CHAPTER 571 UNDERWAY REPLENISHMENT - NAVY … material/NAVSEA S9086-TK-STM... · naval ships’...

NAVAL SHIPS’ TECHNICAL MANUAL

CHAPTER 571

UNDERWAY REPLENISHMENT

THIS CHAPTER SUPERSEDES CHAPTER 571 REVISION 2 DATED 31 DECEMBER 2000

DISTRIBUTION STATEMENT C: DISTRIBUTION AUTHORIZED TO GOVERNMENT AGEN-CIES AND THEIR CONTRACTORS; ADMINISTRATIVE AND OPERATIONAL USE (1AUGUST 1990). OTHER REQUESTS FOR THIS DOCUMENT WILL BE REFERRED TOTHE NAVAL SEA SYSTEMS COMMAND (SEA-03P8).

DESTRUCTION NOTICE: DESTROY BY ANY METHOD THAT WILL PREVENT DISCLO-SURE OF CONTENTS OR RECONSTRUCTION OF THE DOCUMENT.

S9086-TK-STM-010/CH-571R3REVISION 3

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PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND.

1 DEC 2001

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TABLE OF CONTENTS

Chapter/Paragraph Page

571 UNDERWAY REPLENISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-1

SECTION 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-1

571-1.1 PURPOSE AND SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-1

571-1.2 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-1

571-1.3 APPLICABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-3

571-1.4 BACKGROUND AND DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . 571-3571-1.4.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-3571-1.4.2 REPLENISHMENT-AT-SEA OR UNDERWAY REPLENISHMENT

(UNREP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-3571-1.4.3 CONNECTED REPLENISHMENT (CONREP).. . . . . . . . . . . . . . . . 571-3571-1.4.4 VERTICAL REPLENISHMENT (VERTREP).. . . . . . . . . . . . . . . . . 571-3

571-1.5 UNREP SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-3

571-1.6 UNREP STANDARDIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-4

SECTION 2. LIQUID CARGO TRANSFER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . 571-5

571-2.1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-5571-2.1.1 LIQUID CARGO TRANSFER STATION. . . . . . . . . . . . . . . . . . . . 571-5571-2.1.2 STANDARD TENSIONED REPLENISHMENT ALONGSIDE METHOD

(STREAM) TRANSFER RIG. . . . . . . . . . . . . . . . . . . . . . . . . 571-5

571-2.2 METHODS OF TRANSFER, ALONGSIDE. . . . . . . . . . . . . . . . . . . . . . . 571-5571-2.2.1 STREAM TRANSFER RIGS . . . . . . . . . . . . . . . . . . . . . . . . . . 571-5

571-2.2.1.1 General.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-5571-2.2.1.2 Spanwire Rigging.. . . . . . . . . . . . . . . . . . . . . . . . . . 571-5571-2.2.1.3 Saddle Whips.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-6571-2.2.1.4 Rig Variations.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-6

571-2.2.2 NON-STREAM TRANSFER RIGS. . . . . . . . . . . . . . . . . . . . . . . 571-7571-2.2.2.1 Non-STREAM Spanwire and Spanline.. . . . . . . . . . . . . . 571-7571-2.2.2.2 Non-STREAM Spanwire and Spanline Rig Variations.. . . . . . 571-8571-2.2.2.3 Close-In Fuel Rig.. . . . . . . . . . . . . . . . . . . . . . . . . . 571-8571-2.2.2.4 Close-In Fuel Rig Variations.. . . . . . . . . . . . . . . . . . . . 571-9

571-2.3 METHODS OF TRANSFER, ASTERN. . . . . . . . . . . . . . . . . . . . . . . . . 571-9571-2.3.1 The 2-1/2 Inch Astern Fuel Hose Rig.. . . . . . . . . . . . . . . . . . . . . . 571-9571-2.3.2 The 6-inch Astern Fuel Hose Rig.. . . . . . . . . . . . . . . . . . . . . . . . 571-9

571-2.4 LIQUID CARGO TRANSFER OVERVIEW . . . . . . . . . . . . . . . . . . . . . . 571-9571-2.4.1 Passing a STREAM Rig.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-9

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TABLE OF CONTENTS - Continued


571-2.4.2 OPERATING THE STREAM RIG.. . . . . . . . . . . . . . . . . . . . . . .571-11571-2.4.3 RETRIEVING THE STREAM RIG. . . . . . . . . . . . . . . . . . . . . . .571-11571-2.4.4 EMERGENCY BREAKAWAY. . . . . . . . . . . . . . . . . . . . . . . . . .571-11

SECTION 3. SOLID CARGO TRANSFER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . .571-12

571-3.1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-12571-3.1.1 SOLID CARGO TRANSFER STATION.. . . . . . . . . . . . . . . . . . . .571-12571-3.1.2 STANDARD TENSIONED REPLENISHMENT ALONGSIDE METHOD

(STREAM) SOLID CARGO TRANSFER RIG.. . . . . . . . . . . . . . .571-12

571-3.2 METHODS OF TRANSFER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-12571-3.2.1 STREAM TRANSFER RIGS.. . . . . . . . . . . . . . . . . . . . . . . . . .571-12

571-3.2.1.1 Highline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-13571-3.2.1.2 Inhaul and Outhaul.. . . . . . . . . . . . . . . . . . . . . . . . .571-13571-3.2.1.3 Transfer Head.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-13571-3.2.1.4 Rig Variations.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-13571-3.2.1.5 Consolidation Rigs.. . . . . . . . . . . . . . . . . . . . . . . . .571-13571-3.2.1.6 Heavy Lift STREAM.. . . . . . . . . . . . . . . . . . . . . . . .571-15571-3.2.1.7 STREAM Load Lowering Method.. . . . . . . . . . . . . . . .571-15571-3.2.1.8 Heavy Load Return (Cargo Drop Reel) with Threefold.. . . . . 571-17

571-3.2.2 NON-STREAM RIGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-18571-3.2.2.1 Burton Rigs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-18571-3.2.2.2 Fiber Rope Highline Rig.. . . . . . . . . . . . . . . . . . . . . .571-20

571-3.3 SOLID CARGO TRANSFER OVERVIEW. . . . . . . . . . . . . . . . . . . . . . .571-21571-3.3.1 STREAM WITH STAR RIG. . . . . . . . . . . . . . . . . . . . . . . . . . .571-21571-3.3.2 PREPARING THE RIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-22571-3.3.3 PASSING THE RIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-25571-3.3.4 OPERATING THE RIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-25571-3.3.5 RETRIEVING THE RIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-25571-3.3.6 EMERGENCY BREAKAWAY. . . . . . . . . . . . . . . . . . . . . . . . . .571-25

SECTION 4. EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-26

571-4.1 PURPOSE AND SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-26

571-4.2 WINCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-26571-4.2.1 WINCH TYPES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-26571-4.2.2. WINCH COMPONENT PARTS. . . . . . . . . . . . . . . . . . . . . . . . .571-27

571-4.2.2.1 Electric Motor.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-29571-4.2.2.2 Hydraulic Transmission.. . . . . . . . . . . . . . . . . . . . . . .571-29571-4.2.2.3 Service Brake.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-29571-4.2.2.4 Drum.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-29571-4.2.2.5 Jaw Clutches.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-29571-4.2.2.6 Ratchet and Pawl.. . . . . . . . . . . . . . . . . . . . . . . . . .571-30571-4.2.2.7 Drum Brake.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-30

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571-4.2.2.9 Air Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-30571-4.2.2.10 Wire Rope Spooling Systems.. . . . . . . . . . . . . . . . . . .571-30

571-4.3 ANTI-SLACK DEVICES (ASD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-30571-4.3.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-30571-4.3.2 ASD TYPES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-30

571-4.4 RAM TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-31571-4.4.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-31571-4.4.2 RAM PISTON AND CYLINDER ASSEMBLY. . . . . . . . . . . . . . . . .571-32571-4.4.3 FLOW CONTROL VALVE. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-32571-4.4.4 SHEAVE ASSEMBLIES.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-33571-4.4.5 ACCUMULATOR CYLINDER. . . . . . . . . . . . . . . . . . . . . . . . . .571-33571-4.4.6 FLUID STORAGE TANK.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-33

571-4.5 SLIDING BLOCK DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .571-35571-4.5.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-35571-4.5.2 SLIDING BLOCK DRIVE SYSTEM COMPONENT PARTS.. . . . . . . . 571-35

571-4.5.2.1 Transfer Head.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-35571-4.5.2.2 Wire Rope Sheaves.. . . . . . . . . . . . . . . . . . . . . . . . .571-35571-4.5.2.3 Trolley Support and Stowage Arms.. . . . . . . . . . . . . . . .571-35571-4.5.2.4 Sweep Brake.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-36571-4.5.2.5 Sliding Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-36571-4.5.2.6 Sliding Block Drive.. . . . . . . . . . . . . . . . . . . . . . . . .571-36571-4.5.2.7 Limit Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-36

571-4.6 SLIDING PADEYE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-37571-4.6.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-37571-4.6.2 SLIDING PADEYE TYPES.. . . . . . . . . . . . . . . . . . . . . . . . . . .571-37571-4.6.3 SLIDING PADEYE COMPONENT PARTS.. . . . . . . . . . . . . . . . . .571-38

571-4.6.3.1 Box Column.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.2 Carriage Assembly.. . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.3 Ball Screw Assembly.. . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.4 Electric Motor.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.5 Brake System.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.6 Limit Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.6.3.7 Manual Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38

571-4.7 PROBE FUELING SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.7.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-38571-4.7.2 PROBE FUELING SYSTEM TYPES.. . . . . . . . . . . . . . . . . . . . .571-38

571-4.7.2.1 Single Probe Fueling System.. . . . . . . . . . . . . . . . . . . .571-39571-4.7.2.2 Double Probe Fueling System.. . . . . . . . . . . . . . . . . . .571-39

571-4.8 CONTROL STATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-41571-4.8.1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-41571-4.8.2 NAVY STANDARD SPANWIRE and HIGHLINE WINCH CONTROLS. . 571-41

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571-4.8.3 FOURTH GENERATION SPANWIRE AND HIGHLINE WINCHCONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-44

571-4.8.4 NAVY STANDARD HAULING WINCH CONTROLS.. . . . . . . . . . . . 571-44571-4.8.5 FOURTH GENERATION HAULING WINCH CONTROLS.. . . . . . . . . 571-44571-4.8.6 SLIDING BLOCK CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . .571-44571-4.8.7 NAVY STANDARD 3-SPEED AND 2-SPEED SADDLE WINCH

CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-44571-4.8.8 NAVY STANDARD AUTOMATIC RAM CONTROL (ARC). . . . . . . . . 571-44571-4.8.9 RAM POSITION INDICATOR. . . . . . . . . . . . . . . . . . . . . . . . . .571-44

SECTION 5. TESTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-45

571-5.1 OVERVIEW OF TESTING REQUIREMENTS. . . . . . . . . . . . . . . . . . . . .571-45571-5.1.1 NEW INSTALLATION EQUIPMENT TESTING.. . . . . . . . . . . . . . .571-45571-5.1.2 SHIPBOARD TESTING AND INSPECTIONS.. . . . . . . . . . . . . . . .571-45571-5.1.3 POST-OVERHAUL EQUIPMENT TESTING.. . . . . . . . . . . . . . . . .571-45571-5.1.4 POST-OVERHAUL and REPAIR SHIPBOARD TESTING.. . . . . . . . . 571-45571-5.1.5 MODIFIED EQUIPMENT TESTING. . . . . . . . . . . . . . . . . . . . . .571-46571-5.1.6 TEST RECORDS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-46

571-5.2 EQUIPMENT AND RIGGING TEST REQUIREMENTS. . . . . . . . . . . . . . .571-46571-5.2.1 PRE-INSTALLATION INSPECTION. . . . . . . . . . . . . . . . . . . . . .571-46571-5.2.2 POST-INSTALLATION INSPECTION AND FUNCTIONAL TEST.. . . . . 571-46

571-5.2.2.1 General.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-46571-5.2.2.2 Electric-Hydraulic Winches.. . . . . . . . . . . . . . . . . . . .571-47571-5.2.2.3 Electric (Direct Drive) Drum and Gypsy Winches.. . . . . . . . 571-48571-5.2.2.4 Level Wind Device (Lead Angle Compensator).. . . . . . . . . 571-49571-5.2.2.5 Anti-Slack Device (ASD). . . . . . . . . . . . . . . . . . . . . .571-49571-5.2.2.6 Ram Tensioner.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-49571-5.2.2.7 Sliding Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-50571-5.2.2.8 Sliding Padeye.. . . . . . . . . . . . . . . . . . . . . . . . . . .571-51571-5.2.2.9 Cargo Drop Reel.. . . . . . . . . . . . . . . . . . . . . . . . . .571-51

571-5.2.3 STATIC LOAD TESTING.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-52571-5.2.3.1 Structural Integrity Test.. . . . . . . . . . . . . . . . . . . . . . .571-53571-5.2.3.2 Alongside Liquid Cargo Delivery.. . . . . . . . . . . . . . . . .571-53571-5.2.3.3 Astern Liquid Cargo Delivery.. . . . . . . . . . . . . . . . . . .571-54571-5.2.3.4 Alongside Liquid Cargo Receiving System.. . . . . . . . . . . . 571-55571-5.2.3.5 Astern Liquid Cargo Receiving System.. . . . . . . . . . . . . . 571-56571-5.2.3.6 Solid Cargo Delivery System.. . . . . . . . . . . . . . . . . . .571-56571-5.2.3.7 Solid Cargo Receiving System.. . . . . . . . . . . . . . . . . . .571-58571-5.2.3.8 Service Brake Tests.. . . . . . . . . . . . . . . . . . . . . . . . .571-59571-5.2.3.9 Drum Ratchet and Pawl Test.. . . . . . . . . . . . . . . . . . . .571-60

571-5.2.3.10 Winch Drum Band Brake Test.. . . . . . . . . . . . . . . . . . .571-60571-5.2.3.11 Hydrostatic Tests.. . . . . . . . . . . . . . . . . . . . . . . . . .571-60

571-5.2.4 NO-LOAD TESTS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-61571-5.2.4.1 Electric-Hydraulic Winches.. . . . . . . . . . . . . . . . . . . .571-61571-5.2.4.2 Electric (Direct Drive) Drum and Gypsy Winches.. . . . . . . . 571-62

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571-5.2.4.3 Level Wind Device (Lead Angle Compensator).. . . . . . . . . 571-62571-5.2.4.4 Anti-Slack Device.. . . . . . . . . . . . . . . . . . . . . . . . . .571-62571-5.2.4.5 Sliding Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-62571-5.2.4.6 Sliding Padeye.. . . . . . . . . . . . . . . . . . . . . . . . . . .571-63571-5.2.4.7 Miscellaneous Rigging.. . . . . . . . . . . . . . . . . . . . . . .571-63

571-5.2.5 DYNAMIC OVERLOAD TESTS.. . . . . . . . . . . . . . . . . . . . . . . .571-63571-5.2.5.1 Electric-Hydraulic Winches (Except Navy Standard Hauling). . . 571-64571-5.2.5.2 Electric-Hydraulic Navy Standard Hauling Winches.. . . . . . . 571-64571-5.2.5.3 Electric (Direct Drive) Drum and Gypsy Winches.. . . . . . . . 571-65571-5.2.5.4 Sliding Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-65571-5.2.5.5 Sliding Padeye.. . . . . . . . . . . . . . . . . . . . . . . . . . .571-66

571-5.2.6 DRUM OVERLOAD CLUTCH TEST.. . . . . . . . . . . . . . . . . . . . .571-66571-5.2.7 RATED LOAD TESTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-66

571-5.2.7.1 Electric-Hydraulic Winches.. . . . . . . . . . . . . . . . . . . .571-67571-5.2.7.2 Electric (Direct Drive) Drum and Gypsy Winches.. . . . . . . . 571-68571-5.2.7.3 Ram Tensioner.. . . . . . . . . . . . . . . . . . . . . . . . . . . .571-69571-5.2.7.4 Sliding Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-69571-5.2.7.5 Sliding Padeye.. . . . . . . . . . . . . . . . . . . . . . . . . . .571-69

571-5.2.8 SHUTDOWN PROCEDURES.. . . . . . . . . . . . . . . . . . . . . . . . .571-69

A. REFERENCE DRAWINGS FOR TEST INSTRUCTIONS OF NEWLYINSTALLED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

B. TEST REQUIREMENTS FOR MISCELLANEOUS NEW EQUIPMENT . . . . B-1

C. LIST OF APPLICABLE TECHNICAL REPAIR STANDARDS . . . . . . . . . . C-1

D TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS . . . . . D-1

E. TEST WIRE SETUP ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . E-1

F. TEST METHODS AND LOADS FOR SLIDING BLOCK DRIVES . . . . . . . F-1

G. ACCEPTED METHODS FOR STATIC LOAD TESTING . . . . . . . . . . . . . G-1

H. Technical Manual Deficiency/Evaluation Report(TMDER) . . . . . . . . . . . . . 0-0

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LIST OF TABLES

Table Title Page

571-D-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ELECTRIC-HYDRAULIC WINCHES . . . . . . . . . . . . . . . . . . . . . . . . D-2

571-E-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ELECTRIC (DIRECT DRIVE) DRUM/GYPSY WINCHES . . . . . . . . . . . . D-3

571-F-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,LEVEL WIND AND FLEET ANGLE COMPENSATOR . . . . . . . . . . . . . . D-4

571-G-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ANTI-SLACK DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-5

571-H-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,RAM TENSIONER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-6

571-I-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,CHAIN DRIVEN SLIDING BLOCK SYSTEM . . . . . . . . . . . . . . . . . . . D-7

571-J-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,PISTON DRIVEN SLIDING BLOCK SYSTEM . . . . . . . . . . . . . . . . . . . D-8

571-K-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,SLIDING PADEYES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-10

571-L-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ALONGSIDE LIQUID CARGO DELIVERY . . . . . . . . . . . . . . . . . . . . D-12

571-M-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ASTERN LIQUID CARGO DELIVERY . . . . . . . . . . . . . . . . . . . . . . . D-12

571-N-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ALONGSIDE LIQUID CARGO RECEIVING . . . . . . . . . . . . . . . . . . . . D-12

571-O-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ASTERN LIQUID CARGO RECEIVING . . . . . . . . . . . . . . . . . . . . . . D-13

571-P-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,SOLID CARGO DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-13

571-Q-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,SOLID CARGO RECEIVING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-13

571-R-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,MISCELLANEOUS RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-13

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LIST OF ILLUSTRATIONS

Figure Title Page

571-1-1. [......................... UNREP Rig Chart ...................]. . . . . . . . . . . . . . . . . . . . 571-2

571-2-1. Fuel STREAM Rig - Single Hose with Probe. . . . . . . . . . . . . . . . . . . . . . 571-6

571-2-2. Single Hose Fuel STREAM Rig with Probe. . . . . . . . . . . . . . . . . . . . . . . 571-7

571-2-3. Securing the Single Hose with Robb Coupling. . . . . . . . . . . . . . . . . . . . . 571-7

571-2-4. Double Hose Fuel STREAM Rig with Probe. . . . . . . . . . . . . . . . . . . . . . 571-7

571-2-5. Nontensioned Spanwire Fuel Rig (Single Hose with Robb Coupling). . . . . . . . . 571-8

571-2-6. Close-In Fuel Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-9

571-2-7. Astern Fuel Rig (Lay-On Deck). . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-10

571-3-1. Missile and Cargo STREAM Rig (All-Tensioned Wires). . . . . . . . . . . . . . . .571-13

571-3-2. STREAM with Hand-Tended Outhaul. . . . . . . . . . . . . . . . . . . . . . . . . .571-14

571-3-3. Typical Consolidations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-15

571-3-4. Sliding Padeye Receiving Station-Receiving the Load. . . . . . . . . . . . . . . . .571-17

571-3-5. Cargo Drop Reel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-18

571-3-6. Heavy Load Return Using Threefold. . . . . . . . . . . . . . . . . . . . . . . . . . .571-19

571-3-7. Basic Burton Configurations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-20

571-3-8. Personnel Transfer by Fiber Rope Highline. . . . . . . . . . . . . . . . . . . . . . .571-21

571-3-9. Preparation of SURF and STAR Latch Assembly. . . . . . . . . . . . . . . . . . . .571-22

571-3-10. STREAM with STAR-Cocking the Latches. . . . . . . . . . . . . . . . . . . . . . .571-23

571-3-11. STREAM with STAR- Rig Layout at the Delivery Station. . . . . . . . . . . . . . .571-24

571-4-1. Navy Standard Electric Winch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-27

571-4-2. Fourth Generation Electric-Hydraulic Winch. . . . . . . . . . . . . . . . . . . . . . .571-28

571-4-3. Navy Standard Electric-Hydraulic Winch. . . . . . . . . . . . . . . . . . . . . . . .571-29

571-4-4. Squeeze Sheave Type ASD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-31

571-4-5. Pressure Roller Type ASD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-32

571-4-6. Ram Tensioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-34

571-4-7. Sliding Block Drive System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-35

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LIST OF ILLUSTRATIONS - Continued

Figure Title Page

571-4-8. Sliding Padeye. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-37

571-4-9. Single Probe and Single Probe Receiver Assemblies. . . . . . . . . . . . . . . . . .571-40

571-4-10. Double Probe Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571-40

571-4-11. Double Probe and Double Probe Receiver Assemblies. . . . . . . . . . . . . . . . .571-41

571-4-12. Liquid Cargo STREAM Master Control Station. . . . . . . . . . . . . . . . . . . . .571-42

571-4-13. Solid Cargo STREAM Master Control Station. . . . . . . . . . . . . . . . . . . . .571-43

571-E-1. TEST WIRE SETUP ARRANGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . E-2

571-F-1. Sliding Block Drive Test Using Freestanding Kingpost. . . . . . . . . . . . . . . . . F-1

571-F-2. Sliding Block Drive Test Using M-Frame Kingpost. . . . . . . . . . . . . . . . . . . F-2

571-G-1. Safe Methods for Testing Unrep Stations. . . . . . . . . . . . . . . . . . . . . . . . G-2

571-G-2. Unsafe Methods for Testing Unrep Stations. . . . . . . . . . . . . . . . . . . . . . . G-3

571-G-3. Dynamometer with Separate Load Source. . . . . . . . . . . . . . . . . . . . . . . . G-4

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CHAPTER 571

UNDERWAY REPLENISHMENT

SECTION 1.

INTRODUCTION

571-1.1 PURPOSE AND SCOPE

571-1.1.1 This chapter provides an overview of the replenishment-at-sea systems and identifies the principleequipment and their use.

571-1.1.2 This chapter shall also provide general guidance information for the maintenance, overhaul andrepair and testing of underway replenishment equipment.

571-1.1.3 This chapter is restricted to equipment and procedures incidental to connected replenishment-at-seaoperations. Refer to the organizational chart,Figure 571-1-1.

571-1.2 INTERFACE

571-1.2.1 This chapter also addresses both liquid and solid cargo handling equipment. For supplemental infor-mation, the following NSTM chapters should be consulted:

a. NSTM Chapter 074, Volume I, Welding and Allied Processes

b. NSTM Chapter 100, Hull Structures

c. NSTM Chapter 300, Electric Plant-General

d. NSTM Chapter 302, Electric Motors and Controllers

e. NSTM Chapter 505, Piping Systems

f. NSTM Chapter 533, Potable Water Systems

g. NSTM Chapter 541, Ship Fuel and Fuel Systems

h. NSTM Chapter 542, Gasoline and JP-5 Fuel Systems

i. NSTM Chapter 551, Compressed Air Plants and Systems

j. NSTM Chapter 556, Hydraulic Equipment Power (Transmission and Control)

k. NSTM Chapter 572, Shipboard Stores and Provision Handling

l. NSTM Chapter 573, Booms

m. NSTM Chapter 589, Cranes

n. NSTM Chapter 613, Wire and Fiber Rope and Rigging

o. NSTM Chapter 700, Shipboard Ammunition Handling and Stowage

p. NSTM Chapter 772, Cargo and Weapons Elevators

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Figure 571-1-1. [......................... UNREP Rig Chart ...................]

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571-1.2.2 The following documents shall be consulted for more specific details on the various aspects ofreplenishment-at-sea:

a. COMNAVSURFPACINST 3180.2

b. COMNAVSURFLANTINST C9010.1

c. NAVSEA 0905-LP-487-2010,Underway Replenishment (UNREP) Station Capabilities Handbook

d. NAVSEA S9570-AD-CAT-010,Underway Replenishment Hardware and Equipment Manual

e. NAVSEA S6430-AE-TED-010,Technical Directive, Piping Devices, Flexible Hose Assemblies - Volume I

f. Naval Warfare Publication,Replenishment-at-SeaNWP 4–01.4 (NWP 4–01.4)

g. Not Used

h. Naval Warfare Publication,Shipboard Helicopter Operating ProceduresNWP3–04.1M (NWP 3–04.1M)

i. OPNAV Instruction 5100.2

571-1.3 APPLICABILITY

571-1.3.1 The general discussion of underway replenishment is applicable to all ships.

571-1.3.2 Specific information is presented for delivery ships utilizing Fourth Generation or Navy Standardequipment exclusively.

571-1.4 BACKGROUND AND DEFINITIONS

571-1.4.1 GENERAL. The objective of underway replenishment is to permit fleet units to remain at sea forprolonged periods, fully ready to carry out any assigned task. Units of the Combatants Logistic Force areequipped to replenish combatants underway with fuel, ammunition, provisions, stores, and spare parts to achievethis goal.

571-1.4.2 REPLENISHMENT-AT-SEA OR UNDERWAY REPLENISHMENT (UNREP). The transfer of liq-uid or solid cargo from one ship to another while underway.

571-1.4.3 CONNECTED REPLENISHMENT (CONREP). A transfer method that utilizes rigging connectedbetween two ships to transfer liquid or solid cargo between ships while underway.

571-1.4.4 VERTICAL REPLENISHMENT (VERTREP). A transfer method that utilizes helicopters to transfersolid cargo between ships while underway.

571-1.5 UNREP SAFETY

571-1.5.1 Every shipboard evolution requires dedicated attention to the safety equipment and proceduresestablished. Personnel assigned to the transfer station shall be thoroughly instructed on the safety precautions andshall review instructions immediately prior to each replenishment.

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571-1.5.2 Observe operational safety requirements of NWP 4–01.4, NWP 3–04.1M, OPNAVINSTR 5100.2and all equipment technical manuals.

571-1.6 UNREP STANDARDIZATION

571-1.6.1 Standardization in rigs and in their use assists ships in expeditious transfer of cargo. Although somedeviations from standard rigs may be necessary to conform with the design features of particular ships, thesedeviations should be kept to a minimum.

571-1.6.2 If a delivery ship must make major adjustments to her rigs in order to accommodate nonstandardinstallations on the receiving ship, transfer operations may be delayed. Should significant alterations be neces-sary, Type and Fleet Commanders shall be advised immediately so that corrective action may be taken. Suchchanges shall be incorporated into the ship’s plan.

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SECTION 2.

LIQUID CARGO TRANSFER SYSTEMS

571-2.1 DEFINITIONS

571-2.1.1 LIQUID CARGO TRANSFER STATION. A CONREP transfer station, which is a combination of adeck area and associated equipment, that provides a ship with the capability to receive or deliver liquid cargo(fuel oil, aviation fuel or potable water) by means of a hose or hoses suspended from the rigging while under-way.

571-2.1.2 STANDARD TENSIONED REPLENISHMENT ALONGSIDE METHOD (STREAM) TRANSFERRIG. A rig that provides transfer capability of liquid cargo by wire rope connected between two ships under-way, whereby the spanwire is automatically maintained within a constant tension range.

571-2.2 METHODS OF TRANSFER, ALONGSIDE

571-2.2.1 STREAM TRANSFER RIGS

NOTE

Methods of transfer are driven by rig availability and design characteristics ofboth the delivery and receiving ships. Sea conditions and draft of the receivingship can also affect rig selection.

571-2.2.1.1 General. The STREAM liquid cargo transfer rig is the preferred rig. STREAM allows ships to openout to a greater distance than is possible with other rigs, thereby minimizing the possibility of overtensioning thespanwire and offering improved personnel safety. SeeFigure 571-2-1.

NOTE

Automatic tensioned spanwire winches are used on aircraft carriers, andAMPHIBS. These winches will tension the single hose spanwire and are usedwith a 240/300 foot rig.

571-2.2.1.2 Spanwire Rigging. The spanwire (3/4 or 7/8 inch steel wire rope) is rigged from the spanwirewinch through a ram tensioner, Anti-Slack Device (ASD), and an outrigger to the receiving station. The spanwiresupports the weight of the fuel hose assembly by way of the hose saddle trolleys. The ram tensioner or the ten-sion spanwire winch regulates spanwire tension to maintain a proper catenary established to prevent dropping thehose into the water. Regulating spanwire tension also prevents the possibility of overstressing the wire.

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571-2.2.1.3 Saddle Whips. The wire saddle whips control the saddle position on the spanwire to maintainsmooth hose curvature as well as to retrieve the rig.

571-2.2.1.4 Rig Variations. The following rig variations are used for STREAM liquid cargo transfer:

a. Single Probe. This rig variation is the accepted standard for refueling all U.S. and NATO ships. The outboardend connection of the 7-inch hose assembly is a self latching male end coupling designed to automaticallyengage a receiver mounted on the receiving ship. SeeFigure 571-2-2.

b. Single Robb. This rig variation provides an alternative transfer means for U.S. ships not equipped with aprobe. The male end coupling on the fuel riser of the receiving ship and the female half on the 6- or 7-inchhose end are manually coupled. Fiber rope lines (riding lines) are rigged to the hose assembly to prevent ten-sion from developing in the hoses. SeeFigure 571-2-3.

c. Breakable Spool Coupling for NATO and SEATO Ships. This rig variation is an alternate to the standard probeconnection. The coupling is manually connected to the fuel riser on the receiving ship by tightening threehinged bolts to the A-end coupling half. This coupling half is deeply grooved to form a shear ring which willsever upon impact. In emergency situations, the coupling can be quickly separated from the fuel riser by strik-ing the A-end coupling half with a sledge hammer. Riding line rigging for the breakable spool coupling issimilar to the Robb arrangement discussed in paragraph571-2.2.1.4b, and illustrated inFigure 571-2-3.

d. Double Hose Combinations. Rig variations for STREAM liquid cargo transfer by double hose are as follows:

1 The double probe rig is used to transfer fuel from oilers to larger combatants (i.e., aircraft carriers,amphibious ships) or for consolidation between oilers or tankers. The hoses are stacked vertically, as shownin Figure 571-2-4, and rigged similarly to the single probe arrangement discussed in paragraph571-2.2.1.4a.

2 Various combinations of hose and connections listed for the single hose rig can be passed in a double hosearrangement. Consult NWP 4-01.4 for details.

3 The 7 inch over 2-1/2 inch hose arrangement may be utilized to transfer smaller quantities of another prod-uct while connected by probe STREAM.

Figure 571-2-1. Fuel STREAM Rig - Single Hose with Probe

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571-2.2.2 NON-STREAM TRANSFER RIGS

571-2.2.2.1 Non-STREAM Spanwire and Spanline. This rig is used on delivery ships that do not have equip-

Figure 571-2-2. Single Hose Fuel STREAM Rig with Probe

Figure 571-2-3. Securing the Single Hose with Robb Coupling

Figure 571-2-4. Double Hose Fuel STREAM Rig with Probe

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ment to maintain a constant tension spanwire. The rigging is the same as STREAM. The drawback to the rig isthat the winch operator must manually regulate the spanwire catenary in response to ship roll and separation. Thespanline is similar to the spanwire rig; however, a fiber rope is used to support a 2-1/2 inch fuel hose. SeeFigure571-2-5.

571-2.2.2.2 Non-STREAM Spanwire and Spanline Rig Variations. The following rig variations are used:

a. Spanwire Rig. This rig is used only in a single hose arrangement, with a probe, Robb, or breakable spool cou-pling.

b. Spanline Rig. This rig is used to support the 2-1/2 inch hose rig.

571-2.2.2.3 Close-In Fuel Rig. In this rig, the hose is supported by saddle whips leading from each of threehose saddles back to three saddle winches by way of blocks mounted on a high point located on the deliveryship. The overall hose length of the rig is approximately 240 feet. The saddle whips are either 1/2 or 3/4 inchwire rope or 3-1/2 inch circumference braided nylon. SeeFigure 571-2-6.

571-2.2.2.3.1 When fueling a ship larger than a destroyer, an additional line may be rigged from the outboardsaddle to a high point on the receiving ship. This line, referred to as the outer bight line, is either 4 inch circum-ference double braided polyester or braided nylon.

571-2.2.2.3.2 Two riding line fittings are used in the hose assembly to secure it to the receiving ship. Aretrieving line (3-1/2 inch braided nylon) is attached to the riding line fitting closest to the #1 saddle.

Figure 571-2-5. Nontensioned Spanwire Fuel Rig (Single Hose with Robb Coupling)

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571-2.2.2.4 Close-In Fuel Rig Variations. The acceptable rig hose end connections for the close-in rig are theRobb coupling and the breakable spool coupling.

571-2.3 METHODS OF TRANSFER, ASTERN

571-2.3.1 The 2-1/2 Inch Astern Fuel Hose Rig. This rig is used to support fueling operations to small craftthat can not receive by the spanline method or are better suited at the time to take fuel in an astern configura-tion due to towing operations. For details of passing, operating and retrieving the 2-1/2 inch astern fuel rig, con-sult NWP 4-01.4.

571-2.3.2 The 6-inch Astern Fuel Hose Rig. A 6 inch hose is passed off the stern and retrieved by the receiv-ing ship. The hose end connection is a slightly modified breakable spool coupling designed to float while tow-ing the hose. SeeFigure 571-2-7. For further details on passing, operating, and retrieving the 6 inch astern fuelrig, consult NWP 4-01.4.

571-2.4 LIQUID CARGO TRANSFER OVERVIEW

571-2.4.1 Passing a STREAM Rig. For simplicity, the following brief summary explaining the passing, oper-ating and retrieving of a STREAM rig is presented to provide insight to the sequence of the principal steps ofconnecting an alongside rig. For full detail or for non-STREAM rigs, consult NWP 4-01.4.

Figure 571-2-6. Close-In Fuel Rig

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571-2.4.1.1 The delivery ship passes a shot line to the receiving ship. A messenger line is attached to the shotline and is hauled over by the receiving ship either by hand or by winch. As an exception to this rule, the receiv-ing ship will pass the shot line if:

a. The restricted space of the receiving station presents a hazard.

b. Aircraft are parked on deck of receiving ship.

571-2.4.1.2 The spanwire and lead lines for the phone wires are attached to the messenger. When the messen-ger comes aboard the receiving ship, lead lines are disconnected, and the station phone line and phone/distanceline are hauled over by the receiving ship and delivery ship respectively.

571-2.4.1.3 The receiving ship continues to haul over the messenger until the spanwire is aboard. The span-wire is connected to a pelican hook, which is a quick acting latch. A fiber rope easing out line, secured to thebulkhead, is then passed through the spanwire end fitting and stopped off to a cleat on the bulkhead.

571-2.4.1.4 The messenger is then slackened, and word is passed to the delivery ship to tension the spanwire.For reference, the single hose rig spanwire tension is approximately 8,000 pounds; the double hose rig spanwiretension is approximately 15,500 pounds.

571-2.4.1.5 Once the spanwire is tensioned, the receiving ship continues to haul over the messenger, therebypulling the hose assembly across the spanwire while the delivery ship pays out the saddle whip wire ropes. Properram tensioner position is maintained either by the Automatic Ram Control (ARC) or manual control by the winchoperator.

571-2.4.1.6 The single probe is engaged manually into the receiver, and engagement is verified by the pop-upflag on the receiver. Should the probe accidentally unseat, the internal probe valve will automatically close toavoid spillage.

Figure 571-2-7. Astern Fuel Rig (Lay-On Deck)

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NOTE

The double probe is hauled in and mated by power (i.e., gypsy winch).

571-2.4.1.7 If a Robb or breakable spool rig is used, the end fitting is released from the messenger and theriding line is attached to the riding line fitting. The riding lines are hauled in and secured when the end connec-tion is coupled to the fuel riser.

571-2.4.1.8 The delivery ship sends over the messenger return line which is disconnected from the probe car-riage or the riding line fitting, as applicable, and is attached to the messenger. The messenger is then returned.

571-2.4.2 OPERATING THE STREAM RIG. The saddle winch operator positions and maintains all saddlesfor a smooth flow through the hoses. The retriever whip is slack to prevent any tension from developing on thehose end connection.

571-2.4.2.1 The outboard saddle is tended to keep the hose out of the water, to prevent kinking of the hose atthe receiver, and to prevent excess strain on the hose and stress wires.

571-2.4.3 RETRIEVING THE STREAM RIG. After fueling is complete, the delivery ship stops pumping andclears the hoses, then the receiving ship releases the probe, Robb or breakable spool.

571-2.4.3.1 The probe is tended out over the side by the remating line; the Robb or breakable spool is recon-nected to the trolley and is tended out by the riding line. The delivery ship hauls in the hose assembly.

571-2.4.3.2 After detensioning, the receiving ship then releases the spanwire end connection and tends thespanwire out over the side by the easing out line. The delivery ship retrieves the spanwire.

571-2.4.4 EMERGENCY BREAKAWAY. If in an emergency the two ships must separate, the fuel rigging mustbe quickly disconnected. Consult NWP 4-01.4 for procedures to execute an emergency breakaway.

571-2.4.4.1 Conditions warranting emergency breakaway include:

a. Either ship experiences engineering casualty.

b. Enemy contact is reported and endangers force.

c. Aircraft carrier must deploy or receive aircraft in an emergency.

d. Casualty of UNREP equipment, which could result in tightlining.

e. A rig parting, which could result in fouling of a screw.

f. Man overboard where a ship and lifeguard station on a helicopter designated for lifeguard duty are not avail-able.

g. Damage control casualty (i.e., fire, flooding).

h. Maneuvering situations to meet navigational or rules of the road requirements.

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SECTION 3.

SOLID CARGO TRANSFER SYSTEMS

571-3.1 DEFINITIONS

571-3.1.1 SOLID CARGO TRANSFER STATION. A connected replenishment transfer station which is acombination of a deck area and associated equipment that provides a ship with the capability to receive or deliversolid cargo, mail, personnel, containerized oil, and containerized water while underway.

571-3.1.2 STANDARD TENSIONED REPLENISHMENT ALONGSIDE METHOD (STREAM) SOLIDCARGO TRANSFER RIG. A rig that provides transfer capability of solid cargo by wire rope connectedbetween two ships underway, whereby the highline is automatically maintained within a constant tension range.

571-3.2 METHODS OF TRANSFER

NOTE

Methods are driven by rig availability and design characteristics of both thedelivery and receiving ships. Sea conditions and receiving ship draft can alsoaffect selection. Consult NWP 4-01.4 for allowable transfer loads versus seaconditions.

571-3.2.1 STREAM TRANSFER RIGS. The STREAM solid cargo transfer rig is the preferred rig. STREAMminimizes the possibility of overtensioning the lines passed between ships, and allows ships to maintain greaterseparation, thereby enhancing personnel and material safety. SeeFigure 571-3-1.

NOTE

To utilize cargo STREAM, the receiving ship shall have a receiving stationwhich has been statically tested to 50,000 pounds.

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571-3.2.1.1 Highline. The highline (1 inch wire rope) is rigged from the highline winch through the ram ten-sioner, an Anti-Slack Device (ASD), and transfer head to the receiving station. The tension in the highline, whichis applied by the ram tensioner, enables the highline to support the trolley and suspended load during the trans-fer. The inhaul and outhaul wire ropes move the trolley and suspended load along the tensioned highline. Theinhaul wire rope (3/4 inch) fairleads from the inhaul winch through the transfer head and is attached to the trol-ley. The outhaul wire rope (1/2 inch) is rigged from the outhaul winch through the ASD and a block on the king-post outrigger. It is then rigged to the receiving ship which fairleads the wire back toward the delivery shipthrough a Standard Underway Replenishment Fixture (SURF) and is attached to the trolley.

NOTICE: Only certified highline wire rope assemblies are authorized for use. Certified highlines are manu-factured for the supply system to NAVSEA Drawing 6574325, and are available under NSN 4010–01–309–7439.

571-3.2.1.2 Inhaul and Outhaul. Tension control winches control the inhaul and outhaul lines. They maintaintension in the wire rope between a minimum (1350-1500 pounds) and maximum (4500-5500 pounds) tensionvalue, as commanded. Increasing the tension in the outhaul moves the trolley toward the receiving ship; and con-versely increasing the tension in the inhaul moves the trolley toward the delivery ship. If both the inhaul and out-haul are at minimum tension, the trolley will tend to remain stationary at one position along the highline.

571-3.2.1.3 Transfer Head. The transfer head is a movable rigging point at the delivery station, which allowsloads to be attached or removed from the trolley, at the delivery station.

571-3.2.1.4 Rig Variations. The following rig variation is used for the STREAM solid cargo transfer rig:

a. Cargo STREAM with Hand Tended Outhaul. This rig is similar to the cargo STREAM rig, except that theouthaul is a hand tended from the receiving ship and the delivery ship’s inhaul is operated in speed mode. SeeFigure 571-3-2.

571-3.2.1.5 Consolidation Rigs. There are three possible rigs which can be used by two UNREP ships to con-solidate cargo. SeeFigure 571-3-3. These rigs are as follows:

Figure 571-3-1. Missile and Cargo STREAM Rig (All-Tensioned Wires)

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a. Standard Cargo STREAM Rig. This rig is described in paragraph571-3.2.1and illustrated inFigure 571-3-1.

b. Cargo STREAM with Receiving Ship Tensioned outhaul. The receiving ship’s inhaul is rigged through thesliding block, attached to the outhaul side of the trolley, and operated in tension mode.

c. Cargo STREAM with Receiving Ship Non-Tensioned Outhaul. The receiving ship’s inhaul is rigged throughthe sliding block, attached to the outhaul side of the trolley, and operated in speed mode. The delivery ship’sinhaul remains in tension, and the trolley is controlled by the receiving ship’s inhaul.

Figure 571-3-2. STREAM with Hand-Tended Outhaul

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571-3.2.1.6 Heavy Lift STREAM. Heavy lift loads weigh between 5,700 pounds and 10,000 pounds. Theseloads can be transferred to a sliding padeye by increasing ram tensioner air pressure to 2,250 pounds per squareinch gauge (psig) at a heavy lift STREAM station.

571-3.2.1.7 STREAM Load Lowering Method. For STREAM rigs, the wire rope fairleads to the load fromhigh points at the delivery and receiving stations. This ensures that the load will safely clear the deck and stayclear of the water during transfer. The delivery station keeps the highline tensioned throughout the transfer cycleto control the load. The load is raised from and lowered to the deck without detensioning the rig. The deliverystation raises and lowers the load by moving the transfer head up and down. One of the following three meth-ods are used at the receiving station to lower the load after transfer:

a. Sliding Padeye Method. The function of the sliding padeye at the receiving station is similar to that of thetransfer head at the delivery station. Use of the method permits rigging with increased speed and safety at decklevel, gives constant load control throughout the transfer cycle, and allows the receiving station to return heavyloads to the delivery station. The sliding padeye, which is attached to the highline, raises and lowers the loadwhile the rig remains tensioned. The padeye is lowered to bring the rig close to the deck so that the incom-ing load can be easily detached. Raising the padeye to the up position allows the trolley to be hauled back tothe delivery station and also allows the load to clear the deck. It should be noted that normally only a cargohook is required on the trolley when the STREAM rig is connected to a sliding padeye receiving station.However, some loads may require the use of a STREAM strongback. SeeFigure 571-3-4.

b. Cargo Drop Reel Method. The cargo drop reel is a device used to lower a load from a trolley on a tensioned

Figure 571-3-3. Typical Consolidations

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highline. Use of this transfer method does not provide the same degree of load control as the sliding padeye,but it does allow the load to be lowered under the control of the receiving station. The delivery station pro-vides the cargo drop reel and attaches it to the trolley. At the receiving station, the highline remains at a fixedheight above the deck and is attached to a fixed padeye, pendant or STREAM support leg. These attachmentpoints shall be designed and static tested to a minimum of 50,000 pounds. The MK II cargo drop reel has a5,700 pound load capacity. In addition, the cargo drop reel can be used to raise loads of less than 150 poundsfor return to the delivery ship. SeeFigure 571-3-5.

c. STREAM Rig Tension/Detension Method. For a STREAM rig attached to a fixed padeye, pendant or supportleg, this method is used to transfer or return loads greater than the capability of the cargo drop reel. Cargoreturn is accomplished by positioning the trolley over the return load, detensioning the highline, attaching theload to the trolley, retensioning the highline, and returning the load to the delivery ship. For further details onthis method, consult NWP 4-01.4. This is not a preferred rig.

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571-3.2.1.8 Heavy Load Return (Cargo Drop Reel) with Threefold. Loads in excess of 150 pounds but less than5,700 pounds can be returned by use of a threefold tackle provided by the delivery station. The delivery stationsends the SURF to the receiving station with the threefold shackled to the SURF’s padeye, and the trolley andcargo drop reel hook extended. The receiving station returns the load by attaching the cargo drop reel hook to theload and securing the threefold’s quick release hook to a shackle on the cargo drop reel hook. Line handlers atthe receiving station haul in on the threefold to lift the load as the cargo drop reel raises its hook. After the loadis raised, the threefold is released from the cargo drop reel hook. SeeFigure 571-3-6.

Figure 571-3-4. Sliding Padeye Receiving Station-Receiving the Load

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571-3.2.2 NON-STREAM RIGS. Both burton rigs and fiber rope highline rigs are non-STREAM rigs.

571-3.2.2.1 Burton Rigs. When burtoning, both the delivery and receiving stations provide a whip to supportthe load. The delivery station pays out its whip, and the receiving station hauls in its whip as they transfer theload. The rigging will depend on the size and weight of the load, ship separation, and on the equipment avail-able at the station. SeeFigure 571-3-7.

NOTE

For burton rigs, Fourth Generation hauling winches shall not be used. Further,Navy Standard hauling winches shall not be used with weak-link end fittings.

Figure 571-3-5. Cargo Drop Reel

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571-3.2.2.1.1 Maximum transfer load for single whip rigs is 6,000 pounds, and 12,000 pounds for double whiprigs. However, winch capacity and ship separation will affect transfer load.

571-3.2.2.1.2 All attachment points shall be statically tested in a system level rigging to 50,000 pounds.

Figure 571-3-6. Heavy Load Return Using Threefold

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571-3.2.2.2 Fiber Rope Highline Rig. This rig is used for the transfer of personnel, light freight, and mail. SeeFigure 571-3-8.

571-3.2.2.2.1 The highline is 4-inch circumference double braided polyester line, 350 feet in length. It spansacross to a padeye on the receiving ship from a high point block on the sending ship. The highline is hand-tendedby 25 men on the delivery ship to maintain tension.

571-3.2.2.2.2 The inhaul line is 3-inch circumference plaited polyester line and is hand tended by 10 men onthe delivery ship. The inhaul fairleads to a block near the highline block and is attached to the trolley.

571-3.2.2.2.3 The messenger leads the outhaul line across. The outhaul is 3-inch circumference plaited poly-ester line connected to the transfer trolley and is hand tended by 10 men on the receiving ship.

571-3.2.2.2.4 The highline may be tensioned by a gypsy winch when transferring light freight and mail, if thereceiving ship’s highline padeye has been statically tested to 30,000 pounds. The maximum safe transfer load is600 pounds.

Figure 571-3-7. Basic Burton Configurations

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571-3.3 SOLID CARGO TRANSFER OVERVIEW

NOTE

The details of passing, operating and returning a rig are thoroughly discussed inNWP 4-01.4. However, a brief summary for cargo STREAM with STAR is pre-sented herein.

571-3.3.1 STREAM WITH STAR RIG. STREAM with STAR (SURF, Traveling, Actuated Remotely) is thepreferred rig since it allows remote attachment and release of the SURF at the receiving station. It is also a pref-erable rig to STREAM with traveling SURF, when the receiving ship does not have a sliding padeye or riggingaccess platform near the attachment point.

Figure 571-3-8. Personnel Transfer by Fiber Rope Highline

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571-3.3.2 PREPARING THE RIG. The following outlines the procedures for preparing the STREAM withSTAR rig:

a. Position and lock trolley capture arms on the sliding block transfer head to support the STREAM trolley dur-ing connect-up.

b. Place the STREAM trolley in the capture arms.

c. Attach the inhaul to the STREAM trolley and reeve the highline through the trolley.

d. Install the cargo drop reel, cargo STREAM strongback, or cargo hook on the trolley.

e. Reeve the outhaul through the SURF and attach it to the trolley.

f. Assemble the STAR latch to the SURF and the STAR probe to the highline, as shown inFigure 571-3-9.

g. Cock both STAR latches by pushing the latches toward the SURF as shown inFigure 571-3-10.

h. Prepare STAR messenger as shown inFigure 571-3-11.

Figure 571-3-9. Preparation of SURF and STAR Latch Assembly

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Figure 571-3-10. STREAM with STAR-Cocking the Latches

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Figure 571-3-11. STREAM with STAR- Rig Layout at the Delivery Station

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571-3.3.3 PASSING THE RIG. The following outlines the procedures for passing the STREAM with STARrig:

a. The delivery ship sends the shot line attached to the STAR messenger. For the exceptions to passing a shotline refer to paragraph571-2.4.1.1.

b. The receiving ship hauls in the shot line and messenger, until the lead line for the bridge-to-bridge phone/dis-tance line comes aboard. The receiving ship then disconnects the lead line and moves it clear of the area. Thestation-to-station phone line is disconnected from the messenger, establishing communication between theships. Using the lead line messenger, the receiving ship then sends the bridge-to-bridge phone/distance line tothe delivery ship.

c. With the inhaul winch in tension mode, the STREAM transfer head is raised, and the highline is hauled overby messenger.

d. When the highline comes aboard, the pelican hook is attached to the long link on the pendant or padeye. Theeasing out line is passed through the pelican hook’s long link and is secured to the bulkhead.

e. The highline is then tensioned, and the SURF with STAR assembly is pulled across until it latches onto theSTAR probe attached to the pelican hook. The outhaul is then tensioned and the trolley capture arms aremoved to the stowage position and locked. Proper ram tensioner position is maintained either by the Auto-matic Ram Control (ARC) or manual control by the winch operator.

571-3.3.4 OPERATING THE RIG. The following outlines the procedures for operating the STREAM withSTAR rig:

a. The sliding block is lowered to pick up the load at the delivery station. With the load attached to the rig, theblock is raised while the winch operator increases inhaul tension to maintain the load on the transfer head.

b. After the sliding block is fully raised, the operator decreases the tension on the inhaul whip and increases thetension on the outhaul whip. The load is then transferred to the receiving station.

c. Operators at the receiving station will either lower the sliding padeye or release the brake on the cargo dropreel to lower the load.

571-3.3.5 RETRIEVING THE RIG. The following outlines the procedures for retrieving the STREAM withSTAR Rig:

a. The delivery ship retrieves the trolley until it makes contact (two-blocks) with the transfer head and the trol-ley capture arms are swung forward to the support position and locked. The outhaul is then switched fromtension to speed mode and slackened.

b. The STAR latch assembly is released, and the STAR/SURF is retrieved by the delivery ship.

c. The highline is detensioned at the delivery station. The receiving ship trips the pelican hook, releasing thehighline and disconnecting the station-to-station phone line.

d. The delivery ship retrieves the highline and the station-to-station phone line. The receiving ship retrieves thebridge-to-bridge phone/distance line.

571-3.3.6 EMERGENCY BREAKAWAY. For conditions warranting emergency breakaway, refer to paragraph571-2.4.1. For emergency breakaway procedures, consult NWP 4-01.4.

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SECTION 4.

EQUIPMENT

571-4.1 PURPOSE AND SCOPE

571-4.1.1 Section 2and Section 3presented the principal equipment and their function at the system level.This section discusses the principal equipment at the component level.

571-4.1.2 Selected equipment presented herein are based upon their level of complexity. Therefore, detaileddiscussions of all equipment utilized in CONREP operations is not practical.

571-4.2 WINCHES

NOTE

Only Fourth Generation and Navy Standard winches are addressed in this discus-sion.

571-4.2.1 WINCH TYPES. The following identifies the two types of winches:

a. Electric (Direct Drive) Winch. This winch is usually driven by a multi-speed electric motor coupled directlyto a fixed ratio gear box. Typically this winch is used for saddle whip or line tending applications. SeeFigure571-4-1.

b. Electric Hydraulic Winch. This winch is driven by an electric motor and utilizes a hydraulic transmission forsmooth, variable speed control. Typically this type of winch is used for spanwire, highline, cargo and inhauland outhaul applications. SeeFigure 571-4-2andFigure 571-4-3.

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571-4.2.2. WINCH COMPONENT PARTS. All UNREP winches consist of a rugged bedplate upon which aremounted a horizontal drum shaft, wire rope storage drums, reduction gear box, and an electric motor. MostUNREP winches use a hydraulic transmission between the electric motor and reduction gear box to obtain vari-able speed operation. All UNREP winches use a service (hydraulic or electric) brake. Most have a drum brakeand a ratchet and pawl for long term load holding. The winches may also include some or all of the followingcomponents:

a. Gypsy Head(s) for handling fiber or wire rope.

b. Wire Rope Spooling System to provide proper spooling of wire on the drum.

c. Spring Tower and Tension Tower to cushion the shock resulting from accidental impact of the trolley on thereceiving ship; and to provide a tension feedback signal to the electronics on the Fourth Generation haulingwinches.

Figure 571-4-1. Navy Standard Electric Winch

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Figure 571-4-2. Fourth Generation Electric-Hydraulic Winch

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571-4.2.2.1 Electric Motor. The electric motor provides a synchronous speed of 1,200 or 1,800 RPM input tothe Navy Standard or Fourth Generation transmission, respectively. The Navy Standard 3-speed and 2-speedsaddle winch uses a 3-speed motor. Gypsy winches use a synchronous 2-speed motor to obtain high and lowspeed operation of the winch.

571-4.2.2.2 Hydraulic Transmission. The hydraulic transmission contains a positive displacement pump andmotor, auxiliary pumps, and control valves which provide a smooth, flexible power drive system between thewinch electric motor and the reduction gear box to drive the winch drum. The winch operator uses the winchmaster control handle to control the transmission, which controls the direction of the rotation and speed of thedrum shaft. Input and feedback controls for the transmission are mechanical on the Navy Standard and electronicon the Fourth Generation transmissions.

571-4.2.2.3 Service Brake. The service brake is used to stop the winch drum and to hold a load when the winchis used in cargo operations. The brake also provides a positive lock on the high speed shaft of the gear reducerto prevent uncontrolled shaft movement when the winch control handle is at zero command. Service brakes areeither of the disc or drum type. All service brakes are spring set and electrically or hydraulically released. Thebrakes are also equipped with a manual release.

571-4.2.2.4 Drum. The drum is a weldment with a barrel diameter and a length and flange diameter designedto ensure that it will store rope of the size and length needed for the specific winch task. Where applicable, oneflange of the drum has a rim for the drum brake, the other flange incorporates the ratchet ring.

571-4.2.2.5 Jaw Clutches. Jaw clutches are provided on electric hydraulic winches to allow the disengagementof the winch drum from the drive system. The drum clutch is provided with a positive locking device which keepsthe clutch engaged or disengaged.

Figure 571-4-3. Navy Standard Electric-Hydraulic Winch

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571-4.2.2.6 Ratchet and Pawl. Each winch drum is provided with a ratchet and pawl, with the exception of theNavy Standard 3 speed and 2 speed saddle winches and gypsy winches. The ratchet and pawl is a mechanicaldevice that is used only to relieve the winch hydraulic brake, when the winch is supporting a heavy load for anextended period of time. A ratchet is welded to one outer flange surface of the drum to engage the pawl. Thepawl is heavily counterbalanced to fall out of engagement when the load on the pawl is relieved. The pawl islocked in the disengaged position.

571-4.2.2.7 Drum Brake. A drum brake is installed on each drum to hold or control a load, or to hold one drumstationary while the other is in use. This prevents unspooling of the rope when the drum clutch is disengaged.Drum brakes are not installed on Navy Standard 3 speed and 2 speed saddle winches or on gypsy winches.

571-4.2.2.8 Drum Overload Clutch. Navy Standard highline, light spanwire, heavy spanwire, and cargowinches, and some Fourth Generation inhaul winches are equipped with a drum overload clutch that is the driv-ing member between the drum hub and the winch drum. The multiple disc drum overload clutch is tensioned bya set of springs that apply pressure to the disc set. At a preset line pull or load on the winch wire rope, the clutchallows the winch drum to slip from the drum hub. This prevents parting of wire ropes and excessive loading ofwire rope connection points. The drum overload clutch is set to slip at 140-160 percent of the winch’s rated load.

571-4.2.2.9 Air Clutch. The Navy Standard hauling winch uses air clutches as the tension control elementbetween the drive shaft and the two friction drums mounted to the winch drum. The amount of air pressureapplied to the air clutches depends on the amount of movement of the winch trolley direction control handle orthe position of the winch master station selector switch. The higher the air pressure in the air clutch tube, thegreater the line pull capability of the drum.

571-4.2.2.10 Wire Rope Spooling Systems. Wire rope spooling systems provide proper spooling of wire ropeonto the drum. The system winds the wire rope on the drum in level and consecutive lays with no gapping,scrubbing, piling up, or pulling away at the drum flanges. The system consists of a grooved drum and a fleet anglecompensator. There are two types of fleet angle compensators:

a. The Non-Powered Fleet Angle Compensator. This compensator consists of a floating sheave that rides on achrome plated steel shaft. The shaft end caps, equipped with offset journals, are supported by pillow blockbearings bolted to the winch bed brackets. During winch operation, spooling of wire rope on or off the winchdrum causes the compensator sheave to rotate and slide axially on the shaft. As the sheave turns and slides toone end of the shaft, line pull on the wire rope raises the end of the shaft while the other end of the shaftlowers. The rotating floating sheave then gradually slides toward the lower end of the shaft where the shaftrotation action is repeated. The raising and lowering of the shaft is caused by its eccentric mounting.

b. The Powered Wind Assembly. This assembly consists of a chain drive, cone drive assembly, level wind camassembly, and arm assembly. The chain drive transfers motion from the drum shaft to the cone drive assem-bly. The cone drive assembly drives a cam assembly, which has a track in its surface. The level wind arm fol-lows the track, with a cam follower, which swings the arm across the drum to evenly wind the wire rope onthe winch drum. The powered level wind assembly is only used on Fourth Generation hauling winches.

571-4.3 ANTI-SLACK DEVICES (ASD)

571-4.3.1 GENERAL. Anti-slack devices are used on highline, spanwire, outhaul, and some cargo winches.The ASD maintains tension in the wire rope between the ASD and the winch drum. This prevents birdcaging ofthe wire rope when the winch is operating with no load on the wire rope.

571-4.3.2 ASD TYPES. There are two types of ASD’s in use:

a. Squeeze Sheave Type. In this type, the wire rope is reeved through a powered sheave that is driven by anelectric motor air clutch or hydraulic motor. When the ASD is in operation, a squeeze mechanism clamps the

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outer edges of the squeeze sheave to grip the wire rope. The squeeze sheave is made up of two flexible sideplates attached to a sheave sized to suit the wire rope. As the squeeze sheave is driven in the payout direc-tion, it tensions (pulls) the section of wire rope between the ASD and winch drum. SeeFigure 571-4-4.

b. Pressure Roller Type. In this type, the wire rope is reeved through two hydraulic motor driven sheaves. Thereare five hydraulically driven pressure rollers which force the wire rope against the power sheaves. The motordriven sheaves then provide a pull to keep the wire rope tensioned. For illustration of a Fourth Generationouthaul winch Pressure Roller ASD, seeFigure 571-4-5.

571-4.4 RAM TENSIONER

571-4.4.1 GENERAL. The ram tensioner works in conjunction with the highline and spanwire winch to main-tain a constant tension range in the highline and spanwire as ship separation varies. It is made up of a cylinder,ram, piston, a flow control valve, upper and lower sheaves, a sump tank and an accumulator. The accumulatorcontains a floating piston that separates the high pressure air and hydraulic fluid. The highline and spanwire isreeved from the winch, around the upper and lower sheave assemblies, and to the attachment point on the receiv-ing ship. The ratio between the wire rope tension and air pressure is approximately 10:1 (i.e., 1,950 pounds persquare inch equals 19,500 pounds tension) with the ram at mid-stroke. Any fluid that leaks by the ram cylinderpacking and leaks into the upper ram cylinder cavity, is returned to the sump tank through a low pressure drain.Air that has accumulated in the top of the ram cylinder, as a result of defective seals or charging of the hydrau-lic system, can be removed by manually opening the air bleed valve, which is located on the outside of the ramcylinder. A hand pump is provided to pump fluid from the sump tank to the bottom of the ram cylinder for charg-ing of the ram. SeeFigure 571-4-6.

NOTE

Only phosphate ester hydraulic fluid conforming with MIL-H-19457 Revision C(or latest revision) shall be used for the ram tensioner operating fluid. ConsultNWP 4-01.4 for details.

Figure 571-4-4. Squeeze Sheave Type ASD

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571-4.4.2 RAM PISTON AND CYLINDER ASSEMBLY. The cylinder assembly is a one piece unit on modelA ram tensioners and two pieces (upper and lower cylinder) on all other models. The assembly is an integral partof the bedplate. The lower cylinder block contains a flow control valve, which regulates the flow into the cylin-der from the accumulator.

571-4.4.2.1 The upper section of the cylinder also contains a stop assembly. The purpose of this assembly isto stop (cushion) the ram if it is driven into the stop at high speed. During normal operation, the ram will notcome into the stop assembly, since the ram tensioner only contains enough fluid to bring the ram flange one footbelow the stop.

571-4.4.2.2 The ram piston fits inside the cylinder. As the ram extends and retracts during operation, it isguided by bushings mounted inside the cylinder. The upper section of the cylinder contains a packing set and awiper ring. The packing set prevents the loss of hydraulic fluid, and the wiper ring prevents the entry of foreignmatter into the system. Any fluid that leaks past the packing is returned to the tank.

571-4.4.3 FLOW CONTROL VALVE. The flow control valve is installed in the lower ram cylinder block tocontrol the hydraulic fluid into the ram cylinder (i.e. ram extension rate). A check valve is installed parallel to theflow control valve to provide for free flow out of the cylinder (unrestricted ram retraction speed). The flow con-trol valve on model A ram tensioners is adjustable and non-pressure compensated. A pressure compensated (non-adjustable) flow control valve is installed on all other models.

Figure 571-4-5. Pressure Roller Type ASD

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571-4.4.4 SHEAVE ASSEMBLIES. The sheave assemblies determine the wire rope take up capability of theram tensioner, 80 or 120 feet. The designation 80(120) means that 80(120) feet of wire rope is hauled in whenthe ram fully extends, or pays out when the ram is fully retracted. There are two sheave assemblies.

571-4.4.5 ACCUMULATOR CYLINDER. The accumulator serves to convert pneumatic pressure into hydrau-lic pressure.

571-4.4.5.1 Within the accumulator cylinder is a floating piston that separates the high pressure air from thehydraulic fluid. Grooves in the piston contain bearing rings and a piston seal. High pressure air piping is con-nected to the accumulator cap.

571-4.4.5.2 When the ram tensioner is charged, high pressure air is fed into the accumulator cylinder, the airpressure pushes the piston down. As the piston moves down, hydraulic fluid is forced through the block at theaccumulator base and into the pipe to the ram cylinder. The accumulator piston is designed with a large projec-tion at the bottom of the piston. The projection is about half the diameter of the piston and has a slightly taperedtip. As the piston is forced toward the bottom of the accumulator, the projection on the piston starts down thehydraulic fluid outlet hole in the accumulator. Since the diameter of the projection and the diameter of the out-let hole are nearly the same, hydraulic fluid flow is cut off. This restricted flow occurs at the same time the ramis nearing the top of its stroke and slows the rate of ram travel. This prevents the ram from being driven into thestop assembly at a high rate of speed, if the ram is overcharged with fluid.

571-4.4.6 FLUID STORAGE TANK. The fluid storage tank is mounted on the bedplate, and serves three pur-poses:

a. To receive any fluid that leaks past the ram packing set.

b. To receive any fluid lost while bleeding air from the ram cylinder.

c. To replenish hydraulic fluid to the system.

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Figure 571-4-6. Ram Tensioner

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571-4.5 SLIDING BLOCK DRIVE SYSTEM

571-4.5.1 GENERAL. Sliding block drive systems are installed at cargo STREAM stations and include thekingpost. sliding block, sliding block drive, and STREAM transfer head. The sliding block is driven by chainsor hydraulic piston up and down on a track inside the kingpost. Inside the sliding block and transfer head aresheaves through which the highline and inhaul are reeved. Since the sliding block carries the transfer head, itsmovement controls the vertical travel of the transfer head, highline, inhaul, trolley, and suspended load. SeeFigure 571-4-7.

571-4.5.2 SLIDING BLOCK DRIVE SYSTEM COMPONENT PARTS. The component parts of the slidingblock drive system include the transfer head, wire rope sheaves, the sliding block, the sliding block drive, andlimit switches.

571-4.5.2.1 Transfer Head. The transfer head is a weldment which is connected to the outboard face of thesliding block by upper and lower vertical trunnion shafts. The trunnion shafts act as pivot points and permit foreand aft movement of the transfer head. This compensates for station keeping variations between the sending andreceiving ship.

571-4.5.2.2 Wire Rope Sheaves. There are four or five wire rope sheaves located in the transfer head to fair-lead the highline and inhaul through the transfer head. The highline sheaves are grooved for 1 inch wire rope,and the inhaul sheaves are grooved for 3/4 inch wire rope.

571-4.5.2.3 Trolley Support and Stowage Arms. Trolley support arms are mounted on the sides of the transferhead, to support the trolley while passing the STREAM rig. Latches are provided for each arm to allow them tobe locked in the open or closed position.

Figure 571-4-7. Sliding Block Drive System

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571-4.5.2.4 Sweep Brake. The transfer head is equipped with a sweep brake to prevent the head from swing-ing fore and aft when the sliding block is not in use. The brake shoe is forced against a curved steel rim on thesliding block. The brake is adjusted to provide sufficient drag force to prevent the transfer head from swingingin an unrigged condition.

571-4.5.2.5 Sliding Block. The sliding block is a weldment on which the transfer head pivots and to which thedrive system is connected. Rollers align the block with the horizontal and vertical planes of the kingpost guiderails. The sliding block is lowered close to the deck for rigging STREAM, raised to the top of the kingpost to lifta load from the deck and transfer it, and lowered far enough to bring the empty cargo hook close to the deck forpicking up the next load.

571-4.5.2.6 Sliding Block Drive. There are two types of drive systems used on sliding blocks, lift chain andelectric motor and lift cylinder and hydraulic drive.

571-4.5.2.6.1 Lift Chain. Two chain sprockets are keyed to the drive shaft and one of two is keyed to the idlershaft, both of which are supported by pillow blocks in the kingpost. Two lengths of chain (single or double strandroller chain) are looped over the upper and lower sprockets and connected to equalizers at the top and bottom ofthe sliding block. The chains are pretensioned during installation to ensure they do not jump a sprocket toothunder load stretch. During operation, the drive sprockets rotate the lift chains to raise and lower the sliding block.

a. Electric Motor-Drive Chain Units. This system is composed of a two speed reversible electric motor coupledto a gear reducer that uses a drive chain (four strand roller chain) to transmit power to the drive shaft anddrive sprockets. An electrically operated disc brake is provided to stop and hold the sliding block.

b. Electric Motor-Direct Drive Units. This system is composed of a two-speed reversible electric motor coupledto a 90 degree worm drive gear reducer keyed directly to the drive shaft. An electrically operated drum brakeis provided to stop and hold the sliding block.

c. Electric Motor-Overload Clutch Units. This system is identical to the direct drive units with the exception thatthe gear reducer is not connected directly to the drive shaft, but rather through the overload clutch. The over-load clutch is the same as those found on Navy Standard highline and spanwire winches described in para-graph571-4.2.2.8. At a preset loading on the transfer head, the clutch allows the drive shaft to slip from thegear reducer, preventing parting of the sliding block lift chains.

571-4.5.2.6.2 Hydraulic Lift Cylinder Drive. The hydraulic lift cylinder drive consists of the following:

a. Lift Cylinder. The hydraulic lift cylinder is a large double acting hydraulic cylinder mounted vertically throughseveral decks, which support the cylinder.

b. Bi-Directional Flow Control Valve. The cylinder is operated by hydraulic fluid supplied through thebi-directional flow control valve, which is located on the lower end of the cylinder. The flow control valveregulates the amount of fluid flow into and out of the lift cylinder.

c. Valve Panel. The direction of fluid flow into and out of the lift cylinder is controlled by the valve panel. Thepanel consists of two pilot operated checks, a pressure switch which unloads the power unit when systemoperating pressure is reached, and a directional control valve with integral meter out flow control orifices tosmoothly stop lift cylinder movement. The holding and stopping forces for the sliding block system are pro-vided hydraulically through the valve panel.

d. The Hydraulic Power Unit. This unit consists of a fixed displacement hydraulic pump, a supercharging pump,pressure controls, a hydraulic sump, and a bank of air-oil accumulators which supplies fluid power to thehydraulic lift cylinder drive.

571-4.5.2.7 Limit Switches. Geared, proximity, or lever actuated limit switches are used to slow the slidingblock from full speed to creep when the block is approximately 24 inches before the full-up or fulldown position.They stop the sliding block when the block is at the full-up or full-down position, approximately 6 inches beforethe physical limit of travel. In addition, emergency lower and upper limit switches are installed to stop the slid-

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ing block at one inch above and below the full-up and down position in case the full-up or full-down positionlimit switch fails. Dimensions given in this paragraph may not be applicable to all installations, and the appro-priate technical manual should be consulted for dimensions.

571-4.6 SLIDING PADEYE

571-4.6.1 GENERAL. The sliding padeye has a function at the receiving station similar to that of the slidingblock at the sending station. It raises and lowers the padeye where the highline is attached. It lowers the padeyeclose to the deck, so that the incoming load can be easily detached. The padeye is raised to the up position toreturn the trolley to the sending station. A sliding padeye at the receiving station permits rigging with increasedspeed and safety at deck level, gives constant load control throughout the transfer cycle, and allows the receiv-ing station to return heavy loads to the sending station. SeeFigure 571-4-8.

571-4.6.2 SLIDING PADEYE TYPES. There are four types of sliding padeyes in use. All perform the samefunction, but the interface with the ship’s structure differs.

a. The Bulkhead Mounted Sliding Padeye.

b. The Retractable Sliding Padeye which is stowed in a trunk in the forward and aft sections of the ship and iserected when required. This type of padeye can be rigged to accept a STREAM rig from either the port orstarboard side of the ship.

Figure 571-4-8. Sliding Padeye

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c. The Overhead Mounted Sliding Padeye which is hinged from the carrier’s hangar deck overhead and is pinnedin the horizontal position when not in use. The kingpost is lowered to the vertical position through riggingpayed out by an electric winch and pinned in place in the vertical position.

d. The Deck Mounted Sliding Padeye which is mounted to the deck in the forward and aft sections of the shipand is supported by backstays. This type of padeye can be rigged to accept a STREAM rig from either theport or starboard side of the ship.

571-4.6.3 SLIDING PADEYE COMPONENT PARTS. The sliding padeye consists of a box column, carriageassembly, ball screw assembly, electric motor, brake system, limit switches, and a manual drive.

571-4.6.3.1 Box Column. The box column consists of two rectangular section tubular steel columns, which arefastened by four tie plates. Motor covers further stiffen the structure. The box columns on the bulkhead mountedsliding padeye are secured to the ship’s structure at four mounting points. The box columns are mounted in avertical trunk which is welded to the ship’s structure on the retractable sliding padeye. The overhead-mountedsliding padeye is hinged from the carrier hangar bay overhead. A ladder is provided to allow access to the uppercomponents.

571-4.6.3.2 Carriage Assembly. A carriage assembly, to which the highline is attached, travels verticallybetween the kingpost columns. The ball nut, which transforms ball screw rotation into vertical motion, is securedin the carriage assembly. The STREAM adapter is secured to the upper and lower flanges of the adapter. Theguide rollers ride on two tracks to guide the carriage assembly.

571-4.6.3.3 Ball Screw Assembly. Thrust required for vertical motion of the carriage assembly is transmittedby way of a motor driven ball screw assembly, consisting of a right-hand thread lead screw and ball nut. The ballnut provides a circulating path for a complement of ball bearings and converts the rotary motion of the screw tovertical thrust.

571-4.6.3.4 Electric Motor. The driving torque for the system is provided by a single or dual speed reversibleelectric motor.

571-4.6.3.5 Brake System. The brake system consists of a watertight spring set solenoid released disc typebrake mounted on the electric motor. The brake automatically sets when electrical power is removed. A manualrelease is provided.

571-4.6.3.6 Limit Switches. Lever actuated limit switches are provided at the upper and lower limits of car-riage travel, to stop the electric motor, and prevent carriage overtravel.

571-4.6.3.7 Manual Drive. Manual operation of the carriage assembly is provided for emergency operation ofthe carriage. This is provided through a spur gear reducer driving a worm gear keyed to the ball screw. When themanual drive is engaged, an interlock is actuated to prevent powered operation.

571-4.7 PROBE FUELING SYSTEMS

571-4.7.1 GENERAL. Probe fueling systems are used to transfer liquid cargo and consists of two major sub-systems. The delivery subsystem is carried on the delivery ship, and the receiving subsystem is carried on thereceiving ship.

571-4.7.2 PROBE FUELING SYSTEM TYPES. There are two types of probe fueling systems: the SingleProbe Fueling System and the Double Probe Fueling System.

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571-4.7.2.1 Single Probe Fueling System. This system consists of the following:

a. Single Probe Assembly. This assembly is attached to the delivery ship’s hose and consists of a trolley carriage,tube, and a probe. The trolley carriage is hinged so that it can be rigged to the spanwire without disassemblyof parts. The carriage and tube serve to support the hose and probe from the spanwire and provide a meansof connecting the fuel hose to the probe. The probe has a latching mechanism that holds the probe in thereceiver by spring force. The probe also has a built-in sliding sleeve valve that opens on proper engagementwith the probe receiver and automatically closes upon disengagement during fuel transfer. A line pull of about300 pounds on the messenger or remating line is required to engage the probe in the receiver. A designed linepull of 2,500 pounds on the retrieving line will disengage the probe from the receiver. SeeFigure 571-4-9

b. Single Probe Receiver. The single probe receiver is mounted on the receiving ship and consists of a swivelarm assembly, the receiver, and a manual release lever. A pelican hook, used as the spanwire attachment point,is an integral part of the swivel arm assembly. The receiver is mounted on the swivel arm, which keeps thereceiver directly in line with the spanwire and probe during engagement. The manual release lever can bemounted on either the forward or aft side of the receiver to suit station configuration. Latch indicator flags,mounted on either side of the housing, indicate when the probe is fully engaged in the receiver. When theprobe is engaged, the flags are in the raised position, when the probe is disengaged, the flags are in the stowedposition.

571-4.7.2.2 Double Probe Fueling System. This system consists of the following:

a. Double Probe Assembly. The double probe assembly consists of two probe and tube assemblies positioned oneover the other and supported by a trolley block assembly. Each tube and probe assembly for the double probeis identical to and interchangeable with the single probe. Each probe operates independently for alignmentwith receiver. The lower probe is mounted by two lower hangars to a runner assembly. This provides themeans to manually retract the lower probe into a lock position. When the lower probe is in the retracted posi-tion the double probe assembly can be used to service a single probe receiver by use of the upper probe. Anintegral inhaul link serves as an attachment point for an inhaul messenger which permits the receiving stationto haul-in the probe assembly until it mates with the double probe receiver and also to pay out the doubleprobe assembly after disengaging from double probe receiver. SeeFigure 571-4-10.

b. Double Probe Receivers. The double probe receivers are bolted together with a fixed distance of 19 inchesbetween centers. During operation they are held in position and aligned with the probes by the tension of thespanwire, which is attached to a pelican hook and bail at the top of the receiver. The two receivers are nearlyidentical, differing only in the direction of the receiver hose outlet and the side on which the manual releaselever is installed. Each receiver assembly consists basically of a bellmouth, housing, and manual release lever.The manual release lever, mounted on each housing, provides the means for manually disengaging the probefrom the receiver after the completion of the fueling procedure. Metal flags, mounted on opposite sides of thehousing, automatically rise up to indicate when the probe is properly engaged. A fairlead hole is providedbetween the two receivers for the inhaul line. SeeFigure 571-4-11.

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Figure 571-4-9. Single Probe and Single Probe Receiver Assemblies

Figure 571-4-10. Double Probe Assembly

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571-4.8 CONTROL STATION

571-4.8.1 GENERAL. Liquid and solid cargo STREAM stations are equipped with several pieces of equipmentthat must work together for proper system operation. To ensure coordinated equipment operation, the controls andindicator lights for the equipment are located in a centralized location in the control station. The liquid cargoSTREAM control station contains the controls for the spanwire and saddle winches and a Ram Position Indica-tor (RPI) or Automatic Ram Control (ARC). The solid cargo STREAM control station contains the controls forthe sliding block, highline and hauling winches and a Ram Position Indicator (RPI) or Automatic Ram Control(ARC). A typical Navy Standard liquid cargo STREAM station and a Navy Standard solid cargo STREAM sta-tion are shown inFigure 571-4-12andFigure 571-4-13, respectively.

571-4.8.2 NAVY STANDARD SPANWIRE and HIGHLINE WINCH CONTROLS. The winch master controlis a mechanical device that transforms the movement of the control handle into a push-pull movement of thecontrolex (push-pull) cable blade. This push-pull movement of the cable blade is transformed to a rotary motionby the slave operator, mounted on the winch transmission, to command winch speed and direction.

Figure 571-4-11. Double Probe and Double Probe Receiver Assemblies

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Figure 571-4-12. Liquid Cargo STREAM Master Control Station

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Figure 571-4-13. Solid Cargo STREAM Master Control Station

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571-4.8.3 FOURTH GENERATION SPANWIRE AND HIGHLINE WINCH CONTROLS. The winch mastercontrol is an electrical device that converts the position of the control handle into an electrical speed commandsignal. Feedback signals describing the hydraulic transmission output (pump hanger position) are compared withthe desired output, as indicated by the command signal. The result of this signal comparison is sent to the pumpelectro-hydraulic servo valve, which controls transmission speed and direction.

571-4.8.4 NAVY STANDARD HAULING WINCH CONTROLS. The master winch operator has two springcentered control handles, one labeled″SPEED″ and one labeled″TROLLEY DIRECTION″, and a drum selec-tor switch. The speed control is identical to the control described in paragraph571-4.8.2, with handle detents athalf and full speed haul-in. The trolley direction control handle is connected by a second push-pull cable systemto the air control slave operator. With the drum selector switch in the″BOTH DRUMS ON″ position, the winchoperator uses the trolley direction control handle to control the air pressure in the inhaul and outhaul air clutches,described in paragraph571-4.2.2.9.

571-4.8.5 FOURTH GENERATION HAULING WINCH CONTROLS. With the mode switch at the masterspeed position, the winch control operates identically to the control described in paragraph571-4.8.3. When themode switch is moved to the tension position, handle position corresponds to a tension command. The electron-ics compare the command to the feedback (tension tower sheave position). The result of this signal comparisonis sent to the pump electro-hydraulic servo valve, which will vary pump stroke to obtain the desired tension level.

571-4.8.6 SLIDING BLOCK CONTROLS. The sliding block master control consists of a control handle orfoot operated switches. The handle or switches operate in conjunction with the electric motor controller orhydraulic valve solenoids, to control the speed and direction of the sliding block.

571-4.8.7 NAVY STANDARD 3-SPEED AND 2-SPEED SADDLE WINCH CONTROLS. The saddle winchmaster control provides three speeds in the payout direction and two speeds in the haul-in position.

571-4.8.8 NAVY STANDARD AUTOMATIC RAM CONTROL (ARC). The ARC consists of a sending unit,which is mounted on the ram tensioner, circuit control logic ram position indicator, and an Automatic Ram Con-trol Valve mounted on the Navy Standard Transmission. The system can be turned to the automatic mode afterthe highline and spanwire is tensioned and the ram is within the normal operating range. In automatic mode, theARC will command the winch to pay out or haul-in wire rope to keep the ram at mid-stroke position.

571-4.8.9 RAM POSITION INDICATOR. The ram position indicator consists of a sending unit, mounted onthe ram tensioner, and a position indicator mounted in the control station. The indicator displays the position ofthe ram.

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SECTION 5.

TESTING REQUIREMENTS

571-5.1 OVERVIEW OF TESTING REQUIREMENTS

571-5.1.1 NEW INSTALLATION EQUIPMENT TESTING. The following shall apply to newly installed orrelocated equipment:

a. Equipment listed inAppendix A shall be tested in accordance with the documents referenced therein. Thistesting proves out alignment, structural integrity, and adequacy of operation.

b. Miscellaneous equipment listed inAppendix Bshall be inspected and tested as required therein. No additionalshipboard testing is required for these newly installed items.

571-5.1.2 SHIPBOARD TESTING AND INSPECTIONS. For equipment in service, periodic inspections andtests shall be performed in accordance with Planned Maintenance System documents, including MaintenanceRepair Cards (MRC’s), System Operability Tests (SOT’s), and applicable NSTM chapters. Periodic weight test-ing is not required for non-NAVORD equipment. NAVSEA SG420-AP-MMA-010 shall be consulted forNAVORD equipment testing requirements.

571-5.1.3 POST-OVERHAUL EQUIPMENT TESTING. For equipment listed inAppendix C, shop and shorebased testing shall be accomplished in accordance with the Technical Repair Standards (TRS’s) listed therein.

571-5.1.4 POST-OVERHAUL and REPAIR SHIPBOARD TESTING. The testing requirements presentedherein shall apply to equipment installed following shore based overhaul or repair. These testing requirementsshall also apply to equipment repaired in place or with subcomponents removed. The matrices provided inAppendix D Tables D-1 through R–1 specify the minimum testing requirements to demonstrate satisfactoryoperation and workmanship:

Appendix, D ,Table Equipment/Component/System

D-1 Electric-Hydraulic WinchesE-1 Electric (Direct Drive) Drum and Gypsy WinchesF-1 Level Wind Device and Fleet angle CompensatorG-1 Anti-Slack Device (ASD)H-1 Ram TensionerI-1 Chain Driven Sliding BlockJ-1 Piston Driven Sliding BlockK-1 Sliding PadeyeL-1 Alongside Liquid Cargo DeliveryM-1 Astern Liquid Cargo DeliveryN-1 Alongside Liquid Cargo ReceivingO-1 Astern Liquid Cargo ReceivingP-1 Solid Cargo DeliveryQ-1 Solid Cargo ReceivingR-1 Miscellaneous Rigging

When using the matrices, tests shall follow in sequence from left to right across the appropriate row. In addi-tion, the following shall be observed:

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a. Overhaul Activity testing of repaired or overhauled equipment using TRS procedures may satisfy certain ship-board load testing requirements. The test matrices shall be utilized to determine what shipboard checks arerequired.

b. Hydrostatic testing is not required when shipboard repairs of fueling probes or receivers are limited to thosespecified in NAVSEA 0978LP-035-3010 (single) or 0955-LP-026-8010 (double).

c. Overhauled electric motors that have been dynamometer tested in the shop in accordance with MIL-M-17060,and additionally to 125% and 150% of rated load need not be overload tested shipboard per paragraph571-5.2.5unless other repairs require testing.

571-5.1.5 MODIFIED EQUIPMENT TESTING. Equipment that has been modified in such a way that affectsthe loading or load distribution shall be considered a new design and shall be tested with the guidance presentedin Appendix A.

571-5.1.6 TEST RECORDS. Upon completion of load and no-load tests, test data shall be recorded on a TestData Sheet. All tests shall be witnessed by, and the test record shall be signed by, both a test facility witness anda ship’s force witness. A record of each test shall be maintained by the test activity. The test activity shall pre-pare and permanently install test label plates on all tested equipment, listing the test, test load, test activity, anddate of all tests conducted. It is not necessary to conduct periodic static and dynamic tests of fuel and cargo sta-tions, provided that inspections are conducted before each use, and that load test records or test label plates ofthe last static and dynamic tests are maintained on board.

571-5.2 EQUIPMENT AND RIGGING TEST REQUIREMENTS

571-5.2.1 PRE-INSTALLATION INSPECTION. A thorough inspection of the foundation, surrounding, andbacking structure shall be conducted prior to installation. The following procedures shall be followed:

a. Check new equipment foundation and backing structure against installation drawings for proper arrangementand location.

b. Examine weld areas and bolt holes for evidence of deformation or failure. Examine holes of body bound boltsclosely for evidence of cracking or deformation.

c. Examine backing structure, foundation, and surrounding area for evidence of corrosion. Deteriorated areas thatare considered acceptable structurally shall be cleaned and preserved. Other deteriorated areas not acceptablestructurally shall be repaired as required, and preserved.

d. Inspect foundation pad surfaces and ensure that they are flat in one plane within± .010 inch of referencedatum.

571-5.2.2 POST-INSTALLATION INSPECTION AND FUNCTIONAL TEST. A visual inspection and a briefoperational demonstration shall be conducted to determine the general condition of the reinstalled equipment.Demonstrating operation, interlocks, limits, and safeties at this time may reveal discrepancies prior to load test-ing, thus precluding retest after repair.

571-5.2.2.1 General. The following procedures shall be performed for the post installation inspection and func-tional test:

a. Confirm foundation mounting bolts and nuts are as specified on the installation drawing.

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b. Inspect all equipment foundations for proper bolting (i.e. all bolts installed and properly tightened with oneto five threads exposed beyond nut). Bolts or nuts that are prone to loosening shall be replaced with selflocking type.

c. Inspect all existing or test rigging and ensure they meet satisfactory conditions.NSTM Chapter 613 may beconsulted for inspection guidance.

d. Gear case oil shall be checked against the criteria specified in the equipment technical manual.

e. Inspect equipment and ensure that it has been properly lubricated in accordance with the appropriate techni-cal manual.

f. Inspect the equipment foundation, surrounding area and backing structures for evidence of failure, deforma-tion, or corrosion. Paragraph571-5.2.1.d shall be consulted for guidance on corrosion.

g. If a flexible coupling(s) was disturbed or if the entire piece of equipment was removed and reinstalled, inspectthe axial (peripheral) and angular (facial) alignment. Inspect alignment pins to ensure that they have beeninstalled on motors and pumps as required.

h. Inspect electrical equipment controllers for proper size control fuses and overload heaters, clean contacts onrelays, integrity of wire insulation, proper sealing of stuffing tubes, and proper dressing of wiring. Alsoinspect the controllers to ensure that they are clean and that their housings do not contain any open penetra-tions. Accurate wiring schematics shall be provided with controllers and, if possible, installed in the control-ler cabinet.

i. With all motors connected to their controllers, inspect the cold insulation resistance of the motors using a 500V megohmmeter. Adjust the insulation resistance values to 255 C using a nomograph in accordance withNSTM Chapter 300 . Minimum acceptable value shall be 4.0 megohm. If the reading is less than 4.0, themotor shall be disconnected from the controller and the readings then checked. For isolated new or rewoundmotors, the minimum acceptable value shall be 25 megohms. For isolated shop cleaned motors, the minimumacceptable value shall be 2.0 megohms and 1.0 megohms for motors cleaned shipboard. Motors with read-ings between 0.2 and 1.0 megohm may be operated with close monitoring during operation. If moisture ispresent and is lowering the reading, the motor should dry during operation and shall rise above 1.0 megohm.Otherwise, the motor shall be scheduled for cleaning and repair at the first opportunity. Isolated new orreconditioned controllers shall have insulation resistance readings of not less than 10 megohms. Power cablesand control lines shall not be less than 1 megohm except for twisted pair lines which shall be at least 50,000ohms.

j. Inspect hydraulic oil fluid level in accordance with the applicable equipment manual.

k. Verify that permanently installed gauges are within current calibration.

l. Verify that air flasks have a current certification and are properly preserved with no evidence of corrosion orpitting. ConsultNSTM Chapter 551 for details.

m. Verify that high pressure air relief valves have been set point tested and are within current calibration.

n. Verify hydraulic oil system filters are clean with properly operating bypass indicators.

o. Hydraulic oil samples shall be taken from the main loop or replenishing circuit in accordance with the pro-cedures established inNSTM Chapter 556 . Samples shall meet the particulate limits of NAS 1638 class 10with unlimited requirement in the 5-15 micron range. Water content shall not exceed criteria specified inNSTM Chapter 556 . For Navy standard transmissions, NST-D and NST-V, the particle count shall notexceed the limits of NAS 1638 Class 8, and water content shall not exceed 0.05%.

571-5.2.2.2 Electric-Hydraulic Winches. The post inspection and functional test for electric-hydraulic winchesdemonstrates that all controls and indicators function properly, the hydraulic pump is properly aligned with the

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controls, the brake operates properly, and the winch attains proper unloaded speed. For electric-hydraulicwinches, the following procedures shall be performed as applicable to the repairs conducted:

a. Disengage the drum(s) jaw clutches (if applicable) and set the band brake.

b. Verify that the control handle(s) is in center position. Install pressure gauges to monitor servo, control, auxil-iary, replenishing, and main system pressures. Ensure servo, control, auxiliary, and replenishing pressures areas specified in the applicable transmission manual.

c. For Navy Standard winches, energize the replenishing pump controller and verify that the pump motor starts.The low replenishing light should extinguish.

d. Energize main motor controller and check operation of all heaters (control housing, service brake housing,sump, etc.).

e. Start the main motor and inspect the electric motor’s rotation direction. Inspect all system filters after thetransmission temperature rises to at least 1005° F. Indicators must not be in replace and bypass position.Inspect the heat exchanger fan motor for proper operation.

f. Verify that the main system pressure is equal on each side to the replenishing pressure, and manually releasethe service brake. Ensure that the hydraulic motor shaft does not rotate.

g. Slowly move the master control handle in the haul-in direction and verify correct shaft rotation direction.Slowly move the master control handle in the payout direction and verify correct shaft rotation direction.

h. Verify that the brake completely releases automatically and sets near center command position.

i. Temporarily disconnect the brake release line and cap. Slowly move the pump control handle and inspect thepressure at which the main relief valves lift. The pump shall not be stroked for more than three seconds ineach direction. Also demonstrate that the brake manual release operates properly. For Navy standard transmis-sions, NST-D and NST-V, see the applicable technical manual for pressure compensator override and systemrelief valve checks.

j. Verify that the shaft speed is correct at full command in each direction. Verify that servo and replenishingpressures do not drop under rapid acceleration.

NOTE

When rotating the drum drive shaft with the clutch disengaged, do not tighten theband brake completely as this may cause unnecessary friction at the shaft bear-ings.

571-5.2.2.3 Electric (Direct Drive) Drum and Gypsy Winches. The post inspection and functional test for elec-tric drum and gypsy winches demonstrates that all controls and indicators function properly, the motor changesits speed smoothly, and the brake operates properly. For electric (direct drive) drum and gypsy winches, the fol-lowing procedures shall be performed as applicable to the repairs conducted:

a. Verify that the winch control handle centers to neutral from each direction.

b. Check clearance on shoe brakes and solenoid gaps in shoe and disc type brakes.

c. Energize the controller and check operation of all indicators and heaters (brake housing, control housing).Temporarily cripple the controller and demonstrate emergency run feature.

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d. With drum empty, move the control handle to either direction. With brake covers removed, verify that thebrakes do not drag. Check clearance on shoe brakes and solenoid gaps in shoe and disc brakes. Demonstratethe brake manual release.

e. Check the drum unloaded speeds in each command position.

f. Through each speed change, verify that the brake does not set. In center position, verify that the electric brakesets.

571-5.2.2.4 Level Wind Device (Lead Angle Compensator).

NOTE

If the winch is a Navy standard highline, spanwire, or cargo winch, ensure thelevel wind is shimmed and adjusted in accordance with the NAVSEA (PortHueneme) drawing for the specific installation.

The post inspection and functional test for the level wind device (lead angle compensator) demonstrates thatthe wire rope spools evenly across the drum, without bunching at the flange or skipping wraps. For the level winddevice (lead angle compensator), the following procedures shall be performed:

a. With the proper size wire rope installed, engage the winch drum, release the band brake, and tend the wirerope which is spooled from the anti-slack device (ASD), if applicable. A slight tension must be maintained onthe wire rope (250-500 pounds) if an ASD is not installed.

b. Slowly cycle the wire rope on and off the drum through two layers and verify proper spooling.

571-5.2.2.5 Anti-Slack Device (ASD). The post inspection and functional test demonstrates that the ASDmaintains proper tension on the wire while spooling in both directions of winch operation. For the ASD, the fol-lowing tests shall be performed as applicable to the repairs conducted:

a. With proper size wire rope installed in the winch drum, energize the winch. Energize the ASD.

b. Release the drum brake and slowly pay out wire rope from the winch. Verify that the ASD maintains tensionbetween the drum and ASD.

c. On Navy Standard electric ASD models, verify that the permanent ammeter is in the proper operating range,that the air pressure is properly set, and that the side plates of the ASD drive sheave grip the wire rope.

d. On hydraulic ASD models installed on Fourth Generation highline and spanwire winches, verify that thehydraulic pressure is correct and that the side plates of the ASD drive sheave grip the wire rope.

e. On hydraulic ASD models installed on Fourth Generation hauling winches, verify that the hydraulic pressureis correct and that the ASD pressure rollers press the wire rope into the drive sheave.

f. Pay out and haul in wire rope from the winch drum, and verify that the ASD maintains line tension in bothdirections of operation at an winch operating speeds.

571-5.2.2.6 Ram Tensioner. The post inspection and functional test demonstrates proper operation of the ramtensioner. For the ram tensioner, the following procedures shall be performed as applicable to the repairs con-ducted:

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a. New Accumulator Seal Test. This test determines the condition of newly replaced accumulator piston sealsprior to recharging the hydraulic system. The seal shall not leak more than one bubble during the ten minuteinterval. If piston seals were not replaced, the procedures described in paragraph b below shall be performed.For ram tensioners with newly replaced piston seals, the following procedures shall be performed:

1 Verify that the hydraulic system is drained.

2 Secure the spanwire or highline to the tiedown padeye and haul in all slack wire.

3 Verify that HP air flasks are charged to operating pressure.

4 Slowly open the drain valves at the bottom of the flasks and ensure that no contamination (water, hydrau-lic oil) is present. Close the drain valves.

5 Disconnect tubing from discharge of the hand pump, and attach a piece of flexible hose to the tubing. Placefree end of hose in a pail of water.

6 Close the air dump valve and slowly open the ram shut-off valve.

7 Monitor the hose end in the water for ten minutes. A steady stream of air from the hose indicates a sealleak.

b. In-Service Accumulator Seal Test. This test demonstrates that the air flasks contain no oil contamination, allindicators and gauges function properly, wire rope sheaves rotate freely, and the ram consistently runs toproper height. For in-service accumulators, the following procedures shall be performed:

1 Secure the wire to the tiedown padeye and haul in all slack wire with the winch.

2 Charge the HP air flasks and check for contamination at the drain valves. No contamination shall be present.

3 Establish a reference from the upper sheave block to a point on the ram cylinder and measure this distance.

4 Start the winch, close the air dump valve, and slowly open the ram shut off valve.

5 Slowly pay out wire from the winch while continuing to open the charging valve. Allow the ram piston toextend to its full-up position; allow wire to become slackened.

6 Slowly open manual air bleed valve until it is fully open; observe sight glass for a minimum of 30 secondsor until fluid that is clear of air bubbles appears; then shut the air, bleed valve. If air continues after oneminute, perform a leakage test as covered by the maintenance requirement cards.

7 After ram has been bled, measure the distance between the same two points established in paragraph571-5.2.2.6.b.3. On 80 foot models, the ram travel shall be between 12 feet 2 inches and 12 feet 6 inches.On 120 foot models, the ram travel shall be between 13 feet 8 inches and 14 feet.

8 Cycle the ram tensioner for ten cycles monitoring the ram position indicator, ram position transmitter, HPair gauges and wire rope sheaves.

9 After the last cycle, extend the ram fully and slacken the wire. Allow ten minutes to elapse and measure theram extension again. If the ram stroke has increased, the accumulator piston seals are leaking. If the ramstroke has decreased, there is a hydraulic fluid leak.

c. Control systems. For ram tensioners equipped with ram position indicators or automatic ram control, cycle theram through two full extensions to demonstrate proper function of controls in accordance with equipmentmanual.

571-5.2.2.7 Sliding Block. The post inspection and functional test demonstrates that all sliding block controls,limit switches, and indicators operate properly, and that the block travels smoothly with no evidence of bindingor excessive vibration. The test also demonstrates that speed changes are smooth, brake operates properly,hydraulic power plant operates properly, and speeds are as specified in the appropriate equipment manual. Forthe sliding block system, the following procedures shall be performed as applicable to the repairs conducted:

a. Verify that the control handle is centered.

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b. Check the chain tension and equalizer position, if applicable, in accordance with the appropriate technicalmanual.

c. Check the sweep brake tension on the sliding block transfer head with block down. Transfer head shall notfreely swing fore and aft, but should be movable by two men.

d. Energize the controller and check the operation of all indicators and heaters. On systems that have emergencyrun feature, temporarily cripple the controller and demonstrate the emergency run feature.

e. Energize pump motors, if applicable, and check the operation of auxiliary system (filter cleanliness, tempera-ture regulation, etc.).

f. With all wires removed from the transfer head, raise and lower the block in slow speed and check all indica-tors and limit switches. Verify that the head stops immediately when the control is returned to center (off)position.

g . To ensure proper installation of new piston seals on hydraulically driven units, continuously cycle the slid-ing block up and down through 10 cycles, and check speeds in both modes.

h. As the block nears the end of traveling up or down at high speed, verify that the head will automatically slowdown and stop. Refer to the technical manual for the slow down and stop limit switch positions.

i. Demonstrate operation of the over travel limit switches in accordance with the appropriate equipment manual.Where applicable, demonstrate operation of the slow down and over travel limit switches.

j. On all electric motor driven sliding block drive systems, verify that the electric brake properly releases with-out dragging, and sets to stop the transfer head. Also demonstrate the manual brake release.

571-5.2.2.8 Sliding Padeye. The post inspection and functional test demonstrates that all sliding padeye con-trols, interlocks, limit switches, and indicators operate properly, and that the padeye travels smoothly, with noevidence of binding or excessive vibration. This test also demonstrates that speed changes are smooth and thatbrake operates properly. For the sliding padeye system, the following procedures shall be performed as applicableto the repairs conducted:

a. Check the ball screw tension of the sliding padeye in accordance with the appropriate equipment manual.

b. Check installation and alignment of the overhead mounted sliding padeye latching bars.

c. Check operation of all indicators and heaters. If applicable, temporarily cripple the controller and demonstratethe emergency run feature. Check the manual operation interlock.

d. Erect the kingpost to service position. Verify smooth operation during rigging. Check operation and alignmentof latches in operating position.

e. Raise and lower the carriage (padeye) and check operation of all limit switches and indicators. Verify that thepadeye stops immediately when control is released.

f. Verify that limit switches stop the padeye (and kingpost travel when stowing retractable) in up and downdirection. Also verify that limit switches stop kingpost travel when stowing the retractable padeye.

g. Verify that electric brake releases properly without dragging and sets properly.

h. Verify that the sliding padeye cannot be energized when the manual drive is engaged.

571-5.2.2.9 Cargo Drop Reel. The post inspection and functional test demonstrates that the Cargo Drop Reelwill be able to raise a load of 100 pounds. For the Cargo Drop Reel, the following procedures shall be performed:

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a. Attach the Cargo Drop Reel to a suitable structure and pull the Cargo Drop Reel hook to the deck by releas-ing the Cargo Drop Reel brake and pulling the hook to the deck.

b. Attach a 100 pound load to the hook and release the brake by pulling on the brake lanyard.

c. Verify that the Cargo Drop Reel hook will rise and lift the load to a two blocked position.

571-5.2.3 STATIC LOAD TESTING. Static load testing demonstrates the strength of the equipment in a loadcondition greater than what is developed under normal loading. Material replacement or repair to a load bearingmember shall require static testing to demonstrate the quality of the repair. Specific static tests include StructuralIntegrity, Service Brake, Drum Ratchet and Pawl, Drum Band Brake, and Hydrostatic. For static load tests ofequipment and rigging, the following shall apply:

a. Static test load values presented herein are based on current design criteria. Prior to conducting shipboardtesting, rated capacity of all equipment subjected to the test load shall be validated. Where the rated capac-ity is less than the static test load value presented herein, test to the lower value.

b. Static loads shall be applied to the test wire rope. The equipment being tested shall not be used to lift thestatic overload. The test load need not be exclusively in the form of a test weight. Only methods identifiedin Appendix Gshall be utilized.

c. Ship’s wire rope shall not be used to perform static tests. If not otherwise specified, the test wire rope shallbe in accordance with Federal Specification RR-W-410 (Type I, Class 3, 6 x 37 Warrington Seale, extra-improved plow steel, independent wire rope core, uncoated, preformed, right regular lay).

d. Fiber rope shall not be used to support static loads.

e. Oversized test wire rope may cause damage to gypsy heads, sheave grooves, and grooved winch drums.Therefore, they must be adequately protected with dunnage.

f. Static loads shall be applied for ten minute durations.

g. Static testing of one component in a system rigging does not necessitate a full rigging test. The most prudentmethod of rigging shall be imposed by the test engineer based on the work package.

h. Equipment shall be rigged as to ensure that operating angles are the same as in service.

i. Testing of individual blocks does not necessitate shipboard rigging. Blocks shall be tested to 200 percent SafeWorking Load (SWL). The fairlead padeyes or attachment points shall also be tested to 200 percent SWL inthe resultant load direction. However, relocated blocks must be rigged to adjacent blocks or equipment andload tested to verify new working angles and stresses.

j. The service brake shall not be misadjusted solely to hold the static test load. If during subsequent tests, thebrake shows evidence of misadjustment, the brake shall be readjusted properly and retested statically to verifybrake operation.

k. Tolerance on test loads shall be± 3 percent of calculated values.

l. The Drum Band Brake Test shall be conducted from the top layer. All other winch load testing shall be con-ducted on the average layer. For Navy Standard and Fourth Generation winches, the average layer is the thirdlayer, and the top layer is the fifth layer. Tests may be conducted on different layers from those specified, butthe test load must be adjusted to suit.

m. The ram tensioner need not be rigged with the test wire through the upper and lower sheave blocks whentesting any of the associated delivery station equipment. The test wire may be rigged directly through thelower sheave block to attain in service rigging angles. However, if the ram tensioner is to be tested statically,the ram shall be in the fully retracted position.

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n. For reinstalled equipment or load bearing subassemblies that were not machined, welded, replaced or alteredin any way that would affect its strength, the structural integrity test may be waived if new bolts or inspectedexisting bolts are installed that meet the material specification required by the original equipment installationdrawing.

o. Changing out bearings, chain, or wire rope does not require static tests, if the bearings, chain, or wire ropemeet design drawing requirements.

571-5.2.3.1 Structural Integrity Test. This test demonstrates the ability of the equipment and rigging gear towithstand stresses for the given equipment application. This test shall be imposed when major repairs or modi-fications have occurred to load carrying elements of the equipment including the foundation. Equipment reloca-tion shall be treated as new installation as defined in paragraph571-5.1.1. All equipment shall be loaded stati-cally as specified and held for 10 minutes without damage to or permanent distortion of the equipment. Forwinches and other machinery with protective overload clutches, the structural integrity test is only done at ini-tial installation. The test can be repeated if necessary, due to corrosion deterioration or other change, such asstructural modifications or repairs.

571-5.2.3.2 Alongside Liquid Cargo Delivery. The structural integrity test for the alongside liquid cargo deliv-ery system demonstrates the quality of repair to the load carrying equipment, attachments and attachment points.Loose gear may be tested separately in accordance with paragraph571-5.2.3.i.

571-5.2.3.2.1 Spanwire Drums. For the structural integrity test of spanwire drums, the following proceduresshall be performed:

a. Rig test wire as a bitt with three full loops about the drum and secured to the standing part of the wire. Thedrum band brake and the drum clutch shall be disengaged to ensure that no torque is induced to the winchdrum. Winches not equipped with a drum clutch shall have the service brake released.

b. Transfer a test load of 36,000 pounds to the test wire.

571-5.2.3.2.2 Saddle Winch Drums. For the structural integrity test of saddle winch drums, test in accordancewith paragraph571-5.2.3.8.1.

571-5.2.3.2.3 Gypsy Heads. For the structural integrity test of gypsy heads, the following procedures shall beperformed:

a. Rig the test wire around the protected gypsy head as a bitt with three full wraps at midheight and secured tothe standing part of the wire. The gypsy service brake or main service brake shall be released to ensure thatno torque is applied to the winch.

b. Apply a test load of 22,500 pounds to the gypsy head.

571-5.2.3.2.4 Spanwire ASD and Level Wind. For structural integrity test of this equipment, the followingprocedures shall be performed:

a. Rig the test wire to enter and depart the equipment at in service operating angles from the winch drum andtest in accordance with paragraph571-5.2.3.2.1.

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571-5.2.3.2.5 Ram Tensioner. For the structural integrity test of the ram tensioner, the following proceduresshall be performed:

a. With the ram fully retracted, completely rig the ram with test wire entering and exiting the lower sheave blockat in service angles.

b. With the inboard end of the test wire secured to a suitable structure, transfer a test load of 36,000 pounds tothe outboard end of the test wire.

571-5.2.3.2.6 Permanently Mounted Sheaves, Padeyes, Cleats, Staples and Reversible Deck Sockets.

a. For the spanwire rigging, reeve the test wire through the blocks and fairleads and transfer a load of 36,000pounds to the test wire. The outboard padeye and sheave shall be loaded with the test wire departing the sta-tion at 30 degrees downward and 45 degrees forward. Repeat for 30 degrees downward and 45 degrees aft.

b. Saddle whip rigging shall be tested with 8,000 pounds applied to the test wire at the same angles as the span-wire (paragraph571-5.2.3.2.6.a).

c. The preventer padeye for the inboard saddle shall be tested to 20,000 pounds applied vertically.

d. The spanwire securing and maintenance padeyes shall be tested to 36,000 pounds applied vertically.

e. The messenger and return line rigging shall be tested as rigged in-service to 14,000 pounds at double stationsand 9,000 pounds at single stations. The test load shall be applied at 45 degrees forward and aft of abeam andat 0 degrees horizontal from the outboard block.

f. Hogging-in-line rigging shall be tested with a test wire reeved as in service and secured to the hogging incleat. A test block shall be used to simulate the hose load and to the test block shackle, a load shall be appliedto induce a tension of 9,000 pounds (seeAppendix E) in the test wire.

g. Probe tie-down rigging shall be tested with a test wire reeved as in service and secured to the cleat. A testblock (or shackle) shall be used to simulate the carriage attachment point load and to the test block (shackle)a load shall be applied to induce a tension of 600 pounds (seeAppendix E) in the test wire.

h. For the spanline system, reeve a test wire through the system fairleads as in service and secure the inboardend. To the test wire transfer a load of 34,000 pounds at 45 degrees forward and 30 degrees downward. Repeatfor 45 degrees aft and 30 degrees downward.

i. Spanline whip rigging shall be tested with 8,000 pounds applied to the test wire reeved as in service and theoutboard end shall fairlead overboard at the same angles as for the spanline (see paragraph571-5.2.3.2.6.h).

571-5.2.3.3 Astern Liquid Cargo Delivery. The structural integrity test for the astern liquid cargo delivery sys-tem demonstrates the quality of repair to the load carrying equipment, attachments and attachment points. Loosegear may be tested separately in accordance with paragraph571-5.2.3.i.

571-5.2.3.3.1 Astern Fuel Hose Reel Winch Drums. For the structural integrity test of the 6″ astern fuel hosereel winch drum, a test wire shall be reeved as a bitt and fairlead as in service astern to a test load of 20,000pounds.

571-5.2.3.3.2 Rigging Padeyes.

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a. For the 6 inch hose pendant, rig the two pendants to a test plate (in lieu of a hose fitting). Apply a test loadof 20,000 pounds in the astern direction to the test wire attached to the test plate.

b. For the 6 inch retrieving line rigging padeyes, rig a test wire through the retrieving line rigging, but do notimpart any loading to the hose guides. Apply a test load of 20,000 pounds to the test line.

c. Fairlead padeyes for rigging the 2-1/2 inch hose shall withstand the breaking strength of the 3-1/2 inch nylonsupport line (36,000 pounds).

d. Securing pendant padeyes and chocks for the 2-1/2 inch hose shall be tested to 24,000 pounds and tested inthe direction of normal loading.

571-5.2.3.3.3 Recovery Gypsy Winch Head (2-1/2 Inch Astern Fueling Station). To the head rig a test line asa bitt with three full wraps at midheight and secured to the standing part of the line. Apply a test load of 36,000pounds.

571-5.2.3.4 Alongside Liquid Cargo Receiving System. The structural integrity test for the alongside liquidcargo receiving system demonstrates the quality of repair to the load carrying equipment, attachments and attach-ment points. Loose gear may be tested separately in accordance with paragraph571-5.2.3.i.

571-5.2.3.4.1 Single Probe Receiver.

a. To the pelican hook connect a test wire and fairlead outboard at 30 degrees forward and 30 degrees abovehorizontal. Apply a test load of 36,000 pounds to the test wire. Repeat for 30 degrees aft and 15 degrees belowhorizontal.

b. To test the conventional link, remove the swivel arm and install the link assembly. Connect the test wire tothe link and rig outboard at 0 degrees and abeam. Apply a test load of 36,000 pounds.

571-5.2.3.4.2 Double Probe Receiver.

a. To the pelican hook connect a test wire and fairlead outboard at 30 degrees forward and 5 degrees above hori-zontal. Apply a test load of 36,000 pounds to the test wire. Repeat for 30 degrees aft and 15 degrees belowhorizontal.

571-5.2.3.4.3 Reversible Deck Sockets, Block Padeyes, Cleats and Staples.

a. For the spanwire attachment point, test in accordance with paragraph571-5.2.3.4.1.a.

b. For the riding line rigging, reeve the system as in service with a dynamometer installed in the riding line.Reeve the riding line through a test block to simulate the hose saddle load and apply enough load to the testblock to induce a tension in the riding line of 15,000 pounds. Note, a test jigger assembly may be required towithstand the test load.

c. For the messenger inhaul padeyes at double probe stations, reeve the test wire through all fairleads as in ser-vice and apply a test load of 14,000 pounds. At all other stations, apply a test load of 9,000 pounds.

d. The easing out line rigging shall be tested with a test wire reeved as in service and secured to the cleat. A testblock shall be used to simulate the spanwire load and to the test block shackle, a load shall be applied toinduce a tension of 2,700 pounds in the test wire (seeAppendix E).

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e. The spanline attachment point shall be tested to 34,000 pounds at the same angle conditions as the singleprobe receiver (see paragraph571-5.2.3.4.1).

f. The spanline trolley restraining line padeye shall be tested as in service to 9,000 pounds.

g. For the outhaul padeye used to support the 2-1/2 inch close-in rig, reeve a test wire as in service and apply atest load of 9,000 pounds.

571-5.2.3.5 Astern Liquid Cargo Receiving System. The structural integrity test for the astern liquid cargoreceiving system demonstrates the quality of repair to the load carrying equipment, attachments and attachmentpoints. Loose gear may be tested separately in accordance with paragraph571-5.2.3.i.

571-5.2.3.5.1 Rigging Padeyes.

a. At the 6-inch astern receiving station, the messenger and inhaul, and the inhaul and retaining padeyes shall betested as in service to 36,000 pounds. The easing out padeyes shall be tested in accordance with paragraph571-5.2.3.4.3.d.

b. For the 2-1/2 inch securing pendant padeye, apply a test load of 36,000 pounds in the direction of the receiv-er’s stanchions (bitt).

c. For the capstan rigging for the inhaul of the 2-1/2 inch rig, all equipment shall withstand the breaking strengthof the 3 inch polypropylene messenger, which is 13,000 pounds.

571-5.2.3.6 Solid Cargo Delivery System. The structural integrity test for solid cargo system rigging demon-strates the quality of repair to the load carrying equipment, attachments and attachment points. Loose gear maybe tested in accordance with paragraph571-5.2.3.i.

571-5.2.3.6.1 Highline and Burton Drums. For the structural integrity test of the highline and burton drums,the following procedures shall be performed (See paragraph5.2.3.1):

a. Rig test wire as a bitt with three full loops about the drum and secured to the standing part of the wire. Thedrum band brake and the drum clutch shall be disengaged to ensure that no torque is induced to the winchdrum.

b. Reeve the test wire as in service to a load source.

c. Transfer a test load of 50,000 pounds to the test wire.

571-5.2.3.6.2 Navy Standard Hauling Winch Inhaul Drum. For the structural integrity test of the inhaul drum,the procedures detailed for the highline drum shall be followed (see paragraphs571-5.2.3.6.1and571–5.2.3.1).

571-5.2.3.6.3 Sliding Block. For the structural integrity test of the sliding block, the following procedures shallbe performed:

a. After localized repair to the guide rails, the transfer head shall be positioned over the repaired area. Test inaccordance with paragraph571-5.2.3.6.3.b.

b. After repair to the block/head frame or consolidation link, connect a test wire to the consolidation link and rig

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outboard to a test load of 50,000 pounds positioned at 45 degrees forward and 15 degrees above horizontal.Repeat test at 45 degrees aft and 30 degrees below horizontal and finally at 0 degrees and abeam.

c. After repair of the drive system structure, or other applicable components, rig a test wire through the slidingblock at in service angles with the head as shown in Appendix T. Transfer the 50,000 pound test load to thetest wire.

d. After repair to the sheaves, sheave pins or bearing bosses in the transfer head or sliding block, a test wire shallbe reeved through the sliding block and the head shall be positioned within the working range to provide themost wire contact on each sheave repaired. Highline sheaves shall be tested with 50,000 pounds on the testwire. Inhaul rig sheaves that can be used to burton shall also be tested with 50,000 pounds. Other inhaulsheaves shall be tested to 200% of the inhaul winch rated load. T-ROS sheave shall be tested to 200% of out-haul winch maximum tension rating. See paragraph571–5.2.3.1.

571-5.2.3.6.4 Highline ASD and Level Wind. For structural integrity test of this equipment, the following pro-cedures shall be performed:

a. Rig the test wire to enter and depart the equipment at in service operating angles from the winch drum andtest in accordance with paragraph571-5.2.3.6.1.

571-5.2.3.6.5 Ram Tensioner. For the structural integrity test of the ram tensioner, the following proceduresshall be performed:

a. With the ram fully retracted, completely rig the ram with the test wire entering and exiting the lower sheaveblock at in service angles.

b. With the inboard end of the test wire secured to a suitable structure, transfer a test load of 50,000 pounds tothe outboard end of the test wire.

571-5.2.3.6.6 Gypsy Heads. Test in accordance with paragraph571-5.2.3.2.3.

571-5.2.3.6.7 Star Probe and Latch. For the structural integrity of this equipment, follow the test proceduresoutlined in the respective equipment drawings (80064-4629259 and 80064-4628270).

571-5.2.3.6.8 Standard Underway Replenishment Fixture (SURF). Repairs to the retrograde padeye, SURFframe, highline rollers and pins shall be tested to 23,000 pounds applied vertically. The messenger padeye willbe pulled to 9,000 pounds, and the star latch padeye shall be tested to 22,000 pounds, The outhaul sheaves andsheave pin repairs shall be tested to 11,000 pounds.

571-5.2.3.6.9 STREAM Trolley. For the structural integrity test of any repair to this item, follow the test pro-cedures outlines in drawing 53711-6819320.

571-5.2.3.6.10 Fourth Generation Hauling and Navy Standard Outhaul Drums. For the structural integrity testof this equipment, test in accordance with paragraph571-5.2.3.8.1.

571-5.2.3.6.11 Permanently Mounted Sheaves, Padeyes, Cleats, Staples and Reversible Deck Sockets. Seeparagraph571–5.2.3.1.

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a. For the highline and burton rigging, reeve the test wire through the blocks and fairleads and transfer a loadof 50,000 pounds to the test wire. The sliding block head shall be positioned to maximize the amount of wirerope contact around the first sheave block inboard of the sliding block.

b. For inhaul rigging that may be used as a burton whip, reeve the system and test in accordance with paragraph571-5.2.3.6.11.a. Also rig the inhaul to the outrigger for the alternate burton rig if applicable and test with thewire departing the outrigger block at 45 degrees forward and 30 degrees downward. Repeat for 45 degrees aftand 30 degrees downward.

c. For outhaul rigging and inhauls that are not used to burton (i.e., Fourth Generation hauling or Navy Standardouthaul), reeve the system and test to 200% of the winch rated load. Position the sliding block head to maxi-mize the wire rope contact on the first inhaul block inboard of the sliding block.

d. Synthetic highline system shall be reeved as in service. The test wire shall fairlead at 45 degrees forward and30 degrees downward to the test load of 34,000 pounds from the outboard block. Repeat the test for 45 degreesaft and 30 degrees downward.

e. Messenger and return line rigs shall be reeved with test wire as in service and tested to 9,000 pounds at 45degrees forward and aft of abeam and 0 degrees horizontal.

571-5.2.3.7 Solid Cargo Receiving System. The structural integrity test for the solid cargo system rigging dem-onstrates the quality of repair to the load carrying equipment, attachments and attachment points. Loose gear maybe tested in accordance with paragraph571-5.2.3.i.

571-5.2.3.7.1 Sliding Padeye. For the structural integrity of the sliding padeye, the following test that appliesthe greatest load to the affected area shall be conducted:

a. With the sliding padeye kingpost erected and locked as in service and the padeye in the up position, connecta test wire and fairlead at 30 degrees forward or aft and 15 degrees downward to a test load of 50,000 pounds.

b. Position the test load for a 50,000 pound pull at 0 degrees and abeam with the padeye up.

c. Position the test load to provide a 50,000 pound pull at 30 degrees forward or aft and 30 degrees above hori-zontal with the padeye down.

571-5.2.3.7.2 Portable Kingpost and Stream Support Leg and Boom Outrigger. For the structural integrity ofremovable and portable highline attachment points such as these, the following test that applies the greatest loadto the affected area shall be conducted:

a. Rig the equipment with the appropriate backstays, pendants, etc. as in service.

b. Connect a test wire and fairlead 30 degrees forward or aft and 15 degrees below horizontal to a test load of50,000 pounds.

c. Position the test load to provide a 50,000 pound pull at 0 degrees horizontal and abeam.

d. Position the test load to provide a 50,000 pound pull at 30 degrees forward or aft and 15 degrees above hori-zontal.

571-5.2.3.7.3 Reversible Deck Socket, Fairlead Padeyes, Cleats and Staples, and Fixed Highline Attachments.

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a. For the highline fixed attachment point, connect a test wire and fairlead at 30 degrees forward and 15 degreesbelow horizontal to a test load of 50,000 pounds. Reposition test load to 0 degrees and abeam. Final pull shallbe at 30 degrees aft and 15 degrees above horizontal.

b. For the STREAM consolidation padeye see paragraph571-5.2.3.6.3.b.

c. The synthetic highline padeye shall be pulled to 34,000 pounds and at the same angles as paragraph571-5.2.3.7.3.a.

d. Messenger and inhaul padeyes shall be rigged as in service with test wire and tested to 9,000 pounds at thesame angles as specified in paragraph571-5.2.3.7.3.a.

e. The easing out line rigging shall be tested with a test wire reeved as in service and secured to the cleat. A testblock shall be used to simulate the highline load and to the test block shackle, a load shall be applied to inducea tension of 2,700 pounds in the test wire (seeAppendix E).

f. The highline securing padeye shall be tested to 50,000 pounds reeved as in service.

571-5.2.3.7.4 Miscellaneous Rigging. The following miscellaneous rigging static test procedures shall be per-formed:

a. For hinged service platforms, test padeyes and blocks to 200 percent of the rated test load of rigging block.

b. For phone and distance line cleats, rig the test line in direction of the normal rigging and apply load of 9,000pounds.

571-5.2.3.7.5 Sliding Padeye 200% Test. The 200% static test is conducted to prove repairs to the sliding pad-eye brake, ball screw, or ball nut:

a. Rig a 50,000 pound test load from the sliding padeye with the carriage at any convenient position, apply theload up 30 degrees, and at any convenient horizontal angle from 30 degrees forward to 30 degrees aft. Holdthe load for ten minutes.

b. A 50,000 pound structural integrity test described in paragraph571–5.2.3.7.1.csatisfies the requirement for thistest.

571-5.2.3.8 Service Brake Tests. For a service brake that has been repaired, this static test demonstrates its loadholding capability. This test also checks the strength of the power train in torque from the brake out to the drum.For service brake integrity test, the following shall be performed:

571-5.2.3.8.1 Winch Brake Test. For winches where the service brake has been replaced, modified or over-hauled, the following procedures shall be performed:

a. Load the drum with test wire rope to the average layer and apply a test load of 200 percent of rated load. Thebrake shall not be temporarily adjusted solely to hold the test load.

b. If necessary, increase the capacity of the torque clutch in accordance with the appropriate technical manual.Reset adjusted clutches to the normal position, and test, following the satisfactory completion of the servicebrake test.

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c. For Navy Standard hauling winches, pressurize the inhaul drum air clutch to 150 pounds per square inch(temporarily replace air tank relief valve) and test the brake to 14,800 pounds on the average layer on theinhaul drum.

571-5.2.3.8.2 Gypsy Service Brake Test. For electric gypsy winches where the service brake has been repaired,modified or overhauled, the head shall be wrapped with the test wire and tested to 200 percent of the gypsy winchrated load. The brake shall not be temporarily adjusted solely to hold the test load.

571-5.2.3.8.3 Sliding Block Sweep Brake. The transfer head brake will demonstrate the ability to slip at a testload of 180-200 pounds applied perpendicular to the head at the point of the outboard-most sheave.

571-5.2.3.8.4 MKII Cargo Drop Reel. Test in accordance with the technical manual or technical repair stan-dard.

571-5.2.3.8.5 Non-NAVORD Cargo Handling Gear. Test to 200% of the rated load.

571-5.2.3.9 Drum Ratchet and Pawl Test. This static test demonstrates the holding strength of the drum ratchetand pawl and demonstrates its ability to properly disengage. The following procedures shall be performed:

a. Rig test wire rope from the average layer and fairlead through normal rigging (ASD, etc.) to the load source.With the pawl engaged, disengage the drum clutch. Transfer a test load of 200 percent of drum rated load tothe test wire.

b. With the load removed, engage the drum clutch and haul-in winch to disengage the pawl.

571-5.2.3.10 Winch Drum Band Brake Test. This static test demonstrates the proper functioning of the drumbrake after repair of the band brake assembly or drum flange. The following procedures shall be performed:

a. Rig test wire from the top layer and fairlead through normal rigging to the load source. Disengage the drumclutch with the band brake set. The brake setting force shall not exceed 60 pounds at the rim of the hand-wheel. (It may be necessary to re-tighten to 60 pounds at the rim as the test load is applied.)

b. For all winches, except for the Navy Standard hauling winch, transfer a test load of 150 percent of the drumrated load to the test wire. For Navy Standard hauling winches, demonstrate that the inhaul and outhaul drumbrakes slip at 3,000 - 3,500 pounds in accordance with the operating procedures specified in SG813-AD-MMA-010.

571-5.2.3.11 Hydrostatic Tests. Hydrostatic testing of newly installed, repaired, or modified pneumatic andhydraulic components demonstrates that all components have the strength to withstand pressures incurred duringoperations. The following procedures shall be performed:

NOTE

Piping and tubing that has mechanical take down joints for removal and instal-lation may be hydrostatically tested and cleaned in sections. After installation ofthe sections, the equipment shall be operated at normal system operational pres-sures to check tightness of mechanical connections.

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571-5.2.3.11.1 Hydraulic Piping and Tubing. Hydrostatically test, clean, and preserve repaired, modified ornewly fabricated piping and tubing assemblies in accordance withNSTM Chapter 505 .

571-5.2.3.11.2 Pneumatic Piping and Tubing. Hydrostatically test, clean, and preserve repaired, modified ornewly fabricated piping assemblies in accordance withNSTM Chapters 505 and 551.

571-5.2.3.11.3 Fuel Piping. Hydrostatically test, clean, and preserve repaired, modified or newly fabricatedpiping assemblies in accordance withNSTM Chapters 505, 541, and 542.

571-5.2.3.11.4 Hydraulic and Pneumatic Hoses. Hydrostatically test, clean, preserve, and tag repaired, modi-fied or newly fabricated hoses in accordance with manual S6430-AE-TED-010.

571-5.2.3.11.5 Fuel Hoses. Hydrostatically test, clean, and preserve repaired, modified or newly fabricated fuelhoses in accordance with the Planned Maintenance System.

571-5.2.4 NO-LOAD TESTS. No-load tests identify any possible damage to the equipment resulting from thestatic tests, as well as misadjustment of the brake. The following procedures shall apply:

a. While operating the equipment during the no-load tests, check the equipment service brake. Verify that thebrake is fully released, (i.e., the shoes and discs are not dragging, solenoids have proper gap when deener-gized and fully closed energized, hydraulic cylinders stroke properly, etc.).

b. For all electric motors, install thermometers on or near each bearing area and on the frame. Also suspend onethermometer in the area for ambient reference. Record temperatures for maximum rise and ensure that they donot exceed values specified in Table 300-3-4 ofNSTM Chapter 300 , based on insulation class of motor andambient temperature. This criteria will determine if there is a bearing failure or general overheating of themotor.

c. If no additional operational tests are to be performed, then measure the hot insulation resistance immediatelyafter the conclusion of the no-load test.

571-5.2.4.1 Electric-Hydraulic Winches. The no-load test for electric-hydraulic winches demonstrates that thecontrol and replenishing systems are properly set, and that the brake operates properly. It also demonstrates thatfilters are clean, and the transmission operates smoothly with minimal noise, minimal vibration, and no abnormalheating. For no-load testing of electric-hydraulic winches, the following procedures shall be performed:

a. Disengage the drum clutches, and lightly set the drum brakes. Install thermometers in accordance with para-graph571-5.2.4.b. Do not disturb gauges installed in accordance with paragraph571-5.2.2.2.b

b. Verify that the master control handle is in the center position. Energize the winch controller(s) and start thewinch main motor.

c. Slowly stroke the master control handle to half speed in the payout direction. Verify that the main shaft rotatesin the payout direction. Return to the center and repeat for haul-in.

d. Continually stroke the pump alternately in haul-in and payout directions for 1 hour with at least 1/2 the timeat full speed.

e. Verify that the replenishing and servo pressure do not drop during the tests. Verify that the gearing or hydrau-lic transmission is not excessively noisy or vibrating.

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f. Check that the service brake releases and sets.

NOTE

For the Navy Standard hauling winch, set the select switch to the″BOTHDRUMS OFF″ position. Outhaul drum shaft full speed setting is 120 revolutionsper minute (RPM) minimum; inhaul drum shaft full speed setting is 93 RPMminimum. If adjustments are required, consult the appropriate technical manual.

571-5.2.4.2 Electric (Direct Drive) Drum and Gypsy Winches. The no-load test for electric drum and gypsywinches demonstrates that the electric motor and gear box operates smoothly through all speeds and that thebrake operates properly. For this equipment, the following procedures shall be performed:

a. Install thermometers in accordance with paragraph571-5.2.4.b.

b. Continually run the winch for a 1/2 hour in each direction. For multi-speed winches, operate the winch anequal percentage of time at all speed points.

c. Verify the brake releases completely while the drum is rotating.

571-5.2.4.3 Level Wind Device (Lead Angle Compensator). The no load test of the level wind device (leadangle compensator) demonstrates that the device will spool the wire rope evenly across the drum, without bunch-ing at the flange or skipping wraps. For the level wind device (lead angle compensator), the procedures detailedin paragraph571-5.2.2.4shall be followed.

571-5.2.4.4 Anti-Slack Device. The no load test demonstrates that the ASD maintains proper tension on thewire while spooling in both directions of winch operation. For the ASD, the procedures detailed in paragraph571-5.2.2.5shall be followed. The ASD shall run continuously for one hour. Thermometers shall be installed onelectric ASD’s per paragraph571-5.2.4.b.

571-5.2.4.5 Sliding Block. The no load test demonstrates that the sliding block travels smoothly, with no evi-dence of binding or excessive vibration, that the drive system can stop and hold the head and that the controlsystem operates properly. For the sliding block, the following procedures shall be performed:

a. Install thermometers on the drive or pump motor per paragraph571-5.2.4.b.

b. Check the lift and drive chain tensions, if applicable, in accordance with the appropriate technical manual.

c. Raise and lower the head continuously for one hour

d. As the block nears the end of travel in the up and down directions at high speed, verify that the head willautomatically slow down and then stop. Refer to the technical manual for the slow down and stop limit switchpositions.

e. Demonstrate operation of all overtravel limit switches in accordance with the appropriate equipment manual.When applicable, demonstrate operation of the slow down and overtravel limit switches.

f. On all electric motor driven sliding block systems, verify that the electric brake properly releases withoutdragging and sets to stop the transfer head.

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571-5.2.4.6 Sliding Padeye. The no-load test demonstrates that the sliding padeye travels smoothly, with noevidence of binding or excessive vibration, and that the brake and limit switches operate smoothly. For the slid-ing padeye, the following procedures shall be performed:

a. Erect the sliding padeye to the service position.

b. Install thermometers on the drive motor per paragraph571-5.2.4.b.

c. Raise and lower the sliding padeye for 1 hour in accordance with the following table:

No Load Test Duty Cycle

Operation Distance or TimeRaise Full Speed To Upper Stop Limit SwitchStop 30 SecondsLower Full Speed Down To Lower Stop Limit SwitchStop 30 Seconds

d. Verify that the electric brake releases properly without dragging and that it stops when the pushbutton isreleased. Also verify that the limit switches function properly.

571-5.2.4.7 Miscellaneous Rigging. All rigging blocks and trolleys shall swivel and pivot freely and thesheaves shall rotate freely without excessive vibration. Probe receivers shall freely pivot and exhibit no sign ofdeformation.

571-5.2.5 DYNAMIC OVERLOAD TESTS. This test demonstrates the ability of the equipment to operate inoverload. The following procedures shall apply, as applicable to repairs conducted.

a. Ensure that the test instrumentation installed for the no-load test remains in place during the dynamic over-load test.

b. If no additional operational tests are to be performed, then measure the hot insulation resistance immediatelyafter the conclusion of the dynamic overload test. Consult paragraph571-5.2.2.1.i.

c. On all winches with drum overload clutches, the clutch requires temporary readjustment to a higher slip valueprior to conducting the dynamic overload test. After completion of this test, reset the clutch to its normal valueand retest.

d. Ensure that the horsepower limiting devices are not readjusted solely for the purpose of performing thedynamic overload test. The pressure compensator or pressure relief valve settings may be temporarilyincreased to perform this test.

e. Ensure that the equipment is capable of moving the load safely and under control. Use a slow speed com-mand during this test.

f. When dynamic overload testing equipment, ensure that the line load is maintained as near as possible to thedesired value, so as not to overstress the equipment. Use the following equation to determine the appropriatetest load:

Test Load = 1.5 x (Rated Load) x (.98)R x (.96)B

Where R = the number of roller bearing sheavesB = the number of bushing sheaves

g. Conduct dynamic overload tests from the winch average layer. For Navy Standard and Fourth Generationwinches, the average layer may be assumed to be the third layer. If the test wire is reeved to a layer on the

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drum other than the average, correct the test load by multiplying the desired line tension (150% rated load)by the ratio of the pitch radii (average layer over the actual layer the rope is on).

h. Ensure that the test load is within±3 percent of the calculated value.

i. Ensure that the input voltage to the motor is 440±20 volts and that the current readings are balanced acrossall phases. Ensure that the bearing and frame temperatures do not exceed values specified in Table 300-3–4of NSTM Chapter 300 .

j. Ship’s wire, if not removed incidental to authorized work, may be used. Ensure that the wire meets inspec-tion criteria ofNSTM Chapter 613 , and that the test load does not exceed 40 percent of the rated minimumbreaking strength. Follow the procedure in the equipment manual for fastening the wire to the drum clamp.Over tightening could prevent wire from being pulled out in an emergency situation.

571-5.2.5.1 Electric-Hydraulic Winches (Except Navy Standard Hauling). The dynamic overload test ofelectric-hydraulic winches (except Navy Standard hauling), demonstrates the ability of the winch to hoist, lower,stop, and hold the test load without unusual noise, vibration or overheating. Replenishing pressure shall remainstable during peak loads. The following procedures shall be performed:

a. Apply the test load to the drum on the average layer.

b. Rig a test wire from the average layer to the test load.

c. Slowly command the winch to haul-in, and verify that the winch lifts the load. Once the load is lifted clearof the deck, stop the winch, and verify that the brake sets and holds the load without dropping. Cycle the testload five times in accordance with the following table (conduct this test at low speed):

Dynamic Overload Test Load Duty Cycle

Operation Distance or TimeHoist Five foot minimumStop 20 secondsLower Five foot minimumStop 20 seconds

d. For hydrostatic transmissions equipped with a pressure compensator, the following shall be performed:

1 Install a 0-5000 pounds per square inch (psi) pressure gauge in the hoist pressure port valve.

2 Engage the winch drum sliding jaw clutch, pin clutch lever in engaged position. Release the winch drumhandwheel brake.

3 Payout enough wire to dead end to the rigging padeye.

4 Haul in until the test wire is tight. Then move the control handle to full stroke″HAUL-IN ″ and hold.

5 Verify that the pressure reading is in accordance with the appropriate technical manual. Adjust if necessary.

6 Repeat each procedure two times as specified in paragraphs 4 and 5 above.

571-5.2.5.2 Electric-Hydraulic Navy Standard Hauling Winches. Dynamic overload testing of electric-hydraulic Navy Standard hauling winches demonstrates the ability of the winch to hoist, lower, stop, and holdthe test load without unusual noise, vibration or overheating, Replenishing pressure shall remain stable duringpeak loads. The following procedures shall be performed:

a. For the Navy Standard hauling winch inhaul drum, perform the following:

1 With the speed control centered, turn the master station selector switch to the INHAUL DRUM ONLYposition.

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2 Reeve the test wire from the average layer of the drum through the swivel fairlead to a test load of 11,100pounds. Arrange the rigging so that the test load can be raised and lowered a minimum of five feet.

3 Slowly command the winch to haul-in the test load at a speed not greater than 40 RPM of the drum. Cyclethe winch five times in accordance with the following table:

Inhaul Drum Dynamic Overload Test Duty Cycle


b. For the Navy Standard hauling winch outhaul winch drum, perform the following:

1 Set the selector switch to the″OUTHAUL DRUM ONLY″ position. Verify that the inhaul drum air clutchis released, and that the inhaul drum brake band is set.

2 Rig the outhaul wire to a 0 -10,000 pound dynamometer and deadend.

3 Set the speed handle to″LOW.″ Move the tension lever to full″OUTHAUL TROLLEY″ position and adjustregulator valve V5 to 6,750 pounds (±200 pounds).

4 With tension lever at full outhaul, move the speed handle from neutral to low, and cycle the winch five timesin accordance with the following table:

Outhaul Drum Dynamic Overload Test Duty Cycle

Speed Handle Position TimeHaul-In Five secondsNeutral 20 seconds

5 After completion of the test, readjust the regulator valve V5 to 4,500 pounds (±200 pounds).

571-5.2.5.3 Electric (Direct Drive) Drum and Gypsy Winches. The dynamic overload test of the electric directdrive drum and gypsy winches demonstrates the ability of the winches to hoist, lower, stop, and hold the test loadwithout unusual noise, vibration, or overheating. The following procedures shall be performed:

a. Apply the test load to the drum on the average layer.

b. Rig a test wire from the average layer through the rigging to the test load.

c. In slow speed, raise the test load off the deck, stop the winch, and verify that the brake can stop and hold thetest load.

d. Cycle the winch five times in accordance with the following table:



571-5.2.5.4 Sliding Block. The dynamic overload test demonstrates the ability of the sliding block to raise,lower, stop, and hold a test load. There shall be no unusual noise, overheating, or vibration, and the brake shallhold the test load without slippage.

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a. Refer toAppendix Ffor the load values and rigging for this test.

b. Cycle the sliding block five times in accordance with the following table:


Operation Distance or TimeRaise Low Speed Up Five FeetStop 30 secondsLower Low Speed Down Five FeetStop 30 seconds

c. Check the sliding block and guide rollers for signs of binding or failure.

571-5.2.5.5 Sliding Padeye. The dynamic overload test demonstrates the ability of the sliding padeye to hoist,lower, stop, and hold a 37,500 pound test load. There shall be no unusual noise, vibration, or overheating, andthe brake shall stop and hold the load without slippage. For the sliding padeye, the following procedures shall beperformed:

a. With the kingpost erected in operating position, attach a test wire with the appropriate end fitting to the slid-ing padeye long link.

b. Rig the test wire to a 37,500 pound test load with the padeye down. Induce a 30 degree upward angle withno off station angle. Apply the test load to the test wire.

c. Cycle the sliding padeye five times in accordance with the following table:

Sliding Padeye Dynamic OverloadTest Load Duty Cycle


571-5.2.6 DRUM OVERLOAD CLUTCH TEST. This test demonstrates the proper operation of this safetyfeature where installed. The following procedures shall apply:

a. For the drum overload clutch to be tested, engage the drum and set the pawl:

b. Slowly pay out the winch, raising the main system″LOWER″ line pressure until the clutch slips (main driveshaft shall rotate slowly while the drum is locked). Verify that the pressure attained at the slip point concurswith the values specified in the appropriate technical manual.

571-5.2.7 RATED LOAD TESTS. This test demonstrates the capability of the equipment to operate at ratedload and speed for a period of time without overheating or any other failure. The following procedures shallapply:

a. Ensure that the test instrumentation installed during the no-load test shall remain in place for the rated loadtest.

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b. When rated load testing equipment using test weights, ensure that the line load is maintained as near as pos-sible to the desired value, so as not to overstress the equipment. Use the following equation to determineappropriate test load:

Test Load = (Rated Load) x (.98)R x (.96)B

Where R = the number of roller bearing sheavesB = the number of bushing sheaves

c. When rated load testing the equipment using the ram tensioner, the test load equals the rated load.

d. Conduct rated load tests of winches from the winch average layer. For Navy Standard and Fourth Generationwinches, the average layer may be assumed to be the third layer. If the wire rope is reeved to a layer on thedrum other than the average, correct the test by multiplying the desired line tension (rated load) by the ratioof the pitch radii (average layer over the actual layer the rope is on).

e. Ensure that the tolerance on test loads is within±3 percent of the calculated values.

f. Ensure that the input voltage to the motor is 440±20 volts, and that the current readings are balanced acrossall phases. Ensure that the bearings and frame temperatures do not exceed the value specified in Table 300-7of NSTM Chapter 300 .

g. Ship’s wire, if not removed incidental to authorized work, may be used. Ensure that wire meets inspectioncriteria of NSTM Chapter 613 , and that the test load does not exceed 40 percent of the rated minimumbreaking strength. Follow the procedure in the equipment manual for fastening the wire to the drum clamp.Over tightening could prevent wire from being pulled out in an emergency situation.

571-5.2.7.1 Electric-Hydraulic Winches. The rated load test demonstrates the ability of the electric-hydraulicwinch to hoist, lower, stop, and hold the test load without unusual noise, vibration, or overheating. All electricaland hydraulic data shall be within equipment manual specifications. The winch shall be capable of hoisting theequivalent rated load at rated speed in accordance with the appropriate equipment manual. Replenishing pressureshall remain stable during peak loads; output drum speed and hoisting and lowering pressures shall be verified.Spanwire, highline, and cargo winches may be tested against the ram tensioner with the wire end fittings securedto the test padeyes. Navy Standard and Fourth Generation hauling winches may also be tested against a ram ten-sioner. Load test the Navy Standard hauling winch on the inhaul drum in the cargo mode. The ram tensioner airpressure shall be adjusted for the winch drum being tested. The following procedures shall be performed:

a. For all winches, cycle the test load at rated speed for 30 minutes in accordance with the following table:

Rated Load Test Duty Cycle

Operation Distance or TimeHoist 20 foot minimumStop 20 secondsLower 20 foot minimumStop 20 seconds

b. For Navy Standard hauling winches, conduct step a. only on the inhaul drum. Also perform the following:

1 Deadend both test wire ropes with the wire rope on the average layer. Install a 0 - 5000 pound or a 0 -10,000 pound dynamometer in each test wire.

2 Set the selector switch to the″BOTH DRUMS ON″ position. Move the tension handle to the″INHAULTROLLEY″ position. Move the speed handle to full″HAUL-IN ″ speed, and hold this setting. Allow theclutches to slip for about five minutes to reach stabilization temperature.

3 Move the tension handle from″NEUTRAL″ to ″INHAUL TROLLEY, ″ and the back to″NEUTRAL.″ Then,move the tension handle from″NEUTRAL″ to ″OUTHAUL TROLLEY,″ and then back to″NEUTRAL.″

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Verify that tension values increase smoothly from 1500 pounds at″NEUTRAL″ to 4500 pounds at full″INHAUL TROLLEY ″ and full ″OUTHAUL TROLLEY.″

4 Move the tension handle to full″INHAUL TROLLEY ″ and hold. Verify that the inhaul drum shaft speedsetting is between 39.4 and 47.4 RPM. Then, move the tension handle back to″NEUTRAL.″

5 Cycle the test load for 1 hour in accordance with the following table:

STREAM Rated Load Test Duty Cycle

Speed Handle Tension Handle TimeFull ″HAUL-IN ″ Full ″INHAUL TROLLEY ″ 1 minute

″NEUTRAL″ 30 secondsFull ″OUTHAUL TROLLEY″ 1 minute″NEUTRAL″ 30 seconds

c. For Fourth Generation hauling winches, also perform the following,

1 Rig the wire from the drum being tested through the tension tower through the rigging, if required, to a 0- 10,000 pound dynamometer. Disengage the clutch pawl and release the drum brake:

2 Press the″ELECTRONIC RESET″ pushbutton and ensure that the″FAIL OR LOCAL MANUAL ″ lampextinguishes.

3 Set″REMOTE SPEED/MASTER SPEED/TENSION″ selector switch to″TENSION. ″4 After the winch stabilizes, verify that the tension is 1350 pounds.

5 Move the control handle to″MAXIMUM HAUL-IN ″ position. After the winch stabilizes, verify that thetension is 5500 pounds.

6 Move the control handle to″MINIMUM TENSION″ position. After the SHT stabilizes, verify that the ten-sion is 850 pounds.

7 To verify test results, repeat once each procedure specified in paragraphs 4, 5, and 6 above.

571-5.2.7.2 Electric (Direct Drive) Drum and Gypsy Winches. The rated load testing demonstrates the abilityof the electric (direct drive) drum and gypsy winch to hoist, lower, stop, and hold the test load without unusualnoise, vibration, or overheating. All electrical data shall be within equipment manual specification. The winchshall be capable of hoisting the equivalent rated load at rated speed in accordance with the appropriate equipmentmanual. The following procedures shall be performed:

a. Apply the rated test load to the drum on the average layer, or on the first wrap of the gypsy head.

b. Use either manila or synthetic line to test gypsy heads and rig this line to the test load.

c. Cycle the test load at rated speed for 30 minutes in accordance with the following table:


Operation Distance or TimeHoist 20 foot minimumStop 20 secondsLower 20 foot minimumStop 20 seconds

d. Test the winch used for raising and lowering the overhead mounted sliding padeye by cycling the sliding pad-eye from its stowed position to its operating position five times. Stop and hold the sliding padeye in its stowedand operated positions. Check latch engagement, limit switch settings and timing relay functions.

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571-5.2.7.3 Ram Tensioner. The rated load test demonstrates the ability of the ram tensioner to extend andretract through the full range of travel maintaining line tension. There shall be no leakage and the ram shall travelsmoothly over entire range of motion.

a. Connect the highline or spanwire to securing padeye.

b. With ram accumulator pressurized to precharge, payout on winch.

c. Cycle the winch to haul-in and payout to the ram full travel positions for 1/2 hour following winch test dutycycle.

571-5.2.7.4 Sliding Block. The rated load test demonstrates the ability of the sliding block to raise, lower, stop,and hold a test load. There shall be no unusual noise, vibration, or overheating, and the brake shall hold the testload without slippage. Speed changes shall occur smoothly, and travel speed shall not vary more then 10 percentfrom the rated speed.

a. Refer toAppendix Ffor the rated load values and rigging for the test.

b. Cycle the sliding block for 1/2 hour in accordance with the following table:


Operation Distance or TimeRaise Full Speed Up To Upper Stop Limit SwitchStop 30 secondsLower Full Speed Down To Lower Stop Limit SwitchStop 30 seconds

571-5.2.7.5 Sliding Padeye. The rated load test demonstrates the ability of the sliding padeye to operatesmoothly with no unusual noise or vibration, no overheating, and with correct sliding padeye speed. This test alsodemonstrates that the brake and limit switches operate properly. The following procedures shall be performed:

a. With the padeye erected in operating position, attach a test wire to the long link.

b. Rig the test wire to a 25,000 pound test load with the padeye down. Induce a 30 degree upward angle. Applythe test load to the test wire.

c. Cycle the sliding padeye for 1/2 hour in accordance with the following table:


Operation Distance or TimeRaise Full Speed Up To Upper Stop Limit SwitchStop 30 secondsLower Full Speed Down To Lower Stop Limit SwitchStop 30 seconds

571-5.2.8 SHUTDOWN PROCEDURES. Immediately after operational testing, secure air system, securepower to controllers and conduct a hot insulation resistance test in accordance with paragraph571-5.2.2.1.i forrepaired and overhauled equipment motors.

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APPENDIX A.

REFERENCE DRAWINGS FOR TEST INSTRUCTIONS OF NEWLY INSTALLED EQUIPMENT

805-1639000 Reversible Deck Bolt and Socket

804-2227933 FAS Standard Receiving Station Arrangement and Requirements805-2580276 Fixed Highline Padeye Stations4847452 Three-Speed and Two Speed Saddle Winch5177062 Anti-Slack Device5210065 Hydraulic Disc Brake5210546 Winch, Single Drum5210547 Winch, Double Drum5210548 Hauling Winch5746880 STREAM Fueling Stations (System)5746882 STREAM Cargo Station (System)5746884 ARC Sender6651883 80 and 120 Foot Ram Tensioner5746886 Sliding Block Direct Drive Units5746887 STREAM CARGO Control Booth5746888 STREAM Fueling Control Booth6695841 FAS Kingpost6243108 Ram Tensioner Charging Stations (Close-In Installation)6243109 Ram Tensioner Charging Stations (Remote Installation)6665633 Sliding Block-Overload Clutch Units6695836 Cargo Kingpost(Later) Sliding Padeye6352179 Winch, Gypsy

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APPENDIX B.

TEST REQUIREMENTS FOR MISCELLANEOUS NEW EQUIPMENT

1. Air Flasks - New flasks need not be tested prior to installation if the vendor’s test information is stenciled onthe flask perNSTM Chapter 551 . The flask shall have been properly sealed and preserved. A visual inspec-tion just prior to installation by borescope shall be conducted perNSTM Chapter 551 .

2. Pneumatic and Hydraulic Hose Assemblies - For new hose assemblies purchased with certification test data,the hose may be accepted for use without test if the test information is tagged to the hose per S6430-AE-TED-010. The assemblies shall also have been preserved/sealed per instruction in this manual.

a Blocks and Trollies - For new blocks and trollies procured with the Safe Working Load (SWL) stamped onthe unit or certification data supplied by the manufacturer, static load testing may be waived. If the unit isnot stamped with SWL and certification data is provided, stamp the unit. If neither condition is satisfied,test the unit as if it were repaired (Table571–R-1). A visual inspection and a post-installation no-load dem-onstration will be performed.

b Loose Hardware -For non-NAVORD hardware purchased through the stock system, only a receipt inspec-tion need be accomplished. These loose hardware items are identified in NAVSEA Underway Replenish-ment Hardware and Equipment Manual S9570-AD-CAT-010.

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APPENDIX C.

LIST OF APPLICABLE TECHNICAL REPAIR STANDARDS

a. S9571-AF-TRS-010 Fourth Generation Sealed Hydraulic Transmission Hydraulic-Mechanical ControlM29-00288 (MECH)

b. S9571-AG-TRS-010 Fourth Generation Sealed Hydraulic Transmission Electric-Hydraulic Control M27-03711 (IH/OH)

c. S9571-AB-TRS-010 Fourth Generation Sealed Hydraulic Transmission Electric-Hydraulic Control M27-03699 (HL/SW)

d. S9571-AU-TRS-010 Variable Speed Hydraulic Transmission, Navy Standard MK5 Mods 1, 3, and 4 TypeNST-V

e. S9570-AZ-TRS-010 Navy Standard Ram Tensionerf. S9571-AY-TRS-010 Navy Standard Cargo Drop Reel MK2g. SG813-B6-TRS-010 Winch, Saddle, Navy Standard Three-Speed and Two-Speed MK1 Mod 0h. SG813-BS-TRS-010 Fourth Generation Heavy Duty Spanwire Winch, Single and Double Drumi. S9570-AC-TRS-010 Navy Standard Sliding Block Drivej. SG813-B5-TRS-010 Navy Standard Hydraulic Anti-Slack Devicek. SG813-BQ-TRS-010 Fourth Generation Light Duty Spanwire Winch, Single and Double Druml. S9571-AR-TRS-010 Navy Standard Highline and Spanwire Anti-Slack Device MKS 6-11 and 14, Mods

0-2m. SG813-AX-TRS-010 Double Drum Navy Standard Winch MK3 Mods 1-30n. SG813-AW-TRS-01 Single Drum Navy Standard Winch MK2 Mods 1-50 and 6-13o. S9571-AD-TRS-010 Outhaul Air Clutch Anti-Slack Device MKS 12-13, Mods 0-1p. S9571-AC-TRS-010 Variable Speed Hydraulic Transmission, Navy Standard MK6 Mods 1, 3, and 4 Type

NST-Dq. SG813-AD-TRS-010 Navy Standard Hauling Winch, Electric Hydraulic, Double Drum, Inhaul-Outhaul,

MK4 Mods 1 & 2r. S9570-AW-TRS-010 Fueling at Sea Single Probe Systems. S9570-AW-TRS-020 Fueling at Sea Double Probe Systemt. S9570-AW-TRS-030 Fueling at Sea Single Probe Receiving Systemu. S9570-AW-TRS-040 Fueling at Sea Double Probe Receiving System

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APPENDIX D

TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS

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Table 571-D-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ELECTRIC-HYDRAULIC WINCHES

EQUIPMENT/COMPO-NENT REPAIRED OROVERHAULED

PRE-INSTALLA-TIONINSPEC-TIONPARA 5.2.1

POSTINSTALLA-TIONINSPECTION& FUNC-TIONALPARA 5.2.2,5.2.2.2

STATIC TESTS

NO-LOADTESTPARA5.2.4,5.2.4.1

DYNAMICOVER-LOADTEST(150%)PARA5.2.5,5.2.5.1/2

DRUMOVER-LOADCLUTCHTESTPARA5.2.6

RATEDLOADTEST(100%)PARA5.2.7,5.2.7.1

SHUT-DOWNPRO-CEDUREPARA5.2.8

STRUC-TURALINTEG-RITYPARA5.2.3,5.2.3.1

WINCH/GYPSYSERVICEBRAKE(200%)PARA 5.2.3,5.2.3.8

DRUMRATCHETAND PAWL(200%)PARA 5.2.3,5.2.3.9

DRUMBRAKE(200%)PARA5-2.3,5-2.3.10

HYDRO-STATICPARA5.2.3,5.2.3.11

REINSTALLED WINCHES(NOTE 1)

X X X*** X X X X

REDUCTION GEAR(GEARS, SHAFTS, KEYS,HUBS, BUT NOT BEAR-INGS)

X X X X X

FOUNDATION OR WINCHBED LOAD BEARINGSTRUCTURE

X X X X X

LOAD BEARING SUBAS-SEMBLY

X X*** X X

INDEPENDENT GYPSYDRIVE (BRAKE ORREDUCER)

X X X X X

WIRE-ROPE DRUM JAWCLUTCH

X X X X X

DRUM PAWL ASSEMBLY X X X

HOSE AND TUBING X X

DRUM X X X X X X X X

WIREROPE DRUM BRAKE X X

SERVICE BRAKE X X X X X X

HYDRAULIC TRANSMIS-SION

X X X@ X@ X X

ELECTRIC MOTOR X X X* X X

CONTROL SYSTEM X X

DRUM OVERLOADCLUTCH

X X X

* Testing shall be accomplished for repair/overhaul of motor only. See paragraph571-5.1.4c** Any equipment in contact with low speed (drive) shaft.*** Test my not be required. See paragraphs571-5.2.3.nand571-5.2.3.l@ Required only if clutch was misadjusted to perform dynamic test.+ Not required if certified load tested after repair by TRS.Note 1: Tests on this line are required to prove the re-installation. If other work was done on the winch, test specified on the line for that component must also be conducted.

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Table 571-E-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ELECTRIC (DIRECT DRIVE) DRUM/GYPSY WINCHES


PRE-INSTALLA-TIONINSPECTIONPARA 5.2.1

POST INSTAL-LATIONINSPECTION& FUNC-TIONALPARA 5.2.2,5.2.2.1/ 3

STATIC TESTS

NO-LOADTESTPARA 5.2.4,5.2.4.1

DYNAMICOVER-LOADTEST (150%)PARA 5.2.5,5.2.5.1/2

RATEDLOADTEST(200%)PARA5.2.7,5.2.7.1

SHUT-DOWNPROCE-DUREPARA 5.2.8

STRUC-TURALINTEG-RITYPARA 5.2.3,5.2.3.1

SERVICEBRAKE(200%)PARA 5.2.3,5.2.3.8

DRUMRATCHETAND PAWL(200%)PARA 5.2.3,5.2.3.9

DRUMBRAKE(200%)PARA 5-2.3,5-2.3.10

REINSTALLED WINCHES(NOTE 1)

X X X** X X X X

REDUCTION GEAR(GEARS, SHAFTS, KEYS,AND HUBS)

X X X X

FOUNDATION OR WINCHBED LOAD BEARINGSTRUCTURE

X X X X X

LOAD BEARING SUBAS-SEMBLY

X X** X X X

DRUM PAWL X X X

ELECTRIC MOTOR X X* X X

SERVICE BRAKE X X X X

DRUM AND GYPSY HEAD X X X X X

WIRE ROPE DRUM BANDBRAKE

X X X

CONTROL SYSTEM X X

* See paragraph571-5.1.4.c.** Test may not be required. See paragraphs571-5.2.3.nand571-5.2.3.1Note 1: Tests on this line are required to prove the re-installation. If other work was done on the winch, tests specified on the line for that component must also be conducted.

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Table 571-F-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,LEVEL WIND AND FLEET ANGLE COMPENSATOR

EQUIPMENT/COMPONENTSREPAIRED OR OVERHAULED

PRE-INSTALLATIONINSPECTIONPARA 5.2.1

POST INSTALLATIONINSPECTION & FUNC-TIONAL TESTPARA 5.2.2, 5.2.2.1/ 4

200% STATIC TESTPARA 5.2.3, 5.2.3.e, 5.2.3.6.4

RATED LOAD TESTPARA 5.2.7

SHUT-DOWN PRO-CEDUREPARA 5.2.8

REINSTALLED LEVEL WINDASSEMBLY

X X X* X X

STRUCTURAL LOAD BEARINGCOMPONENTS

X X* X X

SHEAVE X X* X X

TIMING CHAIN/DRIVE X X

ARM ASSEMBLY/CAM FOL-LOWER

X X* X

BEARINGS X X

* Test may not be required. See paragraphs5.2.3.nand5.2.3.1

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Table 571-G-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,ANTI-SLACK DEVICES

EQUIPMENT/COMPONENTSREPAIRED OR OVER-HAULED


POST INSTALLATIONINSPECTION & FUNC-TIONAL TESTPARA 5.2.2, 5.2.2.1/ 5

STRUCTURAL INTEG-RITY TESTPARA 5.2.3, 5.2.3.2, 5.2.3.6

NO-LOAD TESTPARA 5.2.4, 5.2.4.4

SHUT-DOWN PROCE-DUREPARA 5.2.8

REINSTALLED ASDS(NOTE 1)

X X X* X X

REDUCTION GEAR (GEARS,SHAFTS, KEYS, AND HUBS)

X X** X

FOUNDATION OR LOADBEARING STRUCTURE

X X X* X X

INNERSHAFT ASSEMBLY X X** X

SQUEEZE OR DRIVESHEAVES

X X

SQUEEZE MECHANISM ORPRESSURE ROLLER

X X

SHEAVE BEARINGS X X

FAIRLEAD SHEAVE OR ITSSTRUCTURE

X X* X

DRIVE MOTOR X X** X

COOLING FAN ELECTRICMOTOR

X X** X

AIR OR HYDRAULICSYSTEM(HOSES, TUBING,ETC.)

X X

AIR CLUTCH (TUBES FRIC-TION SHOES, ETC.)

X X** X

FRICTION DRUM X X** X

* Test may not be required. See paragraphs571-5.2.3.nand571-5.2.3.l** Not necessary for squeeze sheave to rotate.Note 1: Tests on this line are required to prove equipment re-installation. If other work was done on the anti-slack device, tests specified on the line for that component must also be conducted.

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Table 571-H-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,RAM TENSIONER SYSTEM

EQUIPMENT/COMPONENTREPAIRED OR OVER-HAULED


POST INSTALLATIONINSPECTION & FUNC-TIONALPARA 5.2.2, 5.2.2.1/ 6,5.2.3.1.6

STATIC TESTS

RATED LOAD TEST(200%)PARA 5.2.7, 5.2.7.1

SHUT-DOWN PRO-CEDURE

PARA 5.2.8

STRUCTURALINTEGRITYPARA 5.2.3, 5.2.3.2,5.2.3.6

HYDROSTATICPARA 5.2.3,5.2.3.11

REINSTALLED RAMTENSIONERS(NOTE 1)

X X X* X X

RAM PACKING/WIPER RINGS X X

FOUNDATION X X X* X

ACCUMULATOR PISTONSEALS

X X

ACCUMULATOR (NEW/REIN-STALLED)

X X

UPPER/LOWER SHEAVEBLOCK

X X* X X

HP AIR SYSTEM (FLASKS,RELIEF VALVES, SILBRAZEFITTINGS, ETC.)

X X** X

POSITION TRANSMITTER/RECEIVER

X X

HYDRAULIC COMPONENTS(TUBING, ETC.)

X X X

BEARINGS X X

* Test may not be required. See paragraphs571-5.2.3.nand571-5.2.3.l.** Relief valves are bench tested to correct setting.Note 1: Tests on this line are required to prove the re-installation. If other work was done on the ram tensioner, tests specified on the line for that component must also be conducted.

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Table 571-I-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,CHAIN DRIVEN SLIDING BLOCK SYSTEM



POST INSTALLA-TION INSPECTION& FUNCTIONALTESTPARA 5.2.2, 5.2.2.1/ 7

STRUCTURALINTEGRITYTESTPARA 5.2.3,5.2.3.6.3

CHAIN PRE-TENSIONING(SEE TECHNI-CALMANUAL)


SLIPCLUTCHADJUST-MENT (SEETECHNICALMANUAL)

DYNAMICOVERLOADTESTPARA 5.2.5,5.2.5.4

RATEDLOADTESTPARA 5.2.7,5.2.7.4


REINSTALLED SLIDINGBLOCK ASSEMBLY(NOTE 1)

X X X X X

GUIDE ROLLERS X X X X

CHAIN/SPROCKETS X X X X X

GEAR REDUCER X X X

BRAKE X X** X

DRIVE MOTOR X X* X X X

TRANSFER HEAD STRUC-TURE

X X** X X

KINGPOST LOAD BEAR-ING STRUCTURE, GUIDERAILS

X X** X X X

CONTROL SYSTEM(LIMIT SWITCHES, CON-TROLLER)

X X

SLIP CLUTCH X X X

SHEAVE AND PIN X X** X X

SHEAVE BEARING X X

T-ROS MOUNTING FOUN-DATION

X X** X

* Testing shall be accomplished for repair/overhaul for motor only. See paragraph571-5.1.4.c.** Test may not be required. See paragraphs571-5.2.3.nand571-5.2.3.1.Note 1: Tests on this line are required to prove the re-installation. If other work was done on the removed equipment, tests specified on the line for thatcomponent must also be conducted.

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Table 571-J-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,PISTON DRIVEN SLIDING BLOCK SYSTEM

EQUIPMENT/COMPONENTREPAIRED OROVERHAULED


POSTINSTALLA-TIONINSPEC-TION &FUNC-TIONALTESTPARA 5.2.2,5.2.2.1/ 7

STATIC TESTS



RATEDLOAD TESTPARA 5.2.7,5.2.7.4


STRUC-TURALINTEGRITYPARA 5.2.3,5.2.3.6.3

HYDRO-STATICPARA 5.2.3,5.2.3.11

REINSTALLEDSLIDING BLOCKASSEMBLY(NOTE 1)

X X X X

GUIDE ROLLERS XHIGH PRESSUREHYDRAULIC PIP-ING

X X* X

CYLINDER ANDINTERNALS

X X** X X

ROD PACKING X XTRANSFERHEAD STRUC-TURE

X X** X

KINGPOST LOADBEARING(STRUCTURE,GUIDE RAILS)

X X** X

ELECTRICALCONTROL SYS-TEM (LIMITSWITCHES, CON-TROLLER)

X X

AUXILIARYHYDRAULICCOMPONENTS

X X X

ELECTRICMOTOR

X X X

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Table 571-J-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,

PISTON DRIVEN SLIDING BLOCK SYSTEM - Continued

EQUIPMENT/COMPONENTREPAIRED OROVERHAULED


POSTINSTALLA-TIONINSPEC-TION &FUNC-TIONALTESTPARA 5.2.2,5.2.2.1/ 7

STATIC TESTS






HYDRO-STATICPARA 5.2.3,5.2.3.11

SHEAVE ANDPIN

X X X

SHEAVE BEAR-ING

X X

* Testing may be waived if satisfactorily tested after repair, prior to installation to 135% of maximum system pressure.** Test may not be required. See paragraphs571-5.2.3.nand571-5.2.3.1.Note 1: Tests on this line are required to prove equipment re-installation. If other work was done on the equipment, tests specified on the line for that com-ponent must also be conducted.

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Table 571-K-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,SLIDING PADEYES

EQUIPMENT/COMPO-NENTREPAIREDOR OVER-HAULED


POSTINSTALLA-TIONINSPECTION& FUNC-TIONALTESTPARA 5.2.2,5.2.2.1/ 8

STATIC TESTS




SHUT-DOWNPROCEDUREPARA 5.2.8


200% STATICPARA 5.2.3,5.2.3.7.5

REIN-STALLEDSLIDINGPADEYEASSEMBLY(NOTE 1)

X X X*** X

CARRIAGEREMOVAL

X X*** X

FRAMELOAD BEAR-ING STRUC-TURE, GUIDERAILS

X X*** X X

CONTROLSYSTEM(LIMITSWITCHES,INTERLOCKS& CONTROL-LER)

X X

ELECTRICMOTOR COU-PLING

X X

ELECTRICMOTOR

X X X* X

BRAKE X X X XBALL SCREWBEARINGS

X X

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Table 571-K-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND SYSTEMS,

SLIDING PADEYES - Continued

EQUIPMENT/COMPO-NENTREPAIREDOR OVER-HAULED


POSTINSTALLA-TIONINSPECTION& FUNC-TIONALTESTPARA 5.2.2,5.2.2.1/ 8

STATIC TESTS




SHUT-DOWNPROCEDUREPARA 5.2.8


200% STATICPARA 5.2.3,5.2.3.7.5

BALL SCREWOR BALLNUT

X X X X

EMERGENCYERECTIONSYSTEMCOMPO-NENTS

X X

* Testing shall be accomplished for repair and overhaul of motor only. See paragraph571-5.1.4.c.** For stowing winches of overhead mounted SPE’s useAppendix E.*** Test may not be required. See paragraph571-5.2.3.n.Note 1: Tests on this line are required to prove the re-installation. If other work was done on the sliding padeye, tests specified for that component mustalso be conducted.

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Table 571-L-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

ALONGSIDE LIQUID CARGO DELIVERY

EQUIPMENT AND COMPONENTSREPAIRED OR OVERHAULED

PRE-INSTALLATIONINSPECTION

PARA5.2.1

STRUCTURAL INTEGRITYTEST

PARA5.2.3.1and 5.2.3.2

SPANWIRE PADEYES X XSADDLE WHIP PADEYES X XYO-YO PREVENTER PADEYES X XSPANWIRE SECURING PADEYES X XPROBE TIEDOWNS X XMESSENGER RETURN PADEYES X XHOGGING-IN LINE PADEYES AND CLEATS X XSPANLINE WHIP PADEYES X XEASING OUT PADEYES AND CLEATS X X

Table 571-M-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

ASTERN LIQUID CARGO DELIVERY

EQUIPMENT AND COMPONENTSREPAIRED

PRE-INSTALLATION INSPEC-TION

PARA5.2.1


PARA5.2.3.1and 5.2.3.3

6″ HOSE PENDANT X X6″ RETRIEVING LINE RIGGINGPADEYE

X X

2-1/2″ HOSE RIGGING PADEYE X X

Table 571-N-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

ALONGSIDE LIQUID CARGO RECEIVING



PARA5.2.1


PARA5.2.3.1and 5.2.3.4

PROBE RECEIVER AND SPANWIREATTACHMENT

X X

RIDING LINE RIGGING X XMESSENGER AND INHAUL PADEYES X XEASING OUT LINE PADEYES X XSPANLINE PADEYES X XSPANLINE RIDING LINE PADEYES X X2-1/2″ HOSE CONNECTION PADEYES X X

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Table 571-O-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

ASTERN LIQUID CARGO RECEIVING



PARA 5.2.1


PARA 5.2.3.1and 5.2.3.5

6″ HOSE RECEIVING STATION X X2-1/2 SECURING PENDANT PADEYE X XINHAUL CAPSTAN RIGGING X X

Table 571-P-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

SOLID CARGO DELIVERY



PARA5.2.1


PARA5.2.3.1and 5.2.3.6

WIRE HIGHLINE PADEYES X XINHAUL PADEYES X XOUTHAUL PADEYES X XBURTON (CARGO WHIP) PADEYES X XSYNTHETIC HIGHLINE PADEYES X XFIBER INHAUL PADEYES X XSURF PADEYES X X

Table 571-Q-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

SOLID CARGO RECEIVING



PARA5.2.1


PARA5.2.3.1and 5.2.3.7

PENDANT AND STREAM SUPPORT LEG X XFIXED WIRE HIGHLINE PADEYES X XMESSENGER AND FIBER INHAULPADEYES

X X

STREAM CONSOLIDATED PADEYES X XFIBER HIGHLINE PADEYES X XEASING OUT LINE PADEYES ANDCLEATS

X X(APPENDIX E FIGURE E-1)

WIRE HIGHLINE TIEDOWN PADEYES X X

Table 571-R-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS ANDSYSTEMS,

MISCELLANEOUS RIGGING

LOAD BEARING MEMBERREPAIRED OR OVERHAULED ON

FOLLOWING ASSEMBLY

POST INSTALLATION INSPEC-TION

PARA5.2.2STATIC LOAD TEST

PARA5.2.3

BLOCKS AND TROLLIES X X(5.2.3.6.9)

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Table 571-R-1. TEST MATRIX FOR EQUIPMENT, COMPONENTS AND

SYSTEMS,

MISCELLANEOUS RIGGING - Continued

LOAD BEARING MEMBERREPAIRED OR OVERHAULED ON

FOLLOWING ASSEMBLY

POST INSTALLATION INSPEC-TION

PARA5.2.2STATIC LOAD TEST

PARA5.2.3

STAR PROBE LATCH X X(5.2.3.6.7)

PHONE AND DIST CLEATS X X(5.2.3.7.4.b)

PELICAN HOOKS X X(5.2.3.7.4)

GULLWING STRONGBACK X(5.2.3.8.5)

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APPENDIX E.

TEST WIRE SETUP ARRANGEMENT

S9086-TK-STM-010/CH-571R3

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Figure 571-E-1. TEST WIRE SETUP ARRANGEMENT

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APPENDIX F.

TEST METHODS AND LOADS FOR SLIDING BLOCK DRIVES

.

Figure 571-F-1. Sliding Block Drive Test Using Freestanding Kingpost

S9086-TK-STM-010/CH-571R3

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.

Figure 571-F-2. Sliding Block Drive Test Using M-Frame Kingpost

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APPENDIX G.

ACCEPTED METHODS FOR STATIC LOAD TESTING

1. Test Weight (Figure 571-G-1) - The test wire shall be rigged through a test block attached to the crane (witha preventer to the crane to keep the block vertically straight). The crane shall hoist the test block to developthe desired angle in the test wire (if applicable). The equipment shall not be used to lift the test load. A freehanging weight can move to accommodate ship’s movement (or floating crane movement) thereby maintain-ing proper line tension. This method shall be used whenever a remote source (e.g. crane) is required to estab-lish proper testing angles. Methods shown inFigure 571-G-2shall not be used.

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Figure 571-G-1. Safe Methods for Testing Unrep Stations

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Figure 571-G-2. Unsafe Methods for Testing Unrep Stations

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G-3

2. Dynamometer with Separate Load Source (Figure 571-G-3) - This technique may be used when testingwinches (without rigging entire system), deck fittings, padeyes etc. Equipment shall not be subjected to staticloads at angles beyond the normal working range to facilitate the use of this method. The dynamometer andload source must be secured to a suitably tested hull fitting on the ship in the vicinity of the equipment tested.Dynamometers shall not be attached to any point outboard of the ship nor shall any component in the test rig-ging come in contact with or be attached to any structure detached from the ship when a dynamometer andload source is attached to the ship.

3. Calibrated Load Source - This device (e.g., hydraulic jacking cylinder) is to be the same limitations as method2.

4. Moment Arm - A moment arm may be attached to the drive shaft of a winch drum (remove gypsy head orcover) and a load applied to the moment arm via a calibrated load source or dynamometer with a load source.This would require a test padeye located to suit the moment are. The torque shall be equivalent to the result-ant of the required test load and layer radius.

Figure 571-G-3. Dynamometer with Separate Load Source

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APPENDIX H.

TECHNICAL MANUAL DEFICIENCY/EVALUATION REPORT(TMDER)

NOTE

Ships, training activities, supply points, depots, Naval Shipyards, and Supervi-sors of Shipbuilding are requested to arrange for the maximum practical use andevaluation of NAVSEA technical manuals. All errors, omissions, discrepancies,and suggestions for improvement to NAVSEA technical manuals shall bereported to the Commander, NAVSURFWARCENDIV, 4363 Missile Way, PortHueneme, CA 93043-4307 in NAVSEA/SPAWAR Technical Manual Deficiency/Evaluation Report (TMDER), NAVSEA Form 4160/1. To facilitate such report-ing, print, complete, and mail NAVSEA Form 4160/1 below or submit TMDERSat web site http://nsdsa.phdnswc,navy.mil/tmder/tmder.htm. All feedback com-ments shall be thoroughly investigated and originators will be advised of actionresulting therefrom. Extra copies of NAVSEA Form 4160/1 may be requisitionedfrom DDSP Susquehanna Pennsylvania, 05 E Street, Mechanicsburg, PA 17055-5003. (S/N 0116-LP-019-5300)

TMDER / MAILER

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