with a wire brush and
(7) Inspect the hub cone for damage inspect to determine the extent
and leaking hydraulic oil. of damage.
(8) Inspect the hub cone end cover c. Record the overall FR of the propeller.
plate for loose or missing fasten-
ers and leaking hydraulic oil. d. If any discrepancies are found, make
There are 10 1-inch cap screws. the appropriate report and arrange-

S0600-AA-PRO-170
ments for follow-on cleaning and/or air flow is too great to observe
repair. individual holes, Ships Force
can decrease the flow.
17-6.4.4.2.3 Detailed Inspection of the Pro-
peller Prairie Air System. a. Gross damage assessment.
NOTE (1) Begin the inspection procedure

by conducting a quick inspection
Before proceeding with the
of the system for air leakage
next step, verify that there is
other than from the air emitter
sufficient depth between the tip
holes. Check the propeller hub
of the lower most blade and the
end cover, blade palms, and the
bottom. A minimum of 5 feet is
air channel weld seams.
required to prevent mud or silt
from being sucked into the air (2) Note the general dispersion of air
emitter holes. so that areas that appear below
normal can be concentrated on
NOTE during the detailed inspection of
each blade. Use a wood block,
Performance of the following
bronze or lexan scraper, or a
procedure requires that the
greenie to remove light fouling
dive station have, as a mini-
in areas where the holes appear
mum, sound powered commu-
to be fouled.
nications with Ships Force
personnel. b. Detailed inspection of the air emitter
holes.
NOTE
(1) Beginning with blade A, start at
When the diver reports ready, the hub of the propeller and con-
the Dive Supervisor will have duct the inspection toward the tip.
Ships Force apply low pres-
sure air so that a thorough (a) Inspect to determine that the
inspection of the prairie air sys- first five emitter holes are clear
tem can be conducted. of fouling.
(b) Working toward the blade tip,

WARNING inspect in 10-hole segments.
Report the number of holes
fouled per 10-hole segment.
Rotating the propeller while NAVSEA S9245-AR-TSM-010/
divers are in the vicinity may PROP, Technical Manual for
cause serious injury or death. Marine Propeller Inspection,
Ensure that the propeller is Repair and Certification, stipu-
rotated only at the direction of lates that no more than two
the Dive Supervisor. holes in any series of 10 may
be fouled, and that no two adja-
NOTE cent holes may be fouled.
Insufficient flow of air to the
lower blades may require jack- (c) At the blade tip, inspect to
ing the shaft over to reposition determine that the last five
each blade for the inspection. If holes are clear of fouling.

S0600-AA-PRO-170
NOTE (3) Secure the air flow to the emitter

system.
The maximum allowable num-
ber of fouled holes for each
c. If any discrepancies are found, make
blade is 16.
the appropriate report and arrange-
(2) Repeat the inspection process for ments for follow-on cleaning and/or
the remaining propeller blades. repair.
Figure 17-6.5. Main Strut, Shaft, Stern Tube, Rotating Coupling, Rope Guard, and Fairwaters.
17-6.4.5 Main Propulsion Assembly (Main tube, rotating coupling, rope guard, and stern
Strut, Shaft, Stern Tube, Rotating Cou- tube requires a detailed description (with mea-
pling, Rope Guard, and Fairwaters). surements) of the exact location and size of
any damage or flaws. The description must
17-6.4.5.1 Damage Description Requirements. include:
a. Distance and direction (port/star-
17-6.4.5.1.1 General condition or damage board/forward/aft) from an obvious ref-
assessment of the main strut, shaft, stern erence.

S0600-AA-PRO-170
b. Length, maximum width, and orienta- (b) Inspect for loose or missing
tion of all cracks. If the crack(s) is on or epoxy.
near a weld seam, include closest weld
seam information: the direction of the (2) At the strut/hull interface, inspect
crack with respect to the weld (perpen- the strut columns, doubler plates
dicular or parallel) and proximity to the and immediate area hull plate for
weld (center of the weld or base metal). cracked welds, corrosion, and
damage.
c. Total area affected, including the diam- NOTE
eter and depth of any pitting; also
include both the maximum and aver-
age pit size.
d. Area and location of corrosion or other corroded, thoroughly clean the
damage. area with a wire brush and
e. Exact location and size of all coating of damage.
damage, tears, or delaminations on the
shaft. (3) Verify the presence of the five
evenly spaced 1/2-inch plugs on
17-6.4.5.1.2 Example of Report. Shaft, 6 the top, and the five evenly
feet 9 inches forward of the strut fairwater, lon- spaced 1/2-inch plugs on the bot-
gitudinal gouge in fiberglass coating 2 inches tom of the bearing housing.
wide by 1 foot long, bare metal showing; sub- Ensure that they are flush and
surface delamination 6 inches by 6 inches, staked in at least two places.
centered on a rust stain, located by sounding.
(4) Verify that the rope guard is
17-6.4.5.2 Inspection Procedure. present.
NOTE
a. Main strut assembly (struts, bearing
housing, rope guard, and fairwater) A missing rope guard is a seri-
ous casualty.
NOTE
(a) The FFG 7 Class has steel
The main struts on this class rope guards which are bolted
have a history of severe corro- on with twenty-four 5/8-inch x
sion. Most main struts have 1 1/4-11 UNC flat head screws.
been repaired with clad weld- Inspect for any apparent dam-
ing, epoxy, or both. age or corrosion and for the
presence of fouled wire, rope,
(1) Inspect the main strut columns or other foreign material.
(port/starboard) and bearing Inspect the twelve 1 1/2-inch
housing for corrosion, damage, diameter water circulation
and the presence of wire or other holes to ensure that all are free
foreign material. of fouling and debris.
(a) At best the surface of the struts (b) Use a divers light or diver-held
will be very rough due to previ- video equipment light to inspect
ous damage or repairs. the area between the propeller

S0600-AA-PRO-170
hub and the strut bearing hous- and 12 oclock positions.

ing. Design clearance is 1 inch.
(c) Verify the presence and tight- (6) Inspect and report the FR and the
ness of all fasteners and PDR of the main strut columns,
ensure that they are staked in immediate hull plate area, bear-
at least two places. ing housing, rope guard, and fair-
water.
(d) Record the number of missing b. Shaft.
fasteners.
NOTE
(e) Verify that there is a uniform
gap all around between the Pay particular attention to the
propeller hub and the rope detection of damage or breaks
guard by taking measurements in the covering in the area of
at the 3, 6, 9, and 12 oclock shaft nearest the fairwaters and
positions. Design clearance is rotating coupling. Propeller
3/4 inch. shafts are covered with a hard
metal sleeve at all bearing
(5) Verify that the fairwater is areas. The shaft coating at the
present. The FFG 7 Class has sleeve ends are the most vul-
steel fairwaters that are bolted to nerable areas of the water-
the face of the bearing housing. borne shafting. Therefore, give
The 1 1/8-inch securing studs are special attention to the detec-
covered by a tack-welded fairing tion of breaks in the covering or
plate and are not visible to the leakage in the joint (rust stains)
diver. in these critical areas.
NOTE
(1) Inspect the full length of all acces-
A missing fairwater is consid- sible glass-reinforced plastic
ered a serious casualty. (fiber glass) covering for evidence
of deterioration, loss of adhesion,
(a) Inspect the fairwater for or any apparent physical dam-
cracked welds. age.
(2) Inspect for loss of covering, cuts,
NOTE tears, surface delaminations, and
other damage.
(3) Inspect for rust stains indicating
where corrosion has leaked
through the covering near a cut,
pinhole, area of porosity, patch,
joint, or other flaw.
of damage. (4) Inspect for internal separation of
the fiberglass covering from the
(b) Verify that there is a uniform metal shaft. Use a rubber or raw-
gap between the fairwater and hide mallet to sound the covering
the shaft by taking clearance at approximately 18-inch intervals
measurements at the 3, 6, 9, along the length of the shaft.

S0600-AA-PRO-170
(a) Rap the shaft in the 3, 6, 9, and light to inspect the area between
12 oclock positions while hold- the coupling and the stern tube
ing the palm of one hand fairing.
against the covering on the
(a) Inspect the tack welds on the
opposite side of the shaft. Con-
bolt fairing covers.
tinue sounding the shaft around
and along its entire length.
NOTE
NOTE If any cracks are detected in
Discernible vibration, move- discovered that are excessively
ment of the covering, or an corroded, thoroughly clean the
audible, hollow sound is evi- area with a wire brush and
dence of probable loose bond inspect to determine the extent
and must be explored or further of damage.
examined. To determine the full
extent of the damaged area, (b) Verify the presence of the two
reduce the distance for sound- 1-inch 8 UNC plugs. Ensure
ing the shaft from 18 inches to that they are flush and staked
4 inches. The important crite- in at least two places.
rion is to isolate and fully deter-
mine the extent of the damaged (c) Inspect for missing epoxy at the
or delaminated area. corners formed by the coupling
covers and shaft.
(5) If discrepancies are found, mea-
sure the exact location and size, (d) Verify that there is a uniform
then make the appropriate report gap all around between the
and arrangements for follow-on rotating coupling and the stern
repair. tube fairing. Take clearance
c. Rotating coupling, fairwaters, and stern measurements at the 3, 6, 9,
tube. and 12 oclock positions.
Design clearance is 1 inch.
(1) The FFG 7 Class has a rotating
(e) Inspect and report the FR and
coupling over the shaft coupling
the PDR of the rotating cou-
flange exiting the stern tube.
pling and the stern tube fairing.
Inspect for any apparent damage
or corrosion and for the presence (f) If any discrepancies are found,
of fouled wire, rope, or other for- make the appropriate report and
eign material. Use a divers light arrangements for follow-on
or diver-held video equipment repair.

S0600-AA-PRO-170
Figure 17-6.6. Skeg and Stern Tube.

17-6.4.6 Skeg. 17-6.4.6.2 Inspection Procedure.
17-6.4.6.1 Damage Description Requirements. a. Verify the presence of the fill plug
(frame 348, starboard side, 6 inches
17-6.4.6.1.1 Include the exact location and forward of the upper trailing edge) and
size of all damage or flaws. Description must
ensure that it has not backed out.
include as a minimum:
b. Verify the presence of the two drain
a. Distance and direction (port/starboard/for- plugs (2 1/2 inches aft of frame 340 on
ward/aft) from an obvious reference. the centerline and 7 1/4 inches aft of
b. Length, maximum width, and orienta- frame 342 on the centerline) and that
tion of all cracks. If the crack(s) is on or they have not backed out.
near a weld seam, include closest weld c. Inspect the entire length of the skeg for
seam information: the direction of the dents, cracks, curled edges, or other
crack with respect to the weld (perpen- apparent damage.
dicular or parallel) and proximity to the
NOTE
weld (center of the weld or base metal).
c. Total area affected, including the diame- the welds or if any welds are
ter and depth of any pitting; also include discovered that are excessively
both the maximum and average pit size. corroded, thoroughly clean the
d. Area and location of corrosion or other area with a wire brush and
damage. For example: Weld crack 1 inspect to determine the extent
foot long by 1/2 inch wide, port side, 18 of damage.
feet forward of after end along the d. Inspect and report the FR and the
skeg/hull interface. PDR.

S0600-AA-PRO-170
Figure 17-6.7. Seawater Discharge Openings.
17-6.4.7 Overboard Discharge. b. Inspect and report the FR and the

PDR.
a. Inspect for foreign material or corrosion the appropriate report and arrange-
damage. ments for follow-on repair
Figure 17-6.8. Seawater Suctions.

S0600-AA-PRO-170
17-6.4.8 Sea Chest and Seawater Suction. welds, and missing or loose fasteners.
c. Inspect and report the FR and the
a. Clean and inspect screens or grates for PDR.
clogged holes and loose or missing
fasteners.
d. If any discrepancies are found, make
b. Inspect strainer bars for corrosion dam- the appropriate report and arrange-
age, broken or missing bars, cracked ments for follow-on repair.
Figure 17-6.9. Typical Sacrificial Anodes.
17-6.4.9 Sacrificial Anodes (Zincs). c. Estimate and report the percentage of

anodes remaining. Since sacrificial
17-6.4.9.1 Inspection Procedure. anode deterioration is usually most
severe at the ends of each anode line,
NOTE use the center anode as a reference.
To conduct a proper inspection (1) Inspect an anode near the center

of the anodes, refer to the of the anode line. If the lettering
ships last docking report. This on the anode is still visible, use it
report lists the material of which as a reference to gauge wastage
the anodes are made. Table of the line. First count and report
6-33 of NSTM S9086-VF-STM- the number of anodes remaining.
010/CH-633, Chapter 633, Then, using the center reference
Cathodic Protection, provides anode, estimate the percentage
information for predicting of deterioration of the remaining
remaining anode life, using the anodes.
anode thickness gauge.
(2) If no lettering is visible on any of
a. Inspect for loose anodes by physically the anodes and the anode line
shaking them. appears severely deteriorated,
inspect for pairs of straps that are
b. Inspect the condition of the anodes. either welded or bolted to the hull

S0600-AA-PRO-170
in the line. These straps indicate determining the remaining life because
where an anode should be. the end anodes will usually deteriorate
more rapidly than those in the center of
d. Report the number of missing anodes and the row.
estimate the percentage of deterioration of
the remaining anodes. f. If any discrepancies are found, includ-
ing the necessity for spot replacement
e. Using the anode thickness gauge, of any anodes, make the appropriate
measure questionable anodes. Do not report and arrangements for follow-on
use the end anodes in an array for repair.
Figure 17-6.10. Bilge Keel.
17-6.4.10 Bilge Keel. a. Distance and direction (port/star-

board/forward/aft) from an obvious ref-
erence.
17-6.4.10.1 Damage Description Requirements.
b. Length, maximum width, and orienta-
17-6.4.10.1.1 Include exact location of all tion of all cracks. If the crack(s) is on or
damage or flaws. Description must include as near a weld seam, include closest weld
a minimum: seam information; the direction of the

S0600-AA-PRO-170
crack with respect to the weld (perpen- discovered that are excessively
dicular or parallel) and proximity to the corroded, thoroughly clean the
weld (center of the weld or base metal). area with a wire brush and
c. Total area affected, including the diam- of damage.
age pit size. b. Inspect for foreign material and loose
or missing plugs. There are three NPT
d. Area and location of corrosion or other plugs located on each bilge keel. There
damage. For example: Port bilge keel, are two plugs on the top located at
1 foot long by 1/2 inch wide crack in frames 157 and 141, (1 1/2-inch diam-
weld between upper and lower plates eter) and one on the bottom at frame
located 18 feet forward of after end. 171 (4 1/2-inch diameter).
17-6.4.10.2 Inspection Procedure. c. Measure and record the location of any

damage.
a. Inspect the bilge keel for dents, cracks,
curled edges, missing plate, or other
apparent damage. d. Inspect and report the FR and the
PDR.
NOTE
e. If any discrepancies are found, make
If any cracks are detected in the appropriate report and arrange-
the welds or if any welds are ments for follow-on repair.

S0600-AA-PRO-170
Figure 17-6.11. Masker Emitter Belt.
17-6.4.11 Masker Belt. a. Identity of masker belt emitter system

(forward/aft, port/starboard, frame
17-6.4.11.1 Damage Description Require- number).
ments.
b. On the fairing plate, the length, maxi-
mum width, and orientation of all
NOTE
cracks, including closest weld seam
Emitter hole blockage is difficult information. Also include the direction
to inspect. Checking for block- of the crack with respect to the weld
age when the ship is pier side (perpendicular or parallel) and the
is not recommended. Proce- proximity of the weld (center of the
dures for assessing blockage weld or base metal).
by measuring flow rate while
c. Total area affected, including the diam-
the ship is underway are
detailed in the shipboard PMS.
Diver cleaning procedures are
age pit size.
provided in NAVSEA S0600-
AA-PRO-050.
d. Area and location of corrosion or any
17-6.4.11.1.1 Inspection of masker belt sys- other damage. Take all measurements
tems requires a detailed description (with from the keel up.
measurements) of the exact location and size
of any damage or flaws. As a minimum, the 17-6.4.11.1.2 Location must include refer-
description must include: ence to obvious points and use standard

S0600-AA-PRO-170
nomenclature. Following is a list of common 17-6.4.11.2.2 Detailed Damage Inspection.

terms used by the diver to describe the loca-
tion of damage. a. Inspect for crushed, cracked, or miss-
ing masker belt.
a. Fairing channel. A channel constructed
of two flat plates welded at an angle on b. Inspect for displaced masker belt,
the backing plate. The fairing channel sprung from the channel.
houses the flattened pipe which is
epoxied into it. c. Inspect for loose, missing, or excess
epoxy.
b. Backing plate. A flat plate welded to the
hull to which the fairing plate/channel is
d. Starting at the keel, inspect the full
welded.
length of weld between the backing
plate and the fairing plate (the backing
c. Air emitter tube. A flattened Cu-Ni pipe plate is the plate welded to the hull) and
within a fairing channel that contains the weld between the backing plate
3/64-inch air emitter holes. and the hull for cracks. Inspect both
sides.
d. Support strap. When an emitter belt is
replaced or repaired when the ship is NOTE
waterborne, a Lexan-insulated strap is
welded to the fairing channel to provide
extra support to the belt.
e. Keel termination support strap. A metal
strap cradling the end of the masker
belt at the keel.
of damage.
f. Epoxy filler. Rigid fairing and support
e. Inspect the 3/64-inch emitter holes for
compound which fills the space
between the fairing and flattened air
sections and the spacing varies in den-
emitter tube.
17-6.4.11.1.3 Example of Report 3 - i n c h f. Inspect for holes in the fairing plate and
section of epoxy missing, starting at the keel welds.
termination support strap, aft starboard
masker emitter system. The next three feet of g. If installed, inspect the support straps
epoxy is hard and cracking. for missing Lexan insulator.
17-6.4.11.2 Inspection Procedure. h. Inspect for a loose or missing 1 1/2-

inch NPT clean-out plug located 2 1/2
17-6.4.11.2.1 Gross Damage Assessment. inches from the keel termination sup-
a. Begin the inspection procedure by con- port strap
ducting a quick inspection of the i. Inspect any previously repaired areas.
masker belt and surrounding hull plate
area. j. Inspect and report the FR and, if
painted, the PDR.
b. Make note of the overall FR and the
PDR and look for areas of obvious k. If any discrepancies are found, make
damage (crushed, twisted, or missing the appropriate report and arrange-
sections of masker belt). ments for follow-on repair.

S0600-AA-PRO-170
Figure 17-6.12. Fin Stabilizer.
17-6.4.12 Fin Stabilizer. 17-6.4.12.1.2 Example of Report. Port fin

stabilizer: pitting on leading edge, 24 inches
from hull, 4-inch by 7-inch area, maximum pit-
17-6.4.12.1 Damage Description Require-
ting depth: 3/8-inch by 1/2-inch diameter,
ments.
average: 1/4-inch by 1/4-inch diameter.
17-6.4.12.1.3 The following is a list of stan-
17-6.4.12.1.1 Inspection of fin stabilizers
dard fin stabilizer terms:
ments) of the exact location and size of any a. Leading edge. The forward facing blunt
damage or flaws. As a minimum, the descrip- vertical edge of the fin stabilizer.
tion must include:
b. Trailing edge. The aft facing vertical
a. Distance and direction (port/star- edge of the fin stabilizer.
erence. c. Nose. The lower horizontal end of the
fin stabilizer.
d. Air emitter nozzles. A series of 1/4-inch
tion of all cracks. If the crack(s) is on or
hollow hexagon-head grub screws
along the fin nose and leading edge on
seam information: the direction of the
both surfaces of the fin stabilizer.
crack with respect to the weld (perpen-
a. Inspect the area between the fin and
c. Total area affected, including the diam- hull for foreign material or damage.
include both the maximum and aver- b. Inspect the entire surface of the fin for
age pit size. damage, cracks, pitting, or corrosion.

S0600-AA-PRO-170
NOTE NOTE
If any cracks are detected in When the diver reports ready,

the welds or if any welds are the Dive Supervisor will have
discovered that are excessively Ships Force apply low pres-
corroded, thoroughly clean the sure air to the fin assembly so
area with a wire brush and that a thorough inspection of
inspect to determine the extent the prairie air system can be
of damage. conducted.
c. Verify the presence of the four 1-inch

NOTE
lifting eye plugs and the 3/8-inch oil
injection point plug on the outboard
surface of the fin; ensure that they have Working from the nose toward
not backed out. the top of the leading edge,
inspect the nozzles in 10-noz-
d. Inspect the nozzles on the fin nose and zle segments. Report the num-
leading edge cavity for damage. ber of nozzles fouled per 10-
nozzle segment
e. Conduct a detailed inspection of the
prairie air system. Report the exact (1) Inspect for the leakage of air from
location and extent of damage as it is points other than the screwed-in
found. A running log of the inspection nozzles.
must be maintained by the log keeper
to ensure accuracy. (2) Inspect each nozzle for air flow.
Airflow should be the same for all
NOTE nozzles. Report restricted or
plugged nozzles.
f. Secure the air flow to the fin stabilizer.
dive station have, as a mini-
mum, sound-powered commu- g. If any discrepancies are found, make
nications with Ships Force the appropriate report and arrange-
personnel. ments for follow-on repair.

S0600-AA-PRO-170
Figure 17-6.13. Rodmeter and Transducer.
17-6.4.13 Transducer. b. Total area affected, including the diam-

17-6.4.13.1 Damage Description Requirements. eter and depth of any pitting or corro-
sion of the immediate hull plate area.
17-6.4.13.1.1 Inspection of transducers Also include both the maximum and
requires a detailed description (with measure- average pit size.
ments) of the exact location and extent of all
damage and flaws. As a minimum, the 17-6.4.13.1.2 Example of Report. 1-inch by
description must include: 2-inch diagonal gouge on sensor cover, maxi-
a. Length, maximum width, and orientation mum depth 1/16 inch located at the 8 oclock
of all cracks or flaws in the sensor cover. position.

S0600-AA-PRO-170
17-6.4.13.2 Inspection Procedure. c. If any discrepancies are found, make

a. Begin the inspection procedure by con-
ments for follow-on repair.
ducting a quick inspection of the trans-
ducer and the surrounding hull plate area.
17-6.4.14 Rodmeter.
(1) Make note of the FR and PDR of
the immediate hull plate area and
look for areas of obvious damage 17-6.4.14.1 Inspection Procedure.
or flaws.
a. Inspect the rodmeter for the presence
b. Conduct a detailed inspection of the of foreign material and for damage or
entire transducer assembly. structural failure. If ship reports that it is
(1) Using a "greenie," gently scrub not receiving information from the rod-
light fouling off the sensor head meter, inspect for a broken or damaged
and inspect the sensor protective unit.
covers.
b. Verify that the angle of protrusion is
(2) Inspect rubber covers for tears, perpendicular to the mounting flange.
cracks, scrapes, or gouges.
c. Gently shake the rodmeter to verify that
(3) Inspect for signs of structural fail- it is secure.
ure or damage caused by contact
with underwater objects. d. Using a "greenie," gently scrub off any
(4) Inspect for loose or missing fasten- light fouling.
ers and thread savers and loose or
e. If any discrepancies are found, make
missing fairing compound.
(5) Inspect and report the FR and PDR. ments for follow-on repair.

S0600-AA-PRO-170
Figure 17-6.14. Auxiliary Propulsion Unit (Extended).

S0600-AA-PRO-170
Figure 17-6.15. Auxiliary Propulsion Unit (Retracted).
17-6.4.15 Auxiliary Propulsion Unit (APU). b. Length, maximum width, and orienta-
17-6.4.15.1 Mechanical Problems. High
motor amperage (greater than 800 amperes)
seam information; the direction of the
or an increase in noise and vibration during
APU motor operation are signs of mechanical
damage or bearing wear problems which
should prompt Ships Force to request diver
inspection of an APU system. Loud metal-to-
metal contact noise during retracting or c. Total area affected, including the diam-
extending operations indicates APU motor eter and depth of any pitting; also
misalignment or improperly set alignment limit include both the maximum and aver-
switches and should also prompt Ships Force age pit size.
to request diver inspection.
17-6.4.15.2.2 Inspection Procedure.
17-6.4.15.2 Diver APU Inspection. Record
all inspection observations and measurements NOTE
on the APU Inspection Data Form, NAVSEA A Level 2 inspection of the APU
4730/8, (NSN 0116-LF-047-3045). must be conducted with the unit
17-6.4.15.2.1 Include exact location of all in both the retracted and the
damage or flaws. Description must include as deployed positions. Begin the
a minimum: inspection with the unit in the
deployed position.
a. Distance and direction (port/starboard/for- a. Inspect the support column flange for
ward/aft) from an obvious reference. the presence of all fasteners.

S0600-AA-PRO-170
b. Verify that the small gap which exists end play of the propeller shaft
between the support column flange must not exceed 1/8 (0.12) inch.
and the motor flange is no more than
(3) Measure and record the clear-
1/2 inch deep.
ance between each blade tip and
c. Inspect the motor-to-fairing plate legs the Kort nozzle with a feeler
for any apparent damage and for the gauge. Blade tip clearance must
presence of all flange nuts and bolts. range between 0.040 inch mini-
Report any missing nuts and bolts (and mum to 0.185 inch maximum.
lock wire if used). (4) Report the overall physical
d. Inspect the fairing plate for any struc- appearance and FR of each
tural damage. blade. Inspect the leading and
trailing edges for nicks, curls,
e. Inspect and report the FR and the PDR chips, dents, flat spots, cracks, or
of the fairing plate and the surrounding other apparent damage.
hull plate.
(5) Measure and record the extent of
f. Inspect the Kort nozzle for structural all damage.
damage. h. Inspect and report the FR of the APU
(1) Verify that the six drain holes motor.
(three in top and three in the bot- i. If any discrepancies are found, make
tom) of the nozzle are clear. the appropriate report and arrange-
Kort nozzle. NOTE
g. Inspect the propeller. Verify with the Ships Force that

the bench mark is at the zero
(1) Inspect the propeller hub for position.
fouled wire, rope, or other foreign
material. Propellers may become j. Retract the APU motor until the fairing
fouled by fiber or wire. Fiber such plate is six (6) inches below the hull
as fish netting or manila line is opening. Inspect to determine if the
usually removed without difficulty. motor is out of rotational alignment. If
If removal of the material will be so, have Ships Force correct the align-
excessively time consuming, ment, change the benchmark inside
make the appropriate report and the APU machinery room in accor-
arrangements for follow-on dance with NAVSEA S9237-AD-MMA-
removal. 010/01425, Technical Manual for
Description, Operation, and Mainte-
(2) Push the propeller forward nance Instructions, Retractable Auxil-
towards the motor housing. Mea- iary Propulsion Equipment System, 15
sure and record the clearance February 1989 (NSN 0910-LP-110-
between the APU motor housing 9600), paragraph 8-4.1, and adjust the
and the propeller hub. Pull the travel limit switches in accordance with
propeller aft away from the motor paragraph 8-4.2.
housing. Measure and record the
clearance between the APU k. Retract the APU motor fully.
motor housing and the propeller
hub. The difference between the (1) Ensure that the APU is properly
two measurements or the total housed and flush with adjacent hull.

S0600-AA-PRO-170
(2) Verify that the gap between the (a) The forward edge of the plate
hull opening and the fairing plate should be flush (or recessed no
is uniform all around. The allow- more than 1/4 inch).
able gap around the perimeter is (b) The after edge should be flush
1 inch 1/4 inch. (or protruding no more than 1/4
inch from the surface of the
(3) Inspect the fairness of the APU outer shell plating).
fairing plate with the outer shell (4) The ships Engineering Officer will
plating. Measure and record the compare the measurements with
projection and depression of the previously taken measurements.
forward and after edges of the (5) If any discrepancies are found,
fairing. Take a minimum of three make the appropriate report and
readings (port, center, starboard) arrangements for follow-on
on each edge. repair.
Figure 17-6.16. Keel-mounted Sonar Dome.
17-6.4.16 Keel-mounted Sonar Dome. b. Vertical midpoint. An imaginary contin-

uation of the keel vertically down the
17-6.4.16.1 Damage Description Require- dome at the 0 point.
ments.
c. Horizontal midpoint. A horizontal line
17-6.4.16.1.1 Inspection of sonar domes midway between the marriage line and
requires a detailed description (with measure- the bottom of the dome.
ments) of the exact location and size of all
damage and flaws. For location use exact d. Skirt plate. Steel plate that attaches
measurements, horizontal and vertical, from directly to the steel hull and dome.
definable points such as the centerline. Mea-
surements will require the use of bear paw e. Fairing band. A steel plate that covers
magnets and tape measures. The following is the bolts which hold the dome in place.
a list of standard sonar dome rubber (SDR) It is welded to the skirt plate.
terms:
a. Marriage line. That area where the fair- 17-6.4.16.1.2 The description of the damage
ing band meets the dome. must include:

S0600-AA-PRO-170
a. Rubber dome material. 17-6.4.16.1.4 NAVSEA Form 4730/5 (NSN

0116-LF-047-3025) Sonar Keel Dome Inspec-
(1) Exact location and size (length, tion Data is available to record results.
width and depth) of all gouges, 17-6.4.16.2 Inspection Procedure.
tears, delaminations, blisters,
flap, or other damage. 17-6.4.16.2.1 Specific Noise Source Inspec-
(2) Layers of wire plies exposed. tion.
(3) FR.
WARNING
b. Skirt plate and fairing band.
c. Exact location and size of all damage Divers must exercise care
or flaws. As a minimum, the description when touching a dome with
must include: steel wires exposed.
(1) Distance and direction (port/star- WARNING

board/forward/aft) from a known
point.
(2) Length, maximum width, and ori- with NOFOUL rubber surfaces.
entation of all cracks, including Avoid contact between hands
closest weld seam information. and eyes if hands have been
Also include the direction of the exposed to the NOFOUL rub-
crack with respect to weld seams ber material. Wash hands thor-
on the marriage line (perpendicu- oughly before eating, drinking,
lar or parallel) and distance of the or smoking.
crack from the rubber interface
with the fairing band. a. Prior to beginning the inspection, get
the latest Sonar Self Noise Test report
(3) Amount of separation between from the ships Engineer. This report
the fairing angle and the rubber will show the location of all noise
dome material, including the spokes. Use these spokes as the start-
overall length and maximum ing point for the inspection. Conduct a
width of the separation. detailed inspection of these areas until
(4) Total area affected, including the the source of the noise is located. Pos-
diameter and depth of any pitting. sible noise sources to inspect for that
Also include both the maximum may be located at or forward of the
and average pit size. noise spoke location are:
(5) Area and location of corrosion or (1) Cuts, pits, flaps, and gouges in
other damage, including FR and the outer surface.
the PDR.
(2) Separation in rubber plies as indi-
17-6.4.16.1.3 Example of Report. Torn rub- cated by bulges or soft spots.
ber port side, 2 feet 9 inches down from the
(3) Previous repairs which have
marriage line, 10 feet 6 inches aft of the verti-
become deteriorated or faulty.
cal midpoint. Torn area measures 8 inches in
width, 14 inches in length. Three plies of rub- (4) Exposed or broken structural
ber peeled back with wire exposed. steel wires.

S0600-AA-PRO-170
b. To assist the diver in orientating him- (2) Dents or cracks in the fairing
self on the dome, starting at the water- band and skirt plate welds, or
line, follow the stem down, surveying immediate hull area.
the hull plate for damage on both sides
(port and starboard) and continue NOTE
down to the marriage line (0 point).
From here, follow the marriage line to Be particularly alert for the
the relative heading (port or starboard) presence of cracks. If any
of the noise spoke. Drop down from cracks are discovered, particu-
that point to begin the detailed inspec- lar attention must be given to
tion. determine if the crack is run-
ning parallel to or vertically into
(1) Attach a bear paw magnet to the the shell plating.
skirt plate at the point above the
noise source. NOTE
(2) Lower a tape measure down from If any cracks are detected in
the bear paw to establish a verti- the welds or if any welds are
cal reference for the diver. discovered that are excessively
(3) Conduct a detailed (visual and corroded, thoroughly clean the
hand) inspection of the area of area with a wire brush and
suspected damage. inspect to determine the extent
of damage.
NOTE
(3) FR and the PDR of the fairing
Because of limited visual con- band and the skirt plate, and
trast, the divers hands (even immediate hull plate area.
with gloves) may often sense
c. Inspect the rubber surface of the dome.
damage that the eye cannot
To ensure complete coverage of the
detect.
SRD surface, begin the inspection at
the 0 point at the marriage line. Follow
(4) If the noise source is not located, the marriage line to starboard and
move the bear paw forward 18 to inspect the general area while swim-
24 inches and repeat the process ming aft. After reaching the aft most
until the damage is located. point of the dome, drop down no more
17-6.4.16.2.2 Detailed Damage Inspection. than 3 feet (depending on water clarity)
and work forward to the dome 0 point.
a. Return to the marriage line. Start at the Follow this sweeping pattern until the
0 point to begin the overall damage entire starboard side has been
inspection. inspected. Inspect the port side using
the same procedure.
b. Inspect the marriage line (rubber dome
and steel interface with the hull). d. Inspect the following conditions and
Inspect the entire perimeter of the report the physical dimensions and rel-
dome for: ative bearing and vertical location of
each.
(1) Separation of the rubber dome
from the steel in the area of the (1) Cuts, pits, and gouges in the
fairing band. outer surface of the rubber dome.

S0600-AA-PRO-170
(2) Separation in rubber plies, which (5) The fairing band, skirt, and the
are indicated as bulges or soft structural area within approxi-
spots. mately 4 feet of the rubber dome.
(3) Previous repairs to the rubber (6) Inspect and report the FR of the
window which have become dome. The rubber surface is
made of NOFOUL rubber. How-
faulty or have deteriorated.
ever, the antifouling properties of
(4) Exposed structural steel wire of the dome may become ineffective
as the dome ages or from over-
the window.
spray of paint while in dry dock.
Fouling degrades the perfor-
NOTE
mance of the sonar.
If rubber window steel wires are
(7) Report the FR and the PDR.
exposed, contact Naval Sea
Systems Command Code SEA e. If any discrepancies are noted, make
00C5 for an analysis of the the appropriate report and arrange-
required repair. ments for follow-on repair.

S0600-AA-PRO-170
CHAPTER 17
SECTION 7
DDG 51 CLASS
S0600-AA-PRO-170
TABLE OF CONTENTS
SECTION 7 DDG 51 ARLEIGH BURKE CLASS GUIDED MISSILE DESTROYER
Paragraph Page
17-7.1 INTRODUCTION.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-1

17-7.2 DESCRIPTION OF MAJOR HULL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . 17-7-2
17-7.2.1 Hull Coating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-2
17-7.2.2 Rudders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-2
17-7.2.3 Lifting Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-3
17-7.2.4 Propellers (5-Bladed).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-4
17-7.2.5 Bearing Housing and Struts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-4
17-7.2.6 Rope Guards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-5
17-7.2.7 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-5
17-7.2.8 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-5
17-7.2.9 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-5
17-7.2.10 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-6
17-7.2.13 Impressed Current Cathodic Protection (ICCP) System. . . . . . . . . . 17-7-6
17-7.2.14 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-8
17-7.2.15 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-8
17-7.2.16 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-9
17-7.2.18 Bow-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-9
17-7.3 LEVEL 1 INSPECTION PROCEDURES.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-11
17-7.3.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-11
17-7.3.5 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-12
17-7.3.6 Propellers (5-Bladed).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-12
17-7.3.7 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-13
17-7.3.8 Bearing Housing and Struts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-13
17-7.3.9 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-14
17-7.3.10 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-14
17-7.3.11 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-14
17-7.3.12 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-15
17-7.3.13 Impressed Current Cathodic Protection (ICCP) Anode (4-Foot
and 8-Foot Anode).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-15
DDG 51 Class Inspection Procedures 17-7-i

S0600-AA-PRO-170
17-7.3.14 Reference Electrode (Reference Cell). . . . . . . . . . . . . . . . . . . . . . 17-7-15

17-7.3.17 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-15
17-7.3.18 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-16
17-7.3.19 Transducer (Sonar TR 331/UQN). . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-16
17-7.3.20 Rodmeter (Underwater Log). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-16
17-7.3.21 Bow-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-16
17-7.4 LEVEL 2 INSPECTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-35
17-7.4.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-35
17-7.4.3 Rudder and Stool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-36
17-7.4.5 Main Propulsion Assembly (Main Strut, Shaft, Stern Tube,
Rope Guard, and Fairwaters). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-43
17-7.4.6 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-47
17-7.4.9 Impressed Current Cathodic Protection (ICCP) Anode. . . . . . . . . . 17-7-49
17-7.4.10 Impressed Current Cathodic Protection (ICCP) Reference
Electrode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-50
17-7.4.11 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-51
17-7.4.12 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-52
17-7.4.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-53
17-7.4.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-55
17-7-ii DDG 51 Class Inspection Procedures

S0600-AA-PRO-170
Figure Page
17-7.1 DDG 51 Class Plan and Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-31

17-7.2 DDG 51 Class Running Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-33
17-7.3 Spade Rudder with Stool.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-36
17-7.5 Main Strut, Shaft, Stern Tube, Rope Guard, and Fairwaters. . . . . . . . . . . . . . 17-7-43
17-7.8 Impressed Current Cathodic Protection (ICCP) Anode.. . . . . . . . . . . . . . . . . . 17-7-49
17-7.9 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-51
17-7.11 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-54
17-7.12 Bow-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-55
LIST OF TABLES
Table Page

17-7.2 Checklist of Major Hull Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7-19
DDG 51 Class Inspection Procedures 17-7-iii

S0600-AA-PRO-170
17-7-iv DDG 51 Class Inspection Procedures

S0600-AA-PRO-170
CHAPTER 17
SECTION 7 DDG 51 ARLEIGH BURKE CLASS

GUIDED MISSILE DESTROYER
17-7.1 INTRODUCTION. Arrangement Guidance Drawing. Figure 17-
7.2 is derived from class arrangement draw-
17-7.1.1 This section of the Underwater Ship ings. These figures are also useful in locating
Husbandry Manual contains inspection proce- the coordinates of components requiring Level
dures for the DDG 51 Arleigh Burke Class 2 inspections. Figures of the individual compo-
Guided Missile Destroyers. It consists of a nents appear throughout the Level 2 inspec-
general introduction to the DDG 51 Class, a tion procedures.
description of the major hull components
found on this ship, a set of Level 1 inspection 17-7.1.3 D i v i n g a c t i v i t i e s m a y p h o t o c o p y
description of the DDG 51 Class. Table 17-7.2 Data Form, NAVSEA 4730/3 (NSN 0116-LF-
(found at the end of the Level 1 inspection pro- 047-3029). Figures found in the Level 2
attached to the Divers Underwater Hull
inspection of all components: stern area, port
side, bow, and starboard side. Figure 17-7.1, Inspection Data Form upon completion of the
DDG 51 Class Plan and Profile, and Figure inspection.
17-7.2, DDG 51 Class Running Gear, are
located after Table 17-7.2 and provide points 17-7.1.4 D D G 5 1 C l a s s s h i p s w e r e c o n -
of reference for the procedures described in structed at two different shipyards, thus there
this section. These figures augment the typical may be ships within a class whose individual
ship drawings and can be used as a quick ref- hull systems may not be identically located.
erence by diving personnel. Figure 17-7.1 is For this reason, it is recommended that the
derived from NAVSEA Drawing No. 085- Dive Supervisor also refer to a Docking Plan
6218641, Rev. C, DDG 51 Class Dry Dock for the individual ship being inspected.
DDG 51 Class Inspection Procedures - Introduction 17-7-1

S0600-AA-PRO-170
Length between
466 feet
Perpendiculars:
Beam: 66 feet, 6 inches
Frame Spacing: See docking plan profile
Rudders: Port and starboard, spade with stool
Propellers: Twin, 5-bladed, controllable pitch
Masker Air Emit-
Port and starboard, frames 232, 174, and 122
ter Belts:
Prairie Air: Propellers and main strut fairwater/rope guard
Sonar Dome: Bow-mounted
Class Problems: The propellers on this class ship are prone to cavitation damage.
17-7.2 DESCRIPTION OF MAJOR HULL ings. Typical damage is minor abrasion to the
COMPONENTS. antifouling coating, exposing the anticorrosion
coating and permitting biological fouling. More
17-7.2.1 Hull Coating. severe abrasion of the anticorrosion coating
exposing bare metal will result in corrosion
17-7.2.1.1 The underwater hull coating sys- and deterioration of the metal. As the age of
tem is applied to the hull, shaft, and append- the coating increases, the antifouling coating
ages (i.e., rudder, struts, bearing housing, may become less effective in preventing bio-
rope guard, fairwaters, rotating coupling, stern logical fouling and could easily become dam-
tube and skeg). The coating system is com- aged if the biological fouling is allowed to
prised of two types of coatings: an anticorro- reach a destructive level. Even the smallest
sion coating and an antifouling coating. The amount of biological fouling can drastically
anticorrosion coating is applied on the majority impact the ships operational capabilities and
of metal components to provide the primary could eventually destroy the anticorrosion
protection from corrosion and deterioration of coating system.
the surfaces. The antifouling coating is applied
over the anticorrosion coating and is directly
applied to nonmetallic components (e.g., the
a. NAVSEA S9086-CQ-STM-010/CH081,
glass-reinforced shaft coating). The antifouling
Waterborne Underwater Hull Cleaning
coating is designed to protect the underwater
of Navy Ships
systems from biological fouling.
17-7.2.1.2 Multiple coats of anticorrosive and b. NAVSEA S9086-VD-STM-010/CH631,
antifouling coatings are applied to the hull. Preservation of Ships in Service
Each coat is a different color except for the
boot top area where all coats are black. Use a 17-7.2.2 Rudders.
color of the exposed coating for both large hull 17-7.2.2.1 Ships in this class have two spade
areas and areas of damage. This will allow rudders with stool. The spade rudder is of one-
accurate assessment of the remaining life of piece construction. The entire rudder below
the coating system. The hull coating system the stool moves to steer the ship. The rudders
can easily become damaged from impact with are rectangular, hydrodynamically shaped
underwater objects or collisions and ground- metal blades located aft of the propellers and
17-7-2 DDG 51 Class Inspection Procedures - Introduction

S0600-AA-PRO-170
used to steer the ship. Rudders on large ships main aspects of a rudder inspection is the
are hollow structures that have been flushed measurement to determine if the rudder has
with a preservative and then dried. Rudders dropped. The ships Engineering Officer com-
on this class ship have one 1 1/4-inch pipe pares the current measurements with previous
drain plug located 4 feet 1 inch from the for- measurements. A change in the measure-
ward edge on the bottom centerline. There are ments indicates that the rudder has dropped.
also two 1 1/4-inch fill plugs on the top center-
line: one located 1 foot 6 1/2 inches aft of the 17-7.2.2.5 Location. The rudders are located
leading edge and one located 3 feet 11 inches 10 feet 2 inches off the centerline, port and
forward of the trailing edge. There are two lift- starboard, beginning at frame 464 and ending
ing fittings on each rudder, one each on the at frame 448.
leading and trailing edges 3 feet down from 17-7.2.2.6 References.
the top.
17-7.2.2.2 The rudder stool is fixed to the hull. a. N A V S E A D W G D D G 5 1 - 5 6 2 -
It protects and fairs the area around the rudder 6218937, Rev. F, Rudder and Rudder
stock and bearing area. There are two fill Control Details
plugs (one approximately 10 inches aft of the
leading edge and one approximately 20 b. N A V S E A D W G D D G 5 1 - 1 0 0 -
inches forward of the trailing edge, both on the 6218948, Rev. T, Unit Structural
outboard side near the hull) and two drain Arrangement Drawing, Assembly Unit
plugs (both on the bottom of the stool on the 3520 (Rudder Stool Details)
centerline directly below the fill plugs). The
rudder will have to be shifted over to inspect 17-7.2.3 Lifting Fittings.
the drain plugs and the bottom of the stool.
The rudder stools each have one bolted-on
17-7.2.3.1 Lifting fittings are sections of pipe
zinc anode cover plate on the outboard side,
bent into a U shape and recessed into the
located just aft of the rudder stock centerline.
hull. Lifting fittings or lifting tunnels provide
The cover plate is secured with 14 flat-head
convenient rigging attachment points for han-
screws. There is approximately a 1-inch clear-
dling the rudder and propeller. There are 14
ance between the top of the rudder and the
lifting fittings installed on this class ship, seven
stool.
to port and seven to starboard of the rudder
17-7.2.2.3 While underway, rudders are sub- and propeller.
ject to severe loading, high flow, and turbu-
lence, as well as to possible damage from 17-7.2.3.2 Location. T h e l i f t i n g f i t t i n g
contact with underwater objects. Previous arrangement is the same for both the port and
repairs (such as clad welding or installation of starboard sides. There are two fittings at
doubler plates) that have been painted may frame 463, one inboard and one outboard of
cause a rough-textured surface on the rudder, the rudder; three at frame 448, one inboard
making inspection for damage difficult. While and forward of the rudder, one aft of the pro-
inspecting the rudder surface, the primary indi- peller hub and one outboard of the propeller;
cations of new deterioration or damage is poor and two at frame 442, one inboard and one
or missing paint. Bare metal or corrosion dam- outboard of the propeller.
age may be present. Report any such find- 17-7.2.3.3 References.
ings.
17-7.2.2.4 A s a r e s u l t o f i m p a c t d a m a g e , a. N A V S E A D W G D D G 5 1 - 2 4 5 -
bearing wear, or improper installation, the rud- 6221272, Rev. C, Propeller and Rud-
der may drop down from the hull. One of the der Lifting Arrangement

S0600-AA-PRO-170
17-7.2.4 Propellers (5-Bladed). 17-7.2.4.7 Location. T h e p r o p e l l e r s a r e

located 13 feet 6 inches off centerline at frame
17-7.2.4.1 This class of ship is propelled by 440, port and starboard.
two 17-foot diameter, 5-bladed, controllable 17-7.2.4.8 References.
pitch propeller (CPP) systems equipped with
prairie air systems. A CPP system allows the
a. NAVSEA S9086-HP-STM-010/CH245,
ship to go from ahead to astern without chang-
Propellers
ing the direction of shaft rotation. Rigid propel-
ler blades are bolted on to hydraulically
operated mounts on the propeller hub. This b. NAVSEA S9245-AR-TSM-010/PROP,
system positions the blades for the desired Technical Manual for Marine Propeller
thrust, either ahead or astern. The controllable Inspection, Repair and Certification
pitch propeller (CPP) system is bolted to the
tailshaft flange. c. NAVSEA S0600-AA-PRO-120, Under-
17-7.2.4.2 The prairie air propeller blades ter 12, Controllable Pitch Propellers
have 306 3/64-inch diameter holes; 153 on the
suction (forward) and 153 on the pressure (aft) d. Bird-Johnson Co. Drawing 115651021,
sides. They are spaced 1 inch apart and 3/4 Rev. C, Propeller Blade DDG 51 Class
inches from the leading edge on both faces.
To function properly, these emitter holes must
17-7.2.5 Bearing Housing and Struts.
be free of fouling.
17-7.2.4.3 The port propeller is left-hand and 17-7.2.5.1 Immediately forward of the propel-
turns counterclockwise (when viewed from ler is the main strut. The main strut consists of
astern). The blades are numbered in the two columns extending down from the hull
clockwise direction. forming a V shape that attaches to the bear-
ing housing and supports the shaft. The struts
17-7.2.4.4 The starboard propeller is right- are subjected to severe dynamic loading while
hand and turns clockwise (when viewed from the ship is underway. They are also subject to
astern). The blades are numbered in the coun- corrosion, vibration damage, and damage
terclockwise direction. from rope and wire or other foreign material.
At the top of the strut bearing housing are two
17-7.2.4.5 The five controllable pitch blades 1/2-inch IPS pipe plugs, one forward and one
are lettered A through E. The CPP hub aft. Additionally, there are six evenly spaced
does not have a lifting eye to assist in identify- 1/2-inch IPS plugs on the bottom of the bear-
ing blade A. The letters are stamped on the ing housing. These holes are used for mainte-
flat surface blade hub flange near the flange nance during dry-docking. Inspection includes
edge (blade palm), outboard of the blade a complete examination of the rope guard,
bolts. Blade identification may be in the form strut surface, bearing housing, and fairwaters.
of serial numbers such as LH17A, LH17B or
RH8A, RH8B, etc. 17-7.2.5.2 Location. T h e m a i n s t r u t s a n d
bearing housings are located immediately for-
17-7.2.4.6 A blade bolt identification number ward of the propeller at frame 433, port and
may be stamped adjacent to each blade bolt starboard.
hole on the top surface of the flange (blade
palm) of each blade. Numbering is sequential, 17-7.2.5.3 References.
with 1 denoting the blade bolt on the suction
face nearest the trailing edge and 8 denoting a. N A V S E A D W G D D G 5 1 - 1 6 1 -
the blade bolt on the pressure face nearest the 6218869, Rev. K, Shaft Strut Details
trailing edge. and Tables

S0600-AA-PRO-170
17-7.2.6 Rope Guards. 17-7.2.7.3 References.
17-7.2.6.1 Rope guards are circular plates fit- a. N A V S E A D W G D D G 5 1 - 1 6 1 -

ted between the propeller hub and the ends of 6221278, Rev. H, Fairwater and Rope
the main strut bearings. They are streamlined Guards Fabrication and Details
in shape in order to eliminate abrupt changes
in water flow and they serve to protect the 17-7.2.8 Shafting.
rotating shaft from becoming fouled by wire,
rope, or other material. The design clearance
17-7.2.8.1 The shafting transmits torque from
between the propeller hub and the rope guard the main engine to the propeller and axial
is 3/4 inch. The rope guards on ships of this
thrust from the propeller to the hull. The sec-
class are made up of two halves constructed
tion of shaft between the propeller and the
of steel, and are welded to the bearing hous- stern tube is the propeller shaft. The propel-
ing. The rope guards on this class ship are
ler shaft is bolted to the stern tube shaft. This
equipped with 102 equally spaced 3/64-inch
connection is provided by a rotating fairwater
diameter prairie air emitter holes. There are 43 or coupling cover. This rotating fairwater is
on the upper half and 59 on the lower half.
housed within the stern tube and is not visible
17-7.2.6.2 Location. T h e r o p e g u a r d s a r e to the diver. A glass-reinforced plastic (fiber-
located immediately forward of the propellers glass) coating covers the propeller shaft.
at frame 438.
17-7.2.8.2 Location. The shafts extend from
17-7.2.6.3 References. the reduction gears to the propellers. The pro-
peller shafts are exposed from frames 425 to
a. N A V S E A D W G D D G 5 1 - 1 6 1 - 388.
6221278, Rev. H, Fairwater and Rope 17-7.2.8.3 References.
Guards Fabrication and Details
17-7.2.7 Fairwaters. water Ship Husbandry Manual, Chap-
ter 13, Propulsion Shaft Coating
17-7.2.7.1 Fairwaters are circular plates fitted Repair
at the ends of the stern tube and strut bearing
housing. They are shaped to streamline these b. N A V S E A D W G D D G 5 1 - 2 4 3 -
parts in order to eliminate abrupt changes in 6218423, Rev. K, Propulsion Shafting
water flow. The design clearance from the Arrangement
shaft is 7/8 inch. The fairwaters on ships of
this class are made up of two halves con-
17-7.2.9 Stern Tube.
structed of steel and are welded to the bearing
housing. The main strut fairwaters are
equipped with 134 3/64-inch diameter prairie 17-7.2.9.1 T h e f r e e - f l o o d a r e a w h e r e t h e
air emitter holes evenly spaced around the cir- shaft penetrates the hull is the stern tube. The
cumference. There are 63 holes on the upper stern tube supports the shaft as it enters the
half and 71 on the lower half. hull. It houses one shaft bearing. A fairing is
installed where the shaft enters the hull. The
17-7.2.7.2 Location. T h e f a i r w a t e r s a r e stern tube fairings on this class ship are made
located forward of the main strut at frame 427 up of two halves constructed of steel and are
and aft the stern tube at frame 387. The prairie welded to the hull. Design clearance between
air emitter holes are located approximately 42 the fairing and the shaft is not less than 1/4
inches aft of the forward edge of the fairwater. inch.

S0600-AA-PRO-170
17-7.2.9.2 Location. The stern tubes extend suctions located together at one hull opening
from frame 386 to frame 368. are called sea chests. Suctions and sea
chests are covered with either mesh screens,
grates, or strainer bars to prevent objects or
foreign material from entering.
a. NAVSEA DWG DDG 51-100-6218941,
Rev. T, Unit Structural Arrangement, 17-7.2.12.2 Location. T h e s e a w a t e r s u c -
Drawing Assembly Unit 3320 tions and sea chests are located in various
spots on the hull.
17-7.2.10 Skeg.
17-7.2.10.1 The skeg is a long narrow vertical
fin attached to the keel serving to assist keep-
a. NAVSEA DWG DDG 51-085-6218641,
ing the ship on course. The skeg is flushed
R e v. C , D D G 5 1 C l a s s D r y D o c k
with preservative and then drained and dried.
Arrangement Guidance Drawing
It has one fill plug located at frame 392 on the
starboard side, 3 inches forward of the upper-
most trailing edge and one drain plug located 17-7.2.13 Impressed Current Cathodic Pro-
at frame 378 on the centerline. tection (ICCP) System.
17-7.2.10.2 Location. The skeg extends from
frame 418 to 340. 17-7.2.13.1 The Impressed Current Cathodic
Protection (ICCP) system uses ship's power to
17-7.2.10.3 References. provide galvanic corrosion protection for the
hull and all underwater appendages. The sys-
a. NAVSEA DWG DDG 51-100-6218941, tem consists of two major hull-mounted com-
Rev. M, Unit Structural Arrangement ponents:
Drawing Assembly Unit 3320
a. Reference Electrode (Reference Cell):
17-7.2.11 Overboard Discharge. The reference electrode is a cell
constructed of a silver mesh screen
17-7.2.11.1 Overboard discharges are round that has been treated with silver
or oval openings used for discharging seawa- chloride. It is mounted in a domed, 9-
ter or other fluids from the ship. Overboard inch diameter circular polyvinyl chloride
discharges are not usually covered with holder that electrically isolates the
screens or gratings. reference electrode from the hull. The
17-7.2.11.2 Location. T h e o v e r b o a r d d i s - reference electrode is secured to a
charges are located in various spots on the base or sole plate by a pattern of
hull. screws. A series of holes in the
reference electrode permit passage of
17-7.2.11.3 References. seawater at the hull, allowing the
controller to detect electromechanical
a. NAVSEA DWG DDG 51-085-6218641, activity at the hull and measure the
R e v. C , D D G 5 1 C l a s s D r y D o c k potential of the hull versus the
Arrangement Guidance Drawing reference electrode. The holes in the
17-7.2.12 Sea Chests and Seawater Suc- reference electrodemust remain open
tion. for it to function, and should never
17-7.2.12.1 Seawater suctions are openings
17-7-6 Change B DDG 51 Class Inspection Procedures - Introduction

S0600-AA-PRO-170
be covered by paint or epoxy. A stuffing moves away from the anode. For this class of
tube is used to pass a cable from the ship, the 4-foot anode is surrounded by a
electrode to the controller. The control- dielectric shield approximately 100 mils thick
ler measures the potential of the hull out to a 7-foot by 10-foot area (inner shield).
versus the reference electrode and sig- An additional dielectric shield (22 mils)
nals a power supply to increase or extends out to 13 feet by 16 feet (outer shield).
decrease current output as required to Eight-foot anodes are surrounded by a dielec-
reduce the potential difference tric shield approximately 100 mils thick out to a
between the hull potential and the pre- 7-foot by 14-foot area (inner shield). Additional
set desired potential. Two reference dielectric shield (22 mils) extends out to 13
electrodes are installed for each con- feet by 20 feet (outer shield).
troller. Reference electrodes are
17-7.2.13.3 Anodes that have excessive out-
located on each side of the hull approx-
put of protective current for prolonged periods
imately halfway between anode sites.
will cause a failure of the hull coating in the
immediate area causing blisters, peeling or
b. Anodes: ICCP anodes are constructed missing paint, and large areas of bare metal.
of pairs of platinum-coated tantalum When the anode is active or energized, small
rods mounted in an insulating glass- bubbles are generated on the anode wires.
reinforced polyester holder, which is The anode and the hull area above it will be
bolted to the outside of the ship's hull. free of marine fouling. In addition, if the dielec-
The direct current produced by the tric shield becomes damaged and the system
power supply is provided to the anode is working properly, a layer of calcium will be
by a conductor through a stuffing tube. deposited over the exposed bare metal area.
The current flows into the seawater This calcium (calcareous deposits) may be
through the platinum surface of the tan- mistaken for deteriorated portions of the coat-
talum rods. The platinum surface of the ing system. Because calcareous deposits form
anode corrodes very slowly, and the an additional protective barrier to the hull they
replacement period for anodes, unless should not be removed. This condition, how-
physically damaged, is normally ever, indicates a damaged coating and should
greater than 10 years. Two sizes of be reported. Biological fouling is not the same
anodes are used on this class ship: 4 as calcareous deposits.
feet (75 amperes) and 8 feet (150
amperes). 17-7.2.13.4 An anode that has been turned
off for prolonged periods will have a heavy
layer of marine fouling on the anode strip and
17-7.2.13.2 A dielectric shield prevents short- possibly the dielectric shield.
ing of the anode current to the hull near the
anode and aids in wider current distribution. 17-7.2.13.5 Location. T h i s c l a s s s h i p h a s
The dielectric shield is applied as a thick coat- four 4-foot anodes, two per side, located at
ing around each anode. It consists of a high- frames 246 and 69, and two 8-foot anodes,
solids epoxy with high dielectric strength. It is one per side, located at frame 410. Four refer-
applied with the hull coating system. The ence electrodes are located port and star-
dielectric shield changes thickness as one board at frames 450 and 197.

S0600-AA-PRO-170
17-7.2.13.6 References. point above the waterline to a termination

point in the vicinity of the keel.
a. NAVSEA S9086-VF-STM-010/CH-
17-7.2.15.2 The masker emitter belt configu-
633, Chapter 633, Cathodic Protec-
ration found on this class is the flat plate. The
tion
flat plate configuration consists of a flat plate
rolled into a half-pipe-shaped air channel,
b. N A V S E A D W G D E 1 0 5 2 - 6 0 0 -
welded to a backing plate. The backing plate
4466754, Anode and Reference Elec-
is welded to the hull and runs vertically down
trode for Impressed Current Cathodic
both sides from a point above the waterline to
Protection System
a termination point at the keel.
c. NAVSEA S0600-AA-PRO-190, Under- 17-7.2.15.3 W h e r e b i l g e k e e l s o b s t r u c t
water Ship Husbandry Manual, Chap- masker belt installation, an access is cut in the
ter 19, Cathodic Protection Systems bilge to allow the masker belt to pass through.
The accesses are located at frame 232. On
17-7.2.14 Bilge Keel. each access there are two 3/8-inch UNC pre-
servative fill and drain plugs: one on top and
17-7.2.14.1 The bilge keel is a long narrow fin one on the bottom.
near or at the turn of the bilge in the middle
17-7.2.15.4 Air is supplied via a through-hull
portion of the ship. It decreases the magnitude
penetration to the upper end of the belt. The
of rolling of the ship. Bilge keels on ships in
air is emitted through a series of 3/64-inch
this class are V-shaped and are 39 inches
diameter holes drilled in a specific pattern
wide. The bilge keels are hollow structures
along the underwater length of the belt.
that have been flushed with a preservative
and then dried. There are three 1-inch fill/drain 17-7.2.15.5 Ships that have the flat plate con-
plugs on each bilge keel; two are located on figuration have a 1 1/4-inch clean-out plug
the top at frames 322 and 178 and one is installed on the masker belt 2 inches from the
located on the bottom at frame 248. keel. The clean-out plug allows for removal to
permit periodic flushing of the masker emitter
17-7.2.14.2 Location. T h e b i l g e k e e l s
belt system.
extend forward from frame 329 to frame 174
on the port and starboard sides. 17-7.2.15.6 Ship's force personnel measure
17-7.2.14.3 References. the flow rate to the masker belts while under-
way per MRC Code 551G U-3. This mainte-
nance requirement determines whether or not
a. NAVSEA DWG DDG 51-100-6218922
cleaning of the system is required. Failure of
Rev. Y, Unit Structural Arrangement
the system to deliver a flow of 400-600 scfm at
Drawing, Assembly Unit 2320
a pressure of 12-17 psig is indicative of failure
or a requirement for cleaning. This would
17-7.2.15 Masker Belt.
necessitate the inspection services of a diver.
17-7.2.15.1 Masker emitter belts are installed 17-7.2.15.7 Location. T h e D D G 5 1 C l a s s
at the forward end and the after end of the ship has a total of six masker belt emitter sys-
ships machinery spaces. They run vertically tems, three per side. They are located port
down both sides of the external hull from a and starboard at frames 232, 174, and 122.

S0600-AA-PRO-170
17-7.2.15.8 References. position and inaccessible to divers while the

ship is in port.
17-7.2.17.2 With retractable rodmeters, pos-
sible problems include (but are not limited to):
ter 5, Masker Emitter Belts
a. Ship unable to receive input from rod-
b. N A V S E A D W G D D G 5 1 - 5 5 1 - meter.
6219430, Rev. J, Masker Emitter Belts
b. Ship unable to retract rodmeter.
c. N A V S E A D W G D D G 5 1 - 5 5 1 -
6566484, Rev. H, Masker Emitter Sys- 17-7.2.17.3 Location. T h e r o d m e t e r i s
tem Arrangement and Details located on the starboard side, 5 feet 7 inches
from the centerline.
17-7.2.16 Transducer.
17-7.2.16.1 Transducers are transmitting and
receiving heads for various kinds of underwa- a. NAVSHIPS DWG RE-E2699910, Rev.
ter acoustic signals. The transducer is housed B, EM Log Seavalve MK 4 MOD 1
in an oil-filled corrosion resistant steel (CRES)
trunk. The outer covering (166A CRES) of the 17-7.2.18 Bow-mounted Sonar Dome.
trunk is welded to the hull. This class ship has
one hull-mounted transducer: the TR- 17-7.2.18.1 The Sonar Dome Rubber Win-
331/UQN. This transducer is part of the dow (SDRW) is a pressure-tight membrane
AN/UQN-4A Sonar Sounding Set (fathome- that protects the sonar transducer array,
ter). reduces acoustic noise attenuation, and pro-
vides the proper hydrodynamic contour to min-
17-7.2.16.2 Location. T h e t r a n s d u c e r i s
imize underway noise.
located on the starboard side at frame 127, 5
feet 7 inches off centerline. 17-7.2.18.2 SDRWs are constructed much
like steel-belted automobile tires, with layers
of rubber applied over a series of steel plies.
They are normally internally pressurized with
a. N A V S E A D W G D D G 5 1 - 1 8 0 -
water to maintain the desired shape. A fairing
6219420, Rev. H, Foundation Arrange-
plate welded to the hull provides a smooth
ment Drawing, Design Zone 2110
interface between the rubber sonar dome sur-
Booklet No. 1
face and the hull plate.
17-7.2.17 Rodmeter (Underwater Log). 17-7.2.18.3 Most SDRWs are marked with a
series of white grid markings to facilitate diver
17-7.2.17.1 The rodmeter (also known as the orientation. The grid markings consist of 2-
pit sword) is the part of the underwater log that inch by 2-inch squares along the upper periph-
projects from the ships hull. The underwater ery of the upper rubber window/fairing angle
log is a device for measuring the ships speed interface. These squares are painted every
through the water. Ships in this class have a 15 to a point 165 aft on both sides. Directly
72-inch retractable rodmeter. Retractable rod- above each square is a 2-inch number indicat-
meters can be retracted through an opening in ing the bearing that the square represents and
the hull through a sea valve for maintenance. an S or P to indicate starboard or port, as
They are usually in the retracted (stowed) appropriate (15S, 135P, etc.). Additionally, in

S0600-AA-PRO-170
a horizontal line along the periphery of the dome. The banjo is narrowest just forward of
lower rubber window/fairing angle interface the keel and increases in size as one moves
are the same painted squares and to the forward end of the banjo.
numeral/letter combinations. The vertical mid-
point of the SDRW is marked by a painted 2- 17-7.2.18.5 Location. T h e s o n a r d o m e i s
inch square along the SDRW at the midpoint located along the centerline of the ship from
between the upper and lower bearing squares. frame 54 to frame 0 (the forward perpendicular).
Divers should use these location marks as ref-
erence points when reporting any damage. If 17-7.2.18.6 References.
the grid marks are not visible, the diver must
estimate the location of any discrepancies.
a. NAVSEA S9165-AE-MMA-010/SDRW-
17-7.2.18.4 The sonar dome banjo is a sec- 1, Technical Manual for Sonar Dome
tion of steel plate that extends forward from Rubber Window SDRW-1 for DDG 51
the keel. This plate supports the bottom of the Class Vessels, 1 May 1990

S0600-AA-PRO-170
17-7.3.1.1 T h i s s e c t i o n c o n t a i n s L e v e l 1 areas of plate, edges, welds, seams, rivets,
inspection procedures for the DDG 51 Class and bolt heads. The Dive Supervisor main-
Guided Missile Destroyer. The Table 17-7.2 tains a running log of the conditions and
checklist presents components in the order in records the FR and PDR for localized areas.
which the diver would find them when making This enables the Dive Supervisor to keep
a stern area, port side, bow, and starboard track of the total estimate for each section of
side inspection dive. Note that all hull open- the hull. These values are then summarized,
ings included on the docking plan are listed in yielding the overall condition for each area:
Figure 17-7.1 and Table 17-7.2. Depending on bow, stern, flat bottom, and sides. Report the
the ships draft at the time of the inspection, docking block areas separately from the flat
some items may be above the waterline. The bottom and sides. For docking block areas,
Dive Supervisor can refer to Figures 17-7.1 report the average percent of block areas
and 17-7.2 and Table 17-7.2 (found at the end painted and the percent of base metal with pit-
of these Level 1 procedures) to pinpoint the ting. Estimate the average diameter and depth
exact location of a particular component. of pitting. For a heavily fouled section of hull,
These tables and figures can be photocopied only the FR can be reported since little or no
and used to document the reported condition hull paint will be visible.
of each component. In addition, the NAVSEA
Diver Inspection Data Forms for the hull,
Sonar Dome Rubber Window, ICCP, and pro-
peller should be used to record the inspection
results. These forms are included in Section 5
of this chapter. Underwater color photography a. Inspect and report the FR.
should also be used to further depict the dam-
age described in the report and in the forms. b. Inspect and report the PDR. Report
NOTE
FR and PDR.
ent damage.
hull.
17-7.3.2.2 T h e d i v e r s h o u l d c o n t i n u o u s l y c. Estimate and report the extent and
DDG 51 Class Inspection Procedures - Level 1 17-7-11

S0600-AA-PRO-170
17-7.3.4 Lifting Fittings. e. Verify that the two 1 1/4-inch fill holes
(upper) and the 1 1/4-inch drain hole
a. Inspect and report the FR. (lower) plugs are present and have not
backed out.
b. Inspect and report the PDR. Report
localized areas of pitting, blisters, peel- f. Inspect the rudder lifting fittings.
g. Sound the rudder and stool by using a
c. Inspect for cracked or corroded weld rubber or rawhide mallet.
seams.
(1) Rap on the surface to determine if
17-7.3.5 Rudder. the rudder or stool has flooded.
Begin sounding near the upper-
a. Inspect the entire surface area of the most part and continue downward
rudder and stool for any cracked welds to the lowest point.
or any marks, gouges, or scrapes that
NOTE
indicate the rudder surfaces may have
made contact with an underwater
object.
will change the sound. It is neces-
sary to sound the rudder and
NOTE
stool in different locations. A hol-
low sound indicates the rudder or
If any cracks are detected in the
stool is not flooded, while a dull
welds or if any welds are discov-
sound indicates flooding.
ered that are excessively cor-
roded, thoroughly clean the area
with a wire brush and inspect to
water, make the appropriate
determine the extent of any dam-
report and arrangements for fol-
age.
low-on dewatering and repair.
b. Inspect the area between the rudder, h. Inspect and report the FR and the
the rudder stock, and the stool for PDR.
fouled wire, rope, or foreign material.
17-7.3.6 Propellers (5-Bladed).
c. Measure the rudder clearance. At the
center of the rudder stock, take the a. Inspect the propeller hub end cover
measurements at the inboard and out- and hub cone cover plate for damage,
board sides (both sides) between the cracks, and loose or missing fasteners.
top of the rudder and the stool. Design
clearance is 1 inch. b. Inspect the propeller hub for fouled
d. Verify that the two fill plugs on the stool Fiber such as fish netting or manila line
are present and have not backed out. may be removed without difficulty. If
NOTE sively time consuming, make the
The rudder will have to be shifted for follow-on removal.
to port or starboard to inspect the
stool drain plugs and the rudder c. Inspect the propeller blade root and
fill plugs. flange areas for cracks and cavitation
17-7-12 DDG 51 Class Inspection Procedures - Level 1

S0600-AA-PRO-170
damage. Cavitation damage can be NOTE

identified by an area of small pocked
holes or a rough-textured surface. A missing rope guard is a serious
casualty.
(1) Verify that the blade bolt caps (4
each side of each blade) are in b. Inspect all welds for corrosion, dam-
place and secure. age, or cracks.
(2) Verify that the 1 1/8-inch thread NOTE

savers (one in each side of the
blade) are in place on the blade If any cracks are detected in the
flange. welds or if any welds are discov-
d. Inspect the overall physical appear- roded, thoroughly clean the area
ance and FR of each blade, starting with a wire brush and inspect to
with blade A. determine the extent of damage.
(1) Inspect the leading and trailing

c. Inspect for the presence of fouled rope,
edges for nicks, curls, chips,
dents, flat spots, cracks, or other
apparent damage.
d. Verify that the 1 inch running clearance
(2) Inspect the suction (forward) and between the rope guard and propeller
pressure (aft) face of each blade hub is uniform all around. Take clear-
for defects caused by cavitation. ance measurements at the 3, 6, 9, and
12 oclock positions.
(3) Inspect the 1 3/4-inch prairie air
channel cover plate on the blade
pressure (aft) face for damage or e. Inspect the 102 prairie air holes located
cracked welds. Inspect both the around the guard for fouling or block-
age.
pressure (aft) and suction (for-
ward) face air emitter holes for
fouling. f. Inspect and report the FR and the PDR
of the rope guard.
NOTE
If any cracks are detected in the 17-7.3.8 Bearing Housing and Struts.
ered that are excessively fouled, a. Inspect the bearing housing for the
thoroughly clean the area with a presence of the two 1/2-inch IPS pipe
wire brush and inspect to deter- plugs (one on the forward and one on
mine the extent of damage. the after upper bearing housing edges)
and six 1/2-inch IPS plugs evenly
(4) Measure and record the extent of spaced on the bottom of the bearing
all damage. housing; ensure that they are flush and
staked at a minimum of two places.
propeller.
b. Inspect the strut columns for corrosion
17-7.3.7 Rope Guard. damage and the presence of wire or
other foreign material.
a. Verify that the rope guard is securely in
place. c. Inspect the surface paint condition.

S0600-AA-PRO-170
(1) At best, the surface of the struts e. Inspect and report the FR and the PDR
will be very rough due to previous of the fairwaters.
damage or repairs.
17-7.3.10 Shafting.
(2) Inspect for loose or missing
epoxy.
a. Inspect the full length of all accessible
d. I n s p e c t t h e s t r u t c o l u m n s a t t h e glass-reinforced plastic (fiberglass)
strut/hull interface for cracked welds. covering.
NOTE (1) Inspect for evidence of deteriora-

tion, loss of adhesion, or any
apparent physical damage. Loss
the following: loss of covering
determine the extent of damage.
bare metal.
e. Report the FR and PDR of the strut and (2) Inspect for damage such as nicks
bearing housing. or cuts in the coating, missing
covering, or loose covering. The
17-7.3.9 Fairwaters. covering may also have rust
stains indicating where rust has
a. Verify the presence of fairwaters. leaked through near a cut, pin-
NOTE or other flaw.
NOTE
A missing fairwater is considered
a serious casualty. Rust stains on the shaft coating
indicate corrosion of the shaft.
b. Verify that the 7/8-inch gap between This is a serious problem.
the fairwater and the shaft is uniform all
around. Take measurements at the 3, b. If any of the above conditions exist,
6, 9, and 12 oclock positions. make the appropriate report and
arrangements for follow-on Level 2
c. Inspect the 134 evenly spaced 3/64- inspection.
inch air emitter holes located around
the fairwater for fouling or blockage. 17-7.3.11 Stern Tube.
d. Inspect all welds for corrosion damage a. Inspect the stern tube fairwater for cor-
and cracks. rosion damage and cracked welds.
NOTE NOTE
If any cracks are detected in the If any cracks are detected in the
welds or if any welds are discov- welds or if any welds are discov-
ered that are excessively cor- ered that are excessively cor-
roded, thoroughly clean the area roded, thoroughly clean the area
with a wire brush and inspect to with a wire brush and inspect to
determine the extent of damage. determine the extent of damage.

S0600-AA-PRO-170
b. Verify that the gap between the fairwa- b. Inspect the dielectric shield for chips,
ter and the shaft is uniform all around. cracks, blisters, or missing epoxy.
Take measurements at the 3, 6, 9, and
12 oclock positions. Design clearance c. Inspect the hull coating in the area
is 1 inch. around the anode for missing or peel-
ing paint or blisters. Inspect for calcare-
c. Inspect and report the FR and the PDR ous buildup.
of the stern tube and immediate hull
plate area. d. Inspect and report the FR and the
PDR.
17-7.3.12 Skeg.
17-7.3.14 Reference Electrode (Reference
a. Inspect the skeg for damage, corro- Cell).
sion, or cracked welds.
a. Inspect for damage, clogged water cir-
b. Inspect for loose or missing plugs. The culation holes, and loose or missing
skeg has one fill plug located at frame epoxy.
392 on the starboard side, 3 inches for-
ward of the uppermost trailing edge b. Inspect and report the FR.
and one drain plug located at frame
378 on the centerline. 17-7.3.15 Overboard Discharge.
c. Inspect and report the FR and the a. Inspect for foreign material or corrosion
PDR. damage.
17-7.3.13 Impressed Current Cathodic Pro- b. Inspect and report the FR and the
tection (ICCP) Anode (4-Foot and 8-Foot PDR.
Anode).
17-7.3.16 Sea Chest and Seawater Suction.
NOTE
a. Inspect screens and grates for clogged
The presence of marine fouling holes and loose or missing fasteners.
indicates a non-functioning
anode. b. Inspect splitter bars for corrosion dam-
welds, and missing or loose fasteners.
CAUTION
Avoid disturbing the white cal- PDR.
cium buildup on the dialectric
shield that protects areas of
17-7.3.17 Bilge Keel.
bare metal from corrosion.
a. Inspect the anode for damage, missing a. Inspect the bilge keel for dents, cracks,
or broken wires, and missing or dam- curled edges, missing plate, or other
aged platinum coating on the wires. apparent damage.

S0600-AA-PRO-170
b. Inspect for foreign material and loose 17-7.3.19 Transducer (Sonar TR 331/UQN).
or missing plugs. There are three plugs
on each bilge keel. Two are located on a. Inspect sensor protective cover for
the top at frames 322 and 178, and the tears, gouges, or delaminations.
other is located on the bottom at frame
248. b. Inspect the cover plate weld for dam-
age, corrosion, or leaks.
c. Measure and record the location of any
damage. c. Inspect for signs of structural failure or
d. Inspect and report the FR and the water objects.
PDR.
d. Inspect and report the FR.
17-7.3.18 Masker Belt.
17-7.3.20 Rodmeter (Underwater Log).
a. Inspect for crushed, dented, or missing
sections of masker belt. a. Inspect the hull opening to verify that it
is free of any obstruction.
b. Inspect the full length of weld between
the backing plate and the hull (the b. Inspect and report the FR.
backing plate is the plate welded to the
hull) and the weld between the emitter 17-7.3.21 Bow-mounted Sonar Dome.
plate and the backing plate for cracks.
Inspect both sides. WARNING
NOTE
If any cracks are detected in the when touching a dome with
welds or if any welds are discov- steel wires exposed.
WARNING
c. Inspect the 3/64-inch air emitter holes with NOFOUL rubber surfaces.
for fouling. Emitter holes are spaced Avoid contact between hands
1/2 inch forward and aft of the emitter and eyes if hands have been
pipe vertical centerline. Emitter holes exposed to the NOFOUL rub-
are spaced in sections and the spacing ber material. Wash hands thor-
varies in density for each section. oughly before eating or
smoking.
d. Inspect for a loose or missing 1 1/4-
inch NPT clean-out plug located 2 a. Inspect the entire surface of the sonar
inches from the end of the emitter pipe dome and banjo using a latitudinal
at the keel. inspection pattern. Survey a swath
approximately 3 feet wide on each
e. I n s p e c t a n d r e p o r t t h e F R a n d i f pass until complete. Inspect for cuts,
painted, the PDR. pits, gouges, bulges, soft spots, and

S0600-AA-PRO-170
any previous repairs that may have ered that are excessively cor-
become faulty or deteriorated. roded, thoroughly clean the area
b. Inspect and report the FR of the dome.
The rubber surface of the dome is made
of NOFOUL rubber. However, the anti- e. Inspect the hull/sonar dome fairing interface
fouling properties of the dome may for cracked welds or structural damage.
become ineffective as the dome ages or
from over-spraying of paint while the NOTE
ship is in dry-dock. Fouling degrades
the performance of the sonar. If any cracks are detected in the
c. Inspect the entire perimeter of the rub- welds or if any welds are discov-
ber dome and steel closure plate for ered that are excessively cor-
separation, cracks, damage or corro- roded, thoroughly clean the area
sion of the steel. with a wire brush and inspect to
d. Inspect the banjo and fairing with the
hull for damage, cracks or corrosion. f. Rubber damage with exposed wires,
Report the FR and PDR of the banjo. cracked welds, or structural damage
are severe conditions. If any such dis-
NOTE
crepancies are noted, make the appro-
If any cracks are detected in the priate report and arrangements for a
welds or if any welds are discov- follow-on Level 2 inspection.
DDG 51 Class Inspection Procedures - Level 1 17-7-17 (17-7-18 blank)

Name of Ship S0600-AA-PRO-170
Inspection Activity
Inspection Location
Inspection Date
Table 17-7.2. Checklist of Major Hull Components (sheet 1 of 6)
Docking
Item Location on Hull Size
Plan Component System Served Conditions Found
Ref. No.
3 Lifting Fittings, Stbd Rudder and Propeller Frame 463 (2 ea.), 488 (3 ea.),
442 (2 ea.)
4 64 Overboard Discharge Firemain Frame 459 Stbd, 14 8 off CL 3 5/8 dia
5 63 Overboard Discharge Plumbing Drain Frame 448 Stbd, 22 1 off CL* 3 dia
6 19 Reference Electrode (Reference Cell) ICCP System Frame 448 Stbd, 8 0 off CL 9 dia
7 Rudder and Rudder Stool, Stbd Frame 464-448 Stbd, 10 2 off CL
7.c Plating, Welds
7.d Rudder Fill and Drain Plugs
7.e Stool Fill and Drain Plugs
7.f Stool Access Cover Plate
7.g Sound Rudder and Stool
8 Propeller (5-Bladed) Stbd Frame 444-438 Stbd, 13 6 off CL
8.a Hub
8.b Blades

Savers
9 Bearing Housing and Struts, Stbd Frame 436-428 Stbd, 13 6 off

CL
9.a Rope Guard with Prairie Air
9.b Bearing Housing
9.c Struts
9.d Fairwater with Prairie Air
DDG 51 Class Inspection Procedures - Level 1 Change B 17-7-19 (17-7-20 blank)

Inspection Activity
Inspection Location
Inspection Date Table 17-7.2. Checklist of Major Hull Components (sheet 2 of 6)
Docking
Ref. No.
10 Shaft, Stbd Frame 428-388 Stbd, 13 6 off

CL
11 Stern Tube and Fairing, Stbd Frame 388-342 Stbd, 13 6 off

CL
12 10 Sea Chest Ships Service Gas Turbine Generator Cooling Frame 382-378 Stbd, 7 10 off 46 1/2 x 12 1/2
Pump #3 CL
13 Skeg Frame 418-340 on CL
13.a Plug (Skeg Fill Plug) Skeg Frame 392 Stbd, 3 Forward off
Uppermost Trailing Edge
13.b 69 Plug (Skeg Drain Plug) Skeg Frame 378 CL 1 dia
13.c Skeg Keel Docking Block Area,

FR and PDR
14 17 Impressed Current Cathodic Protec- ICCP System 150 amp anode Frame 412-404 Stbd, 14 11 off 96 x 5 area
tion (ICCP) Anode (8-Foot Anode) CL
16 54 Overboard Discharge Seawater Cooling Frame 381 Stbd, 26 2 off CL 3 5/8 dia
18 67 Overboard Discharge Submersible Dewatering Pump Frame 352 Stbd, 28 8 off CL* 4 dia
19 Lifting Fittings, Port Rudder and Propeller Frame 463 (2 ea.), 488 (3 ea.),
442 (2 ea.)
20 20 Reference Electrode (Reference Cell) ICCP System Frame 448 Port, 8 0 off CL 9 dia
21 Rudder and Rudder Stool, Port Frame 464-448 Port, 10 2 off CL
21.c Plating, Welds
21.e Stool Fill and Drain Plugs
21.f Stool Access Cover Plate
21.g Sound Rudder and Stool
22 62 Overboard Discharge Plumbing Drain Frame 448 Port, 22 1 off CL* 3 dia

Name of Ship
Inspection Location
Docking
Ref. No.
23 61 Overboard Discharge Main and Secondary Drain Frame 446 Port, 22 3 off CL* 5 1/8 dia
24 Propeller (5-Bladed) Port Frame 444-438 Port, 13 6 off CL
24.a Hub
24.b Blades

Savers

25 Bearing Housing and Struts, Port Frame 436-428 Port, 13 6 off CL

25.c Struts
25.d Fairwater with Prairie Air

26 Shaft, Port Frame 428-388 Port, 13 6 off CL
27 Stern Tube and Fairing, Port Frame 388-358 Port, 13 6 off CL
28 18 Impressed Current Cathodic Protec- ICCP System 150 amp Anode Frame 412-404 Port, 14 11 off 96 x 5 area
29 59 Overboard Discharge Plumbing Waste Drain Frame 407 Port, 25 2 off CL* 3 1/8 dia
30 57 Overboard Discharge Washdown Countermeasure Drain Frame 395 Port, 26 5 off CL* 1 3/4 dia
31 68 Overboard Discharge Firemain Distribution Frame 394 Port, 26 8 off CL* 1 3/4 dia
32 Port Paint and Fouling Frame 338-78
33 Port General Hull Plate Frame 338-78

(Include Keel Block Areas) FR
and PDR
34 52 Overboard Discharge Seawater Cooling Frame 337 Port, 12 2 off CL 7 dia
35 9 Sea Chest Fire Pump #5 Frame 322-318 Port, 10 1 off CL 46 1/2 x 25 1/2
36 71 Overboard Discharge Firemain Frame 324 Port, 16 1 off CL 3 5/8 dia

Inspection Activity
Inspection Location
Docking
Ref. No.
37 50 Overboard Discharge Sea Chest Vent Frame 323 Port, 29 4 off CL* 2 1/2 dia
38 47 Overboard Discharge Sewage and Plumbing Drain Frame 313 Port, 29 9 off CL* 5 5/8 dia
39 Bilge Keel, Port Frame 328-175 Port
39.a Plug Bilge Keel Frame 322 Port 1 dia
39.b Plug Bilge Keel Frame 248 Port 1 dia
39.c Plug Bilge Keel Frame 178 Port 1 dia
40 41 Overboard Discharge Seawater Cooling Frame 265 Port, 25 6 off CL 7 1/2 dia
41 16 Impressed Current Cathodic Protec- ICCP System 75 amp Anode Frame 245-241 Port, 27 0 off CL 48 x 5 area
tion (ICCP) Anode (4-Foot Anode)
42 Masker Belt, Port Frame 232 Port
43 35 Overboard Discharge Seawater Cooling Frame 208 Port, 28 4 off CL* 4 1/8 dia
44 34 Overboard Discharge Water Waste Transfer Frame 200 Port, 29 3 off CL* 3 1/8 dia
45 14 Reference Electrode (Reference Cell) ICCP System Frame 197 Port, 25 9 off CL 9 dia
46 33 Overboard Discharge Sea Chest Vent Frame 190 Port, 29 10 off CL* 2 1/2 dia
48 30 Overboard Discharge Main and Secondary Drainage Frame 184 Port, 30 0 off CL* 9 7/8 dia
50 31 Overboard Discharge Distilling Plant Frame 187 Port, 28 4 off CL 3 5/8 dia
51 4 Sea Chest Fire Pump #3 and Cooling Pump #2 Frame 190-186 Port, 5 7 off CL 46 1/2 x 25 1/2
9 1 x 3 0 fairing
52 28 Overboard Discharge Main and Secondary Drainage Frame 169 Port, 29 0 off CL* 9 7/8 dia
54 3 Sea Chest Ships Service Gas Turbine Generator Circulating Frame 168-166 Port, 9 6 off CL 22 1/2 x 22 1/2
Cooling Pump #1 7 1 x 3 0 fairing
55 27 Overboard Discharge Ships Service Gas Turbine Generator Seawater Frame 166 Port, 19 7 off CL 3 5/8 dia
Circulating Pump #1
56 25 Overboard Discharge Seawater Cooling Pump #1 Recirculating Frame 145 Port, 15 8 off CL 2 1/2 dia
57 2 Sea Chest Central Seawater Cooling Pump #1 and Fire Frame 138-134 Port, 3 4 off CL 46 1/2 x 25 1/2
Pump #2 9 1 x 3 0 fairing
58 24 Overboard Discharge Chemical, Fluorocarbon Cooling Frame 134 Port, 26 3 off CL* 1 3/4 dia

Name of Ship
Inspection Location
Docking
Ref. No.
60 22 Overboard Discharge Plumbing Drain Frame 120 Port, 18 3 off CL 4 1/8 dia
62 1 Sea Chest Fire Pump #1 Frame 118-115 Port, 12 6 off CL 34 1/2 x 25 1/2
63 21 Overboard Discharge Fire Pump #1 Sea Chest Vent Frame 116 Port, 24 3 off CL* 2 1/2 dia
Note: This completes the port side for reporting FR and PDR value. Frames 338 to 78.
64 Bow Paint and Fouling Frame 78 and Forward
65 Bow General Hull Plate Frame 78 and Forward
65.a Bow Keel Docking Block Areas,

FR and PDR
66 12 Impressed Current Cathodic Protec- ICCP System 75 amp Anode Frame 71-67 Port, 10 5 off CL 48 x 5 area
67 Bow-mounted Sonar Dome Frame 55-0 CL
68 11 Impressed Current Cathodic Protec- ICCP System 75 amp Anode Frame 71-67 Stbd, 10 5 off CL 48 x 5 area
69 Stbd Paint and Fouling Frame 78-338
70 Stbd General Hull Plate Frame 78-338

70.a Stbd Side Docking Block Areas
FR and PDR
71 23 Overboard Discharge Plumbing Waste Drain Frame 123 Stbd, 23 9 off CL 3 5/8 dia
72 Masker Belt, Stbd Frame 122 Stbd
73 66 Transducer (Sonar TR 331/UQN) Frame 127 Stbd, 5 7off CL 16 1/4 dia
74 65 Rodmeter (Retractable) Underwater Log Frame 131 Stbd, 5 7 off CL 12 7/8 dia
75 29 Overboard Discharge Central Seawater Cooling Pump #1 Frame 169 Stbd, 20 0 off CL 9 1/2 dia
76 26 Overboard Discharge Masker Emitter System Frame 171 Stbd, 29 4 off CL* 4 1/8 dia
78 Bilge Keel, Stbd Frame 328-175 Stbd
78.a Plug Bilge Keel Frame 178 Stbd 1 dia

Inspection Activity
Inspection Location
Docking
Ref. No.
78.b Plug Bilge Keel Frame 248 Stbd 1 dia
78.c Plug Bilge Keel Frame 322 Stbd 1 dia
79 13 Reference Electrode (Reference Cell) ICCP System Frame 197 Stbd, 25 9 off CL 9 dia
80 37 Overboard Discharge Oily Waste Transfer Frame 217 Stbd, 30 0 off CL* 3 5/8 dia
82 5 Sea Chest Central Seawater Cooling Pump #3 Frame 228-224 Stbd, 12 4 off 34 1/2 x 25 1/2
CL 8 1 x 3 0 fairing
84 38 Seawater Suction Central Seawater Cooling Pump #3 Frame 238 Stbd, 15 3 off CL 9 7/8 dia
85 15 Impressed Current Cathodic Protec- ICCP System 75 Amp Anode Frame 245-241 Stbd, 27 0 off 48 x 5 area
89 42 Overboard Discharge Waste Water Pump Frame 267 Stbd, 30 0 off CL* 3 dia
91 6 Sea Chest Central Seawater Cooling Pump #4 and Fire Frame 272-268 Stbd, 5 7 off CL 46 1/2 x 25 1/2
Pump #4 9 1 x 3 0 fairing
92 7 Sea Chest Ships Service Gas Turbine Generator Circulating Frame 282-280 Stbd, 7 10 off 22 1/2 x 25 1/2
Cooling Pump #2 CL 7 1 x 3 0 fairing
93 44 Overboard Discharge Plumbing Drain Frame 297 Stbd 26 3 off CL 4 3/4 dia
94 60 Overboard Discharge Sewer and Plumbing Drain Frame 306 Stbd, 29 9 off CL* 5 3/8 dia
95 45 Overboard Discharge Sewage and Plumbing Drain Frame 308 Stbd, 29 11 off CL* 4 1/8 dia
96 46 Overboard Discharge Plumbing Frame 311 Stbd, 29 8 off CL* 3 dia
97 49 Overboard Discharge Sea Chest Vent Frame 319 Stbd, 29 4 off CL* 2 1/2 dia
99 8 Sea Chest Seawater Cooling Pump #5 Frame 322-318 Stbd, 10 1 off 34 1/2 x 25 1/2
CL 8 1 x 3 0 fairing
100 51 Overboard Discharge Main and Secondary Drainage Frame 337 Stbd, 29 3 off CL* 11 5/8 dia
Note: This completes the starboard side for reporting FR and PDR values. Frames 78 to 338.

S0600-AA-PRO-170
DDG 51 Class Inspection Procedures - Level 1 Figure 17-7.1 DDG 51 Class Plan and Profile. 17-7-31 (17-7-32 blank)
S0600-AA-PRO-170
DDG 51 Class Inspection Procedures - Level 1 Figure 17-7.2 DDG 51 Class Running Gear. 17-7-33 (17-7-34 blank)
S0600-AA-PRO-170
framing.
17-7.4.1.1 T h i s s e c t i o n c o n t a i n s L e v e l 2
include a detailed inspection of the keel.
inspection procedures for the DDG 51 Class
Locate and measure any cracks or distortion.
Guided Missile Destroyer. The procedures are
presented in the order in which the diver would 17-7.4.2.2.4 Example of Report. 10-foot by
find the components when making a stern-to- 35-foot damaged area running fore and aft, 15
stem swim. The Dive Supervisor can refer feet outboard port of the keel beginning 38
back to Table 17-7.2 to pinpoint the exact feet aft of the rodmeter. Damage begins with
17-7.4.1.2 The purpose of a Level 2 inspec- distortion of four inches by six feet wide by 20
tion is to conduct a detailed inspection of the
feet long, 50 percent bare metal, no visible hull
malfunctioning or damaged component. The plate cracks, no suctions or discharges are
diver must gather sufficient information for fur- located in the damaged area.
make precise measurements and record the 17-7.4.2.3 Inspection Procedure.
exact coordinates of any discrepancies that 17-7.4.2.3.1 Gross Damage Assessment.
chapter can be photocopied and marked to a. Conduct a quick inspection of the dam-
show the location and extent of damage. The aged area and immediate surrounding
diver can also refer to the appropriate forms area.
damage described on the report and on the
forms. (2) If only paint damage has
occurred, report the size and
17-7.4.2.1 The purpose of a Level 2 hull coat- cracked metal is found, continue
ing and hull plate inspection is to accurately with the detailed inspection.
assess the extent of known or suspected dam- (3) Measure extent of pitting: per-
age resulting from collision, grounding, or cent, diameter, and depth.
other mishap. The inspection requires a
detailed description (with measurements) of 17-7.4.2.3.2 Detailed Damage Inspection.
the exact location and extent of all damage. a. Thoroughly inspect all damaged areas:
length, width, and orientation of all
cracks, area of distorted or missing hull
17-7.4.2.2.1 Report all areas, size, and loca- plate, maximum depression of plate,
tion of paint damage, areas of exposed metal, presence of torn or bulging plate.
and condition of surrounding paint. Use defin-
b. If hull plate is torn or missing, report
able reference points such as suctions, dis-
condition of all exposed framing.
charges, bilge keel, flat bottom, turn of the
bilge, etc. NOTE
17-7.4.2.2.2 H u l l p l a t e d a m a g e m u s t b e Damage at or near the keel is a
detailed in terms of the amount of distortion, serious casualty. Exact details of
orientation, and size, length, and maximum the condition are required to

S0600-AA-PRO-170
Figure 17-7.3. Spade Rudder with Stool.
17-7.4.3 Rudder and Stool. proximity of the crack to the weld (cen-
ter of weld, base metal). If cracks are
17-7.4.3.1 Damage Description Require- found in or near any clad welding,
ments. describe the location with respect to
the cladding (center, edge, parallel to
17-7.4.3.1.1 Inspection of rudders requires a weld bead, etc.).
the exact location and size of all corrosion, c. Total area affected, including the diam-
damage, and flaws. As a minimum, the eter and depth of any pitting; also
description must include: include both the maximum and aver-
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r - age pit size.
erence point (top/bottom/side/leading d. Area and location of corrosion or other
edge). damage.
b. Length, maximum width, and orienta- e. PDR and FR.

seam information, include the direction 17-7.4.3.1.2 Example of Report. Pitting on
of the crack with respect to the weld leading edge of port rudder, inboard side,
(perpendicular or parallel) and the starting 30 inches from forward bottom, 6-inch

S0600-AA-PRO-170
by 8-inch area. Maximum pit depth: 1/8-inch metal. Inspect the stool to hull
depth by 1/4-inch diameter. Average pit depth: weld for cracks and corrosion.
NOTE
17-7.4.3.2 Inspection Procedure. S e e F i g -
ure 17-7.3. If any cracks are detected in the
a. Inspect the rudder stock area.
(1) Inspect the area between the rud-
der and stool, and around the
rudder stock for fouled wire, rope,
or other foreign material.
(4) Verify that the drain plug on bot-
b. Measure the rudder clearance. tom of the rudder is present and
secure.
(1) With the rudder amidships, take
the clearance measurements
between the top of the rudder and d. Sound the rudder and stool.
the stool (at the forward most part
of the rudder and stool). Design (1) Using a rubber or rawhide mallet,
clearance measurement is 1 inch. rap on the rudder and stool sur-
face to determine if the rudder
c. Inspect the rudder and stool surface.
has flooded. Begin sounding near
the uppermost part of the rudder
(1) Verify that the two fill plugs on top and continue downward to the
of the rudder are present and lowest point.
secure. Verify that the zinc anode
access cover plate is in place and NOTE
that all 14 flat-head screws are in
place and secure. Internal framing and stiffeners
will change the sound. It is nec-
(2) Determine the overall FR of the
essary to sound the rudder and
rudder and stool. If the FR is 40
stool in different locations. A
or greater, inspect for clean areas
hollow sound indicates the rud-
which indicate areas of recent
der or stool is not flooded, while
damage from grounding or con-
a dull sound indicates flooding.
tact with submerged objects. If
any such areas are found, thor-
(2) If the rudder or stool is found to
oughly inspect for cracks, dents,
contain water, conduct a detailed
or gouges.
inspection to locate the source of
(3) Conduct a detailed inspection of flooding. Inspect all plugs for
the rudder and stool surface for tightness and inspect weld seams
any cracked welds, marks, for cracks. Make the appropriate
gouges, or scrapes. Inspect for report and arrangements for fol-
areas of bleeding rust and bare low-on dewatering and repair.

S0600-AA-PRO-170
17-7.4.4 Propeller (5-Bladed). areas should be interpreted as cavitation ero-

sion.
17-7.4.4.1.2 Propellers are subject to two
ments.
kinds of cavitation erosion: one caused by pro-
peller damage and the other by design or
17-7.4.4.1.1 The inspection of a propeller operating conditions. Therefore, if cavitation
requires a detailed description (with measure- damage is found, inspect for the cause. The
ments) of the exact location and size of any irregularity ahead of the eroded area can be a
damage, flaws, cracks, porosity, curls, bends, nick, gouge, or other damage in the leading
or cavitation erosion. Cavitation erosion edge or a leading edge radius that has been
results from the rapid formation and collapse improperly cleaned or finished, leaving flat
of water vapor bubbles on the propeller sur- spots or other unfairness.
a porous, sponge-like, pitted metal surface. 17-7.4.4.1.3 Do not confuse cavitation ero-
Heavy localized concentrations of eroded sion with porosity. Porosity is common and is

S0600-AA-PRO-170
a manufacturing defect. Porosity will likely be i. Blade tip. The outermost edge of the
coupled with fouling. Cavitation is uncommon blade.
and is often characterized by a trace of worn
away metal (area is clean) in the direction of j. Emitter holes. Holes drilled into a chan-
water flow. Porosity is often sharp-edged, nel near the leading edge that distrib-
whereas cavitation erosion (unless severe) is ute the prairie masker air.
not.
17-7.4.4.1.4 Damage location descriptions k. Hub cone. A fairing bolted to the aft end
must include reference to obvious points and of the hub which provides a smooth
must use standard nomenclature. Following is hydrodynamic flow.
a list of common propeller terms:
l. Hub cone cover plate. Fairing plates
a. Blade number. Both port and starboard that are installed over the bolts used in
propeller blades are numbered in the the attachment of the hub cone to the
opposite direction of rotation (when hub.
viewed from astern) using letters A
through E. These letters are stamped m. Hub end cover. Aft end of the hub cone
on the flat surface blade hub flange cover assembly used to distribute the
near the flange edge outboard (12 prairie air past the check valve through
oclock position) of the blade bolts. the hub cone cover and hub and then
out to the blades.
b. Blade palm. The round portion of the
propeller blade that bolts to the hub n. Retainer plate. This plate is threaded
(also referred to as the blade flange). into the hub end cover and retains the
prairie air adapter plug.
c. Blade bolt cap. A protective cover
installed over the blade bolt. o. Prairie air adapter plug. This plug is
threaded into the retainer plate and
d. Pressure face. The portion of the blade provides access to the check valve.
that faces aft.
17-7.4.4.1.5 I t i s i m p o r t a n t t h a t t h e d i v e r
e. Suction face. The portion of the blade accurately report the size and extent of any
that faces forward. damage. The report must reflect an accurate
measurement of the area for cavitation ero-
f. Leading edge. The heavy, thick, more sion, porosity, curls, bends, scrapes, cracks,
rounded portion of blade closest to the nicks, gouges, and the maximum width and
forward end of the hub. length of any cracks.
17-7.4.4.1.6 Blade D, trailing edge, 2 feet

g. Trailing edge. The thinner, sharper por-
from blade palm, 1/8-inch deep by 1-inch long
tion of blade closest to the aft end of
nick. Evidence of cavitation erosion on the
the hub.
suction face, starting 4 inches in from the nick.
Erosion damage covers a 2-inch by 4-inch
h. Fillets. The area at the base of each
area.
blade where the pressure and suction
faces are blended into the flange con- 17-7.4.4.1.7 N A V S E A F o r m 4 7 3 0 / 6 ( N S N
tour (the intersection between the 0116-LF-047-3035) Propeller Inspection Data
flange and the blade). should be used to record results.

S0600-AA-PRO-170
17-7.4.4.2 Inspection Procedure. a. Inspect the entire surface of the propel-

(2) For moderately or heavily fouled NOTE

propellers (FR 40 or greater) look
Report the exact location and
recent damage (contact with an
extent of damage as it is found. A
object or grounding, or areas of
running log of the inspection must
cavitation erosion). If evidence of
be maintained by the log keeper
cavitation erosion is discovered,
to ensure accuracy.
carefully inspect the area ahead
(1) Inspect the overall physical
ties (nicks, flat spots, etc., in the
appearance and FR of each
leading edge).
blade, pressure and suction
b. Inspect the propeller hub for fouled faces, starting with blade A.
Fiber such as fish netting or manila line (2) Inspect the tip and leading and
trailing edges of each blade for
nicks, curls, chips, dents, flat
sively time consuming, make the spots, cracks, or other apparent
damage. Cracks may be found in
the edges and tips without any
evidence of impact in the area.
They can be caused by local
c. Conduct a detailed inspection of any
vibration, stress corrosion crack-
obvious major damage and thoroughly
ing, or residual stresses in the
document the type, size, and location
blades.
of the damaged area.
NOTE
17-7.4.4.2.2 Detailed Damage Inspection.
Pay particular attention to areas
NOTE of the blade where repairs have
been made (areas of discolora-
If the FR of the propeller is 40 or tion caused by welding). Thor-
greater, the propeller must be oughly inspect these areas for the
cleaned prior to conducting the presence of cracks.
detailed inspection unless the
decision is made that, due to (3) Verify that two 1 1/4-inch thread
obvious damage, the propeller savers installed in the lifting bolt
blades require replacement. holes (180 on each side of each

S0600-AA-PRO-170
blade) are in place on the blade face emitter holes for fouling. The
palm. air emitter holes are 3/64 inch in
diameter. The blade suction (for-
(4) Verify that the blade bolt caps
ward) and pressure (aft) faces
(four on each side of each blade)
each have 153 air emitter holes.
are secure and in place.
They are spaced 1 inch apart
(5) Inspect the hub for debris, cavita- starting approximately 5 1/2
tion damage, and leaking hydrau- inches from the base of the hub,
lic oil. and are 3/4 inch from the leading
edge on both faces. To function
(6) Inspect the cone cover plates for properly, these emitter holes
damage, loose or missing plates, must be free of fouling.
and loose or missing fasteners.
Each cone cover plate is secured NOTE
with twenty 1/2-inch cap screws.
(7) Inspect the hub cone for damage
and leaking hydraulic oil.
ered that are excessively fouled,
(8) Inspect the hub cone end cover thoroughly clean the area with a
plate for loose or missing fasten- wire brush and inspect to deter-
ers and leaking hydraulic oil. mine the extent of damage.
There are 10 1-inch cap screws.
c. Record the overall FR of the propeller.
(9) Inspect the retainer plate for
loose or missing fasteners and
leaking hydraulic oil. There is one d. If any discrepancies are found, make
5/16-inch socket set screw. the appropriate report and arrange-
ments for follow-on cleaning and/or
(10) Inspect the prairie air adapter repair.
plug for loose or missing fasten-
ers and leaking hydraulic oil.
17-7.4.4.2.3 Detailed Inspection of the Pro-
There are two 1/2-inch socket peller Prairie Air System.
screws and one 3/8-inch socket
set screw.
NOTE
pressure (aft) face of each blade Before proceeding with the next
for defects caused by cavitation. step, verify that there is sufficient
Cavitation damage can be identi- depth between the tip of the low-
fied by an area of small pocked ermost blade and the bottom. A
holes or a rough-textured surface. minimum of 5 feet is required to
(12) Inspect the prairie air channel prevent mud or silt from being
cover plate on the blade pressure sucked into the air emitter holes.
(aft) face for damage or cracked
welds. The cover plate is 1 3/4 NOTE
inches wide and is located 3/8
inches from the leading edge, Performance of the following pro-
starting at the hub and running to cedure requires that the dive sta-
a point past the center of the tion have, as a minimum, sound
blade tip. Inspect both the pres- powered communications with
sure (aft) and suction (forward) Ships Force personnel.

S0600-AA-PRO-170
NOTE greenie to remove light fouling

in areas where the holes appear
When the diver reports ready, to be fouled.
the Dive Supervisor will have
b. Detailed inspection of the air emitter
Ships Force apply low pressure
holes.
air so that a thorough inspection
of the prairie air system can be (1) Beginning with blade A, start at
conducted. the hub of the propeller and con-
duct the inspection toward the tip.
WARNING (a) Inspect to determine that the
first five emitter holes are clear
of fouling.
Rotating the propeller while
divers are in the vicinity may
inspect in 10-hole segments.
cause serious injury or death.
Ensure that the propeller is
fouled per 10-hole segment.
rotated only at the direction of
NAVSEA S9245-AR-TSM-010/
the Dive Supervisor.
PROP, Technical Manual for
NOTE Marine Propeller Inspection,
Repair and Certification, stipu-
Insufficient flow of air to the lower lates that no more than two
blades may require jacking the holes in any series of 10 may
shaft over to reposition each be fouled, and that no two adja-
blade for the inspection. If air flow cent holes may be fouled.
is too great to observe individual
holes, Ships Force can (c) At the blade tip, inspect to
decrease the flow. determine that the last five
holes are clear of fouling.
a. Gross damage assessment.
NOTE
(1) Begin the inspection procedure The maximum allowable number
by conducting a quick inspection of fouled holes for each blade is
of the system for air leakage 16.
other than from the air emitter
holes. Check the propeller hub (2) Repeat the inspection process for
end cover, blade palms, and the the remaining propeller blades.
(3) Secure the air flow to the emitter
(2) Note the general dispersion of air system.
so that areas that appear below
normal can be concentrated on c. If any discrepancies are found, make
during the detailed inspection of the appropriate report and arrange-
each blade. Use a wood block, ments for follow-on cleaning and/or
bronze or Lexan scraper, or a repair.

S0600-AA-PRO-170
Figure 17-7.5. Main Strut, Shaft, Stern Tube, Rope Guard, and Fairwaters.
17-7.4.5 Main Propulsion Assembly (Main crack with respect to the weld (perpen-
Strut, Shaft, Stern Tube, Rope Guard, and dicular or parallel) and proximity to the
Fairwaters). weld (center of the weld or base metal).
17-7.4.5.1.1 General condition or damage eter and depth of any pitting; also
assessment of the main strut, shaft, stern include both the maximum and aver-
tube, rope guard, and stern tube requires a age pit size.
the exact location and size of any damage or d. Area and location of corrosion or other
flaws. The description must include: damage.
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r - e. Exact location and size of all coating
board/forward/aft) from an obvious ref- damage, tears, or delaminations on the
erence. shaft.
b. Length, maximum width, and orienta- 17-7.4.5.1.2 Example of Report. P o r t

tion of all cracks. If the crack(s) is on or shaft, 6 feet 9 inches forward of the strut fair-
near a weld seam, include closest weld water, longitudinal gouge in fiberglass coating
seam information: the direction of the 2 inches wide by 1 foot long, bare metal show-

S0600-AA-PRO-170
ing; subsurface delamination 6 inches by 6 NOTE

inches, centered on a rust stain, located by
sounding. A missing rope guard is a serious
casualty.
(a) This ship class has steel rope

a. Main strut assembly (struts, bearing
guards with prairie air which
housing, rope guard, and fairwaters)
are welded on. Inspect for any
apparent damage and for the
(1) Inspect the main strut columns
(inboard/outboard) and bearing
housing for corrosion, damage,
and the presence of wire or other
foreign material. (b) Use a divers light or diver-held
video equipment light to inspect
(a) At best, the surface of the the area between the propeller
struts will be very rough due to hub and the strut bearing hous-
previous damage or repairs. ing.
(b) Inspect for loose or mixing (c) Inspect the rope guards for
epoxy. cracked welds.
(2) At the strut/hull interface, inspect (d) Verify that there is a uniform
the strut columns, doubler plates gap all around between the
and immediate area hull plate for propeller hub and the rope
cracked welds, corrosion, and guard by taking measurements
damage. at the 3, 6, 9, and 12 oclock
NOTE positions. Design clearance is
3/4 inch.
welds or if any welds are discov- (5) Verify that the fairwater is
ered that are excessively cor- present.
roded, thoroughly clean the area NOTE
determine the extent of the dam- A missing fairwater is considered
age. a serious casualty.
(3) Verify the presence of the two (a) This ship class has steel fair-
1/2-inch plugs on the top, and the
waters with prairie air which are
six evenly spaced 1/2-inch plugs welded on. Inspect for any
on the bottom of the bearing apparent damage and for the
housing; ensure that they are
flush and staked at a minimum of or other foreign material.
two places.
(4) Verify that the rope guard is (b) Inspect the fairwater guards for
present. cracked welds.

S0600-AA-PRO-170
NOTE inspection of the prairie air sys-

tem can be conducted.
welds or if any welds are discov- (a) Begin the inspection proce-
ered that are excessively cor- dure by conducting a quick
roded, thoroughly clean the area inspection of the system for air
with a wire brush and inspect to leakage other than from the air
determine the extent of damage. emitter holes.
(c) Verify that there is a uniform NOTE

gap between the fairwater and
the shaft by taking clearance If air flow is too great to
measurements at the 3, 6, 9, observe individual holes, Ships
and 12 oclock positions. Force can decrease the flow.
Design clearance is 7/8 inch.
(b) Note the general dispersion of
(6) If discrepancies are found, mea- air so that areas that appear
sure the exact location and size, below normal can be concen-
then make the appropriate report trated on during the detailed
and arrangements for follow-on inspection. Use a wood block,
repair. bronze or lexan scrapper, or a
"greenie" to remove light foul-
(7) Inspect and report the FR and the ing in areas where the holes
PDR of the main strut columns, appear to be fouled.
immediate hull plate area, bear-
ing housing, rope guard, and fair- (c) Beginning with the upper half of
water. the rope guard, inspect to
(8) Inspect the rope guard and and determine the emitter holes are
main strut fairwater prairie air clear of fouling.
system.
(d) Repeat the inspection process
NOTE for the air emitter holes on the
lower half of the rope guard.
procedure requires that the NOTE
dive station have as a mini-
mum, sound powered commu- The maximum allowable num-
nications with Ships Force ber of fouled holes for each
personnel. rope guard half is 5 percent of
the total number of holes.
NOTE
(e) Secure the air flow to the emit-
When the diver reports "ready," ter system.
Dive Supervisor will have
Ships Force apply low pres- (f) If any discrepancies are found,
sure air so that a thorough make the appropriate report

S0600-AA-PRO-170
and arrangements for follow- against the covering on the

on cleaning and/or repair. opposite side of the shaft. Con-
b. Shaft. and along its entire length.
NOTE NOTE
Pay particular attention to the Discernible vibration, movement

detection of damage or breaks in of the covering, or an audible, hol-
the covering in the area of shaft low sound is evidence of proba-
nearest the fairwaters and rotat- ble loose bond and must be
ing coupling. Propeller shafts are explored or further examined. To
covered with a hard metal sleeve determine the full extent of the
at all bearing areas. The shaft damaged area, reduce the dis-
coating at the sleeve ends are the tance for sounding the shaft from
most vulnerable areas of the 18 inches to 4 inches. The impor-
waterborne shafting. Therefore, tant criterion is to isolate and fully
give special attention to the determine the extent of the dam-
detection of breaks in the cover- aged or delaminated area.
ing or leakage in the joint (rust
stains) in these critical areas. (5) If discrepancies are found, mea-
sure the exact location and size,
(1) Inspect the full length of all acces- then make the appropriate report
sible glass-reinforced plastic and arrangements for follow-on
(fiber glass) covering for evidence repair.
c. Stern tube and fairwater.
or any apparent physical dam-
age.
(1) Verify that the stern tube fairwater
(2) Inspect for loss of covering, cuts, is present.
tears, surface delaminations, and
NOTE
other damage.
(3) Inspect for rust stains indicating
a serious casualty.
through the covering near a cut,
(a) Inspect for any apparent dam-
pinhole, area of porosity, patch,
age and for the presence of
fouled wire, rope, or other for-
(4) Inspect for internal separation of eign material.
metal shaft. Use a rubber or raw- (2) Inspect and report the FR and the
hide mallet to sound the covering PDR of the stern tube, immediate
at approximately 18-inch intervals hull plate area, and fairwater.
along the length of the shaft.
(3) If any discrepancies are found,
(a) Rap the shaft in the 3, 6, 9, and make the appropriate report and
12 oclock positions while hold- arrangements for follow-on
ing the palm of one hand repair.

S0600-AA-PRO-170

17-7.4.6.1.1 Include the exact location and (frame 392, starboard side, 3 inches
size of all damage or flaws. Description must forward of the upper trailing edge) and
include as a minimum: ensure that it has not backed out.
a. Distance and direction (port/starboard/for- b. Verify the presence of the drain plug
ward/aft) from an obvious reference. (frame 378 on the centerline) and
b. Length, maximum width, and orienta- ensure that it has not backed out.
c. Inspect the entire length of the skeg for
seam information: the direction of the dents, cracks, curled edges, or other
NOTE
age pit size.
d. Area and location of corrosion or other inspect to determine the extent
damage. For example: Weld crack 1 of damage.
foot long by 1/2 inch wide, port side, 18
hull/skeg interface. PDR.

S0600-AA-PRO-170
17-7.4.7 Overboard Discharge. b. Inspect and report the FR and the PDR.
damage. ments for follow-on repair

17-7.4.8 Sea Chest and Seawater Suction. age, broken or missing bars, cracked
a. Clean and inspect screens or grates for PDR.
clogged holes and loose or missing d. If any discrepancies are found, make
fasteners.
b. Inspect strainer bars for corrosion dam- ments for follow-on repair.

S0600-AA-PRO-170
Figure 17-7.8. Impressed Current Cathodic Protection (ICCP) Anode.
17-7.4.9 Impressed Current Cathodic Pro- a. Begin the inspection procedure by con-
tection (ICCP) Anode. ducting a quick inspection of the
anode, dielectric shield, and the imme-
17-7.4.9.1 Inspection Procedure. diate hull plate area out to a distance of

S0600-AA-PRO-170
20 feet. Inspect for obvious damage: (1) Report the percentage of dielec-
large areas of bare metal, cracked, tric shield with calcareous depos-
peeling, or blistered epoxy or paint, its.
large areas of calcium buildup.
(2) Inspect the dielectric shield for
b. Conduct a detailed inspection of the chips, cracks, blisters, or missing
anode. epoxy.
(3) Report the percentage of deterio-

(1) Inspect the anode for damage
ration of the dielectric shield.
and missing or broken wires and
missing or damaged platinum (4) Inspect the hull coating in the
coating on the wires. Count the area around the anode for miss-
number of missing or broken ing or peeling paint or blisters.
wires. Report the position of each Inspect for calcareous buildup.
broken or missing wire relative to Report the FR and the PDR.
the center of the anode.
(2) Inspect the bond between the 17-7.4.10 Impressed Current Cathodic Pro-
dielectric shield and the anode tection (ICCP) Reference Electrode.
holder. Check that the dielectric
shield is evenly faired up to the 17-7.4.10.1 Inspection Procedure.
face of the anode and is not
cracked or chipped.
a. Inspect for damage, clogged holes,
NOTE and loose or missing epoxy.
The presence of marine fouling

indicates a non-functioning CAUTION
anode.
Do not attempt to unclog holes
with any pointed objects.
CAUTION Potential damage to internal
components may result.
Avoid disturbing the white cal-
cium buildup on the dialectric b. Inspect and report the FR.
c. Conduct a detailed inspection of the the appropriate report and arrange-
dielectric shield. ments for follow-on repair.

S0600-AA-PRO-170
17-7.4.11 Bilge Keel. include both the maximum and aver-

age pit size.
d. Area and location of corrosion or other
17-7.4.11.1.1 Include exact location of all damage. For example: Port bilge keel,
damage or flaws. Description must include as 1 foot long by 1/2 inch wide crack in
a minimum: weld between upper and lower plates
located 18 feet forward of after end.
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r -
erence. 17-7.4.11.2 Inspection Procedure.
b. Length, maximum width, and orienta- a. Inspect the bilge keel for dents, cracks,
tion of all cracks. If the crack(s) is on or curled edges, missing plate, or other
near a weld seam, include closest weld apparent damage.
crack with respect to the weld (perpen- NOTE
weld (center of the weld or base metal). If any cracks are detected in the
c. Total area affected, including the diam- ered that are excessively cor-
eter and depth of any pitting; also roded, thoroughly clean the area

S0600-AA-PRO-170
with a wire brush and inspect to c. Measure and record the location of any
determine the extent of damage. damage.
b. Inspect for foreign material and loose d. Inspect and report the FR and the
or missing plugs. There are three 1- PDR.
inch NPT fill/drain plugs located on
each bilge keel. There are two plugs on e. If any discrepancies are found, make
the top located at frames 322 and 178, the appropriate report and arrange-
and one on the bottom at frame 248. ments for follow-on repair.
17-7.4.12 Masker Belt. board PMS. Diver cleaning pro-

cedures are provided in NAVSEA
17-7.4.12.1 Damage Description Require- S0600-AA-PRO-050.
ments.
17-7.4.12.1.1 Inspection of masker belt sys-
NOTE
tems requires a detailed description (with
measurements) of the exact location and size
Emitter hole blockage is difficult to
of any damage or flaws. As a minimum, the
inspect. Checking for blockage
description must include:
when the ship is pier side is not
recommended. Procedures for
assessing blockage by measur- a. Identity of masker belt emitter system
ing flow rate while the ship is (forward/aft, port/starboard, frame
underway are detailed in the ship- number).

S0600-AA-PRO-170
b. On the backing plate, the length, maxi- damage (crushed, twisted, or missing
mum width, and orientation of all sections of masker belt).
cracks, including closest weld seam
information. Also include the direction
of the crack with respect to the weld
(perpendicular or parallel) and the a. Inspect for crushed, cracked, or miss-
proximity of the weld (center of the ing masker belt.
weld or base metal).
b. Starting at the keel, inspect the full
c. Total area affected, including the diam- length of weld between the backing
eter and depth of any pitting; also plate and the hull and the weld
include both the maximum and aver- between the Cu-Ni masker air channel
age pit size. and backing plate.
d. Area and location of corrosion or any c. Inspect the 3/64-inch emitter holes for
other damage. Take all measurements fouling. Emitter holes are spaced in
from the keel up. sections and the spacing varies in den-
17-7.4.12.1.2 Location must include refer-
ence to obvious points and use standard d. Inspect for a loose or missing 1 1/4-
nomenclature. Following is a list of common inch NPT clean-out plug located 2 1/2
inches from the keel termination.
tion of damage.
e. I n s p e c t a n d r e p o r t t h e F R a n d , i f
a. Backing plate. A flat plate welded to the painted, the PDR.
hull to which the rolled emitter plate is
welded. f. If any discrepancies are found, make
b. Air emitter tube. A rolled Cu-Ni pipe ments for follow-on repair.
welded to the backing plate. The tube
contains 3/64-inch air emitter holes. 17-7.4.13 Transducer.
17-7.4.12.1.3 Example of Report 3 - i n c h 17-7.4.13.1 Damage Description Requirements.

horizontal crack in the weld seam of two sec- 17-7.4.13.1.1 I n s p e c t i o n o f t r a n s d u c e r s
tions of the rolled plate of the aft starboard requires a detailed description (with measure-
masker emitter system. ments) of the exact location and extent of all
17-7.4.12.2 Inspection Procedure. damage and flaws. As a minimum, the
17-7.4.12.2.1 Gross Damage Assessment.
a. Length, maximum width, and orientation
a. Begin the inspection procedure by con- of all cracks or flaws in the sensor cover.
ducting a quick inspection of the
b. Total area affected, including the diam-
masker belt and surrounding hull plate
eter and depth of any pitting or corro-
area.
sion of the immediate hull plate area.
b. Make note of the overall FR and the Also include both the maximum and
PDR and look for areas of obvious average pit size.

S0600-AA-PRO-170
17-7.4.13.1.2 Example of Report. 1-inch by b. Conduct a detailed inspection of the

2-inch diagonal gouge on sensor cover, maxi- entire transducer assembly.
mum depth 1/16 inch located at the 8 oclock (1) Using a greenie, gently scrub
position.
light fouling off the sensor head
and inspect the sensor protective
covers.
a. Begin the inspection procedure by con- (2) Inspect for signs of structural fail-
ducting a quick inspection of the trans- ure or damage caused by contact
ducer and the surrounding hull plate area. with underwater objects.
(3) Inspect and report the FR.
(1) Make note of the FR and PDR of
the immediate hull plate area and c. If any discrepancies are found, make
look for areas of obvious damage the appropriate report and arrange-
or flaws. ments for follow-on repair.
Figure 17-7.11. Rodmeter.

S0600-AA-PRO-170
17-7.4.14 Rodmeter. a. If Ship's Force reports damage to the

rodmeter, (scratches, gouges, etc.) or
17-7.4.14.1 N o r m a l l y , d i v e r s w i l l o n l y b e is unable to retract or deploy the rod-
called upon to inspect the rodmeter opening. meter, inspect the hull opening and
Ship's force personnel perform maintenance verify that it is clear of barnacles, sea
and repairs on the rodmeter after retracting it growth, or other foreign material.
into the hull. However, divers may be called
upon to inspect the hull opening if the ship b. If ship's force is unable to retract the rod-
reports damage to the rodmeter (scratches, meter, inspect for a bent or broken unit.
gouges, etc.) or is unable to either retract or
deploy the rodmeter. c. If any discrepancies are found, make
17-7.4.14.2 Inspection Procedure. ments for follow-on repair.
Figure 17-7.12. Bow-mounted Sonar Dome.

S0600-AA-PRO-170
17-7.4.15 Bow-mounted Sonar Dome. 17-7.4.15.1.2 T h e d e s c r i p t i o n o f d a m a g e

must include:
ments. a. Rubber dome material.
17-7.4.15.1.1 I n s p e c t i o n o f s o n a r d o m e s (1) Exact location and size (length,

requires a detailed description (with measure- width and depth) of all gouges,
ments) of the exact location and size of all tears, delaminations, blisters,
damage and flaws. For location, use distance flap, or other damage.
measurements from the closest relative bear-
ing grid marks, or if grid marks are not present, (2) Layers of wire plies exposed.
use exact measurements, horizontal and verti-
cal, from definable points such as the center- (3) FR.
line (i.e., 1 foot 3 inches above the lower
b. Fairing and closure plates.
marriage line). Measurements will require the
use of bear paw magnets and tape measures.
The following is a list of standard Sonar Dome (1) Exact location and size of all
Rubber Window terms: damage or flaws. As a minimum,
the description must include:
a. Marriage line. That area where the hull
meets the dome, often referred to as (a) Distance and direction (port/
the upper and lower marriage line. starboard/forward/aft) from a
known degree marker and/or
b. Banjo. A section of steel plate that other reference point.
extends forward from the keel. It sup-
ports the bottom of the dome.
(b) Length, maximum width, and
orientation of all cracks, includ-
c. Stem. Vertical forward-most part of the
ing closest weld seam informa-
ship.
tion. Also include the direction
of the crack with respect to
d. Vertical midpoint. An imaginary contin- weld seams on the marriage
uation of the stem vertically down the line (perpendicular or parallel)
dome.
and distance of the crack from
the rubber interface with the
e. Horizontal midpoint. A horizontal line fairing angle.
midway between the upper and lower
marriage line.
(c) Amount of separation between
f. Fairing angle. Metal band which the fairing angle and the rubber
attaches directly to the dome material dome material, including the
and is welded to the closure plate. overall length and maximum
width of the separation.
g. Closure plate. A metal band which cov-
ers the bolts which hold the dome in (d) Total area affected, including
place. It is welded to the shell plating the diameter and depth of any
on one edge and the fairing angle on pitting. Also include both the
the other. maximum and average pit size.

S0600-AA-PRO-170
(e) Any damage, bare metal, NOTE

scratches, or abrasions on the
banjo. Dome must be pressurized with
air to 15 psig to conduct this
(f) Area and location of corrosion inspection.
or other damage, including the
FR and the PDR. a. Prior to beginning the inspection, get
17-7.4.15.1.3 Example of Report. Torn rub- from the ships Engineer. This report
ber 2 feet 9 inches above the 15 mark at the will show the location of all noise
lower marriage line. Torn area measures 2 spokes. Use these spokes as the start-
inches in width, 6 inches long. Three plies of ing point for the inspection. Conduct a
rubber peeled back. detailed inspection of these areas until
the source of the noise is located. Pos-
17-7.4.15.1.4 NAVSEA Form 4730/4 (NSN sible noise sources to inspect for that
0116-LF-047-3025) Sonar Dome Rubber Win- will be located at or forward of the noise
dow Inspection Data is available to record spoke location are:
results.
(1) Cuts, pits, flaps, and gouges in
the outer surface.
17-7.4.15.2.1 Specific Noise Source Inspec- (2) Separation in rubber plies as indi-
tion. cated by bulges or soft spots.
WARNING become faulty.
(4) Exposed or broken structural
steel wires.
b. To assist the diver in orienting himself
when touching a dome with
on the dome, starting at the waterline,
steel wires exposed.
follow the stem down, surveying the
hull plate for damage on both sides
WARNING (port and starboard) and continue
down to the upper marriage line (0
marker). From here, follow the upper
Avoid direct bare skin contact marriage line to the relative heading
with NOFOUL rubber surfaces. (port or starboard) of the noise spoke.
Avoid contact between hands Drop down from that point to begin the
and eyes if hands have been detailed inspection.
ber material. Wash hands thor- (1) Attach a bear paw magnet to the
oughly before eating or hull at the point above the noise
smoking. source.

S0600-AA-PRO-170
(2) Lower a tape measure down from crack is running parallel to or ver-
the bear paw to establish a verti- tically into the shell plating.
cal reference for the diver. Drop
down from that point to begin the NOTE
detailed inspection.
(3) Conduct a detailed (visual and If any cracks are detected in the
hand) inspection of the area of welds or if any welds are discov-
suspected damage. ered that are excessively cor-
NOTE
Because of limited visual con-
trast, the diver's hands (even with
gloves) may often sense damage (3) PDR and FR of the fairing angle,
that the eye cannot detect. closure plate, and immediate hull
plate area.
(4) If the noise source is not located,
c. Inspect the rubber surface of the dome.
move the bear paw forward 18 to
24 inches and repeat the process
SDRW surface, begin the inspection at
until the damage is located.
the 0 marker at the upper marriage
17-7.4.15.2.2 Detailed Damage Inspection. line. Follow the marriage line to star-
board and inspect the general area
a. Return to the upper marriage line. Start while swimming aft. After reaching the
at 0 to begin the overall damage most aft point of the window, drop
inspection. down no more than 3 feet (depending
on water clarity) and work forward to
b. Inspect the marriage line (rubber dome the dome 0 marker. Follow this
and steel interface with the hull). sweeping pattern until the complete
Inspect the entire perimeter of the starboard side has been inspected.
dome for: Inspect the port side using the same
procedure. Inspect the following condi-
(1) Separation of the rubber dome tions and report the physical dimen-
from the steel in the area of the sions and relative bearing and vertical
fairing angles. location of each:
(2) Dents or cracks in the fairing
angle and closure plate welds, or (1) Cuts, pits, and gouges in the
immediate hull area. outer surface of the rubber win-
dow and the structural area within
NOTE approximately 4 feet of the rubber
window.
Be particularly alert for the pres-
ence of cracks. If any cracks are (2) Separation in rubber plies, which
discovered, particular attention are indicated as bulges or soft
must be given to determine if the spots.

S0600-AA-PRO-170
(3) Previous repairs to the rubber degrades the performance of the

window which have become sonar.
faulty or have deteriorated.
d. Inspect the banjo area and the struc-
(4) Exposed structural steel wire of tural area surrounding the dome to the
the rubber window. water surface.
NOTE (1) Inspect for dents, cracks, pitting

or corrosion in the steel areas of
If rubber window steel wires are the dome, including the closure
exposed, contact Naval Sea Sys- plate.
tems Command Code SEA 00C5 (2) Inspect for scrapes, abrasions,
for an analysis of the repair. bare metal, corrosion, peeling, or
absence of protective paint on the
(5) Inspect and report the FR of the steel structural portion of the
dome. The rubber surface of the dome, including the banjo.
(3) Report the PDR and FR.
ber. However, the antifouling
properties of the dome may (4) If any discrepancies are noted,
become ineffective as the dome make the appropriate report and
ages or from over-spray of paint arrangements for follow-on
while in dry-dock. Fouling repair.

S0600-AA-PRO-170
CHAPTER 17
DD 963 CLASS
S0600-AA-PRO-170
TABLE OF CONTENTS
SECTION 8 DD 963 SPRUANCE CLASS DESTROYER
Paragraph Page
17-8.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-1

17-8.2 DESCRIPTION OF MAJOR HULL COMPONENTS.. . . . . . . . . . . . . . . . . . . . . . . 17-8-2
17-8.2.1 Hull Coating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-2
17-8.2.2 Rudders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-3
17-8.2.4 Main Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-4
17-8.2.5 Rope Guards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-4
17-8.2.6 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-5
17-8.2.7 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-5
17-8.2.8 Intermediate Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . 17-8-5
17-8.2.9 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-6
17-8.2.10 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-6
17-8.2.12 Seachests and Seawater Suction. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-7
17-8.2.14 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-8
17-8.2.15 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-8
17-8.2.16 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-9
17-8.3 LEVEL 1 INSPECTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-11
17-8.3.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-11
17-8.3.4 Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-12
17-8.3.6 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-13
17-8.3.7 Main Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-13
17-8.3.8 Main Bearing Housing Fairwater. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-14
17-8.3.9 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-14
17-8.3.10 Intermediate Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . 17-8-14
17-8.3.11 Intermediate Bearing Housing Fairwaters. . . . . . . . . . . . . . . . . . . . 17-8-15
17-8.3.12 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-15
17-8.3.13 Impressed Current Cathodic Protection (ICCP) Anode (4-Foot and
8-Foot Anode). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-15
DD 963 Class Inspection Procedures 17-8-i

S0600-AA-PRO-170

17-8.3.17 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-16
17-8.3.18 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-16
17-8.3.19 Transducer (UQN-4). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-17
17-8.3.20 Transducer (AUTEC Range Pinger). . . . . . . . . . . . . . . . . . . . . . . . 17-8-17
17-8.4.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-37
17-8.4.3 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-38
17-8.4.5 Main Propulsion Assembly (Main Strut, Intermediate Strut, Shaft,
Stern Tube, Rope Guard, and Fairwaters). . . . . . . . . . . . . . . . . . . 17-8-45
17-8.4.6 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-51
Electrode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-55
17-8.4.11 Bilge Keel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-56
17-8.4.12 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-57
17-8.4.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-60
17-8.4.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-62
17-8-ii DD 963 Class Inspection Procedures

S0600-AA-PRO-170
Figure Page
17-8.1 DD 963 Class Plan and Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-33

17-8.2 DD 963 Class Running Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-35
17-8.3 Spade Rudder without Stool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-38
17-8.5 Main Strut, Intermediate Strut, Shaft, Stern Tube, Rope Guard
and Fairwaters.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-45
17-8.6 Skeg with Fill and Drain Plugs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-51
17-8-7 Seawater Discharge Openings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-52
17-8-8 Seawater Suctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-53
17-8.9 Impressed Current Cathodic Protection (ICCP) Anode. . . . . . . . . . . . . . . . . . . 17-8-54
17-8.10 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-56
17-8.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-60
17-8.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8-61
LIST OF TABLES
Table Page

DD 963 Class Inspection Procedures 17-8-iii

S0600-AA-PRO-170
17-8-iv DD 963 Class Inspection Procedures

S0600-AA-PRO-170
CHAPTER 17
SECTION 8 DD 963 SPRUANCE CLASS

DESTROYER
17-8.1 INTRODUCTION. is derived from class arrangement drawings.

These figures are also useful in locating the
17-8.1.1 This section of the Underwater Ship coordinates of components requiring Level 2
Husbandry Manual contains inspection proce- inspections. Figures of the individual compo-
dures for the DD 963 Spruance Class Destroy- nents appear throughout the Level 2 inspec-
ers. It consists of a general introduction to the tion procedures.
DD 963 Class, a description of the major hull
components found on this ship, a set of Level 17-8.1.3 D iving activities may phot oc opy
1 inspection procedures, and a set of Level 2 Table 17-8.2 and use it to record data during
inspection procedures. inspections. Upon completion of the inspec-
description of the DD 963 Class. Table 17-8.2 Data Form, NAVSEA 4730/3 (NSN 0116-LF-
(found at the end of the Level 1 inspection pro- 047-3020). Figures found in t he Level 2
tems covered by these inspection procedures. may be photocopied and used to assist in
Item numbers in this table correspond to the sketching the extent of damage reported dur-
hull system numbers in Figure 17-8.1 and are ing inspections. These sheets should be
arranged in order to facilitate a typical diver attac hed to the Diver s Underwat er Hull
inspection of all components: stern area, port Inspection Data Form upon completion of the
side, bow, and starboard side. Figure 17-8.1, inspection.
DD 963 Class Plan and Profile, and Figure
17-8.2, DD 963 Class Running Gear, are 17-8.1.4 All ships of this class w ere con-
located after Table 17-8.2 and provide points structed at one shipyard during a ten year
of reference for the procedures described in perio d. Changes in sy st em s and de sign
this section. These figures augment the typical changes and upgrades during construction
ship drawings and can be used as a quick ref- produce hull systems that are not identically
erence by diving personnel. Figure 17-8.1 is located. For this reason, it is recommended
deriv ed from NAVSEA Drawing N o. 845- that the Dive Supervisor also refer to a Dock-
4700558, Rev. G, Docking Plan for the DD ing Plan for the individual ship being
963 Spruance Class Destroyer. Figure 17-8.2 inspected.
DD 963 Class Inspection Procedures - Introduction 17-8-1

S0600-AA-PRO-170
Length between
529 feet
Perpendiculars:
Beam: 55 feet, 1 inch
Max Draft 21 feet 2 5/16 inches
Frame Spacing: See docking plan profile
Rudders: Port and starboard, spade without stool
Masker Air Emit-
Frames 300, 258, 218, and 172
ter Belts:
Prairie Air: Propellers and main strut fairwater rope guards
Class Problems: The main struts on this class ship have a history of severe corrosion.
The rudders on this class ship have a history of severe corrosion
caused by cavitation. Most main struts have been repaired with clad
welding, epoxy, or both. Many ships in this class have a history of crack-
ing near or on the keel at the aft end of the skeg.
17-8.2 DESCRIPTION OF MAJOR HULL color of the exposed coating for both large hull
COMPONENTS. areas and areas of damage. This will allow
accurate assessment of the remaining life of
17-8.2.1 Hull Coating. the coating system. The hull coating system
17-8.2.1.1 The underwater hull coating sys- underwater objects or collisions and ground-
tem is applied to the hull, shaft, and append- ings. Typical damage is minor abrasion to the
ages (i.e., rudder, struts, bearing housing, antifouling coating, exposing the anticorrosion
rope guard, fairwaters, rotating coupling, stern coating and permitting biological fouling. More
tube and skeg). The coating system is com- severe abrasion of the anticorrosion coating
prised of two types of c oat ings: an anti- exposing bare metal will result in corrosion
corrosion coating and an antifouling coating. and deterioration of the metal. As the age of
The anticorrosion coating is applied on the the coating increases, the antifouling coating
majority of metal components to provide the may become less effective in preventing bio-
primary protection from corrosion and deterio- logical fouling and could easily become dam-
ration of the surfaces. The antifouling coating aged if the biological fouling is allowed to
is applied over the anticorrosion coating and is reach a destructive level. Even the smallest
directly applied to nonmetallic components amount of biological fouling can drastically
(e.g., the glass-reinforced shaft coating). The impact the ships operational capabilities and
antifouling coating is designed to protect the could eventually destroy the anticorrosion
underwater systems from biological fouling. coating system.
17-8.2.1.2 Multiple coats of anticorrosive and 17-8.2.1.3 References.

antifouling coatings are applied to the hull.
Each coat is a different color except for the a. NAVSEA S9086-CQ-STM-010/CH081,
boot top area where all coats are black. Use a Waterborne Underwater Hull Cleaning
divers light to help accurately identify the of Navy Ships
17-8-2 DD 963 Class Inspection Procedures - Introduction

S0600-AA-PRO-170
b. NAVSEA S9086-VD-STM-010/CH631, measurements. A change in the measure-

Preservation of Ships in Service ments indicates the rudder has dropped.
17-8.2.2.5 Location. The rudders are located
17-8.2.2 Rudders. 11 feet off the centerline, port and starboard,
beginning at frame 524 and ending at frame
17-8.2.2.1 Ships in this class have two spade 510.
rudders with no stool. The spade rudder is of 17-8.2.2.6 References.
one-piece construction. The entire rudder
moves to steer the ship. a. NAVSEA DWG DD 963 519-4539262,
Rev. F, Rudder Assembly and Details
17-8.2.2.2 Th e r u d d e r s a r e r e ct a n g u l a r,
h ydr od yn am ical ly sh ap e d m eta l b la de s
17-8.2.3 Propellers (5-Bladed).
located aft of the propellers and used to steer
the ship. Rudders on large ships are hollow
structures that have been flushed with a pre- 17-8.2.3.1 This class of ship is propelled by
servative and then dried. Rudders on this two 17-foot diameter, 5-bladed, controllable
class ship have two 1 1/4-inch drain plugs; pitch propeller (CPP) systems equipped with
one located 37 inches forward of the after trail- prairie air systems. A CPP system allows the
ing edge and the other approximately 23 ship to go from ahead to astern without chang-
inches aft of the forward edge on the bottom ing the direction of shaft rotation. Rigid propel-
center. There are also two 1 1/4-inch fill plugs ler blades are bolted on to hydraulically
in the top: one located approximately 49 operated mounts on the propeller hub. This
inches from the after edge, the other approxi- system positions the blades for the desired
mately 20 inches from the forward edge. The thrust, either ahead or astern. The controllable
rudder is supported and positioned by a rotat- pitch propeller (CPP) system is bolted to the
ing rudder stock. The area where the rudder tailshaft flange.
stock enters the hull contains the rudder bear- 17-8.2.3.2 The prairie air propeller blades
ings, seals, and gland ring. have 270 3/64-inch diameter holes; 120 on the
suction (forward) and 150 on the pressure (aft)
17-8.2.2.3 While underway, rudders are sub- sides. On the suction side, they are evenly
ject to severe loading, high flow, and turbu- spaced 1 inch apart starting 4 inches from the
lence as well as to possible damage from vertical blade center line, and 3/4-inch from
contact with underwater objects. Previous the leading edge. On the pressure side, they
repairs (such as clad welding or installation of are variably spaced starting 4 inches from the
doubler plates) that have been painted may hub on the leading edge to 5 inches past the
cause a rough-textured surface on the rudder, vertical blade center line, and 3/4-inch from
making inspection for damage difficult. While the leading edge. The first 31 holes are
inspecting the rudder surface, the primary indi- spaced 1/2-inch apart. The next 88 holes are
cations of new deterioration or damage is poor spaced 1 inch apart and the remaining 31
or missing paint. Bare metal or corrosion holes are 1/2-inch apart. To function properly,
damage may be present. Report any such these emitter holes must be free of fouling.
findings.
17-8.2.3.3 The port propeller is right-hand
17-8.2.2.4 As a result of impact damage, and turns clockwise (wh en vie we d f rom
bearing wear, or improper installation, the rud- astern). Most ships number the blades in the
der may drop down from the hull. One of the direction opposite of the direction in which the
main aspects of a rudder inspection is the blades turn. However, the port propeller
measurement to determine if the rudder has blades in this class ship are numbered in the
dropped. The ship's Engineering Officer com- same direction. The blades of the port propel-
pares the current measurements with previous ler are numbered in the clockwise direction.

S0600-AA-PRO-170
17-8.2.3.4 The starboard propeller is left- The struts are subjected to severe dynamic
hand and turns counter-clockwise (when loading while the ship is underway. They are
viewed from astern). The blades are num- also subject to corrosion, vibration damage,
bered in the clockwise direction. and damage from rope and wire or other for-
eign material. At the top of the bearing hous-
17-8.2.3.5 The five controllable pitch blades
ing are four 1/2-inch pipe plugs located 7 1/2
are lettered A through E. The CPP hub
inches and 26 1/2 inches from the forward
does not have a lifting eye to assist in identify-
edge and 17 1/2 inches and 36 1/2 inches
from the after edge. On the bottom of the
flat surface blade hub flange near the flange
bearing housing are four 1/2-inch pipe plugs
edge (blade palm), outboard of the blade
located 17 1/2 inches and 36 1/2 inches from
bolts. Blade identification may be in the form
the forward edge and 7 1/2 inches and 26 1/2
of serial numbers such as LH17A, LH17B or
inches from the forward edge. These holes
RH8A, RH8B, etc.
are used for maintenance during dry-dock-
17-8.2.3.6 A blade bolt identification number ing. Inspection includes a complete examina-
is stamped adjacent to each blade bolt hole on tion of the strut surface, bearing housing, and
the top surface of the flange (blade palm) of fairwaters.
each blade. Numbering is sequential, with 1
denoting the blade bolt on the suction face 17-8.2.4.2 Location. T h e m a i n s t r u t s a r e
nearest the trailing edge and 8 denoting the located immediately forward of the propellers
blade bolt on the pressure face nearest the at frame 490, port and starboard.
trailing edge. 17-8.2.4.3 References.
17-8.2.3.7 Location. T h e p r o p e l l e r s a r e
located 12 feet 9 inches off centerline at frame a. NAVSEA DWG DD 963 119-4537820,
496, port and starboard. Rev. G, Strut - Main Casting Port
b. NAVSEA DWG DD 963 119-4537821,
a. NAVSEA S9086-HP-STM-010/CH- Rev. G, Strut - Main Casting Starboard
245, Propellers
17-8.2.5 Rope Guards.
b. NAVSEA S9245-AR-TSM-010/PROP,
Technical Manual for Marine Propeller 17-8.2.5.1 Rope guards are circular plates fit-
Inspection, Repair and Certification ted between the propeller hub and the ends of
the main strut bearing housings. They are
c. NAVSEA S0600-AA-PRO-120, Under- streamlined in shape in order to eliminate
water Ship Husbandry Manual, Chap- abrupt changes in water flow and they serve to
ter 12, Controllable Pitch Propellers protect the rotating shaft from becoming
fouled by wire, rope, or other material. The
d. BIRD-JOHNSON COMPANY Drawing design clearance between the propeller hub
No. 115651002, Rev. A, Propeller and the rope guard is 1 inch. The rope guards
Blade on ships of this class are made up of two
halves constructed of steel, and are welded to
17-8.2.4 Main Bearing Housing and Struts. the bearing housing. The rope guards are
equipped with 1/16-inch prairie air emitter
17-8.2.4.1 Immediately forward of the propel- holes spaced 1 inch apart. There is also one 1
ler is the propeller or main strut. The main inch 14-UNF prairie air cleanout plug on the
strut consists of two columns extending down bottom of each rope guard half. This plug is
from the hull forming a "V" shape that attaches flush with the rope guard and secured by
to the bearing housing and supports the shaft. means of nylon inserts.

S0600-AA-PRO-170
17-8.2.5.2 Location. T he rop e gu ard s are 17-8.2.7 Shafting.

located immediately forward of the propellers
at frame 494. 17-8.2.7.1 The shafting transmits torque from
the main engine to the propeller and axial
tion of shaft between the stern tube and inter-
a. NAVSEA DWG DD 963 100-4537744, mediate strut is called the intermediate shaft.
Rev. W, Shaft Fairwaters and Rope The section of shaft between the intermediate
Guards MDL 3 strut and propeller is called the propeller shaft.
The shaft couplings are protected by rotating
17-8.2.6 Fairwaters. coupling covers. On this ship class, these
rotating coupling covers are not visible to the
17-8.2.6.1 Fairwaters are circular plates fitted diver. The propeller shaft is bolted to the inter-
at the forward and aft ends of the intermediate mediate shaft forward of the intermediate strut
bearing housings, and forward of the main and is protected by the forward fairwater. A
bearing housings. On this class ship the stern glass reinforced plastic (fiberglass) coating
tube fairwater is faired and welded to the hull covers the exposed shafting.
plating. They are shaped to streamline these
parts to eliminate abrupt changes in water 17-8.2.7.2 Location. The shafts extend from
flow. The main bearing housing fairwaters on the reduction gears to the propellers. They are
ships of this class are made up of two halves exposed from frame 482 to 402 on the port
constructed of steel, and are welded to the shaft and 482 to 414 on the starboard shaft.
bearing housing and the design clearance 17-8.2.7.3 References.
from the shaft is 1 1/2 inch. The main strut
fairwaters are equipped with 3/64-inch prairie a. NAVSEA DWG DD 963-203-4538736,
air emitter holes spaced 3/4 inch around the Shaft, Propeller Turbine Engine
fairing. For hulls numbered 963 through 977
the prairie air holes are drilled directly into the b. NAVSEA S0600-AA-PRO-130, Under-
fairwater plate over the air channel. For hulls water Ship Husbandry Manual, Chap-
numbered 978 through 992 and 997 a 3-inch ter 13, Propulsion Shafting Coating
wide copper nickel plate is welded over the air Repair
channel and the emitter holes are drilled in the
center of this plate. There is also one 1 inch 17-8.2.8 Intermediate Bearing Housing and
14-UNF prairie air cleanout plug per fairwater Struts.
half. These plugs are flush with the fairwater
and secured by means of nylon inserts. An 17-8.2.8.1 The intermediate strut supports the
approximately 1 inch diameter air escape hole shaft midway between the main strut and the
is located on the fairwater top center near the stern tube. They are also subject to corrosion,
intersection with the bearing housing. vibration damage, and damage from rope and
17-8.2.6.2 Location. T h e f a i r w a t e r s a r e wire or other foreign material. At the top of the
located forward of the main struts and forward bearing housing are three 1/2-inch pipe plugs
and aft of the intermediate struts. installed 5 1/2 inches, 17 1/2 inches, and 29
1/2 inches from the forward edge. On the bot-
17-8.2.6.3 References. tom are three 1/2-inch plugs installed 5 1/4
inches, 17 1/4 inches, and 29 1/4 inches from
a. NAVSEA DWG DD 963 100-4537744, the after edge. Two configurations of forward
Rev. W, Shaft Fairwaters and Rope fairwaters are installed on this class. Hulls
Guards MDL 3 numbered 963 through 982 have prairie air

S0600-AA-PRO-170
holes (3/64-inch diameter spaced 3/4 inch 17-8.2.9.2 Location. T h e p o r t s t e r n t u b e

apart approxamately 2 3/4 inches aft of the extends from frame 408 to 390. The starboard
leading edge). Hulls numbered 983 through stern tube extends from frame 414 to 390.
992 and 997 do not have prairie air. Hulls with
prairie air have two 1 inch clean out plugs near 17-8.2.9.3 References.
the bottom center of the air channel. The fair-
waters are shaped to streamline these parts in a. NAVSEA DWG DD 963 119-4537817,
order to eliminate abrupt changes in water Rev D, Stern Tube Casting
flow. The design clearance from the shaft is 1
1/2 inches. The fairwaters are made up of two b. NAVSEA DWG DD 963 100-4537744,
halves constructed of steel, and are welded to Rev. W, Shaft Fairwaters and Rope
the bearing housing. Guards
17-8.2.8.2 Location. The intermediate struts 17-8.2.10 Skeg.

are located at frame 446.
17-8.2.8.3 References. 17-8.2.10.1 The skeg is a long narrow vertical
fin attached to the keel serving to assist keep-
a. NAVSEA DWG DD 963 119-4537818, ing the ship on course. The skeg is flushed
Rev. G, Strut-Intermediate Casting with preservative and then drained and dried.
Port It has two 1 inch plugs. The fill plug is located
on the starboard side, 6 inches forward of the
upper trailing edge at frame 411. The drain
b. NAVSEA DWG DD 963 119-4537819,
plug is located on the bottom of the skeg on
Rev. G, Strut-Intermediate Casting
the centerline at frame 354.
Starboard
17-8.2.10.2 Location. The skeg extends for-
c. NAVSEA DWG DD 963 100-4537744, ward from frame 411 to 332.
Shaft Fairwaters and Rope Guards -
MDL 3
a. NAVSEA DWG DD 963 845-4700558,
Rev. G, Docking Drawing
17-8.2.9.1 The free-flood area where the
b. NAVSEA DWG DD 963 100-4537746,
shaft penetrates the hull is the stern tube. The
Rev. H, Skeg Plating and Framing
stern tube supports the shaft as it enters the
hull. It houses one or more shaft bearings. A
fairing is installed where the shaft enters the 17-8.2.11 Overboard Discharge.
hull. The stern tube fairwaters on this class
ship are made up of several parts and con- 17-8.2.11.1 Overboard discharges are round
structed of steel. On hulls numbered 963 or oval openings used for discharging sea
through 974 the stern tube and fairwater are water or other fluids from the ship. Overboard
fitted together with screws tack welded in discharges are not usually covered with
place. On hulls 975 through 992 and 997 the screens or gratings.
components are welded together. The entire 17-8.2.11.2 Location. Overboard discharges
assembly is then fastened to the hull with are located in various positions along the hull.
screws that are tack-welded and then ground
flush. On the after end of both port and star- 17-8.2.11.3 References.
board fairwaters are 2 inch air escape holes,
two on the port side and three on the star- a. NAVSEA DWG DD 963 845-4700558,
board side. Rev. G, Docking Drawing

S0600-AA-PRO-170
a. NAVSEA DWG DD 963 845-4700558, the reference electrode must remain

Rev. G, Docking Drawing open for it to function, and should never
be covered by paint or epoxy. A stuffing
17-8.2.12 Seachests and Seawater Suction. tube is used to pass a cable from the
electrode to the controller. The control-
17-8.2.12.1 Seawater suctions are openings ler measures the potential of the hull
for bringing seawater into the ship. Multiple versus the reference electrode and sig-
suctions located together at one hull opening nals a power supply to increase or
are called sea chests. Suctions and sea decrease current output as required to
chests are covered with either mesh screens, reduce the potential difference
grates, or strainer bars to prevent objects or between the hull potential and the pre-
foreign material from entering. set desired potential. Two reference
electrodes are installed for each con-
17-8.2.12.2 Location. T h e s e a w a t e r s u c - troller. Reference electrodes are
tions and seachests are located in various located on each side of the hull approx-
positions along the hull. imately halfway between anode sites.
b. Anodes: ICCP anodes are constructed
a. NAVSEA DWG DD 963 845-4700558, of pairs of platinum-coated tantalum
Rev. G, Docking Drawing rods mounted in an insulating glass-
reinforced polyester holder, which is
b. NAVSEA DWG DD 963 120-4537822, bolted to the outside of the ship's hull.
Rev. P, Suction Seachests Misc. The direct current produced by the
power supply is provided to the anode
17-8.2.13 Impressed Current Cathodic Pro- by a conductor through a stuffing tube.
tection (ICCP) System. The current flows into the seawater
through the platinum surface of the tan-
17-8.2.13.1 The Impressed Current Cathodic talum rods. The platinum surface of the
Protection (ICCP) system uses ship's power to anode corrodes very slowly, and the
provide galvanic corrosion protection for the replacement period for anodes, unless
hull and all underwater appendages. The sys- p hy s i c a l l y d am ag e d, i s n o r m a l l y
tem consists of two major hull-mounted com- greater than 10 years. One size anode
ponents: is used on this class ship: 4 feet (75
amperes).
The reference electrode is a cell con-
structed of a silver mesh screen that 17-8.2.13.2 A dielectric shield prevents short-
has been treated with silver chloride. It ing of the anode current to the hull near the
is mounted in a domed, 9-inch diame- anode and aids in wider current distribution.
ter circular polyvinyl chloride holder The dielectric shield is applied as a thick coat-
that electrically isolates the reference ing around each anode. It consists of a high-
electrode from the hull. The reference solids epoxy with high dielectric strength. It is
electrode is secured to a base or sole applied with the hull coating system. The
plate by a pattern of screws. A series of dielectric shield changes thickness as one
holes in the reference electrode permit moves away from the anode. For this class of
passage of seawater at the hull, allow- ship, the 4-foot anode is surrounded by a
ing the controller to detect electrome- dielectric shield approximately 100 mils thick
chanical activity at the hull and out to a 7-foot by 10-foot area (inner shield).
measure the potential of the hull versus An additional dielectric shield (22 mils)
the reference electrode. The holes in extends out to 13 feet by 16 feet (outer shield).

S0600-AA-PRO-170
dielectric shield (22 mils) extends out to 13 trode for Impressed Current Cathodic
feet by 20 feet (outer shield). Protection System
17-8.2.13.3 Anodes that have excessive out-
put of protective current for prolonged periods
will cause a failure of the hull coating in the
17-8.2.14.1 The bilge keel is a long narrow fin
immediate area causing blisters, peeling or
missing paint, and large areas of bare metal.
portion of the ship. It resists and decreases
When the anode is active or energized, small
the magnitude of rolling of the ship. It extends
bubbles are generated on the anode wires.
forward from frame 346 to 212. Bilge keels on
The anode and the hull area above it will be
ships in this class are of the V-shaped section
free of marine fouling. In addition, if the dielec-
type and are 39 inches wide. The bilge keel, a
tric shield becomes damaged and the system
hollow structure, has been flushed with a pre-
is working properly, a layer of calcium will be
servative and then dried. There are three 1
deposited over the exposed bare metal area.
inch NPT fill/drain plugs on each bilge keel;
This calcium (calcareous deposits) may be
two are located on the top at frames 346 and
mistaken for deteriorated portions of the coat-
212 and one is located on the bottom, 48
ing system. Because calcareous deposits form
inches forward of frame 292.
an additional protective barrier to the hull they
should not be removed. This condition, how- 17-8.2.14.2 Locations. T h e b i l g e k e e l
ever, indicates a damaged coating and should extends forward from frame 346 to 212, port
be reported. Biological fouling is not the same and starboard sides.
as calcareous deposits.
17-8.2.13.4 An anode that has been turned
off for prolonged periods will have a heavy a. NAVSEA DWG DD 963 100-4537743,
layer of marine fouling on the anode strip and Rev. G, Bilge Keel-MDL 2
possibly the dielectric shield.
17-8.2.13.5 Locations. This class ship has 17-8.2.15 Masker Belt.
six anodes, three per side, located at frames
426, 277, and 83 on the port side and at 17-8.2.15.1 Masker emitter belts are installed
frames 426, 277, and 113 on the starboard at the forward end and the after end of the
side. Two reference electrodes are located ships machinery spaces. They run vertically
port and starboard at frame 382. down both sides of the external hull from a
point above the waterline to a termination
17-8.2.13.6 References. point in the vicinity of the keel.
17-8.2.15.2 Two different masker emitter belt
a. NAVSEA S9086-VF-STM-010/CH -
configurations are found on ships of this class:
the flat plate and the flat tube. The flat plate
tion
configuration consists of a flat plate rolled into
a half-pipe-shaped air channel, welded to a
b. NAVSEA DWG DD 963 100-4537745,
backing plate. The backing plate is welded to
Rev. J, Cathodic Protection Arrange-
the hull and runs vertically down both sides
ment and Details
from a point above the waterline to a termina-
tion point at the keel.
water Ship Husbandry Manual, Chap- 17-8.2.15.3 The flat tube/epoxy configuration
ter 19, Cathodic Protection Systems is a continuous length of flattened 90/10 cop-
per-nickel (Cu-Ni) pipe epoxied into a fairing
d. N AV S E A D W G D E 1 0 5 2 - 6 0 0 - channel. The fairing channel serves to fair the
4466754, Anode and Reference Elec- flow of water over the flat tube and consists of

S0600-AA-PRO-170
two flat plates welded at an angle to a backing 17-8.2.15.8 Location. This class ship has a
plate. The backing plate is welded to the hull. total of eight masker belt emitter systems, four
This configuration also runs vertically down per side. They are located port and starboard
both sides of the external hull from a point at frames 297, 257, 215 and 172.
above the waterline to a termination point at
the keel. This configuration was an attempt to
electrically insulate the Cu-Ni belt material
from the steel hull to promote antifouling a. NAVSEA S0600-AA-PRO-050, Under-
action. A procedure was developed for divers water Ship Husbandry Manual, Chap-
to replace failed belts with new belts underwater 5, Masker Emitter Belts
ter. For those belts replaced underwater, addi-
tional insulated support straps are welded to b. NAVSEA DWG DD 963 513-4539250,
the fairing channel to hold the replacement Rev H, Masker Air System Girth Emit-
belt in place. ters
17-8.2.15.4 On the flat tube/epoxy configura- 17-8.2.16 Transducer.

tions where bilge keels obstruct masker belt
installation, an access is cut in the bilge to 17-8.2.16.1 Transducers are transmitting and
allow the masker belt to pass through. They receiving heads for various kinds of underwa-
are located at frames 297, 257, and 215. On ter acoustic signals. Transducer heads are
each access there are six 3/8-inch-UNC pre- protected by Buna-N rubber covers that are
servative fill and drain plugs; three on top and bolted to the hull. The mounting flange for the
three on the bottom. transducer has a series of 3/4-inch 10-UNC
thread saver plugs for installation of a protec-
17-8.2.15.5 Air is supplied via a through-hull tive steel cover used while dry-docking the
penetration to the upper end of the belt. The ship. This class ship has two hull-mounted
air is emitted through a series of 3/64-inch transducers, the UQN-4 and the AUTEC
diameter holes drilled in a specific pattern range pinger.
17-8.2.16.2 Location. The transducers are
17-8.2.15.6 Ships that have the flat plate con- located on the starboard side from frames 154
figuration have a 1 1/4-inch clean-out plug to 150, 3 feet 4 inches off centerline, above
installed on the masker belt 2 inches from the the keel.
keel. Ships that have the flat tube/epoxy con-
figuration have a 1 1/2-inch clean-out plug
installed in the masker belt 2 1/2 inches above
the keel termination support strap (a metal a. NAVSEA DWG DD 963 120-4537822,
strap cradling the masker belt at the keel). The Rev N, Suction Seachest Misc.
clean-out plug is removable to permit periodic
flushing of the masker emitter belt system. 17-8.2.17 Rodmeter (Underwater Log).
17-8.2.15.7 Ship's force personnel measure 17-8.2.17.1 The rodmeter (also known as the
the flow rate to the masker belts while under- pit sword) is the part of the underwater log that
way per MRC Code 551G U-3. This mainte- projects from the ships hull. The underwater
nance requirement determines whether or not log is a device for measuring the ships speed
cleaning of the system is required. Failure of through the water. Ships in this class have a
the system to deliver a flow of 400-600 scfm at 72-inch retractable rodmeter. Retractable rod-
a pressure of 12-17 psig is indicative of failure meters can be retracted through an opening in
or a requirement for cleaning. This would the hull through a sea valve for maintenance.
necessitate the inspection services of a diver. They are usually in the retracted (stowed)

S0600-AA-PRO-170
position and inaccessible to divers while the interface. These squares are painted every
ship is in port. 15 to a point 165 aft on both sides. Directly
above each square is a 2-inch number indicat-
ing the bearing that the square represents and
an S or P to indicate starboard or port, as
a. Ship unable to receive input from rod- appropriate (15S, 135P, etc.). Additionally, in
meter. a horizontal line along the periphery of the
lower rubber window/fairing angle interface
b. Ship unable to retract rodmeter. are the same painted squares and
numeral/letter combinations. The vertical mid-
17-8.2.17.3 Location. T h e r o d m e t e r i s point of the SDRW is marked by a painted 2-
located on the port side, 10 feet 6 inches from inch square along the SDRW at the midpoint
the centerline at frame 141. between the upper and lower bearing squares.
17-8.2.17.4 References. Divers should use these location marks as ref-
erence points when reporting any damage. If
a. NAVSEA DWG DD 963-120-4537822, the grid marks are not visible, the diver must
Rev N, Suction Seachest Misc. estimate the location of any discrepancies.
17-8.2.18.4 The sonar dome banjo is a sec-
17-8.2.18 Bow-mounted Sonar Dome. tion of steel plate that extends forward from
the keel. This plate supports the bottom of the
17-8.2.18.1 The Sonar Dome Rubber Win- dome. The banjo is narrowest just forward of
dow (SDRW) is a pressure-tight membrane the keel and increases in size as one moves
that protects the sonar transducer array, to the forward end of the banjo.
reduces acoustic noise attenuation, and pro-
vides the proper hydrodynamic contour to min- 17-8.2.18.5 Location. T h e s o n a r d o m e i s
imize underway noise. located along the centerline of the ship from
frame 52 to 2.
17-8.2.18.2 SDRWs are constructed much
like steel-belted automobile tires, with layers 17-8.2.18.6 References.
of rubber applied over a series of steel plies.
They are normally internally pressurized with a. NAVSEA S9165-AH-MMA-010 Techni-
water to maintain the desired shape. A fairing cal Manual for Sonar Dome Rubber
plate welded to the hull provides a smooth Window for DD 963, DDG 993, and CG
interface between the rubber sonar dome sur- 47 Class Vessels
17-8.2.18.3 Most SDRWs are marked with a b. NAVSEA DWG DDG-47-100-4537750
series of white grid markings to facilitate diver Sonar Dome Structural Assembly
orientation. The grid markings consist of 2-
inch by 2-inch squares along the upper periph- c. NAVSEA DWG DD 963 120-4537822,
ery of the upper rubber window/fairing angle Rev. N, Suction Seachest Misc.

S0600-AA-PRO-170
17-8.3 LEVEL 1 INSPECTION PROCEDURES. intact), and missing antifouling or anticorrosive

paint. Report the color of exposed paint. A
17-8.3.1 Introduction. divers light is necessary to report color accu-
rately. Use sections of hull plate to estimate
17-8.3.1.1 Thi s se c tion con ta in s Le v el 1 the condition of small areas: flat and curved
inspection procedures for the DD 963 Class areas of plate, edges, welds, seams, rivets,
Destroyer. The Table 17-8.2 checklist pre- and bolt heads. The Dive Supervisor main-
sents components in the order in which the tains a running log of the conditions and
diver would find them when making a stern records the FR and PDR for localized areas.
area, port side, bow, and s tarboard side This enables the Dive Supervisor to keep
inspection dive. Note that all hull openings track of the total estimate for each section of
included on the docking plan are listed in Fig- the hull. These values are then summarized,
ure 17-8.1 and Table 17-8.2. Depending on yielding the overall condition for each area:
the ships draft at the time of the inspection, bow, stern, flat bottom, and sides. Report the
some items may be above the waterline. The docking block areas separately from the flat
Dive Supervisor can refer to Figures 17-8.1 bottom and sides. For docking block areas,
and 17-8.2 and Table 17-8.2 (found at the end report the average percent of block areas
of these Level 1 procedures) to pinpoint the painted and the percent of base metal with pit-
exact location of a particular component. ting. Estimate the average diameter and depth
These tables and figures can be photocopied of pitting. For a heavily fouled section of hull,
and used to document the reported condition only the FR can be reported since little or no
of each component. In addition, the NAVSEA hull paint will be visible.
of this chapter. Underwater color photography
should also be used to further depict the dam- a. Inspect and report the FR.
age described in the report and in the forms.
17-8.3.2 Paint and Fouling Inspection. b. Inspect and report the PDR. Report
NOTE ing, or missing paint.
To accurately report the PDR c. Inspect and report the docking block
and FR, the diver must be thor- FR and PDR.
oughly familiar with NSTM
Chapter 081, Waterborne 17-8.3.3 General Hull Plate Inspection.
Underwater Hull Cleaning of
Navy Ships. a. Carefully examine the hull plating. Look
17-8.3.2.1 One of the most important aspects and large areas of pitting.
the Fouling Rating (FR) and the Paint Deterio- b. Inspect for holes, cracked weld seams,
ration Rating (PDR). Values for the FR and the distorted hull plates, localized areas of
PDR may vary widely along the length of a pitting, corrosion, and any other appar-
hull. ent damage.
17-8.3.2.2 The diver s hould c ontinuously
report the condition of the paint using standard c. Estimate and report the extent and
terms such as peeling, blistered (broken or location of any damage; report length
DD 963 Class Inspection Procedures - Level 1 17-8-11

S0600-AA-PRO-170
of cracks and average pit diameter and NOTE

depth.
17-8.3.4 Rudder. will change the sound. It is
necessary to sound the rudder
a. Inspect the entire surface area for any in different locations. A hollow
cracked welds or marks, gouges, or sound indicates the rudder is
scrapes that indicate the rudder sur- not flooded, while a dull sound
faces may have made contact with an indicates flooding.
underwater object.
NOTE water, make the appropriate
report and arrangements for fol-
If any cracks are detected in low-on dewatering and repair.
the welds or if any welds are f. Inspect and report the FR and the
discovered that are excessively PDR.
area with a wire brush and 17-8.3.5 Propeller (5-Bladed).
of damage. a. Inspect the propeller hub end cover
and hub cone cover plate for damage,
b. Inspect the area between the rudder, cracks, and loose or missing fasteners.
the rudder stock, and the hull for fouled
wire, rope, or foreign material. b. Inspect the propeller hub for fouled
c. Measure the rudder clearance. With Fiber such as fish netting or manila line
the rudder amidships, measure may be removed without difficulty. If
between the top of the rudder and the removal of the material will be exces-
bottom of the hull. Design clearance s iv e ly t i m e c on s u m in g , m a k e t h e
varies by ship. For hull number DD appropriate report and arrangements
963, the clearance is 2 inches. For hull for follow-on removal.
numbers D D 964 -D D 967, design
clearance is 2 1/2-inches. For hull num- c. Inspect the propeller blade root and
bers DD 968 and above, design clear- flange areas for cracks and cavitation
ance is 3 1/2-inches. damage. Cavitation damage can be
identified by an area of small pocked
d. Verify that the two 1 1/4-inch fill holes holes or a rough-textured surface.
(upper) and the two 1 1/4-inch drain
holes (lower) plugs are present and (1) Verify that the blade bolt caps (4
have not backed out. each side of each blade) are in
place and secure.
e. Sound the rudder with a rawhide mal-
let. (2) Verify that the 1 1/8-inch thread
savers (one in each side of the
blade) are in place on the blade
flange.
the rudder has flooded. Begin
sounding near the uppermost part d. Inspect the overall physical appear-
of the rudder and continue down- ance and FR of each blade, starting
ward to the lowest point. with blade A.
17-8-12 DD 963 Class Inspection Procedures - Level 1

S0600-AA-PRO-170
(1) Inspect the leading and trailing area with a wire brush and
edges for nicks, curls, chips, inspect to determine the extent
dents, flat spots, cracks, or other of damage.
apparent damage.
c. Inspect for the presence of fouled rope,
pressure (aft) face of each blade
d. Verify that the 1 inch running clearance
(3) Inspect the 1 3/4-inch prairie air between the rope guard and propeller
channel cover plate on the blade hub is uniform all around. Take clear-
pressure (aft) face for damage or ance measurements at the 3, 6, 9, and
cracked welds. Inspect both the 12 oclock positions.
ward) face air emitter holes for e. Inspect the 3/64-inch prairie air emitter
fouling. holes spaced 1 inch apart around the
NOTE guards for fouling or blockage.
If any cracks are detected in f. Inspect for the presence of the 1 inch
the welds or if any welds are 14-UNF prairie air clean-out plug. Ver-
discovered that are excessively ify that it is flush and staked at a mini-
fouled, thoroughly clean the mum of two places.
inspect to determine the extent g. Inspect and report the FR and the PDR
of damage. of the rope guard.
(4) Measure and record the extent of 17-8.3.7 Main Bearing Housing and Struts.
all damage.
NOTE
propeller.
The main struts on this class
17-8.3.6 Rope Guard. have a history of severe corro-
sion. Most main struts have
a. Verify that the rope guard is securely in been repaired with clad weld-
place. ing, epoxy or both.
NOTE a. Inspect the bearing housing for the

presence of the four top and bottom 1
A missing rope guard is a seri- inch plugs; ensure they are flush and
ous casualty. staked at a minimum of two places.
b. Inspect all welds for corrosion, dam- b. Inspect the main strut columns for cor-
age, or cracks. rosion damage and the presence of
wire or other foreign material.
NOTE
c. Inspect the surface paint condition.
the welds or if any welds are (1) At best, the surface of the struts
discovered that are excessively will be very rough due to previous
corroded, thoroughly clean the damage or repairs.

S0600-AA-PRO-170
(2) Inspect for loose or missing inspect to determine the extent

epoxy. of damage.
d. Inspect the s trut c olum ns and the
i m m e d i a te h u l l p l a te a r e a a t th e e. Inspect and report the FR and the PDR
strut/hull interface for cracked welds. of the fairwaters.
NOTE 17-8.3.9 Shafting.
If any cracks are detected in a. Inspect the full length of all accessible
the welds or if any welds are glass-reinforced plastic (fiberglass)
discovered that are excessively covering.
area with a wire brush and (1) Inspect for evidence of deteriora-
tion, loss of adhesion, or any
of damage.
e. Inspect and report the FR and the PDR characterized by one or more of
of the strut. the following: loss of covering
17-8.3.8 Main Bearing Housing Fairwaters. bare metal.
a. Verify the presence of fairwaters. (2) Inspect for damage such as nicks
or cuts in the coating, missing
NOTE covering, or loose covering. The
covering may also have rust
A missing fairwater is consid- stains indicating where rust has
ered a serious casualty. leaked through near a cut, pin-
or other flaw.
b. Verify that the 1 inch gap between the
fairwater and the shaft is uniform all NOTE
around. Take measurements at the 3,
6, 9, and 12 oclock positions.
c. Inspect the 1/16-inch prairie air emitter
This is a serious problem.
holes spaced 1 inch apart around the
forward main strut fairwater for fouling
or blockage. b. If any of the above conditions exist,
ma k e th e a p p ro p r ia te re p o r t a n d
d. Inspect all welds for corrosion damage arrangements for follow-on Level 2
and cracks. inspection.
NOTE 17-8.3.10 Intermediate Bearing Housing

and Struts.
the welds or if any welds are a. Inspect the strut columns and bearing
discovered that are excessively housing for corrosion damage and for
corroded, thoroughly clean the the presence of wire or other foreign
area with a wire brush and material.

S0600-AA-PRO-170
b. At the strut/hull interface, inspect the 17-8.3.12 Stern Tube.

strut columns and immediate hull plate
area for cracked welds. a. Inspect the stern tube fairwater.
NOTE (1) Inspect for corrosion damage and

cracked welds.
the welds or if any welds are NOTE
corroded, thoroughly clean the If any cracks are detected in
area with a wire brush and the welds or if any welds are
inspect to determine the extent discovered that are excessively
of damage. corroded, thoroughly clean the
c. Inspect the bearing housing for the inspect to determine the extent
presence of the three top and bottom of damage.
1/2 inch plugs; ensure that they are
flush and staked at a minimum of two (2) Verify that the gap between the
places. fairwater and the shaft is uniform
all around. Take measurements
17-8.3.11 Intermediate Bearing Housing at the 3, 6, 9, and 12 oclock posi-
Fairwaters. tions.
b. Inspect and report the FR and the PDR
a. Verify the presence of the forward and of the stern tube and immediate hull
after fairwaters. plate area.
NOTE
17-8.3.13 Impressed Current Cathodic Pro-
tection (ICCP) Anode.
A missing fairwater is consid-
ered a serious casualty.
NOTE
b. Verify that the 1 1/2 inch gap between
the fairwater and the shaft is uniform all The presence of marine fouling
around. Take measurements at the 3, indicates a non-functioning anode.
6, 9, and 12 oclock positions.
c. Inspect all welds for corrosion damage CAUTION
and cracks.
NOTE
If any cracks are detected in cium buildup on the dielectric
the welds or if any welds are shield that protects areas of
discovered that are excessively bare metal from corrosion.
area with a wire brush and a. Inspect the anode for damage, missing
inspect to determine the extent or broken wires, and missing or dam-
of damage. aged platinum coating on the wires.
d. Inspect and report the FR and the PDR b. Inspect the dielectric shield for chips,
of the fairwaters. cracks, blisters, or missing epoxy.

S0600-AA-PRO-170
c. Inspect the hull coating in the area c. Measure and record the location of any
around the anode for missing or peel- damage.
ing paint or blisters. Inspect for calcare-
ous buildup. d. Inspect and report the FR and the
PDR.
PDR. 17-8.3.18 Masker Belt.
17-8.3.14 Reference Electrode (Reference 17-8.3.18.1 The Flat Tube/Epoxy Configura-

Cell). tion.
a. Inspect for crushed, cracked, or miss-

ing masker belt.
culation holes, and loose or missing
epoxy.
sprung from the channel.
b. Inspect and report the FR.
c. Inspect for loose, missing, or excess
17-8.3.15 Overboard Discharge. epoxy.
a. Inspect for foreign material or corrosion d. Inspect the full length of weld between
damage. the backing plate and the fairing plate
b. Inspect and report the FR and the (the backing plate is the plate welded to
PDR. the hull) and the weld between the
backing plate and the hull for cracks.
17-8.3.16 Sea Chest and Seawater Suction. Inspect both sides.
a. Inspect screens and grates for clogged NOTE

holes and loose or missing fasteners.
b. Inspect splitter bars for corrosion dam- the welds or if any welds are
age, broken or missing bars, cracked discovered that are excessively
welds, and missing or loose fasteners. corroded, thoroughly clean the
of damage.
PDR.
e. I n s p e c t f o r h o l e s i n t h e f a i r i n g
17-8.3.17 Bilge Keel. plate/welds.
a. Inspect the bilge keel for dents, cracks, f. Inspect the 3/64-inch emitter holes for
curled edges, missing plate, or other fouling. Emitter holes are spaced in
apparent damage. sections and the spacing varies in den-
b. Inspect for foreign material and loose
or missing plugs. There are three plugs g. If installed, inspect the support straps
on each bilge keel. Two are located on for missing Lexan insulator.
the top at frames 346 and 212, and the
other is located on the bottom, 48 h. Inspect for a loose or missing 1 1/2-
inches forward of frame 292. inch NPT clean-out plug located 2 1/2

S0600-AA-PRO-170
inches from the keel termination sup- 17-8.3.19 Transducer (UQN-4).

port strap.
a. I n s p e c t s e n s o r c o v e r s f o r t e a r s ,
i. Inspect any previously repaired areas. gouges, or delaminations.
j. I n sp e c t a n d r e p o r t th e F R a n d i f b. Inspect the 16 evenly spaced 3/4-inch

painted, the PDR. thread savers around the perimeter of
the sensor flange; ensure they are
17-8.3.18.2 The Flat Plate Configuration. flush and have not backed out.
a. Inspect for crushed, dented, or missing c. Inspect for loose or missing fasteners
sections of masker belt. and loose or missing fairing compound.
b. Inspect the full length of weld between d. Inspect for signs of structural failure or
the backing plate and the hull (the damage caused by contact with under-
backing plate is the plate welded to the water objects.
hull) and the weld between the emitter
plate and the backing plate for cracks.
e. Inspect and report the FR.
Inspect both sides.
NOTE 17-8.3.20 Transducer (AUTEC Range

Pinger).
the welds or if any welds are a. I n s p e c t s e n s o r c o v e r s f o r t e a r s ,
discovered that are excessively gouges, or delaminations.
area with a wire brush and b. Inspect the plugs around the perimeter
inspect to determine the extent of the sensor flange; ensure they are
of damage. flush and have not backed out.
c. Inspect the 3/64-inch air emitter holes c. Inspect for loose or missing fasteners
for fouling. Emitter holes are spaced and loose or missing fairing compound.
1/2 inch forward and aft of the emitter
pipe vertical centerline. Emitter holes
d. Inspect for signs of structural failure or
are spaced in sections and the spacing
varies in density for each section.
water objects.

inch NPT clean-out plug located 2 17-8.3.21 Rodmeter (Underwater Log).
inches from the end of the emitter pipe
at the keel. a. Inspect the hull opening to verify that it
is free of any obstruction.
e. Inspect and report the FR and the
PDR. b. Inspect and report the FR

S0600-AA-PRO-170
17-8.3.22 Bow-mounted Sonar Dome. c. Inspect the entire perimeter of the rub-
ber dome and steel closure plate for
separation, cracks, damage or corro-
WARNING
sion of the steel.
Divers must exercise care d. Inspect the banjo and fairing with the
when touching a dome with hull for damage, cracks or corrosion.
steel wires exposed. Report the FR and PDR of the banjo.
NOTE
WARNING
with NOFOUL rubber surfaces.
Avoid contact between hands
and eyes if hands have been
of damage.
ber material. Wash hands thor-
oughly before eating or
smoking. e. Inspect the hull/sonar dome fairing interface
for cracked welds or structural damage.
a. Inspect the entire surface of the sonar
dome and banjo using a latitudinal NOTE
inspection pattern. Survey a swath
approximately 3 feet wide on each If any cracks are detected in
pass until complete. Inspect for cuts, the welds or if any welds are
pits, gouges, bulges, soft spots, and discovered that are excessively
any previous repairs that may have corroded, thoroughly clean the
become faulty or deteriorated. area with a wire brush and
b. Inspect and report the FR of the dome. of damage.
of NOFOUL rubber. However, the anti- f. Rubber damage with exposed wires,
fouling properties of the dome may cracked welds, or structural damage
become ineffective as the dome ages or are severe conditions. If any such dis-
from over-spraying of paint while the crepancies are noted, make the appro-
ship is in dry-dock. Fouling degrades priate report and arrangements for a
the performance of the sonar. follow-on Level 2 inspection.

Name of Ship
Inspection Location
Inspection Date
Docking
Item Plan Location on Hull
Component System Served Size Conditions Found
No. Ref. No. * = Item may be above waterline
1 Stern Area Paint and Fouling Transom-Frame 412
2 Stern Area General Hull Plate Transom-Frame 412
3 57 Overboard Discharge Compartment 2-506-O. E. Frame 529 Stbd, 7 9 off CL* 3 1/2 dia
4 Rudder, Stbd Frame 526-512 Stbd 9 x 16 area

4.c Fill and Drain Plugs
4.d Plating, Welds
4.e Sound Rudder
5 44 Overboard Discharge Eductor E-1 in Steering Gear Room Frame 513 Stbd, 18 6 off CL* 3 dia
6 Propeller, CP, 5-Bladed, Stbd Frame 502-494 Stbd
6.a Hub Frame 502
6.b Blades Frame 496

Savers
6.b.3 Prairie Air Channels Frame 482

7 Main Bearing Housing and Strut, Stbd Frame 494-482 Stbd
7.a Rope Guard Frame 494
7.a.1 Prairie Air Holes
7.b Bearing Housing Frame 493-487
7.c Forward Fairwater Frame 484
7.c.1 Prairie Air Holes
7.d Strut
8 Propeller Shaft, Stbd Frame 482-455 Stbd
9 43 Overboard Discharge Seawater Service High Pressure Air Compressor #3 Frame 471 Stbd, 21 1 off CL 2 dia
DD 963 Class Inspection Procedures - Level 1 17-8-19 (17-8-20 blank)

Name of Ship
Inspection Location
Inspection Date
Docking
10 63 Impressed Current Cathodic Protec- Frame 492-464 Stbd, 17 6 off CL 8 x 12 area

tion (ICCP) Anode (4 Foot Anode)
11 Intermediate Bearing Housing and Frame 452-439

Strut, Stbd
11.a Aft Fairwater Frame 452
11.b Bearing Housing Frame 446
11.c Strut
11.d Forward Fairwater Frame 441
12 76 Overboard Discharge Seawater Service Cooler Generator #3 Frame 443 Stbd, 23 10 off CL* 3 dia
13 75 Overboard Discharge Lube Oil Cooler Frame 431 Stbd, 23 11 off CL* 2 1/2 dia
14 Intermediate Shaft, Stbd Frame 440-390 Stbd
15 Stern Tube, Stbd Starboard Shaft Frame 414-390 Stbd

16 Rudder, Port Frame 526-512 Port, 11 off CL 9 x16 dia

16.d Plating, Welds
16.e Sound Rudder

17 Propeller, CP, 5-Bladed, Port Frame 502-494 Port
17.a Hub Frame 502 Port
17.b Blades Frame 496 Port
17.b.1 Blade Bolt Caps and

Thread Savers
17.b.3 Prairie Air Channels Frame 482 Port
18 Main Bearing Housing and Strut, Port Frame 494-482 Port
18.a Rope Guard Frame 494 Port
18.a.1 Prairie Air Holes

Name of Ship
Inspection Location
Inspection Date
Docking
18.b Bearing Housing Frame 493-487 Port
18.c Forward Fairwater Frame 484 Port
18.c.1 Prairie Air Holes
18.d Strut
19 62 Impressed Current Cathodic Protec- Frame 482-474 Port, 12 7 off CL 8 x 12 area
21 28 Overboard Discharge Battery Shop Frame 469 Port, 23 7 off CL* 2 dia
22 Propeller Shaft, Port Frame 482-455 Port
23 Intermediate Bearing Housing and Frame 452-439 Port

Strut, Port
23.a Aft Fairwater Frame 452 Port
23.b Bearing Housing Frame 446 Port
23.c Strut
23.d Forward Fairwater Frame 441 Port
24 Intermediate Shaft, Port Frame 440-390 Port
25 74 Overboard Discharge Plumbing Waste Drain Frame 432 Port, 24 10 off CL* 3 dia
26 42 Overboard Discharge Eductor E3 Pump Room #3 Frame 425 Port, 23 5 off CL* 3 dia
27 83 Overboard Discharge Plumbing Waste Drain Frame 419 Port, 25 5 off CL 2 1/2 dia
28 Stern Tube, Port Port Shaft Frame 408-390 Port
29 Port Side Paint and Fouling Frame 412-136 Port
30 Port Side General Hull Plate Frame 412-136 Port
30.a Port Side Docking Block Area Frame 412-136 Port

and PDR
31 82 Overboard Discharge Combined Waste Drain Frame 410 Port, 25 7 off CL* 4 dia
32 40 Overboard Discharge Air Conditioning Chilled Water Plant #3 Frame 397 Port, 24 8 off CL 5 dia
33 60 Reference Electrode Reference Cell Frame 388-379 Port, 21 9 off CL

Name of Ship
Inspection Location
Inspection Date
Docking
36 68 Plug, Skeg Drain Frame 348 CL 1 1/2 dia
37 33 Seawater Suction Firemain and Seawater Service Frame 330-328 Port 6 4 off CL 24 1/2 dia
38 32 Overboard Discharge Seawater Service Ship Service Air Compressor #2 Frame 331 Port, 27 0 off CL 2 1/2 dia
39 14 Overboard Discharge Lube Oil Cooler Frame 326 Port, 27 4 off CL* 3 dia
40 30 Overboard Discharge Bilge Pump Main Engine Room #2 Frame 326 Port, 25 9 off CL 4 dia
41 31 Overboard Discharge Seawater Service Masker Air Cooler #2 Frame 325 Port, 27 2 off CL 3 dia
42 26 Seawater Suction Gas Turbine Cooling Frame 305-304 Port, 5 9 off CL 8 3/4 dia
43 Masker Belt Frame 300-296 Port
44 59 Overboard Discharge Eductor, Machinery Room #2 Frame 294 Port, 26 6 off CL 10 dia
46 71 Overboard Discharge Plumbing Waste Drain Commissary Frame 281 Port, 27 6 off CL* 4 dia

48 45 Overboard Discharge Waste Drain Tank Frame 274 Port, 25 1 off CL 4 dia
49 54 Overboard Discharge Recirculation/Ventilation Pump #1 Frame 259 Port, 26 9 off CL 2 1/2 dia
51 23 Overboard Discharge Seawater Service Chilled Water Air Conditioning Frame 253 Port, 26 5 off CL 5 dia
Plant #2
52 64 Overboard Discharge Commissary Space Waste Drain Frame 246 Port, 25 11 off CL* 4 dia
53 18 Overboard Discharge Distiller #1 and #2 Frame 241 Port, 5 4 off CL 3 dia
54 19 Overboard Discharge Seawater Service Refrigeration Condenser #1 and Frame 237 Port, 26 1 off CL 3 1/2 dia
#2
55 41 Overboard Discharge Classified Waste Drain Frame 225 Port, 24 11 off CL 2 1/2 dia
56 17 Overboard Discharge Seawater Service Chilled Water Air Conditioning Frame 224 Port, 24 4 off CL 6 dia
Plant #1
57 65 Overboard Discharge Eductor Auxiliary Machinery Room #1 Frame 222-221 Port, 22 6 of CL 10 dia
58 80 Overboard Discharge Waste Drain Tank Frame 221 Port, 25 4 off CL* 4 dia

Name of Ship
Inspection Location
Inspection Date
Docking
60 79 Overboard Discharge Seawater Service Lube Oil Cooler #1 Frame 217 Port, 22 4 off CL 8 dia
61 8 Seawater Suction Main Engine Room #1 Fireroom Frame 193-192 Port, 3 8 off CL 16 1/4 dia
62 9 Overboard Discharge Seawater Service Prairie Air Heat Exchange Frame 193 Port, 21 8 off CL 3 dia
63 6 Overboard Discharge Recirculating and Ventilation Pump #2 Frame 177 Port, 19 9 off CL 2 dia
65 3 Overboard Discharge Eductor E2, Pump Room #1 Frame 154 Port, 12 8 off CL 3 dia
66 4 Overboard Discharge Sewage Treatment Plant #1 Frame 151 Port, 16 2 off CL 4 dia
67 16 Overboard Discharge Waste Water Drain Tank Frame 149 Port, 15 10 off CL 3 1/2 dia
68 46 Rodmeter Underwater Log Frame 141 Port, 10 6 off CL 8 dia
Note: This completes the port side for reporting FR and PDR value. Frames 412 to 136.
69 Bow Paint and Fouling Frame 136-Bow
70 Bow General Hull Plate Frame 136-Bow

70.a Bow Docking Block Area FR and Frame 136-Bow
PDR

72 47 Overboard Discharge Sonar Seawater/Freshwater Heat Exchanger Frame 71 Port, 7 10 off CL 3 dia
73 1 Overboard Discharge Eductor Sonar Equipment Room Frame 36 Port, 2 7 off CL 4 dia
74 Bow-mounted Sonar Dome Frame 56-4 CL

Note: This completes the bow area for reporting FR and PDR value. Frames 136 and Forward.
76 Stbd Side Paint and Fouling Frame 136-412 Stbd
77 Stbd Side General Hull Plate Frame 136-412 Stbd
77.a Stbd Docking Block Area (Include Frame 136-412 Stbd

Keel Block Areas) FR and PDR
78 2 Seawater Suction Firepump #1, Pump Room #1 Frame 142 Stbd, 3 8 off CL 16 1/4 dia
79 5 Overboard Discharge Recirculation and Ventilation of Pump #1 Frame 149 Stbd, 16 3 off CL 2 dia

Name of Ship
Inspection Location
Inspection Date
Docking
80 58 Transducer (UQN 1) Frame 151 Stbd, 3 8 off CL 11 dia
81 56 Transducer (AUTEC) Frame 153 Stbd, 3 4 off CL 16 dia
82 Masker Belt Frame 172-168 Stbd
83 7 Overboard Discharge Seawater Circulating Masker Air #1 Frame 183 Stbd, 20 10 off CL 3 dia
84 10 Overboard Discharge Gas Turbine Cooling Frame 195 Stbd, 5 10 off CL 8 3/4 dia
85 15 Overboard Discharge Seawater Cooling Ship Service Air Compressor Frame 202 Stbd, 22 4 off CL 2 1/2 dia
86 11 Overboard Discharge Bilge Pump Main Engine Room #1 Frame 205 Stbd, 20 10 off CL 6 dia
87 78 Overboard Discharge Seawater Service Pump #1 Generator Frame 206 Stbd, 23 11 off CL* 3 dia
88 55 Overboard Discharge Condensate Drain (Capped Off) Frame 211 Stbd, 23 7 off CL 2 dia
89 13 Overboard Discharge Eductor E6, Main Engine Room #1 Frame 213 Stbd, 21 10 off CL 10 dia
92 20 Overboard Discharge Cooling Water High Pressure Air Compressor Frame 235 Stbd, 25 8 off CL 3 dia
93 81 Overboard Discharge Battery Room Waste Drain Tank Frame 240 Stbd, 25 11 off CL* 2 1/2 dia
94 66 Overboard Discharge Plumbing Waste Drain Frame 248 Stbd, 26 11 off CL* 4 dia
95 22 Seawater Suction Firemain Distiller Plant Frame 250-248 Stbd, 6 2 off CL 24 1/2 dia
96 52 Overboard Discharge Hertz Converter Frame 251 Stbd, 26 5 off CL 1 1/2 dia
98 73 Overboard Discharge Garbage Grinder Frame 270 Stbd, 27 5 off CL* 3 dia
99 70 Overboard Discharge Plumbing Waste Drain Combined Frame 280 Stbd, 27 6 off CL* 3 dia
101 24 Seawater Suction Firemain and Seawater Service Frame 283-281 Stbd, 6 2 off CL 24 1/2 dia
102 72 Overboard Discharge Plumbing Waste Drain Commissary Frame 287 Stbd, 27 6 off CL * 4 dia
103 53 Overboard Discharge Firemain Pump #4, Recirculation/Ventilation Frame 291 Stbd, 27 5 off CL 3 dia
105 27 Overboard Discharge Eductor E7, Main Engine Room #2 Frame 301-300 Stbd, 25 7 off CL 10 dia

Name of Ship
Inspection Location
Inspection Date
Docking
106 67 Overboard Discharge Waste Drain Frame 301 Stbd, 27 6 off CL* 2 1/2 dia
107 25 Overboard Discharge Seawater Lube Oil Cooler #2 Frame 303 Stbd, 27 4 off CL 6 dia
108 12 Overboard Discharge Plumbing Waste and Hangar Drains Frame 335 Stbd, 27 4 off CL* 4 dia
109 35 Overboard Discharge Pump Ventilation and Recirculation Frame 345 Stbd, 26 3 off CL 2 1/2 dia
110 34 Overboard Discharge Eductor E2, Shaft Alley Frame 346 Stbd, 10 2 off CL 3 dia
111 36 Sea Chest Gas Turbine Cooling Frame 352 Stbd, 5 8 off CL 8 3/4 dia
112 37 Overboard Discharge Sewage Plant #2 Frame 356 Stbd, 25 9 off CL 4 dia
113 38 Overboard Discharge Firemain Pump #6, Recirculation, Vent Frame 357 Stbd, 25 7 off CL 2 1/2 dia
114 21 Overboard Discharge Seawater Duplex Strainer Frame 360 Stbd, 25 8 off CL 2 dia
115 39 Seawater Suction Firemain Sewage Plant #2 Frame 365-364 Stbd, 5 8 off CL 16 1/4 dia
116 61 Reference Electrode Reference Cell Frame 388-379 Stbd, 21 9 off CL
117 Plug, Skeg Fill Frame 411 Stbd 1 1/2 dia
Note: This completes the starboard side for reporting FR and PDR value. Frames 136 to 412.

S0600-AA-PRO-170
DD 963 Class Inspection Procedures - Level 1 Figure 17-8.1 DD 963 Class Plan and Profile. 17-8-33 (17-8-34 blank)
S0600-AA-PRO-170
DD 963 Class Inspection Procedures - Level 1 Figure 17-8.2 DD 963 Class Running Gear. 17-8-35 (17-8-36 blank)
S0600-AA-PRO-170
17-8.4 LEVEL 2 INSPECTION PROCEDURES. tation of closest weld seams; torn or missing
plate; and condition of exposed stiffeners and
framing.
17-8.4.1. This section contains Level 2 inspec-
tion procedures for the DD 963 Class
Destroyer. The procedures are presented in
the order in which the diver would find the
components when making a stern-to-stem 17-8.4.2.2.4 Example of Report. 10-foot by
swim. The Dive Supervisor can refer back to 35-foot damaged area running fore and aft, 15
Table 17-8.2 to pinpoint the exact location of a feet outboard port of the keel beginning 38
particular component. feet aft of the rodmeter. Damage begins with
an area of scraped paint, approximately 10
17-8.4.1.1 The purpose of a Level 2 inspec-
distortion of four inches by six feet wide by 20
malfunctioning or damaged component. The
diver must gather sufficient information for fur-
plate cracks, no suctions or discharges are
located in the damaged area.
make precise measurements and record the
exact coordinates of any discrepancies that 17-8.4.2.3 Inspection Procedure.
require further repair. The drawings in this 17-8.4.2.3.1 Gross Damage Assessment.
chapter can be photocopied and marked to
show the location and extent of damage. The a. Conduct a quick inspection of the damaged
diver can also refer to the appropriate forms area and immediate surrounding area.
17-8.4.2.2 Damage Description Require- length, width, and orientation of all
ments. cracks, area of distorted or missing hull
17-8.4.2.2.1 Report all areas, size, and loca- presence of torn or bulging plate.
tion of paint damage, areas of exposed metal,
able reference points such as suctions, dis-
charges, bilge keel, flat bottom, turn of the NOTE
bilge, etc.
Damage at or near the keel is a
17-8.4.2.2.2 H u l l p l a t e d a m a g e m u s t b e serious casualty. Exact details of
detailed in terms of the amount of distortion, the condition are required to
orientation, and size, length, and maximum determine the seaworthiness of
width of cracks or gouges; proximity and orien- the hull.

S0600-AA-PRO-170
Figure 17-8.3. Spade Rudder without Stool.
17-8.4.3 Rudder. (perpendicular or parallel) and the

proximity of the crack to the weld (cen-
17-8.4.3.1 Damage Description Require- ter of weld, base metal). If cracks are
ments. found in or near any clad welding,
describe the location with respect to
17-8.4.3.1.1 Inspection of rudders requires a the cladding (center, edge, parallel to
detailed description (with measurements) of weld bead, etc.).
the exact location and size of all corrosion,
d am a ge , an d f la w s . A s a m inim um , t he c. Total area affected, including the diam-
description must include: eter and depth of any pitting; also
a. D is ta nc e and d irec tio n (port / st ar- age pit size.
erence point (top/bottom/side/leading d. Area and location of corrosion or other
edge). damage.
b. Length, maximum width, and orienta- e. PDR and FR.

seam information, include the direction 17-8.4.3.1.2 Example of Report. Pitting on
of the crack with respect to the weld leading edge of port rudder, inboard side,

S0600-AA-PRO-170
starting 30 inches from forward bottom, 6-inch cracked welds, marks, gouges, or
by 8-inch area. Maximum pit depth: 1/8-inch scrapes. Inspect for areas of
depth by 1/4-inch diameter. Average pit depth: bleeding rust and bare metal.
17-8.4.3.2 Inspection Procedure. S e e F i g - NOTE
ure 17-8.3. If any cracks are detected in
a. Inspect the rudder stock area. the welds or if any welds are
(1) Inspect rudder and around the corroded, thoroughly clean the
rudder stock for fouled wire, rope, area with a wire brush and
or other foreign material. inspect to determine the extent
of damage.
(4) Verify that the two drain plugs on
(1) With the rudder amidships take bottom of the rudder are present
the clearance measurement and secure.
between the top of the rudder (at (5) Report the FR and the PDR.
the forward most point of the rud-
der) and the hull. Design clear- d. Sound the rudder.
ance varies by ship. For hull
number DD 963, the clearance is (1) Using a rubber or rawhide mallet,
2 inches. For hull numbers DD rap on the rudder surface to
964 -DD 967, design clearance is determine if the rudder has
2 1/2-inches. For hull numbers flooded. Begin sounding near the
DD 968 and above, design clear- uppermost part of the rudder and
ance is 3 1/2-inches. continue downward to the lowest
point.
c. Inspect the rudder surface.
NOTE
(1) Verify that the two fill plugs on top
of the rudder are present and
secure.
essary to sound the rudder in
different locations. A hollow
(2) Determine the overall FR of the
sound indicates the rudder is
rudder. If the FR is 40 or greater,
not flooded, while a dull sound
inspect for clean areas which
indicates flooding.
indicate areas of recent damage
from grounding or contact with (2) If the rudder is found to contain
submerged objects. If any such water, conduct a detailed inspec-
areas are found, thoroughly tion to locate the source of flood-
inspect for cracks, dents, or ing. Inspect all plugs for tightness
gouges. and inspect weld seams for
cracks. Make the appropriate
(3) Conduct a detailed inspection of report and arrangements for fol-
the rudder surface for any low-on dewatering and repair.

S0600-AA-PRO-170
7-8.4.4 Propeller (5-Bladed). areas should be interpreted as cavitation ero-

sion.
ments.
17-8.4.4.1.1 The inspection of a propeller operating conditions. Therefore, if cavitation
requires a detailed description (with measure- damage is found, inspect for the cause. The
ments) of the exact location and size of any irregularity ahead of the eroded area can be a
damage, flaws, cracks, porosity, curls, bends, nick, gouge, or other damage in the leading
or cavitation erosion. C av itation erosion edge or a leading edge radius that has been
results from the rapid formation and collapse improperly cleaned or finished, leaving flat
of water vapor bubbles on the propeller sur- spots or other unfairness.
a porous, sponge-like, pitted metal surface. 17-8.4.4.1.3 Do not confuse cavitation ero-
Heavy localized concentrations of eroded sion with porosity. Porosity is common and is

S0600-AA-PRO-170
a manufacturing defect. Porosity will likely be tour (the intersection between the
coupled with fouling. Cavitation is uncommon flange and the blade).
away metal (area is clean) in the direction of i. Blade tip . The outermost edge of the
water flow. Porosity is often sharp-edged, blade.
whereas cavitation erosion (unless severe) is
not.
j. Emitter holes. Holes drilled into a chan-
17-8.4.4.1.4 Damage location descriptions nel near the leading edge that distrib-
must include reference to obvious points and ute the prairie masker air.
must use standard nomenclature. Following is
a list of common propeller terms: k. Hub cone. A fairing bolted to the aft end
a. Blade number. Although the port propel- of the hub which provides a smooth
ler rotates clockwise and the starboard hydrodynamic flow.
propeller rotates counterclockwise, the
blades of both propellers on this class l. Hub cone cover plate . Fairing plates
ship are numbered in the clockwise that are installed over the bolts used in
direction (when viewed from astern) the attachment of the hub cone to the
using letters A through E. These let- hub.
ters are stamped on the flat surface
blade hub flange near the flange edge m. Hub end cover. Aft end of the hub cone
outboard (12 oclock position) of the cover assembly used to distribute the
blade bolts. prairie air past the check valve through
the hub cone cover and hub and then
b. Blade palm . The round portion of the out to the blades.
(also referred to as the blade flange).
n. Retainer plate . This plate is threaded
into the hub end cover and retains the
c. Blade bolt cap . A protective cover prairie air adapter plug.
installed over the blade bolt.
o. Prairie air adapter plug . This plug is

d. Pressure face. The portion of the blade
threaded into the retainer plate and
that faces aft.
provides access to the check valve.
e. Suction face. The portion of the blade
that faces forward. 17-8.4.4.1.5 It is imp orta nt that the div er
accurately report the size and extent of any
damage. The report must reflect an accurate
f. Leading edge. The heavy, thick, more
rounded portion of blade closest to the
sion, porosity, curls, bends, scrapes, cracks,
forward end of the hub.
length of any cracks.
g. Trailing edge. The thinner, sharper por-
tion of blade closest to the aft end of 17-8.4.4.1.6 Example of Report. B l a d e D ,
the hub. trailing edge, 2 feet from blade palm, 1/8-inch
deep by 1-inch long nick. Evidence of cavita-
h. Fillets . The area at the base of each tion erosion on the suction face, starting 4
blade where the pressure and suction inches in from the nick. Erosion damage cov-
faces are blended into the flange con- ers a 2-inch by 4-inch area.

S0600-AA-PRO-170
17-8.4.4.1.7 N AVS EA For m 4 730 /6 (N S N the decision is made that, due

0116-LF-047-3035) Propeller Inspection Data to obvious damage, the propel-
should be used to record results. ler blades require replacement.
a. Inspect the entire surface of the propel-
le r h u b. In s p e c t fo r ca b le ma rk s ,
s cra tc he s, cra ck s , curls , g ouge s ,
propellers (FR 40 or greater) look NOTE
recent damage (contact with an Report the exact location and
object or grounding, or areas of extent of damage as it is found.
cavitation erosion). If evidence of A running log of the inspection
cavitation erosion is discovered, must be maintained by the log
carefully inspect the area ahead keeper to ensure accuracy.
may be removed without difficulty. If trailing edges of each blade for
removal of the material will be exces- nicks, curls, chips, dents, flat
s i v el y tim e co ns um in g, ma k e the spots, cracks, or other apparent
appropriate report and arrangements damage. Cracks may be found in
for follow-on removal. the edges and tips without any
c. Conduct a detailed inspection of any They can be caused by local
obvious major damage and thoroughly vibration, stress corrosion crack-
document the type, size, and location ing, or residual stresses in the
of the damaged area. blades.
NOTE
Pay particular attention to
NOTE areas of the blade where
repairs have been made (areas
If the FR of the propeller is 40 of discoloration caused by
or greater, the propeller must welding). Thoroughly inspect
be cleaned prior to conducting these areas for the presence of
the detailed inspection unless cracks.

S0600-AA-PRO-170
(3) Verify that two 1 1/4-inch thread the pressure (aft) and suction
savers installed in the lifting bolt (forward) face emitter holes for
holes (180 on each side of each fouling. The prairie air propeller
blade) are in place on the blade blades have 270 3/64-inch diam-
palm. eter emitter holes; 120 on the
suction (forward) and 150 on the
pressure (aft) sides. On the suc-
tion side, they are spaced 1 inch
apart, starting 4 inches from the
(5) Inspect the hub for debris, cavita- hub on the leading edge to 5
tion damage, and leaking hydrau- inches past the vertical blade
lic oil. centerline, 3/4 inch from the lead-
ing edge. On the pressure side,
(6) Inspect the cone cover plates for they are variably spaced, starting
damage, loose or missing plates, 4 inches from the hub on the
and loose or missing fasteners. leading edge to 5 inches past the
Each cone cover plate is secured vertical blade centerline, 3/4-inch
with twenty 1/2-inch cap screws. from the leading edge. The first
(7) Inspect the hub cone for damage 31 holes are spaced 1/2-inch
and leaking hydraulic oil. apart. The next 88 holes are
spaced 1 inch apart and the
(8) Inspect the hub cone end cover remaining 31 holes are 1/2-inch
plate for loose or missing fasten- apart. To function properly, these
ers and leaking hydraulic oil. emitter holes must be free of foul-
There are 10 1-inch cap screws. ing.
(9) Inspect the retainer plate for NOTE
loose or missing fasteners and
leaking hydraulic oil. There is one If any cracks are detected in
5/16-inch socket set screw. the welds or if any welds are
(10) Inspect the prairie air adapter discovered that are excessively
plug for loose or missing fasten- fouled, thoroughly clean the
ers and leaking hydraulic oil. area with a wire brush and
There are two 1/2-inch socket inspect to determine the extent
screws and one 3/8-inch socket of damage.
set screw.
c. Record the overall FR of the propeller.
pressure (aft) face of each blade d. If any discrepancies are found, make
for defects caused by cavitation. the appropriate report and arrange-
Cavitation damage can be identi- ments for follow-on cleaning and/or
fied by an area of small pocked repair.
(12) Inspect the prairie air channel 17-8.4.4.2.3 Detailed Inspection of the Pro-
cover plate on the blade pressure peller Prairie Air System.
(aft) face for damage or cracked
welds. The cover plate is 1 1/2 NOTE
inches wide and is located 3/8 of
an inch from the leading edge, Before proceeding with the
starting at the hub. Inspect both next step, verify that there is

S0600-AA-PRO-170
sufficient depth between the tip of the system for air leakage
of the lowermost blade and the other than from the air emitter
bottom. A minimum of 5 feet is holes. Check the propeller hub
required to prevent mud or silt end cover, blade palms, and the
from being sucked into the air air channel weld seams.
emitter holes.
(2) Note the general dispersion of air
NOTE so that areas that appear below
normal can be concentrated on
Performance of the following during the detailed inspection of
procedure requires that the each blade. Use a wood block,
dive station have, as a mini- bronze or Lexan scraper, or a
mum, sound powered commu- greenie to remove light fouling
nications with Ships Force in areas where the holes appear
personnel. to be fouled.

NOTE holes.
When the diver reports ready,

(1) Beginning with blade A, start at
the Dive Supervisor will have
the hub of the propeller and con-
duct the inspection toward the tip.
sure air so that a thorough
inspection of the prairie air sys- (a) Inspect to determine that the
tem can be conducted. first five emitter holes are clear
of fouling.
WARNING
Rotating the propeller while Report the number of holes
divers are in the vicinity may fouled per 10-hole segment.
cause serious injury or death. NAVSEA S9245-AR-TSM-010/
Ensure that the propeller is PROP, Technical Manual for
rotated only at the direction of Marine Propeller Inspection,
the Dive Supervisor. Repair and Certification, stipu-
lates that no more than two
NOTE holes in any series of 10 may
be fouled, and that no two adja-
Insufficient flow of air to the cent holes may be fouled.
lower blades may require jack-
ing the shaft over to reposition
(c) At the blade tip, inspect to
each blade for the inspection. If
determine that the last five
air flow is too great to observe
holes are clear of fouling.
individual holes, Ships Force
can decrease the flow.
NOTE
a. Gross damage assessment.
(1) Begin the inspection procedure ber of fouled holes for each
by conducting a quick inspection blade is 16.

S0600-AA-PRO-170
(2) Repeat the inspection process for c. If any discrepancies are found, make
the remaining propeller blades. the appropriate report and arrange-
(3) Secure the air flow to the emitter ments for follow-on cleaning and/or
system. repair.
Figure 17-8.5. Main Strut, Intermediate Strut, Shaft, Stern Tube, Rope Guard and Fairwaters.
17-8.4.5 Main Propulsion Assembly (Main a. Distan ce a nd dire ction (p ort /s ta r-

Strut, Intermediate Strut, Shaft, Stern Tube, board/forward/aft) from an obvious ref-
Rope Guard, and Fairwaters). erence.

17-8.4.5.1.1 General condition or damage tion of all cracks. If the crack(s) is on or
assessment of the main strut, shaft, stern near a weld seam, include closest weld
tube, rope guard, and stern tube requires a seam information: the direction of the
detailed description (with measurements) of crack with respect to the weld (perpen-
the exact location and size of any damage or dicular or parallel) and proximity to the
flaws. The description must include: weld (center of the weld or base metal).

S0600-AA-PRO-170
c. Total area affected, including the diam- inspect to determine the extent
eter and depth of any pitting; also of the damage.
age pit size. (a) Verify the presence of the four
evenly spaced 1 inch plugs on
d. Area and location of corrosion or other the top, and the four evenly
damage. spaced 1 inch plugs on the bot-
tom of the bearing housing;
e. Exact location and size of all coating ensure that they are flush and
damage, tears, or delaminations on the staked at a minimum of two
shaft. places.
17-8.4.5.1.2 Example of Report. P o r t (3) Verify that the rope guard is

shaft, 6 feet 9 inches forward of the strut fair- present.
water, longitudinal gouge in fiberglass coating
2 inches wide by 1 foot long, bare metal show- NOTE
ing; subsurface delamination 6 inches by 6
inches, centered on a rust stain, located by
A missing rope guard is a seri-
sounding.
ous casualty.
(a) This ship class has steel rope
a. Main strut assembly (struts, bearing guards with prairie air which
housing, rope guard, and fairwater) are welded on. Inspect for any
(1) Inspect the main strut columns presence of fouled wire, rope,
(inboard/outboard) and bearing or other foreign material.
and the presence of wire or other (b) Use a divers light or diver-held
foreign material. video equipment light to inspect
(a) At best, the surface of the the area between the propeller
struts will be very rough due to hub and the strut bearing hous-
previous damage or repairs. ing.
(b) Inspect for loose or mixing (c) Inspect the rope guards for
epoxy. cracked welds.
(2) At the strut/hull interface, inspect (d) Verify that there is a uniform
the strut columns, doubler plates gap all around between the
and immediate area hull plate for propeller hub and the rope
cracked welds, corrosion, and guard by taking measurements
damage. at the 3, 6, 9, and 12 oclock
NOTE positions. Design clearance is
1 inch.
the welds or if any welds are (e) Verify the presence of the prai-
discovered that are excessively rie air clean out plug on the
corroded, thoroughly clean the lower rope guard half Ensure
area with a wire brush and that it is flush and secure.

S0600-AA-PRO-170
(4) Verify that the fairwater is and arrangements for follow-on

present. repair.
NOTE (6) Inspect and report the FR and the
PDR of the main strut columns,
A missing fairwater is consid- immediate hull plate area, bear-
ered a serious casualty. ing housing, rope guard, and fair-
water.
(a) This ship class has steel fair- (7) Inspect the rope guard and and
waters with prairie air which are main strut fairwater prairie air
welded on. Inspect for any system.
presence of fouled wire, rope, NOTE
(b) Inspect the fairwater for procedure requires that the
cracked welds. dive station have as a mini-
NOTE nications with Ships Force
personnel.
the welds or if any welds are NOTE
corroded, thoroughly clean the When the diver reports "ready,"
area with a wire brush and Dive Supervisor will have
inspect to determine the extent Ships Force apply low pres-
of damage. sure air so that a thorough
inspection of the prairie air sys-
(c) Verify the presence of the prai- tem can be conducted.
rie air clean out plug on the
lower rope guard half Ensure (a) Begin the inspection proce-
that it is flush and secure. dure by conducting a quick
inspection of the system for air
(d) Verify that there is a uniform leakage other than from the air
gap between the fairwater and emitter holes.
the shaft by taking clearance
measurements at the 3, 6, 9, NOTE
and 12 oclock positions.
Design clearance is 1 1/2 inch. If air flow is too great to
observe individual holes, Ships
(e) Inspect and report the FR and Force can decrease the flow.
the PDR of the main strut col-
umns, immediate hull plate (b) Note the general dispersion of
area, bearing housing, rope air so that areas that appear
guard, and fairwater. below normal can be concen-
trated on during the detailed
(5) If discrepancies are found, mea- inspection. Use a wood block,
sure the exact location and size, bronze or lexan scrapper, or a
then make the appropriate report "greenie" to remove light foul-

S0600-AA-PRO-170
ing in areas where the holes (1) Inspect the full length of all acces-
appear to be fouled. sible glass-reinforced plastic
(fiberglass) covering for evidence
(c) Beginning with the upper half of of deterioration, loss of adhesion,
the rope guard, inspect to or any apparent physical dam-
determine the emitter holes are age.
clear of fouling.
(2) Inspect for loss of covering, cuts,
(d) Repeat the inspection process tears, surface delaminations, and
for the air emitter holes on the other damage.
lower half of the rope guard. (3) Inspect for rust stains indicating
(e) Repeat the inspection process through the covering near a cut,
for each fairwater half. pinhole, area of porosity, patch,
NOTE
(4) Inspect for internal separation of
The maximum allowable num- the fiberglass covering from the
ber of fouled holes for each metal shaft. Use a rubber or raw-
rope guard or fairwater half is 5 hide mallet to sound the covering
percent of the total number of at approximately 18-inch intervals
holes. along the length of the shaft.
(a) Rap the shaft in the 3, 6, 9, and
(f) Secure the air flow to the emit-
12 oclock positions while hold-
ter system.
ing the palm of one hand
against the covering on the
(g) If any discrepancies are found,
make the appropriate report
and arrangements for follow-
and along its entire length.
on cleaning and/or repair.
b. Shaft. NOTE
NOTE Discernible vibration, move-

ment of the covering, or an
Pay particular attention to the audible, hollow sound is evi-
detection of damage or breaks dence of probable loose bond
in the covering in the area of and must be explored or further
shaft nearest the fairwaters and examined. To determine the full
rotating coupling. Propeller extent of the damaged area,
shafts are covered with a hard reduce the distance for sound-
metal sleeve at all bearing ing the shaft from 18 inches to
areas. The shaft coating at the 4 inches. The important crite-
sleeve ends are the most vul- rion is to isolate and fully deter-
nerable areas of the water- mine the extent of the damaged
borne shafting. Therefore, give or delaminated area.
special attention to the detec-
tion of breaks in the covering or (5) If discrepancies are found, mea-
leakage in the joint (rust stains) sure the exact location and size,
in these critical areas. then make the appropriate report

S0600-AA-PRO-170
and arrangements for follow-on (b) Inspect the fairwater for

repair. cracked welds.
c. Intermediate strut assembly.
NOTE
(1) Inspect the intermediate strut col- If any cracks are detected in
umns and bearing housing for the welds or if any welds are
corrosion, damage, and the pres- discovered that are excessively
ence of wire or other foreign corroded, thoroughly clean the
material. area with a wire brush and
(2) At the strut/hull interface, inspect inspect to determine the extent
the strut columns, doubler plates of damage.
and immediate area hull plate for
cracked welds, corrosion, and (c) Verify that there is a uniform
damage. gap all around between the fair-
water and the shaft by taking
NOTE clearance measurements at the
3, 6, 9, and 12 o'clock posi-
If any cracks are detected in tions. Design clearance is 1
the welds or if any welds are 1/2 inch.
corroded, thoroughly clean the (d) Inspect and report the FR and
area with a wire brush and the PDR of the main strut col-
inspect to determine the extent umns, immediate hull plate
of damage. area, bearing housing, rope
guard, and fairwater.
(a) Verify the presence of the
three-evenly spaced 1/2 inch (4) Inspect the intermediate strut for-
plugs on the top and three ward fairwater prairie air system.
evenly-spaced 1/2 inch plugs
on the bottom of the bearing NOTE
housing; ensure that they are
flush and staked at a minimum Only hull numbers 963 through
of two places. 982 have intermediate strut for-
ward prairie air.
(3) Verify that the fairwaters are
present. NOTE
NOTE Performance of the following

A missing fairwater is consid- dive station have as a mini-
ered a serious casualty. mum, sound powered commu-
nications with Ships Force
(a) This class ship has Steel fair- personnel.
waters forward and aft of the
intermediate strut which are NOTE
welded on. Inspect for any
apparent damage and for the When the diver reports ready
presence of fouled wire, rope, Dive Supervisor will have
or other foreign material. Ships Force apply low pres-

S0600-AA-PRO-170
sure air so that a thorough (e) Secure the air flow to the emit-
inspection of the prairie air sys- ter system.
tem can be conducted.
(f) If any discrepancies are found,
(a) Begin the inspection proce- make the appropriate report
dure by conducting a quick and arrangements for follow on
inspection of the system for air cleaning and/or repair.
leakage other than from the air
emitter holes.
d. Stern tube and fairwater
NOTE
(1) Verify that the stern tube fairwater
If air flow is too great to is present.
observe individual holes, Ships
Force can decrease the flow. NOTE
(b) Note the general dispersion of A missing fairwater is consid-

air so that areas that appear ered a serious casualty.
below normal can be concen-
trated on during the detailed
inspection. Use a wood block,
age and for the presence of
bronze or lexan scraper, or a
greenie to remove light foul-
eign material.
ing in areas where the holes
appear to be fouled.
(b) Verify that the gap between the
(c) Beginning with the upper half of fairwater and the shaft is uni-
the fairwater, inspect to deter- form all around by taking clear-
mine the emitter holes are clear ance measurements at the 3, 6,
of fouling. 9, and 12 oclock positions.
Design clearance is not less
(d) Repeat the inspection process than 1/4 inch.
for the air emitter holes on the
lower half of the fairwater. (2) Inspect and report the FR and the
PDR of the stern tube, immediate
NOTE hull plate area, and fairwater.
The maximum allowable num- (3) If any discrepancies are found,

ber of fouled holes for each make the appropriate report and
fairwater half is five percent of arrangements for follow-on
the total number of holes. repair.

S0600-AA-PRO-170
Figure 17-8.6. Skeg with Fill and Drain Plugs.
17-8.4.6 Skeg. include both the maximum and aver-

age pit size.
17-8.4.6.1.1. Include the exact location and damage. For example: Weld crack 1
size of all damage or flaws. Description must foot long by 1/2 inch wide, port side, 18
include as a minimum: feet forward of after end along the
skeg/hull interface.
a. Distance and direction (port/starboard/for-
ward/aft) from an obvious reference.
tion of all cracks. If the crack(s) is on or a. Verify the presence of the fill plug
near a weld seam, include closest weld (frame 411, starboard side, 6 inches
seam information: the direction of the forward of the upper trailing edge) and
crack with respect to the weld (perpen- ensure that it has not backed out.
weld (center of the weld or base metal). b. Verify the presence of the two drain
plugs (centerline at the bottom of the
c. Total area affected, including the diam- skeg, frame 354,) and ensure that it
eter and depth of any pitting; also has not backed out.

S0600-AA-PRO-170
c. Inspect the entire length of the skeg for discovered that are excessively
dents, cracks, curled edges, or other corroded, thoroughly clean the
apparent damage. area with a wire brush and
NOTE of damage.
If any cracks are detected in d. Inspect and report the FR and the
the welds or if any welds are PDR.
Figure 17-8-7. Seawater Discharge Openings.

a. Inspect for foreign material or corrosion
damage.

S0600-AA-PRO-170
Figure 17-8-8. Seawater Suctions.
17-8.4.8 Sea Chest and Seawater Suction. age, broken or missing bars, cracked
c. Inspect and report the FR and the PDR.
a. Clean and inspect screens or grates for
clogged holes and loose or missing
fasteners. d. If any discrepancies are found, make
the appropriate report and follow-on
b. Inspect strainer bars for corrosion dam- arrangements for repair.

S0600-AA-PRO-170

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17-8.4.9 Impressed Current Cathodic Pro- shield that protects areas of

tection (ICCP) Anode. bare metal from corrosion.
17-8.4.9.1 Inspection Procedure. c. Conduct a detailed inspection of the

dielectric shield.
d u ctin g a q u ick i ns pe cti on o f the (1) Report the percentage of dielec-
anode, dielectric shield, and the imme- tric shield with calcareous depos-
diate hull plate area out to a distance of its.
20 feet. Inspect for obvious damage:
large areas of bare metal, cracked,
chips, cracks, blisters, or missing
peeling, or blistered epoxy or paint,
epoxy.
b. Conduct a detailed inspection of the ration of the dielectric shield.
anode.
(4) Inspect the hull coating in the
(1) Inspect the anode for damage area around the anode for miss-
and missing or broken wires and ing or peeling paint or blisters.
missing or damaged platinum Inspect for calcareous buildup.
coating on the wires. Count the Report the FR and the PDR.
number of missing or broken
17-8.4.10 Impressed Current Cathodic Pro-
wires. Report the position of each
tection (ICCP) Reference Electrode.
broken or missing wire relative to
(2) Inspect the bond between the
dielectric shield and the anode
and loose or missing epoxy.
shield is evenly faired up to the
cracked or chipped. CAUTION
NOTE
The presence of marine fouling with any pointed objects.
indicates a non-functioning Potential damage to internal
anode. components may result.
b. Inspect and report the FR.

CAUTION
Avoid disturbing the white cal- the appropriate report and arrange-
cium buildup on the capastic ments for follow-on repair

S0600-AA-PRO-170

17-8.4.11 Bilge Keel. dicular or parallel) and proximity to the
ments. c. Total area affected, including the diam-
17-8.4.11.1.1. Include exact location of all
age pit size.
damage or flaws. Description must include as
a minimum:
damage. For example: Port bilge keel,
a. D is ta nc e and d irec tio n (port / st ar- 1 foot long by 1/2 inch wide crack in
board/forward/aft) from an obvious ref- weld between upper and lower plates
erence. located 18 feet forward of after end.
b. Length, maximum width, and orienta- 17-8.4.11.2 Inspection Procedure.

near a weld seam, include closest weld a. Inspect the bilge keel for dents, cracks,
seam information; the direction of the curled edges, missing plate, or other

S0600-AA-PRO-170
NOTE each bilge keel. There are two plugs on

the top located at frames 322 and 178,
If any cracks are detected in and one on the bottom at frame 248.
discovered that are excessively c. Measure and record the location of any
corroded, thoroughly clean the damage.
inspect to determine the extent d. Inspect and report the FR and the
of damage. PDR.
b. Inspect for foreign material and loose e. If any discrepancies are found, make
or missing plugs. There are three 1- the appropriate report and arrange-
inch NPT fill/drain plugs located on ments for follow-on repair.
17-8.4.12 Masker Belt. age when the ship is pier side

is not recommended. Proce-
17-8.4.12.1 Damage Description Require- dures for assessing blockage
ments. by measuring flow rate while
the ship is underway are
NOTE detailed in the shipboard PMS.
Diver cleaning procedures are
Emitter hole blockage is difficult provided in NAVSEA S0600-
to inspect. Checking for block- AA-PRO-050.

S0600-AA-PRO-170
17-8.4.12.1.1 Inspection of masker belt sys- d. Support strap. When an emitter belt is
tems requires a detailed description (with replaced or repaired while the ship is
measurements) of the exact location and size waterborne, a Lexan-insulated strap is
of any damage or flaws. As a minimum, the welded to the fairing channel to provide
description must include: extra support to the belt.
a. Identity of masker belt emitter system e. Keel termination support strap. A metal
(forward/aft, port/starboard, frame strap cradling the end of the masker
number) and type (flat tube or flat belt at the keel.
plate).
f. Epoxy filler. Rigid fairing and support
b. On the fairing plate, the length, maxi- compound which fills the space
mu m w idt h , a nd o rie nt at io n of al l between the fairing and flattened air
cracks, including closest weld seam emitter tube.
of the crack with respect to the weld 17-8.4.12.1.3 Example of Report 3 - i n c h
(perpendicular or parallel) and the section of epoxy missing, starting at the keel
proximity of the weld (center of the terminatio n support stra p, aft sta rb oard
weld or base metal). masker emitter system. The next three feet of
epoxy is hard and cracking.
age pit size.
d. Area and location of corrosion or any du c t i ng a qu i c k in s p e c t io n o f t h e
other damage. Take all measurements masker belt and surrounding hull plate
from the keel up. area.
17-8.4.12.1.2 Location must include refer-
PDR and look for areas of obvious
ence to obvious points and use standard
damage (crushed, twisted, or missing
nomenclature. Following is a list of common
sections of masker belt).
tion of damage. The majority of these terms 17-8.4.12.2.2 Flat Tube Configuration
apply to the flat tube configuration. Detailed Damage Inspection.
a. Fairing channel. A channel constructed a. Inspect for crushed, cracked, or miss-

of two flat plates welded at an angle on ing masker belt.
the backing plate. The fairing channel
houses the flattened pipe which is
epoxied into it. sprung from the channel.
b. Backing plate. A flat plate welded to the c. Inspect for loose, missing, or excess
hull to which the fairing plate/channel is epoxy.
welded.
d. Starting at the keel, inspect the full
c. Air emitter tube. A flattened Cu-Ni pipe length of weld between the backing
within a fairing channel that contains plate and the fairing plate (the backing
3/64-inch air emitter holes. plate is the plate welded to the hull) and

S0600-AA-PRO-170
the weld between the backing plate k. If any discrepancies are found, make
and the hull for cracks. Inspect both the appropriate report and arrange-
sides. ments for follow-on repair.
NOTE 17-8.4.12.2.3 Flat Plate Configuration

If any cracks are detected in Detailed Damage Inspection.
discovered that are excessively a. Inspect for crushed, cracked, or miss-
corroded, thoroughly clean the ing masker belt.
inspect to determine the extent b. Starting at the keel, inspect the full
of damage. length of weld between the backing
plate and the hull and the weld
between the Cu-Ni masker air channel
e. Inspect the 3/64-inch emitter holes for and backing plate.
sections and the spacing varies in den- c. Inspect the 3/64-inch emitter holes for
f. Inspect for holes in the fairing plate and sections and the spacing varies in den-
welds. sity for each section.
g. If installed, inspect the support straps d. Inspect for a loose or missing 1 1/4-
for missing Lexan insulator. inch NPT clean-out plug located 2 1/2
inches from the keel termination sup-
h. Inspect for a loose or missing 1 1/2- port strap.
inch NPT clean-out plug located 2 1/2
inches from the keel termination sup- e. I ns p ec t an d r ep or t t h e F R a nd , i f
port strap. painted, the PDR.
i. Inspect any previously repaired areas.
f. If any discrepancies are found, make
j. In spe ct a nd re po rt the F R a n d, if the appropriate report and arrange-
painted, the PDR. ments for follow-on repair.

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Figure 17-8.13. Transducer.
17-8.4.13 Transducer. include both the maximum and aver-

age pit size.
ments. c. Area and location of corrosion or any
other damage. It is important that the
17-8.4.13.1.1 I n s p e c t i o n o f t r a n s d u c e r s diver accurately report the size and
requires a detailed description (with measure- extent of any damage. The report must
ments) of the exact location and extent of all reflect an accurate measurement of the
d am a ge and f law s . As a m in im um , t he damage. For example: "1-inch x 2-
description must include: inch diagonal gouge on sensor cover,
maximum depth 1/16-inch located at
a. Length, maximum width, and orienta- the 8 oclock position."
tion of all cracks or flaws in the sensor
cover. 17-8.4.13.2 Inspection Procedure.
b. Total area affected, including the diam- a. Begin the inspection procedure by con-
eter and depth of any pitting. Also ducting a quick inspection of the trans-

S0600-AA-PRO-170
ducer and the surrounding hull plate (2) Inspect rubber covers for tears,
area. cracks, scrapes, or gouges.
(3) Inspect for signs of structural fail-
(1) Make note of the FR and the ure or damage caused by contact
PDR of the immediate hull plate with underwater objects.
area and look for areas of obvi-
(4) Inspect for loose or missing fas-
ous damage or flaws.
teners.
17-8.4.13.2.1 Detailed Damage Inspection. (5) Verify the presence of the 3/4-
inch thread savers around the
perimeter of the sensor flanges;
a. Conduct a detailed inspection of the
ensure they are present and have
entire transducer assembly.
not backed out.
(1) Using a "greenie, gently scrub
light fouling off the sensor head b. If any discrepancies are found, make
and inspect the sensor protective the appropriate report and arrange-
covers. ments for follow-on repair.

S0600-AA-PRO-170

17-8.4.14.1. N o rm a lly, di v ers w ill o nl y be is unable to retract or deploy the rod-
upon to inspect the hull opening if the ship b. If ship's force is unable to retract the rod-
reports damage to the rodmeter (scratches, meter, inspect for a bent or broken unit.
17-8.4.15 Bow-mounted Sonar Dome. use exact measurements, horizontal and verti-
cal, from definable points such as the center-
17-8.4.15.1 Damage Description Require- line (i.e., 1 foot 3 inches above the lower
ments. marriage line). Measurements will require the
17-8.4.15.1.1 I n s p e c tio n of s on a r d o me s The following is a list of standard Sonar Dome
requires a detailed description (with measure- Rubber Window terms:
ments) of the exact location and size of all
damage and flaws. For location, use distance a. Marriage line: That area where the hull
measurements from the closest relative bear- meets the dome, often referred to as
ing grid marks, or if grid marks are not present, the upper and lower marriage lineg

S0600-AA-PRO-170
b. Banjo : A section of steel plate that ing closest weld seam informa-
extends forward from the keel. It sup- tion. Also include the direction
ports the bottom of the dome. of the crack with respect to
weld seams on the marriage
c. Stem : Vertical forward-most part of the line (perpendicular or parallel)
ship. and distance of the crack from
the rubber interface with the
d. Vertical midpoint: An imaginary contin- fairing angle.
uation of the stem vertically down the
dome. (c) Amount of separation between
the fairing angle and the rubber
e. Horizontal midpoint : A horizontal line dome material, including the
midway between the upper and lower overall length and maximum
marriage line. width of the separation.
f. F a i r i n g a n g l e : M e ta l b a n d w h i ch (d) Total area affected, including

attaches directly to the dome material the diameter and depth of any
and is welded to the closure plate. pitting. Also include both the
maximum and average pit size.
g. Closure plate: A metal band which cov-
ers the bolts which hold the dome in (e) Any damage, bare metal,
place. It is welded to the shell plating scratches, or abrasions on the
on one edge and the fairing angle on banjo.
the other.
(f) Area and location of corrosion
17-8.4.15.1.2 T he desc ription of damage or other damage, including the
must include: FR and the PDR.
a. Rubber dome material.
17-8.4.15.1.3 Example of Report. Torn rub-
ber 2 feet 9 inches above the 15 mark at the
(1) Exact location and size (length,
lower marriage line. Torn area measures 2
width and depth) of all gouges,
inches in width, 6 inches long. Three plies of
tears, delaminations, blisters,
rubber peeled back.
flap, or other damage.
17-8.4.15.1.4 NAVSEA Form 4730/4 (NSN
(2) Layers of wire plies exposed.
0116-LF-047-3025) Sonar Dome Rubber Win-
(3) FR. dow Inspection Data is available to record
results.
(1) Exact location and size of all
damage or flaws. As a minimum, 17-8.4.15.2.1 Specific Noise Source Inspec-
the description must include: tion.
(a) Distance and direction (port/
starboard/forward/aft) from a WARNING
other reference point.
(b) Length, maximum width, and when touching a dome with
orientation of all cracks, includ- steel wires exposed.

S0600-AA-PRO-170
marriage line to the relative heading

(port or starboard) of the noise spoke.
WARNING Drop down from that point to begin the
with NOFOUL rubber surfaces. (1) Attach a bear paw magnet to the
Avoid contact between hands hull at the point above the noise
and eyes if hands have been source.
exposed to the NOFOUL rub- (2) Lower a tape measure down from
ber material. Wash hands thor- the bear paw to establish a verti-
oughly before eating or cal reference for the diver. Drop
smoking. down from that point to begin the
NOTE
(3) Conduct a detailed (visual and
Dome must be pressurized with hand) inspection of the area of
air to 15 psig to conduct this suspected damage.
inspection.
NOTE
a. Prior to beginning the inspection, get
trast, the diver's hands (even
from the ships Engineer. This report
with gloves) may often sense
will show t he loc at io n of all noise
damage that the eye cannot
spokes. Use these spokes as the start-
detect.
ing point for the inspection. Conduct a
detailed inspection of these areas until
the source of the noise is located. Pos- (4) If the noise source is not located,
sible noise sources to inspect for that move the bear paw forward 18 to
will be located at or forward of the noise 24 inches and repeat the process
spoke location are: until the damage is located.
(1) Cuts, pits, flaps, and gouges in
the outer surface. a. Return to the upper marriage line. Start
(2) Separation in rubber plies as indi- at 0 to b egin the overall damage
cated by bulges or soft spots. inspection.
(3) Previous repairs which have b. Inspect the marriage line (rubber dome
become faulty. and steel interface with the hull) .
(4) Exposed or broken structural Inspect the entire perimeter of the
steel wires. dome for:

(1) Separation of the rubber dome
on the dome, starting at the waterline,
from the steel in the area of the
follow the stem down, surveying the
fairing angles.
hull plate for damage on both sides
(port and starboard) and continue (2) Dents or cracks in the fairing
down to the upper marriage line (0 angle and closure plate welds, or
marker). From here, follow the upper immediate hull area.

S0600-AA-PRO-170
NOTE (2) Separation in rubber plies, which

are indicated as bulges or soft
spots.
Be particularly alert for the
presence of cracks. If any (3) Previous repairs to the rubber
cracks are discovered, particu- window which have become
lar attention must be given to faulty or have deteriorated.
determine if the crack is run-
ning parallel to or vertically into (4) Exposed structural steel wire of
the shell plating. the rubber window.
NOTE NOTE
If rubber window steel wires are

the welds or if any welds are exposed, contact Naval Sea
discovered that are excessively Systems Command Code SEA
corroded, thoroughly clean the 00C5 for an analysis of the
area with a wire brush and repair.
of damage. (5) Inspect and report the FR of the
dome. The rubber surface of the
(3) PDR and FR of the fairing angle,
ber. However, the antifouling
closure plate, and immediate hull
properties of the dome may
plate area.
become ineffective as the dome
c. Inspect the rubber surface of the dome. ages or from over-spray of paint
To ensure complete coverage of the while in dry-dock. Fouling
SDRW surface, begin the inspection at degrades the performance of the
the 0 marker at the upper marriage sonar.
line. Follow the marriage line to star-
17-8.4.15.2.2 Inspect the banjo area and the
board and inspect the general area
structural area surrounding the dome to the
while swimming aft. After reaching the
water surface.
most aft point of the w indow, drop
down no more than 3 feet (depending a. Inspect for dents, cracks, pitting or cor-
on water clarity) and work forward to rosion in the steel areas of the dome,
t h e d o m e 0 m a r k e r. F o l l o w t h i s including the closure plate.
sweeping pattern until the complete
starboard side has been inspected.
Inspect the port side using the same b. Inspect for scrapes, abrasions, bare
procedure. Inspect the following condi- metal, corrosion, peeling, or absence
tions and report the physical dimen- of protective paint on the steel struc-
sions and relative bearing and vertical tural portion of the dome, including the
location of each: banjo.
(1) Cuts, pits, and gouges in the c. Report the PDR and FR.
outer surface of the rubber win-
dow and the structural area within d. If any discrepancies are noted, make
approximately 4 feet of the rubber the appropriate report and arrange-
window. ments for follow-on repair.

S0600-AA-PRO-170
CHAPTER 17
CG 47 CLASS
S0600-AA-PRO-170
TABLE OF CONTENTS
SECTION 9 CG 47 TICONDEROGA CLASS GUIDED MISSILE CRUISER
Paragraph Page
17-9.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-1

17-9.2 DESCRIPTION OF MAJOR HULL COMPONENTS.. . . . . . . . . . . . . . . . . . . . . . . 17-9-2
17-9.2.1 Hull Coating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-2
17-9.2.2 Rudders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-3
17-9.2.4 Main Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-4
17-9.2.5 Rope Guards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-4
17-9.2.6 Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-5
17-9.2.7 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-5
17-9.2.8 Intermediate Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . 17-9-5
17-9.2.9 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-5
17-9.2.10 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-6
17-9.2.14 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-8
17-9.2.15 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-8
17-9.2.16 Transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-8
17-9.2.18 Bow-mounted Sonar Dome. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-9
17-9.3.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-11
17-9.3.4 Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-12
17-9.3.6 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-13
17-9.3.8 Main Bearing Housing Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-14
17-9.3.9 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-14
17-9.3.10 Intermediate Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . 17-9-14
17-9.3.11 Intermediate Bearing Housing Fairwaters. . . . . . . . . . . . . . . . . . . . 17-9-15
17-9.3.12 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-15
17-9.3.13 Impressed Current Cathodic Protection (ICCP) Anode (4-Foot and
8-Foot Anode). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-16
CG 47 Class Inspection Procedures 17-9-i

S0600-AA-PRO-170

17-9.3.17 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-16
17-9.3.18 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-16
17-9.3.19 Transducer (UQN-4). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-17
17-9.3.20 Transducer (AUTEC Range Pinger). . . . . . . . . . . . . . . . . . . . . . . . 17-9-17
17-9.4.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-37
17-9.4.2 Hull Coating and Hull Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-37
17-9.4.3 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-38
Stern Tube, Rope Guard, and Fairwaters). . . . . . . . . . . . . . . . . . . 17-9-45
17-9.4.6 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-50
Electrode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-53
17-9.4.11 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-54
17-9.4.12 Masker Belt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-55
17-9.4.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-57
17-9.4.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-58
17-9-ii CG 47 Class Inspection Procedures

S0600-AA-PRO-170
Figure Page
17-9.1 CG 47 Class Plan and Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-33

17-9.2 CG 47 Running Gear.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-35
17-9.3 Spade Rudder without Stool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-38
17-9.5 Main Strut, Intermediate Strut, Shaft, Stern Tube, Rope Guard and
Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-45
17-9.6 Skeg with Fill and Drain Plugs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-50
17-9.9 Impressed Current Cathodic Protection (ICCP) Anode.. . . . . . . . . . . . . . . . . . 17-9-52
17-9.10 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-54
17-9.12 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-57
17-9.13 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9-58
LIST OF TABLES
Table Page

CG 47 Class Inspection Procedures 17-9-iii

S0600-AA-PRO-170
17-9-iv CG 47 Class Inspection Procedures

S0600-AA-PRO-170
CHAPTER 17
SECTION 9 CG 47 TICONDEROGA CLASS

GUIDED MISSILE CRUISER
17-9.1 INTRODUCTION. 5773853, Rev. F, Docking Plan for the CG 47

Ticonderoga Class Guided Missile Cruiser.
17-9.1.1 This section of the Underwater Ship Figure 17-9.2 is derived from class arrange-
Husbandry Manual contains inspection proce- ment drawings. These figures are also useful
dures for the CG 47 Ticonderoga Class in locating the coordinates of components
Guided Missile Cruisers. It consists of a gen- requiring Level 2 inspections. Figures of the
eral introduction to the CG 47 Class, a individual components appear throughout the
description of the major hull components Level 2 inspection procedures.
found on this ship, a set of Level 1 inspection 17-9.1.3 Diving activities may photocopy
17-9.1.2 Table 17-9.1 contains a general hull
standard Divers Underwater Hull Inspection
description of the CG 47 Class. Table 17-9.2
Data Form, NAVSEA 4730/3 (NSN 0116-LF-
(found at the end of the Level 1 inspection pro-
047-3020). Figures found in the Level 2
cedures) contains a checklist of all ship sys-
inspection procedures section of this chapter
inspection of all components: stern area, port
Inspection Data Form upon completion of the
side, bow, and starboard side. Figure 17-9.1,
inspection.
CG 47 Class Plan and Profile, and Figure
17-9.2, CG 47 Class Running Gear, are 17-9.1.4 CG 47 Class ships were constructed
located after Table 17-9.2 and provide points at two different ship yards, thus there may be
of reference for the procedures described in ships within a class whose individual hull sys-
this section. These figures augment the typical tems may not be identically located. For this
ship drawings and can be used as a quick ref- reason, it is recommended that the Dive
erence by diving personnel. Figure 17-9.1 is Supervisor also refer to a Docking Plan for the
derived from NAVSEA Drawing No. 845- individual ship being inspected.
CG 47 Class Inspection Procedures - Introduction 17-9-1

S0600-AA-PRO-170
Length Between
529 feet
Perpendiculars:
Beam: 55 feet, 1 inch
Max Draft: 23 feet, 1 inch
Frame Spacing: See Docking Plan Profile
Rudders: Port and starboard, spade without stool
Masker Air Emitter Belts: Port, frames 170, 215, 257 and 297
Starboard, frames 169, 214, 256 and 296
Prairie Air: Propeller and main strut fairwater and rope guard
Class Problems: The main struts on this class have a history of severe corrosion.
Most main struts have been repaired with clad welding, epoxy or
both.
17-9.2 DESCRIPTION OF MAJOR HULL accurate assessment of the remaining life of

COMPONENTS. the coating system. The hull coating system
17-9.2.1 Hull Coating. underwater objects or collisions and ground-
ings. Typical damage is minor abrasion to the
17-9.2.1.1 The underwater hull coating sys- antifouling coating, exposing the anticorrosion
tem is applied to the hull, shaft, and append- coating and permitting biological fouling. More
ages (i.e., rudder, struts, bearing housing, severe abrasion of the anticorrosion coating
rope guard, fairwaters, rotating coupling, stern exposing bare metal will result in corrosion
tube and skeg). The coating system is com- and deterioration of the metal. As the age of
prised of two types of coatings: an anti- the coating increases, the antifouling coating
corrosion coating and an antifouling coating. may become less effective in preventing bio-
The anticorrosion coating is applied on the logical fouling and could easily become dam-
majority of metal components to provide the aged if the biological fouling is allowed to
primary protection from corrosion and deterio- reach a destructive level. Even the smallest
ration of the surfaces. The antifouling coating amount of biological fouling can drastically
is applied over the anticorrosion coating and is impact the ships operational capabilities and
directly applied to nonmetallic components could eventually destroy the anticorrosion
(e.g., the glass-reinforced shaft coating). The coating system.
antifouling coating is designed to protect the
underwater systems from biological fouling. 17-9.2.1.3 References.
17-9.2.1.2 Multiple coats of anticorrosive and

a. NAVSEA S9086-CQ-STM-010/CH081,
antifouling coatings are applied to the hull.
Waterborne Underwater Hull Cleaning
Each coat is a different color except for the
of Navy Ships
boot top area where all coats are black. Use a
color of the exposed coating for both large hull b. NAVSEA S9086-VD-STM-010/CH631,
areas and areas of damage. This will allow Preservation of Ships in Service
17-9-2 CG 47 Class Inspection Procedures - Introduction

S0600-AA-PRO-170
17-9.2.2 Rudders. 17-9.2.2.5 Location. Each rudder is located

11 feet off the centerline, port and starboard,
17-9.2.2.1 The rudders are rectangular, beginning at frame 524 and ending at frame
hydrodynamically shaped metal blades 510.
located aft of the propellers and used to steer 17-9.2.2.6 References.
the ship. Rudders on large ships are hollow
structures that have been flushed with a pre- a. NAVSEA DWG CG 47-562-5386289,
servative and then dried. Rudders on this Rev. E, Rudder Assembly And Details
class ship have two 1 1/4-inch drain plugs:
one located approximately 38 inches forward 17-9.2.3 Propellers (5-Bladed).
of the after trailing edge and the other approxi-
mately 21 inches aft of the forward edge on 17-9.2.3.1 This class of ship is propelled by
the bottom center. There are also two 1 1/4- two 17-foot diameter, 5-bladed, controllable
inch fill plugs in the top: one located approxi- pitch propeller (CPP) systems equipped with
mately 44 inches from the after edge, the prairie air systems. A CPP system allows the
other approximately 25 inches from the for- ship to go from ahead to astern without chang-
ward edge. The rudder is supported and posi- ing the direction of shaft rotation. Rigid propel-
tioned by a rotating rudder stock. The area ler blades are bolted on to hydraulically
where the rudder stock enters the hull con- operated mounts on the propeller hub. This
tains the rudder bearings, seals, and gland system positions the blades for the desired
ring. thrust, either ahead or astern. The controllable
pitch propeller (CPP) system is bolted to the
17-9.2.2.2 Ships in this class have two spade tailshaft flange.
rudders with no stool. The spade rudder is of
one-piece construction. The entire rudder 17-9.2.3.2 The prairie air propeller blades
moves to steer the ship. have 270 3/64-inch diameter holes: 120 on the
suction (forward) and 150 on the pressure (aft)
17-9.2.2.3 While underway, rudders are sub- sides. On the suction side, they are evenly
ject to severe loading, high flow, and turbu- spaced 1 inch apart starting 4 inches from the
lence as well as to possible damage from vertical blade center line, and 3/4 inch from
contact with underwater objects. Previous the leading edge. On the pressure side, they
repairs (such as clad welding or installation of are variably spaced starting 4 inches from the
doubler plates) that have been painted may hub on the leading edge to 5 inches past the
cause a rough-textured surface on the rudder, vertical blade center line, and 3/4 inch from
making inspection for damage difficult. While the leading edge. The first 31 holes are
inspecting the rudder surface, the primary indi- spaced 1/2 inch apart. The next 88 holes are
cations of new deterioration or damage is poor spaced 1 inch apart and the remaining 31
or missing paint. Bare metal or corrosion holes are 1/2 inch apart. To function properly,
damage may be present. Report any such these emitter holes must be free of fouling.
findings. 17-9.2.3.3 The port propeller is right-hand
and turns clockwise (when viewed from
17-9.2.2.4 As a result of impact damage,
astern). Most ships number the blades in the
bearing wear, or improper installation, the rud-
direction opposite of the direction in which the
der may drop down from the hull. One of the
blades turn. However, the port propeller
main aspects of a rudder inspection is the
blades in this class ship are numbered in the
measurement to determine if the rudder has
same direction. The blades of the port propel-
dropped. The ship's Engineering Officer com-
ler are numbered in the clockwise direction.
pares the current measurements with previous
measurements. A change in the measure- 17-9.2.3.4 The starboard propeller is left-
ments indicates the rudder has dropped. hand and turns counterclockwise (when

S0600-AA-PRO-170
viewed from astern). The blades are num- ship is underway. They are also subject to cor-
bered in the clockwise direction. rosion, vibration damage, and damage from
rope and wire or other foreign material. At the
17-9.2.3.5 The five controllable pitch blades
top and bottom of each strut bearing housing
are lettered A through E. The CPP hub
are four evenly spaced 1-inch IPS pipe plugs.
does not have a lifting eye to assist in identify-
These holes are used for maintenance during
dry-docking. Inspection includes a complete
flat surface blade hub flange near the flange
examination of the strut surface, bearing hous-
edge (blade palm), outboard of the blade
ing, rope guards, and fairwaters.
bolts. Blade identification may be in the form
of serial numbers such as LH17A, LH17B or 17-9.2.4.2 Location. The main struts are
RH8A, RH8B, etc. located immediately forward of the propellers
17-9.2.3.6 A blade bolt identification number at frame 490, port and starboard.
is stamped adjacent to each blade bolt hole on 17-9.2.4.3 References.
the top surface of the flange (blade palm) of
each blade. Numbering is sequential, with 1
a. N A V S E A D W G D D G 4 7 - 1 6 1 -
denoting the blade bolt on the suction face
5384512, Rev. E, Strut - Main Casting
nearest the trailing edge and 8 denoting the
blade bolt on the pressure face nearest the
trailing edge. 17-9.2.5 Rope Guards.
17-9.2.3.7 Location. T h e p r o p e l l e r s a r e 17-9.2.5.1 Rope guards are circular plates fit-

located 12 feet 9 inches off centerline at frame ted between the propeller hub and the ends of
496, port and starboard. the main strut bearing housings. They are
17-9.2.3.8 References. streamlined in shape to eliminate abrupt
changes in water flow and they serve to pro-
a. NAVSEA S9086-HP-STM-010/CH245, tect the rotating shaft from becoming fouled by
Propellers wire, rope, or other material. The design clear-
ance between the propeller hub and the rope
b. NAVSEA S9245-AR-TSM-010/PROP, guard is 1 inch. The rope guards on ships of
Technical Manual for Marine Propeller this class are made up of two halves con-
Inspection, Repair and Certification structed of steel, which are welded to the
bearing housing. The rope guards are
c. NAVSEA S0600-AA-PRO-120, Under- equipped with 112 3/64-inch diameter prairie
water Ship Husbandry Manual, Chap- air emitter holes. There are 49 on the upper
ter 12, Controllable Pitch Propellers half and 63 on the lower half. There are also
two 1-inch 14-UNF prairie air cleanout plugs
d. Bird-Johnson Co. Drawing 115651005, per each rope guard half. These plugs are
Rev. B, Propeller Blade CG 47 Class flush with the rope guard and secured by
means of nylon inserts.
17-9.2.4 Main Bearing Housing and Struts. 17-9.2.5.2 Location. The rope guards are
located immediately forward of the propellers
17-9.2.4.1 Immediately forward of the propel- at frame 494.
ler is the propeller or main bearing housing
and struts. The main struts consist of two col- 17-9.2.5.3 References.
umns extending down from the hull forming a
V shape that attaches to the main bearing a. NAVSEA DWG CG 47-114-5919475,
housing and supports the shaft. The struts are Rev. H, Shaft Fairwaters and Rope
subjected to severe dynamic loading while the Guards

S0600-AA-PRO-170
17-9.2.6 Fairwaters. 17-9.2.7.2 Location. The shafts extend from

the reduction gears to the propellers. They are
17-9.2.6.1 Fairwaters are circular plates fitted exposed from frame 482 to 402 on the port
at the forward and aft ends of the intermediate shaft and frame 482 to 414 on the starboard
bearing housings and forward of the main shaft.
bearing housings. On this class ship the stern 17-9.2.7.3 References.
tube fairwater is faired and welded to the hull
plating. They are shaped to streamline these a. NAVSEA DWG CG 47-243-5385457,
parts to eliminate abrupt changes in water Rev. N, Shafting Arrangement
flow. The design clearance from the shaft is 1
inch. The fairwaters on ships of this class are b. NAVSEA DWG CG 47-243-5385459,
made up of two halves constructed of steel, Shafting Details Waterborne
which are welded to the bearing housing. The
main strut fairwaters are equipped with 112 17-9.2.8 Intermediate Bearing Housing and
3/64-inch prairie air emitter holes evenly Struts.
spaced around the circumference. There are
49 holes on the upper half and 63 on the lower 17-9.2.8.1 The intermediate strut supports the
half. There is also one 1-inch 14-UNF prairie shaft midway between the main strut and the
air cleanout plug per fairwater half. These stern tube. These struts are also subject to
plugs are flush with the fairwater and secured corrosion, vibration damage, and damage
by means of nylon inserts. from rope and wire or other foreign material.
At the top and bottom of each intermediate
17-9.2.6.2 Location. The fairwaters are strut bearing housing are three evenly spaced,
located forward of the main struts and forward 1-inch IPS pipe plugs. These holes are used
and aft of the intermediate struts. for maintenance during dry-docking. Inspec-
17-9.2.6.3 References. tion includes a complete examination of the
strut surface, bearing housing, and fairwaters.
a. NAVSEA DWG CG 47-114-5919475, 17-9.2.8.2 The fairwaters attached to the

Rev. H, Shaft Fairwaters and Rope intermediate strut bearings do not have prairie
Guards air. They are shaped to streamline these parts
to eliminate abrupt changes in water flow. The
design clearance from the shaft is 1 inch. The
17-9.2.7 Shafting. fairwaters are made up of two halves con-
structed of steel, which are welded to the
17-9.2.7.1 The shafting transmits torque from bearing housing.
the main engine to the propeller and axial
17-9.2.8.3 Location. The intermediate struts
are located at frame 446.
tion of shaft between the stern tube and inter-
mediate strut is called the intermediate shaft. 17-9.2.8.4 References.
The section of shaft between the intermediate
strut and propeller is called the propeller shaft. a. NAVSEA DWG CG 47-161-5384510,
The shaft couplings are protected by rotating Rev. F, Strut - Intermediate Casting
coupling covers. On this ship class, these
rotating coupling covers are not visible to the 17-9.2.9 Stern Tube.
diver. The propeller shaft is bolted to the inter-
mediate shaft forward of the intermediate strut 17-9.2.9.1 The free-flood area where the
and is protected by the forward fairwater. A shaft penetrates the hull is the stern tube. The
glass-reinforced plastic (fiberglass) coating stern tube supports the shaft as it enters the
covers the exposed shafting. hull. It houses one or more shaft bearings. A

S0600-AA-PRO-170
fairing is installed where the shaft enters the 17-9.2.12 Sea Chests and Seawater Suc-
hull. The stern tube and fairwaters are not the tion.
same for the port and starboard shafts,
because the shafts exit the hull at different 17-9.2.12.1 Seawater suctions are openings
locations and angles. for bringing seawater into the ship. Multiple
suctions located together at one hull opening
17-9.2.9.2 Location. The port stern tube
are called sea chests. Suctions and sea
extends from frame 403 to 389. The starboard
chests are covered with either mesh screens,
stern tube extends from frame 414 to 390.
grates, or strainer bars to prevent objects or
17-9.2.9.3 References. foreign material from entering.
17-9.2.12.2 Location. The seawater suc-
a. NAVSEA DWG CG 47-244-5385457, tions and sea chests are located in various
Shafting Arrangement positions along the hull.
17-9.2.10 Skeg. 17-9.2.12.3 References.
17-9.2.10.1 The skeg is a long narrow vertical a. NAVSEA DWG CG 47-845-5773853,

fin attached to the keel serving to assist keep- Docking Drawing
ing the ship on course. The skeg is flushed
with preservative and then drained and dried. b. NAVSEA DWG CG 47-163-5384515,
It has three 1 inch plugs. The fill plug is Rev. N, Suction Sea Chests Misc.,
located on the starboard side, six inches for- MDL - ALL
ward of the upper trailing edge at frame 411.
The two drain plugs are located on the bottom 17-9.2.13 Impressed Current Cathodic Pro-
of the skeg, six inches port/starboard of cen- tection (ICCP) System.
terline, at frame 354.
17-9.2.10.2 Location. The skeg extends for- 17-9.2.13.1 The Impressed Current Cathodic
ward from frame 411 to 332. Protection (ICCP) system uses ship's power to
provide galvanic corrosion protection for the
17-9.2.10.3 References. hull and all underwater appendages. The sys-
tem consists of two major hull-mounted com-
a. NAVSEA DWG CG 47-114-5919476, ponents:
Rev. E, Skeg Plating and Framing
17-9.2.11 Overboard Discharge. structed of a silver mesh screen that
has been treated with silver chloride. It
17-9.2.11.1 Overboard discharges are round is mounted in a domed, 9-inch diame-
or oval openings used for discharging sea ter circular polyvinyl chloride holder
water or other fluids from the ship. Overboard that electrically isolates the reference
discharges are not usually covered with electrode from the hull. The reference
screens or gratings. electrode is secured to a base or sole
17-9.2.11.2 Location. Overboard discharges plate by a pattern of screws. A series of
are located in various positions along the hull. holes in the reference electrode permit
passage of seawater at the hull, allow-
17-9.2.11.3 References. ing the controller to detect electrome-
chanical activity at the hull and
a. NAVSEA DWG CG 47-845-5773853, measure the potential of the hull versus
Docking Drawing the reference electrode. The holes in

S0600-AA-PRO-170
the reference electrode must remain An additional dielectric shield (22 mils)
open for it to function, and should never extends out to 13 feet by 16 feet (outer shield).
be covered by paint or epoxy. A stuffing Eight-foot anodes are surrounded by a dielec-
tube is used to pass a cable from the tric shield approximately 100 mils thick out to a
electrode to the controller. The control- 7-foot by 14-foot area (inner shield). Additional
ler measures the potential of the hull dielectric shield (22 mils) extends out to 13
versus the reference electrode and sig- feet by 20 feet (outer shield).
nals a power supply to increase or
decrease current output as required to 17-9.2.13.3 Anodes that have excessive out-
reduce the potential difference put of protective current for prolonged periods
between the hull potential and the pre- will cause a failure of the hull coating in the
set desired potential. Two reference immediate area causing blisters, peeling or
electrodes are installed for each con- missing paint, and large areas of bare metal.
troller. Reference electrodes are When the anode is active or energized, small
located on each side of the hull approx- bubbles are generated on the anode wires.
imately halfway between anode sites. The anode and the hull area above it will be
free of marine fouling. In addition, if the dielec-
b. Anodes: ICCP anodes are constructed tric shield becomes damaged and the system
of pairs of platinum-coated tantalum is working properly, a layer of calcium will be
rods mounted in an insulating glass- deposited over the exposed bare metal area.
reinforced polyester holder, which is This calcium (calcareous deposits) may be
bolted to the outside of the ship's hull. mistaken for deteriorated portions of the coat-
The direct current produced by the ing system. Because calcareous deposits form
power supply is provided to the anode an additional protective barrier to the hull they
by a conductor through a stuffing tube. should not be removed. This condition, how-
The current flows into the seawater ever, indicates a damaged coating and should
through the platinum surface of the tan- be reported. Biological fouling is not the same
talum rods. The platinum surface of the as calcareous deposits.
anode corrodes very slowly, and the
17-9.2.13.4 An anode that has been turned
replacement period for anodes, unless
physically damaged, is normally
layer of marine fouling on the anode strip and
greater than 10 years. Two sizes of
anodes are used on this class ship: 4
17-9.2.13.5 Location. This class ship has six
amperes).
anodes, three per side, located at frames 465,
277, and 83.
17-9.2.13.2 A dielectric shield prevents short-
ing of the anode current to the hull near the 17-9.2.13.6 References.
anode and aids in wider current distribution.
The dielectric shield is applied as a thick coat-
a. NAVSEA S9086-VF-STM-010/CH-
ing around each anode. It consists of a high-
solids epoxy with high dielectric strength. It is
tion
applied with the hull coating system. The
dielectric shield changes thickness as one
moves away from the anode. For this class of b. N A V S E A D W G D E 1 0 5 2 - 6 0 0 -
ship, the 4-foot anode is surrounded by a 4466754, Anode and Reference Elec-
dielectric shield approximately 100 mils thick trode for Impressed Current Cathodic
out to a 7-foot by 10-foot area (inner shield). Protection System

S0600-AA-PRO-170
c. NAVSEA S0600-AA-PRO-190, Under- On each access there are six 3/8-inch UNC
water Ship Husbandry Manual, Chap- preservative fill and drain plugs: three on top
ter 19, Cathodic Protection Systems and three on the bottom.
17-9.2.15.4 Air is supplied via a through-hull
penetration to the upper end of the belt. The
air is emitted through a series of 3/64-inch
17-9.2.14.1 The bilge keel is a long narrow fin
diameter holes drilled in a specific pattern
portion of the ship. It resists and decreases
the magnitude of rolling of the ship. It extends 17-9.2.15.5 Ships that have the flat plate con-
forward from frame 346 to frame 212. Bilge figuration have a 1 1/4-inch cleanout plug
keels on ships in this class are of the V- installed on the masker belt 2 inches from the
shaped section type and are 39 inches wide. keel. The clean-out plug is removable to per-
The bilge keel is a hollow structure that has mit periodic clean-out flushing of the masker
been flushed with a preservative and then emitter belt system.
dried. There are three 1 inch NPT fill/drain
plugs on each bilge keel. Two are located on 17-9.2.15.6 Ship's Force personnel measure
the top at frames 346 and 212, and one is the flow rate to the masker belts while under-
located on the bottom, 48 inches forward of way per MRC Code 551G U-3. This mainte-
nance requirement determines whether or not
frame 292.
cleaning of the system is required. Failure of
17-9.2.14.2 Locations. The bilge keels the system to deliver a flow of 400-600 scfm at
extend forward from frame 346 to 212, port a pressure of 12-17 psig is indicative of failure
and starboard. or a requirement for cleaning. This would
17-9.2.14.3 References. necessitate the inspection services of a diver.
17-9.2.15.7 Location. The CG 47 Class ship
a. N A V S E A D W G D D G 4 7 - 1 1 4 - has a total of eight masker belt emitter sys-
5384477, Rev. C, Bilge Keel - MDL 2 tems, four per side. On the starboard side,
they are located at frames 296, 256, 214, and
17-9.2.15 Masker Belt. 169. On the port side, they are located at
frames 297, 257, 215, and 170.
17-9.2.15.1 Masker emitter belts are installed
at the forward end and the after end of the 17-9.2.15.8 References.
ships machinery spaces. They run vertically
down both sides of the external hull from a a. NAVSEA S0600-AA-PRO-050, Under-
point above the waterline to a termination water Ship Husbandry Manual, Chap-
point in the vicinity of the keel. ter 5, Masker Emitter Belts
17-9.2.15.2 The masker emitter belt configu- b. N A V S E A D W G D D G 4 7 - 5 5 1 -

ration found on this class is the flat plate. The 5386256, Rev. F, Masker Air System
flat plate configuration consists of a flat plate Girth Emitters
rolled into a half-pipe-shaped air channel,
welded to a backing plate. The backing plate 17-9.2.16 Transducers.
is welded to the hull and runs vertically down
both sides from a point above the waterline to
17-9.2.16.1 Transducers are transmitting and
a termination point at the keel.
receiving heads for various kinds of underwa-
17-9.2.15.3 Where bilge keels obstruct ter acoustic signals. Transducer heads are
masker belt installation, an access is cut in the protected by Buna-N rubber covers that are
bilge to allow the masker belt to pass through. bolted to the hull. The mounting flange for the
They are located at frames 297, 257, and 215. transducer has a series of 3/4-inch 10-UNC

S0600-AA-PRO-170
thread saver plugs for installation of a protec- 17-9.2.18 Bow-mounted Sonar Dome.
tive steel cover used while dry-docking the
ship. This class ship has two hull-mounted 17-9.2.18.1 The Sonar Dome Rubber Win-
transducers, the UQN-4 and the AUTEC dow (SDRW) is a pressure-tight membrane
range pinger. that protects the sonar transducer array,
17-9.2.16.2 Location. The transducers are reduces acoustic noise attenuation, and pro-
located on the starboard side from frames 154 vides the proper hydrodynamic contour to min-
to 150, 3 feet 6 inches off centerline. imize underway noise.
17-9.2.16.3 References. 17-9.2.18.2 SDRWs are constructed much

like steel-belted automobile tires, with layers
a. NAVSEA DWG CG 47-163-5384515, of rubber applied over a series of steel plies.
Rev. N, Suction Sea Chests Misc., They are normally internally pressurized with
MDL - ALL water to maintain the desired shape. A fairing
plate welded to the hull provides a smooth
interface between the rubber sonar dome sur-
17-9.2.17.1 The rodmeter (also known as the 17-9.2.18.3 Most SDRWs are marked with a
pit sword) is the part of the underwater log that series of white grid markings to facilitate diver
projects from the ships hull. The underwater orientation. The grid markings consist of 2-
log is a device for measuring the ships speed inch by 2-inch squares along the upper periph-
through the water. Ships in this class have a ery of the upper rubber window/fairing angle
72-inch retractable rodmeter. Retractable rod- interface. These squares are painted every
meters can be retracted through an opening in 15 to a point 165 aft on both sides. Directly
the hull through a sea valve for maintenance. above each square is a 2-inch number indicat-
They are usually in the retracted (stowed) ing the bearing that the square represents and
position and inaccessible to divers while the an S or P to indicate starboard or port, as
ship is in port. appropriate (15S, 135P, etc.). Additionally, in
a horizontal line along the periphery of the
lower rubber window/fairing angle interface
are the same painted squares and
a. Ship unable to receive input from rod- numeral/letter combinations. The vertical mid-
meter. point of the SDRW is marked by a painted 2-
inch square along the SDRW at the midpoint
b. Ship unable to retract rodmeter.
between the upper and lower bearing squares.
Divers should use these location marks as ref-
17-9.2.17.3 Location. T h e r o d m e t e r i s
erence points when reporting any damage. If
located on the starboard side, 5 feet 7 inches
the grid marks are not visible, the diver must
estimate the location of any discrepancies.
17-9.2.18.4 The sonar dome banjo is a sec-
a. N A V S H I P S D W G C G 4 7 - 1 6 3 - tion of steel plate that extends forward from
5384515, Rev. N, Suction Sea Chests the keel. This plate supports the bottom of the
Misc., MDL-ALL dome. The banjo is narrowest just forward of

S0600-AA-PRO-170
the keel and increases in size as one moves a. NAVSEA S9165-AH-MMA-010, Tech-
to the forward end of the banjo. nical Manual for Sonar Dome Rubber
Window for DD 963, DDG 993, and CG
17-9.2.18.5 Location. T h e s o n a r d o m e i s 47 Class Vessels
located along the centerline of the ship from
frame 52 to frame 2. b. NAVSEA DWG DDG-47-100-453750,
Sonar Dome

S0600-AA-PRO-170
17-9.3.1.1 T h i s s e c t i o n c o n t a i n s L e v e l 1 areas of plate, edges, welds, seams, rivets,
inspection procedures for the CG 47 Class and bolt heads. The Dive Supervisor main-
Guided Missile Cruiser. The Table 17-9.2 tains a running log of the conditions and
checklist presents components in the order in records the FR and PDR for localized areas.
which the diver would find them when making This enables the Dive Supervisor to keep
a stern area, port side, bow, and starboard track of the total estimate for each section of
side inspection dive. Note that all hull open- the hull. These values are then summarized,
ings included on the docking plan are listed in yielding the overall condition for each area:
Figure 17-9.1 and Table 17-9.2. Depending on bow, stern, flat bottom, and sides. Report the
the ships draft at the time of the inspection, docking block areas separately from the flat
some items may be above the waterline. The bottom and sides. For docking block areas,
Dive Supervisor can refer to Figures 17-9.1 report the average percent of block areas
and 17-9.2 and Table 17-9.2 (found at the end painted and the percent of base metal with pit-
of these Level 1 procedures) to pinpoint the ting. Estimate the average diameter and depth
exact location of a particular component. of pitting. For a heavily fouled section of hull,
These tables and figures can be photocopied only the FR can be reported since little or no
and used to document the reported condition hull paint will be visible.
of each component. In addition, the NAVSEA
of this chapter. Underwater color photography a. Inspect and report the FR.
should also be used to further depict the dam-
age described in the report and in the forms. b. Inspect and report the PDR. Report
NOTE
FR and PDR.
ent damage.
hull.
17-9.3.2.2 T h e d i v e r s h o u l d c o n t i n u o u s l y c. Estimate and report the extent and
CG 47 Class Inspection Procedures - Level 1 17-9-11

S0600-AA-PRO-170
17-9.3.4 Rudder. not flooded, while a dull sound

indicates flooding.
a. Inspect the entire surface area for any
cracked welds or marks, gouges, or (2) If the rudder is found to contain
scrapes that indicate the rudder sur- water, make the appropriate
faces may have made contact with an report and arrangements for fol-
underwater object. low-on dewatering and repair.
NOTE f. Inspect and report the FR and the

PDR.
the welds or if any welds are 17-9.3.5 Propeller (5-Bladed).
corroded, thoroughly clean the a. Inspect the propeller hub end cover
area with a wire brush and and hub cone cover plate for damage,
inspect to determine the extent cracks, and loose or missing fasteners.
of damage.
b. Inspect the propeller hub for fouled
b. Inspect the area between the rudder, wire, rope, or other foreign material.
the rudder stock, and the hull for fouled Fiber such as fish netting or manila line
wire, rope, or foreign material. may be removed without difficulty. If
c. Measure the rudder clearance. With sively time consuming, make the
the rudder amidships, measure appropriate report and arrangements
between the top of the rudder and the for follow-on removal.
bottom of the casting. Design clear-
ance is 2 5/8 inches. c. Inspect the propeller blade root and
flange areas for cracks and cavitation
d. Verify that the two 1 1/4-inch fill holes damage. Cavitation damage can be
(upper) and the two 1 1/4-inch drain identified by an area of small pocked
holes (lower) plugs are present and holes or a rough-textured surface.
have not backed out.
(1) Verify that the blade bolt caps (4
e. Sound the rudder by using a rubber or each side of each blade) are in
rawhide mallet. place and secure.
(1) Rap on the surface to determine if (2) Verify that the 1 1/8-inch thread
the rudder has flooded. Begin savers (one in each side of the
sounding near the uppermost part blade) are in place on the blade
of the rudder and continue down- flange.
d. Inspect the overall physical appear-
NOTE ance and FR of each blade, starting
with blade A.
will change the sound. It is (1) Inspect the leading and trailing
necessary to sound the rudder edges for nicks, curls, chips,
in different locations. A hollow dents, flat spots, cracks, or other
sound indicates the rudder is apparent damage.
17-9-12 CG 47 Class Inspection Procedures - Level 1

S0600-AA-PRO-170
(2) Inspect the suction (forward) and d. Verify that the 1 inch running clearance
pressure (aft) face of each blade between the rope guard and propeller
for defects caused by cavitation. hub is uniform all around. Take clear-
ance measurements at the 3, 6, 9, and
(3) Inspect the 1 3/4-inch prairie air 12 oclock positions.
channel cover plate on the blade
pressure (aft) face for damage or
e. Inspect the 3/16-inch prairie air emitter
cracked welds. Inspect both the
holes spaced 1 inch apart around the
guard for fouling or blockage.
ward) face air emitter holes for
fouling.
f. Inspect for the presence of the two 1
NOTE inch 14-UNF prairie air cleanout plugs
(one in each guard half). Verify that
If any cracks are detected in the they are flush and staked at a minimum
welds or if any welds are discov- of two places.
ered that are excessively fouled,
thoroughly clean the area with a g. Inspect and report the FR and the PDR
wire brush and inspect to deter- of the rope guard.
mine the extent of damage.
17-9.3.7 Main Bearing Housing and Struts.
all damage. NOTE
propeller. The main struts on this class
have a history of severe corro-
17-9.3.6 Rope Guard. sion. Most main struts have
been repaired with clad weld-
a. Verify that the rope guard is securely in ing, epoxy or both.
place.
a. Inspect the bearing housing for the
NOTE presence of the four top and bottom 1-
inch plugs. Ensure that they are flush
A missing rope guard is a serious and staked at a minimum of two places.
casualty.
b. Inspect the main strut columns for cor-
b. Inspect all welds for corrosion, dam- rosion damage and the presence of
age, or cracks. wire or other foreign material.
NOTE c. Inspect the surface paint condition.
If any cracks are detected in the (1) At best, the surface of the struts
welds or if any welds are discov- will be very rough due to previous
ered that are excessively cor- damage or repairs.
with a wire brush and inspect to (2) Inspect for loose or missing
determine the extent of damage. epoxy.
d. Inspect the strut columns and the
c. Inspect for the presence of fouled rope, immediate hull plate area at the
wire, or foreign material. strut/hull interface for cracked welds.

S0600-AA-PRO-170
NOTE f. Repeat this inspection process for the

other fairwaters.
the welds or if any welds are 17-9.3.9 Shafting.
area with a wire brush and a. Inspect the full length of all accessible
inspect to determine the extent glass-reinforced plastic (fiberglass)
of damage. covering.
e. Inspect and report the FR and the PDR (1) Inspect for evidence of deteriora-
of the strut. tion, loss of adhesion, or any
17-9.3.8 Main Bearing Housing Fairwaters. of adhesion of shaft covering is
a. Verify the presence of fairwaters. the following: loss of covering
NOTE bare metal.
(2) Inspect for damage such as nicks

A missing fairwater is consid- or cuts in the coating, missing
ered a serious casualty. covering, or loose covering. The
b. Verify that the 1-inch gap between the stains indicating where rust has
fairwater and the shaft is uniform all leaked through near a cut, pin-
around. Take measurements at the 3, hole, area of porosity, patch, joint,
6, 9, and 12 oclock positions. or other flaw.
c. Inspect the 3/64-inch prairie air emitter NOTE

holes around the fairwater for fouling or
blockage. Rust stains on the shaft coating
d. Inspect all welds for corrosion damage This is a serious problem.
and cracks.
b. If any of the above conditions exist,
NOTE
make the appropriate report and
arrangements for follow-on Level 2
If any cracks are detected in inspection.
corroded, thoroughly clean the 17-9.3.10 Intermediate Bearing Housing
area with a wire brush and and Struts.
of damage. a. Inspect the strut columns and bearing
housing for corrosion damage and for
e. Inspect and report the FR and the PDR the presence of wire or other foreign
of the fairwaters. material.

S0600-AA-PRO-170
b. At the strut/hull interface, inspect the corroded, thoroughly clean the

strut columns and immediate hull plate area with a wire brush and
area for cracked welds. inspect to determine the extent
of damage.
NOTE
d. Inspect and report the FR and the PDR
If any cracks are detected in of the fairwaters.
corroded, thoroughly clean the e. Repeat this inspection process for the
area with a wire brush and other fairwaters.
of damage. 17-9.3.12 Stern Tube.
c. Inspect the bearing housing for the

a. Inspect the stern tube fairwater.
presence of the three top and bottom 1-
inch plugs. Ensure that they are flush
and staked at a minimum of two places. (1) Inspect for corrosion damage and
cracked welds.
17-9.3.11 Intermediate Bearing Housing
Fairwaters. NOTE
a. Verify the presence of fairwaters. If any cracks are detected in

NOTE discovered that are excessively
A missing fairwater is consid- area with a wire brush and
ered a serious casualty. inspect to determine the extent
of damage.
b. Verify that the 1-inch gap between the
fairwater and the shaft is uniform all (2) Verify that the gap between the
around. Take measurements at the 3, fairwater and the shaft is uniform
6, 9, and 12 oclock positions. all around. Take measurements
at the 3, 6, 9, and 12 oclock posi-
c. Inspect all welds for corrosion damage tions.
and cracks.
b. Inspect and report the FR and the PDR
NOTE of the stern tube and immediate hull
plate area. Repeat this inspection pro-
If any cracks are detected in cess for the other stern tube. This
the welds or if any welds are completes the inspection of the running
discovered that are excessively gear.

S0600-AA-PRO-170
17-9.3.13 Impressed Current Cathodic Pro- 17-9.3.16 Sea Chest and Seawater Suction.
tection (ICCP) Anode (4-Foot and 8-Foot
Anode). a. Inspect screens and grates for clogged
holes and loose or missing fasteners.
NOTE
b. Inspect splitter bars for corrosion dam-
The presence of marine fouling age, broken or missing bars, cracked
indicates a non-functioning welds, and missing or loose fasteners.
anode.
PDR.
CAUTION
cium buildup on the dielectric a. Inspect the bilge keel for dents, cracks,
shield that protects areas of curled edges, missing plate, or other
bare metal from corrosion. apparent damage.
a. Inspect the anode for damage, missing
or broken wires, and missing or dam-
or missing plugs.
aged platinum coating on the wires.
b. Inspect the dielectric shield for chips,
damage.
cracks, blisters, or missing epoxy.
c. Inspect the hull coating in the area PDR.
around the anode for missing or peel-
ing paint or blisters. Inspect for calcare- 17-9.3.18 Masker Belt.
ous buildup.
a. Inspect for crushed, dented, or missing
d. Inspect and report the FR and the sections of masker belt.
PDR.
b. Inspect the full length of weld between
17-9.3.14 Reference Electrode (Reference the backing plate and the hull (the
Cell). backing plate is the plate welded to the
hull) and the weld between the emitter
a. Inspect for damage, clogged water cir- plate and the backing plate for cracks.
culation holes, and loose or missing Inspect both sides.
epoxy.
NOTE
PDR. If any cracks are detected in the
17-9.3.15 Overboard Discharge. ered that are excessively cor-
a. Inspect for foreign material or corrosion with a wire brush and inspect to
damage. determine the extent of damage.
b. Inspect and report the FR and the c. Inspect the 3/64-inch air emitter holes
PDR. for fouling. Emitter holes are spaced

S0600-AA-PRO-170
1/2 inch forward and aft of the emitter 17-9.3.21 Rodmeter (Underwater Log).
pipe vertical centerline. Emitter holes
are spaced in sections and the spacing a. Inspect the hull opening to verify that it
varies in density for each section. is free of any obstruction.
d. Inspect for a loose or missing 1 1/4- b. Inspect and report the FR

inch NPT clean-out plug located 2
inches from the end of the emitter pipe 17-9.3.22 Bow-mounted Sonar Dome.
at the keel.
WARNING
e. I n s p e c t a n d r e p o r t t h e F R a n d i f
painted, the PDR.
17-9.3.19 Transducer (UQN-4). when touching a dome with
steel wires exposed.
gouges, or delaminations.
WARNING
b. Inspect the plugs around the perimeter
of the sensor flange. Ensure that they
are flush and have not backed out. Avoid direct bare skin contact
with NOFOUL rubber surfaces.
c. Inspect for loose or missing fasteners Avoid contact between hands
and loose or missing fairing compound. and eyes if hands have been
ber material. Wash hands thor-
d. Inspect for signs of structural failure or
oughly before eating or
smoking.
water objects.
a. Inspect the entire surface of the sonar
e. Inspect and report the FR. dome and banjo using a latitudinal
inspection pattern. Survey a swath
approximately 3 feet wide on each
pass until complete. Inspect for cuts,
17-9.3.20 Transducer (AUTEC Range pits, gouges, bulges, soft spots, and
Pinger). any previous repairs that may have
become faulty or deteriorated.
gouges, or delaminations. b. Inspect and report the FR of the dome.
b. Inspect the plugs around the perimeter of NOFOUL rubber. However, the anti-
of the sensor flange. Ensure that they fouling properties of the dome may
become ineffective as the dome ages or
are flush and have not backed out.
from over-spraying of paint while the
ship is in dry-dock. Fouling degrades
the performance of the sonar.
and loose or missing fairing compound.
c. Inspect the entire perimeter of the rub-
d. Inspect for signs of structural failure or ber dome and steel closure plate for
damage caused by contact with under- separation, cracks, damage or corro-
water objects. sion of the steel.

S0600-AA-PRO-170
d. Inspect the banjo and fairing with the NOTE

hull for damage, cracks or corrosion.
Report the FR and PDR of the banjo.
NOTE ered that are excessively cor-
If any cracks are detected in the with a wire brush and inspect to
welds or if any welds are discov- determine the extent of damage.
roded, thoroughly clean the area f. Rubber damage with exposed wires,
with a wire brush and inspect to cracked welds, or structural damage
determine the extent of damage. are severe conditions. If any such dis-
crepancies are noted, make the appro-
e. Inspect the hull/sonar dome fairing interface priate report and arrangements for a
for cracked welds or structural damage. follow-on Level 2 inspection.

Name of Ship
Inspection Location
Inspection Date
Table 17-9.2. Checklist of Major Hull Components (sheet 1 of 7)
Docking
Plan Component System Served Size Conditions Found
Ref. No.

3 Rudder, Stbd Frame 524-510 Stbd,
3.c Plating, Welds
3.e Sound Rudder
4 Propeller, CP, 5-Bladed, Stbd Frame 496 Stbd, 12 9 off CL

4.a Hub
4.b Blades

Savers
5 Main Bearing Housing and Struts, Stbd Frame 490 Stbd
5.b Bearing Housing
5.d Struts
5.e Fairwater with Prairie Air
6 Propeller Shaft, Stbd

7 Intermediate Bearing Housing and Frame 446 Stbd
Struts, Stbd
7.a Fairwaters, (Forward and Aft)
7.b Bearing Housing

CG 47 Class Inspection Procedures - Level 1 17-9-19 (17-9-20 blank)

Name of Ship
Inspection Location
Docking
Ref. No.
7.d Struts
8 Intermediate Shaft, Stbd
9 Stern Tube, Stbd Frame 414-390
10 6 Sea Chest Firemain Sewage Plant #2 Frame 364 Stbd, 5 7 off CL 16 1/4 dia opening,
fairing plate 33 x 53
11 9 Sea Chest Gas Turbine Generator Cooling and Sewage Plant Frame 352 Stbd, 5 9 off CL 8 3/4 dia opening,
#2 fairing plate 26 3/4 x
41 7/8
12 31 Overboard Discharge Eductor (E-7) Frame 349 Stbd, 10 2 off CL 4 1/2 dia
13 53 Overboard Discharge Fire Pump #5 Recirculation and Vent Frame 345 Stbd, 26 2 off CL 3 dia
14 87 Overboard Discharge Collecting Holding Tank Transfer Waste Drain: Frame 359 Stbd, 27 0 off CL * 4 5/8 dia
AFFF Locker
15 84 Overboard Discharge Medical Soil and Waste Drain Frame 393 Stbd, 26 2 off CL * 4 dia
16 81 Overboard Discharge Air Conditioning Chilled Water Plants #3 and #4 Frame 402 Stbd, 25 2 off CL * 8 3/4 dia
17 82 Overboard Discharge Eductor (E-8) Frame 422 Stbd, 23 8 off CL 3 1/2 dia
18 67 Overboard Discharge Steam Condenser #3 Frame 432 Stbd, 24 1 off CL * 6 1/2 dia
19 73 Overboard Discharge Waste Heat Boiler #3 Bottom Blow Frame 435 Stbd, 23 9 off CL * 1 1/2 dia
20 70 Overboard Discharge Seawater Service Cutout Frame 441 Stbd, 24 3 off CL * 5 1/2 dia
21 14 Hull Cathodic Protection ICCP System 150 Amp Anode Frame 465 Stbd, 12 11 off CL 5 1/4 x 96 area
22 68 Overboard Discharge Seawater Service HP/ LP Air Compressor Frame 471 Stbd, 21 2 off CL 3 dia
23 86 Overboard Discharge Battery Shop Plumbing Drain Frame 505 Stbd, 22 6 off CL * 3 1/2 dia
24 85 Overboard Discharge Eductor (E-9) Frame 511 Stbd, 19 4 off CL * 3 5/8 dia
25 23 Reference Electrode (Reference Cell) ICCP System Frame 513 Stbd, 3 0 off CL 9 dia area
26 22 Reference Electrode (Reference Cell) ICCP System Frame 513 Port, 3 0 off CL 9 dia area
27 Rudder, Port Frame 524-510 Port

27.c Plating, Welds

Name of Ship
Inspection Location
Docking
Ref. No.
27.e Sound Rudder
28 Propeller, CP, 5-Bladed, Port Frame 496 Port, 12 9 off CL
28.a Hub
28.b Blades

Savers
29 Main Bearing Housing and Struts, Port Frame 490 Port
29.d Struts
29.e Fairwater with Prairie Air
30 Propeller Shaft, Port
31 Intermediate Bearing Housing and Frame 446 Port

Struts, Port
31.a Fairwaters, (Forward and Aft)
31.d Struts
32 Intermediate Shaft, Port
33 Stern Tube, Port Frame 403-389

34 75 Overboard Discharge Decontamination Station Frame 441 Port, 24 8 off CL * 2 7/8 dia
35 13 Hull Cathodic Protection ICCP System 150 Amp Anode Frame 465 Port, 12 11 off CL 5 1/4 x 96 area
36 69 Overboard Discharge Battery Shop Frame 472 Port, 23 6 off CL * 2 1/2 dia
37 76 Overboard Discharge Decontamination Station AFFF Frame 496 Port, 22 7 off CL * 3 1/2 dia
38 Skeg Frame 411-340
38.a Plug, Skeg Fill, 1 ea. 6 Fwd of Frame 411, Stbd Side 1 dia

Name of Ship
Inspection Location
Docking
Ref. No.
38.b 10 Plug, Skeg Drain, 2 ea. Frame 350 Port/Stbd, 6 off CL 1 dia
38.c Skeg Keel Docking Block Area,

FR and PDR
39 88 Overboard Discharge Collecting Holding Tank and Laundry Surge Tank Frame 359 Port, 27 0 off CL * 4 5/8 dia
Waste Drain
40 24 Overboard Discharge AEGIS Cooling Skid Frame 390 Port, 24 9 off CL * 3 1/2 dia
41 25 Overboard Discharge Plumbing Drain Frame 395 Port, 24 7 off CL * 3 dia
43 Port Side General Hull Plate Frame 340-94

and PDR
44 5 Sea Chest Firemain Main Engine Room #2 Frame 329 Port, 5 7 off CL 27 dia opening, fair-
ing plate 42 x 69 1/2
45 40 Overboard Discharge Plumbing Drain Frame 335 Port, 27 4 off CL * 3 1/2 dia
46 48 Overboard Discharge Seawater Service Ship Service Air Compressor #2 Frame 331 Port, 26 11 off CL 3 dia
47 47 Overboard Discharge Seawater Service Masker Air Cooler Frame 325 Port, 27 1 off CL 4 1/2 dia
48 45 Overboard Discharge Ship Service Gas Turbine Generator #2 Cooling Frame 326 Port, 27 5 off CL * 4 1/2 dia
49 49 Overboard Discharge Gas Turbine Drain Tank Drain Frame 325 Port, 26 0 off CL 2 1/2 dia
50 50 Overboard Discharge Oily Waste Transfer Pump Frame 325 Port, 25 5 off CL 2 1/2 dia
51 78 Overboard Discharge Waste Heat Boiler #2 Bottom Blow Frame 313 Port, 26 0 off CL 1 1/2 dia
52 43 Overboard Discharge AFFF Station Frame 305 Port, 27 6 off CL * 3 1/2 dia
53 46 Overboard Discharge Seawater Service Secondary Condenser and Frame 304 Port, 27 5 off CL * 6 5/8 dia
Drain Cooler
54 8 Sea Chest Gas Turbine Generator Cooling Engine Room #2 Frame 304 Port, 5 7 off CL 8 3/4 dia opening,
fairing plate 26 3/4 x
41 7/8
55 Masker Emitter Belt 4 P Frame 297 Port, 27 6 off CL 2 7/16 dia

56 Bilge Keel, Port Frame 346-212
56.a Bilge Keel Fill and Drain Plugs (3)

Name of Ship
Inspection Location
Docking
Ref. No.
57 39 Overboard Discharge Main Drain Eductor-3 Frame 293 Port, 26 5 off CL 9 5/8 dia
58 74 Overboard Discharge Waste Drain/Commissary Drain and Soil Discharge Frame 291 Port, 27 6 off CL * 3 3/4 dia
59 15 Hull Cathodic Protection ICCP System 75 Amp Anode Frame 277 Port, 26 6 off CL 5 1/4 x 48 3/8 area
60 35 Overboard Discharge Fire Pump #3 Recirculation Vent Frame 260 Port, 26 10 off CL 3 dia
62 34 Overboard Discharge Air Conditioning Chilled Water Plant #2 Frame 257 Port, 24 1 off CL 5 1/2 dia
63 79 Overboard Discharge Secondary Drain Frame 254 Port, 27 4 off CL * 2 dia
64 44 Overboard Discharge Refrigeration Tank Frame 252 Port, 27 3 off CL * 2 dia
65 32 Overboard Discharge Refrigerator Condenser #1 and #2 Frame 233 Port, 25 3 off CL 3 dia
66 41 Overboard Discharge Air Conditioning Plant #1 Frame 226 Port, 24 10 off CL 5 1/2 dia
67 60 Overboard Discharge Plumbing Waste Frame 225 Port, 25 10 off CL * 3 dia
69 80 Overboard Discharge AN/SLQ 32, AN/SPS 49, PHALANX (CIWS) Frame 221 Port, 24 4 off CL 4 1/8 dia
70 30 Overboard Discharge Brine Pump Frame 238 Port, 3 2 off CL 6 1/4 dia

72 61 Overboard Discharge Seawater System 44: Main Lube Oil Cooler #2 Frame 217 Port, 23 1 off CL 6 3/4 dia
73 56 Overboard Discharge Weather Deck/SSTG #2 Frame 215 Port, 25 2 off CL * 4 5/8 dia
74 57 Overboard Discharge Seawater System CPP Hydraulic Oil Cooler Frame 203 Port, 21 7 off CL 3 3/8 dia
75 55 Overboard Discharge Weather Deck Frame 195 Port, 23 6 off CL * 4 5/8 dia
76 58 Overboard Discharge Seawater System Prairie Air Heat Exchanger Frame 193 Port, 21 8 off CL 3 1/2 dia
77 2 Sea Chest Firemain Main Engine Room #1 Frame 193 Port, 3 4 off CL 16 1/4 dia opening,
fairing plate 33 x 53
78 59 Overboard Discharge Fire Pump #2 Recirculation and Ventilation Frame 177 Port, 19 7 off CL 3 1/2 dia
79 Masker Emitter Belt 1P Frame 170 Port, 21 5 off CL 2 7/16 dia
80 89 Overboard Discharge Collecting, Holding Tank, Transfer and OVFL, Soil Frame 150 Port, 19 9 off CL * 4 5/8 dia
and Waste
81 19 Reference Electrode (Reference Cell) ICCP System Frame 144 Port, 14 9 off CL 9 dia area
82 91 Overboard Discharge Eductor (E-2) Frame 146 Port, 12 1 off CL 3 3/4 dia

Name of Ship
Inspection Location
Docking
Ref. No.
83 12 Sea Chest Underwater Log Rodmeter Frame 153 Port, 3 0 off CL 8 dia
84 Bow Paint and Fouling Frame 94-Bow
85 Bow General Hull Plate Frame 94-Bow
85.a Bow Keel Docking Block Areas,

FR and PDR
86 17 Hull Cathodic Protection ICCP System 75 Amp Anode Frame 83 Port, 8 6 off CL 5 1/4 x 48 3/8 area
87 28 Overboard Discharge Sonar Cutout Frame 71 Port, 8 0 off CL 4 1/8 dia
88 27 Overboard Discharge Sonar Dome Eductor Cutout Frame 35 Port, 2 6 off CL 5 1/4 dia
89 Bow-mounted Sonar Dome
90 18 Hull Cathodic Protection ICCP System 75 Amp Anode Frame 83 Stbd, 8 6 off CL 5 1/4 x 48 3/8 area
91 Stbd Side Paint and Fouling Frame 94-340
92 Stbd Side General Hull Plate Frame 94-340

FR and PDR
93 1 Sea Chest Pump Room #1 Sewage Plant Frame 142 Stbd, 3 6 off CL 16 1/4 dia
94 11 Sea Chest UQN-4 Transducer Frame 151 Stbd, 3 3 off CL 16 1/4 dia, cover
plate 17 3/4
95 26 Overboard Discharge Combined Recirc. and Vent Frame 149 Stbd, 16 2 off CL 3 3/4 dia
96 90 Overboard Discharge Waste Drain Frame 146 Stbd, 22 7 off CL * Not provided
97 20 Reference Electrode (Reference Cell) ICCP System Frame 153 Stbd, 15 9 off CL 9 dia area
98 Masker Emitter Belt 1S Frame 169 Stbd, 21 4 off CL 2 7/16 dia
99 83 Overboard Discharge SWS AEGIS Cooling Skid Frame 179 Stbd, 20 3 off CL 3 dia
100 37 Overboard Discharge Masker Air Cooler Frame 187 Stbd, 20 8 off CL 3 dia
101 62 Overboard Discharge Ship Service Air Compressor Frame 202 Stbd, 22 4 off CL 3 dia
102 7 Sea Chest Gas Turbine Cooling Main Engine Room #1 Frame 195 Stbd, 5 6 off CL 8 3/4 dia opening,
fairing plate 26 3/4 x
41 7/8
103 65 Overboard Discharge Seawater Service Cutout Frame 206 Stbd, 24 0 off CL * 3 3/4 dia

Name of Ship
Inspection Location
Docking
Ref. No.
104 66 Overboard Discharge Waste Heat Boiler Bottom Blow Frame 211 Stbd, 23 6 off CL 2 dia
105 63 Overboard Discharge Engine Room #1 Eductor Frame 213 Stbd, 21 9 off CL 8 3/8 dia
106 42 Overboard Discharge Sea Water System 26 Frame 216 Stbd, 23 11 off CL 6 1/2 dia
107 Masker Emitter Belt 2 S Frame 214 Stbd, 24 11 off CL 2 7/16 dia
108 71 Overboard Discharge HP/LP Air Compressor Frame 235 Stbd, 25 3 off CL 3 1/2 dia
109 64 Overboard Discharge Soil Drain and Commissary Drain Frame 242 Stbd, 26 9 off CL * 3 3/4 dia
110 3 Sea Chest Seawater Service and Firemain and Distiller Frame 249 Stbd, 5 7 off CL 27 dia opening, fair-
ing plate 42 x 69 1/2
112 Bilge Keel, Stbd Frame 346-212
112.a Bilge Keel Fill and Drain Plugs (3)
113 16 Hull Cathodic Protection ICCP System 75 Amp Anode Frame 277 Stbd, 26 6 off CL 5 1/4 x 48 3/8 area
114 72 Overboard Discharge Waste Drain/ Commissary Drain and CHT OVFL Frame 283 Stbd, 27 6 off CL * 3 3/4 dia
115 4 Sea Chest Seawater Service Firemain and AEGIS Cooler Frame 282 Stbd, 5 7 off CL 27 dia opening, fair-
Pump ing plate 42 x 69 1/2
116 36 Overboard Discharge Fire Pump #4 Recirculation and Vent Frame 291 Stbd, 27 2 off CL 3 dia
117 77 Overboard Discharge Garbage Grinder Frame 295 Stbd, 27 6 off CL * 1 5/8 dia
119 51 Overboard Discharge Seawater Service 141/Main Lube Oil, Prairie Air Frame 303 Stbd, 27 1 off CL 8 3/4 dia
and Compressor Cooler
120 52 Overboard Discharge Ship Service Turbine Generator #2 Frame 307 Stbd, 27 6 off CL * 3 dia
121 33 Overboard Discharge Engine Room #2 Eductor Frame 305 Stbd, 25 4 off CL 9 5/8 dia
122 38 Overboard Discharge Helicopter Hangar Drain Frame 327 Stbd, 27 5 off CL 3 1/2 dia
123 54 Overboard Discharge Uptake High Hat No. 2 Drain Frame 335 Stbd, 27 4 off CL 5 1/2 dia
Note: This completes the starboard side for reporting FR and PDR values. Frames 94 to 340.

S0600-AA-PRO-170
CG 47 Class Inspection Procedures - Level 1 Figure 17-9.1 CG 47 Class Plan and Profile. 17-9-33 (17-9-34 blank)
S0600-AA-PRO-170
CG 47 Class Inspection Procedures - Level 1 Figure 17-9.2 CG 47 Class Running Gear. 17-9-35 (17-9-36 blank)
S0600-AA-PRO-170
framing.
17-9.4.1.1 T h i s s e c t i o n c o n t a i n s L e v e l 2
inspection procedures for the CG47 Class
Ticonderoga Class Cruiser. The procedures
are presented in the order in which the diver 17-9.4.2.2.4 Example of Report. 10-foot by
would find the components when making a 35-foot damaged area running fore and aft, 15
stern-to-stem swim. The Dive Supervisor can feet outboard port of the keel beginning 38
refer back to Table 17-9.2 to pinpoint the exact feet aft of the rodmeter. Damage begins with
malfunctioning or damaged component. The
plate cracks, no suctions or discharges are
located in the damaged area.
make precise measurements and record the 17-9.4.2.3 Inspection Procedure.
exact coordinates of any discrepancies that 17-9.4.2.3.1 Gross Damage Assessment.
chapter can be photocopied and marked to a. Conduct a quick inspection of the dam-
show the location and extent of damage. The aged area and immediate surrounding
diver can also refer to the appropriate forms area.
17-9.4.2 Hull Coating and Hull Plate. location; if distorted, gouged, or
17-9.4.2.2 Damage Description Requirements. length, width, and orientation of all
cracks, area of distorted or missing hull
17-9.4.2.2.1 Report all areas, size, and loca- plate, maximum depression of plate,
tion of paint damage, areas of exposed metal, presence of torn or bulging plate.
able reference points such as suctions, dis- b. If hull plate is torn or missing, report
charges, bilge keel, flat bottom, turn of the condition of all exposed framing.
bilge, etc. NOTE
17-9.4.2.2.2 H u l l p l a t e d a m a g e m u s t b e Damage at or near the keel is a
detailed in terms of the amount of distortion, serious casualty. Exact details
orientation, and size, length, and maximum of the condition are required to

S0600-AA-PRO-170
Figure 17-9.3. Spade Rudder without Stool.
17-9.4.3 Rudder. (perpendicular or parallel) and the

proximity of the crack to the weld (cen-
17-9.4.3.1 Damage Description Require- ter of weld, base metal). If cracks are
ments. found in or near any clad welding,
describe the location with respect to
17-9.4.3.1.1 Inspection of rudders requires a
the exact location and size of all corrosion, weld bead, etc.).
damage, and flaws. As a minimum, the
description must include: c. Total area affected, including the diam-
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r - eter and depth of any pitting; also
board/forward/aft) from an obvious ref- include both the maximum and aver-
erence point (top/bottom/side/leading age pit size.
edge).
damage.
seam information, include the direction
of the crack with respect to the weld e. PDR and FR.

S0600-AA-PRO-170
17-9.4.3.1.2 Example of Report. Pitting on NOTE

leading edge of port rudder, inboard side,
starting 30 inches from forward bottom, 6-inch If any cracks are detected in
by 8-inch area. Maximum pit depth: 1/8-inch the welds or if any welds are
depth by 1/4-inch diameter. Average pit depth: discovered that are excessively
1/8-inch depth by 1/4-inch diameter. corroded, thoroughly clean the
17-9.4.3.2 Inspection Procedure. S e e F i g - inspect to determine the extent
ure 17-9.3. of damage.
a. Inspect the rudder stock area.
(3) Verify that the drain plug on bot-
(1) Inspect rudder and around the tom of the rudder is present and
rudder stock for fouled wire, rope, secure.
d. Sound the rudder.
(1) With the rudder amidships take
the clearance measurement (1) Using a rubber or rawhide mallet,
between the top of the rudder (at rap on the rudder surface to
the forward most point of the rud- determine if the rudder has
der) and the hull. Design clear- flooded. Begin sounding near the
ance measurement is 2 5/8 uppermost part of the rudder and
inches. continue downward to the lowest
(2) Verify that the two fill plugs on top point.
of the rudder are present and
NOTE
secure.
c. Inspect the rudder surface. Internal framing and stiffeners
(1) Determine the overall FR of the essary to sound the rudder in
rudder. If the FR is 40 or greater, different locations. A hollow
inspect for clean areas which sound indicates the rudder is
indicate areas of recent damage not flooded, while a dull sound
from grounding or contact with indicates flooding.
submerged objects. If any such
areas are found, thoroughly
inspect for cracks, dents, or
water, conduct a detailed inspec-
gouges.
tion to locate the source of flood-
(2) Conduct a detailed inspection of ing. Inspect all plugs for tightness
the rudder surface for any and inspect weld seams for
cracked welds, marks, gouges, or cracks. Make the appropriate
scrapes. Inspect for areas of report and arrangements for fol-
bleeding rust and bare metal. low-on dewatering and repair.

S0600-AA-PRO-170
17-9.4.4 Propeller (5-Bladed). a porous, sponge-like, pitted metal surface.

Heavy localized concentrations of eroded
17-9.4.4.1 Damage Description Require- areas should be interpreted as cavitation ero-
ments. sion.
17-9.4.4.1.1 The inspection of a propeller 17-9.4.4.1.2 Propellers are subject to two

requires a detailed description (with measure- kinds of cavitation erosion: one caused by pro-
ments) of the exact location and size of any peller damage and the other by design or
damage, flaws, cracks, porosity, curls, bends, operating conditions. Therefore, if cavitation
or cavitation erosion. Cavitation erosion damage is found, inspect for the cause. The
results from the rapid formation and collapse irregularity ahead of the eroded area can be a
of water vapor bubbles on the propeller sur- nick, gouge, or other damage in the leading
faces while underway. This damage results in edge or a leading edge radius that has been

S0600-AA-PRO-170
improperly cleaned or finished, leaving flat tour (the intersection between the
spots or other unfairness. flange and the blade).
17-9.4.4.1.3 Do not confuse cavitation ero-
i. Blade tip. The outermost edge of the
blade.
coupled with fouling. Cavitation is uncommon
j. Emitter holes. Holes drilled into a chan-
nel near the leading edge that distrib-
away metal (area is clean) in the direction of
ute the prairie masker air.
water flow. Porosity is often sharp-edged,
k. Hub cone. A fairing bolted to the aft end
not.
of the hub which provides a smooth
17-9.4.4.1.4 Damage location descriptions hydrodynamic flow.
must use standard nomenclature. Following is l. Hub cone cover plate. Fairing plates
a list of common propeller terms: that are installed over the bolts used in
the attachment of the hub cone to the
a. Blade number. Both port and starboard
hub.
propeller blades are numbered in the
opposite direction of rotation (when
m. Hub end cover. Aft end of the hub cone
viewed from astern) using letters A
cover assembly used to distribute the
through E. These letters are stamped
prairie air past the check valve through
on the flat surface blade hub flange
the hub cone cover and hub and then
near the flange edge outboard (12
out to the blades.
oclock position) of the blade bolts.
n. Retainer plate. This plate is threaded
b. Blade palm. The round portion of the
into the hub end cover and retains the
prairie air adapter plug.
(also referred to as the blade flange).
o. Prairie air adapter plug. This plug is
c. Blade bolt cap. A protective cover threaded into the retainer plate and
installed over the blade bolt. provides access to the check valve.
d. Pressure face. The portion of the blade 17-9.4.4.1.5 It is important that the diver
that faces aft. accurately report the size and extent of any
e. Suction face. The portion of the blade measurement of the area for cavitation ero-
that faces forward. sion, porosity, curls, bends, scrapes, cracks,
f. Leading edge. The heavy, thick, more length of any cracks.
forward end of the hub. 17-9.4.4.1.6 Example of Report. B l a d e D ,
trailing edge, 2 feet from blade palm, 1/8-inch
g. Trailing edge. The thinner, sharper por- deep by 1-inch long nick. Evidence of cavita-
tion of blade closest to the aft end of tion erosion on the suction face, starting 4
the hub. inches in from the nick. Erosion damage cov-
ers a 2-inch by 4-inch area.
h. Fillets. The area at the base of each 17-9.4.4.1.7 N A V S E A F o r m 4 7 3 0 / 6 ( N S N
blade where the pressure and suction 0116-LF-047-3035) Propeller Inspection Data
faces are blended into the flange con- should be used to record results.

S0600-AA-PRO-170
17-9.4.4.2 Inspection Procedure. a. Inspect the entire surface of the propel-

(2) For moderately or heavily fouled NOTE

extent of damage as it is found. A
running log of the inspection must
be maintained by the log keeper
to ensure accuracy.
may be removed without difficulty. If trailing edges of each blade for
removal of the material will be exces- nicks, curls, chips, dents, flat
sively time consuming, make the spots, cracks, or other apparent
appropriate report and arrangements damage. Cracks may be found in
for follow-on removal. the edges and tips without any
They can be caused by local
vibration, stress corrosion crack-
ing, or residual stresses in the
blades.
NOTE
Pay particular attention to areas
NOTE of the blade where repairs have
been made (areas of discolora-
If the FR of the propeller is 40 or tion caused by welding). Thor-
greater, the propeller must be oughly inspect these areas for the
cleaned prior to conducting the presence of cracks.
detailed inspection unless the
decision is made that, due to (3) Verify that two 1 1/4-inch thread
obvious damage, the propeller savers installed in the lifting bolt
blades require replacement. holes (180 on each side of each

S0600-AA-PRO-170
blade) are in place on the blade fouling. The prairie air propeller
palm. blades have 270 3/64-inch diam-
eter emitter holes; 120 on the
suction (forward) and 150 on the
pressure (aft) sides. On both
sides, the holes begin 4 inches
(5) Inspect the hub for debris, cavita- from the hub and continue to 5
tion damage, and leaking hydrau- inches past the vertical blade
lic oil. centerline, 3/4 inch from the lead-
ing edge. On the suction side,
(6) Inspect the cone cover plates for
they are evenly spaced 1 inch
damage, loose or missing plates,
apart. On the pressure side, they
and loose or missing fasteners.
are variably spaced, with the first
Each cone cover plate is secured
31 holes spaced 1/2 inch apart,
with twenty 1/2-inch cap screws.
the next 88 holes spaced 1 inch
(7) Inspect the hub cone for damage apart, and the remaining 31 holes
and leaking hydraulic oil. spaced 1/2 inch apart. To func-
tion properly, these emitter holes
(8) Inspect the hub cone end cover
must be free of fouling.
plate for loose or missing fasten-
ers and leaking hydraulic oil. NOTE
There are 10 1-inch cap screws.
(9) Inspect the retainer plate for If any cracks are detected in the
loose or missing fasteners and welds or if any welds are discov-
leaking hydraulic oil. There is one ered that are excessively fouled,
5/16-inch socket set screw. thoroughly clean the area with a
wire brush and inspect to deter-
(10) Inspect the prairie air adapter mine the extent of damage.
plug for loose or missing fasten-
ers and leaking hydraulic oil. c. Record the overall FR of the propeller.
There are two 1/2-inch socket
screws and one 3/8-inch socket
d. If any discrepancies are found, make
set screw.
(11) Inspect the suction (forward) and ments for follow-on cleaning and/or
pressure (aft) face of each blade repair.
Cavitation damage can be identi- 17-9.4.4.2.3 Detailed Inspection of the Pro-
fied by an area of small pocked peller Prairie Air System.
(12) Inspect the prairie air channel NOTE
cover plate on the blade pressure
(aft) face for damage or cracked Before proceeding with the next
welds. The cover plate is 1 1/2 step, verify that there is sufficient
inches wide and is located 3/8 of depth between the tip of the low-
an inch from the leading edge, ermost blade and the bottom. A
starting at the hub. Inspect both minimum of 5 feet is required to
the pressure (aft) and suction prevent mud or silt from being
(forward) face emitter holes for sucked into the air emitter holes.

S0600-AA-PRO-170
NOTE normal can be concentrated on

during the detailed inspection of
Performance of the following pro- each blade. Use a wood block,
cedure requires that the dive sta- bronze or Lexan scraper, or a
tion have, as a minimum, sound greenie to remove light fouling
powered communications with in areas where the holes appear
Ships Force personnel. to be fouled.
NOTE
holes.
When the diver reports ready, (1) Beginning with blade A, start at
the Dive Supervisor will have the hub of the propeller and con-
Ships Force apply low pressure duct the inspection toward the tip.
air so that a thorough inspection
(a) Inspect to determine that the
of the prairie air system can be
first five emitter holes are clear
conducted.
of fouling.
WARNING (b) Working toward the blade tip,

Rotating the propeller while fouled per 10-hole segment.
divers are in the vicinity may NAVSEA S9245-AR-TSM-010/
cause serious injury or death. PROP, Technical Manual for
Ensure that the propeller is Marine Propeller Inspection,
rotated only at the direction of Repair and Certification, stipu-
the Dive Supervisor. lates that no more than two
holes in any series of 10 may
NOTE be fouled, and that no two adja-
cent holes may be fouled.
Insufficient flow of air to the lower
blades may require jacking the (c) At the blade tip, inspect to
shaft over to reposition each determine that the last five
blade for the inspection. If air flow holes are clear of fouling.
is too great to observe individual
holes, Ships Force can NOTE
decrease the flow.
ber of fouled holes for each
a. Gross damage assessment. blade is 14.
(1) Begin the inspection procedure

(2) Repeat the inspection process for
by conducting a quick inspection
the remaining propeller blades.
of the system for air leakage
other than from the air emitter (3) Secure the air flow to the emitter
holes. Check the propeller hub system.
end cover, blade palms, and the
(2) Note the general dispersion of air ments for follow-on cleaning and/or
so that areas that appear below repair.

S0600-AA-PRO-170
Figure 17-9.5. Main Strut, Intermediate Strut, Shaft, Stern Tube, Rope Guard and Fairwaters.
17-9.4.5 Main Propulsion Assembly (Main b. Length, maximum width, and orienta-
Strut, Intermediate Strut, Shaft, Stern Tube, tion of all cracks. If the crack(s) is on or
Rope Guard, and Fairwaters). near a weld seam, include closest weld
17-9.4.5.1 Damage Description Require- dicular or parallel) and proximity to the
ments. weld (center of the weld or base metal).
17-9.4.5.1.1 General condition or damage c. Total area affected, including the diam-
assessment of the main strut, shaft, stern eter and depth of any pitting; also
tube, rope guard, and stern tube requires a
age pit size.
the exact location and size of any damage or d. Area and location of corrosion or other
flaws. The description must include: damage.
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r - e. Exact location and size of all coating

board/forward/aft) from an obvious ref- damage, tears, or delaminations on the
erence. shaft.

S0600-AA-PRO-170
17-9.4.5.1.2 Example of Report. P o r t (4) Verify that the rope guard is

shaft, 6 feet 9 inches forward of the strut fair- present.
water, longitudinal gouge in fiberglass coating
2 inches wide by 1 foot long, bare metal show- NOTE
ing; subsurface delamination 6 inches by 6
inches, centered on a rust stain, located by A missing rope guard is a serious
sounding. casualty.
17-9.4.5.2 Inspection Procedure. (a) This ship class has steel rope
guards with prairie air which
a. Main strut assembly (struts, bearing are welded on. Inspect for any
housing, rope guard, and fairwaters) apparent damage and for the
(1) Inspect the main strut columns or other foreign material.
(inboard/outboard) and bearing
housing for corrosion, damage, (b) Use a divers light or diver-held
and the presence of wire or other video equipment light to inspect
foreign material. the area between the propeller
hub and the strut bearing hous-
(a) At best, the surface of the ing.
struts will be very rough due to
previous damage or repairs. (c) Inspect the rope guards for
cracked welds.
(b) Inspect for loose or mixing
epoxy. (d) Verify that there is a uniform
gap all around between the
(2) At the strut/hull interface, inspect propeller hub and the rope
the strut columns, doubler plates guard by taking measurements
and immediate area hull plate for at the 3, 6, 9, and 12 oclock
cracked welds, corrosion, and positions. Design clearance is
damage. 1 inch.
NOTE
(5) Verify that the fairwater is
present.
welds or if any welds are discov- NOTE
roded, thoroughly clean the area A missing fairwater is considered
with a wire brush and inspect to a serious casualty.
determine the extent of the dam-
age. (a) This ship class has steel fair-
waters with prairie air which are
(3) Verify the presence of the four welded on. Inspect for any
evenly spaced 1 inch plugs on the apparent damage and for the
top, and the four evenly spaced 1 presence of fouled wire, rope,
inch plugs on the bottom of the or other foreign material.
bearing housing. Ensure that they
are flush and staked at a mini- (b) Inspect the fairwater for
mum of two places. cracked welds.

S0600-AA-PRO-170
NOTE inspection of the system for air

leakage other than from the air
If any cracks are detected in the emitter holes.
ered that are excessively cor- NOTE
with a wire brush and inspect to If air flow is too great to
determine the extent of damage. observe individual holes, Ships
Force can decrease the flow.
(c) Verify that there is a uniform
gap between the fairwater and (b) Note the general dispersion of
the shaft by taking clearance air so that areas that appear
measurements at the 3, 6, 9, below normal can be concen-
and 12 oclock positions. trated on during the detailed
Design clearance is 1 inch. inspection. Use a wood block,
bronze or Lexan scrapper, or a
(6) Inspect and report the FR and the greenie to remove light foul-
PDR of the main strut columns, ing in areas where the holes
immediate hull plate area, bear- appear to be fouled.
ing housing, rope guard, and fair-
water. (c) Beginning with the upper half of
the rope guard, inspect to
(7) If discrepancies are found, mea- determine the emitter holes are
sure the exact location and size, clear of fouling.
then make the appropriate report
and arrangements for follow-on (d) Repeat the inspection process
repair. for the air emitter holes on the
(8) Inspect the rope guard and main lower half of the rope guard.
strut fairwater prairie air system.
NOTE
NOTE
Performance of the following ber of fouled holes for each
procedure requires that the rope guard half is 5 percent of
dive station have as a mini- the total number of holes.
nications with Ships Force (e) Secure the air flow to the emit-
personnel. ter system.
NOTE (f) If any discrepancies are found,

make the appropriate report
When the diver reports ready, and arrangements for follow-
Dive Supervisor will have on cleaning and/or repair.
sure air so that a thorough b. Shaft.
inspection of the prairie air sys-
tem can be conducted. NOTE
(a) Begin the inspection proce- Pay particular attention to the

dure by conducting a quick detection of damage or breaks in

S0600-AA-PRO-170
the covering in the area of shaft low sound is evidence of proba-

nearest the fairwaters and rotat- ble loose bond and must be
ing coupling. Propeller shafts are explored or further examined. To
covered with a hard metal sleeve determine the full extent of the
at all bearing areas. The shaft damaged area, reduce the dis-
coating at the sleeve ends are the tance for sounding the shaft from
most vulnerable areas of the 18 inches to 4 inches. The impor-
waterborne shafting. Therefore, tant criterion is to isolate and fully
give special attention to the determine the extent of the dam-
detection of breaks in the cover- aged or delaminated area.
ing or leakage in the joint (rust
stains) in these critical areas. (5) If discrepancies are found, mea-
sure the exact location and size,
(1) Inspect the full length of all acces- then make the appropriate report
sible glass-reinforced plastic and arrangements for follow-on
(fiberglass) covering for evidence repair.
or any apparent physical dam- c. Intermediate strut assembly.
age.
(1) Inspect the intermediate strut col-
(2) Inspect for loss of covering, cuts, umns and bearing housing for
tears, surface delaminations, and corrosion, damage, and the pres-
other damage. ence of wire or other foreign
(3) Inspect for rust stains indicating material.
where corrosion has leaked (2) At the strut/hull interface, inspect
through the covering near a cut, the strut columns, doubler plates
pinhole, area of porosity, patch, and immediate area hull plate for
joint, or other flaw. cracked welds, corrosion, and
(4) Inspect for internal separation of damage.
the fiberglass covering from the NOTE
metal shaft. Use a rubber or raw-
hide mallet to sound the covering
at approximately 18-inch intervals
(a) Rap the shaft in the 3, 6, 9, and corroded, thoroughly clean the
12 oclock positions while hold- area with a wire brush and
ing the palm of one hand inspect to determine the extent
against the covering on the of damage.
tinue sounding the shaft around (3) Verify the presence of the three
and along its entire length. evenly spaced 1-inch plugs on
the top and three evenly spaced
NOTE 1-inch plugs on the bottom of the
bearing housing. Ensure that they
Discernible vibration, movement are flush and staked at a mini-
of the covering, or an audible, hol- mum of two places.

S0600-AA-PRO-170
(4) Verify that the fairwaters are umns, immediate hull plate area,
present. bearing housing, rope guard, and
fairwater.
NOTE
(6) Continue the detailed inspection
A missing fairwater is consid- of the shaft between the interme-
ered a serious casualty. diate strut and stern tube.
(a) This class ship has steel fair- d. Stern tube and fairwater.
waters forward and aft of the
intermediate strut which are (1) Verify that the stern tube fairwater
welded on. Inspect for any is present.
presence of fouled wire, rope, NOTE
(b) Inspect the fairwaters for a serious casualty.
cracked welds.
NOTE age and for the presence of
If any cracks are detected in eign material.
discovered that are excessively (b) Verify that the gap between the
corroded, thoroughly clean the fairwater and the shaft is uni-
area with a wire brush and form all around by taking clear-
inspect to determine the extent ance measurements at the 3, 6,
of damage. 9, and 12 oclock positions.
Design clearance is not less
(c) Verify that there is a uniform than 1/4 inch.
gap all around between the fair-
water and the shaft by taking (2) Inspect and report the FR and the
clearance measurements at the PDR of the stern tube, immediate
3, 6, 9, and 12 o'clock posi- hull plate area, and fairwater.
tions. Design clearance is 1
inch. (3) If any discrepancies are found,
(5) Inspect and report the FR and the arrangements for follow-on
PDR of the intermediate strut col- repair.

S0600-AA-PRO-170

(frame 411, starboard side, 6 inches
17-9.4.6.1.1 Include the exact location and
forward of the upper trailing edge) and
ensure that it has not backed out.
a. Distance and direction (port/starboard/for- b. Verify the presence of the two drain
ward/aft) from an obvious reference. plugs (six inches off centerline at the
bottom of the skeg, frame 354, port and
b. Length, maximum width, and orienta- starboard) and ensure that they have
tion of all cracks. If the crack(s) is on or not backed out.
seam information: the direction of the c. Inspect the entire length of the skeg for
crack with respect to the weld (perpen- dents, cracks, curled edges, or other
dicular or parallel) and proximity to the apparent damage.
weld (center of the weld or base metal). NOTE
c. Total area affected, including the diam- If any cracks are detected in
eter and depth of any pitting; also the welds or if any welds are
include both the maximum and aver- discovered that are excessively
age pit size. corroded, thoroughly clean the
damage. For example: Weld crack 1
of damage.

S0600-AA-PRO-170
damage. ments for follow-on repair.

17-9.4.8 Sea Chest and Seawater Suction. b. Inspect strainer bars for corrosion dam-
a. Clean and inspect screens or grates for d. If any discrepancies are found, make
clogged holes and loose or missing the appropriate report and follow-on
fasteners. arrangements for repair.

S0600-AA-PRO-170

S0600-AA-PRO-170
anode. epoxy.
(1) Inspect the anode for damage (3) Report the percentage of deterio-
and missing or broken wires and ration of the dielectric shield.
missing or damaged platinum
coating on the wires. Count the area around the anode for miss-
number of missing or broken ing or peeling paint or blisters.
wires. Report the position of each Inspect for calcareous buildup.
broken or missing wire relative to Report the FR and the PDR.
(2) Inspect the bond between the 17-9.4.10 Impressed Current Cathodic Pro-
dielectric shield and the anode tection (ICCP) Reference Electrode.
shield is evenly faired up to the 17-9.4.10.1 Inspection Procedure.
cracked or chipped.

anode.
CAUTION Potential damage to internal
cium buildup on the dielectric b. Inspect and report the FR.

S0600-AA-PRO-170

17-9.4.11 Bilge Keel. include both the maximum and aver-
age pit size.
17-9.4.11.1.1 Include exact location of all damage. For example: Port bilge keel,
damage or flaws. Description must include as 1 foot long by 1/2 inch wide crack in
a minimum: weld between upper and lower plates
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r - located 18 feet forward of after end.
erence. 17-9.4.11.2 Inspection Procedure.
b. Length, maximum width, and orienta- a. Inspect the bilge keel for dents, cracks,
tion of all cracks. If the crack(s) is on or curled edges, missing plate, or other
near a weld seam, include closest weld apparent damage.
crack with respect to the weld (perpen- NOTE
weld (center of the weld or base metal). If any cracks are detected in the
c. Total area affected, including the diam- ered that are excessively cor-
eter and depth of any pitting; also roded, thoroughly clean the area

S0600-AA-PRO-170
with a wire brush and inspect to c. Measure and record the location of any
determine the extent of damage. damage.
b. Inspect for foreign material and loose d. Inspect and report the FR and the
or missing plugs. There are three 1- PDR.
inch NPT fill/drain plugs located on
each bilge keel. There are two plugs on e. If any discrepancies are found, make
the top located at frames 346 and 212, the appropriate report and arrange-
and one on the bottom at frame 288. ments for follow-on repair.
17-9.4.12 Masker Belt. board PMS. Diver cleaning pro-

cedures are provided in NAVSEA
17-9.4.12.1 Damage Description Require- S0600-AA-PRO-050.
ments.
NOTE 17-9.4.12.1.1 Inspection of masker belt sys-

tems requires a detailed description (with
Emitter hole blockage is difficult to measurements) of the exact location and size
inspect. Checking for blockage of any damage or flaws. As a minimum, the
when the ship is pier side is not description must include:
recommended. Procedures for
assessing blockage by measur- a. Identity of masker belt emitter system
ing flow rate while the ship is (forward/aft, port/starboard, frame
underway are detailed in the ship- number).

S0600-AA-PRO-170
b. On the backing plate, the length, maxi- 17-9.4.12.2 Inspection Procedure.

mum width, and orientation of all
cracks, including closest weld seam 17-9.4.12.2.1 Gross Damage Assessment.
of the crack with respect to the weld a. Begin the inspection procedure by con-
(perpendicular or parallel) and the ducting a quick inspection of the
proximity of the weld (center of the masker belt and surrounding hull plate
weld or base metal). area.

PDR and look for areas of obvious
damage (crushed, twisted, or missing
sections of masker belt).
age pit size.
d. Area and location of corrosion or any
other damage. Take all measurements a. Inspect for crushed, cracked, or miss-
from the keel up. ing masker belt.
b. Starting at the keel, inspect the full

17-9.4.12.1.2 Location must include refer- length of weld between the backing
ence to obvious points and use standard plate and the hull and the weld
nomenclature. Following is a list of common between the Cu-Ni masker air channel
terms used by the diver to describe the loca- and backing plate.
tion of damage.
c. Inspect the 3/64-inch emitter holes for
a. Backing plate. A flat plate welded to the fouling. Emitter holes are spaced in
hull to which the rolled emitter plate is sections and the spacing varies in den-
welded. sity for each section.

b. Air emitter tube. A rolled Cu-Ni pipe inch NPT clean-out plug located 2 1/2
welded to the backing plate. The tube inches from the keel termination.
contains 3/64-inch aft starboard emitter
system. e. I n s p e c t a n d r e p o r t t h e F R a n d i f
painted, the PDR.
17-9.4.12.1.3 Example of Report 3 - i n c h
horizontal crack in the weld seam of two sec- f. If any discrepancies are found, make
tions of the rolled plate of the air emitter tube, the appropriate report and arrange-
aft starboard masker emitter system. ments for follow-on repair.

S0600-AA-PRO-170
17-9.4.13 Transducer. maximum depth 1/16 inch located at

the 8 oclock position.
ments.
17-9.4.13.1.1 I n s p e c t i o n o f t r a n s d u c e r s
requires a detailed description (with measure- a. Begin the inspection procedure by con-
ments) of the exact location and extent of all ducting a quick inspection of the trans-
damage and flaws. As a minimum, the ducer and the surrounding hull plate
description must include: area.
a. Length, maximum width, and orienta-
tion of all cracks or flaws in the sensor (1) Make note of the FR and the PDR
cover. of the immediate hull plate area
and look for areas of obvious
b. Total area affected, including the diam- damage or flaws.
eter and depth of any pitting. Also 17-9.4.13.2.1 Detailed Damage Inspection.
a. Conduct a detailed inspection of the
age pit size.
entire transducer assembly.
c. Area and location of corrosion or any
(1) Using a greenie, gently scrub
other damage. It is important that the
light fouling off the sensor head
diver accurately report the size and
and inspect the sensor protective
extent of any damage. The report must
covers.
reflect an accurate measurement of the
damage. For example: 1-inch by 2- (2) Inspect rubber covers for tears,
inch diagonal gouge on sensor cover, cracks, scrapes, or gouges.

S0600-AA-PRO-170
(3) Inspect for signs of structural fail- perimeter of the sensor flanges;
ure or damage caused by contact ensure they are present and have
with underwater objects. not backed out.
(4) Inspect for loose or missing fas- (6) Inspect and report the FR.
teners.
b. If any discrepancies are found, make
(5) Verify the presence of the 3/4- the appropriate report and arrange-
inch thread savers around the ments for follow-on repair.

17-9.4.14.1 N o r m a l l y , d i v e r s w i l l o n l y b e is unable to retract or deploy the rod-
b. If Ship's Force is unable to retract the
upon to inspect the hull opening if the ship rodmeter, inspect for a bent or broken
reports damage to the rodmeter (scratches, unit.

S0600-AA-PRO-170
17-9.4.15 Bow-mounted Sonar Dome. c. Stem. Vertical forward-most part of the

ship.
ments. d. Vertical midpoint. An imaginary contin-
uation of the stem vertically down the
17-9.4.15.1.1 I n s p e c t i o n o f s o n a r d o m e s dome.
ments) of the exact location and size of all e. Horizontal midpoint. A horizontal line
damage and flaws. For location, use distance midway between the upper and lower
measurements from the closest relative bear- marriage line.
ing grid marks, or if grid marks are not present,
use exact measurements, horizontal and verti-
f. Fairing angle. Metal band which
cal, from definable points such as the center-
attaches directly to the dome material
line (i.e., 1 foot 3 inches above the lower
and is welded to the closure plate.
marriage line). Measurements will require the
The following is a list of standard Sonar Dome g. Closure plate. A metal band which cov-
Rubber Window terms: ers the bolts which hold the dome in
place. It is welded to the shell plating
a. Marriage line. That area where the hull on one edge and the fairing angle on
meets the dome, often referred to as the other.
the upper and lower marriage line.
17-9.4.15.1.2 The description of damage
b. Banjo. A section of steel plate that must include:
extends forward from the keel. It sup-
ports the bottom of the dome. a. Rubber dome material.

S0600-AA-PRO-170
(1) Exact location and size (length, lower marriage line. Torn area measures 2
width and depth) of all gouges, inches in width, 6 inches long. Three plies of
tears, delaminations, blisters, rubber peeled back.
flap, or other damage.
17-9.4.15.1.4 NAVSEA Form 4730/4 (NSN
(2) Layers of wire plies exposed. 0116-LF-047-3025) Sonar Dome Rubber Win-
dow Inspection Data is available to record
(3) FR.
results.
(1) Exact location and size of all
damage or flaws. As a minimum, 17-9.4.15.2.1 Specific Noise Source Inspec-
the description must include: tion.
(a) Distance and direction (port/

starboard/forward/aft) from a WARNING
other reference point.
(b) Length, maximum width, and when touching a dome with
orientation of all cracks, includ- steel wires exposed.
ing closest weld seam informa-
tion. Also include the direction WARNING
of the crack with respect to
weld seams on the marriage
line (perpendicular or parallel) Avoid direct bare skin contact
and distance of the crack from with NOFOUL rubber surfaces.
the rubber interface with the Avoid contact between hands
fairing angle. and eyes if hands have been
(c) Amount of separation between ber material. Wash hands thor-
the fairing angle and the rubber oughly before eating or
dome material, including the smoking.
overall length and maximum
width of the separation. NOTE
(d) Total area affected, including Dome must be pressurized with

the diameter and depth of any air to 15 psig to conduct this
pitting. Also include both the inspection.
maximum and average pit size.
a. Prior to beginning the inspection, get
(e) Any damage, bare metal, the latest Sonar Self Noise Test report
scratches, or abrasions on the from the ships Engineer. This report
banjo. will show the location of all noise
spokes. Use these spokes as the start-
(f) Area and location of corrosion ing point for the inspection. Conduct a
or other damage, including the detailed inspection of these areas until
FR and the PDR. the source of the noise is located. Pos-
sible noise sources to inspect for that
17-9.4.15.1.3 Example of Report. Torn rub- will be located at or forward of the noise
ber 2 feet 9 inches above the 15 mark at the spoke location are:

S0600-AA-PRO-170
(1) Cuts, pits, flaps, and gouges in 17-7.4.15.2.2 Detailed Damage Inspection.
the outer surface.
a. Return to the upper marriage line. Start
(2) Separation in rubber plies as indi-
at 0 to begin the overall damage
cated by bulges or soft spots.
inspection.
become faulty. b. Inspect the marriage line (rubber dome
and steel interface with the hull).
(4) Exposed or broken structural
Inspect the entire perimeter of the
steel wires.
dome for:
on the dome, starting at the waterline, (1) Separation of the rubber dome
follow the stem down, surveying the from the steel in the area of the
hull plate for damage on both sides fairing angles.
(port and starboard) and continue
(2) Dents or cracks in the fairing
down to the upper marriage line (0
angle and closure plate welds, or
marker). From here, follow the upper
immediate hull area.
marriage line to the relative heading
(port or starboard) of the noise spoke. NOTE
Drop down from that point to begin the
detailed inspection. Be particularly alert for the pres-
ence of cracks. If any cracks are
(1) Attach a bear paw magnet to the discovered, particular attention
hull at the point above the noise must be given to determine if the
source. crack is running parallel to or ver-
tically into the shell plating.
(2) Lower a tape measure down from
the bear paw to establish a verti-
NOTE
cal reference for the diver. Drop
down from that point to begin the
(3) Conduct a detailed (visual and ered that are excessively cor-
hand) inspection of the area of roded, thoroughly clean the area
suspected damage. with a wire brush and inspect to
NOTE
(3) PDR and FR of the fairing angle,
closure plate, and immediate hull
trast, the diver's hands (even with
plate area.
gloves) may often sense damage
that the eye cannot detect. c. Inspect the rubber surface of the dome.
(4) If the noise source is not located, SDRW surface, begin the inspection at
move the bear paw forward 18 to the 0 marker at the upper marriage
24 inches and repeat the process line. Follow the marriage line to star-
until the damage is located. board and inspect the general area

S0600-AA-PRO-170
while swimming aft. After reaching the tems Command Code SEA 00C5
most aft point of the window, drop for an analysis of the repair.
down no more than 3 feet (depending
on water clarity) and work forward to (5) Inspect and report the FR of the
the dome 0 marker. Follow this dome. The rubber surface of the
sweeping pattern until the complete dome is made of NOFOUL rub-
starboard side has been inspected. ber. However, the antifouling
Inspect the port side using the same properties of the dome may
procedure. Inspect the following condi- become ineffective as the dome
tions and report the physical dimen- ages or from over-spray of paint
sions and relative bearing and vertical while in dry-dock. Fouling
location of each: degrades the performance of the
sonar.
(1) Cuts, pits, and gouges in the d. Inspect the banjo area and the struc-
outer surface of the rubber win-
tural area surrounding the dome to the
dow and the structural area within
water surface.
approximately 4 feet of the rubber
window.
(1) Inspect for dents, cracks, pitting
(2) Separation in rubber plies, which or corrosion in the steel areas of
are indicated as bulges or soft the dome, including the closure
spots. plate.
(2) Inspect for scrapes, abrasions,
(3) Previous repairs to the rubber
window which have become bare metal, corrosion, peeling, or
faulty or have deteriorated. absence of protective paint on the
steel structural portion of the
(4) Exposed structural steel wire of dome, including the banjo.
the rubber window.
(3) Report the PDR and FR.
NOTE (4) If any discrepancies are noted,
If rubber window steel wires are arrangements for follow-on
exposed, contact Naval Sea Sys- repair.

S0600-AA-PRO-170
CHAPTER 17
CVN 68 CLASS
S0600-AA-PRO-170
TABLE OF CONTENTS
SECTION 10 CVN 68 NIMITZ CLASS AIRCRAFT CARRIER
Paragraph Page
17-10.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-1

17-10.2 DESCRIPTION OF MAJOR HULL COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . 17-10-2
17-10.2.1 Hull Coating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-2
17-10.2.2 Rudders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-2
17-10.2.4 Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-3
17-10.2.6 Rope Guards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-4
17-10.2.7 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-5
17-10.2.8 Intermediate Bearing Housings and Struts. . . . . . . . . . . . . . . . . . . 17-10-5
17-10.2.9 Rotating Couplings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-5
17-10.2.10 Stern Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-6
17-10.2.11 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-6
17-10-2.14 Impressed Current Cathodic Protection (ICCP) System. . . . . . . . . 17-10-7
17-10.2.15 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-8
17-10.2.16 Scoop Injections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-8
17-10.2.17 Transducer (Fathometer).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-9
17-10.3 LEVEL 1 INSPECTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-11
17-10.3.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-11
17-10.3.2 Paint and Fouling Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-11
17-10.3.3 General Hull Plate Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-11
17-10.3.4 Lifting Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-12
17-10.3.5 Rudder.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-12
17-10.3.6 Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-12
17-10.3.7 Rope Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-13
17-10.3.8 Main Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . . . . . . . 17-10-13
17-10.3.9 Main Bearing Housing Fairwater. . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-14
17-10.3.10 Shafting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-14
17-10.3.11 Intermediate Bearing Housing and Struts. . . . . . . . . . . . . . . . . . . 17-10-14
17-10.3.12 Intermediate Bearing Housing Fairwaters. . . . . . . . . . . . . . . . . . . 17-10-15
17-10.3.13 Rotating Coupling Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-15
CVN 68 Class Inspection Procedures 17-10-i

S0600-AA-PRO-170
17-10.3.14 Stern Tube.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-15

17-10.3.15 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-16
17-10.3.16 Impressed Current Cathodic Protection (ICCP) Anode (4-Foot
and 8-Foot Anode). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-16
17-10.3.17 Reference Electrode (Reference Cell). . . . . . . . . . . . . . . . . . . . . 17-10-16
17-10.3.18 Overboard Discharge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-16
17-10.3.19 Sea Chest, Seawater Suction, and Flood Inlet. . . . . . . . . . . . . . . 17-10-16
17-10.3.20 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-17
17-10.3.21 Scoop Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-17
17-10.3.22 Transducer (Fathometer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-17
17-10.3.23 Rodmeter (Underwater Log). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-17
17-10.4 LEVEL 2 INSPECTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-51
17-10.4.1 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-51
17-10.4.2 Hull Coating and Hull Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-51
17-10.4.3 Rudder and Rudder Horn Fairwater. . . . . . . . . . . . . . . . . . . . . . . 17-10-52
17-10.4.4 Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-54
Stern Tube, Rotating Couplings, Rope Guard, and Fairwaters). . 17-10-57
17-10.4.6 Skeg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-63
17-10.4.7 Overboard Discharge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-64
17-10.4.8 Sea Chest, Seawater Suction, and Flood Inlet. . . . . . . . . . . . . . . 17-10-64
17-10.4.9 Impressed Current Cathodic Protection (ICCP) Anode. . . . . . . . . 17-10-65
Electrode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-66
17-10.4.11 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-67
17-10.4.12 Scoop Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-69
17-10.4.13 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-71
17-10.4.14 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-72
17-10-ii CVN 68 Class Inspection Procedures

S0600-AA-PRO-170
Figure Page
17-10.1 CVN 68 Class Plan and Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-47

17-10.2 CVN 68 Class Running Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-49
17-10.3 Semi-Balanced Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-52
17-10.4 Fixed-Pitch Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-54
17-10.5 Main Strut, Intermediate Strut, Shaft, Stern Tube, Rotating Couplings,
Rope Guard, and Fairwaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-57
17-10.6 Skeg with Fill and Drain Plugs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-63
17-10.7 Seawater Discharge Openings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-64
17-10.8 Seawater Suctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-64
17-10.9 Impressed Current Cathodic Protection (ICCP) Anode.. . . . . . . . . . . . . . . . . 17-10-65
17-10.10 Bilge Keel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-67
17-10.11 Scoop Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-69
17-10.12 Transducer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-71
17-10.13 Rodmeter.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-72
LIST OF TABLES
Table Page
17-10.1 General Hull Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-2

17-10.2 Checklist of Major Hull Componemts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10-19
CVN 68 Class Inspection Procedures 17-10-iii

S0600-AA-PRO-170
17-10-iv CVN 68 Class Inspection Procedures

S0600-AA-PRO-170
CHAPTER 17
SECTION 10 CVN 68 NIMITZ CLASS

AIRCRAFT CARRIER
17-10.1 INTRODUCTION. CVN 68 Nimitz Class Aircraft Carrier. Figure
17-10.2 is derived from class arrangement
17-10.1.1 This section of the Underwater drawings. These figures are also useful in
Ship Husbandry Manual contains inspection locating the coordinates of components requir-
procedures for the CVN 68 Nimitz Class Air- ing Level 2 inspections. Figures of the individ-
craft Carrier. It consists of a general introduc- ual components appear throughout the Level
tion to the CVN 68 Class, a description of the 2 inspection procedures.
major hull components found on this ship, a 17-10.1.3 Diving activities may photocopy
set of Level 1 inspection procedures, and a set Table 17-10.2 and use it to record data during
of Level 2 inspection procedures. inspections. Upon completion of the inspec-
17-10.1.2 Table 17-10.1 contains a general
standard Divers Underwater Hull Inspection
hull description of the CVN 68 Class. Table
Data Form, NAVSEA 4730/3 (NSN 0116-LF-
17-10.2 (found at the end of the Level 1
047-3029). Figures found in the Level 2
inspection procedures) contains a checklist of
inspection procedures section of this chapter
all ship systems covered by these inspection
procedures. Item numbers in this table corre-
spond to the hull system numbers in Figure
17-10.1 and are arranged in order to facilitate
a typical diver inspection of all components:
Inspection Data Form upon completion of the
stern area, port side, bow, and starboard side.
inspection.
Figure 17-10.1, CVN 68 Class Plan and Pro-
file, and Figure 17-10.2, CVN 68 Class Run- 17-10.1.4 Ships of this class were con-
ning Gear, are located after Table 17-10.2 structed over a number of years and system
and provide points of reference for the proce- changes may have occurred, therefore individ-
dures described in this section. These figures ual hull systems may not be identically
augment the typical ship drawings and can be located. For this reason, it is recommended
used as a quick reference by diving personnel. that the Dive Supervisor also refer to a Dock-
Figure 17-10.1 is derived from NAVSEA Draw- ing Plan for the individual ship being
ing 845-4365935, Rev. L, Docking Plan for the inspected.
CVN 68 Class Inspection Procedures - Introduction 17-10-1

S0600-AA-PRO-170
Length between
1040 feet
Perpendiculars:
Beam: 134 feet
Frame Spacing: 48 inches
Rudders: Port and starboard, semi-balanced
Propellers: Four, 5-bladed, fixed-pitch
Dunce Cap: One-piece
Class Problems: None noted
17-10.2 DESCRIPTION OF MAJOR HULL exposing bare metal will result in corrosion
COMPONENTS. and deterioration of the metal. As the age of
the coating increases, the antifouling coating
17-10.2.1 Hull Coating. may become less effective in preventing bio-
logical fouling and could easily become dam-
17-10.2.1.1 The underwater hull coating sys- aged if the biological fouling is allowed to
tem is applied to the hull, shaft, and append- reach a destructive level. Even the smallest
ages (i.e., rudder, struts, bearing housing, amount of biological fouling can drastically
rope guard, fairwaters, rotating coupling, stern impact the ships operational capabilities and
tube and skeg). The coating system is com- could eventually destroy the anticorrosion
prised of two types of coatings: an anticorro- coating system.
sion coating and an antifouling coating. The
anticorrosion coating is applied on the majority 17-10.2.1.3 References.
of metal components to provide the primary
protection from corrosion and deterioration of a. NAVSEA S9086-CQ-STM-010/CH081,
the surfaces. The antifouling coating is applied Waterborne Underwater Hull Cleaning
over the anticorrosion coating and is directly of Navy Ships
applied to nonmetallic components (e.g., the
glass-reinforced shaft coating). The antifouling b. NAVSEA S9086-VD-STM-010/CH631,
coating is designed to protect the underwater Preservation of Ships in Service
systems from biological fouling.
17-10.2.1.2 Multiple coats of anticorrosive 17-10.2.2 Rudders.
and antifouling coatings are applied to the hull.
Each coat is a different color except for the 17-10.2.2.1 The rudders are rectangular,
boot top area where all coats are black. Use a hydrodynamically shaped metal blades
divers light to help accurately identify the located aft of the propellers and used to steer
color of the exposed coating for both large hull the ship. Rudders on large ships are hollow
areas and areas of damage. This will allow structures that have been flushed with a pre-
accurate assessment of the remaining life of servative and then dried. Rudders on this
the coating system. The hull coating system class ship have three 1 1/2-inch copper-nickel
can easily become damaged from impact with (Cu-Ni) pipe drain plugs on the bottom: one
underwater objects or collisions and ground- located 42 inches from the after edge, one
ings. Typical damage is minor abrasion to the located bottom center, and one located 20
antifouling coating, exposing the anticorrosion inches aft of the leading edge. Additionally,
coating and permitting biological fouling. More there are two 1 1/2-inch Cu-Ni pipe fill plugs in
severe abrasion of the anticorrosion coating the top: one located approximately 27 inches
17-10-2 CVN 68 Class Inspection Procedures - Introduction

S0600-AA-PRO-170
from the upper after edge and one located 17-10.2.3 Lifting Fittings.
approximately 20 inches from the forward
edge. The rudder is supported and positioned 17-10.2.3.1 Lifting fittings are sections of pipe
by a rotating rudder stock. The area where the bent into a U shape (or 180 returns) and
rudder stock enters the hull contains the rud- recessed into the hull. Lifting fittings or lifting
der bearings, seals, and gland ring. A rudder tunnels provide convenient rigging attach-
post gland ring supports the rudder packing ment points for handling the rudder and pro-
where the stock enters the hull. peller. There are 14 lifting fittings installed on
this class ship, two for each outboard propeller
17-10.2.2.2 Ships in this class have two semi-
and five for each inboard (aft) propeller and
balanced rudders. The semi-balanced rudder
rudder.
is of one-piece construction. The rudder
moves around a skeg and fairing arrangement 17-10.2.3.2 Location. Each outboard propel-
welded to the hull which provides support to ler has one lifting fitting at frame 227, 48 feet
the rudder post. This is also known as the 11 inches from the centerline, and one at
horn. There is approximately a 2 1/2-inch frame 229, 49 feet 3 inches from the center-
clearance between the rudder and the line. Each inboard propeller has a lifting fitting
skeg/fairwater (horn) structure. at frame 245, 22 feet 1 inch from centerline.
Each rudder has two lifting fittings at frame
17-10.2.2.3 While underway, rudders are
255: 21 feet 6 inches and 28 feet 6 inches
subject to severe loading, high flow, and tur-
from the centerline, and two at frame 247: 21
bulence as well as to possible damage from
feet 11 inches and 31 feet 3 inches from the
contact with underwater objects. Previous
centerline.
repairs (such as clad welding or installation of
doubler plates) that have been painted may
cause a rough-textured surface on the rudder,
making inspection for damage difficult. While
a. NAVSEA DWG CVN 68-203-4323822,
inspecting the rudder surface, the primary indi-
Rev. D, Shell Fittings for Lifting Propel-
cation of new deterioration or damage is poor
lers and Rudders
or missing paint. Bare metal or corrosion dam-
age may be present. Report any such find-
17-10.2.4 Propellers.
ings.
17-10.2.2.4 As a result of impact damage, 17-10.2.4.1 CVN 68 Class ships are pro-
bearing wear, or improper installation, the rud- pelled by four 21-foot diameter, fixed-pitch
der may drop down from the hull. One of the propellers. The blades are an integral part of
main aspects of a rudder inspection is the the hub and their position relative to the hub
measurement to determine if the rudder has cannot be changed. There is a propeller cap
dropped. The ships Engineering Officer com- or dunce cap attached to the after end of the
pares the current measurements with previous propeller. It serves to fair the flow of water off
measurements. A change in the measure- the propeller and to protect the aft end of the
ments indicates that the rudder has dropped. tail shaft. The two-piece fairwater is installed
between the hub and dunce cap and screwed
17-10.2.2.5 Location. Both rudders are
on, with each screw staked in a minimum of
located 25 feet off the centerline, port and
two places. The propeller hub and cap are
starboard, beginning at frame 255 and ending
filled with preservative.
at frame 249.
17-10.2.4.2 Starboard propellers are right-
17-10.2.2.6 References. hand and turn clockwise (when viewed from
astern). The blades are numbered in the coun-
a. NAVSEA DWG CVN 68-119-2649338, terclockwise direction, starting with the first
Rev. K, Rudder and Rudder Stock blade adjacent to the lifting eye plug.

S0600-AA-PRO-170
17-10.2.4.3 Port propellers are left-hand and streamline these parts to eliminate abrupt
turn counterclockwise (when viewed from changes in water flow. The design clearance
astern). The blades are numbered in the from the shaft is 1/2 inch. The fairwaters are
clockwise direction, starting with the first blade made up of two halves constructed of steel
adjacent to the lifting eye plug. and are welded to the bearing housing. Each
fairwater half is equipped with four 2 1/2-inch
17-10.2.4.4 Location. The inboard propel-
water circulation holes. Each fairwater half
lers are located at frame 246, 22 feet 0 inches
also has a 5/8-11 UNC lifting eye bolt hole
off the centerline, port and starboard. The out-
plug. The plugs are flush with the fairwater half
board propellers are located at frame 227 1/2,
and secured by staking in two places.
49 feet 0 inches off the centerline, port and
starboard. 17-10.2.5.3 Location. The inboard main
struts are located at frame 244, forward of the
17-10.2.4.5 References. inboard propellers. The outboard main struts
are located at frame 225 1/2, forward of the
a. NAVSEA S9086 HP STM 010/CH 245, outboard propellers.
Propellers
b. NAVSEA S9245 AR TSM 010/PROP,
Technical Manual for Marine Propeller a. N A V S E A D W G C V A N 6 8 - 1 1 9 -
Inspection, Repair and Certification 2649205, Rev. AG, Shaft Struts Main
Outboard
water Ship Husbandry Manual, Chap- b. N A V S E A D W G C V A N 6 8 1 1 9 -
ter 3, Propellers 2649205, Rev. AG, Shaft Struts Main
Inboard
d. NAVSEA CVAN 68-203-4325159, Rev.
A, Propeller, 5 Blade c. N A V S E A D W G C V A N 6 8 2 0 3 -
4325158, Rev. L, Fairwaters, Rope
17-10.2.5 Main Bearing Housing and Struts. Guards and Rotating Coupling Covers
17-10.2.5.1 Immediately forward of the pro- 17-10.2.6 Rope Guards.

peller is the main strut. The main strut consists
of two columns extending down from the hull 17-10.2.6.1 Rope guards are circular plates
forming a V shape that attaches to the bear- fitted between the propeller hub and the ends
ing housing and supports the shaft. The struts of the main strut bearings. They are stream-
are subjected to severe dynamic loading while lined in shape to eliminate abrupt changes in
the ship is underway. They are also subject to water flow and they protect the rotating shaft
corrosion, vibration damage, and damage from becoming fouled by wire, rope, or other
from rope and wire or other foreign material. material. The design clearance between the
At the top of the bearing housing are two 3/4- propeller hub and the rope guard is 1/2 inch.
10 UNC fill and vent plugs located 4 inches The rope guards on ships of this class are
from each end, 7 1/2 inches inboard from the made up of two halves constructed of steel,
vertical centerline. These holes are used for which are welded to the bearing housing.
maintenance during dry-docking. Inspection Each rope guard half on this ship class is
includes a complete examination of the strut equipped with four 2 1/2-inch water circulation
surface, bearing housing, rope guard, and fair- holes.
waters.
17-10.2.6.2 Location. The rope guards are
17-10.2.5.2 The fairwaters attached to the located immediately forward of the propellers
forward main strut bearings are shaped to at frames 246 and 227.

S0600-AA-PRO-170
17-10.2.6.3 References. plete examination of the strut surface, bearing

housing, and fairwaters.
a. N A V S E A D W G C V A N 6 8 2 0 3 -
4325158, Rev. L, Fairwaters, Rope 17-10.2.8.2 The fairwaters attached to the
intermediate strut bearings are shaped to
Guards and Rotating Coupling Covers.
streamline these parts to eliminate abrupt
changes in water flow. The design clearance
17-10.2.7 Shafting.
from the shaft is 1/2 inch. The fairwaters are
made up of two halves constructed of steel,
17-10.2.7.1 The shafting transmits torque which are welded to the bearing housing.
from the main engine to the propeller and axial Each after fairwater half is equipped with four
thrust from the propeller to the hull. The sec- 2 1/2-inch water circulation holes. Each fair-
tion of shaft between the stern tube and inter- water half also has a 5/8-inch 11-UNC lifting
mediate strut is called the intermediate shaft. eye bolt hole plug. The plugs are flush with the
The section of shaft between the intermediate fairwater half and are secured by staking in
strut and the propeller is called the propeller two places. The forward fairwater is welded to
shaft. The shaft couplings are protected by the bearing housing and has an upward rake.
rotating coupling covers. A glass-reinforced This fairwater streamlines the water flow
plastic (fiberglass) coating covers the propeller between the rotating coupling and the bearing
and intermediate shafting. housing.
17-10.2.7.2 Location. The shafts extend 17-10.2.8.3 Location. The intermediate
from the reduction gears to the propellers and struts are located at frame 232 on the inboard
are exposed from frames 242 1/2 to 222 1/2 shafts and at frame 213 on the outboard
inboard and frames 224 to 204 outboard. shafts.

a. NAVSEA CVAN 68 119-2649204, Rev.
Y, Outboard Shaft Intermediate Strut
ter 13, Propulsion Shafting Coating
Repair
b. NAVSEA CVAN 68 119-2649206, Rev.
T, Inboard Shaft Intermediate Strut
b. N A V S E A D W G C V A N 6 8 2 0 3 -
4364808, Rev. R, Shafting Arrange-
ment c. N A V S E A D W G C V A N 6 8 2 0 3 -
17-10.2.8 Intermediate Bearing Housings Guards and Rotating Coupling Covers
and Struts.
17-10.2.9 Rotating Couplings.
17-10.2.8.1 The intermediate strut supports
the shaft midway between the main strut and 17-10.2.9.1 Rotating couplings are installed
the stern tube. They are also subject to corro- on both ends of the intermediate shafts. The
sion, vibration damage, and damage from couplings are covered by a tack-welded,
rope and wire or other foreign material. At the streamlined coupling cover to eliminate abrupt
top of the housing are two 3/4-inch fill and vent changes in water flow. Four IPS pipe plugs are
IPS pipe plugs located 4 inches from each installed: two 1-inch fill plugs located on either
end, 2 inches inboard from the vertical center side of the shaft flanges, one 1/2-inch vent
line. These holes are used for maintenance plug between the fill plugs, and a 5/8-inch 11-
during dry-docking. Inspection includes a com- UNC lifting eye plug in the center.

S0600-AA-PRO-170
17-10.2.9.2 Location. The rotating couplings plug is located on the starboard side, 6 inches
are located forward of the intermediate struts forward of the upper trailing edge at frame
at frames 231 and 212 and aft of the stern 230. The two drain plugs are located on the
tubes at frames 222 1/2 and 204. bottom skeg, 6 inches port/starboard of cen-
terline, at frame 228.
17-10.2.11.2 Location. The skeg extends
forward from frame 230 to 223.
a. N A V S E A D W G C V A N 6 8 2 0 3 -
Guards and Rotating Coupling Covers
a. NAVSEA S0600 AA PRO 020, Under-
ter 2, General Information and Safety
17-10.2.10.1 The free-flood area where the Precautions
shaft penetrates the hull is the stern tube. The
stern tube supports the shaft as it enters the
17-10.2.12 Overboard Discharge.
hull. It houses one or more shaft bearings. A
fairwater is installed between a rotating cou-
17-10.2.12.1 Overboard discharges are
pling and where the shaft enters the hull. The
round or oval openings used for discharging
stern tube fairwaters on this class ship are
seawater or other fluids from the ship. Over-
constructed of steel and are welded to the hull.
board discharges are not usually covered with
The design clearance between the fairwater
screens or gratings.
and the shaft and between the fairwater and
rotating coupling is 1 1/8 inch. The stern tube 17-10.2.12.2 Location. The overboard dis-
fairwaters on ships of this class are made up charges are located in various places on the
of two halves constructed of steel, which are hull.
welded to the bearing housing. Each fairwater
half is equipped with four 2 1/2-inch water cir- 17-10.2.12.3 References.
culation holes.
a. N A V S E A D W G C V A N 6 8 8 4 5 -
17-10.2.10.2 Location. The stern tubes ex-
4365935, Rev. K, Aircraft Carrier
tend from frame 222 to frame 217 1/2 on the
CVAN 68 Docking Drawing
inboard shafts and from frame 204 to frame
199 1/2 on the outboard shafts.
17-10.2.13 Sea Chests and Seawater Suc-
tion.
17-10.2.13.1 Seawater suctions are openings

a. NAVSEA DWG CVN 70 203-5005087,
Rev. B, Stern Tube and Strut Bearings
suctions located together at one hull opening
are called sea chests. On this class ship, sea
17-10.2.11 Skeg.
chests may also be called flood inlets. Suc-
tions and sea chests are covered with either
17-10.2.11.1 The skeg is a long narrow verti-
mesh screens, grates, or strainer bars to pre-
cal fin attached to the keel serving to assist
vent objects or foreign material from entering.
keeping the ship on course. It also protects the
keel, propellers, and rudders. The skeg is 17-10.2.13.2 Location. The seawater suc-
flushed with preservative and then drained tions and sea chests are located in various
and dried. It has three 1-inch plugs. The fill places on the hull.

S0600-AA-PRO-170
17-10.2.13.3 References. located on each side of the hull approx-

imately halfway between anode sites.
a. NAVSEA DWG CVAN 68 845-
4365935, Rev. K, Aircraft Carrier b. Anodes: ICCP anodes are constructed
CVAN 68 Docking Drawing of pairs of platinum-coated tantalum
rods mounted in an insulating glass-
reinforced polyester holder, which is
b. NAVSEA DWG CVAN 68 120-
bolted to the outside of the ships hull.
4364408, Rev. V, 28 Inch Sea Chest
The direct current produced by the
power supply is provided to the anode
17-10-2.14 Impressed Current Cathodic by a conductor through a stuffing tube.
Protection (ICCP) System. The current flows into the seawater
through the platinum surface of the tan-
17-10.2.14.1 T h e I m p r e s s e d C u r r e n t talum rods. The platinum surface of the
Cathodic Protection (ICCP) system uses anode corrodes very slowly, and the
ships power to provide galvanic corrosion pro- replacement period for anodes, unless
tection for the hull and all underwater append- p hy s i c a l l y d am ag e d, i s n o r m a l l y
ages. The system consists of two major hull- greater than 10 years. Two sizes of
mounted components: anodes are used on this class ship: 4
a. Reference Electrode (Reference Cell): amperes).
structed of a silver mesh screen that 17-10.2.14.2 A dielectric shield prevents
has been treated with silver chloride. It shorting of the anode current to the hull near
is mounted in a domed, 9-inch diame- the anode and aids in wider current distribu-
ter circular polyvinyl chloride holder tion. The dielectric shield is applied as a thick
that electrically isolates the reference coating around each anode. It consists of a
electrode from the hull. The reference high-solids epoxy with high dielectric strength.
electrode is secured to a base or sole It is applied with the hull coating system. The
plate by a pattern of screws. A series of dielectric shield changes thickness as one
holes in the reference electrode permit moves away from the anode. For this class of
passage of seawater at the hull, allow- ship, the 4-foot anode is surrounded by a
ing the controller to detect electrome- dielectric shield approximately 100 mils thick
chanical activity at the hull and out to a 7-foot by 10-foot area (inner shield).
measure the potential of the hull versus An additional dielectric shield (22 mils)
the reference electrode. The holes in extends out to 13 feet by 16 feet (outer shield).
the reference electrode must remain Eight-foot anodes are surrounded by a dielec-
open for it to function, and should never tric shield approximately 100 mils thick out to a
be covered by paint or epoxy. A stuffing 7-foot by 14-foot area (inner shield). Additional
tube is used to pass a cable from the dielectric shield (22 mils) extends out to 13
electrode to the controller. The control- feet by 20 feet (outer shield).
ler measures the potential of the hull
versus the reference electrode and sig- 17-10.2.14.3 Anodes that have excessive
nals a power supply to increase or output of protective current for prolonged peri-
decrease current output as required to ods will cause a failure of the hull coating in
reduce the potential difference the immediate area causing blisters, peeling
between the hull potential and the pre- or missing paint, and large areas of bare
set desired potential. Two reference metal. When the anode is active or energized,
electrodes are installed for each con- small bubbles are generated on the anode
troller. Reference electrodes are wires. The anode and the hull area above it
CVN 68 Class Inspection Procedures - Introduction Change B 17-10-7

S0600-AA-PRO-170
will be free of marine fouling. In addition, if the starboard sides. Bilge keels on this class ship
dielectric shield becomes damaged and the are of the V-shaped section type and are 48
system is working properly, a layer of calcium inches wide. The bilge keel is a hollow struc-
will be deposited over the exposed bare metal ture that has been flushed with a preservative
area. This calcium (calcareous deposits) may and then dried. The bilge keels in this class
be mistaken for deteriorated portions of the ship are internally divided into 15 compart-
coating system. Because calcareous deposits ments (voids). Each compartment has a
form an additional protective barrier to the hull fill/drain hole with a 3/4-inch STD pipe plug
they should not be removed. This condition, installed. The exact location of each of the 15
however, indicates a damaged coating and fill/drain plugs varies from ship to ship.
should be reported. Biological fouling is not
the same as calcareous deposits. 17-10.2.15.2 Location. The bilge keel
extends forward from frames 175 to 104, port
17-10.2.14.4 An anode that has been turned and starboard.
layer of marine fouling on the anode strip and 17-10.2.15.3 References.
17-10.2.14.5 Location. This class ship has a. N A V S E A D W G C V A N 6 8 1 0 0 -
eight 4-foot anodes and eight 8-foot anodes. 2649313, Rev. K, Bilge Keel
The port side 4 foot anodes are located at
frames 31, 67, 155, and 188. The port side 8- 17-10.2.16 Scoop Injections.
foot anodes are located at frames 88, 125,
219, and 239. The starboard side four-foot 17-10.2.16.1 Scoop injections are seawater
anodes are located at frames 31, 67, 155, and intakes that use the motion of the ship through
188. The starboard side 8-foot anodes are the water to provide cooling water to interior
located at frames 93, 125, 219, and 239. machinery. They are nearly rectangular open-
ings in the bottom of the hull. The motion of
17-10.2.14.6 References. the ship through the water forces water into
the opening. Typically, the openings are pro-
a. NAVSEA S9086-VF-STM-010/CH- tected with a series of 1 1/2-inch by 42-inch
633, Chapter 633, Cathodic Protec- bars welded to the opening to prevent foreign
tion material from entering the system. The bars
are normally referred to as splitter bars or
b. N A V S E A D W G D E 1 0 5 2 - 6 0 0 - grates. Ships in this class have two types of
4466754, Anode and Reference Elec- grates installed. On those ships with the origi-
trode for Impressed Current Cathodic nal configuration, the grates are welded on.
Protection System On those ships on which a SHIPALT was per-
formed, the grates are bolted on for diver
c. NAVSEA S0600-AA-PRO-190, Under- access.
ter 19, Cathodic Protection Systems 17-10.2.16.2 Location. Scoop injections are
located port and starboard, at frames 164 and
17-10.2.15 Bilge Keel. 112.
17-10.2.15.1 The bilge keel is a long narrow 17-10.2.16.3 References.

fin near or at the turn of the bilge in the middle
portion of the ship. It resists and decreases a. N A V S E A D W G C V A N 6 8 8 4 5 -
the magnitude of rolling of the ship. It extends 4365935, Rev. K, Aircraft Carrier
forward from frame 175 to frame 104, port and CVAN 68 Docking Drawing

S0600-AA-PRO-170
17-10.2.17 Transducer (Fathometer). opening in the hull through a sea valve for
maintenance. They are usually in the retracted
17-10.2.17.1 Transducers are transmitting (stowed) position and inaccessible to divers
and receiving heads for various kinds of while the ship is in port.
underwater acoustic signals. Transducer 17-10.2.18.2 With retractable rodmeters, pos-
heads are protected by Buna-N rubber covers sible problems include (but are not limited to):
that are bolted to the hull. This class ship has
one hull-mounted transducer. a. Ship unable to receive input from rod-
meter.
17-10.2.17.2 Location. The transducer is
located on the port side, at frame 74, 2 feet b. Ship unable to retract rodmeter.
17-10.2.18.3 Location. T h e r o d m e t e r i s
17-10.2.18 Rodmeter (Underwater Log). located on the port side, at frame 74, one foot
17-10.2.18.1 The rodmeter (also known as
the pit sword) is the part of the underwater log 17-10.2.18.4 References.
that projects from the ships hull. The under-
water log is a device for measuring the ships a. F24558 Rev. F, 2699744, Electromag-
speed through the water. Ships in this class netic Underwater Log. Electromagnetic
have a 72-inch retractable rodmeter. Retract- Underwater Log Sea Valve Outline and
able rodmeters can be retracted through an Installation Drawing.
CVN 68 Class Inspection Procedures - Introduction 17-10-9 (17-10-10 blank)

S0600-AA-PRO-170
17-10.3 LEVEL 1 INSPECTION PROCEDURES. intact), and missing antifouling or anticorrosive

paint. Report the color of exposed paint. A
17-10.3.1 Introduction. divers light is necessary to report color accu-
rately. Use sections of hull plate to estimate
17-10.3.1.1 This section contains Level 1 the condition of small areas: flat and curved
inspection procedures for the CVN 68 Class areas of plate, edges, welds, seams, rivets,
Aircraft Carrier. The Table 17-10.2 checklist and bolt heads. The Dive Supervisor main-
presents components in the order in which the tains a running log of the conditions and
diver would find them when making a stern records the FR and PDR for localized areas.
area, port side, bow, and starboard side This enables the Dive Supervisor to keep
inspection dive. Note that all hull openings track of the total estimate for each section of
included on the docking plan are listed in Fig- the hull. These values are then summarized,
ure 17-10.1 and Table 17-10.2. Depending on yielding the overall condition for each area:
the ships draft at the time of the inspection, bow, stern, flat bottom, and sides. Report the
some items may be above the waterline. The docking block areas separately from the flat
Dive Supervisor can refer to Figures 17-10.1 bottom and sides. For docking block areas,
and 17-10.2 and Table 17-10.2 (found at the report the average percent of block areas
end of these Level 1 procedures) to pinpoint painted and the percent of base metal with pit-
the exact location of a particular component. ting. Estimate the average diameter and depth
These tables and figures can be photocopied of pitting. For a heavily fouled section of hull,
and used to document the reported condition only the FR can be reported since little or no
of each component. In addition, the NAVSEA hull paint will be visible.
diver inspection data forms for the hull and 17-10.3.2.3 This inspection procedure alerts
propeller should be used to record the inspec-
tion results. These forms are included in Sec-
tion 5 of this chapter. Underwater color assist in summarizing the overall conditions.
photography should also be used to further
depict the damage described in the report and a. Inspect and report the FR.
in the forms.
b. Inspect and report the PDR. Report
17-10.3.2 Paint and Fouling Inspection. localized areas of pitting, blisters, peel-
NOTE
To accurately report the PDR and FR and PDR.
familiar with NSTM Chapter 081, 17-10.3.3 General Hull Plate Inspection.
Cleaning of Navy Ships. a. Carefully examine the hull plating. Look
17-10.3.2.1 One of the most important and large areas of pitting.
aspects of a Level 1 inspection is the assess-
ment of the Fouling Rating (FR) and the Paint
Deterioration Rating (PDR). Values for the FR
and the PDR may vary widely along the length
of a hull.
ent damage.
17-10.3.2.2 The diver should continuously
report the condition of the paint using standard c. Estimate and report the extent and
terms such as peeling, blistered (broken or location of any damage; report length
CVN 68 Class Inspection Procedures - Level 1 17-10-11

S0600-AA-PRO-170
of cracks and average pit diameter and holes (lower) plugs are present and
depth. have not backed out.
17-10.3.4 Lifting Fittings. e. Inspect the rudder lifting fittings for

cracked or corroded weld seams.
a. Inspect and report the FR. Inspect and report the FR and PDR.
b. Inspect and report the PDR. Report f. Sound the rudder and horn by using a
localized areas of pitting, blisters, peel- rubber or rawhide mallet.
c. Inspect for cracked or corroded weld the rudder has flooded. Begin
seams. sounding near the uppermost part
of the rudder and continue down-
17-10.3.5 Rudder. ward to the lowest point.
a. Inspect the entire rudder and rudder NOTE

horn surface area for any cracked
welds or any marks, gouges, or Internal framing and stiffeners
scrapes that indicate the rudder sur- will change the sound. It is nec-
face may have made contact with an essary to sound the rudder and
underwater object. horn in different locations. A
hollow sound indicates the rud-
NOTE der or horn is not flooded, while
a dull sound indicates flooding.
the welds or if any welds are (2) If the rudder is found to contain
discovered that are excessively water, make the appropriate
corroded, thoroughly clean the report and arrangements for fol-
area with a wire brush and low-on dewatering and repair.
of damage. g. Inspect and report the FR and the
PDR.
b. Inspect the area between the rudder,
the rudder stock, the rudder skeg/fair- 17-10.3.6 Propeller.
water, and the hull for fouled wire, rope,
or foreign material. a. Inspect the propeller cap for damage or
cracks.
c. Measure the rudder clearance. With
the rudder amidships, take readings in b. Verify the presence of the fairing plate
two places. Measure the gap between halves and ensure that the fasteners
the lower leading edge of the fixed horn are staked at a minimum of two places.
and the top of the moveable rudder,
and also the gap between the lower c. Verify the presence of the 1-inch fill/lift-
trailing edge of the horn and top of the ing eye pipe plug and the 1/2-inch vent
moveable rudder. Design clearance is pipe plug; ensure that they are staked
2 1/2 inches. at a minimum of two places.
d. Verify that the two 1 1/2-inch fill holes d. Inspect the propeller hub for fouled
(upper) and the three 1 1/2-inch drain wire, rope, or foreign material. Fiber
17-10-12 CVN 68 Class Inspection Procedures - Level 1

S0600-AA-PRO-170
such as fish netting or manila line is 17-10.3.7 Rope Guard.

usually removed without difficulty. If
removal of the material will be exces- a. Verify that the rope guard is securely in
sively time consuming, make the place.
for follow-on removal. NOTE
e. Locate the 4 1/2-inch lifting eye plug in A missing rope guard is a seri-
the hub of the propeller. Verify that the ous casualty.
plug is in place staked at a minimum of
two places. Use this plug as the start- b. Inspect all welds for corrosion, dam-
ing point for numbering the blades. Fur- age, or cracks.
ther identify each propeller as inboard
or outboard, for example: Port Inboard NOTE
Blade #1.
f. Verify the presence of four 1/2 inch the welds or if any welds are
fill/drain pipe plugs located 180 apart discovered that are excessively
on the hub. The forward plugs are corroded, thoroughly clean the
located 1 5/8 inches from the hub edge area with a wire brush and
and the after plugs are 1 1/2 inches inspect to determine the extent
from the edge; ensure that the plugs of damage.
are flush and staked at a minimum of
two places. c. Inspect for the presence of fouled rope,
g. Inspect the propeller blade root areas
for cracks and cavitation damage. Cav- d. Verify that the 1/2-inch running clear-
itation damage can be identified by an ance between the rope guard and pro-
area of small pocked holes or a rough peller hub is uniform all around. Take
textured surface. clearance measurements at the 3, 6, 9,
h. Inspect the overall physical appear-
ance and FR of each blade, starting e. Verify the presence of the twenty-four
with blade number one. 5/8-11 UNC fasteners. Ensure that
they are staked at a minimum of two
(1) Inspect the leading and trailing places.
edges for nicks, curls, chips,
dents, flat spots, cracks, or other f. Ensure that the 12 evenly spaced
apparent damage. water circulation holes are clear of any
foreign material.
pressure (aft) face of each blade g. Inspect and report the FR and the PDR
for defects caused by cavitation. of the rope guard.
17-10.3.8 Main Bearing Housing and Struts.
all damage.
(4) Inspect and report the FR of the a. Inspect the strut columns and bearing
propeller. housing for corrosion damage and the

S0600-AA-PRO-170
presence of wire or other foreign mate- inspect to determine the extent

rial. of damage.
b. I n s p e c t t h e s t r u t c o l u m n s a t t h e d. Inspect and report the FR and the PDR

strut/hull interface and the bearing of the fairwaters.
housing for cracked welds.
17-10.3.10 Shafting.
NOTE
a. Inspect the full length of all accessible
glass-reinforced plastic (fiberglass)
covering.
area with a wire brush and (1) Inspect for evidence of deteriora-
inspect to determine the extent tion, loss of adhesion, or any
of damage. apparent physical damage. Loss
c. Inspect the top of the bearing housing characterized by one or more of
for the presence of the two fill/vent the following: loss of covering
plugs; ensure that they are flush and (total or partial), delaminations, or
staked at a minimum of two places. bare metal.
(2) Inspect for damage such as nicks

d. Inspect and report the FR and the PDR or cuts in the coating, missing
of the strut and bearing housings. covering, or loose covering. The
17-10.3.9 Main Bearing Housing Fairwater. stains indicating where rust has
leaked through near a cut, pin-
a. Verify the presence of fairwaters. hole, area of porosity, patch, joint,
or other flaw.
NOTE
NOTE
b. Verify that the 1/2-inch gap between
This is a serious problem.
the fairwater and the shaft is uniform all
around. Take measurements at the 3,
6, 9, and 12 oclock positions. b. If any of the above conditions exist,
c. Inspect all welds for corrosion damage arrangements for follow-on Level 2
inspection.
and cracks.
NOTE 17-10.3.11 Intermediate Bearing Housing

and Struts.
the welds or if any welds are a. Inspect the strut columns and bearing
discovered that are excessively housing for corrosion damage and the
corroded, thoroughly clean the presence of wire or other foreign mate-
area with a wire brush and rial.

S0600-AA-PRO-170
b. I n s p e c t t h e s t r u t c o l u m n s a t t h e discovered that are excessively

strut/hull interface and the bearing corroded, thoroughly clean the
housing for cracked welds. area with a wire brush and
NOTE of damage.
If any cracks are detected in e. Inspect and report the FR and PDR of
the welds or if any welds are the fairwaters.
corroded, thoroughly clean the 17-10.3.13 Rotating Coupling Covers.
inspect to determine the extent a. Inspect the rotating coupling covers.
of damage.
(1) Inspect for corrosion damage and
c. Inspect the top of the bearing housing cracked welds.
for the presence of the two top 15/16-
inch plugs; ensure that they are flush
NOTE
and staked at a minimum of two places.

d. Inspect and report the PR and the PDR
of the strut and bearing housing.
17-10.3.12 Intermediate Bearing Housing
Fairwaters.
of damage.
NOTE
b. Inspect each side of the coupling cover

for the presence of the two 1 inch fill
plugs and the 1/2-inch vent plug
between them; ensure that they are
a. Verify the presence of fairwaters.
places.
b. Verify that the 1/2-inch gap between
the after fairwater and the shaft is even
all around. Take measurements at the c. Inspect the center of the rotating cou-
3, 6, 9, and 12 oclock positions. pling cover for the presence of the 5/8-
inch lifting eye plug; ensure that it is
c. The forward fairwater is flared outward flush and staked at a minimum of two
from the rotating coupling. Verify an places.
even gap between the forward fairwa-
ter and rotating coupling. d. Inspect and report the FR and the PDR
of the rotating coupling covers.
d. Inspect all welds for corrosion damage
and cracks. 17-10.3.14 Stern Tube.
NOTE a. Inspect the stern tube fairwater.
If any cracks are detected in (1) Inspect for corrosion damage and
the welds or if any welds are cracked welds.

S0600-AA-PRO-170
NOTE
If any cracks are detected in CAUTION

discovered that are excessively Avoid disturbing the white cal-
corroded, thoroughly clean the cium buildup on the dielectric
area with a wire brush and shield that protects areas of
inspect to determine the extent bare metal from corrosion.
of damage.
a. Inspect the anode for damage, missing
or broken wires, and missing or dam-
(2) Verify that the 1 1/8-inch gap
aged platinum coating on the wires.
between the fairwater and the
shaft is uniform all around. Take
b. Inspect the dielectric shield for chips,
measurements at the 3, 6, 9, and
cracks, blisters, or missing epoxy.
12 oclock positions.
(3) Inspect to verify that the water cir- c. Inspect the hull coating in the area
culation holes are free of any for- around the anode for missing or peel-
eign material. ing paint or blisters. Inspect for calcare-
ous buildup.
PDR.
PDR.
17-10.3.15 Skeg.
17-10.3.17 Reference Electrode (Reference
a. Inspect the skeg for damage, corro- Cell).
sion, or cracked welds.
b. Inspect for loose or missing plugs. The culation holes, and loose or missing
skeg has one fill plug located at frame epoxy.
230, starboard, 6 inches forward of the
upper trailing edge and two drain plugs b. Inspect and report the FR.
located at frame 228, 6 inches from the
centerline, port and starboard. 17-10.3.18 Overboard Discharge.
c. Inspect and report the FR and PDR. a. Inspect for foreign material or corrosion
damage.
17-10.3.16 Impressed Current Cathodic
Protection (ICCP) Anode (4-Foot and 8- b. Inspect and report the FR and the
Foot Anode). PDR.
NOTE 17-10.3.19 Sea Chest, Seawater Suction,

and Flood Inlet.
indicates a non-functioning a. Inspect screens and grates for clogged
anode. holes and loose or missing fasteners.

S0600-AA-PRO-170
b. Inspect splitter bars for corrosion dam- b. If bolted on, inspect for the presence of
age, broken or missing bars, cracked all splitter bar fasteners.
c. Inspect all welds for cracks or corrosion
c. Inspect and report the FR and the damage.
PDR.
PDR.
17-10.3.22 Transducer (Fathometer).

a. Inspect the bilge keel for dents, cracks,
curled edges, missing plate, or other
a. Inspect sensor protective covers.
apparent damage.
(1) Inspect rubber/fiberglass covers
b. Inspect for foreign material and loose for delaminations, tears, cracks,
or missing plugs. Each of the 15 com- scrapes, or gouges.
partment has a fill/drain hole with a 3/4-
inch STD pipe plug installed. The exact b. Inspect for signs of structural failure or
location varies from ship to ship. damage caused by contact with under-
water objects.
damage.
and loose or missing fairing compound.
d. Inspect and report the FR and the d. Inspect and report the FR.
PDR.
17-10.3.21 Scoop Injection.
a. Inspect the hull opening to verify that it
a. Inspect for the presence of foreign is free of any obstruction.
material and for damaged or missing
bars. b. Inspect and report the FR.

Inspection Activity
Inspection Location
Inspection Date
Table 17-10.2 Checklist of Major Hull Components. (sheet 1 of 14)
Docking
Item
Plan Component System Served Location on Hull Size Conditions Found
No.
Ref. No.
1 Stern Area Paint and Fouling Transom - Frame 200
2 Stern Area General Hull Plate Transom - Frame 200
3 Rudder Control Surface and Rudder Frame 255-249 Stbd, 25 off CL

Horn, Stbd
3.c Plating, Welds
3.e Sound Rudder and Horn
3.f Rudder Lifting Fittings Frame 255 (2 ea.)
4 Propeller (5-Bladed), Stbd Inboard Frame 248-246 Stbd, 22 off CL 21 dia
4.a Hub Frame 247 Stbd, 22 off CL
4.a.1 Lifting Eye Plug 4 1/2 Plug
4.a.2 Fill and Drain Plugs 1/2 Plug

4.a.3 Propeller Cap
4.a.3.a Cover Plate and Fasteners
4.a.3.b Lifting Eye Plug 1 Plug
4.a.3.c Vent Plug 1/2 Plug
4.b Blades Frame 246 Stbd

4.c Propeller Lifting Fittings Frame 247 (2 ea.), Frame 245 (1
ea.)
5 Main Bearing Housing and Strut, Stbd Frame 246 Stbd

Inboard
5.a Rope Guard Frame 246 Stbd, 22 off CL
5.b Bearing Housing Frame 246-242 Stbd, 22 off CL
5.c Strut Frame 244 Stbd
5.d Fairwater Frame 242 Stbd, 22 off CL
CVN 68 Class Inspection Procedure - Level 1 17-10-19 (17-10-20 blank)

Inspection Activity
Inspection Location
Inspection Date Table 17-10.2 Checklist of Major Hull Components. (sheet 2 of 14)
Docking
Item
No.
Ref. No.
6 Propeller Shaft, Stbd Inboard Frame 242 1/2-233 Stbd, 22 off CL
7 Impressed Current Cathodic Protec- Frame 239 Stbd

8 Intermediate Bearing Housing and Frame 232 Stbd, 22 off CL

Strut, Stbd Inboard
8.a Aft Fairwater Frame 233 1/2 Stbd, 22 off CL
8.b Forward Fairwater Frame 231 Stbd, 22 off CL
8.c Rotating Coupling Frame 231 Stbd
9 Intermediate Shaft, Stbd Inboard Frame 230-222 1/2 Stbd
10 Stern Tube, Stbd Inboard Frame 222 1/2 Stbd
10.a Rotating Coupling
10.b Stern Tube Fairing
11 Skeg, Stbd Side and Bottom Frame 230-223 Stbd
11.a FR and PDR
11.b Plug, Skeg Fill Frame 230 Stbd, 6 Fwd Upper 1 Pipe Plug
Edge
11.c Plugs (2), Skeg Drain Frame 228 Stbd/Port, 6 off CL 1 Pipe Plug
11.d Keel Block Areas

12 Propeller (5-Bladed), Stbd Outboard Frame 229-227 1/2 Stbd, 49 off CL 21 dia
12.a Hub Frame 228-227 Stbd, 49 off CL
12.a.3 Propeller Cap

12.b Blades Frame 227 1/2 Stbd


Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
12.c Propeller Lifting Fittings Frame 229 (1 ea.), frame 227 (1

ea.)
13 Main Bearing Housing and Strut, Stbd Frame 227 Stbd

Outboard
13.a Rope Guard Frame 227 Stbd, 49 off CL
13.b Bearing Housing Frame 227-224 Stbd, 49 off CL
13.c Strut Frame 225 Stbd
13.d Fairwater Frame 224 Stbd, 49 off CL
14 Propeller Shaft, Stbd Outboard Frame 224-215 Stbd
15 Intermediate Bearing Housing and Frame 213 Stbd

Strut, Stbd Outboard
15.a Aft Fairwater Frame 214 Stbd
15.b Forward Fairwater Frame 212 Stbd
15.c Rotating Coupling Frame 212 Stbd
16 Intermediate Shaft, Stbd Outboard Frame 211-205 Stbd
17 Stern Tube, Stbd Outboard Frame 205 Stbd

19 134 Flood Inlet Void Tank Frame 209 Stbd, 44 4 off CL 14 dia
20 Reference Electrode (Reference Cell) Frame 206 Stbd
22 Rudder Control Surface and Rudder Frame 255-249 Port

Horn, Port

22.c Plating, Welds

22.e Sound Rudder and Horn

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
22.f Rudder Lifting Fittings Frame 255 (2 ea.)
23 Propeller (5-Bladed), Port Inboard Frame 248-246 Port, 22 off CL 21 dia

23.a Hub Frame 247 Port, 22 off CL
23.b Blades Frame 246 Port

ea.)
24 Main Bearing Housing and Strut, Port Frame 246 Port
Inboard
24.a Rope Guard Frame 246 Port, 22 off CL
24.b Bearing Housing Frame 246-242 Port, 22 off CL
24.c Strut Frame 244 Port
24.d Fairwater Frame 242 Port, 22 off CL
25 Propeller Shaft, Port Inboard Frame 242 1/2-233 Port, 22 off CL

26 Intermediate Bearing Housing and Frame 232 Port, 22 off CL
Strut, Port Inboard
26.a Aft Fairwater Frame 233 1/2 Port, 22 off CL
26.b Forward Fairwater Frame 231 Port, 22 off CL

26.c Rotating Coupling Frame 231 Port
27 Intermediate Shaft, Port Inboard Frame 230-222 1/2 Port
28 149 Overboard Discharge Sea Chest Discharge Frame 226 Port, 21 6 off CL 11 1/8 dia
29 Stern Tube, Port Inboard Frame 222 1/2 Port

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
30 Impressed Current Cathodic Protec- Frame 239 Port

31 Skeg, Port Side Frame 230-223 Port
31.a FR and PDR
32 150 Sea Chest (Suction) Frame 230-229 Port, 25 off CL 27 5/8 x 42 7/8
33 Propeller (5-Bladed), Port Outboard Frame 229-227 1/2 Port, 49 off CL 21 dia
33.a Hub Frame 228-227 Port, 49 off CL

33.b Blades Frame 227 1/2 Port

ea.)
34 Main Bearing Housing and Strut, Port

Outboard
34.a Rope Guard Frame 227 Port

34.b Bearing Housing Frame 227 Port, 49 off CL
34.c Strut Frame 227-224 Port, 49 off CL
34.d Fairwater Frame 225 Port

35 Propeller Shaft, Port Outboard Frame 224 Port, 49 off CL
36 Intermediate Bearing Housing and Frame 224-215 Port

Strut, Port Outboard
36.a Aft Fairwater Frame 213 Port
36.b Forward Fairwater Frame 214 Port

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
36.c Rotating Coupling Frame 212 Port
37 Intermediate Shaft, Port Outboard Frame 212 Port

38 Stern Tube, Port Outboard Frame 211-205 Port
38.a Rotating Coupling Frame 205 Port

40 133 Flood Inlet Void Tank Frame 209 Port, 44 8 off CL 14 dia
41 145 Sea Chest Frame 208 Port, 35 off CL 21 3/16 dia
42 184 Overboard Discharge Air Conditioning Plant #8 Frame 207 Port, 28 off CL 9 1/2 dia
44 185 Sea Chest Air Conditioning Plant #8 Frame 200 Port, 30 11 off CL 20 3/4 dia
46 Port Side General Hull Plate Frame 200-45
46.a Port Side Docking Block Area

and PDR
51 172 Overboard Discharge Overboard Eductor Discharge Shaft Alley Frame 191 Port, 62 5 off CL 11 5/8 dia
56 68 Overboard Discharge Auxiliary Seawater Circulation Frame 178 Port, 64 off CL 3 3/4 dia

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
57 46 Overboard Discharge Main Circulating Water Frame 176 Port, 22 6 off CL 67 x 46 3/8
58 45 Overboard Discharge Ships Service Generator/Coolant Generator Sea- Frame 175 Port, 1 9 off CL 16 1/2 dia
water
61 43 Seawater Suction Ships Service Generator/Coolant Generator Sea- Frame 173-172 Port, 11 10 off 37 1/4 x 30 1/2
water CL
62 42 Seawater Suction Distiller Plant Feed Pump #4 Frame 170 Port, 11 2 off CL 20 dia
63 41 Seawater Suction Main Circulating Water Frame 169-168 Port, 34 4 off CL 43 1/4 x 29 1/2
65 39 Scoop Injection Main Circulating Water Frame 166-163 Port, 22 10 off 10 8 x 44 1/4
CL
66 176 Overboard Discharge Catapults #1, #2, #3 and #4 Blow Down Frame 165 Port, 66 6 off CL 11 7/8 dia
67 161 Overboard Discharge Exhaust Relief Valve Escape Frame 165 Port, 66 8 off CL 18 1/2 dia
68 40 Overboard Discharge Distillery Plant #4 Brine and Aux. Circ. Water Frame 165 Port, 41 10 off CL 11 3/4 dia
73 38 Overboard Discharge Ships Service Air Conditioning and Auxiliary Frame 161 Port, 41 7 off CL 11 7/8 dia
Machinery Circulating Water
74 194 Overboard Discharge Steam Discharge Frame 160 Port, 66 2 off CL 8 3/4 dia
75 198 Overboard Discharge Frame 159 Port, 66 2 off CL 3 dia
77 191 Overboard Discharge Blow Down Frame 158 Port, 66 2 off CL 3 dia
78 189 Overboard Discharge Relief Discharge Frame 157 Port, 62 2 off CL 8 3/4 dia
80 201 Overboard Discharge Frame 156 Port, 66 2 off CL 3 3/4 dia

81 37 Seawater Suction Fire Pump #12 and Ships Service Air Conditioning Frame 155 Port, 34 7 off CL 32 1/2 x 21

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
82 Impressed Current Cathodic Protec- Frame 155 Port/Stbd

83 140 Overboard Discharge Blow Down Trunk Frame 155-153 Port, 65 6 off CL 7 6 x 60
84 36 Overboard Discharge Fresh Water Coolers Frame 154 Port, 44 1 off CL 7 5/8 dia
87 139 Overboard Discharge Blow Down Trunk Frame 151-149 Port, 66 off CL 7 6 x 60
88 34 Seawater Suction Fresh Water Coolers Frame 150-149 Port, 35 3 off CL 37 x 30 1/2
91 106 Flood Inlet Void Tank Frame 147 Port, 63 off CL 14 dia
92 168 Overboard Discharge Exhaust Relief Valve Escape Frame 139 Port, 67 off CL 2 5/16 dia
97 182 Sea Chest Frame 126 Port, 41 11 off CL 21 1/8 dia
99 33 Overboard Discharge Main Circulating Water Frame 125-123 Port, 26 1 off CL 63 x 47

101 31 Overboard Discharge Ships Service Generator/Coolant Generator Con- Frame 123 Port, 20 off CL 16 1/2 dia
denser Seawater
103 28 Overboard Discharge Air Conditioning Plant #5 Seawater Cooling Frame 122 Port, 41 3 off CL 9 3/8 dia
104 30 Seawater Suction Ships Service Generator/Coolant Generator Con- Frame 121-120 Port, 11 9 off CL 37 1/8 x 30 7/8
denser Seawater

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
107 29 Seawater Suction Distilling Plant #2 Frame 118 Port, 11 11 off CL 20 dia
108 27 Seawater Suction Air Conditioning Plant #5 Seawater Cooling Frame 118 Port, 41 4 off CL 26 dia
110 16 Seawater Suction Main Circulating Water Frame 117-116 Port, 37 5 off CL 42 x 29 1/2
111 24 Seawater Suction Fire Pump #10 Frame 114 Port, 7 10 off CL 20 dia
112 25 Scoop Injection Main Circulating Water Frame 114-111 Port, 26 off CL 9 8 x 43
113 26 Overboard Discharge Distilling Plant #2 Brine and Aux. Circulating Water Frame 113 Port, 42 1 off CL 11 3/4 dia
116 188 Overboard Discharge Relief Discharge Frame 108 Port, 63 9 off CL 8 3/4 dia
118 23 Seawater Suction Fire Pump #7 Frame 104 Port, 32 6 off CL 20 dia
119 200 Overboard Discharge Frame 104 Port, 63 7 off CL 3 3/4 dia
121 192 Overboard Discharge Steam Discharge Frame 103 Port, 62 10 off CL 8 3/4 dia
123 142 Overboard Discharge Blow Down Trunk Frame 103-101 Port, 61 4 off CL 7 6 x 60
125 21 Overboard Discharge Fresh Water Coolers Frame 101 Port, 38 off CL 16 3/8 dia
126 196 Overboard Discharge Blow Down Frame 100 Port, 62 9 off CL 3 dia
127 141 Overboard discharge Blow Down Trunk Frame 100-98 Port, 60 3 off CL 7 6 x 60
128 20 Seawater Suction Fresh Water Coolers Frame 98-97 Port, 32 7 off CL 41 x 27 1/2
130 190 Overboard Discharge Frame 96 Port, 60 1 off CL 3 dia



Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.

136 177 Overboard Discharge Catapults #1, #2, #3 and #4 Blow Down Frame 80 Port, 53 11 off CL 21 3/4 x 22 3/8
137 174 Overboard Discharge Catapults #1, #2, #3 and #4 Blow Down Frame 80 Port, 55 1 off CL 11 7/8 x 12 1/4
138 146 Transducer Fathometer Frame 74 Port, 2 5 off CL 11 dia
139 148 Sea Chest Frame 74 Port, 5 off CL 1 3/8 dia

140 147 Rodmeter Frame 74 Port, 1 off CL 7 1/4 dia
142 151 Overboard Discharge Overboard Eductor Discharge Pump Room #2 Frame 70 Port, 49 11 off CL 9 dia

147 187 Overboard Discharge Combination Overboard Discharge Frame 54 Port, 38 6 off CL 10 dia
149 4 Seawater Suction Air Condenser Pump and Diesel Generator Frame 52-51 Port, 13 11 off CL 32 1/2 x 21
150 Reference Electrode (Reference Cell) Frame 50 Port

152 Bow Paint and Fouling Frame 45 - Bow
153 Bow General Hull Plate Frame 45 - Bow

153.a Bow Keel Docking Block
Areas, FR and PDR
154 186 Overboard Discharge Main Drain Eductor Overboard Discharge Frame 17 Port, 11 7 off CL 10 dia


Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
157 1 Overboard Discharge Air Condenser Pump and Diesel Generator Frame 45 Stbd, 5 off CL 12 1/2 dia
Note: This completes the bow area for reporting FR and PDR value. Frames 45 and forward.
158 Stbd Side Paint and Fouling Frame 45-200
159 Stbd Side General Hull Plate Frame 45-200
161 169 Overboard Discharge Seawater Pump Emergency Diesel Gen. Frame 51 Stbd, 35 8 off CL 21 3/16 dia
162 2 Seawater Suction Air Condenser Pump and Diesel Generator Frame 52-51 Stbd, 8 6 off CL 32 1/2 x 21
163 170 Overboard Discharge Overboard Eductor Discharge Pump Frame 53 Stbd, 39 off CL 11 1/2 dia
164 3 Sea Chest Suction, Firemain Frame 53-52 Stbd, 4 10 off CL 32 1/2 x 21

169 75 Flood Inlet Void Tank Frame 70 Stbd, 44 off CL 14 dia
170 152 Overboard Discharge Overboard Eductor Discharge Pump Frame 70 Stbd, 49 11 off CL 9 dia
171 5 Sea Chest Suction, Firemain Frame 72-71 Stbd, 1 11 off CL 32 1/2 x 21
173 173 Overboard Discharge Catapults #1, #2, #3 and #4 Blow Down Frame 80 Stbd, 54 10 off CL 11 7/8 x 12 1/4
175 178 Overboard Discharge Catapults #1, #2, #3 and #4 Blow Down Frame 81 Stbd, 54 3 off CL 21 3/4 x 22 3/8
177 143 Overboard Discharge Blow Down Trunk Frame 90-86 Stbd, 56 6 off CL 15 10 x 60


Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
181 197 Overboard Discharge Blow Down Frame 97 Stbd, 60 8 off CL 3 dia

183 193 Overboard Discharge Steam Discharge Frame 99 Stbd, 60 8 off CL 8 3/4 dia
185 6 Seawater Suction Coolant Turbine Generator Frame 100-99 Stbd, 38 5 off CL 41 x 28
186 181 Sea Chest Frame 102 Stbd, 38 5 off CL 21 1/8 dia
187 7 Overboard Discharge Coolant Turbine Generator Frame 103 Stbd, 32 3 off CL 16 1/2 dia
191 9 Seawater Suction Coolant Turbine Generator Frame 108-107 Stbd, 28 off CL 37 x 31
192 156 Overboard Discharge Eductor Frame 109 Stbd, 65 off CL 10 7/16 dia
193 160 Overboard Discharge Exhaust Relief Valve Escape Frame 109 Stbd, 65 3 off CL 20 1/2 dia
194 10 Seawater Suction Fire Pump #8 and Auxiliary Circulating Water Frame 110-109 Stbd, 31 11 off CL 41 x 26
195 Reference Electrode (Reference Cell) Frame 110 Stbd
197 11 Overboard Discharge Distilling Plant #1 and Brine Frame 113 Stbd, 42 6 off CL 9 1/2 dia
198 12 Scoop Injection Main Circulating Water Frame 113-111 Stbd, 25 2 off CL 10 8 x 43
199 14 Seawater Suction Fire Pump #9 Frame 114 Stbd, 5 off CL 26 dia
200 13 Seawater Suction Main Circulating Water Frame 117-116 Stbd, 37 4 off CL 42 1/2 x 29 1/2
202 17 Overboard Discharge Ships Service Generator Condenser Seawater Frame 118 Stbd, 1 8 off CL 16 dia
203 15 Seawater Suction Distilling Plant Feed Pump #1 Frame 118 Stbd, 11 10 off CL 20 dia
204 18 Seawater Suction Ships Service Generator Condenser Seawater Frame 121-120 Stbd, 11 8 off CL 37 x 31

207 19 Overboard Discharge Main Circulating Water Frame 125-124 Stbd, 26 5 off CL 67 x 46 1/2

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
210 163 Overboard Discharge Exhaust Relief Valve Escape Frame 132 Stbd, 67 off CL 18 1/2 dia
214 153 Overboard Discharge Eductor Frame 146 Stbd, 66 9 off CL 10 1/2 dia
217 67 Seawater Suction Coolant Turbine Generator Frame 152-151 Stbd, 38 8 off CL 37 x 31
218 183 Sea Chest Frame 153 Stbd, 34 7 off CL 21 1/8 dia

223 65 Overboard Discharge Coolant Turbine Generator and Coolant Frame 156 Stbd, 31 2 off CL 16 1/2 dia
Turbine Generator
224 195 Overboard Discharge Steam Discharge Frame 156 Stbd, 66 1 off CL 8 3/4 dia
226 199 Overboard Discharge Blow Down Frame 159 Stbd, 66 2 off CL 3 dia
227 63 Seawater Suction Coolant Turbine Generator Frame 160-159 Stbd, 2410 off CL 41 x 28
229 64 Seawater Suction Auxiliary Machinery Circulating Water and Fire Frame 162-161 Stbd, 28 6 off 41 x 26
Pump #11 CL
230 62 Overboard Discharge Distilling Plant #3 Brine Frame 165 Stbd, 41 10 off CL 9 1/2 dia
231 61 Scoop Injection Main Circulating Water Frame 166-163 Stbd, 23 off CL 10 6 x 42 1/2
232 144 Overboard Discharge Blow Down Trunk Frame 167-163 Stbd, 63 10 off CL 15 10 x 60
233 138 Overboard Discharge Eductor Frame 167 Stbd, 65 5 off CL 11 1/2 dia

Inspection Activity
Inspection Location
Docking
Item
No.
Ref. No.
234 60 Seawater Suction Fire Pump #13 Frame 167 Stbd, 4 10 off CL 26 dia
236 59 Seawater Suction Main Circulating Water Frame 169-168 Stbd, 34 7 off CL 37 x 29
237 55 Seawater Suction Air Conditioning Plant #7 Seawater Cooling Frame 169 Stbd, 38 5 off CL 26 dia
238 58 Seawater Suction Distiller Plant Feed Pump #3 Frame 170 Stbd, 11 2 off CL 20 dia
239 57 Overboard Discharge Ships Service Generator/Condenser Seawater Frame 171 Stbd, 21 off CL 16 1/2 dia
240 53 Seawater Suction Ships Service Generator/Condenser Seawater Frame 173-172 Stbd, 11 9 off CL 37 x 30 3/4
243 54 Overboard Discharge Air Conditioning Plant #7 Seawater Cooling Frame 175 Stbd, 40 9 off CL 9 3/4 dia
244 52 Overboard Discharge Main Circulating Water Frame 176-175 Stbd, 22 3 off CL 66 1/2 x 47
247 51 Seawater Suction Air Conditioning Plant #3 and #4 Seawater Cooling Frame 182-181 Stbd, 64 off CL 32 1/2 x 21
249 49 Overboard Discharge Air Conditioning Plant #3 and #4 Seawater Cooling Frame 187 Stbd, 17 7 off CL 12 1/2 dia

251 50 Overboard Discharge Boiler Blow Frame 189 Stbd, 5 1 off CL 2 dia
252 48 Seawater Suction Fire Pump #14 and #15 Frame 189 Stbd, 15 off CL 26 dia
254 171 Overboard Discharge Overboard Eductor Discharge Shaft Alley Frame 191 Stbd, 62 5 off CL 11 5/8 dia
Note: This completes the starboard side for reporting FR and PDR value. Frames 45 to 200.

S0600-AA-PRO-170
CVN 68 Class Inspection Procedures - Level 1 Figure 17-10.1 CVN 68 Class Plan and Profile. 17-10-47 (17-10-48 blank)
S0600-AA-PRO-170
CVN 68 Class Inspection Procedures - Level 1 Figure 17-10.2 CVN 68 Class Running Gear. 17-10-49 (17-10-50 blank)
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17-10.4 LEVEL 2 INSPECTION PROCE- closest weld seams; torn or missing plate; and
DURES. condition of exposed stiffeners and framing.
17-10.4.1 Introduction. 17-10.4.2.2.3 Damage at or near the keel
must include a detailed inspection of the keel.
17-10.4.1.1 This section contains Level 2
inspection procedures for the CVN 68 Class
Aircraft Carrier. The procedures are presented 17-10.4.2.2.4 Example of Report. 10-foot
in the order in which the diver would find the by 35-foot damaged area running fore and aft,
components when making a stern-to-stem 15 feet outboard port of the keel beginning 38
swim. The Dive Supervisor can refer back to feet aft of the rodmeter. Damage begins with
Table 17-10.2 to pinpoint the exact location of an area of scraped paint, approximately 10
a particular component. feet long, and continues to a maximum plate
tion is to conduct a detailed inspection of the plate cracks, no suctions or discharges are
malfunctioning or damaged component. The located in the damaged area.
ther evaluation. For this reason, the diver must 17-10.4.2.3 Inspection Procedure.
make precise measurements and record the 17-10.4.2.3.1 Gross Damage Assessment.
exact coordinates of any discrepancies that
require further repair. The drawings in this a. Conduct a quick inspection of the dam-
chapter can be photocopied and marked to aged area and immediate surrounding
show the location and extent of damage. The area.
diver can also refer to the appropriate forms (1) Inspect the condition of the hull
for recording damage on certain types of sys- paint and locate the closest hull
tems. Underwater color video and/or photog- appendages and openings.
raphy should also be used to further depict the
damage described on the report and on the (2) If only paint damage has
forms. occurred, report the size and
location; if distorted, gouged, or
17-10.4.2 Hull Coating and Hull Plate. cracked metal is found, continue
17-10.4.2.1 The purpose of a Level 2 hull with the detailed inspection.
coating and hull plate inspection is to accu- (3) Measure extent of pitting: per-
rately assess the extent of known or sus- cent, diameter, and depth.
pected damage resulting from collision,
grounding, or other mishap. The inspection 17-10.4.2.3.2 Detailed Damage Inspection.
requires a detailed description (with measure- a. Thoroughly inspect all damaged areas:
ments) of the exact location and extent of all length, width, and orientation of all
damage. cracks, area of distorted or missing hull
presence of torn or bulging plate.
17-10.4.2.2.1 Report all areas, size, and location
of paint damage, areas of exposed metal, and
condition of surrounding paint. Use definable ref-
erence points such as suctions, discharges, bilge NOTE
keel, flat bottom, turn of the bilge, etc.
Damage at or near the keel is a
17-10.4.2.2.2 Hull plate damage must be de- serious casualty. Exact details
tailed in terms of the amount of distortion; ori- of the condition are required to
entation; size, length, and maximum width of determine the seaworthiness of
cracks or gouges; proximity and orientation of the hull.

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Figure 17-10.3. Semi-Balanced Rudder.
17-10.4.3 Rudder and Rudder Horn Fairwa- found in or near any clad welding,
ter. describe the location with respect to
17-10.4.3.1 Damage Description Require- weld bead, etc.).
ments.
17-10.4.3.1.1 Inspection of rudders requires a eter and depth of any pitting; also
detailed description (with measurements) of include both the maximum and aver-
the exact location and size of all corrosion, age pit size.
damage, and flaws. As a minimum, the
description must include: d. Area and location of corrosion or other
damage.
a. Distance and direction (port/star-
e. PDR and FR.
erence point (top/bottom/side/leading
edge).
17-10.4.3.1.2 Example of Report. P i t t i n g
on leading edge of port rudder, inboard side,
starting 30 inches from forward bottom, 6-inch
by 8-inch area. Maximum pit depth: 1/8-inch
seam information, include the direction
depth by 1/4-inch diameter. Average pit depth:
of the crack with respect to the weld
(perpendicular or parallel) and the
proximity of the crack to the weld (cen- 17-10.4.3.2 Inspection Procedure. See Fig-
ter of weld, base metal). If cracks are ure 17-10.3.

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a. Inspect the rudder stock area. NOTE

(1) Inspect the area between the rud- welds or if any welds are discov-
der and rudder horn, and around ered that are excessively cor-
the rudder stock for fouled wire, roded, thoroughly clean the area
rope, or other foreign material. with a wire brush and inspect to
(3) Verify that the two fill plugs (top)
and three drain plugs (bottom)
(1) Take the measurements between
are present and secure.
the lower leading edge of the
fixed rudder horn and the top of (4) Report the FR and the PDR.
the movable rudder and also
d. Sound the rudder and rudder horn.
between the lower trailing edge of
the rudder horn and the top of the (1) Using a rubber or rawhide mallet,
movable rudder. Design clear- rap on the rudder and horn sur-
ance measurement is 2 1/2 face to determine if the rudder
inches. has flooded. Begin sounding near
the uppermost part of the rudder
c. Inspect the rudder and rudder horn sur- and continue downward to the
face. lowest point.
(1) Determine the overall FR of the NOTE

rudder and rudder horn. If the FR Internal framing and stiffeners
is 40 or greater, inspect for clean will change the sound. It is neces-
areas which indicate areas of sary to sound the rudder and
recent damage from grounding or skeg fairwater in different loca-
contact with submerged objects. tions. A hollow sound indicates
If any such areas are found, thor- the rudder or horn is not flooded,
oughly inspect for cracks, dents, while a dull sound indicates flood-
or gouges. ing.
(2) Conduct a detailed inspection of (2) If the rudder or horn is found to
the rudder and rudder horn sur- contain water, conduct a detailed
face for any cracked welds, inspection to locate the source of
marks, gouges, or scrapes. flooding. Inspect all plugs for
Inspect for areas of bleeding rust tightness and inspect weld seams
and bare metal. Inspect the rud- for cracks. Make the appropriate
der horn to hull weld for cracks report and arrangements for fol-
and corrosion. low-on dewatering and repair.

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Figure 17-10.4. Fixed-Pitch Propeller.
17-10.4.4 Propeller. ments) of the exact location and size of any

damage, flaws, cracks, or cavitation erosion.
17-10.4.4.1 Damage Description Require- Cavitation erosion results from the rapid for-
ments. mation and collapse of water vapor bubbles
on the propeller surfaces while underway. This
17-10.4.4.1.1 The inspection of a propeller damage results in a porous, sponge-like, pit-
requires a detailed description (with measure- ted metal surface. Heavy localized concentra-

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tions of eroded areas should be interpreted as g. Blade tip. The outermost edge of the
cavitation erosion. blade.
17-10.4.4.1.5 It is important that the diver
accurately report the size and extent of any
operating conditions. Therefore, if cavitation
damage is found, inspect for the cause. The
sion, porosity, curls, bends, scrapes, cracks,
irregularity ahead of the eroded area can be a
nick, gouge, or other damage in the leading
length of any cracks.
edge or a leading edge radius that has been
improperly cleaned or finished, leaving flat 17-10.4.4.1.6 Example of Report.
spots or other unfairness. Blade #3, leading edge, 4 feet from blade tip,
1/8-inch deep by 1-inch long nick. Evidence of
17-10.4.4.1.3 Do not confuse cavitation ero-
cavitation erosion on the suction face, starting
8 inches in from the nick. Erosion damage
covers a 4-inch by 6-inch area.
coupled with fouling. Cavitation is uncommon
and is often characterized by a trace of worn 17-10.4.4.1.7 NAVSEA Form 4730/6 (NSN
away metal (area is clean) in the direction of 0116 LF 047 3035) Propeller Inspection Data
water flow. Porosity is often sharp-edged, should be used to record results.
not. 17-10.4.4.2 Inspection Procedure.
17-10.4.4.1.4 Damage location descriptions
use standard nomenclature. Following is a list
a. Conduct a quick inspection of all sur-
of common propeller terms:
faces.
a. Blade number. Both port and starboard
propeller blades are numbered counter (1) Make note of the overall FR and
to the direction of rotation, starting with look for areas of obvious damage
the first blade adjacent to the lifting eye (bends, cracks, curls, gouges,
plug. and nicks) that indicate the pro-
peller may require changing.
b. Pressure face. That portion of the
blade which faces aft.
c. Suction face. That portion of the blade
which faces forward.
d. Leading edge. The heavy, thick, more
forward end of the hub.
ties (nicks or flat spots, etc., in the
e. Trailing edge. The thinner, sharper por-
leading edge).
tion of blade closest to the aft end of
the hub. b. Inspect the propeller hub for fouled
f. Fillets. The area at the base of each Fiber such as fish netting or manila line
blade where the pressure and suction may be removed without difficulty. If
faces are blended into the hub contour. removal of the material will be exces-

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sively time consuming, make the blades. Further identify each pro-
appropriate report and arrangements peller as inboard or outboard, for
for follow-on removal. example: Port Inboard Blade #1.
(2) Verify the presence of four 1/2-
inch fill/drain pipe plug 180
degrees apart. The forward plugs
are located 1 5/8 inches from the
hub edge and the after plugs are
located 1 1/2 inches from the
17-10.4.4.2.2 Detailed Damage Inspection. edge; ensure that the plugs are
flush and staked at a minimum of
NOTE two places.
If the FR of the propeller is 40 (3) Inspect and report the FR of the

or greater, the propeller must propeller hub.
be cleaned prior to conducting d. Inspect the blades.
the detailed inspection unless
the decision is made that, due
NOTE
to obvious damage, the propel-
ler blades require replacement.
extent of damage as it is found.
a. Inspect the propeller cap for damage.
A running log of the inspection
must be maintained by the log
NOTE
keeper to ensure accuracy.
A missing fairing plate is con-

(1) Inspect the overall physical
sidered a serious casualty.
appearance and FR of each
b. Verify the presence of the 1-inch fill/lift-
faces, starting with blade number
ing eye pipe plug and the 1/2-inch vent
one.
pipe plug. Ensure that they are flush
and staked at a minimum of two places. (2) Inspect the tip, leading, and trail-
ing edges of each blade for nicks,
c. Inspect the entire surface of the propel- curls, chips, dents, flat spots,
ler hub. Inspect for cable marks, cracks, or other apparent dam-
scratches, cracks, curls, gouges, age. Cracks may be found in the
porosity, and cavitation erosion. Partic- edges and tips without any evi-
ular attention must be given to any dence of impact in the area. They
cracks to determine whether it is one can be caused by local vibration,
crack, or cracks that run completely stress corrosion cracking, or
around the hub. Record the exact loca- residual stresses in the blades.
tion, size, and orientation of any such They are considered serious
cracks. casualties.
(1) Locate the 4 1/2-inch lifting eye NOTE

plug in the hub of the propeller.
Verify that the plug is in place and Pay particular attention to
secure. Use this plug as the start- areas of the blade where
ing point for numbering the repairs have been made (areas

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of discoloration caused by fied by an area of small pocked

welding). Thoroughly inspect holes or a rough-textured surface.
these areas for the presence of
cracks. e. Record the overall FR of the propeller.
(3) Inspect the suction (forward) and f. If any discrepancies are found, make
pressure (aft) face of each blade the appropriate report and arrange-
for defects caused by cavitation. ments for follow-on cleaning and/or
Cavitation damage can be identi- repair.
Figure 17-10.5. Main Strut, Intermediate Strut, Shaft, Stern Tube, Rotating Couplings, Rope Guard,
and Fairwaters.
17-10.4.5 Main Propulsion Assembly (Main strut, shaft, stern tube, rotating coupling, rope
Strut, Intermediate Strut, Shaft, Stern Tube, guard, and stern tube requires a detailed
Rotating Couplings, Rope Guard, and Fair- description (with measurements) of the exact
waters). location and size of any damage or flaws. The
17-10.4.5.1 Damage Description Requirements. a. Location (port or starboard and inboard
or outboard) and distance and direction
17-10.4.5.1.1 General condition or damage (port/starboard/forward/aft) from an
assessment of the main strut, intermediate obvious reference.

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b. Length, maximum width, and orienta- cracked welds, corrosion, and

tion of all cracks. If the crack(s) is on or damage.
seam information: the direction of the NOTE
age pit size.
of damage.

(3) Verify the presence of the two fill
damage.
and vent plugs on the top of the
bearing housing located 4 inches
e. Exact location and size of all coating
from each end. Ensure that they
damage, tears, or delaminations on the
are flush and staked in at least
shaft.
two places.
17-10.4.5.1.2 Example of Report. Port, out- (4) Verify that the rope guard is
board shaft, 6 feet 9 inches forward of the present.
main strut fairwater, longitudinal gouge in
fiberglass coating 2 inches wide by 1 foot long, NOTE
bare metal showing; subsurface delamination
6 inches by 6 inches, centered on a rust stain,
located by sounding. A missing rope guard is a seri-
ous casualty.
(a) The CVN 68 Class has steel
a. Main strut assembly (struts, bearing rope guards which are welded
housing, rope guard, and fairwater). on. Inspect for any apparent
damage, cracked welds, or cor-
rosion and for the presence of
(1) Inspect the main strut columns
(inborad/outboard) and bearing
eign material. Inspect the eight
2 1/2-inch diameter water circu-
and the presence of wire or other
lation holes (four on each half)
foreign material.
to ensure that all are free of
(a) At best, the surface of the fouling and debris.
struts will be very rough due to
previous damage or repairs. (b) Use a divers light or diver-held
video equipment light to inspect
(b) Inspect for loose or missing the area between the propeller
epoxy. hub and the strut bearing hous-
ing. There is a 4-inch by 4 1/2-
(2) At the strut/hull interface, inspect inch inspection port on the top
the strut columns, doubler plates outboard side of each rope
and immediate area hull plate for guard.

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(c) Verify that there is a uniform ing housing, rope guard, and fair-
gap all around between the water.
propeller hub and the rope
b. Shaft.
guard by taking measurements
at the 3, 6, 9, and 12 oclock
positions. Design clearance is NOTE
1/2 inch.
Pay particular attention to the
detection of damage or breaks
(5) Verify that the fairwater is
present. The CVN 68 Class has in the covering in the area of
shaft nearest the fairwaters and
steel fairwaters that are welded to
rotating coupling. Propeller
the bearing housing.
shafts are covered with a hard
metal sleeve at all bearing
NOTE
areas. The shaft coating at the
sleeve ends are the most vul-
A missing fairwater is consid- nerable areas of the water-
ered a serious casualty. borne shafting. Therefore, give
special attention to the detec-
(a) Inspect the fairwater for tion of breaks in the covering or
cracked welds and loose or leakage in the joint (rust stains)
missing cover plates. in these critical areas.
NOTE (1) Inspect the full length of all acces-

sible glass-reinforced plastic
If any cracks are detected in (fiberglass) covering for evidence
the welds or if any welds are of deterioration, loss of adhesion,
discovered that are excessively or any apparent physical dam-
corroded, thoroughly clean the age.
inspect to determine the extent (2) Inspect for loss of covering, cuts,
of damage. tears, surface delaminations, and
other damage.
(b) Inspect the eight 2 1/2 inch (3) Inspect for rust stains indicating
diameter water circulation where corrosion has leaked
holes to ensure that all are free through the covering near a cut,
of fouling and debris. Verify that pinhole, area of porosity, patch,
the two 5/8-11 UNC lifting eye joint, or other flaw.
plugs are in place and secure.
(4) Inspect for internal separation of
(c) Verify that there is a uniform
metal shaft. Use a rubber or raw-
gap between the fairwater and
hide mallet to sound the covering
the shaft by taking clearance
at approximately 18-inch intervals
measurements at the 3, 6, 9,
Design clearance is 1/2 inch. (a) Rap the shaft in the 3, 6, 9, and
12 oclock positions while hold-
(6) Inspect and report the FR and the ing the palm of one hand
PDR of the main strut columns, against the covering on the
immediate hull plate area, bear- opposite side of the shaft. Con-

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tinue sounding the shaft around bearing housing at each end.

and along its entire length. Ensure they are flush and staked
at a minimum of two places.
NOTE
(4) Verify that the fairwaters are
present.
Discernible vibration, move-
ment of the covering, or an
NOTE
audible, hollow sound is evi-
dence of probable loose bond
and must be explored or further
examined. To determine the full
extent of the damaged area,
reduce the distance for sound- (a) This class of ship has steel fair-
ing the shaft from 18 inches to waters which are welded on.
4 inches. The important crite- Inspect for any apparent dam-
rion is to isolate and fully deter- age and for the presence of
mine the extent of the damaged fouled wire, rope, or other for-
or delaminated area. eign material.
(5) If discrepancies are found, mea- (b) Inspect the fairwater guards for
sure the exact location and size, cracked welds and loose or
then make the appropriate report missing cover plates.
and arrangements for follow-on
repair. NOTE
c. Intermediate strut assembly. If any cracks are detected in

(1) Inspect the intermediate strut col- discovered that are excessively
umns and bearing housing for corroded, thoroughly clean the
corrosion, damage, and the pres- area with a wire brush and
ence of wire or other foreign inspect to determine the extent
material. of damage.
(2) At the strut/hull interface, inspect
the strut columns, doubler plates, (c) Inspect the eight 2 1/2-inch
and immediate area hull plate for diameter water circulation
cracked welds, corrosion, and holes to ensure that all are free
damage. of fouling and debris. Verify that
the two 5/8-11 UNC lifting eye
NOTE plugs are in place and secure.
If any cracks are detected in (d) Verify that the gap between the
the welds or if any welds are after fairwater and the shaft is
discovered that are excessively uniform all around by taking
corroded, thoroughly clean the clearance measurements at the
area with a wire brush and 3, 6, 9, and 12 oclock posi-
inspect to determine the extent tions. Design clearance is 1/2
of damage. inch.
(3) Verify the presence of the two (e) Verify the presence of the two
15/16-inch plugs on the top of the 5/8-inch 11-UNC lifting eye bolt

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plugs; one on each fairwater they are flush and staked at a

half. Ensure that they are flush minimum of two places.
and staked at a minimum of
two places. (c) Verify the presence of the two
1/2-inch vent plugs; ensure
(f) Inspect the forward fairwater. they are flush and staked at a
This fairwater is flared outward minimum of two places.
from the rotating coupling. Ver-
ify that it is free of fouling and (d) Verify the presence of the 5/8-
debris. Verify that a uniform inch 11-UNC lifting eye bolt
gap exists between the fairwa- plug. Ensure that it is flush and
ter and the rotating coupling. staked at a minimum of two
places
(5) Inspect and report the FR and the
PDR of the intermediate strut col- (e) Inspect and report the FR and
umns, immediate hull plate area, the PDR of the rotating cou-
bearing housing, rope guard, and pling cover.
fairwater.
(2) If any discrepancies are found,
(6) If any discrepancies are found, make the appropriate report and
make the appropriate report and arrangements for follow-on
arrangements for follow-on repair.
repair.
(3) Continue the detailed inspection
d. Rotating couplings covers. of the shaft between the interme-
diate strut and stern tube.
(1) Inspect the two rotating coupling f. Stern tube and stern tube fairwater.
covers, one at the forward end of
the intermediate strut and one at (1) Verify that the stern tube fairwater
the aft end of the stern tube. is present.
(a) Inspect for corrosion damage,
NOTE
cracked welds, and loose or
missing cover plates.
NOTE
(a) This class of ship has fairwa-
If any cracks are detected in ters constructed of steel, which
the welds or if any welds are are welded on. Inspect for any
discovered that are excessively apparent damage and for the
corroded, thoroughly clean the presence of fouled wire, rope,
area with a wire brush and or other foreign material. Use a
inspect to determine the extent divers light or diver-held video
of damage. equipment light to inspect the
area by shining the light in the
(b) Verify the presence of the two four 2 1/2-inch water circulation
1-inch fill plugs; ensure that holes.

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(b) Inspect the fairwater guards for form all around by taking clear-
cracked welds. ance measurements at the 3, 6,
9, and 12 oclock positions.
NOTE Design clearance is 1 1/8 inch.
If any cracks are detected in (d) Inspect and report the FR and
the welds or if any welds are the PDR of the stern tube,
immediate hull plate area, and
fairwater.
of damage. (2) If any discrepancies are found,
(c) Verify that the gap between the arrangements for follow-on
fairwater and the shaft is uni- repair.

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17-10.4.6.1 Damage Description Require- a. Verify the presence of the fill plug
ments. (frame 230 starboard, 6 inches forward
of uppermost trailing edge) and ensure
17-10.4.6.1.1 Include the exact location and that it has not backed out.
b. Verify the presence of the two drain
plugs (frame 228, 6 inches port/star-
a. Distance and direction (port/starboard/for- board off centerline at the bottom of the
ward/aft) from an obvious reference. skeg) and ensure that they have not
b. Length, maximum width, and orienta- backed out.
c. Inspect the entire length of the skeg for
near a weld seam, include closest weld dents, cracks, curled edges, or other
apparent damage.
weld (center of the weld, or base NOTE
metal).
c. Total area affected, including the diam- If any cracks are detected in
eter and depth of any pitting; also the welds or if any welds are
include both the maximum and aver- discovered that are excessively
age pit size. corroded, thoroughly clean the
d. Area and location of corrosion or other inspect to determine the extent
damage. For example: Weld crack, 1 of damage.

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17-10.4.7 Overboard Discharge. b. Inspect and report the FR and the

PDR.
damage. ments for follow-on repair.
17-10.4.8 Sea Chest, Seawater Suction, and b. Inspect strainer bars for corrosion dam-
Flood Inlet. age, broken or missing bars, cracked
a. Clean and inspect screens or grates for d. If any discrepancies are found, make
clogged holes and loose or missing the appropriate report and arrange-
fasteners. ments for follow-on repair.

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anode. epoxy.

(1) Inspect the anode for damage
ration of the dielectric shield.
and missing or broken wires and
missing or damaged platinum
coating on the wires. Count the
area around the anode for miss-
number of missing or broken
ing or peeling paint or blisters.
wires. Report the position of each
Inspect for calcareous buildup.
broken or missing wire relative to
Report the FR and the PDR.
(2) Inspect the bond between the 17-10.4.10 Impressed Current Cathodic
dielectric shield and the anode Protection (ICCP) Reference Electrode.
shield is evenly faired up to the
face of the anode and is not 17-10.4.10.1 Inspection Procedure.
cracked or chipped.

anode.
CAUTION
Potential damage to internal
cium buildup on the dielectric b. Inspect and report the FR.

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17-10.4.11 Bilge Keel. c. Total area affected, including the diam-

17-10.4.11.1 Damage Description Requirements. include both the maximum and aver-
age pit size.
17-10.4.11.1.1 Include exact location of all
damage or flaws. Description must include as
a minimum: d. Area and location of corrosion or other
damage. For example: Port bilge keel,
a. D i s t a n c e a n d d i r e c t i o n ( p o r t / s t a r -
1 foot long by 1/2 inch wide crack in
erence. weld between upper and lower plates
located 18 feet forward of after end.
tion of all cracks. If the crack(s) is on or 17-10.4.11.2 Inspection Procedure.
crack with respect to the weld (perpen- a. Inspect the bilge keel for dents, cracks,
dicular or parallel) and proximity to the curled edges, missing plate, or other
weld (center of the weld or base metal). apparent damage.

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NOTE for the end compartments, which are 3

frames in length) has a 3/4-inch pipe
If any cracks are detected in plug at the high point of the top plate
the welds or if any welds are and a 3/4 inch pipe plug at the low point
discovered that are excessively of the bottom plate.
corroded, thoroughly clean the c. Measure and record the location of any
area with a wire brush and damage.
of damage. d. Inspect and report the FR and the
PDR.
or missing plugs. Each of the 15 com- e. If any discrepancies are found, make
partments of the bilge keel (compart- the appropriate report and arrange-
ments are 5 frames in length, except ments for follow-on repair.

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Figure 17-10.11. Scoop Injection.
17-10.4.12 Scoop Injection. ments) of the exact location and extent of all
damage and flaws. As a minimum, the
17-10.4.12.1 Damage Description Requirements. description must include:
17-10.4.12.1.1 Inspection of scoop injections a. Length, maximum width, and orienta-
requires a detailed description (with measure- tion of all cracks, including closest weld

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seam information. Also include the (1) Record the number of missing or
direction of the crack with respect to loose fasteners.
the weld (perpendicular or parallel) and
the proximity to the weld (center of the b. Inspect all bar end welds for cracks or
weld or base metal). corrosion damage.
b. Total area affected, including the diameter
and depth of any pitting. Also include both c. Use a divers light or a diver held video
the maximum and average pit size. equipment light to inspect the interior of
the scoop injection.
c. Area and location of corrosion or any
other damage. For example: Pitting on d. Inspect and report the FR and the PDR
port side of grate #2, 18 inches aft of of the scoop, splitter bars, and immedi-
the forward end. Pitting covers 3-inch ate hull plate area.
by 11-inch area, maximum pit depth
3/8-inch by 1/2-inch diameter, average e. If any discrepancies are found, make
depth 1/4-inch by 1/4-inch diameter. the appropriate report and follow-on
arrangements for repair.
a. If the bars are bolted in place, verify the

presence and tightness of all fasteners.

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17-10.4.13 Transducer. 17-10.4.13.1.2 Example of Report. 1 inch

x 2 inch diagonal gouge on sensor cover,
17-10.4.13.1 Damage Description Require- maximum depth 1/16 inch located at the 8
ments. oclock position.
17-10.4.13.1.1 Inspection of transducers re- 17-10.4.13.2 Inspection Procedure.

quires a detailed description (with measure-
ments) of the exact location and extent of all a. Begin the inspection procedure by con-
damage and flaws. As a minimum, the de- ducting a quick inspection of the trans-
scription must include: ducer and the surrounding hull plate
area.
a. Length, maximum width, and orienta-
tion of all cracks or flaws in the sensor
(1) Make note of the FR and the PDR
cover.
of the immediate hull plate area
and look for areas of obvious
b. Total area affected, including the diam- damage or flaws.
eter and depth of any pitting. Also
include both the maximum and aver- b. Conduct a detailed inspection of the
age pit size. entire transducer assembly.

S0600-AA-PRO-170
(1) Using a greenie, gently scrub (4) Inspect for loose or missing fas-
light fouling off the sensor head teners and loose or missing fair-
and inspect the sensor protective ing compound.
covers.
(2) Inspect rubber covers for tears,
cracks, scrapes, or gouges.
(3) Inspect for signs of structural fail- ments for follow-on repair.
ure or damage caused by contact
with underwater objects.
17-10.4.14 Rodmeter. is unable to retract or deploy the rod-

17-10.4.14.1 Normally, divers will only be meter, inspect the hull opening and
called upon to inspect the rodmeter opening. verify that it is clear of barnacles, sea
Ships force personnel perform maintenance growth, or other foreign material.
and repairs on the rodmeter after retracting it
into the hull. However, divers may be called b. If ships force is unable to retract the rod-
upon to inspect the hull opening if the ship meter, inspect for a bent or broken unit.
reports damage to the rodmeter (scratches,
gouges, etc.) or is unable to either retract or c. If any discrepancies are found, make
deploy the rodmeter. the appropriate report and arrange-
a. If ships force reports damage to the

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S0600-AA-PRO-170

UNDERWATER SHIP HUSBANDRY MANUAL

Published by direction of Commander, Naval Sea Systems Command

LIST OF EFFECTIVE PAGES

Date of Original Pages is: 1 October 1996

Page No. Change No. Page No. Change No.

Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B 17-6-1 through 17-6-19 . . . . . . . . . . . . . . . . 0

LIST OF EFFECTIVE PAGES

Date of Original Pages is: 1 October 1996

Page No. . Change No.Page No.Change No.

LIST OF EFFECTIVE PAGES

Date of Original Pages is: 1 October 1996

Page No. Change No. Page No. Change No.

blank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 17-10-32 blank . . . . . . . . . . . . . . . . . . . . . . . 0

B 5-15-03 Add paragraph17-5.3.1g FSL

FLYLEAF-1 (FLYLEAF-2 BLANK)

From: Commander, Naval Sea Systems Command

Subj: UNDERWATER SHIP HUSBANDRY MANUAL, NAVSEA S0600-AA-PRO-170

17-5.3.1 Ordering Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-1

17-5.1 Diver Hull Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5-3

17-2.1 Tools Required and its Typical Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2-3

General Safety Precautions. shock injury. Because some types of equip-

Equipment in Motion. poses unique hazards to divers. A common

17-1.1 PURPOSE. 17-1.2.2 Level 1 inspections are stern-to-

17-1.4 MANUAL LAYOUT. 17-1.4.2.4 The Level 1 inspections and the

SECTION 2 PERSONNEL AND EQUIPMENT REQUIREMENTS

17-2.1 PERSONNEL REQUIREMENTS. ration Rating (PDR) in accordance with

Table 17-2.1. Tools Required and its Typical Use.

Helmet-mounted lights Illumination, hull coating inspection

Tool bag Carry tools

Hogging lines Navigation and positioning

Bear paw magnets Navigation and positioning

Greenie pads Cleaning of fouling

Wire brush Cleaning of corroded welds

Paint scraper Cleaning of severe fouling

Diver Underwater Color Television System

Rupert gauge Propeller surface roughness comparator

12 inch machinist ruler Measurement of damage

36 inch ruler Measurement of damage

6 inch inside calipers Measurement of fairwater/shaft clearance

8 inch Vernier calipers Measurement of damage

Yellow grease pencil Mark damage

Center punch and hammer Marking ends of cracks

Screwdrivers (various sizes) Verifying fastener security

Wrench set (7/16 - 2) Verifying fastener security

THIS PAGE INTENTIONALLY LEFT BLANK

Table 17-3.1 Measurement Tolerances.

Rudder Clearances 1/8 inch

Propeller Damage 1/32 inch

Shaft Coating Damage - < 1 ft2 1/8 inch

Cracks 1/16 inch

ICCP Dielectric Shield - Cracks 1/2 inch

17-3.4 TERMINOLOGY. 17-3.4.2 General.

SECTION 4 INSPECTION PROCESS

17-4.3 POST-INSPECTION. wide distribution, well beyond the normal

17-5.2 INSPECTION RESULTS. d. NAVSEA 4730/6 (NSN 0116-LF-047-

THIS PAGE INTENTIONALLY LEFT BLANK

D IVER H ULL IN SPECTIO N DATA