NAVEDTRA 12435Naval Education and September 1991 Training ManualTraining Command 0502-LP-215-9300 (TRAMAN)

Torpedoman’s MateSecond Class

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TORPEDOMAN’S MATESECOND CLASS

NAVEDTRA 12435

1991 Edition Prepared byTMCM Jack L. FormyDuval

PREFACE

This Training Manual (TRAMAN), Torpedoman’s Mate Second Class,NAVEDTRA 12435, and the nonresident training course (NRTC),NAVEDTRA 82435, form a self-study training package covering theknowledges required of the men and women of the U. S. Navy and NavalReserve to prepare for advancement to TM2.

Designed for individual study rather than formal classroom instruction,the TRAMAN provides subject matter that relates directly to occupationalstandards for TM2. The occupational standards, used as minimum guidelinesin the preparation of the manual, can be found in the Manual of Navy EnlistedManpower and Personnel Classification and Occupational Standards(Section I), NAVPERS 18068E. An NRTC has been developed for use withthis TRAMAN. It must be ordered separately from this TRAMAN. Orderinginformation is available in the List of Training Manuals and CorrespondenceCourses, NAVEDTRA 12061. Each assignment is a series of questions basedupon the textbook. You should study the text book pages given at the beginningof each assignment before trying to answer the questions in your NRTC.

This TRAMAN and associated NRTC were prepared by the NavalEducation and Training Program Management Support Activity, Pensacola,Florida, for the Chief of Naval Education and Training. Technical assistancewas provided by the Chief of Naval Technical Training, Millington, Tennessee;Service School Command, Orlando, Florida; and Naval Sea SystemsCommand, Washington, D.C. Technical reviews, comments, ideas, andsuggestions from these activities have been most helpful.

1991 Edition

Stock Ordering No.0502-LP-215-9300

Published byNAVAL EDUCATION AND TRAINING PROGRAM

MANAGEMENT SUPPORT ACTIVITY

UNITED STATESGOVERNMENT PRINTING OFFICE

WASHINGTON, D.C.: 1991

i

THE UNITED STATES NAVY

GUARDIAN OF OUR COUNTRYThe United States Navy is responsible for maintaining control of thesea and is a ready force on watch at home and overseas, capable ofstrong action to preserve the peace or of instant offensive action towin in war.

It is upon the maintenance of this control that our country’s gloriousfuture depends; the United States Navy exists to make it so.

Tradition, valor, and victory are the Navy’s heritage from the past. Tothese may be added dedication, discipline, and vigilance as thewatchwords of the present and the future.

At home or on distant stations we serve with pride, confident in therespect of our country, our shipmates, and our families.

Our responsibilities sober us; our adversities strengthen us.

Service to God and Country is our special privilege. We serve withhonor.

THE FUTURE OF THE NAVY

The Navy will always employ new weapons, new techniques, andgreater power to protect and defend the United States on the sea,under the sea, and in the air.

Now and in the future, control of the sea gives the United States hergreatest advantage for the maintenance of peace and for victory inwar.

Mobility, surprise, dispersal, and offensive power are the keynotes ofthe new Navy. The roots of the Navy lie in a strong belief in thefuture, in continued dedication to our tasks, and in reflection on ourheritage from the past.

Never have our opportunities and our responsibilities been greater.

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WE SERVE WITH HONOR

CONTENTS

CHAPTER Page

1. Safety, Shipping, Handling, Loading, and Recovery... 1-1

2. Torpedo Maintenance Program (General) and . . . . . . . . 2-1Mk 46 Mod 5 Torpedo Maintenance

3. Heavyweight Torpedo Maintenance. . . . . . . . . . . . . . . . . . 3-1

4. Maintenance of Missiles and Mobile Submarine. . . . . . . 4-1Simulators Systems

5. Mechanical and Electrical Maintenance . . . . . . . . . . . . . . 5-1

APPENDIX

I. Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AI-1

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX-1

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SAFETY, SHIPPING, HANDLING,LOADING, AND RECOVERY

OVERVIEW OUTLINE

Discuss safety guidelines and procedures for Safetyshipping, handling, loading, and recovery ofvarious types of torpedoes and weapons.

Shipping

Handling

Loading

Recovery

A number of different types of weaponsystems are used by the Navy. The handling ofequipment and procedures used in movingweapons from the depot to storage, to pierside,aboard a ship or submarine are of such varietyand number that we will not attempt to cover allof these systems and procedures in this chapter.These step-by-step procedures for handling,shipping, and loading of each torpedo or weaponsystem are located in the applicable OP or OD.It is a must that these procedures be followedduring handling and stowage operations. But,before we discuss handling, it is imperative thatwe reinforce our awareness of safety, which willbe our first area of discussion.

SAFETY

Your major concern during weapons handlingand stowage evolutions will be safety. Safehandling and stowage operations must be a teameffort. Ensure that the utmost care and discretionare exercised by everyone involved in handlingweapons. All personnel must be trained andqualified to perform their job expeditiously andsafely in accordance with the guidelines discussedin Ammunition and Explosives Ashore, NAVSEAOP 5, Volume 1, and Ammunition Afloat,NAVSEA OP 4.

SAFETY PHILOSOPHY

Safety has been described as a state of mind.A state of mind engendered from the top echelonsof command down to the lowest working level bythe demonstration of sound knowledge andawareness of safety requirements. A knowledgethat is constantly applied by positive action andgood leadership on the part of senior personnelin all areas affecting safety. Most accidentscan be prevented, but this requires the fullcooperation of every person concerned. Safety isa function of all hands, not only of individualswho have been specifically designated as safetyobservers. Safety is more than a duty owedto authority. Where explosive munitions areconcerned, it is a way of life and the means ofsurvival for the individual as well as his shipmates.Basic elements of safety are given in the followingparagraphs.

1. Your sound knowledge of safety principlesshould be based on thorough training.

2. Your application of this sound knowledgeshould be under close and constant qualifiedsupervision.

Only by the continuous and vigorous applicationof these basic elements of safety can the level ofordnance accidents/incidents be reduced and,hopefully, eliminated.

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CHAPTER 1

SAFETY PRECAUTIONS

Safety precautions clearly, concisely, and inthe simplest language, state what is, or is not, tobe done. Great care is exercised to ensure they dojust that. They should be easily understood andnot subject to misinterpretation; they should beexplicit and allow no recourse except positivecompliance. It is difficult to cover every possibleemergency that may arise, but an attempt shouldbe made in carrying out prescribed safety pre-cautions to grasp the ideas on which they arebased. In this way, circumstances not known atthe time of promulgation of the safety precautionscan be instinctively acted on in the future.

Safety precautions are a serious matter. Withtheir compliance may rest the future, well-beingof everyone on board and indeed the ship itself.Safety precautions that are stated in peremptoryterms; that is, where action is expressed using suchterms as “shall, ” “will,” and “must,” have theforce of an order and must be obeyed accordingly.Safety precautions using the terms “should” or“may” are to be followed as a matter of policy.Deviation in such cases is permitted, but onlywhere the urgency of the situation fully justifiessuch nonconformity.

The application of sound safety principles toall activities in which we engage is an old preceptpracticed from the dawn of time. Indeed expressedin the simplest terms, it is intuitive and forms oneof the basic instincts by which we all can survive.However, as society continued to develop a moretechnical way of life, it became evident thatinstinct wasn’t sufficient. The technical nature ofour world requires that cohesive thought beapplied to matters of safety where dangerous andinvolved activities are a concern. Probably at thispoint in time, we could say that the need for safetyprecautions became apparent. Nevertheless, as ourcivilization advanced and our activities grew morecomplex, our concept and requirements for safetycontinued to expand and change to fit our every-day needs. These needs likewise became moreextensive and complex, especially in regard toarmaments and war. This developed the necessityto establish safety rules in written form. Theaddition of safety rules to the written languageadded the quality of standardization. This in turnmade it possible to change the rules as timerequired.

Certain safety precautions are in a form ofvisual signs or written captions embedded in thetext to notify you of a possible danger to personor damage to equipment. Where applicable, a

precaution is mentioned as a WARNING orCAUTION prior to the procedural directions itaffects.

1.

2.

3.

4.

WARNINGS. Hazards that can causepersonnel injury are indicated in notesheaded by the word “WARNING.” Thesewarnings generally fall into threecategories.a.

b.

c.

Warning against poisonous fumes orharmful fluids.Warning against explosive or flam-mable components.Warning against mechanical hazards.These warnings are normally brief, suchas calling attention to the danger involvedin standing under a suspended torpedo.Operating personnel reading suchwarnings, are expected to use commonsense in avoiding the hazard.

CAUTIONS. These are captions that drawattention to situations that may be poten-tially damaging to equipment. They arementioned in notes headed by the word“CAUTION.” A typical caution might bewritten for improper lifting, pushing, orpulling on control surfaces during thehandling of torpedoes.

NOTES. These are captions that followapplicable steps that direct action and serveto amplify the action to be performed.Notes that precede a PG/OP/CL serve toamplify the entire procedure.

In summary, the following applies:

WARNING

Warns of danger to personnel.

CAUTION

Warns of danger to equipment.

NOTE

Amplifies information or instruction.

Since we will be discussing various handlingmethods during this chapter, several of theGENERAL safety and maintenance rules that will

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be applicable to all handling evolutions iscontained in the following list:

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

Verify that the surrounding area is clearof personnel/obstructions before operatingequipment.Restrict noise and conversation to thatrequired to accomplish the evolution.Do not stand or walk under suspendedloads or weapons.Do not load handling equipment aboveits maximum rated capacity (safe workingload). Inspect handling equipment priorto use in accordance with the applicableMaintenance Requirement Card (MRC)and type commander’s directives.Do not raise weapons higher, or suspendthem longer than necessary.Keep weapons as level as possible whenlifting.Do not allow weapons to contact any deckor equipment during lifting.Verify that hooks used to handle weaponshave operable safety latches or aremoused.Ensure that guide studs on weapons arealigned with the torpedo tube guide slotduring tube loading/unloading.Do not allow weapons to be unrestrained,in any direction, unless procedurallydirected.Use toxic cleaning agents sparingly andin well-ventilated areas. Vapors of mostcleaning agents are toxic if inhaled in largequantities for extended periods. Be surethat cleaning agent containers are keptclosed except when in use. Wash handsthoroughly with soap and warm waterafter using these agents.Use flammable cleaning agents and paintssparingly and only in well-ventilatedareas. Ensure no sparks, open flames, orother sources of ignition are present whenusing these materials.Do not strike or drop high-explosivecomponents. No sparks, open flames, orother sources of ignition are to be presentwhen working with explosives.Observe all precautions for handlingexplosives. An armed exploder must notbe removed from any torpedo. If anexploder is armed, it must be removed byEOD personnel only.

15.

16.

17.

18.

19.

20.

21.

22.

Ground yourself immediately prior totouching an electrical connector or wireconnected to a weapon. Do so by makingbare skin-to-metal contact with theweapon.Inspect all electrical connectors for bentpins and other physical damage. Alwaysengage and disengage electrical connectorsby holding the connector, never the wire.Do not connect or disconnect energizedelectrical connectors unless directed byauthorized procedural documentation.To prevent dieseling—the spontaneouscombustion of oil or other carbonaceousmaterial with hot, highly compressedair—keep the compression system free offoreign material.Extreme care must be exercised to shutvalves and bleed all air from lines andbodies before disconnecting fittings.Exercise extreme care to prevent sharpbends or twists in air charging lines.Do not tighten pipe connections or otherparts while they are charged with high-pressure air.Do not remove safety straps or chainsfrom charging lines until the chargingvalve has been shut and the bleeder valvehas been opened.

SAFETY SUMMARY

Most procedural guides (PG), operationprocedures (OP), or checklists (CL) will have aSAFETY SUMMARY located in the front of it.The purpose of the safety summary is to ensurethat all personnel involved with weaponshandling, loading, shipping, employment, andweapon-related emergencies fully understand allWARNINGS, CAUTIONS, and NOTES and theprocedures by which these hazards maybe reducedor eliminated.

The safety summary is divided into severalparts with each part consisting of those safetyprecautions pertinent to the various evolutions tobe performed for a given weapon. Familiarity withand adherence to the applicable safety standardsand safety precautions are mandatory for allpersonnel. Specific safety precautions are con-tained in the PG, OP, and CL as appropriate.

The following safety standards apply to allphases of an operation involving weaponssystems. The controls and rules are designed to

1-3

provide positive measures to accomplish the 2.following:

3.1. Ensure that a launched weapon, either

warshot or exercise, is precluded fromstriking the firing ship

Prevent an inadvertent/accidental launching,arming, or motor startEnsure that the stowage, handling, mainte-nance, and testing operations of theweapon and weapon system will minimizethe risk of injury to personnel

Figure 1-1.-Mk 46 torpedo container Mk 535 Mod 0.

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4. Strive to minimize the probability of anexplosion of weapons involved in accidents,incidents, or during jettison

SHIPPING

Torpedoes, missiles, and some of their com-ponents are shipped in specially constructedairtight containers. These containers are de-signed to protect the torpedo or componentfrom damage during shipment and handling.When not in use, the containers should bestowed in a place where they will be pro-tected from the weather so they can havefuture use. If a container is found damagedand there is a possibility that it might notwithstand rough treatment during shipment,the container should not be used.

When you are preparing the container forshipment, it is placed horizontally in an uprightposition, on a flat surface, in an uncontested areawhere all sides are accessible. Large containers arelifted with slings attached to an overhead liftingdevice or with a forklift, using the lift guideslocated in the bottom of the container. Containersmust be handled carefully to prevent damage toeither the container or its contents. Additionally,prevention of injury to personnel is foreverparamount.

This may be a good time for us to show yousome of the various weapons and missile con-tainers that you will be packing, unpacking, andstowing. The shipping container for the Mk 46torpedo is the Mk 535 Mod 0 (fig. 1-1), while theMk 48 torpedo uses a Mk 481 Mod 1 container(fig. 1-2). The antisubmarine rocket (ASROC)uses several different containers, one of which is

Figure 1-2.-Mk 48 torpedo shipping container Mk 481 Mod 1.

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the Mk 183 Mod 1 (fig. 1-3) for the missile; theMk 178 (fig. 1-4) is for the rocket motor Mk 37,and the missile airframe container Mk 321 (fig.1-5). The Tomahawk All-up-Round (AUR) con-tainer (fig. 1-6) is the CNU-308/E, and thecontainer for the Harpoon (fig. 1-7) is theMk 630 Mod 0.

Canning and uncanning procedures will bediscussed in general, because as you know eachweapon and missile has a specific ordnancepublication with detailed canning and uncanning

procedures that apply to that specific weapon ormissile.

Rather than providing instruction on bothcanning and uncanning procedures, we willprovide you an example only of a canningprocedure since the uncanning procedure is verysimilar in that it is a reversal of the canningprocedural steps.

Let’s start with an empty, reusable container.First it must be removed from stowage and placedin an uncontested area. Then you need to equalize

Figure 1-3.-ASROC container.

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Figure 1-4.-Rocket motor Mk 37 container Mk 178.

Figure 1-5.-Container for missile air frame.

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Figure 1-6.-Tomahawk AUR Shipping Container CNU-308/E.

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Figure 1-7.-Encapsulated Harpoon missile shipping container.

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any internal pressure that might have built up inthe container by pressing the BREATHERVALVE on the end of the container. Havingcompleted this check, you need to release thelatches while holding the cover. Once the latchesare free, remove the top from the container.Release all strap latches and open the saddle strapsif installed. Next you should inspect the containerand contents for damage. The next step will beto inspect for foreign material, such as tools,rags or old paperwork; and if any is found, itshould be removed. Spray the latches with acorrosion preventative. Then place the desiccant,if required, into the container. Normally, withinthe procedure’s CAUTIONS, safety guidelineswill be outlined for lifting the weapon. Next,remove the protective nose cover and any plasticwrap on the weapon. Lift the weapon high enoughso that it can be lowered into the container. Oncesecure, place the protective materials in thecontainer with the weapon. Secure the straplatches and torque them as per applicableguidelines. After closing the container, you willseal it with self-locking seals and record thenumbers of the seals on the shipping documentor a DOD Single Line Item Requisition SystemDocument, DD Form 1348.

The effects of the environment on a weaponshould be a major concern for you. One methodyou have of checking on the environmental statusis with the use of humidity indicators. They shouldindicate 40 percent or less, within 4 to 12 hoursafter closing the container. When required youwill use activated desiccant to maintain anunacceptable humidity level.

The built-in type humidity indicator is normallythe four-spot plug type (fig. 1-8); the spots showthe numbers 20, 30, 40, and 50. All spots are bluewhen the desiccant is fresh. The number on each

spot shows the percentage of relative humiditythat has been reached when that dot turns pink.For example, when the 30 spot turns pink, youwould interpret this to mean 30 percent relativehumidity has been reached within the container.Additionally it means the desiccant should bereplaced. When you open a container to inspectthe contents and find evidence of condensation,rust, corrosion, and fungus damage exist as aresult of excessive humidity, this must be reportedand the contents repackaged and returned to theissuing activity.

Also, you need to ensure that externalmarkings on the containers reflect the correctregister number, drawing number, NSN, DODcode, federal item name, explosive content,DOT(ICC), as required by applicable documentssuch as 1348s.

One of the jobs you will be required toperform is to verify the condition of both thecontainer and the weapon.

Prior to unpacking the container, you shouldinspect for evidence of improper handling—punctures, dents, and broken self-locking seals.Components received in damaged containers orin containers indicating improper preservationshall be closely inspected for damage.

Having completed an inspection of thecontainer, you need now to perform a preliminaryvisual inspection of the torpedo’s exterior forevidence of damage from the environment: heat,hydraulic fluid leakage, seawater, or mishandling.

The following is an example of accept/rejectterminology for damaged torpedo componentsand unpainted surfaces. This example is providedto assist you in determining whether or notdamage has occurred to the torpedo and if suchdamage is acceptable or is cause for rejection.

Figure 1-8.-Humidity indicator.

ABRASION—A surface usually caused by friction,grinding, or rubbed-away portionof parent metal.

CHIPS—Small, loose metallic particles de-tached from parent metal surfaces.

CRACK—A line of breaking or splitting ina continuous surface. Sometimeswith and sometimes without visibleseparation of metal, and usuallyappearing as a jagged line orfissure.

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CORROSION—Deterioration of an unprotectedmetal surface by chemical re-action. Normally evident aspitting or as general rougheningand decay of a surface area.Rust is the term used to describethe corrosion of iron andsteel.

DENT—A surface depression having asmooth rounded contour andsmooth rim. Involves no re-moval of material resultingin a change of thickness inmetal.

GOUGE—An excessive groove or cavitywhich removes material and isindicated by exposure of baremetal or metal oxides. Surfacedepression of irregular shapeand depth, usually rough con-toured, having a jagged, pro-truding rim.

NICK—An abrupt depression withsharp vee bottom and sharp,sometimes raised edges orcorners.

PIT—A small crater-like surface de-pression, rough-textured, andusually dark grayish in color.Often appears in groups andusually associated with cor-rosion.

PROTRUSION—Metal raised above normalcontour or surrounding sur-face. Usually associated withedges of nicks, gouges, andscratches.

ROUGH—An uneven or bumpy surfacemarked by inequalities, ridges,or projections on metal sur-face.

SCRATCH—A furrow plowed in a metalsurface. Can result frommachining operations, handling,or in-service operation.

SLIT—A long, narrow cut or openingwith visible separation ofmetal.

HANDLING

Now, let’s discuss a subject that is a very bigpart of your day or if not, it soon will be—HANDLING. As a third class you were involvedin numerous handling evolutions as a worker orteam member. I’m sure you were trained for yourspecific area or zone of responsibility, but withpromotion comes new and added responsibilities.Two of which will be directing and supervisingof a handling evolutions.

HANDLING EQUIPMENT

To cover this effectively, first we shoulddefine the term “HANDLING EQUIPMENT.”Handling equipment, as used in this TRAMAN,includes all equipment used to transfer ortransport explosive-loaded or inert ammunitionitems, including those used for training orpractice.

You must ensure observance of the followingprecautions when using weapons handling equip-ment to reduce the likelihood of an explosiveincident or accident:

—Only approved handling equipment shall beused for operations involving weapons,ammunition, and explosives. Approvedhandling equipment is described in NAV-SEA OPs 2173 and 4098.

—Handling equipment shall not be used unlessit is known to be adequate and in safecondition. Never use handling equipment tocarry loads greater than its safe workingload. The safe working load of the ex-plosives handling equipment should appearon the equipment at a place visible to theoperator at all times.

—No modification of handling equipmentshall be made without the prior approval ofNAVSEASYSCOM, NAVAIRSYSCOM orDIRSSP.

—Handling equipment for which periodic safeworking load tests are not current shall notbe used.

—Personnel shall stand clear of both movingand suspended loads. Loose clothing thatcould become entangled in operating equip-ment shall not be worn.

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Figure 1-9.-Wespons skid AERO-21C.

Figure 1-10.-Deck chock.

Figure 1-11.-Nose cover for the Mk 46 torpedo.

—Instruct personnel in the hazards of radiofrequency (rf) radiation bums, such as thosethat may be inflicted from booms, cranehooks, etc., during loading/offloadingoperations.

Figure 1-12.-Universal nosepiece for shipping 21-inchdiameter weapons.

Figure 1-13.-Propeller guard for the Mk 46.

—Personnel will be qualified and certifiedunder the provisions of OPNAVINST8023.2 and other applicable commanddirectives.

—An instruction chart showing all operatingfeatures, the functions of the equipment,and all safety precautions shall be mountedon the machinery or equipment they serve,or on an adjacent structure provided theycan be easily read from an advantageousposition or operation station; e.g.,elevators, cranes, dredger hoists, etc.

—Tag lines shall be used to guide lifts if thereis a possibility of the load moving out ofcontrol. Tag lines shall be of adequatelength and kept free of loops and knots.

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Figure 1-14.-Slings.

—Equipment that is subject to periodic testingand which has been repaired, modifiedand/or altered shall be retested before use.

Handling equipment includes but is notlimited to the weapons or AERO skid (fig. 1-9)for moving torpedoes, various other weapons andequipment; deckchocks (fig. 1-10) for temporarilystowing torpedoes or other weapons; nosecovers(fig. 1-11) or nosepieces (fig. 1-12), propellerguards (fig. 1-13), slings (figs. 1-14 and 1-15),

and taglines (fig. 1-16). These are just a few piecesof the handling equipment you will use in the per-formance of your duty as a member of a handlingteam. It is very important for you to rememberthat each weapon has its own unique handlinggear. Prior to starting a handling evolution, youshould consult the applicable OPs to ensure thatall the equipment needed to properly handle andstow the weapons is on board.

Some of the equipment used frequently forlifting and transferring weapons from one

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Figure 1-15.-Slings for lifting containers.

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Figure 1-16.-Tagline Mk 1 Mod 0.

Figure 1-17.-Center of gravity.

location to another includes hoists, elevators,traveling cranes, floating cranes, torpedo-handlingcarrier cranes, forklifts, and handtrucks.

HANDLING OPERATIONS

Now let’s take that torpedo or weapon out ofthat shipping container and load it aboard a shipfor storage or further transfer to a shipor submarine. Remember, as we discuss this,

we are talking in generality, because eachship or weapons station has its own specificguidelines.

Before an attempt is made to lift a torpedoor weapon, the sling must be located around theweapon at the center of gravity (fig. 1-17). Thecenter of gravity on the exact position of thebalance on a torpedo depends on the amount offuel and/or water in the tanks, and whether ornot it is fitted with a warhead or an exercise head.

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Figure 1-18.-Loading from dockside to the ship’s deck.

The propeller guard and nosepiece must be LOADINGinstalled—the nosepiece protects the transducer;the propeller guard, in turn, protects the propeller The next step will be to load the weapon ontoblades and prevents injury to personnel. Taglines the weapon’s deck of the ship (fig. 1-18) placingshall be installed to enable your handlers to it on awaiting AERO-skid. From here it will becontrol the motion of the torpedo while it is moved via the mess decks to the weaponssuspended. workshop or storage area onboard the ship,

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Figure 1-19.-Deck skid.

or to the deck of a submarine. Once at its The loading of a weapon on a submarine isdestination, the weapon will be secured to a deck somewhat different than that of loading it on askid (fig. 1-19) and aligned with the shipping surfaceship; the first difference is the weapon willhatch. If the weapon were stowed or placed on be lifted to the deck and secured on deck skids.the ship for maintenance, you would just reverse From here, it is aligned with the shipping hatch.the procedures to off-load it to the dock. The weapon is then transferred from topside to

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Figure 1-20.

1-18

Figure 1-21.-SSN 688-class torpedo room.

the torpedo room (fig. 1-20 or fig. 1-21), whereit will be secured. It is rotated from either aninclined or vertical attitude to a horizontalposition, where it is secured to support equipmentwith lashing straps. It is then transferred to astowage location on either the upper or lowerstowage level and locked in a stowline until theweapon is loaded into a tube. It is either pushedinto the torpedo tube with a manual or powerramming device or pulled into the torpedo tube

using equipment similar to a block and tackle.In some cases this equipment is referred toas emergency handling gear. The weapon isrestrained at all times and supported to ensurepersonnel safety and weapon protection.

On a surface ship such as a destroyer, thetorpedo-handling system (THS) is installed in theport and starboard torpedo rooms. The systemconsist of a bridge crane and stowage chocks andis used to transfer a Mk 46 from its container,

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Figure 1-22.-Torpedo loading tray Mk 2.

Figure 1-23.-Starboard torpedo room layout.

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dolly, or an AERO skid to stowage or tothe loading tray (fig. 1-22). Figure 1-23 showsthe location of the THS components andother equipment in the starboard torpedoroom.

Probably the two pieces of equipment you willuse the most are elevators and hoist (fig. 1-24).As a supervisor there are additional safetyconcerns when using these two pieces of equip-ment. First and possibly most importantly, only

Figure 1-24.-Hoist and trolleys.

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trained and qualified personnel shall be permittedto operate weapons elevators and hoist. (You mustensure that they are familiar with the emergencydevices, their functions, and how to operate andmaintain them.) The elevators and hoist must beexamined at least once a week or after each usefor loosened or damaged parts. Correctivemaintenance should be a follow-on to theseinspections so that they will be ready for use atall times. Your operators must keep their handsclear of motor operated doors. Elevators and hoistdesignated for ammunition only shall be used forthat purpose alone; they are not to be operatedif any safety devices/interlocks are inactivated ordefective. Maintenance and testing of elevatorsand hoist should be performed in accordance withShipboard Ammunition Handling and Stowage,NAVSHIPS S9086-XG-\STM-000, chapter 700.As you will find when reading this manual, themaintenance and testing of elevators is a subjectin itself.

To ensure maximum safety and efficientoperation, equipment used for lifting weaponscomponents or explosives must be periodicallyweight tested. So, lets move on to our next areaof discussion “weight test” of handlingequipment.

WEIGHT TEST

It is not only important to use the correcthandling equipment but you must also ensure thatthe equipment you use has been periodicallyinspected and tested to assure safe and reliableoperation. Assure the personnel performing theinspections and test are thoroughly familiar withthe equipment and its function. Also, any requiredequipment repairs and adjustments shall be madebefore the inspection and testing. Repairs oradjustments deemed necessary during anyinspection or testing phase shall be completed andthe previous inspection and testing shall berepeated before the next phase is begun. Handlingequipment that has been repaired or modifiedmust be retested before use. Testing followingrepair or modification shall include load testingsufficient to demonstrate that the repair andmodification work were properly performed. Ifcracking or deformation of load bearing parts,strength welds, or repair areas are sighted duringvisual inspection, Nondestructive Testing (NDT),such as magnetic particle test, should beconducted.

NO-LOAD TEST

Scheduling a NO-LOAD TEST annually onall powered (includes hand-operated) handlingequipment, except forklift and pallet trucks, is amajor part of ensuring a safe environment forweapons handling. No-load test are conducted todetermine if the equipment is capable of safeoperation for all its functional modes. During theperformance of this test, the equipment is requiredto function through its full operating ranges anddirections.

Cranes, hoist, conveyor, and dumbwaitermust be raised and lowered through their fullrange of travel at their rated speed for threecomplete cycles. Bridge cranes and hoist trolleysshould be operated through their full limits oftravel at their rated speed for three complete cycles(one cycle only for manual drive). Equipment withunusual operating features or modes should beoperated sufficiently to demonstrate properoperation of those features and modes. Duringthe test, all travel-limiting devices, such asswitches, valves, and mechanical stops, shouldbe operated a sufficient number of times todemonstrate proper operation. All safety devicesshall be tested and inspected separately forproper operation.

Some guidance for component inspectionduring operating test are as follows:

—Check operating limit switches during thelast portion of the operating cycle; operateeach motion at slow speed to actuate thelimit switches to stop over travel. Actuateall emergency switches.

—Check for delay, overheating, and restric-tion in brake operation. Check for smoothapplication and proper stopping.

—Look for evidence of binding, warping,permanent deformation, cracking, or mal-function of structural and operating com-ponents.

—Check for abnormal noise or vibration andoverheating in machinery drive components.

—Check wire rope sheaves, drum spooling,wire rope fastenings, and terminal hardwarefor proper operations, freedom of move-ment, no unusual noise or vibration, andsatisfactory operation of sheave guards andwire rope spooling. Check for a minimum

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Static Load Testof 2-1/2 wire rope turns remaining on thedrum when operating at the extreme loweredposition or extended hoist cable.

—Check electrical drive components forproper operation and freedom from chatter,noise, vibration, or overheating.

—Check electrical controls for proper opera-tion and response.

—Check pneumatic drive systems for evidenceof air leakage, loose connections, vibration,and improper lubrication. Check the airpressure gauge for the proper operatingpressure.

—Check the hydraulic components for smoothoperation, proper stroke of operatingcylinders. Also check for slamming ofsystem’s valves as they open and close,leaks, evidence of entrapped air in thesystem, abnormal vibration or noise, andhydraulic fluid temperature being withinlimits.

LOAD TEST

The next type of testing that we will discussis LOAD TESTING. This must be performed onall shipboard handling equipment at every shipoverhaul or, as a minimum, every 4 years andafter repair or replacement of load bearingcomponents or equipment overhaul. This loadtesting should be scheduled for accomplishmentduring your overhaul period. Load testing ofpowered (including hand-operated) handlingequipment will consist of a static load test, adynamic load test, and a rated load test.While load testing of nonpowered handlingequipment will consist only of a static test.An example of “LOAD BEARING” com-ponents would be those parts of the handlingequipment that are stressed while lifting orholding a load such as the brakes, structure, loadchain or wire rope, sprockets, sheaves, hooks,motors, shafts, clutches, gears, couplings, andbearings.

As an example, let’s review the required testingof a hoist. To determine what load testing isrequired after a particular maintenance action isaccomplished, we will use table 1-1 for generalguidance.

A static load testis designed to physically testthe structural and mechanical integrity of handlingequipment. Loads may be applied either byusing test weights or by mechanical devices thathave load-measuring gauges. The load you willuse will depend on the test requirements and yourparticular facility availability.

The static test load must be equal to 200percent of the rated load, and should be appliedwhile the ship is at pier side or moored in calmseas unless otherwise specified. In the event youmust perform the static test while your ship is atsea, the static test load shall be 150 PERCENTOF THE RATED LOAD while the ship is under-way in moderate seas (Beaufort Sea State 3 orless). The equipment you test must hold thestatic test load for a minimum of 10 minutes.Observations by test personnel during the load testwill be done from behind a safety shield. Thepurpose of these observations is to detect defects,such as brake slippage or component malfunction.These defects are not necessarily apparentduring inspections that follow load testing. Alsoinspections will be done immediately followingstatic load test. The test will be completed inorder to identify evidence of binding, warping,permanent deformation, or cracking.

Dynamic Load Test

Following completion of the static load test,powered (includes hand-operated) handlingequipment will be subjected to dynamic loadtesting. These tests are conducted at least onceevery 4 years and after major repair/overhaul,replacement of critical components, or a shipoverhaul. A dynamic load test is used todemonstrate the capability of powered weighthandling equipment to operate with a rated loadunder the dynamic conditions of ship’s motionand equipment operation.

Dynamic test load shall be equal to 150 percentof the rated load while the ship is at pier ormoored in calm seas, unless otherwise specified.If you were to have to conduct these tests at sea(state 3 or less), the dynamic test loads would beequal to 125 PERCENT OF RATED LOAD. Asfar as practical, test loads should be movedcompletely through the equipment operatingrange, within the limits of all operating modes(hoisting, rotating, traversing, raising, lowering,and traveling). You should stop the equipment atleast three times in each direction to ensure

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Table 1-1.-Hoist Load Test Requirements

proper brake operation. Again, the equipment Rated Load Testmust be observed during the test to evaluate anyfailures. The equipment should be cycled through After satisfactory completion of static andthe test sequence only enough times to evaluate dynamic load test, powered (includes handequipment failure operated) weight handling equipment will be

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Figure 1-25.-Periodic load test record strap.

subjected to a rated load test. The rated load isa nonvariable weight in pounds, identified on thelabel plate or tag, and is specifically designatedfor each type of equipment. You must use testloads equal to 100 percent of the rated capacityof the equipment.

Rated load tests are used to demonstrateequipment capability to operate with a full loadat its rated speed through the complete range ofits operating limits. If an automatic mode exists,you must operate the equipment in the automaticmode to demonstrate proper functioning at eachposition, stop, or level. The performance of allinterlock and limit switches shall be tested. Todemonstrate adequacy of control and brake,emergency stop controls (if any), you shouldactuate them with the equipment operating withthe rated load at the highest rated speed inlowering direction once for each mode ofoperation.

INSPECTION AND TEST RECORDS

Once your handling equipment has satisfac-torily passed the required inspections and loadtest, it should be so marked by the activity

conducting the test. Also, a record of each testshall be maintained by the testing activity. As aminimum, the marking shall include the name ofthe testing activity, the date (yr/mo) tested, andthe rated load or safe working load (SWL). Forsubmarine weapons handling equipment, the logidentification number (Log ID No.), the hullnumber owning the tested equipment, and thedate (yr/mo) of the next scheduled test shallalso be included. New handling equipment willbe load tested and marked by the manufactureras specified in the applicable procurementdocuments.

The marking of your handling equipmentshould be in accordance with Shipboard Ammuni-tion Handling and Stowage, chapter 700, NAV-SHIPS S9086-XG-\STM-000. A periodic load testrecord strap (fig. 1-25) shows entries that mightbe seen on wire rope slings. Color coding islimited to local control only. It may be used inaddition to, but not as an alternate for, one ofthe authorized methods.

Subsequent to marking, the following infor-mation shall be recorded in a permanent log:

—Equipment identification

—Date of test or inspection

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—Description of the test or inspection RECOVERY

—Weight used for the test, in pounds Your occupational standards identify recoveryoperations as a task that second class petty

—Testing activity officer will direct. Because of the limited numberof personnel assigned to these special billets,little is known about the requirement ofthe assignment. In this topic, we will coverthe general procedures and equipment usedin weapon recovery so you may better under-stand the requirements entailed in this opera-tion. Two of the more common weapons willbe used as examples. The recovery operationcan be generally divided into the followingphases:

—Approach

Figure 1-26.-Removable pole snare.

Figure 1-27.-Snare locked on a weapon.

Figure 1-28.-Polypropylene line.

Figure 1-29.-Torpedo sling.

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—Capture

—Retrieval on board

—Post-run

In the approach phase, the recovery shipmaneuvers into a position to launch a poweredrubber boat manned by recovery personnel.The capture phase consists of the personnelin the rubber boat attaching recovery hard-ware to the weapon. Retrieval on boardphase is the physical act of bringing theweapon aboard the recovery vessel, whetherit be by pulling it up a ramp or liftingit from the water with a crane or boom.Once on board, the post-run phase procedures

are conducted to ensure the weapon is safe tohandle, stow, and transport.

RECOVERY EQUIPMENT

The equipment currently approved for use inthe recovery of weapons is generally of simpledesign requiring little maintenance. This equip-ment consist of snares (figs. 1-26 and 1-27),line (fig. 1-28), hoisting slings (figs. 1-29,1-30, 1-31, and 1-32), a rubber boat (fig. 1-33),

Figure 1-32.-Submarine simulator sling.

Figure 1-30.-Torpedo Sling Mk 95 Mod 0.

Figure 1-31.-Sling Mk 102 Mod 0. Figure 1-33.-Rubber boat.

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recovery nose cages (figs. 1-34, 1-35, 1-36, and1-37), and a portable pole (fig. 1-38), that areused for the capture of an expended weapon andto bring it on board the recovery vessel (figs. 1-39,1-40, and 1-41).

RECOVERY METHODS

We will discuss the recovery procedures to beused by fixed ramp, portable ramp, and over-the-side recovery vessels. The procedures used by thesevessels are similar with respect to the approachand capture of the weapon, but differ in themanner of bringing the weapon aboard. Addi-tionally, the procedures for the approach andcapture of all weapons are similar, but differ inthe equipment used to secure the weapon to theinhaul line or crane.

Various methods have been used in the pastto capture weapons: capture directly from therecovery vessel, the use of swimmers, and the useof a motor whale boat. Obviously, the risk ofdamage to the weapon and to personnel wasconsiderably higher in the past. As a result, asingle method for weapon capture has beendeveloped with the others no longer recommended.A major factor of the recommended procedureis the use of a powered rubber boat to capturethe weapon at a safe distance from the recoveryvessel. Capture accomplished solely from therubber boat eliminates the need to put swimmersin the water.

FIXED RAMP RECOVERY VESSEL(TWR/TRB) RECOVERY

The following steps describe the sequence ofrecovery procedures for fixed ramp vessels, andfigure 1-42 shows you the steps of the recoveryoperation.

—The vessel approaches the weapon, andstations itself a minimum of 100 yardsdownwind of the weapon. From thisposition, the vessel launches the rubber boatwith the nose cage or portable pole andsnare as applicable.

—The rubber boat crew mans the rubber boatvia a ladder over the side. Wet suits and/orlife jackets are worn by crew members.

Figure 1-34.-Nose cage (Torpedo Mk 46).

Figure 1-35.-Nose cage (MOSS).

Figure 1-36.-Nose cage (Torpedo Mk 48 STD).

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Figure 1-37.-Nose cage (Torpedo Mk 48, long-legged).

Figure 1-38.-Portable pole.

Figure 1-39.-A 72-foot torpedo recovery boat (TRB).

1-29

Figure 1-40.-A 85-foot torpedo recovery boat (TRB).

Figure 1-41.-A 102-foot torpedo weapons retriever (TWR).

1-30

Figure 1-42.

1-31

—The rubber boat is launched from therecovery vessel. It maneuvers to the vicinityof the torpedo. Once in position the crewinstalls the nose cage or snare for weaponshaving no nose cage.

—The rubber boat returns to the TWR/TRBwhere the hook-end of a 1/2 inch diameterpolypropylene line is passed from the aftdeck to the rubber boat. As the line ispayed out from the TWR/TRB, the rubberboat returns to the weapon and hooks thesnap rings on the nose cage or to the snare.

—The tow line is hauled in to bring theweapon to approximately 20 feet of thetransom of the recovery vessel. The recoveryvessel continues a straight course into theseas, maintaining 3 to 5 knots to trail theweapon.

—The winch cable hook is slid down the line,and the rubber boat crew approaches andattaches it to the nose cage ring or snare anddetaches the tow line.

—The rubber boat maneuvers to a positionclear of the operation or it may be towedusing the tow line that was detached fromthe weapon.

—The weapon is winched aboard.

NOTE

When the weapon is on board the recoveryvessel, the method and equipment fortransfer of the weapon to a stowagelocation differs with the equipment andarrangement of the vessel.

Figure 1-43.-Portable ramp recovery (diagram).

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—The weapon is transferred to a stowage PORTABLE RAMP RECOVERYlocation. VESSEL RECOVERY

—The weapon is strapped securely in place. The following steps describe the sequence of

—Recovery vessel post-run procedures are recovery procedures for portable ramp recovery

then performed. vessels. Figures 1-43, 1-44 show the steps of theoperation.

—The rubber boat crew and boat arerecovered and recovery equipment is —With the ship dead in the water (DIW)stowed. approximately 200 yards downwind of the

Figure 1-44.-Portable ramp recovery (pictorial).

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torpedo, the crew will launch the rubberboat using the davit located on the star-board side aft.

—The rubber boat is trailed alongside with asea painter.

—The rubber boat crew mans the boat via aladder over the side. Wet suits and/or lifejackets are worn by crew members.

—The lines are released to the rubber boat.

—The rubber boat proceeds to the torpedo,installs the nose cage or snare, and returnsto the port quarter.

—With a heaving line attached, the ship’s crewpasses the hook end of the tow line fromthe fantail to the rubber boat.

—The recovery vessel is maneuvered toapproach and place the torpedo 50 yards offthe port side with the sea direction on thestarboard bow.

—The rubber boat approaches the torpedo asthe tow line is freely payed out from the fan-tail of the ship. The rubber boat crew con-nects the tow line to the nose cage or snareand stands clear.

—With the tow line attached, the ship entersa port turn as the torpedo is hauled to thevicinity of the ramp.

—The ramp is lowered.

—With a heaving line, the ship’s crew pass theinhaul hook to the rubber boat.

—The rubber boat crew connects thehook to the nose cage or snare.

—The rubber boat stands clear of theoperation.

inhaul

inhaul

—With the ship underway (3 to 5 knots) andin a port turn, the ship winches the torpedoup the ramp.

—The ramp is elevated just above the bailbracket.

—The support bail bracket is positionedoutboard.

—The ramp is lower onto the bracket.

—The line is disconnected and cleared fromthe ramp.

—The torpedo is secured to the ramp with twolashing straps.

—The funnel is removed, swung inboard, andsecured to the deck.

—The torpedo is transferred to deck storage.

—The rubber boat crew and boat arerecovered, and the recovery equipment isstowed.

—The recovery equipment is secured, andpost-run procedures are performed.

OVER-THE-SIDE RECOVERY

The following steps describe the sequence ofrecovery procedures for vessels using a crane orboom. Figure 1-45 illustrates the procedure.

—The vessel approaches the weapon maintain-ing position 200 yards down-wind. It laun-ches the rubber boat with recovery equip-ment secured aboard.

—The rubber boat crew mans the rubber boatwearing wet suits and life jackets.

—The rubber boat departs the vessel, ap-proaches the torpedo, and installs the nosecage or snare.

—The rubber boat returns to the recoveryvessel, where the hook end of the tow lineis passed to the rubber boat.

—The recovery vessel and rubber boat ap-proach the torpedo on a course that will putthe weapon 50 yards abeam. When theweapon is closed to 100 yards, the rubberboat crew approaches the weapon as the towline is payed out from the recovery vessel,and connects the tow line to the nose cageof the torpedo.

—With the tow line attached, the ship com-mences a turn to the same side that thecrane/boom is installed.

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Figure 1-45.-Over-the-side recovery sequence.

—With the ship holding the turn, the rubber —The rubber boat maneuvers clear of theboat crew connects the crane/boom hook loading area.to the wire rope choker of the nose cage orlifting sling. —The torpedo is hoisted clear of the water and

secured on the deck cradle.—For vessels not equipped with an articulating

crane and foam stabilizer, attach a tag line —Upon completion of the torpedo recoveryto the ring on the nose cage prior to the operation, the vessel recovers the rubberweapon being raised. boat and secures all recovery equipment.

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—Post-run procedures are performed asrequired.

POST-RECOVERY

We have covered the different proceduresused for recovery depending on the type of vesselused. Now we need to talk about weaponcharacteristics and how this will affect what wewill do with the weapon. Let’s use two weaponsto illustrate the concept of this procedure.

MK 46

The first things you must know are the end-of-run characteristics. An expended Mk 46 floatsin a horizontal position just at the surface. Themarkings on the weapon are usually internationalorange and white for ease of identification. Thetorpedo releases a green dye marker to assistrecovery personnel in locating it. The dye pot wellis located in the top of the exercise section. It mayalso be fitted with a 45-KHz pinger, which is alsolocated in the top of the exercise section.

Safety Precautions

Safety precautions that must be followedduring post-recovery are discussed in the followingparagraphs.

—The weapon should not be handled by theshroud ring or other control surfaces.

—The transducer face should not be allowedto strike any solid object during handlingoperations. A protective cover should beinstalled as soon as possible.

—All personnel should keep clear of the sharppropeller blades. A propeller guard shouldbe installed as soon as possible to ensuresafety of your personnel and to minimizethe chance of damage to the propellers.

—If the seawater battery arming lanyardfailed to extract during launch, DO NOTEXTRACT IT. Bend each end 90 degreesor more to prevent accidental extraction orinadvertent reuse.

—If the suspension bands (used for air launch)are still around the torpedo midsection,remain clear of both bands and DO NOTPULL ANY WIRES attached to them. At

the earliest opportunity, secure the suspen-sion bands by installing a safety bolt andnut in the eye of each suspension band lug.

Procedures

Unless the weapon can be returned to amaintenance activity within 24 hours of recovery,the following procedures must be carried out.

—If a nose cage has been used, it should beremoved and a transducer protective coverinstalled.

—The location pinger should be shut off.

—The fuel compartment should be ventedusing a vent and fuel cap tool. Vent plugsshould be resecured at completion ofventing.

—You should flush the exterior of the weaponwith fresh water. Ensure that the leaddropper cavities are flushed clean.

—Remove the dye pot cover, and remove thedye container and discard it. Flush the dyepot with fresh water until the water comesout clear.

—Dry the weapon with low-pressure air (25 psimax).

—Reinstall the dye pot cover.

—The joint ring access covers shall beremoved and joint ring areas dried with low-pressure air. When the areas are dry, theyshall be lubricated freely with flushing oil,and the access covers shall be replaced.

—Last but not least, ensure the propellerguard is installed.

MK 48

Again, let’s start with the end-of-runcharacteristics for the Mk 48. An expended Mk48 floats in the vertical position 1 to 2 feet abovethe surface of the water. The exercise section ispainted international orange. The torpedo isequipped with a locating device that operates ina frequency band of 2.6 to 7.8 kHz.

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Safety Precautions

The following precautions must be observedduring post-run procedures of the weapon.

—The protective nose cover shall be installedas soon as possible.

—Protect your eyes and body from possiblespray of Otto Fuel II while venting the fueltank. Refer to the applicable technicalmanual for clean-up procedures.

Procedures

Post-run procedures are as follows:

—You should inspect the weapon for externalphysical damage or indication of internaldamage. Damage incurred during firing orrecovery will be logged and reported. Usethe appropriate Naval Underwater SystemsCenter form to report damage.

—Deactivate the scuttle system timer switchlocated near the aft end of the exercisegroup on the starboard side of the torpedo.Using a wide-tip common screwdriver,rotate the selector switch counterclockwiseuntil the dot or the arrow point is alignedto OFF.

—Vent the fuel tank to the atmosphere.

—Thoroughly rinse the torpedo with clean,fresh water. Fresh water under pressure isrecommended for the rinse operation.

—When the torpedo has dried or been wipeddry with clean cloths, install the protectivenose cap.

SUMMARY

As you advance up the ladder of success asa Torpedoman, your level of interest in handlingwill shift from that of just a worker-bee tothat of a director or supervisor. Since handlingof the weapons will bean almost daily occurrencefor you, it is extremely important that youlearn as much as you can about the SAFEmethods of weapons handling. It will become yourresponsibility to ensure that the proper proceduresand safety precautions are adhered to during anyhandling, shipping, or stowage evolution withwhich you might be involved.

Three methods of recovery were discussed:fixed ramp, over the side, and portable ramp.Each were discussed in terms of the positioningof the recovery vessel, the procedures of therubber life boat crew and the equipment used.Last but not least, safety of operation wasdiscussed for each phase. But this is just thebeginning of your education. You will have tostrive to stay current with the latest proceduresand safety precautions that apply to the specificweapon you are responsible for handling. The listof references located at the end of the chaptershould prove to be beneficial in helping youachieve the competence in these new and rewardingassignments.

REFERENCES

Ammunition Afloat, NAVSEA OP 4, Naval SeaSystems Command, Washington, D.C., 1972.

Ordnance Safety Precautions, NAVORD OP1014, Naval Ordnance System Command,Earle, N.J., 1972.

Ammunition and Explosives Ashore, NAVSEAOP 5, Volumes 1 and 2, Naval Sea SystemsCommand, Washington, D.C., 1974.

U.S. Navy Explosives Safety Policies, Require-ments, and Procedures (Department of theNavy Explosives Safety Policy Manual),OPNAVINST 8023.2C, Chief of NavalOperations, Washington, D.C., 1986.

Firing Craft Procedures for Torpedo Mk 46Mod 1, Mod 2, and Mod 5, SW515-AO-PRO-020, Naval Sea Systems Command,Washington, D.C., 1986.

Firing Craft Operating Procedures and Checklists,Mk 48 Supplement, NAVSEA OD 44979,Volume 2, Part 7, Naval Sea Systems Com-mand, Washington, D.C., 1986.

Shipboard Ammunition Handling and Stowage,S9086-XG-STM-000, Chapter 700, Naval SeaSystems Command, Washington, D.C., 1984.

Torpedo and Advanced Underwater WeaponsRecovery Equipment, Vessels, and Procedures,SW591-AC-PRO-010, Naval Sea SystemsCommand, Washington, D.C., 1984.

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CHAPTER 2

TORPEDO MAINTENANCE PROGRAM(GENERAL) AND MK 46 MOD 5

TORPEDO MAINTENANCE

OVERVIEW OUTLINE

Discuss the guidelines and procedures for torpedo Torpedo Maintenancemaintenance in general and the maintenance of Programthe Mk 46 torpedo in specific.

Maintenance Responsibility

Mk 46 Torpedo MaintenanceRequirements

As a Torpedoman, a large part of yourworking day will be spent either planning amaintenance schedule or actually performing themaintenance on the weapon, the launchingplatform, or the support equipment associatedwith the weapon. Therefore, in this chapter wewill provide some insight into the different areasof concern that you will be exposed to on a day-to-day basis.

Torpedo maintenance is based on a three-levelconcept—organizational, intermediate, anddepot. Each level performs specific maintenancefunctions to support the fleet. The maintenancefunctions determine the required logistics supportresources (facility, personnel, training, documen-tation, material support, etc.).

TORPEDO MAINTENANCEPROGRAM (GENERAL)

The normal torpedo maintenance requirementis generated as a function of time between tests,rather than a function of operating time (exceptfor the turnaround of exercise torpedoes).Organizational and intermediate maintenanceare scheduled to retain the design level ofequipment performance or to detect deteriorationof that performance. Depot maintenance mayconsist of both scheduled and unscheduledworkloads. Depot maintenance is directed toward

the support of the two lower maintenance levels.Typical maintenance functions performed at eachtorpedo maintenance level are listed in table 2-1.Specific maintenance instructions in technicalmanuals must be followed for each type oftorpedo.

ORGANIZATIONAL MAINTENANCE

This type of maintenance is what you willperform when stationed aboard a ship or sub-marine.

Organizational maintenance consists of PRE-OPERATIONAL inspection, functional tests, andservicing and preventive maintenance functions.PREOPERATIONAL maintenance includes electricalcontinuity tests, the loading of weapons intolaunchers, installation of explosive arming devicesor mechanisms, inspection, and the removal ofordnance safety devices. Servicing and preventivemaintenance functions are those operations thatmaintain a weapon in a ready condition.

INTERMEDIATE MAINTENANCE

Under normal conditions, an organizationalactivity receives torpedoes that are fueled, checkedout, and certified ready for use. If a torpedo failsprelaunch checks, it must be returned to anintermediate maintenance activity at the earliestopportunity.

2-1

Table 2-1.-Summary of Torpedo Maintenance Functions

2-2

Figure 2-1.-Typical torpedo maintenance cycle.

Your intermediate maintenance will include OP instructions. The depot assembles, tests,complete systems tests, inspections, and tests andadjustments of individual major assemblies orsections that comprise the weapon or equipment.

DEPOT MAINTENANCE

Maintenance at this level involves the completeoverhaul, rework, or ORDALT/modification ofassemblies or equipments by an industrial-typeactivity. Normally, these activities are staffed withcivilian personnel. The functions performedrequire facilities and equipment generallyassociated with production and/or personnel withspecialized experience or training. Depot activitiesare capable of complete modernization, repair,and inspection of major systems. FIR componentrepair is provided at this level. When it istechnically achievable and acceptable economically,a maximum of 90 days of depot level turnaroundtime is planned for each torpedo item.

TORPEDO MAINTENANCE CYCLE

A typical torpedo maintenance cycle is shownin figure 2-1. It sequentially identifies the majorfunctions and activities required to maintain thetorpedo. The torpedo, without a warhead, isdelivered by a contractor to the proofingactivity. The warhead is delivered to the explosiveloading facility and maintenance level siteswhen needed. Exploders and arming devices aredelivered in accordance with appropriate torpedo

proofs, accepts, prepares, and delivers torpedogroups/ready for issue (RFI) torpedoes to theintermediate level maintenance activity (IMA).The torpedo groups are then either stored orassembled. If assembled, they are checked out,and placed in an RFI status. The RFI torpedoesare either loaded out to an organizational leveluser or placed in a torpedo stockpile.

If a torpedo is loaded out to you, as anorganizational level user, it will either be in theexercise configuration or in the warshot configura-tion. If it is not fired within a specified periodfrom the preceding turnaround, you will returnit to the intermediate level for verification.Torpedoes fired in the exercise configuration canbe recovered. When recovered, torpedoes arereturned to an intermediate maintenance site forturnaround maintenance. If a torpedo is lost andcannot be retrieved, appropriate reporting andreturn of the record book to the reportingcustodian is required. A torpedo initially stock-piled at the intermediate level is either loaded outto an organizational level user, or removed fromstorage for turnaround maintenance after aspecified period.

A warshot torpedo maintenance cycle consistsof a complete system test and replacement ofdefective FIRs and spares. An exercise torpedomaintenance cycle occurs after every exercise runand includes flushing of internal components ofthe afterbody. It also includes FIR tests and

2-3

Figure 2-2.-Activity maintenance responsibilities by maintenance level.

system tests. Specific maintenance instructions areprovided in applicable OP documents.

Torpedoes in excess of the organizational levelload out requirements are stockpiled in RFIcondition at IMA/naval magazines and tenders.Preventive maintenance is performed to ensurethat each torpedo is kept in a ready condition.

MAINTENANCE RESPONSIBILITY

Maintenance activities are normally responsiblefor the level(s) of maintenance assigned as shownin figure 2-2. Organizational level maintenanceis fleet managed. Intermediate maintenanceresponsibilities are assigned to both the Com-mander, Naval Sea Systems Command, and fleetmanaged facilities. Depot maintenance respon-sibilities are assigned to NAVSEASYSCOMmanaged facilities.

Your effective maintenance of torpedoes andtorpedo components at the intermediate and depotlevel ensures the availability of adequate service-able torpedoes to meet fleet operational, training,and contingency requirements.

MAINTENANCE ACTIVITYMANAGEMENT REPORTS

DATA

The assessment of in-service torpedo perform-ance is a continuing requirement. Figure 2-3outlines the various systems for the collection ofinformation regarding torpedo maintenance,ORDALTs, logistics, configurations, deficiencies,informal comments, and recommendations orrequests for assistance. Use of these reportingsystems enables a Torpedoman’s experience to beevaluated, and proper management/logistics/engineering action be taken on deficiencies and

2-4

Figure 2-3.-Management data reporting.

problems encountered. NAVSEA Instruction8510.3 provides the procedures for reporting/using torpedo maintenance, modification, repair,and configuration data from the organizational,intermediate, and depot maintenance levels. Italso provides the method for maintenancefacilities to communicate with or requestinformation from the technical or logisticssupport activities regarding procedures, documen-tation, disposition, or torpedo maintenancesupport. Proper use of the management datainputs/outputs is a vital link that can enhance alllevels of maintenance support, and improve fleetoperational capability.

MK 46 MOD 5 TORPEDOMAINTENANCE REQUIREMENTS

In chapter 4 of the Torpedoman’s Mate ThirdClass rate training manual, we discussed com-ponent identification, function operation, andsafety features of the Mk 46 torpedo. In thefollowing paragraphs, we will address torpedomaintenance only. The information in this chapteris written to provide the knowledge level portionof the applicable occupational standards forperforming maintenance on the Mk 46 torpedo.Procedures for performing the maintenance onthis torpedo is contained in applicable technical

manuals and must be followedactions.

QUALITY ASSURANCE

in all maintenance

HECKLIST/SHOP TRAVELER

A single consolidated Quality AssuranceChecklist/Shop Traveler (QA/ST) should beprovided for all torpedo maintenance actions.A QA/ST provides a checklist used by theindividuals doing the maintenance. The checklistbriefly describes what the result of eachmaintenance step should be—it does not describethe method of accomplishment. The checklist isnot intended to be used in place of the detailedmaintenance procedures given in the applicabletechnical manual. However, the QA/ST may beused in place of detailed maintenance procedureswhen:

1.

2.

The individual doing the maintenance isthoroughly familiar with all detailedmaintenance procedures in the text.The QA/ST provides a checklist for use bythe quality assurance inspector who mustverify the proper accomplishment of certainsteps and witness the performance of others.

The QA/ST, when filled out and signed by theindividual who performed the maintenance and the

2-5

Figure 2-4.-Page from a QA/ST.

2-6

quality assurance inspector who verified themaintenance, serves as a production/processtraveler. The production/process traveler isattached to, or kept as a package with, the torpedountil final acceptance.

Quality Assurance Requirements

If assigned as the quality assurance (QA)inspector, you must have a thorough knowledgeof the torpedo maintenance and inspectionprocess. Preferably, such knowledge should begained as a result of your earlier experience in theactual performance of the maintenance operationsto be inspected. Activities that do not havedesignated QA personnel can permit qualifiedmaintenance personnel to perform the QAfunctions providing the maintenance and QAresponsibilities are not assigned concurrently.

You must fill out a QA/ST on each torpedorequiring maintenance. The QA/ST may be usedduring maintenance instead of the detailedprocedures in the applicable technical manual,provided the person doing the maintenance isthoroughly familiar with all detailed proceduresin the text. Figure 2-4 shows a page taken froma shop traveler.

When a maintenance step is completed, theperson doing the maintenance will place a checkmark ( ti ) in the MAINTENANCE PERFORMEDcolumn of the QA/ST, indicating the step hasbeen done. When a maintenance step is followedby the inspection hold point symbol, STOP signs,the person doing the maintenance step mustinform the quality assurance representative thata hold point has been reached. The qualityassurance inspector will inspect the steps that havebeen completed, or witness a step or steps thatare about to be performed.

When the letter (I) appears in a step, thequality assurance inspector must make a visualinspection, or physically feel the area of concernto ensure that the applicable requirements havebeen met. If the step involves an electrical test ortests, the quality assurance inspector reviewsdocumented test results to ensure performance.If the letter (W) appears in a step, the qualityassurance inspector must witness the entire testor procedure as it is being performed.

The maintenance process must not be con-tinued beyond an inspection hold point withoutpermission to proceed from the quality assuranceinspector. Permission to proceed is indicated whenthe quality assurance inspector initials or stamps

the QA VERIFICATION column on the QA/STin the appropriate space or spaces.

After completion of the maintenance actionand quality assurance verification, the person whoperformed the maintenance and the qualityassurance inspector sign the QA/ST in the spacesprovided. The completed QA/ST must accompanythe torpedo until the torpedo is accepted andpackaged for fleet issue. The QA/ST must beretained 18 months beyond acceptance of thetorpedo (FIR item, if appropriate).

ORGANIZATIONAL LEVELMAINTENANCE MK 46 TORPEDO

Organizational level maintenance pertains toRFI torpedoes and is intended to prevent externaldeterioration of torpedoes between periods ofscheduled periodic maintenance. Maintenancerequirements at the organizational level includepreparation of RFI torpedoes for issue, stowage,shipment, preventive maintenance for torpedoesin stowage, recovery procedures, torpedo postrunpreservation, and patrol maintenance.

Preparation of RFI Torpedoes for Issue

Your preparation of RFI torpedoes consistsof unpacking, depreservation, and torpedocorrosion prevention following the procedurescontained in SW515-A5-MMM-010/(C)/MK 46MOD 5, Vol. 1. After these procedures have beenperformed, the launch accessories are installed forthe configuration required. If the torpedo isalready configured for a particular launchmethod, but is not the launch method desired, thetorpedo launch accessories will be removed andthe desired accessories installed by following theinstructions contained in Mk 46 FLT Accessories,SW512-AO-ASY-010/MK 46 FLT ACCESS.

Patrol Maintenance

Patrol maintenance pertains to maintenancerequired by you after a torpedo has been issuedto a firing ship for deployment. Patrol mainte-nance is performed by firing ship personnel andis limited to external maintenance procedures thatdo not require separation of the torpedo intosections. Authorized maintenance must be donein accordance with the respective PMS’ MRCs.

When you receive a torpedo on board, apreliminary visual inspection of the torpedo’sexterior is conducted to check for evidence ofdamage from the environment, heat, hydraulic

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fluid leakage, or seawater. Also a visual check forevidence of mishandling is required. Any damageor irregularity must be reported to the properauthority and corrective action taken beforeproceeding with the inspection. For repairsbeyond those authorized at organizational levelactivities, the torpedo must be sent to an IMA.

Preventive Maintenancefor Stowed Torpedoes

Preventive maintenance for stowed torpedoesconsists of you conducting a visual inspection andperforming external maintenance (cleaning andwaxing). Your preventive maintenance is done atperiodic intervals to maintain the condition oftorpedoes stowed in containers and stowage racksfor an extended period of time, especially in highhumidity or high turbulence areas. For torpedoesstowed in containers, the torpedo inspectionand external maintenance are done only if aninspection of the container reveals an unacceptablelevel of moisture in the container, or every6 months. For torpedoes stowed in magazinestowage racks, the inspection and corrosionprevention procedures are performed every 90days or as required by the applicable MRC.

The external surface of the torpedo is anodizedaluminum, designed to resist corrosion. However,a saltwater environment can reduce torpedoservice life unless preventive maintenance isperformed.

For torpedoes stowed in torpedo tubes, daily,weekly, and monthly maintenance must beperformed as required. Corrosion preventiveprocedures must be done at intervals not toexceed 90 days. If a torpedo is installed in theASROC system, the launcher must be inspectedfor harmful salt deposits. Preventive measuresmust be taken as required by weapons-handlingODs.

Postrun Preservation

Postrun procedures should not be attemptedby other than qualified personnel of the Torpedo-man’s Mate rating. A torpedo must receivepreservation treatment to minimize corrosion ofcertain components. Post run preservation mustbe performed within 24 hours after recoveryusing the procedures contained in SW515-A5-MMM-010/(C)MK 46 MOD 5 must be followed.

Preservation treatment includes:

1. The venting of the torpedo

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2.

3.

4.

5.

6.

7.

8.

The removal and discarding of the dyecontainer and flushing of the dye pot wellwith fresh water

The flushing of the torpedo exterior withfresh water

The removal of the propeller baffle (ifinstalled)

The flushing of the torpedo coolantpassages with steel guard

The blowing of water out of the joint-ringareas and lubrication of the ring areas withflushing oil

The waxing of the torpedo

The installation of the propeller guard andnose section cover

You must observe the following precautionsduring postrun treatment of the torpedo:

1.

2.

3.

4.

The torpedo must not be handled by thecontrol surfaces.

The transducer face should not be allowedto strike any solid object during handlingoperations. A protective cover should beinstalled as soon as possible.

Keep clear of sharp propeller blades. Apropeller guard should be installed as soonas possible to ensure safety of personneland to minimize damage to propellers.

Protection must be provided for a possiblefuel spray while venting the fuel tank. Thefuel tank must never be vented in anenclosed space. If fuel spray comes incontact with the skin, the contact area mustimmediately be washed with soap andlukewarm water and medical personnelcalled. Otto fuel cleanup procedures andequipment are described in Torpedo andAdvanced Underwater Weapon RecoveryEquipment, Vessels, and Procedures, OD13104, and Otto Fuel II Safety, Storage,and Handling Instructions, S6340-AA-MMA-010.

After postrun preservation treatment, youmay keep a torpedo on board for up to 72 hours.However, it should be returned to a torpedomaintenance facility as soon as possible.

Recording of Repairs and Torpedo completed within 3 days after the ship returns toMaintenance Data Form Reporting port and must be distributed as follows:

Repairs, replacements, and waivers must beproperly recorded on the QA/ST and in thetorpedo record book. The torpedo record bookmust also be updated when a configuration ischanged. The new configuration must be indicatedin the record book by the serial numbers of thenew major assemblies installed in the torpedo. TheQA/ST of a major assembly that is removed froma torpedo for a configuration change is attachedto the major assembly before it is placed instorage.

Unsatisfactory conditions, defective torpedoesand components, and associated equipment mustbe reported in accordance with torpedo technicalmanual Management Information System,TW510-AA-PRO-010. The Torpedo MaintenanceData Form 8510/5 is used for this reporting. Ifthe completed data form pertains to a failed FIRcomponent, a copy of the form must be enclosedwith the failed unit when it is returned for depotlevel maintenance.

Actions required to be reported on theTorpedo Maintenance Data Form at IMAs includemaintenance, ORDALT/change, RUDTORPE,and combinations of these. Figure 2-5 shows acompleted maintenance report.

The maintenance report is required for allactions taken during torpedo preparation, turn-around, verification, and special purpose andpost-firing maintenance. A copy of the configura-tion sheet from the torpedo record book must beattached to the Torpedo Maintenance Data Form8510/5 at the conclusion of a torpedo turnaroundaction.

Deficiency Report

If a torpedo is damaged during recovery oron board the recovery ship, a Torpedo Mainte-nance Data Form (NAVSEA Form 8510/5) mustbe completed to provide details of the damage andthe surrounding circumstances.

A NAVSEA Form 8510/5 is used for alldeficiency and report of an unsatisfactory ordefective torpedo or equipment (RUDTORPE)reporting by organizational level maintenanceactivities. The report may be typed or printedlegibly with a ballpoint pen. Reports must be

Copy No. Recipient

1 Commanding OfficerNaval Ocean Systems CenterSan Diego, California 92152ATTN: Code 9314

2 Include with hardware being returnedto an IMA or designated repairfacility. Place the copy inside thecontainer.

3 Type commander (as required byspecific TYCOM direction).

Since minimal corrective maintenance require-ments are imposed on organizational level mainte-nance activities, almost all defective Mk 46torpedoes and associated test, support, andhandling equipment hardware are forwarded tothe cognizant IMA for corrective action. Adeficiency report must be submitted for eachinstance, where before activation of the firing key,a torpedo is found deficient so it cannot beemployed and undergoes an unscheduled offload.The experience gained during firing activityhandling of torpedoes is necessary in order topromote general awareness of organizational leveldeficiencies that may detract from fleet readiness.

Actions where no corrective maintenance ordeficiencies are involved—minor adjustments,routine testings, greasing, washing down-painting,etc., reporting isn’t required.

A completed deficiency report is shown infigure 2-6. The document number provides aunique number for the reported action. Forexample, USS NEVER SAIL submitted adeficiency report on a Mk 46 torpedo on16 February 1991. The action will be reflected as52190 (USS NEVER SAIL UIC number), 1047(Action Julian Date) and 0013 (the 13th actionreported by USS NEVER SAIL that year).Collectively, it appears as 5219010470013; this willbe the number for that action and that actionalone, and it will be used for communication andautomatic data processing procedures.

In the event you submit a report and later findthat the report requires an update, submit a newreport. However, use the same document numberyou used in the original submission. The reasonfor the update should then be described fully inblock 21 of the resubmitted report. Also state in

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Figure 2-5.

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0

Figure 2-6.

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the NARRATIVE block that this is an updatedreport. If you submit a report and later find thereport should be canceled, submit a new reportusing the same document number as the originaland state in the NARRATIVE block that theoriginal report is to be canceled and the reasonwhy.

RUDTORPE

You may submit a RUDTORPE to informallycommunicate with the cognizant support groupsconcerning:

1. Recommendations for improvements inhardware, documents, or procedures

2. Requests for technical assistance or hard-ware disposition instructions

3. General inquiries

Typical RUDTORPE reports serve to:

1.

2.

3.

4.5.

6.

Recommend improvements in safety, life,interchangeability, performance, materialshop equipment, procedure, tests, preser-vation, and packagingRecommend improvements in the design,performance, and reliability of inservicetorpedoes and associated test and supportequipmentRecommend a revision in procedures andpertinent publications, such as OPs andODsHighlight supply support problemsProvide a medium to accomplish thesurvey of unsatisfactory, defective, orobsolete equipment and request dispositioninstructionsFulfill requirements imposed by anyinstruction that requires the submission ofa RUDTORPE. A sample of a completedRUDTORPE is shown in figure 2-7.

The NARRATIVE block of the report is usedto describe the RUDTORPE action item and toexpand on any elements in the other blocks. Youmust be careful to avoid entering any classifieddata. If you check the “OTHER” box in block4, explain why in this section. In particular, forRUDTORPE submissions, use the NARRATIVEblock to define the problem. The explanationshould be brief and to the point. This block ismost important to NAVSEA field activities whoseresponsibility will be to investigate the relatedproblem and provide a suitable solution. If for

any reason, you require additional space todescribe the situation, continue your narration onthe reverse side of the form.

IMAs are requested to use the RUDTORPEas an informal communication link betweenthemselves and cognizant support groups. TheRUDTORPE is submitted by the IMA for thesame reason the organizational level maintenanceactivities submit it.

Combination Report

A combination report maybe made when theequipment being reported on requires that botha deficiency report and a RUDTORPE besubmitted. The report must adequately describethe dual situation being reported. The informa-tion supplied to the support groups must be clearand complete.

REPORT TYPE, block 3, of the torpedomaintenance data form should be used only whenthe action item cannot be covered adequately bythe deficiency or RUDTORPE report. If the“OTHER” box is checked on the form, specifythe type of report and explain the action itemthoroughly in the NARRATIVE block.

ORDALT

An ORDALT/change report must be submittedwhen an IMA completes an ORDALT or a changeon a torpedo, torpedo component, or on test/support equipment. ORDALT reporting is notrequired for test/support equipment that isbeing reported through the 3-M Systems.

ORDALT accomplishments can be reportedin conjunction with a maintenance action. In caseswhere a maintenance action and an ORDALT areaccomplished on the same item, check boththe MAINTENANCE and ORDALT/CHANGEboxes in the REPORT TYPE block, block 3 ofthe Torpedo Maintenance Data Form 8510/5.However, the installation of previously ORDALTeditems must not be reported as an ORDALTaccomplished.

The activity reporting the ORDALT numberin the ORDALT/CHANGE No. block, block 15,must be the activity that actually performed theORDALT. ORDALT accomplishments performedin conjunction with maintenance actions, andmultiple/simultaneous ORDALT accomplishmentsmay be reported on one form providing theORDALTs are properly matched with applicableORDALTed serialized items. The instructions inthe text of the ORDALT should be strictly

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Figure 2-7.

2-13

Figure 2-8.-Torpedo Rapid Feedback System’s message format.

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adhered to for identifying the ORDALT applica- between all participants in a Mk 46 firingtion, It is not enough to report that an ORDALT exercise. Participants can include the firing shipwas accomplished; the torpedo register number, or aircraft, a 3-D range, a target submarine, andpart name, and serial number, where applicable, the postrun IMA. The firing ship must issue amust also be given. message as shown in figure 2-8 within 24 hours

after firing a torpedo.RAPID FEEDBACK SYSTEM The IMA is responsible for the most signifi-

cant item in the rapid feedback system; theThe Mk 46 Torpedo Rapid Feedback System message to be submitted after doing a postrun

eliminates the requirements for reporting Mk 46 turnaround. The postrun IMA should submit thetorpedo firings via the Firing Report Form new message within 5 working days after receiving8510/9. The rapid feedback system is based on the torpedo in the shop. The message format forthe timely exchange of up to four messages the IMA is shown in figure 2-9.

Figure 2-9.-Message format for IMAs.

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From:(IMA/PREP ACTIVITY)

TO: Firing Activity

Preparation Data for Mk 46 Exercise/Warshot Firing

A. Torpedo/Mk/Mod/Register No./NALC

B. Stabilizer Mk/Mod/Ser No.

C. Suspension Band Contr and Lot No. forAir Launch

D. Intended Postrun Activity (IMA)

Figure 2-10.-Data sheet.

Additionally, when issuing a torpedo for afiring, the IMA/preparation activity must completea data sheet as shown in figure 2-10.

INTERMEDIATE LEVELMAINTENANCE MK 46 TORPEDO

Your intermediate maintenance will includecomplete systems tests, inspections, and tests andadjustments of individual major assemblies orsections that comprise the weapon or equipment.

Maintenance functions you will perform ontorpedoes at the intermediate level consist ofdisassembly, checkout of FIR it ems; assembly ofthe major torpedo sections, as specified intechnical manuals; disassembly and testing ofsectional components; fault isolation of FIRcomponents or expendable items; replacement offaulty FIR components or replacement items;fueling and overall functional testing of completeunits; external and internal flushing, andORDALT incorporation and verification. FaultyFIR components are returned to a depot levelfacility for repair.

Maintenance of the torpedo workshop equip-ment (including automatic test equipment) at theintermediate level is performed by fleet personnelwith assistance from contractor personnel whennecessary. Your maintenance will consist of faultisolation to the component level and subsequentcomponent replacement. Defective components

that are repairable are sent to a depot facility formaintenance.

Intermediate level maintenance is performedat fleet torpedo shops by personnel trained in thedisassembly, reconditioning, repair, testing, andassembly of torpedoes. FIR assemblies areremoved from the torpedo, but are not repairedat this level.

General Maintenance Information

Torpedo assemblies and components (after-body, afterbody/fuel tank, exercise head, andwarhead) that contain explosives or pyrotechnicdevices must be connected to an ordnance groundat all times to protect against accidentaldetonation by electromagnetic radiation orelectrostatic discharge. When maintenance isperformed, a grounding bolt must be installed inthe afterbody seawater inlet port and connectedto an ordnance ground. The torpedo must remaingrounded during all maintenance actions.

Before you remove any part of an assembledtorpedo, the fuel tank, afterbody, exercise head,warhead, and nose section must be vented.Venting equalizes internal pressure with that ofthe atmosphere. Internal pressure may build upas a result of changes in temperature or elevation.Internal pressure may force sections apart,causing injury to personnel or damage to theweapon. If the internal pressure is belowatmospheric pressure, separation of torpedosections is very difficult or impossible. Whenremoving vent plugs or screws, do not allow anypart of your body to be in a direct line with thesecomponents. A malfunction in the pressurizationor fuel system could forcibly eject the plug orscrew or discharge fuel. When releasing pressurefrom the fuel tank, protect your eyes frompossible spray of fuel from the vent valve. Amalfunction in the pressurization system couldcause the fuel tank to be under high pressure.Bleed all pressure from the tank before youproceed with disassembly.

The forward portion of the torpedo nosesection houses the sonar transducer enclosedby a black neoprene diaphragm. During alloperations, you must protect the transducerdiaphragm from damage. Whenever possible,keep a protective cover installed on the nosesection. Nicks, cuts, or scratches in the diaphragmwill have a detrimental effect on torpedooperation. Severe blows to the nose section candestroy the transducer elements, making thetorpedo guidance system inoperative. You must

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not permit grease, oil, wax, or other lubricantsto come in contact with the diaphragm. If thisshould happen, immediately wash the diaphragmthoroughly with water and liquid detergent, Anycontaminant on the diaphragm surface willadversely affect torpedo performance.

The Mk 103 warhead contains a high-energyexplosive. Do not drop or subject the warhead torough treatment that may cause detonation. If awarhead is dropped, an Explosive Incident Reportmust be submitted, in accordance with OPNAVInstruction 5102.1, with a request for dispositionto Naval Sea Systems Command and a copy ofthe report to Naval Ocean Systems Center.Although the explosive is relatively unaffected byshock or temperature change, it must be handledin strict accordance with instructions containedin NAVSEA OP 5.

The Mk 20 Mod 0 exploder contains anexplosive booster charge capable of causingserious injury. When handling the exploder,always point the booster away from your body,other personnel, and equipment. Inspect theexploder safe-armed indicator. The letter “S”must be displayed on a green background in thesafe-armed indicator window. If the letter “A”or any red background is displayed, the exploderis considered armed and dangerous. If theexploder becomes armed before installation, afterremoval, or while it is being installed in thetorpedo, it can be rendered electrically safe byrotation of the sterilization switch to theRECOVER POSITION. This can be accomplishedwith a nonferrous screwdriver. Once the steriliza-tion switch has been actuated to the RECOVERposition, it cannot be returned to the NORMALposition. The exploder must be returned to arepair depot.

You must protect the exploder from electro-static discharge in accordance with Navy regula-tions and procedures. Do not install the exploderin a warhead unless the exploder well test has beenperformed and the firing circuit is proved safe.A malfunction in the torpedo could detonate theexploder and warhead prematurely.

In preparation for disassembly, you shouldplace the torpedo on two universal dollies (fig.2-11). The afterbody should rest on the dolly withthe afterbody adapter and tailcone saddle. Thefuel tank and forward sections of the torpedoshould rest on the dolly with the cylinder adapter.The fuel tank fill port and vent port must befacing upward.

You must install a propeller guard on theafterbody to prevent damage to the propellers and

injury to personnel. If the torpedo is an exerciseconfiguration, install a safety strap around theexercise head to restrain the lead droppers. Afterremoval of the joint rings, use a separationfixture to separate the torpedo into sections. Youmay use a separation fixture with one person oneach side, then pick up and spread the handlesto retract the friction shoes. Place the separationfixture on the torpedo, with the joint to beseparated approximately centered between thehandles. With each person coordinating theirmovements with the other, technicians bring thehandles together until the torpedo sectionsseparate. If the friction shoes slip during theseparation, they can be adjusted to grip moretightly. Care must be exercised when adjusting thecam bushings, to ensure that the shoes do not gripmore than necessary. Extreme pressure coulddeform the torpedo, cause binding, and makefuture separation more difficult.

To increase the acquisition capability of thetorpedo and to expand the testing capability ofthe Mk 540 test set, Complimentary Metal OxideSemiconductor (CMOS) components are usedextensively in the Mk 46 Mod 5 torpedo and inthe Mk 540 test set. These components greatlyincrease electronic density; however, they areextremely sensitive to electrostatic discharge(ESD). To protect the ESD sensitive componentsfrom damage, it is necessary to maintain allworking surfaces and operating personnel at aknown ground plate potential to prevent thebuildup of a static charge that could cause injuryto personnel or damage to components if adischarge should occur.

To achieve the ground plate potential,personnel and working surfaces must be isolatedfrom the facility’s ground through a resistance of1 megohm. This will protect personnel if theyshould inadvertently come in contact with avoltage source that could cause injury. Protectivematting on the floor and on bench tops wherecomponents are handled quickly bleeds off thestatic charge of an individual. The matting mustbe isolated from the ordnance ground through a1-megohm resistor. Wrist straps are used todischarge the static potential of a person, and toensure that the individual and the electronic com-ponent being handled are at the same potential.The wrist straps are connected to ground terminalslocated along workbenches. A 1-megohm seriesresistance is incorporated into the wrist straps.This resistance is sufficient to provide personnelprotection from potential shock hazards, and are

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Figure 2-11.-Mk 46 torpedo (exercise) on universal dollies.

2-18

Figure 2-12.-Mk 46 torpedo.

sufficiently low enough to protect equipmentcomponents.

TORPEDO CONFIGURATIONS

The Mk 46 Mod 5 torpedo can be assembled2.

into three principal configurations (fig. 2-12) asfollows:

1. Exercise head (Mod 4) extender. Theconfiguration (used by fleet personnel for

training) consists of a nose section, Mk 85Mod 4 exercise head, positive buoyancysection, control group, short fuel tank, andan afterbody section.Exercise Head (Mod 3 or Mod 6) . Thisconfiguration (used on the Atlantic Under-sea Test and Evaluation Center [AUTEC]ranges for training) consists of a nosesection, Mk 85 Mod 3 or Mod 6 exercisehead with an integral extender, control

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Figure 2-13.-Recoverable exercise torpedo (REXTORP) Mk 46.

3.

group, short fuel tank, and an afterbodysection.Warshot. This configuration consists of anose section, warhead, control group, longfuel tank, and an afterbody section.

An additional configuration that you shouldbe aware of is the recoverable exercise torpedo(REXTORP). It is an inert, presentable exercisetorpedo that is recoverable following the releaseof 180 pounds of lead ballast. The uniqueREXTORP identification characteristics includean orange nose, a ballast section with a blue stripe,and an external ballast weights/strap assembly.The REXTORP is shown in figure 2-13, andconsists of a nose section, ballast section,short fuel tank shell, afterbody, and rotatingpropellers.

Table 2-2 lists the torpedo components in threedifferent categories: FIR components, separableand interchangeable items, and expendable itemsrequiring replacement or replenishment after a searun.

The warhead, exploder, explosive bolts,propellant assembly, and igniter contain explosivematerial. Any of these components that have notbeen expended must be inspected for reuse (com-ponents of a torpedo that has misfired must notbe reused). Components that are damaged or werepart of a misfired torpedo must be forwarded toan explosive ordnance disposal (EOD) team for

disposal, or packaged for shipment in accordancewith NAVSEA Instruction 4440.14. Otto Fuel IIremoved from fuel tanks during postrun mainte-nance must be disposed of in accordance withinstructions contained in NAVSEA S6340-AA-MMA-010. Fuel removed during Class B mainte-nance may be used for exercise firings.

You will perform two types of maintenanceon the Mk 46 torpedo at IMAs—postrun turn-around maintenance and periodic maintenance.Postrun turnaround maintenance involves thepreparation of the torpedo, after a sea run, foran exercise sea run (training and evaluation), anda warshot, or for stowage. Periodic maintenanceconsists of Class B maintenance. All maintenancemust be done according to procedures containedin the applicable technical manual.

POSTRUN TURNAROUNDMAINTENANCE

When you receive a torpedo for postrun turn-around maintenance, it must be inspected forcorrosion and damage. The inspection proceduresin the technical manual SW515-A5-MMI-030/(U)MK 46 MOD 5, Vol. 4, must be followed. Thedye container or the luminous dye should havebeen removed from the dye-pot well duringtorpedo recovery operations. However, if a dyecontainer is in the dye-pot well, the container must

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Table 2-2.-Torpedo Components

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Table 2-2.-Torpedo Components—Continued

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be removed and discarded. Residual dye in thewell must be flushed out with fresh water.

During the inspection, you must verify thatthe torpedo flooding valve (fig. 2-11) is intact. Ifthe valve is actuated, install a rubber stopper(size 00). At the completion of the inspection,rinse the torpedo thoroughly with fresh water.

The torpedo fuel tank, afterbody, and exercisehead must be vented before the torpedo is dis-assembled.

Release the fuel tank pressure by carefullyremoving the high pressure cap from the vent plugin the fuel tank vent port and install vent and captool to release the pressure in the fuel tank (fig.2-11). If the torpedo contains a large amount offuel, the carbon dioxide in the fuel will cause acontinuous buildup of pressure until the torpedois defueled.

Internal pressure is equalized in the afterbodyby removal of the afterbody vacuum port plug(fig. 2-11). Internal pressure in the exercise headis equalized by removal of the head sectionvacuum port plug (plug is not shown in figure 2-11because the port is located under the safety strapand between the torpedo flooding valve and dyepot). The person who removes the vacuum plugsmust have eye protection to guard against water ordust that may be discharged from the vent port.

The seawater battery (fig. 2-11) must beremoved and discarded. The battery will continueto react and supply current for approximately24 hours after it is exposed to seawater. A usedseawater battery must not be resealed or confinedwithin a pressure-tight container. When thebattery is being removed from the torpedo, caremust be exercised to prevent seawater in thebattery from entering the afterbody shell.

Water should be removed from the joint-ringaccess area before the torpedo is disassembled.After the access cover (fig. 2-11) and joint-ringspacers are removed, low-pressure air should beused to blow out the joint-ring area. If the coolantpassages of the torpedo are not flushed throughthe seawater inlet port after recovery, and thetorpedo will not have maintenance within 24 hoursafter recovery, use the flushing procedures listedin technical manual SW515-A5-MMI-030/(U) MK46 MOD 5.

Your first step in torpedo disassembly is theremoval of the nose section from the exercisehead, Mod 3,4, or Mod 6, so that the torpedo runfilm can be removed, developed, and analyzedbefore the torpedo is further disassembled.Torpedoes containing a Mod 6 head has to be runon the Mk 641 if a malfunction in the propulsionsystem is indicated on the film or data printout.

Troubleshooting should start with the testing ofthe performance of the assembled torpedo.

If the film or data printout indicates a goodrun with no malfunctions, the torpedo must bedisassembled and each section must be givenrequired postrun turnaround maintenance.

Defueling the Torpedo

You must remove the fuel from the fuel tankby following the procedures contained in technicalmanual SW515-A5-MMI-030/(U)MK 46 MOD 5.Since Otto Fuel II presents a hazard to personnel,applicable guidelines must be followed for alloperations involving fuel handling.

Procedures that must be followed for thecleanup of spills and leaks and all workshop andstorage requirements for facilities are containedin technical manual Otto Fuel II Safety, Storage,S6340-AA-MMA-010, and applicable handlinginstructions.

At least two qualified persons are required todefuel the torpedo. They must be thoroughlyfamiliar with precautions to prevent direct skincontact, ingestion, and inhalation. They must alsobe capable of rendering aid if contamination doesoccur.

Never position yourself between the fuel-vaporsource and local ventilation exhaust during anyoperation involving Otto Fuel II. The vaporscould be drawn into your breathing zone. Thefollowing safety precautions for Otto Fuel IImust be posted at all sites where Otto Fuel II ishandled.

Safety Precautions:

1.

2.

3.

4.

5.

6.

7.

All operating personnel must be familiarwith the nature and characteristics of OttoFuel II.Operations involving Otto Fuel II must beperformed by two or more persons.Good housekeeping practices must beobserved.Food and tobacco are not permitted inoperating areas.Water supply, safety showers, eyewashfountain, emergency breathing air, andpersonal protective equipment must beAVAILABLE, AND THEY MUST BEINSPECTED PERIODICALLY PRIORTO OPERATIONS INVOLVING OttoFuel II.Spills must be avoided since arduouscleanup and decontamination proceduresare required if spills occur.Positive pressure air breathing equip-ment must be used when entering an

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8.

9.

10.

area containing a large concentrationof Otto Fuel II vapors, such as thoseresulting from a gross spillage, or aninoperative local exhaust ventilationsystem.Otto Fuel II must not be flushed intocommon drainage systems.Otto Fuel II is a monopropellant andcontains its own oxidizer. The most efficientmethod of extinguishing fires is the useof a finely dispersed water fog, but carbondioxide fire extinguishers can be used onsmall Otto Fuel II fires.Otto Fuel II must be stored alone and notwith other fuel or oxidizers.

Hazards:

1. Toxic effects may occur from absorptionof Otto Fuel II through direct skincontact or inhalation of its vapors.

2. Ingestion may result in death or, at least,cause severe disorders of the gastro-intestinal tract, mucosa, and mucousmembranes.

First Aid:

1. Personnel that have been overexposed toOtto Fuel II should be removed from the

2.

3.

4.

5.

contaminated area and placed in an areathat has fresh air. If symptoms persist,medical aid should be obtained.In the event of spills, contaminatedclothing must be immediately removed andcontaminated skin areas must be washedthoroughly with soap and water. (Never usesolvents to cleanse Otto Fuel II from theskin.)If Otto Fuel II is ingested, induce vomiting.NEVER induce vomiting in an unconsciousperson. Apply artificial resuscitation ifbreathing has stopped. Have someone elseobtain medical aid.If Otto Fuel II has splashed into your eyes,flush them immediately with quantities ofpotable water or saline solution.Fresh air and a cup of hot black coffeegenerally alleviate the headache painresulting from the vapor inhalation.

NOSE SECTION.— Maintenance of the nosesection (fig. 2-14) includes removal of theguidance unit, and cleaning and inspection of thenose section, transducer, and guidance unit. Theprocedures given in technical manualSW515-A5-MMI-030/(U) MK 46 MOD 5 mustbe followed. The manual also contains procedures

Figure 2-14.-Nose section.

2-24

for making authorized repair and replacingdamaged components. The nose section andtransducer must be replaced if an inspectionreveals the following discrepancies:

1.

2.

3.

Cracks or other defects in the nose sectionshell deeper than 1/32-inch or longer than2 inches.

The transducer diaphragm edge cannot beseparated from the aluminum diaphragmring by more than 1/32-inch (the ball ofthe thumb is used to force a separation).

Gouges, slits, or cracks that extend throughthe diaphragm, or are more than 1/16-inchdeep over the transducer array aperture, ormore than 1/16-inch deep over the areabonded to the nose section shell.

The guidance unit must be checked for looseor broken wires, damaged connectors, corrosion,broken or dented parts, missing or broken hard-ware, and discolored or charred components. Thetransmitter and receiver of the guidance unit areFIR components. If damaged, the componentsmust be returned to NUWES, Keyport, Washing-ton, for depot level maintenance.

The transducer (nose section shell included)is also a FIR component and must be returnedfor depot maintenance if it is damaged andcannot be repaired by following the maintenanceprocedures authorized at the IMA level.

Exercise Head

Maintenance of the Mk 85 Mods 3, 4, and 6exercise heads figs. 2-15, 2-16, and 2-17, is done

Figure 2-15.-Mk 85 Mod 3 exercise head.

2-25

Figure 2-16.-Mk 85 Mod 4 exercise head.

2-26

after each exercise run. Maintenance includes for the exercise head, and the order ofdisassembly, cleaning, inspection, parts replace- accomplishment.ment, adjustments, reassembly, and testing. If the exercise head is not used withinProcedures for doing the maintenance are listed 60 days after maintenance, the functionalin SW515-A5-MMI-120/(U)MK 46 MOD 5. test must be performed before the head can beFigure 2-18 lists the required maintenance used.

Figure 2-17.-Mk 85 Mod 6 exercise head.

2-27

Figure 2-18.

2-28

Figure 2-18.

2-2

9

Figure 2-19.-Control group.

2-30

Control Group Assembly

The control group assembly consists ofthe control group and course gyroscope (fig. 2-19).Both parts are FIR components. Postrun turn-around, class B maintenance of the control groupconsist of the same functions. Two types ofmaintenance actions are performed on the coursegyroscope: postrun turnaround and class B.The latter consists of periodic maintenanceinspections.

The control group assembly is tested as a unitand is not disassembled to the individualcomponent level. The course gyroscope must beremoved, caged, wound, and tested, and is notreinstalled until control group testing has beencompleted.

Figure 2-20 is a diagram showing turnaroundmaintenance that must be performed on thecontrol group assembly. Technical manualSW515-A5-MMI-140 contains procedures fordoing the maintenance.

Positive Buoyant Section

The positive buoyant section is used only whenthe Mk 85 Mod 4 exercise head is used in theexercise torpedo configuration. The positivebuoyant section shell must be inspected forcorrosion, nicks, dents, burrs, or scratches.Acceptable defects are scratches not deeper than1/32-inch and not longer than 3/4-inch (notincluding the portion that is merely a surfacescratch that removed only the anodization), andnicks, gouges, and corrosion not deeper than1/32-inch or more than 1/8-inch in their broadestdiameter. The above defects or surface scratchesand abrasions that result in anodization removalmust be given corrosion prevention treatment.

You must install a new shell if any scratch,nick, or gouge is beyond the repair limits.

Short Fuel Tank

Before disassembling and performing mainte-nance on the fuel tank, you should check theMaintenance History Label on the forwardinterior wall of the fuel tank to determine thenumber of exercise runs on the tank. If the labelis missing, stick a Maintenance History Label tothe forward interior wall of the fuel tank andrecord on it the number of runs listed in thetorpedo record book. If the number of runsexceeds 10, or a period of 6 years have elapsedsince the last Class B maintenance, tenth-runturnaround maintenance must be done. Duringnormal turnaround maintenance, the fuel tank isdisassembled as shown in figure 2-21. Tenth-runturnaround maintenance requires disassembly ofthe fuel tank as shown in figure 2-22. Postrunturnaround maintenance of the short fuel tank(less than ten runs or due for Class B maintenance)consists of the following actions that you musttake by observing the procedures in TMSW515-A5-MMI-090/(U)MK 46 MOD 5 unlessotherwise indicated:

1.

2.

3.

4.

5.

6.

7.

Install a shorting device in the pressurecylinder valve receptacle J5523.

Vent the fuel tank.

Verify that fuel has been removed.

Remove the pressure cylinder. Returnexpended pressure cylinders to NUWES,Keyport, per NAVSEA Instruction 4440.14.

Remove the pressure regulator. Discard thepacking.

Remove the fuel interlock valve. Discardthe disk.

Clean and inspect the fuel tank fordamaged or nicked packing and joint-ringseal mating surfaces, shell damage ordefects, and missing parts.

Figure 2-20.-Control group turnaround diagram.

2-31

Figure 2-21.-Short fuel tank.

2-32

Figure 2-22.-Short fuel tank (disassembled for tenth-run turnaround maintenance).

2-33

8.

9.

10.

11.

12.

Perform turnaround on the pressureregulator. This includes disassembly ofthe pressure regulator, as shown in figure2-23, cleaning, inspection, replacement ofthe check valve and packings, reassembly,and testing.

Perform turnaround of the fuel interlockvalve. This includes disassembly, asshown in figure 2-24, cleaning, inspection,replacement of packings, reassembly, andtesting.

Place a new disk in the recess of the fuelinterlock valve support and install thevalve.

Install the pressure regulator and replacethe packing during installation.

Install the pressure cylinder regulator andreplace the packing during installation.

After installation, check the squibs in thecylinder valve for continuity andresistance.

13. Perform a vacuum test of the fuel tank.

In performing tenth-run turnaround mainte-nance of the fuel tank, the technician will performthe following steps, (refer to figure 2-22 forcomponent identification):

Install a shorting device in the pressurecylinder valve receptacle J5523.

Vent the fuel tank.

Verify that fuel has been removed fromthe fuel tank.

Remove the pressure cylinder. Returnexpended pressure cylinders to NUWES,Keyport, Washington, according to

Figure 2-23.-Pressure regulator assembly (exploded view).

2-34

1.

2 .

3 .

4 .

5.

6.

7.

NAVSEA Instruction 4440.14. Discard the 8.packing.

Remove the cable assembly. Discard thepacking. 9.

Remove the pressure regulator. Discard thepacking. 10.Remove the interlock valve. Remove anddiscard the disk from the valve support.

Remove the fuel interlock valve support.Discard the packing.

Remove the tube assembly. Discard allpackings and the fuel tank nut setscrew.

Perform turnaround on the pressureregulator (same procedures as duringnormal turnaround maintenance).

Figure 2-24.-Fuel interlock valve assembly.

2-35

Figure 2-25.-Short fuel tank tube and baffle compartment assembly.

2-36

11.

12.

13.

14.

Perform turnaround on the fuel interlockvalve (same procedure as during normalturnaround maintenance).

Disassemble the tube and baffle compart-ment assembly as shown in figure 2-25.Discard the packings.

Clean and inspect the tube assembly.

Clean and inspect the cable assembly.

18. Install the cable assembly.

19. Install the fuel interlock valve.

20. Install the pressure regulator.

21. Install the pressure cylinder.

22. Perform a vacuum test on the fuel tankassembly.

Afterbody Assembly

NOTE

All packings and components discardedduring disassembly must be replaced withnew items during assembly.

Maintenance procedures performed on theafterbody (fig. 2-26) during turnaround mainte-nance include disassembly, cleaning, inspection,parts replacement, reassembly, test, and finalinspection. The maintenance must be accomplishedby you following the procedures given in SW515-A5-MMI-040(U)MK 46 MOD 5. During dis-assembly, do not mix hardware and componentsof individual assemblies. Keep all related partstogether for reassembly.

15.

16.

17.

Assemble the tube assembly,

Install the tube assembly.

Install the fuel interlock valve support.

Figure 2-26.-Afterbody component locations.

2-37

Figure 2-27.-Afterbody components.

2-38

Refer to figs. 2-26, 2-27, and 2-28 forcomponent identification. An example of postturnaround maintenance on the afterbody is asfollows:

1. Ground the afterbody.

2.

3.

4.

Remove the exhaust valve and propellers.

Remove and discard the seawater battery.

Using the afterbody test set. position theelevator’s trailing edge to within 1/4-inchof the 0 degree scribe mark on the afterbody

Figure 2-28.-Afterbody components.

2-39

Figure 2-29.-Positive displacement engine.

shell to permit removal of the engine andaccessories bulkhead assembly.

5. Install a shorting spring crosswise on theigniter connector.

6. Remove the seawater inlet fitting. Discardthe packings.

7. Remove the engine and accessories bulk-head assembly; discard the three self-locking nuts. Perform engine maintenanceby following the procedures given inSW515-A5-MMI-050/(U)MK 46 MOD 5.Postrun turnaround maintenance of theengine includes disassembly, as shown infigure 2-29, cleaning, inspection, replace-ment of packings and certain components(some components may deteriorate andmust be replaced after the fifth run—seethe torpedo record book for number of

runs and reassembly). Components thatmust be replaced after five runs includethe rotary valve, valve seat, five pistonassemblies, and 10 piston rings. The usedvalve must be tagged to indicate thenumber of runs and then shipped toNUWES, Keyport, Washington. Thevalve seats, pistons, and rings that havebeen replaced are discarded. Testing ofthe engine, following reassembly, is notrequired.

8. Remove the sleeve and bearing assembly.Discard the packings.

9. Remove the rudders and elevators.Discard the packings.

10. Remove the fire control receptacle.Discard the packings.

2-40

Figure 2-30.-Guidance and control test fixture, unit 3.

11. Clean and inspect afteerbody components.If the afterbody shell is damaged beyondthe repair limits of the IMA, the torpedomust be reassembled and returned toNUWES, Keyport, Washington, for repair.Other afterbody components damagedbeyond local repair limits may be replaced.

NOTE

All packings and components discardedduring disassembly must be replaced withnew items during assembly.

12.13.14.15.

Install the fire control receptacle.Install the rudder and elevator fins.Install the sleeve and bearing assembly.Install the engine and accessoriesbulkhead assembly.

16. Install the seawater inlet fitting.17. Install the seawater battery closure plug.18. Install the igniter.19. Vacuum test the afterbody.

After completing a satisfactory vacuum test,you should make the afterbody and fuel tankconnections, test the firing circuit, and assemblethe afterbody and fuel tank together.

Torpedo System Testingand Final Assembly

After postrun turnaround maintenance of in-dividual torpedo components has been completed,the torpedo is partially assembled and installedon the Mk 540 test set guidance and control testfixture (fig. 2-30) for system testing. Procedures

2-41

Table 2-3.-Operator Question/Instruction and Response

NOTE: Step deleted if testing warhead.

for testing the control group and the torpedo withthe Mk 540 test set during postrun turnaround,and Class B maintenance are the same.

The torpedo test program for testing thetorpedo with the Mk 540 test set is contained ontwo flexible disks. After the disks are manuallyloaded, the program is performed automaticallyin proper sequence. During torpedo testing, theterminal of the test set will display instructionsand questions requiring operator response. Anexample of questions and instructions that are 1.displayed on the terminal and the action to be 2.taken by the operator are shown in table 2-3.

At the completion of the system test, theoperator receives instructions to “ENTER FIRE 3.CONTROL SETTING.” After setting the fire

control, the message “A TORPEDO MAY NOWBE SAFELY DISCONNECTED” is displayedindicating that the torpedo test program has beencompleted.

If, during the system test, a malfunction thatcould damage the torpedo or test set occurs, youshould perform the following emergency test setshutdown procedures immediately:

Press the HALT switch.Simultaneously position the +40 vdc powersupply and the –40 vdc power supplyON/OFF switches to OFF.Press the POWER OFF (STANDBY)pushbutton.

2-42

4. Perform the self-test by following theprocedures contained in TM ST822-AC-MMI-010/MK 540-3.

After the torpedo system test is completed, thetorpedo is assembled for another exercise run oris converted to a warshot. Figures 2-31 and 2-32are diagrams of torpedo maintenance actionsrequired after the torpedo has been system testedwith the Mk 540 test set. Figure 2-31 is a diagram

of maintenance actions for a torpedo beingreassembled to an exercise torpedo. If the torpedois to be converted to a warshot after postrunmaintenance, the exercise head, short fuel tank,and positive buoyant section are placed in storage.Class B maintenance is then performed on thelong fuel tank and afterbody, the firing circuit istested, and the fuel tank and afterbody areassembled for testing with the Mk 540 test set.A dummy warhead is used during the torpedo

Figure 2-31.-Maintenance actions required after a torpedo (exercise) system test with the Mk 540 test set.

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Figure 2-32.-Maintenance actions required after a torpedo (warshot) system test with the Mk 540 test set.

system test. Figure 2-32 is a diagram of mainte-nance actions required to be completed followingthe system test in order that the torpedo may beconverted to a warshot.

Class B Maintenance (Warshot Torpedo)

Class B maintenance is performed at 6-yearintervals. This type of maintenance includes acomplete breakdown of a reissued torpedopropulsion system and fuel tank, and a completesystem function test according to procedurescontained in TM SW515-A5-MMI-030/(U)MK 46MOD 5.

Torpedoes stored in a Mk 32 torpedo tube,ASROC launcher, or torpedo magazine, andreturned from combatants or other activities, mustbe inspected for corrosion, scratches, nicks, andother damages. Torpedoes in condition code “A”and containerized in Mk 197 or Mk 535 containersby an IMA or storage and issue (S&I) activity donot require a visual inspection if the containersare not ruptured and they have humidityindicators with satisfactory readings.

After a visual inspection (if required) iscompleted on a torpedo, the fuel tank is vented;the exploder is removed; the nose section isdisassembled from the warhead; the warhead is

2-44

Figure 2-33.-Mk 103 warhead.

disassembled from the fuel tank; the controlgroup is disassembled from the warhead; thetorpedo is defueled, and the fuel tank isdisassembled from the afterbody.

NOSE SECTION.— Your procedures forClass B maintenance of the nose section are thesame as for postrun turnaround maintenance.

WARHEAD.— Class B maintenance is theonly type of maintenance required for thewarhead. The maintenance procedures performedon the warhead include disassembly, cleaning,inspection, parts replacement, reassembly, andtesting.

The explosive in the warhead is relativelyunaffected by shock or temperature changes, butit must always be handled strictly according toinstructions in NAVSEA OP 5. The warhead mustbe grounded at all times during maintenance ortesting.

If a warhead is dropped, an Explosive IncidentReport must be submitted in accordance with

OPNAV Instruction 5102.1. A request for dis-position must be forwarded to Naval Sea SystemsCommand and a copy of the request to NavalOcean Systems Center.

Warhead maintenance is accomplished bytaking the following actions: (Refer to figure 2-33for component identification.)

2-45

1.

2.

3.

Verify that the exploder mechanism hasbeen removed from the warhead. If it is stillin the warhead, remove the exploder byfollowing the procedures contained inSW515-A5-MMI-130/(U)MK 46 MOD 5.Ensure that the warhead is free fromcorrosion, dirt, and damage before testingand servicing it. Clean the warhead and allexposed packing and joint-ring matingsurfaces, and verify that all electricalconnectors are clean and free of defects.Inspect the warhead for nicks, gouges, orscratches that expose the influence coilwiring—for separation of the influence coillaminate from the head shell; for cracks,

4.

dents, nicks, gouges, and scratches in thehead shell; for missing parts and looseconnectors; and for visible defects.Inspect all exposed packing grooves andjoint-ring mating surfaces for nicks, dents,or burrs that can cause leakage.

Correct all repairable defects in accordancewith SW515-A5-MMI-130/(U)MK 46 MOD 5. Ifthe warhead is damaged beyond the IMA repaircapability, it must be returned to the designatedoverhaul point as directed by NAVSEA Instruction4440.14.

Maintenance of the warhead pressure systemincludes replacement of the diaphragm and thenipple assembly packing, and changing of thehydraulic fluid. Since the pressure port of thesystem contains a knife, care must be taken whenremoving the cover and diaphragm.

You can test the pressure system by attachinga hydraulic pressure adapter to the opening in thepressure port cover and connecting a VANDsystem. Pressurize the system to 100 ± 10 psi for10 minutes. While the system is pressurized, checkfor leakage. If a leak occurs at the nipple,packing, or diaphragm, the leak should becorrected and the system retested. If a leak is theresult of damage to the warhead, the head mustbe returned to the designated overhaul point inaccordance with NAVSEA Instruction 4440.14.

Maintenance of the warhead cable consists ofa functional test, an insulation resistance test,and a continuity test. The electrical cable test setMK 444 Mod 0 and exploder well test set Mk 445Mod 0 are used for these tests. If a fault occursduring testing, you should refer to the trouble-shooting instructions in TM SW515-A5-MMI-130/(U)MK 46 MOD 5. The cable cannot beremoved from the warhead. If there is anindication of an open or short circuit or low-insulation resistance, the warhead must bereturned to the designated overhaul point.

CONTROL GROUP ASSEMBLY.— Again,your procedures for Class B maintenance of thecontrol group are the same as for postrun turn-around maintenance. Class B maintenance of thecourse gyroscope consists of cleaning; inspectionof the gyroscope for a dented or scratched body,a broken connector, corrosion, and missing orbroken hardware; testing of the course gyroscopewill be with the Mk 484 Mod 1 test set. Proceduresfor performance control group maintenance arecontained in TM SW515-A5-MMI-140/(U)MK46MOD 5.

LONG FUEL TANK.— Maintenance actionsrequired for the long fuel tank during Class Bmaintenance are the same as the requirements fortenth-run turnaround maintenance of the shortfuel tank. However, procedures for disassemblyand reassembly of the long and short fuel tanktube assemblies differ. The long fuel tank tubeassembly consists of a 22.8-inch-long communica-tion tube, a forward bulkhead, and two baffles.Installation of the aft bulkhead on the tubeassembly during fuel tank assembly results in theforming of three fuel compartments with thebaffle compartment located inside the aft fuelcompartment. The short fuel tank tube assemblyconsists of a 16.4-inch-long communicationstube, a forward bulkhead, one baffle, and inone version an antislosh baffle compartmentassembly. The antislosh baffle is mounted justforward of the aft bulkhead and effectively formstwo compartments. Procedures for performingtank maintenance are contained in TM SW515-A5-MMI-090/(U)MK 46 MOD 5.

AFTERBODY.— Requirements for Class Bmaintenance of the afterbody are the same as forpostrun maintenance except for the followingdifferences:

1.

2.

3.

During Class B maintenance with noturnaround maintenance, the unexpendedbattery is inspected for reuse. Duringpostrun maintenance, the expendedseawater battery is discarded.

Positioning of the elevators is not necessaryduring Class B maintenance. During postrunmaintenance, the elevators usually requirepositioning in order that the engine andaccessories bulkhead can be removed.

During Class B maintenance, the igniter isreused. During postrun turnaround mainte-nance, the igniter must be replaced.

Torpedo Systems Testingand Final Assembly

Procedures and requirements for torpedosystem testing with the Mk 540 test set are thesame as they are for postrun turnaround. AfterClass B testing of the control group is completedwith the Mk 540 test set during scheduledmaintenance, the torpedo is assembled and testedas outlined in figure 2-28.

2-46

WARHEAD.— Perform warhead maintenanceby taking the following actions:

1.

2.

3.

4.

5.

Inspect the warhead for the followingdiscrepancies:a.

b.

c .

d.

Nicks, gouges, or scratches that exposeinfluence coil wiring.Separation of the influence coillaminate from the head shell.Cracks, dents, nicks, gouges, and scrat-ches in the head shell.Missing parts, loose connectors, andother visible defects.

Reject the warhead if the influence coilwiring is exposed or laminate is separatedfrom the shell, or if there are dents, cracks,or unrepairable scratches, nicks, or gougesin the shell.Inspect all exposed packing grooves andjoint-ring mating surfaces for nicks, dents,or burrs.Verify that no hydraulic fluid is presentaround the hydrostatic pressure port (ifhydraulic fluid is present, perform warheadmaintenance procedures contained inSW515-A5-MMI-130/(U)MK 46 MOD 5).Correct all repairable defects in accordancewith SW515-A5-MMI-130/(U)MK 46MOD 5. Damaged warheads (beyond IMA

repair capability) must be returned to thedesignated overhaul point as stated inNAVSEA Instruction 4440.14.

NOSE SECTION.— During maintenance, theguidance unit is removed from the nose sectionand cleaned and inspected for loose and brokenwires, damaged connectors, corrosion, brokenand dented parts, missing and broken hardware,and discolored and charred components. Thetransducer must be cleaned and inspected. Thenose section and transducer must be replaced ifan inspection reveals any of the discrepancieslisted under postrun maintenance.

Inspection of Fleet Return Torpedoes

If a maintenance activity receives a torpedothat does not require postrun turnaround, orClass B maintenance, a fleet return inspection,according to procedures in TM SW515-A5-MMI-030/(U)MK 46 MOD 5, must be performed beforethe torpedo can be reissued. Figure 2-34 is a flowdiagram of maintenance actions that must becompleted during an inspection of fleet returntorpedoes.

When performing a fleet return inspection,you do not have to remove the exploder unlessit is damaged.

Figure 2-34.-Inspection flow diagram of fleet return torpedoes.

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Table 2-4.-Repairs Required for Damaged Torpedoes

2-48

Condition code A torpedoes containerized byan IMA or S&I activity that show no containerrupture and have a satisfactory humidity indicatorreading do not have to be inspected.

REPAIR AND REPLACEMENT OF COM-PONENTS.— Repair or replacement of torpedocomponents must never be done except asauthorized by the applicable t ethnical manuals.Repair and replacement procedures involve thefollowing functions:

1.

2.3.

4.

Repair of surface defects in aluminum alloyshell surfaces (nose section, exercise heador warhead, afterbody shell, control sur-faces, and propellers).Corrosion prevention.During reassembly, replacement of all partsthat fail to meet inspection requirements.Installation of new packings, seals, andgaskets. These items- have a tendency totake a permanent set when compressed forlong periods of time, and must be replacedregardless of their appearance. Table 2-4lists accidental damages that might occurto a torpedo during handling, shipment, ora sea run, and the steps to be taken tocorrect the condition. If replacement of adefective FIR component is recommended,the following actions must be taken:a. The FIR assembly or replaceable com-

ponent must be replaced with a new orreconditioned part.

b. The torpedo must be retested in accord-ance with applicable test procedures toascertain that malfunctions have beencorrected.

c. The defective FIR assembly or com-ponent must be packaged and returnedto the applicable depot maintenanceactivity.

d. The FIR assembly or component failuremust be reported on a Torpedo Mainte-nance Data Form 8510/5.

SUMMARY

The torpedo maintenance program is a veryin-depth program requiring a complete under-standing of the overall maintenances scheme andexactly where you fit into it. We have introducedyou to the different levels of maintenance:organizational intermediate, and depot.

To help you to understand how thismaintenance system works, we went into thespecifics for the Mk 46 torpedo. We discussed theorganizational level and its many responsibilitiesas well as the intermediate level and the detailedmaintenance requirements that comprises it. Wedelineated the differences that exist betweenclass B maintenance and the other levels ofmaintenance.

National defense and a large portion of itsplanning is founded on the probability thatweaponry throughout the fleet is operational.Your job as a technician is to ensure that thispolicy is supported. At the various levels ofmaintenance, you will be expected to use theproper reference to complete maintenance and theproper publications and forms to report it.

REFERENCES

Assembly Instructions for MK 46 Torpedo FlightAccessories, SW512-AO-ASY-010/MK 46 FLTACCESS, Naval Sea Systems Command,Washington, D.C., 1986.

Description, Operation, Installation, Removal,and Trajectory Data, MK 46 Flight Accessories,SW512-AO-ASY-010/MK 46 FLT ACCESS,Naval Sea Systems Command, Washington,D.C., 1989.

Firing Craft Procedures For Torpedo Mk 46Mods 1, 2, and 5, SWS15-AO-PRO-020, NavalSea Systems Command, Washington, D.C.,1986.

Maintenance Manual For Anti-Submarine Rocket(ASROC) Missile, SW180-AA-MMO-010/2963,Naval Sea Systems Command, Washington,D.C., 1990.

MK 46 Mod 5 Illustrated Parts Breakdown,SW515-A5-MMI-020, Naval Sea SystemsCommand, Washington, D.C., 1988.

Operations and Maintenance Manual OrganizationLevel For Recoverable Exercise Torpedo(REXTORP) MK 46, Naval Sea SystemsCommand, Washington, D.C., 1989.

Organization and Intermediate Maintenance Ac-tivities Reporting for Air/Surface Torpedoes,TW510-AA-PRO-010/Torpedo MaintenanceData Form Naval Sea Systems Command,Washington, D.C., 1980.

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Otto Fuel II, Safety Storage and Handling Technical Manual For MK 46 Mods (c), SW515-Instruction, S6340-AA-MMA-010, Naval Sea A5-MMM-010, Naval Sea Systems Command,Systems Command, Washington, D.C., 1988. Washington, D.C., 1986.

Ships’ Maintenance and Material Manage- Torpedo and Advanced Underwater Weaponment (3-M) Manual, OPNAVINST 4790.4, Recovery Equipment, Vessels and Procedures,Chief of Naval Operations, Washington, SW591-AC-PRO-010, Naval Sea SystemsD.C., 1987. Command, Washington, D.C., 1984.

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CHAPTER 3

HEAVYWEIGHT TORPEDO MAINTENANCE

OVERVIEW OUTLINE

Identify maintenance requirements at the various Safetylevels for both the Mk 48 and the Mk 48 ADCAP

Organization level maintenanceand the reporting requirements for each.Intermediate level maintenance

Depot level maintenance

Records and reports

Continuing with our discussion of torpedomaintenance, you will find that the maintenanceconcept for the Mk 48 and the Mk 48 ADCAPtorpedo conforms to the three levels of mainte-nance previously discussed in chapter 2. They arefurther defined for specific maintenance in Mk48 Maintenance Policy, NAVSEAINST 8510.11.

SAFETY

Proper use of equipment and material duringtorpedo maintenance and handling operations ismandatory to assure safety of both personneland equipment. Hazardous areas of particularsignificance include Otto Fuel II toxicity,flammability, and its by-products of combustion;electrical equipment; and hazards associated withhandling equipment.

OTTO FUEL II HAZARDS

Otto Fuel II is a monopropellant that mani-fests toxic effects on individuals as a result ofvapor inhalation, absorption through the skin, oringestion of the fuel. For this reason, at least twopeople must be present during any evolutioninvolving Otto Fuel II operations. Protective items(neoprene or natural rubber boots, polyethyleneor neoprene gloves, neoprene aprons, positivepressure air-breathing apparatus [in accordance

with NAVSEA Technical Manual, Otto Fuel II;Safety, Storage, and Handling Instructions,S6340-AA-MMA-010] or goggles) must be wornas a precautionary measure to control the toxiceffects of Otto Fuel II. The positive pressure air-breathing apparatus is not required when it isdetermined that the work area contains less than0.2 parts per million (ppm). This is the maximumtolerance level of the fuel. The Otto Fuel IIDetector Mk 15 Mod 0 can be used to performthese measurements. This threshold limit valuehas been established and published in NAVMED-COMINST 6270.1 as a 0.2 ppm “ceiling” valuethat is never to be exceeded.

The combustion of Otto Fuel II in the Mk 48Torpedo (Mod 1, 3, & 4) and Mk 48 ADCAPengines results in exhaust gases containing anumber of hazardous components. The mostsignificant combustion products are carbonmonoxide (CO), hydrogen cyanide (HCN), andoxides of nitrogen. These gases are poisonous, andspecial care must be taken to prevent an illnessor death as a result of excessive exposure.Carbon monoxide poses a particular hazardduring an inadvertent on-deck engine start and“hot-run.” If this occurs, the area must beevacuated immediately. Hydrogen cyanide is bothtoxic and flammable, and poisoning can resultfrom ingestion of its liquid form (hydrocyanicacid), breathing of contaminated air, or absorp-tion. Absorption occurs most readily through the

3-1

eyes, mucous membranes, and feet. In the eventof HCN gas poisoning, first aid should beadministered immediately, as described in chapter6 of Torpedo Mk 48 all Mods, Weapon SystemDescription for the Mk 48 Torpedo, OP 4020, andchapter 6 of Torpedo Mk 48 ADCAP WeaponSystem Description and In-Service Support Equip-ment for the Mk 48 ADCAP Torpedo, SW513-EO-MMO-010. Exposure to oxides of nitrogen,even at low levels, presents a particularly deceivinghazard. It will cause an abnormal accumulationof fluid in the lungs. This then results in swellingof tissue and a difficulty in breathing generallyoccurring 18 to 26 hours after exposure.

Following a torpedo run, the afterbody willbe vented and flushed. If the HCN readingexceeds 40 ppm, this operation will be conductedin an open area to eliminate and neutralize theresidual gases and acid. The flushing fluid will bestored in a container equipped with a trap or avent to the outside. Special safety precautions tobe followed during the flushing operations arecontained in Torpedo Mk 48 all Mods, WeaponSystem Description for the Mk 48 Torpedo, OP40200; Torpedo Mk 48 Assembly, Test and Turn-around, OP 4024, Volume 1 for the Mk 48Torpedo; and Torpedo Mk 48 ADCAP On-LineProcedures, SW513-EO-MMA-010, Torpedo Mk48 ADCAP Weapon System Description andIn-Service Support, SW513-EO-PRO-010; andTorpedo Mk 48 ADCAP Off-Line Procedures,SW513-EO-PRO-020, for the Mk 48 ADCAPtorpedo. Just as hazardous as the Otto Fuel IIthreat are the various dangers presented byelectricity.

ELECTRICAL

To prevent injury or death to personnel fromelectrical shock and fire hazards when operatingand servicing electrical and electronic equipment,you must observe standard safety precautionsspecified in OPNAVINST 5100.23. Beforeservicing or adjusting equipment, disconnectpower supplies and discharge capacitors. Do notwear metallic jewelry of any kind. In addition,ensure another person qualified to administerartificial resuscitation is present.

HANDLING EQUIPMENT

To prevent injury to personnel and damageto equipment, detailed work sheets have beendeveloped to provide procedures for using handlingequipment during torpedo maintenance or transfer.

You must observe the weight limits of hoists,chainfalls, cranes, cables, slings, and other liftingequipment. An on going inspection of cables andslings for frayed or broken strands and for crimpsbefore each use is a must. Do not allow personnelto stand directly under a loaded crane or hoist.Maintenance required for handling equipment,including the periodic testing for load carryingcapacity, is specified in Management of WeightHandling Equipment Maintenance and Certifica-tion, NAVFAC P-307 (Ashore), and Ammunitionand Explosives Ashore, Safety Regulations forHandling, Storing, Production, and Shipping,OP 5, Vol 1, chapter 8.

TORPEDO MAINTENANCE

The objective of the torpedo maintenanceconcept is to provide maximum weapon systemavailability with a minimum requirement formaintenance at the user level.

ITEM CLASSIFICATION

Each item within a torpedo group is classifiedfor logistic and maintenance purposes as afunctional item replacement (FIR), repairablespare, a nonrepairable spare, or an expendableitem. This classification indicates replacement andrepairability considerations for each item withinthe torpedo. The classifications are defined asfollows:

FIR— An item that can be identified as faultyby test or inspection at the intermediatemaintenance level. Defective items must bereturned to a depot for repair, refurbishment,or other disposition.

Repairable spare— This item can be identifiedas faulty by test or inspection at the inter-mediate maintenance level. If repairs arerequired beyond the scope of intermediatelevel maintenance, the item must be returnedto a depot.

Nonrepairable spare— This item can be iden-tified as faulty by test or inspection at theintermediate maintenance level. Defectiveitems are discarded.

Expendable— This item is replaced routinelywithout test or inspection as dictated by inter-mediate level maintenance documentation.

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MAINTENANCE INFORMATION

Preparation and maintenance information forwarshot and fleet exercise torpedoes is providedin job sheets and flow diagrams in applicabletechnical manuals for the MK 48 and Mk 48ADCAP torpedoes. Each job sheet is a removablepamphlet containing step-by-step instructions forperforming a specific torpedo job task. The flowdiagrams show the sequence of tasks to beperformed to accomplish a specific torpedopreparation or maintenance operation. Flowdiagrams are provided for the following torpedooperations:

1.2.3.4.5.6.7.8.9.

Warshot torpedo preparationFleet exercise torpedo preparationWarshot torpedo verificationFleet exercise torpedo turnaroundBackhaul-warshot torpedo turnaroundBackhaul-exercise torpedo turnaroundColdshot-exercise torpedo turnaroundWarshot-to-exercise torpedo conversionExercise-to-warshot torpedo conversion

Shore-based ASW shops are capable of allfleet exercise and warshot torpedo preparationand maintenance.

Troubleshooting information is contained inthe applicable technical manuals for the Mk 48and the Mk 48 ADCAP torpedoes.

HEAVYWEIGHT TORPEDOMAINTENANCE CONCEPT

Under this plan, specific maintenance functionshave been authorized for each level and aredepicted in table 3-1. Torpedo maintenance atthe organizational and intermediate levels for boththe Mk 48 torpedo and its associated workshopsupport equipment (WSE) is currently beingprovided by two facilities: the Naval UnderseaWarfare Engineering Station (NUWES), Keyport;and Westinghouse Electric Corporation (WECO),Logistics and Support Department, the primecontractor. Depot level support for the uniqueportions of the Mk 48 ADCAP torpedo andtorpedo hardware common to the Mk 48 torpedois provided by NUWES, Keyport.

Table 3-1.-Heavyweight Torpedo Maintenance Concept

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Table 3-1.-Heavyweight Torpedo Maintenance Concept—Continued

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Table 3-1.-Heavyweight Torpedo Maintenance Concept—Continued

Before continuing on, let’s take a moment toreview Otto Fuel II, electrical and handlingequipment safety.

Torpedo maintenance is accomplished byNavy personnel at the organizational and inter-mediate levels. The contractor provides depotlevel maintenance for both the torpedo andautomated test equipment. The Naval UnderseaWarfare Engineering Station (NUWES), Keyport,Washington, provides depot level maintenance onall other equipment.

Torpedo system maintenance is classified aseither remedial, turnaround, or preventive.

Remedial maintenance is done on a non-scheduled basis and consists of restoring thetorpedo, automatic test equipment, and othersupport equipment to a satisfactory conditionafter malfunctioning, experiencing damage, ordeterioration. This maintenance involves ex-pendable, spare, and FIR item replacement. Withthe exception of torpedo inspections andcorrosion prevention measures, there is noremedial maintenance at the organizational andready for issue (RFI) support levels.

Turnaround maintenance refers to exerciseturnaround and warshot verification. Turnaroundmaintenance is performed at intermediate levelactivities. The maintenance includes refurbishingthe torpedo to an operational condition afterexercise runs and installation of replacement partsfor expended or deteriorated items. Warshot

torpedoes are periodically verified for operationalreadiness.

Preventive maintenance is performed on aroutine basis and is intended to minimize equip-ment failures through recognition and correctionof potential problems before they occur. Thismaintenance consists primarily of routine cleaning,inspection, and readiness verification testing.Preventive maintenance of workshop equipmentalso includes lubrication, calibration, and minoradjustments.

ORGANIZATIONAL LEVELMAINTENANCE

Submarines and Ready-for-Issue (RFI) supportactivities comprise the organizational maintenancelevel. It is intended that only limited correctivemaintenance be accomplished at the organiza-tional level. Accordingly, onboard torpedomaintenance is limited to visual inspection;exterior cleaning; A-cable installation andremoval; guide stud, guide and bearing plateinstallation and removal; and command wiresplicing. Organizational level personnel alsoperform weapon stowage, handling, tube loading,and pre-launch checks.

Torpedoes retrieved during exercise operationsare required to be washed down with fresh waterto prevent corrosion damage. The torpedo shouldbe returned to a flushing facility for postrunpreservative flushing within 3 days after recovery.

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If the torpedo cannot be given a preservativeflushing, it must be returned to an intermediatelevel maintenance activity (IMA) in sufficient timeto allow for engine teardown within 9 days afterrecovery. If a torpedo receives a preservativeflushing after retrieval, the maximum intervalbetween torpedo firing and turnaround is 21 days.

Submarine Maintenance

Some of the specific maintenance that youmight expect to perform while onboard a sub-marine would be: receipt\transfer inspection,A-cable removal-replacement-and installation,torpedo mounted dispenser (TMD) installation,communication wire troubleshooting, and splicingon both the torpedo and TMD sides.

Torpedoes that have been exposed to seawateror stored in a flooded or dry tube will be cleanedand inspected at weekly intervals; whereastorpedoes stowed in rails/cradles receive onlymonthly cleaning and inspection. Any torpedothat does not satisfy prelaunch checkout require-ments will be removed from the tube and returnedto rack stowage for subsequent transfer to anIMA.

Heavyweight torpedoes and TMDs aresusceptible to corrosion damage, which may notbe detectable by submarine personnel. This islikely to develop a requirement for expensiveIMA/depot repair. Submarine personnel mustreport torpedoes that have been in a flooded-tubeenvironment upon returning to port. This isaccomplished with a corrective maintenance/deficiency report being submitted. Additionallythey will record appropriate torpedo history sheetentries in accordance with instructions containedin section 8 of NAVSEA OD 45814.

Detailed descriptions of maintenance pro-cedures authorized for submarine personnel arecontained in the appropriate volume of OD 44979and in maintenance requirement cards (MRCs).

Ready-For-Issue Support Activities

Submarine tenders (AS) and specified shorefacilities perform Mk 48 and Mk 48 ADCAPtorpedo handling, stowage, emergency defueling,and minor cosmetic repair. These activities areorganizational level in nature, but have beendesignated as RFI support activities. Theyperform authorized torpedo support for theMk 48 torpedo in accordance with Torpedo Mk48 Assembly, Test and Turnaround, Volume 3,OP 4024. Mk 48 ADCAP torpedo evolutions willbe performed in accordance with Torpedo Mk 48ADCAP Piece Part Inspection Procedures,SW513-EO-PRO-030.

Some examples of the specific maintenanceyou might be expected to perform onboard an RFIfacility would be: preparing a weapon for issueor stowage, torpedo inspections (warshot andexercise), afterbody\tailcone inspection, TMDinspection, removal, installation, packing andunpacking, guide stud assembly\ bearing plate\guide inspection, turnaround, and installation,TMD and torpedo wire splicing, wire splice andflex-hose connection, A-Cable turnaround,installation and removal.

If corrective maintenance were to be per-formed, you would be responsible for theremoval, inspection, and installation of the guidestud assembly, bearing plate or guide, repair todamages or defects to the transducer or torpedoshell, and the replacement of defective TMDs.

INTERMEDIATE LEVELMAINTENANCE

Production and maintenance at IMAs includewarshot and exercise preparation, warshotverification, exercise teardown/turnaround,exercise to warshot and warshot to exerciseconversions, weapon stowage, fault isolation, andcorrective maintenance performed down to theFIR/replaceable component level. The extent ofweapon disassembly and depth of testing dependon the condition of the torpedo upon receipt atthe IMA; for example, an exercise fired unit willnormally require a greater degree of maintenancethan an unused exercise or warshot unit returnedfrom stowage onboard a submarine.

Each IMA is equipped with individual mainte-nance lines of workshop support equipment(WSE), along with requisite utility servicesnecessary to accomplish both on-line testing andoff-line service and maintenance tasks. They arecapable of performing all Mk 48 torpedo mainte-nance as defined in OP 4024, Volumes 1 and 2.Mk 48 ADCAP torpedo maintenance is definedin SW513-EO-PRO-010 and SW513-EO-PRO-020.

Procedures for servicing the torpedo aredescribed in detail on job sheets and flowdiagrams. So, let’s take a moment to review howto use the job sheets and flow diagrams.

Job Sheets

Job sheets give you step-by-step directionsfor performing particular tasks. Flow diagramsprogram the tasks described by the job sheets intosequences designed to change incoming componentsor torpedoes into ready-to-fire torpedoes of apreplanned configuration (warshot or exercise).

Figure 3-1 shows the first page of a typical jobsheet. The first page of the job sheet contains a

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Figure 3-1.-First page of a typical job sheet.

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list of materials required to do the job. Materialson the list are separated into components, specialrequisites, and common requisites. Componentsare parts of the torpedo to which the job sheetrelates. Special requisites are the tools or equip-ment unique to the Mk 48 or the Mk 48 ADCAPand are designed or modified especially for theseunits. Common requisites are commercial toolsor equipment normally stocked in an intermediatelevel workshop.

The first illustration in a job sheet is an overallview to orient the user to the task the job sheetdescribes. Additional illustrations are used asrequired to clarify complex stages of the task.Important details and parts to be removed orreplaced are shown in exploded views. Allcomponents shown are identified by part number.In this manner, the drawing assists the mainte-nance personnel in identifying parts to bereplaced.

The text of a job sheet instructs the user inthe completion of the task by describing the useof designated tools and referring to the illustra-tions. Each step to be taken is fully described andnumbered for easy reference. A job sheet mayinclude more than one job, if jobs are functionallyrelated. For example, whenever removal andinstallation of a component involve the samematerials and can use the same illustration, theyare combined into one job sheet.

At the discretion of the commanding officeror weapons officer, subheads within job sheetsmay be performed in any technically correctorder, provided that the sequence of accomplish-ment is documented as being authorized by thecommanding officer or weapons officer before thestart of the job sheet.

Some job sheets may direct the worker toreplace\reject an item if it fails during the testingprocess. IMAs are encouraged to determine if thefailure can be corrected by turnaround of the unita second time vice returning it to the depot forrepair.

Where required, job sheets contain qualityassurance sheets for use by the quality assuranceorganization. This ensures that only safe reliableweapons are issued.

You should use and follow job sheets at alltimes regardless of how proficient you maybecome.

Quality Assurance

The complexity of the Mk 48 and the Mk 48ADCAP torpedoes dictates the need for a viable

quality assurance program at the preparingactivity level to ensure that only reliable weaponsare issued to the fleet. To provide quality effortat all IMAs and have it uniform throughout,quality requirements are included in technicalmanuals used by the IMA during maintenance ofthe torpedo. They are basic requirements necessaryto produce a weapon that will provide the highestprobability of mission accomplishment. A NAV-SEASYSCOM publication, Heavyweight TorpedoIntermediate Maintenance Activity QualityAssurance Manual, has been prepared as auniform single-source document for all Mk 48 andMk 48 ADCAP torpedo IMAs. This manualcontains the policies and requirements that mustbe enforced at all levels of production to ensurethat the torpedo will successfully complete itsmission.

Quality assurance (QA) procedures andverification points used during maintenance of thetorpedo are based on the minimum quality effortnecessary to verify that significant operations havebeen properly accomplished. This effort providesa high degree of confidence in weapon reliabilitywith the least amount of interference in normalshop operations.

When you are assigned as one of the mainte-nance personnel, you must do each operation inthe order displayed on the flow charts and asinstructed by the job sheets, and you must honorall hold and verification points. The QA inspectormust verify all significant operations at QA holdpoints.

Job sheets, which require quality assurance,contain hold points indicated by a STOP symbol.The STOP symbol is located before the stepsrequiring sign-off, or at a point where theinspector must verify a number of completedoperations before processing can continue. Youmust stop performing the maintenance where thesymbol appears. You may assume maintenanceprocedures after an inspector has signed theappropriate column on the QA sheet. Whenconsecutive QA steps are listed on a QA sheet,only a single stop point preceding the initial QAinspection point is required. When the job sheetstates “Initial QA Sheet,” you would stop workand sign the initial column of the step justcompleted before proceeding with the work. If thejob sheet contains a test where no printed recordis made, an inspector may be called on to witnessthe test.

There are no specific QA hold points onindividual job sheets that call for a generalinspection of components before assembly. The

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inspection is performed by you during disassemblyand cleaning operations. Quality assurancepersonnel will, however, verify the condition ofthe hardware at QA hold points or periodicallythrough roving inspections. Suspect areas foundby the inspector should be brought to theattention of shop personnel.

The assembly serialization and qualityassurance sheet is used to indicate the job sheetsection and step number where quality hold pointsor verifications are to occur, and provides spaceto record assembly serial numbers where required.The sheet also provides for the initialing by theindividual doing the work and the qualityassurance inspector. After completion, the sheetis signed by the assembly supervisor and thequality assurance supervisor. Figure 3-2 is anassembly serialization and quality assurance sheetused during turnaround of the water intake valve.

Flow Diagrams

A flow diagram is a pictorial representationof the order in which events occur during torpedomaintenance. Flow diagrams show all paths thatyou must follow in assembling and testing thetorpedo. The paths represent the work flow fromone task to the next. Each path lists the job sheets

for the task that must be accomplished tocomplete that path. Figure 3-3 illustrates anexample of a typical flow diagram.

A flow diagram generally indicate the normal,uneventful course of operations. A flow diagrammay require deviation to troubleshooting pro-cedures in the event of a no-go condition or otherunforeseeable abnormal situation. Troubleshootingand no-go correction procedures are contained inthe applicable manuals for both the Mk 48 andMk 48 ADCAP. Obviously, every possiblecircumstance cannot be accommodated in theflow diagram. Therefore, it behooves the shopsupervisor and quality assurance organization tobe alert to unusual situations and to use theirexperience and judgment to bring the torpedo\group\component to a condition that willreestablish the normal flow pattern as expeditiouslyas possible. Special symbols used in the flowdiagram are as follows:

1. A parallelogram u indicates materialentering the process for the first time orleaving the process for the last time. Inputitems are materials necessary for assemblyor testing. Output items may be for issue,stowage, or shipment to a depot. Arrows in-dicate whether the item is input or output.

Figure 3-2.-Assembly serialization and QA sheet.

3 - 9

Figure 3-3.

3-10

2.

3.

A diamond o indicates a decisionpoint. It asks a question that can beanswered yes or no. The answer chosenindicates the branch of the flow diagramto be followed.

A rectangle n usually indicates anoperation to be performed as indicated bythe job sheet or part of a job sheet listedwithin the rectangle. Occasionally, severalrelated operations are listed in one rectangle.Operations so listed can be done in anysequence, or unless limited by capacity ofequipment, can be done simultaneously.On rare occasions, rectangles direct thereader to execute procedures that arecontained in another OP.

4.

5.

A circle O indicates a break in the flow.The note within the circle identifies thepoint at which the flow is picked up,whether elsewhere on the same diagram orat some point on another diagram.

An arrow+ indicates direction of flow.Branching paths indicate simultaneous ormutually independent operations, all ofwhich must be performed.

Let’s take a moment here to further yourunderstanding of the maintenance that you mayone day be performing at an IMA facility. To fullyunderstand the different sections that we arediscussing, let us look at the torpedo groupconfiguration for the Mk 48 (fig. 3-4), and the

Figure 3-4.-Mk 48 torpedo group configuration.

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Figure 3-5.-Mk 48 ADCAP torpedo group configuration.

Mk 48 ADCAP (fig. 3-5). Now that we to the general nature of this book, this may nothave looked at the two figures, we can visualize always be possible.the groups as we discuss them. Let’s getstarted. Nose Group

We will use the Mk 48 as an example when The first group we will discuss is the nosediscussing the maintenance, and when it is group (fig. 3-6) for the MK 48.feasible, we will cover some of the differences Before your initial torpedo assembly forbetween the Mk 48 and Mk 48 ADCAP. But due system test, all nose group FIR units and cables

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Figure 3-6.-Mk 48 nose group.

Figure 3-7.-Nose group in acoustic test stand.

are tested. Cables are checked using the applicablecable test set. FIR units are checked using theapplicable system test set (ATE). The cables mustbe removed from the nose group and be installedon the cable test set for proper testing.

The transducer unit may be tested whileinstalled or maybe removed from the nose shell.The transducer unit is tested with the ATE. TheATE includes an acoustic test stand (fig. 3-7),which is used to simulate an ocean environmentduring system test.

The transmitter unit can be FIR tested eitherwhile mounted in the nose shell or while separatedfrom the nose shell. If it is tested while mountedin the nose shell, the homing control logic unit(HCL) must first be removed (if applicable) tomake test cable connections.

The HCL unit must be removed from the noseshell and be placed on a rubber pad prior totesting. The rubber pad isolates the HCL casefrom earth ground during FIR testing.

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Warhead Group

Next let’s talk about the group that isresponsible for inflicting damage on the enemy—the warhead group (fig. 3-8).

Before initial torpedo assembly for system test,some warhead group through cables and all FIRunits are tested. Some cables are removed fromthe warhead group and are tested on the cable testset Mk 556 Mod 0. Cabling within the throughcable conduit can be replaced by intermediate sitemaintenance personnel, if necessary.

The warhead, including the electronic assembly,is FIR tested using the system test set. Theelectronic assembly is cabled to the sourceand sensor assemblies and is mounted in thewarhead shell for testing. The warhead coil testdolly is connected to the ATE to stimulate andmonitor electronic assembly function via thesource and sensor assemblies. In addition, an ATEexploder cavity adapter replaces the explodermechanism and arming device. This adapterensures that the warhead is safe since the adaptercompletes an interlock connection before FIRtesting can begin. Figure 3-9 shows the warheadgroup FIR test setup.

Figure 3-8.-Mk 48 warhead group.

The source and sensor assemblies can bereplaced when required.

The exploder mechanism is FIR tested usingthe exploder mechanism test set Mk 525 Mod 1.The shape of the test cavity in the explodermechanism test set Mk 525 Mod 1 ensures thatthe arming device is not attached to the explodermechanism during exploder tests. The explodermechanism will not fit into the test cavity withthe arming device attached to it.

The arming device cannot be FIR tested at theintermediate maintenance level. The arming deviceis stored with a safety pin installed as shown infigure 3-10. An armed or defective arming devicemust be immediately reported to explosiveordnance disposal (EOD) personnel.

All Mk 48 and Mk 48 ADCAP torpedoes areissued by intermediate level shops with theexploder mechanism and arming device installed.

This completes our discussion of the warhead,and next we will discuss the brains of theweapon—the control group.

Control Group

If the control group FIR units (power controlunit, gyro control unit, and command control

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Figure 3-9.-Warhead group; FIR test setup.

Figure 3-10.-Exploder mechanism and arming device.

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unit, shown in figure 3-11) have been tested within is removed from the group, installed on the gyro180 days, the group is ready for you to begin test table, and connected to the switching matrixinitial torpedo assembly (cabling the groups section of the Mk 541 test set (fig. 3-12). Figuretogether) in preparation for the system test. If the 3-13 shows the FIR test setup for the powergyro control unit requires FIR testing, the unit control and command control FIR units. After

Figure 3-11.-Mk 48 control group.

Figure 3-12.-Gryo control unit; FIR test connection.

3-16

Figure 3-13.

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the units have been tested, the gyro control unitmust be reinstalled in the control group. Thecontrol group cable assemblies must be tested withthe cable test set Mk 556. They are connectedduring initial torpedo assembly.

Fuel Tank Group

Just like your car, the torpedo needs some typeof fuel so that it can operate. The next logical areato be discussed is the fuel tank group.

Preparation of the fuel tank group for use ina warshot configuration includes you performingthe following maintenance actions:

1.2.

3.

4.5.6.

7.

Installing the wire dispenserVacuum and leak testing the wire coilbulkheadTesting the group cables with the Mk 556test setVacuum leak testing the full range fuel tankMonopropellant fuelingPerforming turnaround (replacing packingand cleaning valve parts) and testing of therelief valvePerforming fuel leakage tests

The wire dispenser is mounted in the forwardfuel tank wire dispenser chamber. A wire coilloading stand is used to support the dispenser Figure 3-15.-Monopropollant fueling (warshot.)

Figure 3-14.-Wire dispenser installation.

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during installation (fig. 3-14). The wire dispenseris secured in place by the wire coil bulkhead. Thedispenser contains a single conductor wire, whichpays out from the torpedo after launch and linksthe launch vessel to the torpedo.

The Mk 6 Mod 0 fuel tank filling unit is usedto vacuum check the wire coil bulkhead and thefuel tank compartments, and to fuel the fuel tankgroup. Figure 3-15 shows the fuel tank and fueltank filling unit connections for fueling a tank tobe used in a warshot configuration.

After all fueling procedures have beencompleted, the Mk 6 Mod 0 fuel tank filling unitis used to conduct the fuel tank cable conduitleakage test before initial torpedo assembly.

We will discuss a difference between theregular fuel tank and the extended range fueltank. When an extended range exercise torpedohas been recovered and goes through a turnaround

procedure, the aft fuel tank must be flushed priorto disassembly from the afterbody\tailcone. Thefuel tank group must be defueled, cleaned, flushedout with fresh water and vacuum checked. Theforward fuel tank is then refueled for another run.The flushing of the aft fuel tank is performedwhen the afterbody\tailcone and fuel tank groupare joined together. Flushing, evacuating, andfueling of the forward fuel tank are all performedwith the Fuel Tank Filling Unit Mk 6 Mod 0. Fueltank cable tests are performed using the CableTest Set Mk 556 Mod 0.

Afterbody\Tailcone Group

The last and possibly the most complex groupwe will discuss is the after\body tailcone.

To prepare the afterbody\tailcone groupfor a warshot (fig. 3-16), you must remove the

Figure 3-16.-Afterbody/tailcone group accessories.

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Figure 3-17.-Fuel pump/speed control valve test.

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Figure 3-18.-Alternator sealol seal assembly; exploded view.

junction box assembly, alternator, fuel pumpvalve, and fuel pump. Then you will conductcontinuity test on the afterbody\tailcone groupcabIe assembly and junction box, FIR test thealternator, and test the fuel pump using a fuelpump test stand (fig. 3-17).

Before the alternator is FIR tested, thealternator sealol seal assembly (fig. 3-18) mustbe turned around or lubricated and the torquesverified.

If the alternator has been run, the alternatorsealol seal assembly must be removed and dis-carded; a new seal assembly must be installed andtested. Removal of the seal assembly must bereported on a Torpedo Management InformationSystem (TMIS) Torpedo Maintenance Data Form(NAVSEA 8510/5). The serial numbers of thealternator and the new sealol seal assembly mustbe entered in the report. Entries stating that theseal assembly was removed and discarded mustbe made on the component history cards of the

alternator and alternator sealol seal assembly. Thesealol seal assembly component history cardshould be forwarded with the TorpedoMaintenance Data Form. The serial number ofthe replacement seal must be entered on a newcomponent history card for the alternator. If thealternator has not been run, the sealol sealassembly is not removed.

Lubricating the seal and checking the torqueof the seal and rotor shaft are the onlymaintenance you are required to perform beforeFIR testing the alternator.

After FIR testing the alternator using theMk 541 test set, remove and test the reliefvalve (fig. 3-16). Then, perform a vacuum leaktest on the alternator and reinstall the reliefvalve.

While you have the components removed fromthe afterbody\tailcone group, the velocity sensorswitch (located inboard of the top damping vane,

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Figure 3-19.-Velocity sensor switch test.

figure 3-19) must be operationally tested withthe test actuator to ensure that an unlock signalis transmitted to the unlock circuitry in thewarhead exploder. This signal will permit exploderarming.

After the accessories and cables have beensatisfactorily tested, the junction box assembly,alternator, fuel pump valve, and fuel pump mustbe reinstalled in the afterbody\tailcone. Thehydraulic system must be drained, evacuated, andfilled with hydraulic fluid (fig. 3-20). The enginecrankcase must be filled with lube oil (fig. 3-21)

and the chamberinstalled.

and valve assembly must be

The chamber and valve assembly contains aClass C electroexplosive device (EED) and mustbe handled as directed by applicable technicalmanuals and local safety instructions. Safetyglasses, grounded wrist stat, and flame-resistantclothing must be worn by personnel handling theassembly.

A new or refurbished chamber and valveassembly is required for every torpedo during

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Figure 3-20.-Hydraulic system; drain, evacuate, and fill.

Figure 3-21.-Engine oil; fill.

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Figure 3-22.-Chamber and valve assembly installation.

warshot preparation. To install the assembly,remove the fuel valve and water jacket cap(fig. 3-22). During reassembly, install newpackings.

When the fuel valve, water jacket cap, andchamber and valve assembly are drawn fromstock, the information on the component historycards must be inspected for correctness, and allserial numbers must be verified. The componentsmust be checked for contamination and forshipping and handling damage.

After installation of the chamber and valveassembly, an operational test of the after-body\tailcone group must be conducted. Figure

3-23 shows the accessory connections for the test.The operational test involves rotation of theengine to open and close valves in the forwardafterbody compartment. While the engine isrotating, operation of the coolant pump inletvalve, water intake valve, fuel pump valve, andhydraulic pressure must be observed. Flush-pingauge assemblies are used to monitor theoperation of the coolant pump and water inletvalves (fig. 3-23). Valve operation is indicatedby the gauge pin protruding from the adjustablebushing on the gauge assembly (fig. 3-24).The hydraulic pressure line slide valve, providesthe hydraulic pressure to open the fuel pumpvalve, is operated by 24-volt dc from the after-body test set. Operation of the fuel pump valve

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Figure 3-23.-Afterbody/tailcone accessory connections for operational test.

Figure 3-24.-Flush pin gauge assemblies.

spring can be observed throughthe fuel pump valve.

a hole in top of

An accessory vacuum leak test and a continuitytest of the igniter are also part of the groupoperational test. After the operational tests arecompleted, a back pressure test is conducted tocheck the water intake valve for leakage, anddummy transducers are installed in place of thefuel and hydraulic pressure transducers shown infigure 3-16.

Initial Torpedo Assemblyand System Tests

Now we are ready to start putting all of thesegroups together and testing them as one unit.

During the initial assembly of the torpedo, thegroup cables are inspected and connected; thecommand wire guide tube is inserted in the

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Figure 3-25.-Command wire guide tube installation in theafterbody/tailcone group.

afterbody\tailcone (fig. 3-25); and the commandwire is fed from the fuel tank through the guidetube until the wire extends approximately 2 feetbeyond the fairlead. You may find this takes somepractice to do. The command wire is then fedthrough the hole in the bottom half of the systemtest cover assembly.

After you have cabled the various groupstogether and the test connections are madebetween the Mk 541 test set and the torpedo(fig. 3-26), the torpedo is system tested. Duringthe system test, the warhead group and after-body\tailcone group must be grounded to anordnance ground except when otherwise instructedby the job sheet.

Figure 3-26.-Test connections for warshot torpedo system test.

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Figure 3-27.-Wire splice.

You must strictly follow the job sheetfor doing the system test because deviationscould result in costly equipment damage. Thetest set operator must understand that if arequired indication or action does not occur,or is not understood, the supervisor must becontacted for instructions before proceeding withthe test. Any irregularity must be immediatelyreported.

After you start a test program, it may beinterrupted only under the following conditions:

1.

2.

3.

Final

If continued test set operation will result ininjury to personnelIf continued test set operation will resultin damage to equipmentIf the job sheet or the test set teleprinterspecifically provides for an interruption

Torpedo Assembly

We are now ready for the final stage prior toshipping the weapon out.

When the system test has been satisfactorilycompleted, the torpedo hydraulic system must bedrained, evacuated, and filled. The torpedogroups are then assembled together and thetorpedo is vacuum leak tested and backfilled withnitrogen. A male housing is installed on thecommand wire and a contact assembly (forconnecting the command wire to the TMD isspliced to the command wire [fig. 3-27]). The fuelpump must be primed with a minimum of 3- 1/2ounces of Otto Fuel II. The priming fixture (fig.3-28) must be filled in the fueling area. Only thosepersonnel that are qualified to handle Otto FuelII and are familiar with the contents of the

Figure 3-28 .-Fuel pump priming.

3-27

Figure 3-29.-Torpedo mounted dispenser (TMD) attachedto a Mk 48 torpedo.

applicable technical manuals concerning OTTOFuel II should be tasked with priming the fuelpump.

After you have primed the fuel pump, youmust take the following actions:

1.

2.

3.

4.

5.

The amount of fuel used to prime the fuelpump must be recorded on the QA sheet.

A sticker labeled PRIMED must be placedalongside the vacuum port.

A tested exploder and arming device mustbe installed in the warhead group.

A TMD must be mounted on the torpedo(fig. 3-29).

A readiness inspection must be conductedon the torpedo. If there are no deficiencies,the torpedo is ready for issue.

In chapter 5 we will discuss the maintenancerequirements for some of the various test equip-ment required to support the maintenance andtesting of the Mk 48 and the Mk 48 ADCAP.Therefore, our next set of topics will only coverthe responsibilities, philosophy, and guidanceconcerning the maintenance of the associatedsupport equipment.

WSE/ISSE Maintenance

The workshop support equipment and in-service support equipment (WSE/ISSE) installed

at each IMA encompasses equipment that you willbe required to test, disassemble, service, assemble,and calibrate. It is comprised of special-purposetest equipment, workshop tools, workshophandling equipment, and weapons handlingequipment. Detailed descriptions, procedures, anddata pertaining to the operation and maintenanceof WSE/ISSE at IMAs are contained in thetechnical manuals listed in section 9 of NAVSEAOD 45814.

Within the scope of IMA provisioning andtechnical documentation, maintenance of the Mk48 torpedo WSE installed at each IMA is theresponsibility y of shop personnel. However, duringrepairs of the Mk 48 WSE, the practice of inter-changing components between test and measuringequipment to aid in troubleshooting and faultisolation is not encouraged and is only allowedif specifically authorized by local commandinstructions.

For the Mk 48 ADCAP torpedo ISSE installedat each IMA, the responsibility belongs to theshop and the contractor until it is totallytransitioned to Navy support.

Calibration Support

WSE/ISSE and WSE/ISSE subassembliesrequiring periodic calibration, testing, andservicing have been integrated into the Navy’scalibration program at each IMA. A listing of Mk48 and Mk 48 ADCAP torpedo WSE/ISSEcalibration requirements is contained in FCAMetrology Requirements List, NAVSEA OD45854. This publication contains information on

Table 3-2.-FCA Code Assignments

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calibration standards andrequired at IMAs. It also

test instrumentsidentifies specific

WSE/ISSE authorized for calibration by IMApersonnel/calibration laboratories. Each IMA hasbeen designated as a field calibration activity(FCA) Phase H-4 facility and is assigned a three-letter FCA code. Table 3-2 identifies the FCAcode assignment for each IMA. All test,measuring, and diagnostic equipment shall belabeled by the local FCA in accordance withNAVELEXINST 4355.2 to identify calibrationstatus. Calibration intervals are also listed in FCAMetrology Requirements List, NAVSEA OD45854. FCA Phase H-4 facilities (IMAs) shallparticipate in the Naval Sea Systems CommandCalibration Management Information System(SEACALMIS) program, as defined in NAVSEA-INST 4855.11.

CONTAINER MAINTENANCE

The repair of containers is covered byOrdnance Requirement, OR-99, and consists ofreplacement of mechanical parts and those repairsfalling within the capabilities of the activity.Descriptions of containers used for the torpedoand torpedo components are presented in OP 4027for the Mk 48 torpedo and in ST890-AY-PRO-010for the Mk 48 ADCAP torpedo. Replacementparts for container maintenance are listed in theappropriate COSAL document. Repairs that arebeyond IMA capabilities will be accomplished atNavy Depot Repair Facilities: NUWES Keyport,NWS Charleston, and NWS Yoktown.

SPECIAL TOOLS

Special tools required as a result of technicalmanual job sheet changes will be supported bythe Navy supply system for the Mk 48 torpedo.NUSC will provide special tooling support for theMk 48 ADCAP torpedo until the Mk 48 ADCAPsupport completes transition to the Navy supplysystem.

MK 48 TORPEDO DEPOTLEVEL MAINTENANCE

Mk 48 torpedo depot level maintenancesupport is provided by t he Navy. A Navy-operateddepot level maintenance facility has beenestablished at NUWES, Keyport. Depots for

maintenance of the TMD, Mk 10-0 are located atNWS Charleston; NUWES Keyport; SUBASEPearl Harbor; SUBASE New London; andSUBASE San Diego.

Mk 48 Torpedo Deployed ShelfLife Evaluation (DSLE) Program

During fleet operations, certain heavyweightwarshot torpedoes will be selected to be part ofthe Mk 48 Torpedo Deployed Shelf LifeEvaluation (DSLE) Program for disassembly,testing, and inspection to a greater degree thanthat required for normal warshot verification. Thepurpose of this action is to allow reliability,maintainability, shelf life, and quality aspects ofproduction to be more closely examined and tobe recorded. Torpedoes selected for extensiveverification are designated by Ship’s PartsControl Center (SPCC).

Mk 48 Torpedo Warshot DepotMaintenance (WDM) Program

The WDM program will assure that thereliability and asset readiness posture of Mk 48torpedoes is maintained by performing periodicdepot maintenance. This periodic depotmaintenance will refurbish weapons as closeto factory new condition as possible andincorporate design improvements. Torpedoesreceived from the fleet will be completeall-up warshots, which will be processed throughthe WDM processes and reissued as Mod 1or Mod 4 torpedoes. Approximately 240 fleettorpedoes will be cycled through NUWESdepot each year to receive maintenance upgradeprocesses and ORDALTing to the approvedWDM program baselines. Returned torpedoesshall meet the following criteria. The oldestREBIT (Reliability Enhanced Baseline ImprovedTorpedo) warshot exercise torpedoes that havereached their limit, 10-15 in-water runs, areto be shipped first. Due to funding constraints,IMAs will use a 4-to-1 ratio (warshot toexercise [Fired]) when making shipments toNUWES. All shipments are controlled by SPCCand if a situation arises when an IMA cannotmeet this criteria, the IMA shall requestguidance from SPCC (Code 8533). Torpedoeswill be returned in an all-up warshot con-figuration. IMA will identify and attach acompleted copy of the form illustrated in

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Figure 3-30.-Torpedo history since REBIT configured.

figure 3-30 for each torpedo being returned toNUWES for the WDM program. IMAs are re-stricted from any form of cannibalization of com-ponents; however, they may exchange defectivedepot level repair (DLR) components for RFImaterial in WDM returned weapons, but they mustannotate it on the component history card andcomplete a green quality assurance tag. A WDMprogram flow chart is provided as figure 3-31.

Return of Damaged Torpedoes

IMAs must not ship torpedoes that havesustained major damage due to handling accidentsor internal salt-water flooding as WDM return

weapons. When a torpedo sustains major damage,place it in condition code F. Enter it in the DownTorpedo Reporting System (see section 5 ofNAVSEA OD 45814) as requiring depot repair,and request disposition from SPCC (Code 8533)by message. This information should be sent toCommander Naval Sea Systems Command (COM-NAVSEASYSCOM), within 24 hours of discoveryof the damage.

Mk 88 Exercise Head DepotRefurbishment Program

The NUSC Mk 88 exercise head (Torpedo In-strumentation and Exercise Section [TIES])

3-30

Figure 3-31.-Mk 48 torpedo WDM flow chart.

Refurbishment Program Plan describes the flow The Navy Depot for the Mk 48 ADCAPof 40 TIES per year through the NUWES depotfor refurbishment. Fleet IMAs will ship TIES asSPCC (Code 8533) directs.

Under this program, fleet IMAs may notcannibalize TIES being returned for refurbish-ment. Returned exercise heads must containall their parts and components. Failed DLRcomponents may be installed in TIES unitsbeing returned to the depot, provided that TMISforms are submitted to document the knowndefective material, and the TIES componenthistory cards are annotated to show the existenceof the defective parts. Additionally the inclusionof known defective material is indicated on thegreen quality assurance (DD 1577-2) tags attachedto the TIES and their containers.

TORPEDO MK 48 TORPEDOADCAP DEPOT MAINTENANCE

The Mk 48 ADCAP torpedo depot levelmaintenance support is provided by WECO,HAC, and the Navy. Components and equipmentcommon to both the Mk 48 and Mk 48 ADCAPtorpedoes are supported by the Navy usingexisting support procedures in place for theMk 48. The primary contractor depot is locatedat WECO, Cleveland, Ohio.

torpedo is designated at NUWES, Keyport, Wash.Depot level maintenance and repair support

of the following ISSE is accomplished by thecontractor until transition is completed:

1. System Test Set, Mk 660, Mod 02. Fleet Data Reduction System, Mk 23, Mod 03. Calibration Console, Mk 125, Mod 04. Fuel Delivery Assembly Test Set, Mk 658,

Mod 05. Steering Assembly Test Set, Mk 659, Mod 0

The contractor will also be responsible for thefollowing interim support equipment:

1.2.

3.

Guidance and Control (G & C) Test SetInstrumentation/Exercise and WarheadSubsystem Test SetEESTS Test Set

RECORDS AND REPORTS

Records are required to be maintained in orderthat a complete history of significant eventsoccurring during the life cycle of each heavy-weight torpedo may be recorded. Secondly, theserecording serve to maintain accountability of themajor serialized components comprising the

3-31

Figure 3-32.

3-32

weapon. Effective reports are necessary toenable the distribution of essential maintenance,deficiency, and operational performance data tocognizant activities for further engineeringanalysis. Recognition and resolution of existingor potential torpedo deficiencies are therebyfacilitated and torpedo readiness and capabilityimproved. Feedback information resulting fromanalysis of the reports will be provided tomaintenance activities and to contractor repairfacilities, subsequently enhancing overall logisticsupport of the weapon system.

Reporting deficiencies and maintaining serial-ized accountability of major serialized componentsof the heavyweight torpedo weapon system isaccomplished using a single reporting system: TheHeavyweight Torpedo Technical Data System(HTTDS).

TORPEDO MANAGEMENTINFORMATION SYSTEM (TMIS)

The Torpedo Maintenance Data Form,NAVSEA Form 8510/5, (fig. 3-32) will be usedby organizational level maintenance activities inaccordance with TW510-AA-PRO-020 to reportcorrective maintenance performed on the Mk 48and Mk 48 ADCAP torpedo hardware. This formwill also be used as an informal communicationvehicle (RUDTORPE) for reporting type deficien-cies, comments, and recommendations.

The IMAs, RFI activities, and depots will usethe following forms and manuals to report on theheavyweight torpedo Mk 48/Mk 48 ADCAP:

Reporting

The following situations will be reported:

1.

2.

3.

4.

5.

Failures and deficiencies identified in thetorpedo, torpedo spares, and testequipment.ORDALT accomplishment and verifica-tion of torpedo components and testequipment.Maintenance actions as prescribed in theTMIS manual.Comments, reports, and recommendationsof a RUDTORPE nature.Additional information as specified inTW510-AA-PRO-030 and TW510-AA-PRO-040.

Organizational Maintenance Level

NAVSEA Form 8510/5 will be completed inaccordance with NAVSEA Technical DocumentTW510-AA-PRO-020, and will be used by sub-marine personnel to report the following basictypes of data:

l

l

l

Corrective maintenance performed on Mk48/Mk 48 ADCAP torpedo, associatedtools, and handling equipment.

Deficiency reports completed duringincoming inspection (or “Receipt andDamage” inspection), handling opera-tions, and/or preparations for firing.Additionally, deficiencies that are dis-covered that preclude the employment of aweapon and/or result in an unscheduledoff-load.

RUDTORPE Report is used when pro-viding or requesting information relative toprocedures, documentation, disposition,and support problems relating to weaponmaintenance, handling, or use.

RUDTORPE-type reports are intended to bean informal communication vehicle betweenmaintenance activities and cognizant governmentsupport agencies from which appropriate remedialaction will be effected. These reports are requiredto promote an awareness and resolution of anydeficiencies that may detract from fleet readiess.RUDTORPE reports will be submitted under thefollowing occasions:

1. When receipting for deficient weaponsfrom an IMA.

2. When recommending improvement to thedesign, performance, and reliability of the torpedoand its associated support equipment.

3. When recommending improvements toequipment and personnel safety, maintenance andhandling procedures, test requirements, equipment/material preservation, and hardware packaging.

4. When highlighting supply supportproblems.

5. When recommending proposed changesand improvement of weapon system publications.

6. When requesting authority to accomplisha survey of unsatisfactory, defective, or obsoletetorpedoes and weapon system components;

3-33

Figure 3-33.-Torpedo Management Information System, NAVSEA Form 8510/X.

3-34

Figure 3-33.-Torpedo Management Information System, NAVSEA Form 8510/X—Continued.

3-35

additionally, when requesting disposition instruc-tion for these items.

SUMMARY

. Corrective maintenance reports for thetorpedo will be submitted for thoseactions occurring before application ofwarmup power with an intent to fire.After warmup power is applied (withintent to fire), COMSUBLANT andCOMSUBPAC activities will reportinformation required by message.

Classified data will not be submitted on theTMIS form. Classification of other submittedforms will be in accordance with Appendix A ofNAVSEA OD 45814 and NAVORDINST 5511.35.

Organizational level activities will also providecopies of each report to other fleet commands inaccordance with type commander’s instructions.The organizational level reports pertaining to Mk48 torpedo are also assigned a TMIS number andare included in the TMIS closed-loop feedbackreporting system.

Intermediate Maintenance Level

IMA personnel will complete and submit aTorpedo Management Information System (TMIS)Report, in accordance with NAVSEA technicaldocument TW510-AA-PRO-030 for the Mk 48Torpedo, or technical document TW510-AA-PRO-040 for the Mk 48 ADCAP torpedo, inter-mediate level maintenance activity reportinginstructions, for submarine fired weapons/vehicles. These instructions provide detaildirections and procedures relating to entry ofappropriate data in each block of the forms alongwith representative examples of the various typesof reports required to be submitted.

NAVSEA Forms 8510/5 and 8510/X aretailored to Mk 48 torpedo requirements andshould be completed as soon as possible afteroccurrence of the event to be reported, so thattimeliness of the data will be maintained.

Whenever additional or corroborative data isobtained or discovered after submittal of aTMIS report, maintenance personnel will add/update data to the original TMIS and submita copy of the updated TMIS to the HTTDS siterepresentative. If the situation merits, a supple-mentary TMIS may be written that references theoriginal.

When performing maintenance on a heavy-weight torpedo, safety must be an essential partof the planning. The heavyweight torpedo hasthree levels of maintenance: organizational,intermediate, and depot. At the organizationallevel, the submarine is responsible for minimaltorpedo maintenance and RFI accountability. Theintermediate level is where most of the mainte-nance will be performed. This will include exten-sive torpedo overhaul, workshop equipmentrepair, calibration support, container maintenanceas well as maintenance of special tools. Depot levelmaintenance plays a large role in the maintenanceof the warshot heavyweight torpedo. It is normallycompleted by civilian contractor and includes therepair of a major number of the test sets. We haveaddressed the differences in maintenance require-ments as they relate to the Mk 48 and the Mk 48ADCAP.

The records and reports required for theheavyweight torpedo do vary for the Mk 48 andthe Mk 48 ADCAP, but as we have just learned,the differences were minimal.

REFERENCES

Ammunition and Explosives Ashore, SafetyRegulations for Handling, Storing, Production,and Shipping, NAVSEA OP 5, Naval SeaSystems Command, Washington, D.C., 1990.

Fleet Logistic’s Support Manual, Torpedo Mk 48Mod 1, NAVSEA OD 45814, Naval SeaSystems Command, Washington, D.C., 1976.

Health Hazards of Otto Fuel, NAVMEDCOM -INST 6270.1, Naval Medical Command,Washington, D.C., 1985.

Health-NAVOSH-Program Management, OP-NAVINST 5100.23, Office of Chief of NavalOperations, Washington, D.C., 1983.

Metrology Requirements List, NAVSEA OD45854, Naval Sea Systems Command, Wash-ington, D. C., 1986.

Mk 48 Maintenance Policy, NAVSEAINST8510.11, Naval Sea Systems Command, Wash-ington, D.C., 1988.

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Otto Fuel II Safety, Storage, and Handling,NAVSEA S6340-AA-MMA-010, Naval SeaSystems Command, Washington, D.C., 1986.

Torpedo Mk 48 ADCAP Off-Line Procedures,NAVSEA SW513-EO-PRO-020, Naval SeaSystems Command, Washington, D.C., 1989.

Torpedo Mk 48 ADCAP On-Line Procedures,NAVSEA SW5 13-EO-PRO-010, Naval SeaSystems Command, Washington, D.C., 1989.

Torpedo Mk 48 ADCAP Piece Part InspectionProcedures, NAVSEA SW5 13-EO-PRO-030,Naval Sea Systems Command, Washington,D.C., 1990.

Torpedo Mk 48 ADCAP Weapons SystemDescription and In-Service Support, NAVSEASW513-EO-MMA-010, Naval Sea SystemsCommand, Washington, D.C., 1989.

Torpedo Mk 48 all Mods, Weapon SystemDescription for the Mk 48 Torpedo, NAVSEAOP 4020, Naval Sea Systems Command,Washington, D.C., 1976.

Torpedo Mk 48 Assembly, Test and Turn-around, NAVSEA OP 4024, Naval SeaSystems Command, Washington, D.C.,1989.

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CHAPTER 4

MAINTENANCE OF MISSILESAND MOBILE SUBMARINE

SIMULATOR SYSTEMS

OVERVIEW OUTLINE

Describe the maintenance levels and the ASROC Maintenancemaintenance required for the various missiles andmobile submarine simulators. Harpoon Maintenance

Tomahawk Maintenance

MOSS Maintenance

In this chapter we will discuss maintenancerequirements for ASROC, Harpoon, and Toma-hawk missiles. We will also give a description andthe maintenance requirements of the MobileSubmarine Simulator Systems (MOSS). Thisinformation is written at the knowledge level andno attempt is made to provide instructions for skillperformance. To actually perform maintenanceon these missiles, you should follow theprocedures and observe the safety precautions inthe applicable OP, OD, SWOP, or MRC. Chapter6 of the Torpedoman’s Mate Third Class ratetraining manual, NAVEDTRA 10168, containsa description of the components, operation, andcapabilities of the various missiles. Before youstudy this chapter, a review of that material mayprove beneficial.

ASROC MISSILE MAINTENANCE

Maintenance of the ASROC missile andsupport equipment includes servicing, repair,retrofit, overhaul, rework, test and inspection;and replacement of assemblies, components, andparts. Maintenance is performed at organiza-tional, intermediate, and depot level maintenanceactivities. This maintenance is classified as eitherpreventive or corrective. Preventive maintenanceprovides for missile readiness and operability,prolongs component reliability, and decreasesthe need for repair. Additionally, preventive

maintenance includes periodic inspection, cleaning,checkout, and adjustment of both the missile andits components. Corrective maintenance includesrepair and/or replacement of faulty or mal-functioning missile components.

ORGANIZATIONAL LEVELMAINTENANCE

ASROC maintenance at the organizationallevel is concerned with assembled missiles and withstandard hand tools required to perform mainte-nance at this level. Organizational level mainte-nance is performed on the launching platform.However, this maintenance is limited to thereplacement of torpedo nose caps, thrustneutralizers, cable assemblies, contactor adaptorassemblies, and motor fins, and the performanceof fire control tests of the missile. If a deficiencycannot be corrected on the firing ship, the missilemust be transferred to an intermediate mainte-nance activity (IMA) for further examination.

INTERMEDIATE LEVELMAINTENANCE

Intermediate level maintenance is accomplishedby destroyer tenders (ADs) and antisubmarinewarfare (ASW) facilities. The facilities conductassembly, turnaround, and disassembly of themissile (rocket-thrown torpedo [RTT]); otherportions of this maintenance include the inspectionand testing of missile components.

4-1

A detailed checkoff list must be used duringall missile maintenance operations. ASROCMissile Description and Instructions for Assembly,Inspection, and Storage, SW180-AA-MMI-010/2963, provides checkoff lists for assembly,disassembly packaging, unpackaging, inspection,and turnaround of the missile. Detailed checkofflists may be prepared locally in any acceptableformat. Steps may be added or deleted from thelist so it will correspond to the level of detaildesired. Prepared checkoff lists and their changesand modifications must include all applicablestandard inspection procedures (SIP) containedin the Quality Assurance Test and Inspection Plan(QATIP), 403. Directives issued by cognizantauthorities must be consulted for the preparationand use of locally prepared checkoff lists.

An ASROC missile at an intermediate mainte-nance activity that was received from a transship-ment activity (AE/AOE) maybe reissued withoutmaintenance under the following conditions:

1.

2.3.

The missile did not leave the ship duringdeployment and has remained in its originalcontainer since assembly.The missile container is still serviceable.Missile records show all components arewithin service life limitations and notlimited or restricted from use.

4.

5.

6.

A visual inspection determines that themissile is undamaged.A verification of serialized payloadcomponents is compatible with missilerecords.Missile records are properly annotated toreflect verification inspection.

Missile assembly, turnaround, disassembly,inspection, and component tests, when required,must be done by following the procedurescontained in ASROC Missile Description andInstructions for Assembly, Inspection, andStorage, SW-180-AA-MMI-010/2963. All person-nel involved in missile maintenance must bethoroughly indoctrinated and have an under-standing of the safety precautions contained inthis manual.

Missile Assembly

Before assembling a missile you should verifythat components, assembly tools, and equipmentare available; that electrical testing of the ignitionseparation assembly (ISA) has been conducted;that preparation of the missile assembly fixtureis completed; that the deflection telescope hasbeen aligned; that periodic inspection ofgyroscope test set Mk 484, test cable safety

Figure 4-1.-Rocket thrown torpedo (RTT)—exploded view.

4-2

assurance tests are complete, and that all equip- 8.

ment is within current periodic calibrationrequirements. 9.

Figure 4-1 shows the required components for 10.the rocket thrown torpedo (RTT).

The recommended assembly sequence for the11.

RTT is as follows: (refer to figure 4-1 for 12.component identification): 13.

1.2.3.

4.5.6.

7.

Prepare missile airframe.Install counterweights in the airframe.

14.

Prepare and install the ignition and separa-15.

tion assembly (ISA).Prepare the torpedo for missile assembly.Attach the stabilizer to the torpedo.

16.

Install the payload cable connector to thetorpedo. 17.

Connect the stabilizer deployment cord to 18.

the lower clamshell.

Assemble the upper clamshell to the lowerclamshell.Assemble the airframe separation band(AFS) to the airframe.Perform continuity test and faultisolation.Assemble the rocket motor fins to therocket motor.Align the rocket motor with the airframe.Assemble the V-band coupler to the air-frame and rocket motor.Check launching lug alignment.Assemble the contactor adaptor assemblyto the missile (GMLS Mk 26 designatedmissiles only).Connect the Mk 1 arming wire to thetorpedo.Install the nose cap on the torpedo.Check the vertical and horizontal deflec-tions (fig. 4-2).

Figure 4-2.-Checking deflection of a rocket thrown torpedo.

4-3

Figure 4-3.-Mk 620 Mod 0 test set.

Missile Turnaround

Missile turnaround is done on fleet returnmissiles that have sufficient service life remainingfor their intended use.

Before missile turnaround, the missile mustbe unpackaged and inspected. Unpack aging andinspection procedures are contained in SW180-AA-MMI-010/2963.

Missile Disassembly

When a missile has been returned to anassembly facility because of a misfire, expirationof service life, or damage or defects that renderthe missile unserviceable, it must be disassembled.But before disassembly, the technicians mustensure that service test and handling equipmentand standard/special hand tools are available.Equally important is that these equipments arewithin current calibration and in proper workingcondition.

Procedures for the disassembly of a missile areessentially the reverse of the assembly procedures.Disassembly procedures of an RTT are containedin SW180-AA-MMI-010/2963.

After disassembly of a missile, all missilecomponents must be inspected for serviceabilitybefore they can be used in another missile. Atorpedo payload requires a periodic maintenancecheck after a maximum period of 3 years haveelapsed since the last maintenance. The ISA fromthe missile must be inspected and electrically testedwith a hazardous circuit tester and the Mk 620range and airframe separation programmer(RASP) test set. Figure 4-3 shows the Mk 620Mod 0 test set.

The hazardous circuit tester is used to checkthe thermal battery monitoring circuits of the ISA.The Mk 620 mod 0 test set monitors operatingvoltages in the RASP. It shows the readback timeof the programmer functions during a simulatedoperational test.

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Component Replacement and Repair

Component replacement of an assembledmissile is limited to and dependent upon theavailability of parts at the various activities.

Component replacement on assembled missilesaboard firing ships (AD or ASW facilities)includes the replacement of the torpedo nose cap,thrust neutralizer, cable assembly, contactoradaptor assembly, and the motor fins.

Replacement of other components that requiremissile disassembly are the torpedo, ISA, rocketmotor, motor V-band, airframe, airframe band,counterweights, torpedo stabilizer, and the Mk 1arming wire.

Component replacement performed by ASROCpersonnel for the torpedo aboard an AD or at anASW facility is limited to the removal and replace-ment of the propeller setscrew, installation ofspacers on the payload receptacle as required, andthe removal and replacement of the seawaterbattery when necessary.

The repair of components in an assembledmissile is limited to the removal of corrosion,repair of minor surface imperfections, andtouch-up of exterior paint. After disassembly, therepair of missile components include the applica-tion of surface treatments, recementing of certaincomponents, and complete refinishing of externallypainted surfaces. The following general guidelinesshould be used when missile components must berepaired:

1. The missile should be disassembled only tothe stage where the defective component isaccessible.

2. The defective component must be inspectedto determine the extent of repair necessary.

3. Repair of components must be madeaccording to procedures listed or referenced inSW180-AA-MMI-010/2963.

Damaged unpainted aluminum surfaces,painted surfaces, unpainted and unplated/platedsteel surfaces must be repaired and refinished. Acorrosion preventive compound must then beapplied to the affected area. If the surface of acomponent is scratched or corroded to the extentthat the base metal has been damaged, the com-ponent must be sent to a designated overhaulactivity. Component repairs that are authorizedto be made by ASROC personnel at an IMA in-clude the following:

1. The Mk 46 torpedo-maintenance (repair)procedures that can be performed aboard an AD

or at an ASW IMA facility are limited torefinishing of corroded or scratched surfaces,cleaning the transducer face, and applying waxto the exterior surfaces.

2. The repair of the missile airframe consistsof repairing minor damage to launching andrestraining lugs. The repair of any launching orrestraining lug is limited to dressing down, to theexisting lug surface—any raised metal resultingfrom dents, nicks, scratches, corrosion, or scores.After repair, alodine aluminum lugs and treat withdry film lubricant. Following repair, inspect thesurface for imperfections that may exceed thefollowing conditions. These conditions will resultin the rejection of the airframe:

l

l

3.

Dents, nicks, corrosive pits: 1/32-inch deepby 1/4 inch wide.

Scratches, scores: 1/32-inch deep by anylength or position on the weapon.

The repair of the torpedo nose cap islimited to mending cracks in the shell skirt area,removing flash (mold imperfections) and sharpedges from foam quadrants, and rebondingfiberglass spring clips inside the shell.

4. The repair of the torpedo stabilizer islimited to the replacement of loose or missingstitching that secures the bag harness to theenvelope and the refinishing of metal surfaces.

5. The repair of the rocket motor is limitedto the refinishing of minor scratched surfaces,areas of rust, or corroded surfaces.

6. The repair of the ISA is limited to touch-upand refinishing of scratched or corroded metalsurfaces, repair of damage to explosive com-ponent cable insulation jackets, release of stuckpins in the payload connector, replacement of thethree rubber channels on the housing base plateand replacement of ISA Mk 4 components.

7. The repair of the cable assembly involvesthe application of a protective coat of varnish oncables with aluminum connectors (some cableshave stainless steel connectors and do notrequire a protective coating). The removal ofcorrosion; the cleaning of the corroded ordamaged surfaces, and the application ofcorrosion preventive compound to clean surfacesare part of this repair.

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LOGISTICS SUPPORT organizational, intermediate, and depot levelmaintenance is provided by the NAVSEASYSCOM

Logistics support for the ASROC missile is and Ship’s Parts Control Center (SPCC).directed by the Naval Sea Systems Command 2. The ASROC inventory control manager(NAVSEASYSCOM) and is provided as follows: located at SPCC, is responsible for the inventory

control of the missile components (4T cognizant).1. Logistics support for the torpedo payload Service test equipment (STE) and spare parts

and associated test and handling equipment for logistics support for the missile components is

Figure 4-4.-Logistic flow chart for ASROC missile components/spares.

4-6

provided by the various shore activities under thelogistics and funding control of NAVSEASYS-COM and SPCC. An exception to this is therocket motor Mk 37 and the service handlingequipment (SHE) for organizational and inter-mediate level maintenance.

ASROC components are stored at NavalSupply Centers (NSC) and at intermediate anddepot level sites. Both provide for assembly andissue of tactical missiles, exercise missiles, andtraining missiles.

Figure 4-4 shows the logistics flow for ASROCmissile components and spares from the stockpilepoints through the various facilities to the firingship.

Major components and repair and replace-ment parts for an ASROC missile (less payload)are shipped and stored in reusable containersduring the stockpile-to-target sequence. At theorganizational level (firing ship), the missile isremoved from its container and stowed in theASROC magazine or launcher. The firing shipreturns these empty containers to the IMA andreorders containers for off-loading when required.Containers are not stored onboard the firing

ship. IMAs stow components in their respectivecontainers. These containers are marked toproperly identify the contents including mark/mod designation and serial number whenapplicable.

Logistics support for ancillary equipment isprovided to the organizational and intermediatelevel activities for test equipment, assemblyfixtures, special tools, standard tools, containers,handling equipment, launch accessories, and Navyspecial interface gauges.

Figure 4-5 shows the logistics flow of ASROCancillary equipment including handling equipmentand test sets at the organizational and intermediatelevel activities.

Supply Support Responsibilities

Support responsibilities have been delegatedto the various inventory control managers (ICM)based upon hardware peculiarities and the levelof maintenance to be supported. Principal ICMsand supportNAVSEA and

responsibilities are assigned toSPCC. Supply support for service

Figure 4-5.-Logistic flow diagram for ASROC ancillary equipment.

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test equipment is listed in table 4-1. The inventorycontrol manager’s responsibilities include thefollowing:

1.2.

3.4.

5.6.

7.8.9.

10.

Issuing desired stock status informationInitiating of timely procurement for itemsin low supplyExpediting completion of fleet requisitionsProgramming repair of defective hard-wareExpediting return of defective materialDetermining the most expeditious trans-portation routingProviding supply follow-upTracing lost materialPerforming property accountingAll other functions normally associatedwith inventory control management

Material Requisitions and Replenishment

A requisition must be submitted for replenish-ment of all ASROC material supported by thefederal supply service. The Single Line ItemRequisition System Document, DD Form 1348,is used according to MIL-STD Requisition IssueProcedures Manual, NAVSUP Publication 437,or Afloat Supply Procedures, NAVSUP Publica-tion 485, as applicable for requisitioning purposes.Material that is defective when received from thefederal supply service will be reported to theNavy Fleet Material Support Office in accordancewith NAVSUPINST 4440.120. Exceptions toreportable items are enumerated within theinstruction. All facilities requiring ASROC missilecomponents (less payload) must submit theirrequisitions to SPCC. SPCC will authorize themovement of components from the stockpilecenters to the requesting activity.

Urgent requisitions may be submitted by navalmessage or via telephone. If a naval message ischosen because of urgency, it shall be addressedas applicable to the following activities:

1. NSC Oakland, California, or Norfolk,Virginia (all National Supply System cognizantmaterial except 8A and 4T).

2. NSC Oakland, California, or Norfolk,Virginia (8A cognizant material).

3. SPCC (4T cognizant material).

Spare parts usage data is maintained by eachcognizant inventory control manager and is basedon information obtained from requisitions. Eachactivity should maintain its own inventorycontrol system, indicating location of material,usage data, material on order, and quantity onhand. Each activity should maintain an active

follow-up system of condition code reporting andshipment status.

REPORTING REQUIREMENTS

The inventory control managers must beadvised of all movements of 4T cognizant material(torpedoes, torpedo components, and ASROCcomponents). A DOD Single Line Item Releaseand Receipt Document, (DD Form 1348-1) mustbe used for submitting reports to the ASROCinventory control manager.

DD Form 1348-1 and DD Form 1149

Requisition and Invoice Shipping Document,DD Form 1149, is used by the ASROC inventorycontrol manager for shipment of all 4T cognizantitems and for initial outfitting. Copy one ofDD Form 1348-1 and copy one of the DD Form1149 carry a stamped block for use in the verifica-tion of receipt for materials received. Activitiesin receipt of material from the inventory controlmanager will sign, date, and return copy one toverify receipt of the equipment.

ASROC REPORTING SYSTEM

All shore activities and fleet units engagedin assembly, storage, transfer, or use of theASROC missile must complete an Intermediate/Organizational Maintenance and Transaction Log(NAVSEA Form 8830/1 [1A]). The Intermediate/Organizational Maintenance and Transaction Logcontains the following sections:

1. Section I—IMA Report2. Section II—Transaction Log3. Section III—Firing Ship Report

The purpose of section I (IMA Report) is todocument the data that is acquired duringASROC missile and missile component inspection,assembly, turnaround, disassembly or testing, andto report defective components discovered duringany of the procedures.

The purpose of section II (Transaction Log)is to document each action involving change ofcustody, serviceability status, or expenditure ofthe assembled ASROC missile. The activityinitiating the entry in section II is responsible forforwarding a copy of section II to: CommandingOfficer, Naval Weapons Station, Seal BeachDetachment, Naval Warfare Assessment Center(Code 3433), Corona, California 91720-5000,within 24 hours of the action.

The purpose of section III (Firing Ship Report)is to document the data required for theConsolidated ASROC Database that is acquiredduring fleet custody of an ASROC missile.

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Table 4-1.-Required Support for Service Test Equipment (STE)

4-9

Table 4-2.

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HARPOON MAINTENANCE

Maintenance of the Encapsulated HarpoonWeapon System (EHWS) and its supporting hard-ware is done at the organizational, intermediate,and depot maintenance levels. The maintenanceconcept of the weapon system is shown in table4-2. Organizational level maintenance is done bymilitary/contractor personnel. Intermediate levelmaintenance is performed by military and Navycivilian and contractor personnel. Maintenancerequired beyond the capability of intermediatelevel maintenance activities is completed by theapplicable equipment manufacturer. Maintenancepeculiar to the submarine launched configurationof the EHWS involves the following Harpoonrelated items:

1. Surface Attack Guided Missile CapsuleAssembly UGM-84A-1/C-1/D-1 and UTM-84A-1/C-1/D-1

Figure 4-6.-A. Harpoon missile configuration; B. Encapsulated Harpoon missile.

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2.3.

4.

5.6.

7.

Test set simulators (TSS) TS-3521 DSMDigital Missile Simulator Mk 75 Mod 0 orMod 1Encapsulated Harpoon Missile Mk 630Mod 0 Shipping ContainerCommon Support EquipmentCertification Training Vehicle - interim(CTV-1)Encapsulated Harpoon certification andtraining vehicle (EHCTV) Peculiar SupportEquipment

ORGANIZATIONAL LEVELMAINTENANCE

Organizational level maintenance of theEHWS (Maintenance of Missiles, EncapsulatedHarpoon Command and Launch Subsystems(EHCLS), digital missile simulator, and test setsimulator) is completed by SSN personnel.

The encapsulated missile (fig. 4-6) is loadedaboard the submarine as an All-Up-Round

(AUR). Upon receipt by the SSN, the missileis inspected according to procedures in FiringCraft Operating Procedures and Checklist forEncapsulated Harpoon, OD 44979, Volume 9.The missile is then tube loaded and a missile built-in-test (BIT) is performed. As long as the missileis on board, the BIT is repeated semiannuallyaccording to applicable MRC procedures. TheBIT is also required just prior to unshipping theweapon. Missiles failing receipt inspection criteriaor BIT checks are returned to the weapon station(WPNSTA) for corrective action. Current mainte-nance concepts also provide for a 48-monthoperational deployment from the date of the AURtest at the WPNSTA, after which the encapsulatedmissile must be returned for retest. Capsulecorrective maintenance aboard the SSN is limitedto the following actions which may be done byTMs:

1. Repair or replacement of defective umbil-ical cables

2. Replacement of defective lanyards, finrestraint rivets

3. Visual inspection of external surfaces4. Corrosion control

Organizational maintenance of the EHCLS isdone by Fire Control Technician personnel. It islimited to periodic self-tests conducted accordingto the Planned Maintenance System (PMS)documentation and the limited replacement ofdefective modules and components identifiedthrough fault isolation and troubleshootingprocedures. Maintenance of the EHCLS hardwaredoes not include intermediate level repair.

Maintenance of the test set simulator atthe submarine level is done by Fire ControlTechnicians and is limited to the followingactions:

1. Operation of self-tests according to PMSdocumentation

2. Replacement of minor parts (knobs,screws, lamps, and so forth)

3. Fault isolation and limited repair (replace-ment of modules and components)

There is no planned maintenance for the faultisolation kit at the submarine level. Operationalsuitability of the various modules/componentswill only be determined when they are used introubleshooting the applicable EHCLS equip-ment. Replacement for modules/componentsfound to be defective will be requisitioned fromthe supply system by ship’s force.

Scheduled maintenance of the digital missilesimulator consists of tests and inspections pre-scribed in the MRCs. The MRCs provide specificprocedures for quarterly lamp and self-tests andannual visual inspection and cleaning. Forcorrective maintenance, troubleshooting is doneby means of test and fault isolation proceduresprovided in the DMS technical manual Descrip-tion, Operation, and Maintenance for the DigitalMissile Simulator Mk 75 Mod 0, ST890-JO-MMO-010/DMS. These DMS procedures usemaintenance assistance modules (MAMs).

INTERMEDIATE LEVELMAINTENANCE

Intermediate level maintenance for the EHWSand the Mk 630 Mod 0 missile container isperformed at the WPNSTA Concord, California,or the WPNSTA Yorktown, Virginia. Submarinetenders (ASS) and shore-based submarine supportfacilities provide only missile inspection, storage,and transshipment functions.

Encapsulated missiles returned to theWPNSTA Concord, or the WPNSTA Yorktown,for intermediate level maintenance are de-encapsulated, inspected, and AUR tested. Missilesthat exhibit a fault during AUR tests must bereturned to the depot for repair, or if the faultis within the intermediate level maintenance repaircapability, they must be disassembled. Afterdisassembly, the defective section or replaceableassembly is replaced with an operational section,or replaceable assembly and then retested. Testsof the capsule by an intermediate level mainte-nance activity include continuity and isolationtests, fault isolation of the electrical circuitry,vacuum leak tests, and a pressure check of thecapsule and the broach sensor.

Repairs of Harpoon missile containers areaccomplished by repair facilities at NWS Concord,and NWS Yorktown.

DEPOT LEVEL MAINTENANCE

Depot level maintenance is performed by thecomponent manufacturer. Maintenance require-ments for the missile at the depot level includethe following:

1.

2.

3.

Repair of components that are common toother Harpoon weapon system applicationsRepairs that are beyond the capabilities oforganizational and intermediate levelsFailure diagnosis of removed units/assemblies

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Supply support for the EHWS is based on thethree-level maintenance concept. However, not allcomponents of the system are maintained at eachlevel. The program as it relates to submarines hasa limited ECHCS supply support at all levels.Supply support for the encapsulated missile,digital missile simulator, and test set simulator isat the organizational level only. Program manage-ment for supply support of the weapon systemis delegated to the following activities:

Naval Underwater Systems Center (NUSC)has been designated technical fleet supportcoordinator for installation and subsequentmaintenance of the EHWS in the submarine fleetand at the submarine support facilities. Fleetsupport uses services of personnel from NUSC,Naval Sea Support Center Atlantic/Pacific (NAV-SEACENLANT/PAC), PMTC, and contractorpersonnel as required.

Initial Outfitting

Initial outfitting of onboard spares, repairparts, and related equipment is providedthrough the federal supply service according toCoordinated Shipboard/Shore-Based AllowanceLists (COSALs/COSBALs), Allowance PartsLists (APLs), and Allowance Equipage Lists(AELs). Responsibility for timely requisitioningof initial outfitting items is based on thecircumstance under which the SSN is providedHarpoon weapon system capability as describedin subsequent paragraphs. Adequate requisition-ing lead time should be planned to ensure receiptof support materials before installation iscompleted.

NEW CONSTRUCTION INSTALLATIONS.—SSNs acquiring Harpoon capability during newconstruction (SSN 688 Class) will be outfitted bythe shipyard’s outfitting supply activity (OSA).The OSA should acquire applicable COSAL/AEL/APLs from SPCC and requisition supportitems through the federal supply service.

INSTALLATION DURING REGULAR OVER-HAUL (ROH).— SSNs acquiring Harpooncapability during ROH (SSN 594 and 637 Class)will be outfitted by the integrated LogisticOverhaul Program (ILOP) team. The ILOP teamshould requisition onboard spares by usingNAVSUP Pub 485 and current allowance

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SUPPORT PROGRAMS

documentation for the applicable SSN firecontrol system configuration.

INSTALLATION DURING RESTRICTEDAVAILABILITY (RAV).— SSNS acquiring Har-poon capability during RAV will be outfittedby the ship’s supply department. The ship’ssupply department working with the NAV-SEACENLANT/PAC team should requisitionallowable onboard spares, repair parts, andrelated equipment by using NAVSUP Pub 485and the allowance documentation applicable tothe particular SSN fire control system con-figuration.

The majority of hand tools required aboardsubmarines are available at the required EHWSdesignated sites. Support and test equipment notalready available aboard SSNS are furnished atthe time of weapon system hardware installation.General-purpose electronic test equipment itemsare furnished according to the SPETERL.

Material Replenishment

A requisition must be submitted for thereplenishment of all Harpoon material supportedby the federal supply service. Routine requisitionsare submitted on a DD Form 1348, accordingto the MILSTRIP/MILSTARP Operating Pro-cedures Manual, NAVSUP Pubs 437 or 485.Receipt of defective material from the federalsupply service is reported to the Navy FleetMaterial Support Office according to NAV-SUPINST 4440.120. Exceptions to reportableitems are enumerated within the instruction.

Disposition of Defective Hardware

Mandatory deficiency reports are required,when, during incoming inspection or receipt anddamage inspection, handling operations, and/orpreparations for firing, deficiencies are discoveredthat prevent the employment of a weapon and/orresult in an unscheduled offload. Also reportedare all corrective maintenance actions performedon the missile. An example being the replacementof umbilical cables or the lanyard assemblyduring loading operations and the performanceof a BIT, conducted according to Harpoon firecontrol MRCs, that results were negative.

Reports of Unsatisfactory or DeficientTorpedoes and Equipment (RUDTORPE) areused to provide or request information relativeto procedures, documentation, hardware disposi-tion, and support problems. Both deficiencyreports and RUDTORPES are submitted onTorpedo Maintenance Data Form, NAVSEA

8510/5 and according to the Torpedo Manage-ment Information System (TMIS), TW510-AA-PRO-020/030.

All defective encapsulated Harpoon missilesmust be returned to the weapon station, with allresidual hardware.

DOCUMENTATION RECORDSAND REPORTS

Documents and records perform highlyessential functions in the operation of the weaponsystem. Publications contain and convey thefactual data and procedural instructions requiredto guide and indoctrinate personnel in theproper operation of the system. Operationalrecords, including reports of successful operation,failure, or malfunction, are required to bemaintained. They indicate the degree of successwith which the weapon system is performing itsfunction, and point the way to desired ornecessary improvement. Finally, routine recordsprovide a system for accountability and an auditof condition history—either of which should beleft to memory.

OPs, ODs, and other support documentationare listed in table 4-3. Initial distribution of OPsand ODs and subsequent changes or revisionsthereto are made automatically according to thedistribution list applicable to each document.

In support of (3-M’s) PMS, MRCs have beenprepared by NUSC for the EHWS support aboardsubmarines currently having operational capabilityfor Harpoon missiles. MRC data basicallyconsist of preventive maintenance information tosupport EHWS. Corrective procedures to supportmaintenance requirements are included inappropriate technical manuals.

Records are required to provide a completehistory of significant events occurring during thelife cycle of each encapsulated missile and tomaintain accountability of its major serializedcomponents. Effective reports are necessary toenable the distribution of essential maintenance,deficiency, and operational performance data tocognizant activities for engineering analyses.Recognition, reporting, and subsequent resolutionof existing or potential system deficiencies arethereby facilitated and system readiness andcapability improved. Feedback informationresulting from the analysis of the reports isprovided to maintenance activities in the fleetand to contractor repair facilities, subsequentlyenhancing overall logistics support of the weaponsystem.

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Table 4-3.-EHWS Documentation/Publication Support

4-15

Table 4-3.-EHWS Documentation/Publication Support—Continued

4-16

Table 4-3.-EHWS Documentation/Publication Support—Continued

Harpoon Equipment Historyand Operating Log

The Harpoon missile history log sheet is theprimary vehicle used to record the history of eachassembled weapon. It is a chronological recordof operations performed by each activity.Receipts, shipments, tests, inspection, firingattempts, expenditures, and other events areentered in accordance with log sheet instructions.Organizational level users of the encapsulatedHarpoon weapon must use the log sheet to recordBITs also. Continuation sheets should be addedas needed. Each time the missile is received at theNWS, an up-to-date copy of the Harpoon missilehistory log sheet will be sent to FLTAC.

The Harpoon Configuration and OperatingLogbook will accompany the missile. When the

missile is fired or otherwise expended, the log isreturned to the Officer in Charge, Fleet AnalysisCenter (FLTAC), WPNSTA, Seal Beach, Corona,California. The logbook is a composite of severaldifferent maintenance data forms: Collection-Configuration Summary, NAVSEA Forms 9790/5,Harpoon Missile History Log Sheet (FLTAC-8821), Fleet Maintenance Data Collection Form(ALMS) (NAVAIR 4790/1), Fleet ConfigurationSummary Forms (OPNAV 8600.2/1), and instruc-tions on use and completion of the differentforms.

Torpedo Management InformationSystem (TMIS)

TMIS is governed by NAVSEAINST 8510.3.The Torpedo Maintenance Data Form (NAVSEA-SYSCOM Form 8510/5) is the vehicle used to

4-17

Figure 4-7.

4-18

report deficiencies, corrective maintenance, andinformal Report of Unsatisfactory or DeficientTorpedoes and Equipment (RUDTORPES) (fig.4-7).

The Torpedo Maintenance Data form isroutinely used by submarines to report expendableordnance item maintenance, ordnance alteration(ORDALT) accomplishments, and as an informalcommunication link between submarines andcognizant technical and supply support agencies.The Torpedo Maintenance Data form providesfor closing the loop between the using activityreporting the problem and the cognizant technicalactivity taking actions toward satisfactoryproblem resolution. Responses are provided tooriginators and problem statuses are trackeduntil they are closed out.

It is important to note the importance ofsubmitting Torpedo Maintenance Data formswhen events occur. This will ensure timelyresponse to fleet reported problems.

NAVSEA technical document TW510-AA-PRO-020/TMIS provides the organizational levelmaintenance activity reporting instructions forencapsulated Harpoon deficiency reports andRUDTORPEs. In addition, this document out-lines the collecting, processing, and utilizationresponsibilities for those engineering, technical,and supply agencies directed by COMNAVSEAto support the TMIS.

NAVSEA technical document TW510-AA-PRO-030/TMIS provides the intermediate level(submarine tenders (ASS) and shore-based supportfacilities) maintenance activity reporting instruc-tions for encapsulated Harpoon RUDTORPEsubmissions. In addition, this document outlinesthe collecting, processing, and utilization respon-sibilities for those engineering, technical, andsupply agencies directed by COMNAVSEA tosupport the TMIS.

Maintenance and Material Management(3-M) Systems

The 3-M Systems are dual purpose in nature.They provide for the preparation of preventivemaintenance documentation (MRCs) as well asfor the collection of data (MDCS). The 3-MMaintenance Data Collection system (MDCS), asit applies to the EHWS, provides maintenance

data relative to the nonexpendable ordnance(EHCLS, fault isolation kit, digital missilesimulator, and test set simulator) portion of theweapon system. The governing document fororganizational level use is OPNAVINST 4790.4.

Conventional Ammunition IntegratedManagement System (CAIMS)

Whenever a EHCTV, or its Container Mk 630is received or. shipped, the activity will submitindividual Ammunition Transaction Reports(ATRs) to NSPCC to satisfy CAIMS require-ments. This is accomplished in accordancewith current fleet and/or NSPCC instructions(CINCLANTFLT INST 8010.4, COMNAVLOG-PAC INST 8015.1, and NSPCC INST P8010.12).CAIMS accepts ATRs that are submitted asformatted standard naval messages. The CAIMSdata is collected by NSPCC for purposes ofinventory control and identification of currentasset location. CAIMS data is subsequentlyprovided to FLTAC Central Data CollectionAgency (CDCA) in accordance with a dataexchange program. CAIMS data is also on lineto NAVAIRSYSCOM, NAVSEASYSCOM,Naval Weapons Support Center (NWSC), andselected TYCOM locations.

TOMAHAWK MAINTENANCE

The Tomahawk cruise missile maintenanceconcept reduces required maintenance at theorganizational and intermediate maintenancelevels. Weapon reliability is based on the con-tractor’s certification that system components willfunction within design specification for a specifiedperiod of time: 30-36 months depending on thevariant of the missile. Before expiration of thecertification period, AURs are returned tothe Tomahawk Weapons Facility (TWF) orTomahawk Preparation Facility (TPF) forrequired maintenance and recertification. Off-load and return shipment must commencesufficiently in advance of the maintenance duedate to allow for transit time. To meet operationalrequirements, force commanders may extend themaintenance due date up to a maximum of 90days. Requirements for extending due datesin excess of 90 days are addressed to CMP(PDA14-414) for approval. Due date extensionsare recorded in the appropriate Tomahawk Book.

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Figure 4-8.-Tomahawk Vertical Launch All-Up-Round Logistics Flow Chart.

New and recertified Tomahawk cruise missiles are AUR logistics flow from the TWF/TPF to thefueled, warheaded (except UGM-109A-2), assem- submarine and return.bled, and stored at-the TWF/TPF until they areencapsulated in the CLS, Mk 45 Mod 0 to become

ORGANIZATIONAL LEVEL

the vertical launch AUR. The UGM-109A-2 war-MAINTENANCE

heading cycle is performed at designated The concept of organizational level mainte-shorebase intermediate maintenance activities. nance is to remove and replace the AUR whenFigure 4-8 reflects production flow, and figure 4-9 it becomes due for recertification, or on andepicts the typical Tomahawk vertical launch unscheduled basis when instrumentation or

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Figure 4-9.-Tomahawk Vertical Launch All-Up-Round Production Flow Chart.

malfunction indicates component/system failure. Organizational level maintenance aboard aOrganizational maintenance is limited to the submarine is restricted to visual inspections,segment ring and umbilical connection during off- corrosion preventive actions on the capsuleloading of the AUR. In the case of expended cap- exterior, periodic nitrogen recharging, preparationsule launcher offload, organizational mainte- for launch actions, and replacement of pneumaticnance also includes removal of capsule launching and electrical umbilicals. Instructions for thesesystem (CLS) residue from the submarine missile maintenance functions are described in OD 44979tube. and appropriate MRCs.

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Figure 4-10.-Tomahawk Receipt Inspection Points.

4-22

Figure 4-10 shows the receipt inspection pointsof the Tomahawk missile.

INTERMEDIATE LEVELMAINTENANCE

Intermediate level maintenance is carried outaboard submarine tenders while at designatedsubmarine support facilities, naval weaponstations, naval magazines, and special weaponsfacilities. Maintenance is limited to the operationsassociated with periodic monitoring/replenish-ment of nitrogen in the missile, routine visualinspection, corrosion prevention tasks, replace-ment of electrical and pneumatic umbilicals,capsule security equipment (i.e., nose cover,slot covers, security plate), and replacementof the diaphragm. IMAs must conduct strayvoltage and continuity checks as part of thewarhead installation/extraction procedure onthe UGM-109A variant. This procedure alsorequires the removal/replacement of the capsulediaphragm and partial decapsulation of themissile.

Designated submarine tenders that are usedas deployable storage and weapons resupply shipsfor assigned submarines, provide the followingcapabilities:

1.

2.

3.

4.

5.

6.

7.

Performs intermediate level maintenanceand repair functions on all tactical missilesand support equipmentPerforms Warheading of the UGM-109A-2variantProvides magazine storage of missiles forissue to submarinesProvides storage, issue, in-fleet recovery,and immediate postrun maintenance (limitedto exterior surfaces) of Tomahawk testmissiles (TOTEM)Returns missile shipments to the TWF forrecertificationProvides for limited dockside storage forshipping containersProvides for the maintenance of supportand test equipment and warhead training

Designated naval magazines (NAVMAGs)/naval weapons stations (NWSs)/special weaponsfacilities (SWFs)/submarine support facilities(SSFs), or submarine bases (SUBASEs) usedas storage and issue facilities for submarines

and submarine tenders provide the followingcapabilities:

1.

2.

3.

4.5.

6.

7.

Performs intermediate level maintenanceand repair functions on all tactical missilesand support equipmentPerforms Warheading of the UGM-109A-2variantProvide magazine storage of missiles forissue to submarineStores, issues, and refurbish TOTEMReturns missile shipment to the TWF forrecertificationProvides storage for empty shipping con-tainersProvides for the maintenance of supportand test equipment and warhead training

DEPOT LEVEL MAINTENANCE

Depot level maintenance is identified as thosetasks beyond the intermediate level maintenanceactivity’s capability. The refurbishment, repair,recertification of missiles, and other scheduledmaintenance tasks are considered depot functions.Depot maintenance will be done by the contractorat the TWF. The TWF, besides issuing, recerti-fying, and maintaining tactical missiles, willissue and turnaround REM-equipped missiles.Handling shapes and TOTEM will have theirmajor overhaul performed at designated depots.

SUPPORT PROGRAM

To implement the Tomahawk Cruise MissileSystem and sustain its operational readiness,support site training/certification, initial out-fitting, distribution of technical documentation,coordination of technical fleet support, andinterim support are required.

Fleet Technical Support

The AUR development, management, andtechnical cognizance are the responsibility ofCruise Missile Project (CMP). Configurationmanagement will be accomplished by (CMP)throughout the service life of the weapon system.Fleet support may be obtained by contacting CMPLogistics (PDA14-41).

Naval Underwater Systems Center has beentasked to assist CMP in managing certainfunctions of the program through MaterialSupport Data (MSD). Specific tasks includeserving as Inservice Engineering Agent (ISEA) for

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support and test equipment, providing evaluationof technical manuals, evaluating engineeringchanges to ensure maintenance of missile/capsule/missile tube interfaces and specified supplysupport functions.

Site Preparation/Activation

The commencement of Tomahawk cruisemissile support functions at designated activitiesrequires the accomplishment of a number oflogistics tasks to ensure the availability of requiredresources. Principally, the extent of theserequirements are determined by the scope andvolume of support operations intended at the site.Surveys directed by CMP determine the extent towhich available resources at the site can satisfythese requirements and help identify short falls.These shortfalls constitute the net logisticsrequirements for site activation and generally fallinto the following areas:

1. Storage, transfer, and maintenance facilities2. Tools and consumables3. Support, test, and handling equipment4. Technical documentation5. Personnel6. Training

The allocation of appropriate logisticsresources to meet the shortfalls at any particularlocation is addressed in detail in the siteactivation plan for the specific site in question.

Initial Outfitting

The NUSC, as part of its ISEA function,provides initial outfitting of common tools,support equipment, handling equipment, con-sumables, and spare parts to designated sub-marines, submarine tenders, shore stations, andschool facilities. This is initially reflected inappropriate AEL, APL, and subsequently inCOSAL/COSBAL documents. Responsibility torequest initial outfitting of SSNs depends uponwhen the system installation occurs. Generally,during new construction installation, NUSCcoordinates and supplies materials to the shipyardthat does the installation. Requests for initialoutfitting during ROH is the responsibility of thefleet Integrated Logistics Overhaul (ILO) team.NUSC coordinates their efforts to provide initialoutfitting with the ILO team to ensure thatrequisitions are not submitted through the supplysystem for outfitting material which NUSC

provides. In all cases, however, NUSC is thesupplier of the required materials based onAEL, APL, and applicable COSAL authorizedallowances.

AUR Support

The AUR is supported as a depot level turn-around end item under joint cruise missileproject (JCMP) contracts. Spare requirements forthe AUR and its related support equipment atorganizational and intermediate level are con-trolled by JCMP but they may task an interimsupport about to supply the material. Fleetmaintenance is supported by NUSC.

Supply Support

The NSPCC has been assigned programsupport responsibilities for the Tomahawkweapon system.

Submarines off-load AURs to supporting AStenders and shore facilities, who returns the AURsto the TWF for normal recertification or un-scheduled maintenance, as applicable. A TMISreport, NAVSEA Form 8510/5, is required in theevent of an unscheduled off-load. TOTEM refur-bishment facilities will be established to supportplatform certification and training requirements.Tomahawk Fitment Shape (TOMFISH) is avail-able for use by shipyards to certify submarineTomahawk handling systems and torpedo tubes.

Nonstandard Support

Ship’s supply personnel are responsible forunique Tomahawk spare parts. Special proceduresfor inventory control of those spare parts arerequired as part of the management of the items.

STOCK RECORDS.— Stock record cardscontaining part number and locator informationmust be maintained on the Tomahawk uniqueitems in a file separate from the ship’s stock.

REPAIR/REPLENISHMENT.— Items alreadyin the federal supply service (FSS) should berequisitioned through supply channels and mustbe accounted for according to supply procedures.Tomahawk unique spare parts that are not in theFSS are requisitioned as follows:

1. Maintenance personnel must identify re-quired replacement items as repairable ornonrepairable by applying normal internal ship

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procedures. Item identification should include thefollowing information:

a. End itemb. Part Number (Federal Supply Code for

Manufacturer [FSCM])c. Nomenclatured. Repairable or nonrepairablee. National Stock Number (NSN) (if

assigned)f. Quantity requiredg. Date material requiredh. Urgency of need

Note: Repair instructions, illustrated partsbreakdown, and parts list are included in theappropriate equipment maintenance manuals.Part numbers may be identified in the APLManagement Form as well.

2. A Storekeeper must determine if the uniqueitem is aboard ship. If the required item is onboard, the Storekeeper issues the part and recoversthe failed unit. A Torpedo Maintenance Dataform must be filled out by the originatingmaintenance facility and sent directly to NUSC.This should be the only direct contact organiza-tional level and intermediate level maintenanceactivities have with NUSC. If a unique item wasreplaced from the ship’s spares, the Storekeepermust requisition a replacement item using a DDForm 1348, to maintain the onboard allowancelevel.

REQUISITION DATA.— Spare or repairparts support is obtained by means of requisitions,DD Form 1348, being submitted to NSPCC ora Defense Logistics Agency (DLA) activity asappropriate. The National Stock Number (NSN)or the Navy Item Control Number (NICN)are used on the requisition to identify theitems.

If an item listed on the AEL or APL is noton board for a required repair or replacement,the item should be requisitioned from NSC orDLA, as appropriate. If immediate repair orreplacement is necessary to meet operational ortraining schedules, SPCC and NUSC should benotified by naval message. If the need for an itemis extremely urgent, NUSC may be contacted bytelephone. If the use of a phone is selected, thetransaction must be confirmed by message. If therequired part is not listed in the AEL or APL anda NSN or NICN is not available, contact NUSCdirectly and inform NSPCC.

Items that are nonrepairable at the inter-mediate level must be stored while awaitingdisposition instructions. A Storekeeper must senda Torpedo Maintenance Data form to NUSC,who will in turn, determine disposition of theitems and provide disposition instructions. TheStorekeeper must then pack and ship or disposeof the items as instructed.

NUSC REQUISITION PROCESS.— To meetimmediate operational or training schedulerequirements for low cost NSN items (under$100.00 each), a naval message will be submittedin accordance with MILSTRIP/MILSTRAP andNAVSUP Pub 485 to the cognizant supplysupport activity as reflected in the NavyMaintenance Data List (NMDL); requirements forhigh cost NSN items (over $100.00 each) and non-NSN items will be submitted to NUSC inaccordance with the above cited publications. Therequisitioning activity will provide informationcopies to CMP (PDA14-41), NSPCC (code05344), and NUSC (code 8313) as appropriate.

Related Equipments

Pressure servicing kits used to maintain andcheck the pressure of encapsulated missiles,pressure vacuum distributors used to purge andrepressurize missile guidance cavities, and Mk 438test sets are provided as contractor furnishedequipment (CFE). NUSC provides spare supplysupport for these items until the supply supportsystem becomes available.

CFE, such as the warhead installation trainerand removal stand, is also spare-supported byNUSC. When repair/replacement exceeds IMA/NUSC capability, NUSC must determine disposi-tion of the items and negotiate a contract throughthe Joint Control Missile project (JCMP) with thewith the contractor.

Pneumatic and electrical umbilicals areshipped inside a shipping container with a tacticalAUR to a submarine by the issuing activity. Reuseof electrical umbilicals previously subjected toseawater is prohibited. Used electrical umbilicals,or any umbilical beyond repair capabilities, mustbe red tagged, stowed in a designated area, andoff-loaded at the first opportunity to a servicingIMA. The IMA submits a Torpedo MaintenanceData form and holds the umbilicals pendingdisposition instructions. Used umbilicals aregenerally refurbished and used with TOTEMs.TOTEM umbilicals must be shipped via an I-levelactivity immediately after use to NUSC for

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refurbishment. Unused umbilicals mustreturned with the AUR to the contractor.

Nuclear Support

be

Nuclear support equipment and the necessarysupply support are provided by NSPCC (code8551) according to Special Weapons OperatingProcedures (SWOP) 100 and NAVSOP 1500. Thismaterial is identified in COSAL’s 95000 series.Requisitions for inert nuclear weapons material(8A) should be submitted to Code 900 at the NavySupply Center, Oakland, California, or NSCNorfolk, as appropriate.

Disposition of Used/Damaged Material

Receipt of defective material from the federalstock system (FSS) is reported to Navy FleetMaterial Support Office according to NAVSUP-INST 4440.120 and to NUSC with a TorpedoMaintenance Data form. The Torpedo Mainte-nance Data form is not to be submitted forcommon hardware items. Disposition instructionsfor defective, damaged, or saltwater-exposedcomponents or equipment may be obtained bysubmitting a Torpedo Maintenance Data form.

DOCUMENTATION

Documents regulate all aspects of theTomahawk vertical launch AUR system duringits life cycle. These actions are taken to assuresystem reliability and have the provision formonitoring areas of the program for possibleimprovement. These documents fall into twobroad categories:

1. Manuals and instructions that are primarilyregulatory in nature, prescribing standardoperating procedures relative to safety, security,accountability, and so forth, for all similar itemsin the Navy inventory.

2. Discrete system documentation and manualsare specifically written to support the Tomahawkvertical launch AUR system describing physical,functional, and operational characteristics as wellas maintenance, handling, and operationalreadiness requirements. System manuals also serveas instructional tools.

The 3-M Systems is a dual-purpose systemproviding for scheduled maintenance through thePMS and data collection through the MDCS.

REPORTS

The TMIS conveys reports of maintenanceactivity at the user level to the cognizant activityfor data collection. The Torpedo MaintenanceData Report is the vehicle used to convey reportsof damaged, faulty, failed equipment, andineffective documentation. For the Tomahawkmissile, NUSC has the responsibility of main-taining and disseminating this information. Ifproblems should arise with warheads or warheadmissile interfaces, an Unsatisfactory Report (UR)must be submitted to Naval Ordnance Station,Indian Head Detachment, McAlester, Okla., inaccordance with SWOP 5-8.

ATRs must be submitted to NSPCC infoCMP, by fleet activities, per CINCLANT-FLTINST 8010.4, COMNAVLOGPACINST8015.1, and NSPCCINST P8010.12. This data iscollected by NSPCC for the purpose of inventorycontrol and identification of current assetlocation to meet the requirements of CAIMS.CAIMS data are subsequently provided tothe FLTAC Central Data Collection Agencyaccording to a data exchange program.

A submarine launched Tomahawk missilemust immediately be reported by a firing report.

RECORD BOOK

The purpose of the record book for Toma-hawk cruise missile (JCMP PUB 4440) is fivefold:

1. It provides a record of both the modes oftransportation and duration.

2. It provides a record of AUR handling.3. It provides a record of all tests involving

the AUR only.4. It provides a history of maintenance and

significant events.5. It provides a record of any waivers/

deviations to the technical manual accept-ante/rejection criteria.

The record book must be kept current andmust be returned with the weapon to theTomahawk Weapons Facility at the time ofrecertification, unscheduled maintenance, orconversion.

Data from the record book is added to testdata generated during recertification and othertests. The type of activity, date of receipt, anddate of transfer must be noted in the record book.To associate conditions of transportation andstorage with other data, the type of activity

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Table 4-4.-MOSS System Scheduled Maintenance

having custody of the missile between recertifica- The MOSS system is offloaded from the sub-tions must also be known.

Classified information is entered in the recordbook on pages 1 and 6 only. The record bookbecomes classified CONFIDENTIAL FRD(Formerly Restricted Data) when the first entryis made on page 6. When the warhead is installedand the missile is moved, an entry is made onpage 1 and the data is classified CONFIDENTIALFRD.

In a pocket in the back of the record bookare green cover sheets. These sheets must beimmediately removed and attached to the frontand back covers once a classified entry is madein the record book. Appropriate data (serialnumber and configuration and recertificationdate) from the original covers must be entered onthe new green cover sheets.

MOBILE SUBMARINE SIMULATOR(MOSS) SYSTEM MK 70 MOD 0

The Mobile Submarine Simulator System(MOSS) Mk 70 Mod 0 consists of the followingsubsystems: Mk 57 Mod 0 mobile submarinesimulator, Mk 136 Mod 0 launcher, Mk 5 Mod 2dual stow and load tray, and the Mk 348, Mod 1fire control panel. MOSS system accessoriesconsist of a loading pole, bridge assembly, dual-tray extenders (10- and 19-inch), exercise sections,synchronous clock extenders, warm cable andguard assembly (expendable), and batteries.

marine at the end of each routine deploymentcycle. The vehicle, launcher, dual tray, loadingpole and bridge are returned to the tender forcheckout, maintenance and refurbishment priorto redeployment. MOSS vehicles are turnedaround in accordance with the proceduresspecified in SW570-A0-MMI-010/MK 70. As withthe other weapons systems we have discussed,the MOSS has three levels of maintenance:organizational, intermediate, and depot. We willstart our coverage with the organizational level.

ORGANIZATIONAL LEVELMAINTENANCE

Organizational level maintenance for thevehicle, launcher, and dual tray entails replace-ment of the warm cable and A-cable as required.You should conduct a visual inspection withwiping down of the vehicle and launcher afterimmersion in water, and exterior cleaning of thedual tray. Onboard-fire-control-panel mainte-nance consists of fault isolation to the lamp,switch, circuit card, and module level, andreplacement of faulty lamps, switches, andmodules.

Scheduled maintenance of the MOSS systemby organizational activities is shown in table 4-4.

Onboard maintenance is not required for thedual tray, loading pole, and bridge assembly.These items should be checked out after they areloaded aboard and prior to deployment.

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The MOSS system is offloaded from the sub-marine for 90-day maintenance at the end of eachroutine deployment cycle. The vehicle, launcher,dual tray, loading pole, and bridge are returnedto the supporting IMA for routine postdeploy-ment checkout, maintenance, and refurbishment.In addition, periodic load testing and certifica-tion of the following items are required every 48months:

1. Launcher2. Launcher cover assembly3. Dual tray4. 10-inch extension5. 19-inch extension6. Loading pole assembly7. Tail nut adapter8. Sling Mk 111 Mod 09. Sling, MOSS handling

10. Sling, endless loop

INTERMEDIATE LEVELMAINTENANCE

Scheduled maintenance of the MOSS systemat intermediate level maintenance activities con-sists of postrange turnaround, postdeploymentmaintenance, and complete turnaround using theprocedures outlined in NAVSEA OP 4336. Theload testing and certification of the componentslisted in the previous paragraph must beconducted as part of the intermediate levelmaintenance.

Following each sea run, MOSS vehicles mustbe returned to a shore-based IMA for completeturnaround. This includes afterbody preparation,system tests, and preparation for reissue.

Postdeployment maintenance must be con-ducted every 90 days. MOSS system components(vehicle, launcher, dual tray, bridge, and loadingpole) are routinely maintained by the issuing IMA(tender or shore-based) following each offloadand deployment cycle. Postdeployment mainte-nance includes inspection of the vehicle forexterior damage, verification of vehicle readiness,removal and refurbishment of the battery, andpreparation of the vehicle for tactical or exercisedeployment. The launcher, dual tray, bridge, andloading tray are inspected for corrosion anddamage, functionally tested, and certain parts arelubricated during postdeployment maintenance.

MOSS vehicles must be returned to a desig-nated shore-based IMA for complete turnaround

after 1 year of fleet service. Additionally theMOSS vehicles must be returned if any of thefollowing conditions should apply:

1. Exposure to flooded tube condition2. Failure to meet inspection and/or test

requirements3. After 2 years of continuous storage without

deployment

The Mk 391 Mod 0 fire control panel is usedaboard tenders, at shore-based IMAs, and at therepair depot for turnaround maintenance andsystem checkout of MOSS vehicles. This portablepanel consists of the Mk 348 Mod 1 fire controlpanel housed within an external case withaccompanying cables and external power supplyfor portable maintenance use.

The Mk 572 Mod 0 test set (fig. 4-11) is a singlecabinet, dual-purpose test set, designed as aMOSS system and FIR test set. This test set is usedat shore-based IMAs and repair depot facilities.It is composed of standard test equipment and apair of panels designed especially for the MOSSsystem and FIR module testing. The test setmust be certified annually. The rack-mountedcommercial test equipment must be removed andcalibrated according to standard calibrationprocedures for each device.

The Mk 608 Mod 0 launcher test set is a single-purpose test set designed to cycle the launcher,test launcher circuits and valves, and test forlauncher circuit continuity. The launcher test setis intended to be used at repair depots, shore-based IMAs, and aboard submarine tenders.

Replacement of Modules

The MOSS consists of 12 FIR modulesassembled into a torpedo-shaped vehicle. The FIRconcept, prevalent in torpedo design, entailsarrangement of assemblies within the simulatorso that module assembly and removal can be donequickly with standard hand tools.

If, during testing, abnormal results areattained, fault isolation procedures contained inNAVSEA OP 4336 should be followed toeliminate the abnormal condition. If, onboard asubmarine tender, fault isolation procedures failto satisfactorily eliminate an abnormal condition,the entire MOSS vehicle, along with a complete

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Figure 4-11.-Test Set Mk 572 Mod 0.

description of the failure symptoms, is returned replacement means that the following proceduresto ashore-based IMA for detailed failure analysis, are to be used.corrective action, and turnaround.

1. Replace the first module or part on the listThroughout the conduct of fault isolation of items to be sequentially replaced with a new

procedures contained in NAVSEA OP 4336, like item.instructions to sequentially replace certain 2. Restart the test at the last power-on stepmodules or parts are frequently used. Sequential of the test.

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3. If the originally failed test step is passed,stop and repeat the entire test.

4. If the test still fails, reinstall the moduleor part that was removed and replace thenext module or part on the list of items to besequentially replaced with a new like item.

5. Restart the test at the last power-on step.If the originally failed test step is passed, stop andrepeat the entire test. If fault isolation proceduresemployed by a shore-based IMA fail to eliminatethe problem, the complete MOSS vehicleassembly, along with a complete description ofthe failure symptoms, the sections of the faultisolation table that were followed, and themodules or parts replaced should be shipped tothe MOSS depot repair activity.

DEPOT LEVEL MAINTENANCE

MOSS system components are returned to thedesignated depot repair activity as follows:

1.2.

3.

Vehicles—after 10 sea runsLaunchers—after 50 firings (total includesshop tests as well as at-sea launches)All other components:a. After 5 years of service in IMA/fleet

facilitiesb. Major item replacement or repair that

cannot be accomplished at the IMAfacility

The depot activity provides those services thatcannot be routinely performed by the shore-basedactivities. These services include the following:

1. Major item and FIR repair2. Static and dynamic seal replacement3. Refurbishment of exterior/interior pro-

tective finish4. Major item disassembly and replacement

of parts

RECORDS AND REPORTS

Each vehicle and launcher is provided with anindividual record book for recording maintenanceactions, test data, and transfer and receiptinformation. The record book is maintained bythe activities having custody of the hardware(vehicle and launcher). The record book must beforwarded with the equipment when it is trans-ferred from activity to activity. Generally, therecord book is packaged in watertight plastic bags

and placed in the container with the unit. Fora submarine loadout and offload, the recordbook is transferred by hand. When a vehicle islaunched, the respective record book is forwardedto the issuing activity at the first opportunity.

The Torpedo Information Data form, is usedby organizational and intermediate maintenanceactivities for MOSS system reports. At theorganizational level, MOSS failures, maintenanceactions, and RUDTORPE comments must bereported for the following equipment andpublications:

1.2.3.4.5.

6.

A

MOSS Vehicle Mk 57Launcher Mk 136Fire Control Panel Mk 348Dual Tray Mk 5MOSS support/handling equipment, in-cluding loading pole and bridge assemblyNAVSEA OP 4336 (technical manual forMOSS Mk 70) and other documentation/procedures pertaining to items 1 through5 above

sample of a completed Torpedo Informa-tion Data form, being used to report a deficiencyin the MOSS system is shown in figure 4-12.The REPORT TYPE block, block 3 is markeddeficiency by the organizational maintenanceactivity.

The IMA may report failures, maintenanceactions, configuration data, ORDALT, logisticsactions, and informal RUDTORPE comments/recommendations using this form.

At IMAs, MOSS reporting is applicable to thefollowing equipment/documentation items:

1.2.3.4.5.6.

7.

MOSS Vehicle Mk 57Launcher Mk 136Fire Control Panels Mk 348/391Test Sets Mk 572/608Dual Tray Mk 5MOSS support/handling equipment in-cluding loading pole and bridge assemblyIntermediate Maintenance Manual forFCP Mk 391, NAVSEA SW 570-DO-MMI-010; NAVSEA OP 4336 (technicalmanual for MOSS Mk 70); NAVSEA SW57O-AO-MMI-010, Tender Maintenanceand Handling Manual for MOSS Mk 70),and other documentation/procedurespertaining to items 1 through 6 above.

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Figure 4-12.

4-31

Maintenance Report. Routine preventivemaintenance actions should be reported asfollows :

1.

2.

3.

At the completion of an exercise vehicleturnaround by a shore-based IMAAt the completion of a postdeploymenttacticaI vehicle turnaround or launchercheckout by a tender or shore-basedIMAAt the completion of a rebuild/refurbish-ment/issue of any major MOSS hard-ware, including battery activation.Routine handling, visual inspections,exterior cleaning, and so forth, neednot be reported; only nondeficiencymaintenance resulting from normal useand handling must be reported as amaintenance report.

ORDALT/Change Reports. These reportswill include all ORDALT/Change installa-tions performed on the MOSS vehicle andassociated support, handling, and testequipment.

Logistics Reports. These reports will in-clude the receipt, issue, or transfer of aMOSS vehicle, or a MOSS componentlisted on the component identificationsheets, or associated support, handling,and test equipment, or MOSS battery.

The component identification sheets from theMk 57 MOSS record book are a major source ofconfiguration information and means of trackingfinal assembly tests. They are used instead ofrequiring separate component listings andreporting. After a complete vehicle turnaroundor major rebuild is performed, a copy of thecomponent identification sheet from the recordbook must be submitted with the TorpedoMaintenance Data form.

Detailed instructions for completing the NAV-SEA Form 8510/5 for MOSS system applicationby organizational maintenance activities arecontained in technical document TW 510-AA-PRO-020/TMIS. At IMAs technical documentTW 510-AA-PRO-030/TMIS applies.

SUMMARY

The ASROC, Harpoon, Tomahawk and themobile submarine simulator (MOSS) with all oftheir complex systems require extensivemaintenance. In order that this requiredmaintenance be provided, maintenance has beenorganized into three levels— organizational,intermediate, and depot. Each level has its owndefined maintenance tasks to be performed andits specific logistic support.

The technician’s reporting responsibility andthe various reports he used in his reporting wereprovided so that you could see examples of aTorpedo Maintenance Data form when used asa RUDTORPE, deficiency report or a combina-tion report.

REFERENCES

ASROC Missile, SW180-AA-MMI-010/2963, NavalSea Systems Command, Washington, D.C.,1990.

Encapsulated Harpoon, Maintenance and Stowage,SW820-AB-WHM-010, Naval Sea SystemsCommand, Washington, D.C., 1990.

Encapsulated Harpoon, SW820-AB-LOG-010,Naval Sea Systems Command, Washington,D.C., 1989.

Mobile Submarine Simulator Mk 70 Mod 0,SW570-AO-MMI-010, Naval Sea SystemsCommand, Washington, D.C., 1981.

Tomahawk Cruise Missile Logistics Support,SW820-AA-LOG-020/UGM-109-2, Naval SeaSystems Command, Washington, D.C., 1988.

Tomahawk Cruise Missile Maintenance, SW820-AA-MMO-010, Naval Sea Systems Command,Washington, D.C., 1987.

Torpedoman’s Mate 1 & C, N A V E D T R A10164-D, Naval Education and TrainingProgram Development Center, Pensacola,Fla., 1984.

Torpedoman’s Mate Third Class, NAVEDTRA10168, Naval Education and Training ProgramManagement Support Activity, Pensacola,Fla., 1989.

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CHAPTER 5

MECHANICAL AND ELECTRICALMAINTENANCE

OVERVIEW OUTLINE

Describe the safety requirements relating to Safetymechanical and electrical maintenance.

General maintenance

Describe mechanical maintenance guidelines. Mechanical maintenance

Describe maintenance requirements for surface Surface vessel torpedo tube maintenance

vessel and submarine torpedo tubes. Submarine torpedo tube maintenance

Describe electrical maintenance guidelines. Electrical maintenance

Maintenance means everything you do to“keep’em firing.” It means knowing your equip-ment and keeping it in shape to do its job. In thischapter we shall take up maintenance in terms ofthe specific work that you will be expected to dowith torpedo tubes and test equipment. Your jobis to have every torpedo tube ready to operate atall times and to keep every weapon in the fight.

In time of war, preventive maintenance savesmore than time and repairs. You probablyremember the poem that tells how, for want ofa missing horseshoe nail, a battle was lost. Thehorse’s shoes should have been inspected, and themissing nail replaced—just a matter of preventivemaintenance. Of course, we do not use horseshoenails aboard modern warships, but see theanalogy. Maintenance can mean the differencebetween victory and defeat, both ashore andafloat. If anything goes wrong with the fightingequipment of a ship, it is out of action until repairscan be made, and then it might be too late. Youhave been around long enough to know that aship’s fighting equipment is very complicated withmany parts dependent on other parts. A greatdeal of money and ingenuity have gone into thatequipment. But if it is not in working order whenneeded, it is worthless.

We will begin our discussion by coveringthe safety aspects of mechanical and electrical

maintenance. Then we will talk abouthydraulic/mechanical maintenance and electricalmaintenance. After we have covered the basics ofthese areas, we will apply what we have discussedto the surface and submarine torpedo tubes andthe test equipment that you will be responsiblefor maintaining on a day-to-day basis.

SAFETY

The primary reason for the vast amount ofinformation available on the subject of safetyprecautions is simply the desire to preventaccidents. Research shows that a majority of allaccidents comes through sheer carelessness. Notonly is there a loss of time involved in an accident,but also there is an accompanying loss of equip-ment, material, or, in an extreme case, life itself.Aside from these important considerations, thereis a vast amount of money wasted in replacingdamaged equipment, performing investigations,paying for hospitalization or funerals, and for lossof man-hours resulting in convalescence. Theseare but a few of the problems faced every day bythe Navy because personnel fail to heed the postedand required safety precautions.

Safety is everybody’s job. Awareness ofdanger, knowledge of how to avoid it, and

5-1

constant vigilance are the three basic requirementsfor the prevention of accidents while you areworking on or operating ordnance equipment.

Practical safety features are incorporated intoNavy equipment to eliminate potential hazards topersonnel. Since familiarity with equipment leadsto carelessness, observation of all safety noticesand rules is mandatory. A relaxation of vigilanceshall never be permitted.

Each piece of ordnance equipment has aspecific list of safety precautions to be observedduring operation and/or maintenance. Studythese thoroughly before attempting to operate orrepair this equipment.

Before we can start talking about actuallyperforming any maintenance on torpedo tubes ortest equipment, we will go over a few of the safetytips that you will see over and over again. Butsince it may mean the difference between life anddeath, here it is again.

MECHANICAL SAFETY

The mechanical maintenance you will performis so wide ranging that there is no way we cancover every area of safety that you will need toknow, but we will attempt to discuss some of themain areas that you will encounter. The first andpossibly most used areas are the hydraulic andpneumatic systems.

Hydraulic\Pneumatic Safety

These are but a few of the safety rules thatmust be observed when operating or working onthese systems.

Never disconnect hydraulic lines or dis-assemble hydraulic equipment when thehydraulic system power motor is running.

Never disconnect hydraulic lines or dis-assemble hydraulic equipment until theaccumulators have been manually dumpedto tank.

Never manually actuate switches, solenoids,relays, or valves on hydraulic systemsunder pressure unless you are competentand qualified to perform these actions.

Report hydraulic leaks immediately sothat they may be repaired at the firstopportunity.

If clothing becomes drenched with hydrau-lic fluid, immediately change into dryclothing, for hydraulic fluid is injurious toyour health when in prolonged contactwith the skin. Additionally it is a firehazard; because of this fact, spills shouldbe immediately wiped up.

Never spray hydraulic fluid, heat it to itsflash point, or otherwise subject it toconditions that cause vaporization.

Do not handle hydraulic fluid in thepresence of electrical sparks or openflames.

Do not mix air and hydraulic fluid in apressurized system. An explosive mixturecould result (commonly known as diesel-action).

Never use oil on gauges associated withpneumatic systems. Do not use an oilgauge on an air system. Check the accuracyof gauges frequently as prescribed bymaintenance requirement schedules.

Do not close or open air or hydraulicvalves rapidly unless authorized to do so.

Before mating air and hydraulic systemcoupling, inspect the threads makingcertain they are free of dirt, oil, andphysical defects.

Do not direct a high-pressure air jet at anypart of the human body; this maybe fatal.

All personnel taking part in and observingoperation of power equipment shall remainalert, keep clear of moving parts, and bethoroughly familiar with the safety pre-cautions applicable to that equipment. Atno time will skylarking be tolerated.

Hydraulic systems operate under hydraulicpressures ranging from approximately 100psi to 3000 psi. Some pneumatic systemsoperate in approximately the same rangeof pressures as hydraulics. These pressuresare dangerous and can be hazardous.

Safety precautions must be observed whenperforming maintenance, testing, and operatingordnance hydraulic and pneumatic equipment.

5-2

The high pressure liquid or air can cause majorinjuries to your face, hands, and other parts ofthe body by jets of air or liquid escaping fromhighly pressurized valves or pipe connections.

Tool Safety

There are a few basic rules that you shouldkeep in mind when using wrenches:

. Always use a wrench that fits properly.

. Keep wrenches clean and free of oil. Other-wise, they may slip, resulting in possibleinjury or equipment damage.

l Do not increase the leverage of a wrenchby placing a pipe over the handle. Increasedleverage may damage the wrench or thework.

l Determine which way a nut should beturned before trying to loosen it; most nutsare turned counterclockwise for removal.This may seem obvious, but even ex-perienced personnel have been observedstraining with a wrench in the tighteningdirection when they wanted to loosen it.

The following precautions should be observedwhen using torque wrenches:

. Do not use the torque wrench as ahammer.

l When using the micrometer setting type,do not move the setting handle below thelowest torque setting. However, it shouldbe placed at its lowest setting prior tobeing returned to storage.

. Do not use the torque wrench to applygreater amounts of torque than its ratedcapacity.

l Do not use the torque wrench to breakloose bolts which have been previouslytightened.

l Never store a torque wrench in a toolboxor in an area where it may be damaged.

Be thoroughly familiar with all posted safetyprecautions and those listed in the OP pertainingto the equipment to which you are assigned.

Do not think that once you have learned allapplicable safety precautions you can sit back andtake things easy. Review the precautionsperiodically, particularly those for jobs seldomperformed. Try to improve upon any rules ineffect. Safety is everyone’s responsibility, not justthose who drew up the regulations. Most accidentsare caused by personnel who are so familiar withtheir job that they think they can take shortcuts;by personnel who do not know the applicableprecautions; by practical jokers; or in the majorityof instances, by personnel exercising plain care-lessness.

ELECTRICAL SAFETY

You will install, maintain, and repair electricaland electronic equipment in confined spaces inwhich dangerously high voltages are present.Among the hazards of this work is the possibilityof injury caused by electric shock, electricalfires, harmful gases, and the improper use oftools.

Because of these dangers, you should developsafe and intelligent work habits. You shouldalways be on the lookout for dangerous conditionsand avoid unsafe acts. You must also know theauthorized methods for dealing with fires of anelectrical origin. You must know how to treatburns and how to give artificial ventilation(respiration) to persons suffering from electricshock. In some cases, you may have to performexternal heart compression in addition to artificialventilation to restore the heartbeat. (Artificialventilation and external heart compression per-formed together is known as cardiopulmonaryresuscitation [CPR].)

The life of a shipmate may easily depend uponyour CPR skills. This statement is not meant toindicate that knowledge of other first-aid pro-cedures are less important; rather, it is meant toalert you of the importance of being currentlycertified in the special skills of CPR in order totake immediate, correct, and successful actionsin the event of heart stoppage and/or breathingstoppage.

Electric Shock

Electric shock may cause burns of varyingdegree, the stoppage of breathing and unconscious-ness, ventricular fibrillation or cardiac arrest, anddeath.

5-3

If a 60-hertz alternating current is passedthrough a person from hand to hand or fromhand to foot, the effects when current is graduallyincreased from zero are as follows:

At approximately 1 milliampere (0.001ampere), the shock will be felt.

At approximately 10 milliamperes (0.01ampere), the shock is severe enough toparalyze muscles and a person may beunable to release the conductor.

At approximately 100 milliamperes (0. 1ampere), the shock is usually fatal if it lastsfor one second or more. Remember thatcurrent, rather than voltage, is the funda-mental cause of shock intensity.

You should clearly understand that theresistance of your body will vary. That is, if theskin is dry and unbroken, body resistance will bequite high—300,000 to 500,000 ohms. However,if the skin becomes moist or broken, bodyresistance may drop to as low as 300 ohms. Thus,a potential as low as 30 volts could cause afatal current flow. Therefore, any circuit with apotential in excess of this value must be considereddangerous.

Electric shock is caused by contact with anelectric circuit. The victim usually experiences ajarring, shaking sensation or the sensation of asudden blow. If the voltage is sufficiently high,unconsciousness results. Severe burns may appearon the skin at the place of contact.

Shock causes muscle spasms, which resultsin a person clasping the tool or wire that causedthe shock and rendering him unable to turn itloose. Electric shock can kill its victim bystopping the victim’s heart or his breathing. It maydamage nerve tissue, which may result in a wastingaway of muscle. This damage may not becomeapparent until several weeks or months after theshock is received.

The following procedure is recommended forrescue and care of shock victims:

1. Remove the victim from the electricalcontact at once, being careful not to endangeryourself; you can do this by (a) de-energizing theprimary power switch if it is nearby or (b) usinga dry stick, rope, leather belt, coat, blanket, orany other nonconductor of electricity to pull thevictim away from the electrical contact.

2. Determine whether the victim is breathing.If so, keep the person lying down in acomfort able position. Loosen the clothing abouthis neck, chest, and abdomen so that the personcan breathe freely. Take precautions to protectthe victim from exposure to the cold, andmaintain a watch of the victim’s behavior.

3. Keep the victim from moving about. Aftershock, the heart is very weak, and any suddenmuscular effort or activity may result in heartfailure.

4. Do not give the victim stimulants ordepressants. Send for a medical officer at onceand do not leave him until adequate medical careis given.

5. If the victim is not breathing, you mustapply artificial ventilation without delay, eventhough the victim may appear to be lifeless.

Working on Energized Circuits

Insofar as is practical, you should not under-take repair work on energized circuits andequipment. However, it could become necessary,such as when you make adjustments on operatingequipment. In such cases, obtain permission fromyour supervisor, then proceed with your work,and carefully observe the following safetyprecautions:

Have adequate lighting to safely andproperly perform the job.

Insulate yourself from the ground by anapproved rubber mat or layers of drycanvas and/or wood.

Where practical, use only one hand,keeping the other either behind you or inyour pocket.

Wear rubber gloves, if you expect voltageto exceed 150 volts.

Station an assistant near the main switchor circuit breaker so the equipment can beimmediately de-energized in case of anemergency.

Station someone that is qualified in firstaid for electric shock in the proximityduring the entire operation.

DO NOT WORK ALONE.

5-4

. DO NOT work on any type of electricalapparatus when you are wearing wetclothing or if your hands are wet.

. DO NOT wear loose or flapping clothing.

. DO NOT wear thin-soled shoes and shoeswith metal plates.

. Flammable articles should not be worn,such as celluloid cap visors.

. Remove all rings, wristwatches, bracelets,and similar metal items before working onequipment. Also ensure that your clothingdoes not contain exposed metal fasteners,such as zippers, snaps, buttons, and pins.

. DO NOT tamper with interlock switches;that is, do not defeat their purpose byshorting them or blocking them open.

. Ensure that equipment is properly groundedbefore energizing.

. De-energize equipment before attachingalligator clips to any circuit.

. Check for the presence of voltage only withapproved meters and other indicatingdevices.

Working On De-Energized Circuits

When any electronic equipment is to berepaired or overhauled, certain general safetyprecautions should be observed. They are asfollows:

1. Remember that electrical and electroniccircuits often have more than one source ofpower; take the time to study the schematics orwiring diagrams of the entire system to ensure thatall sources of power have been disconnected.

2. If pertinent, inform the remote stationregarding the circuit on which work will beperformed.

3. Use one hand when turning switches on oroff.

4. Safety devices, such as interlocks, overloadrelays, and fuses, should never be altered ordisconnected except for replacement. In addition,they should never be changed or modified in anyway without specific authorization.

5. Fuses should be removed and replaced onlyafter the circuit has been de-energized. When afuse blows, the replacement should be of the sametype and have the same current and voltageratings. A fuse puller should be used to removeand replace cartridge fuses.

6. All circuit breakers and switches fromwhich power could possibly be supplied shouldbe secured (locked if possible) in the OPEN orOFF (safe) position and tagged.

7. After the work has been completed, the tag(or tags) should be removed only by the person(s)who signed it when the work began.

8. Keep clothing, hands, and feet dry if at allpossible. When you must work in wet or damplocations, place a rubber mat or other non-conductive material on top of a dry, wooden plat-form or stool to sit and stand on. Use insulatedtools and insulated flashlights of the molded typewhen you are required to work on exposed parts.

Electrical Fires

No one will argue with the statement that firesare a hazard. They are such a hazard that we haveclassified them: A, B, and C. Class A fires involvewood, paper, cotton and wool fabrics, rubbish,and the like. Class B fires involve oil, grease,gasoline and aircraft fuels, paints, and oil-soakedmaterials, and class C fires involve insulation andother combustible materials in electrical andelectronic equipment.

Electrical or electronic equipment fires resultfrom overheating, short circuits (parts failure),friction (static electricity), or radio-frequency arcs.Also, equipment may be ignited by exposure tonearby class A or B fires. Since class C firesinvolve electrical circuits, electric shock is anadded hazardous condition. Thus, wheneverpossible, any electrical equipments exposed to aclass A or class B fire, or actually ignited by sucha fire, should be de-energized immediately. If theequipment cannot be de-energized completely,you must use protective measures to guard againstelectric shock. In addition, extinguishing agentsother than gases will contaminate delicate instru-ments, contacts, and similar electric devices.Therefore, carbon dioxide (C02) is the preferredextinguishing agent for electrical fires because itdoes not conduct electricity and it rapidlyevaporates, leaving little or no residue. Thus, itsuse reduces the possibility of electric shock topersonnel and damage to delicate equipment asa result of contamination.

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A dry chemical type of extinguishing agent,composed chiefly of potassium carbonate (Purple-K),is suitable for electrical fires because it is a non-conductor and provides protection against electricshock. However, damage to electrical or electronicparts may result from the use of this agent. Thedry chemical extinguisher is similar in appearanceto the CO2 extinguisher.

A solid stream of water must never be usedto extinguish electrical fires in energized equip-ment. Water usually contains minerals that makeit conductive; the conductivity of sea water ismany times greater than that of fresh water. Puredistilled water is not a good electrical conductorand, therefore, may be used in an emergency onsmall electrical fires. If circumstances demand theuse of fresh water or seawater, fog produced bya special hose nozzle (fog head or tip) maybe usedin electrical or electronic equipment spaces. Thefog, which is a fine diffusion or mist of waterparticles, has very little conductivity.

Foam is not recommended for electrical firesbecause of equipment damage and possible shockhazard to personnel; however, if necessary, foammay be used only on de-energized circuits. Whena blanket of foam is applied to a burningsubstance, the foam smothers the fire; that is, itcuts off the air supply to the burning substance.Thus, the supply of oxygen necessary to supportcombustion is isolated from the substance, andthe fire will be extinguished.

The following general procedure is used forfighting an electrical fire:

1. Promptly de-energize the circuit or equip-ment affected.

2. Sound an alarm in accordance with stationregulations or the ship’s fire bill. When ashore,notify the fire department; if afloat, notify theofficer of the deck. Give the fire location and statewhat is burning. If possible, report the extent ofthe fire; that is, what its effects are upon thesurrounding area.

3. Secure ventilation by closing compartmentair vents or windows.

4. Control or extinguish the fire using a CO2

fire extinguisher.5. Avoid prolonged exposure to high concen-

trations of carbon dioxide in confined spaces. Thedanger of suffocation exists in confined spacesunless special breathing apparatus is available.

Even under normal conditions, fire aboard aNavy vessel at sea can cause more fatalities andinjuries to personnel and damage to the ship than

those resulting from battle. To know and under-stand the dangers of fire is extremely importantfor all personnel.

GENERAL MAINTENANCE

Back home you may have kept your old jalopyrunning by puttering with it in all your spare timeand learning from your mistakes. You have seenenough torpedo tubes and test equipment withtheir complex and powerful but sensitivemachinery to know that modern weapons requirespecial skill to maintain. Mistakes can be toocostly in personnel and money to take a chance.You cannot just turn loose eager beavers withscrewdrivers and leave it to their ingenuity to doa maintenance job.

Some maintenance jobs must be done moreoften than others. The Navy uses maintenancerequirement cards (MRCs) (fig. 5-1), in thePlanned Maintenance System (PMS) to make surethat routine maintenance jobs are done at therequired regular intervals (weekly, daily, monthly,etc.) and that no steps are forgotten.

You will obtain the MRCs from your workcenter supervisor. The MRCs will then becomea guide when doing the work. These MRC’sspecify all the routine maintenance jobs that arerequired for a given torpedo or piece of testequipment, leaving as little as possible to theimagination. The individual maintenance itemsfor tasks are classified by frequency—how oftenthey are to be done.

Daily maintenance is concerned mostly withlubrication and inspection. On a torpedo thismight be a visual inspection for Otto Fuel II leaksand on the torpedo tube it might be checking thesight glass for any evidence of leakage. To do thelubricating, you must have the lubrication chart(there may be several) for that piece of equipment.

PREVENTIVE MAINTENANCE

There are two main classes of maintenancework. The most important, which accounts formost of the maintenance work you do, is pre-ventive maintenance. The purpose of preventivemaintenance is not so much to repair troubles andmalfunctions as they arise, but to prevent thembefore they appear. Preventive maintenance isbased on the well-known principle that an ounceof prevention in the form of adequate routinemaintenance is worth a pound of cure in the formof repair.

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Figure 5-1.-Maintenance Requirement Card.

Preventive maintenance is not dramatic orexciting. There is no glamour in a grease gun, buttaking a little trouble and time to do the pre-ventive routine maintenance now will save a lotof trouble and time later by heading off break-downs and time-consuming repairs.

Your preventive maintenance work may bevery much like that of a coach who is assignedto keeping a team of highly trained athletes in topfighting form. For both TMs and machines, it isdaily attention to details that is important. Formachines, these details are things like inspection,lubrication, and tighteningand adjusting of parts.

To let any of those things go means trouble, justas there is trouble for an athlete who decides tobreak training.

CORRECTIVE MAINTENANCE

In spite of the best preventive mainte-nance, sometimes your equipment will mal-function or break down altogether. Then itwill need corrective maintenance—the urgentrepair or overhaul work required to get itinto working order. Effective routine maintenancewill keep this kind of work to a minimum, but

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there are times in battle when you must expectcasualties and breakdowns and must be preparedto deal with them.

The more you know about how your equip-ment works, the better you will troubleshoot andrepair it. Experience is a great teacher, but youcannot wait until your torpedo or test equipmentbreaks down in battle to find out how to repairit. Studying the troubleshooting methods andrepair techniques will give you the background

you need to combine with practice to make youan efficient repairman.

MECHANICAL MAINTENANCE

The area that you will be doing most of yourmechanical maintenance will be the torpedo tubes.So, let’s discuss the maintenance for the torpedotubes located on both submarines and surfacevessels.

Figure 5-2.-Surface Vessel Torpedo Tube Mk 32 Mods 5 and 7.

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TORPEDO TUBE MAINTENANCE why don’t we apply it to the surface torpedotubes.

Various weapons will come and go, but theone system that will remain is the torpedo tubes.If they do not operate properly, no matter howhigh tech your weapons are, they will be rendereduseless. Therefore, the most important piece ofequipment that you will be responsible for main-taining is the torpedo tubes.

Now, that we know the difference be-tween preventive and corrective maintenance,

Surface Vessel Torpedo Tube Maintenance

Surface vessel torpedo tubes are either thetrainable type or the fixed (stationary) type. Themaintenance of the different types are basicallythe same. The Mk 32 Mods 5 and 7 (fig. 5-2), 14(fig. 5-3), and 15 are trainable and the Mk 32 Mod9 (fig. 5-4) is fixed.

Figure 5-3.-Surface Vessel Torpedo Tube Mk 32 Mods 14 and 15.

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Figure 5-4.-Surface Vessel Torpedo Tube Mk 32 Mod 9.

What we need to do now is introduce you tosome of the consumables and special toolsrequired to perform maintenance on surface vesseltorpedo tubes.

Table 5-1 list consumables which are itemssuch as lubrication supplies, and gaskets. Table5-2 list those items needed in addition to normallysupplied tools.

Before you start to work on any surface vesseltorpedo tube perform the following procedures:

1.

2.3.

4.5.

Shut down all power to the tube and tagapplicable switches.Remove the muzzle cover.Bleed the air pressure from the breechmechanism and remove it from the barrel.Remove the securing mechanisms.If the barrel is loaded, train the tube to theunloading position and unload the torpedo.

As we discussed earlier in this chapter,preventive maintenance consist of periodicinspection, cleaning, lubrication and operationaltesting of the torpedo tube. Since preventivemaintenance is accomplished in accordance withPMS, and the procedures outlined on theapplicable MRCs, we will not attempt to go intospecific maintenance requirements.

What we will do is to introduce you to someof the corrective maintenance that will be requiredfrom time to time.

The purpose of corrective maintenance onsurface torpedo tubes is to correct existing orprobable system or component malfunctions,including maintenance of records and spare parts.Corrective maintenance consists of trouble-shooting for fault isolation and replacement ofcomponents.

You should observe the following general pro-cedures when preparing tubes for fault isolation,component tests, and corrective maintenance:

1.

2.3.

4.

5.

6.

7.8.

Keep all parts clean and free from allforeign matter.Protect all working surfaces from damage.Cover all openings in pneumatic systemswith heavy paper or tape to prevent theentrance of foreign material.Handle all gaskets and seals with care;discard all those that are damaged or worn.Check that all vent and bleed openings arefree of obstruction.Coat threads with antiseize compound,unless otherwise specified.Lubricate o-rings lightly with grease.Clean disassembled parts and matingsurfaces with cleaning solvent.

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Table 5-1.-Consumables

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Table 5-2.-Special Tools and Equipment

During fault isolation, you, the technician will Your job, as a maintenance person, would notuse specified test procedures to determine the area usually require you to completely disassemble orof the malfunction. Table 5-3 is a example of whata fault isolation chart will look like. These chartscan be used in analyzing major malfunctions. Toavoid any unnecessary disassembling, you shouldperform a systematic analysis of the malfunctionto determine the specific cause and take correctiveaction as required. Refer to disassembly or repairprocedures as applicable.

Fault isolation and corrective repair pro-cedures are listed in applicable technical manuals.Technical manual SW395-AC-MMO-010/OP 3355applies to the Mk 32 Mods 5 and 7 surface vesseltorpedo tubes, technical manual SW395-AD-MMO-010/Mk 32 Mod 9 applies to the Mk 32Mod 9 surface vessel torpedo tubes, and technicalmanual SW395-AE-MMO-010 applies to theMk 32 Mod 14 surface vessel torpedo tubes.

To ensure system integrity after correctivemaintenance, you should do general maintenanceand/or conduct operational tests. Refer to theapplicable maintenance index page (MIP) for alisting of the different procedures.

reassemble the torpedo tube. Though some jobsare more complex than others. For example, eitherreplacement or repair procedures, or both, for aSAFE/READY solenoid valve or a SQUID FIREswitch are not routine maintenance. However,replacement of most gauges are relatively routine.To give you an idea of what is involved in thistype of maintenance, let’s discuss these twoevolutions.

Let’s start with the replacement of theSAFE/READY solenoid. Before beginning anyjob, you must always perform the general pro-cedures that we discussed earlier: shutting downpower, removing muzzle covers, bleeding downair flask, removing securing mechanisms andunloading torpedo tubes if loaded. Afterremoving the cover of the control box, ensure thatno voltage exist. Disconnect the switch lead andcut it from the pressure switch close to the spliceand remove the switch. Verify that you have thecorrect replacement switch, lubricate it with theapplicable grease, and install a new o-ring. Theninstall the new switch verifying operation with the

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Table 5-3.-Fault Isolation

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Table 5-3.-Fault Isolation—Continued

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use of an ohmmeter. Reinstall the control boxcover, and perform the applicable MRCs andreturn the equipment to normal condition.

The other example we will discuss is thereplacement of the emergency squib fire switch.Again, you must perform the general proceduresdescribed in our last paragraph. First, remove thecover to the control box and disconnect the switchlead at the terminal board. Then, remove the oldswitch and install the new one on the bracket.With the lever in the secured position, adjust theposition of the switch so that .010 of an inchclearance exists between the end of the switchplunger and the terminal board. After reinstallingthe control box cover, perform the applicableMRCs and return the equipment to normalcondition.

These checks are only two of many that areperformed on a continuous basis. For moreinformation on the checks and requirements forthe surface vessel torpedo tubes, review yourMRCs in the work center.

Now, let’s briefly talktorpedo tube maintenance.

about submarine

Submarine Torpedo Tube Maintenance

Submarine torpedo tubes vary depending onthe type and class of submarine. The majordifferences lie in the physical mounting arrange-ment. Because we will not be addressing thissubject at any great depth, the maintenance willbe similar for all of the different Mks and Modsof torpedo tubes. The submarine torpedo tubeswe will summarize are the Mk 63 (fig. 5-5), Mk65 (fig. 5-6), Mk 67 (fig. 5-7), and Mk 68 (fig. 5-8).

As with the surface torpedo tubes, thesubmarine torpedo tube preventive maintenanceis accomplished in accordance with PMS, and theprocedures are outlined on the applicable MRCs,so we will not attempt to go into specificmaintenance requirements.

Instead, let’s discuss the major types ofpreventive maintenance that you as a Torpedomanwill do on an almost daily basis: inspecting andcleaning, and lubrication.

You must inspect and exercise working partsat every opportunity to detect and correct possiblecauses of failure. Examine the stop mechanismand interlocks for deformation and lost motionand check that they operate properly. Electrolyticaction can occur when dissimilar metals are

Figure 5-5.-Submarine Torpedo Tubes Mk 63.

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Figure 5-6.

5-16

Figure 5-7.

5-17

Figure 5-8.

5-18

exposed to sea water. You should keep tubecomponents clean and dry whenever possible.

You must lubricate torpedo tubes andassociated components periodically in accordancewith the MRCs, using only the proper lubricants.Whenever practicable, exercise components whilelubricating. Remember, some lubricants that aresatisfactory for steel may corrode bronze or othermaterials, especially when combined with brine.Some oils thicken, harden, and lose theirlubricating qualities when affected by salt andmoisture. OD 3000 provides additional informa-tion on lubricants, fluids, cleaning and preservingmaterials, cold weather lubrication, and orderingdata.

The purpose of corrective maintenance on asubmarine is the same as on a surface vessel: todetect and correct the malfunction. Proceduresfor troubleshooting, adjustment, disassembly,repair and replacement of components areincluded in applicable technical manuals for eachof the torpedo tubes.

Submarine launching system repair\mainte-nance actions are divided into three categories:Category A, Category B, Category C.

Category A is any repair or maintenanceaction accomplished by replacing o-rings, gaskets,incidental hardware (cotter keys, lockwashers,etc.), replacement of calibrated pressure switches,or addition of fluids and lubricants.

Category B is any repair or maintenanceaction that requires replacement of valve stems,seats, plungers, bodies, complete valve assembliesor fluids. Additionally the adjustments to firingvalves, firing control valves, throttle valves, airrestrictor valves, and metering valves are alsoconsidered Category B.

Category C is any major overhaul or modifica-tion action performed by a qualified repairactivity, during extended refit period (ERP),shipyard refit availability (SRA), ordnancealterations, etc.

The three most common types of correctivemaintenance that you will be concerned with aretroubleshooting, adjustments, and componentrepair.

Table 5-4, is an example of a list of possibletube and component malfunctions, with probable

Table 5-4.-Possible Tube Malfunctions

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Table 5-4.-Possible Tube Malfunctions—Continued

causes and remedies. It can be used as a If an electrically started, impulse launchedtroubleshooting guide, but it does not comeclose to covering every possible malfunction.If the trouble cannot be located and remediedusing the data from table 5-4, a step-by-stepinspection of the system components must beinitiated.

During normal operation of the torpedotubes, various components can lose theirprecise adjustment and cause tube malfunctionor reduced operating efficiency. Standardmechanic’s tools are carried onboard fordjustment of the tube mechanism and associatedcomponents. Special tools are illustrated inspecific technical manuals for the Mk andMod of torpedo tube involved along with theadjustment procedures.

An example of an adjustment you might dowould be the hand firing key and transfer switch.

torpedo fails to start when the hand firingkey is positioned at FIRE, an incorrect adjust-ment of the hand firing key and transferswitch may be the cause. To correct this mal-function, turn the adjusting screw on the handfiring key so that when the key is movedto fire, motion of the transfer switch toEMER POWER is simultaneous with, or slightlybefore, opening of the firing key valve.

Component repair procedures are specific toparticular Mk and Mod’s of torpedo tubes.Because of the many variations in configuration,all repairs should be made using their specifictechnical manual.

The other area of maintenance that you willneed to be familiar with is electrical maintenance.So, let’s get started and discuss what you mightencounter in electrical maintenance.

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ELECTRICAL MAINTENANCE

There are many electrical and electroniccircuits used in ordnance equipment. Thesecircuits perform such jobs as automatic orlocal control, stabilization, amplification, andoverload protection. It is beyond the scopeof this chapter to examine each type ofcircuit individually, but fortunately there isa shortcut. All electrical circuits use basicelectrical or electronic devices. These devices,individually or working together, can delay,interrupt, isolate, or integrate electrical andelectronic circuits and prevent damage toequipment.

Let’s take a little time to discuss some of themain elements of an electrical circuit so you willbe able to relate to them when you have toperform maintenance on your equipment in thefleet.

CIRCUIT ELEMENTS

This portion of the chapter covers some of themore common electrical devices used in theordnance circuits that you will be workingwith.

Figure 5-9.-Indicator lights.

Indicator Lights

Indicator lights are used to indicate theposition or status of switches, solenoids, fuses,and control and power circuits. Figure 5-9 showsa simplified circuit with a light (L1) that indicateswhen the motor is running. The L or L1 is areference designation for lights on the schematicsfor the older systems; the designation for lightson schematics for new ordnance equipment is DS.

Fuses

The fuse (fig. 5-10) is the simplest form of acircuit protective device. It consist of a metal alloyfusible element that melts at a predetermined valueof current. Thus, if a circuit draws more currentthan the rated value of the fuse, the fuse opens(blows) and the circuit components are protected.

Fuses are rated according to the amount ofcurrent they can safely carry; this current isusually measured in amperes. The most commoncause of fuse failure is an overloaded circuit.There are, however, other causes. Failure to setthe fuse into its contacts properly can cause a fuseto open. The schematic designator for a fuse isthe letter F.

Switches

A switch is a device used for making,breaking, or changing the connections in anelectric circuit. Switches are used to start and

Figure 5-10.-Fuse.

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Figure 5-11.-Switches.

stop motors, to turn indicating lights on and off,to channel information from one point in thesystem to another, and to shift system mode ofoperation, to name a few of their many uses.

Switches are frequently classified by thenumber of poles, by the throw, or by the numberof positions they have. Another way of classifyingswitches is by the method of actuation; that is,pushbutton, toggle, rotary, and the like. Switchescan also be classified by using the trade name ofthe manufacturer. Figure 5-11 shows an exampleof four different switches. The designator forswitches on a schematic is the letter S.

Relay

A relay is simply an electromagneticallyoperated switch. It is designed to open or closea circuit when the current through its coil isapplied and removed, or varied in magnitude. The

main parts of a relay are a coil wound on an ironcore and an armature that operates a set ofcontacts. A simple relay and circuit are shown infigure 5-12. The schematic designator for a relayis the letter K.

Solenoids

Solenoids convert electrical inputs from con-trol circuits into mechanical outputs that actuate

Figure 5-12.-Relay.

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mechanical linkage or hydraulic valves. Theschematic designator for a solenoid is the letter L.

Now that we have introduced you to the cir-cuit, let’s talk about where your role inmaintenance will come into play. Normally thatwill be when you have experienced a failure ofa circuit either in the torpedo, the torpedo tubeor the test equipment.

CAUSES OF CIRCUIT FAILURES

The failure of a circuit to function properlycan usually be traced to a break in the circuit(open), a grounded circuit (this permits anundesired path of current return to the source),or a short circuit (a circuit that permits currentto bypass a part of the circuit.

Any of these faults affect the current andvoltage values and causes the circuit to functionimproperly.

Open circuits may result from dirty or looseconnections, improperly installed wire, mechanicaldamage, faulty installation or repair, and vibra-tion. If connections are clean and tight, noresistance is added to the circuit.

Short circuits are low-resistance paths or short-cuts that cause the current to bypass the load. Thecurrent from the source passes through the“short” instead of the load, causing the load tofunction improperly. Most shorts are accidental.They occur when vibration wears away theinsulation, when saltwater gets into connectionboxes, when heat melts away insulation, and whenan act of carelessness brings two conductorstogether.

A grounded circuit is one in which one sideof the path is connected to ground eitherintentionally or accidentally. An intentionallygrounded circuit uses a ground which is the ship’shull, equipment chassis, etc., as one side of theline or one conductor. If the “hot side”conductor of a grounded source touches groundaccidentally, a short circuit results. Power circuitsin the Navy are not grounded and must beinsulated from ground at all times. One side ofthis circuit may be grounded accidentally, and noharm will result; but if both sides are grounded,a short circuit is the result. An ungroundedcircuit has a safety feature. If anyone accidentallytouches one side of an ungrounded circuit, therewill be no path for current flow through the bodyto the other side of the source. This is one reasonwhy power circuits in the Navy are insulated fromground.

Now I’m sure your next question is, how doI determine what has happened to my equipment?That is where our next area of discussion comesinto play: troubleshooting.

TROUBLESHOOTING

Before we discuss the details of trouble-shooting, let’s establish the basic elementof satisfactory troubleshooting—a LOGICALAPPROACH. Because of the complex nature oftoday’s electronic systems, whether militaryor civilian, the people assigned to keep theequipment operational must have highly specifictraining. These technicians are not superhumanin their understanding of the electronicsmaintenance for such devices. What is the secretof technicians who have excellent maintenancecapabilities? It is simply that they have learnedto think logically. Once you have learned thefundamental theories of basic electronic circuitry,you must learn to combine solid theory and logicalthinking to apply troubleshooting techniques. Thiscombination forms a complete maintenancesystem that you can use to keep equipmentoperating at top efficiency. By using this system,you will be able to divide electronic equipmentinto functional blocks; you will be able to testequipment, discover deficiencies, and repair themin an orderly and professional manner. Thisprocedure will save you valuable hours that areotherwise wasted in haphazard troubleshootingtechniques.

The Six-Step Procedure

A six-step procedure has been adopted tostandardize the approach to electronic equipmenttroubleshooting and maintenance procedures.This procedure saves many hours of needlessequipment downtime and costly repairs. Use ofthis procedure also keeps electronic equipment ina constant state of operational readiness. The six-step procedure is listed below:

1.

2.

3.

4.

5.6.

SYMPTOM RECOGNITION

SYMPTOM ELABORATION

LISTING OF PROBABLE FAULTY FUNC-TIONS

LOCALIZING THE FAULTY FUNCTION

LOCALIZING TROUBLE TO THE CIRCUITFAILURE ANALYSIS

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Figure 5-13.-Six-step procedure.

Figure 5-13 shows a breakdown of these steps.All right, that sounds good, now let’s apply

it. The first step in logical troubleshooting is torecognize the normal condition of a piece ofequipment. In other words, you should knowwhen everything is working properly. Symptomrecognition is, therefore, just what it says—therecognition of a situation which is not a normalcondition. With this step completed, you are readyfor step two, symptom elaboration.

Symptom elaboration is the next logical steponce you have detected a malfunction. Mostelectronic equipments have operational controls,additional indicating instruments, and/or otherbuilt-in aids to assist you in evaluating theperformance of the equipment. Do not overlookanything. The smallest bit of information youcollect at this point may lead to the solution ofthe problem.

When you have found all of the symptoms ofthe malfunction, the third step is to list, eithermentally or on paper, the possible causes ofthese symptoms. Many manufacturers’ technicalmanuals list the “probable cause” in thecorrective maintenance sections.

After evaluating the symptoms, you havemade decisions as to the most likely areas in whichthe trouble could occur (step three). Armed witha complete set of symptoms and with the probablecause for these symptoms, you are ready for thefourth step of the six-step procedure—localizingthe faulty function. This means that you

determine which of the functional units of theequipment is actually at fault. This requires thatyou use your knowledge of the equipment, as wellas technical manuals, notes you have made, andsome testing devices. (However, do not use testingdevices at the circuit level.) Once you havedetermined which section of the equipment ismalfunctioning, you can move on to step five,localizing the trouble to the circuit.

In this step the use of test equipment isrequired. You use it to measure or indicate thepresence or absence of a signal at various pointsin the suspected circuit. The signal is traced fromits source until lost at some test point. Once youhave localized the failure to a specific part of thecircuit, you should move on to step six, failureanalysis.

During step six of troubleshooting, you shoulduse every method of isolation to discover thefaulty part. However, locating the faulty part doesnot complete step six. You should also determinethe cause of the failure. To determine if there aremultiple malfunctions, you should consider theeffect that the malfunction of the componenthas on the operation of the equipment. If thecomponent is the probable cause of the abnormalsymptoms produced in earlier steps, then you canlogically assume that the component is at fault.If not, use your knowledge of electronics and theequipment to determine what other malfunction(s)could also produce the same symptoms andindications.

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Let’s take a moment to discuss the types ofcircuit checks we have been discussing and themost common types of devices used to do thesechecks.

Types of Circuit Checks

There are three basic circuit checks used tolocate shorts, grounds, and open circuits withinelectric and electronic equipment.

1. Voltage (volt) checks2. Current (amperes) checks3. Resistance (ohms) checks

Voltage checks reveal the amount of potentialforce present to move electrons in a circuit.

Current checks show the actual amount ofcurrent flowing through the circuit.

Resistance checks tell the resistance character-istics of the circuit; that is, how much oppositionthe circuit offers to the flow of current.

With the proper use of test equipment, failuresin electric and electronic circuits can be detectedand isolated to specific components by using oneof these three checks.

Since volts, amperes, and ohms are units ofelectrical measure, some measuring device mustbe used to measure them. One device used for thispurpose is the multimeter.

The Simpson 260 and the fluke 77\AN are themost commonly used types of multimeters. TheSimpson 260 is shown in figure 5-14. It has a largeeasy-to-read 4-1\2 inch indicating instrument atthe top of the front panel. Below the indicatinginstrument are three operating controls, eightcircuit jacks, and the RESET button. All switchpositions and circuit jacks are marked with whitecharacters on a black background to ensure long-lasting readability.

Let’s discuss one more area of electricalmaintenance that you will be involved in fromtime to time. That is the synchro circuit.

SYNCHRO CIRCUIT

Synchros play a very important role in theoperation of Navy equipment. Synchros are foundin just about every weapon, communication,underwater detection, and navigation system usedin the Navy. The importance of synchros issometimes taken lightly because of their lowfailure rate. However, the technician whounderstands the theory of operation and align-ment procedures for synchros is well ahead of the

Figure 5-14.-Simpson 260.

problem when a malfunction does occur.Figure 5-15 shows a phantom view of a typical

synchro. A synchro resembles a small electricalmotor in size and appearance and operates like

Figure 5-15.-Phantom view of a synchro.

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a variable transformer. The synchro, like thetransformer, uses the principle of electromagneticinduction.

Synchros are used primarily for the rapid andaccurate transmission of information betweenequipment and stations. The changes in course,speed, and range of targets or missiles, the angulardisplacement (position) of the ship’s rudder, andthe changes in the speed and depth of torpedoesare but a few of the numerous kinds of informa-tion transmitted. The speed and accuracy of thetransmitted information are most important.Synchros can provide this speed and accuracy.

One of your duties as a Torpedoman is to keepthe synchro systems in your equipment in goodworking order. Therefore, it is essential that youbecome familiar with the details of synchromaintenance and repair.

First, let us consider some of the morecommon problem areas that you should avoidwhen working with synchros. As with any pieceof electrical or electronic equipment, if itworks—let it alone. Do not attempt to zero asynchro system that is already accurately zeroedjust because you want to practice. More oftenthan not, the system will end up more out ofalignment than it was before you attempted torezero it. Do not attempt to take a synchro aparteven if it is defective. A synchro is a piece ofprecision equipment, which requires specialequipment and techniques for its disassembly. Asynchro, unlike an electric motor, does not requireperiodic lubrication. Therefore, never attempt tolubricate a synchro. Synchros also require carefulhandling. So, you should never force a synchrointo place, never use pliers on the threaded shaft,and never force a gear or dial on the shaft.

Troubles in new and modified synchro systemsare most often due to (1) improper wiring and(2) misalignment due to synchros not beingzeroed. It is your responsibility to find andcorrect these troubles. Improper wiring can bechecked with an ohmmeter by making a point-to-point continuity and resistance check. Misalign-ment of a synchro system can be corrected byrezeroing the entire system.

There are various methods for zeroingsynchros. Some of the more common zeroingmethods are the voltmeter, the electrical-lock, andthe synchro-tester methods. The method useddepends upon the facilities and tools available andhow the synchros are connected in the system.Also, the method for zeroing a unit whose rotoror stator is not free to turn may differ from theprocedure for zeroing a similar unit whose rotor

or stator is free to turn. Refer to Navy Electricityand Electronics Training Series (NEETS) Module15, for detailed procedures on the adjustment andzeroing of the various types of synchros.

SUMMARY

As with all the work you perform as a Torpedo-man, safety plays a key role in maintenance thatyou are required to perform. We have introducedyou to the major concerns with mechanical andelectrical safety.

We discussed in general the preventive andcorrective maintenance guidelines concerningmechanical and electrical maintenance.

To help you to relate to your mechanicalmaintenance requirements, we went into somespecifics concerning torpedo tubes. In so doing,we discussed surface vessel torpedo tube mainte-nance and submarine torpedo tube maintenance.

Under electrical maintenance we introducedyou to the various elements of a circuit, some ofthe major causes of failure within a circuit, thesix-step troubleshooting procedures, and thedifferent types of circuit checks that you will beexpected to perform.

Finally, we discussed the synchro circuit;what it does, some of the problems you mightexperience with it, and the adjustments you wouldbe expected to perform.

Your responsibilities concerning maintenancecover a wide range. To meet this need, we haveexposed you to these different areas and providedthe references when needed.

REFERENCES

Fire Control Technician (Gun) 3 & 2, NAVED-TRA 10288, Commanding Officer, NavalEducation and Training Program Manage-ment Support Activity, Pensacola, Fla., 1985.

Gunner’s Mate G 3 & 2, NAVEDTRA 10185-C1,Commanding Officer, Naval Education andTraining Program Management SupportActivity, Pensacola, Fla., 1981.

5-26

Navy Electricity and Electronics TrainingSeries, Module 16, Introduction to Test Equip-ment, NAVEDTRA 172-16-00-84, CommandingOfficer, Naval Education and TrainingProgram Management Support Activity,Pensacola, Fla., 1984.

Navy Electricity and Electronics Training Series,Module 15, Principles of Synchros, Servos,and Gyros, NAVEDTRA 172-15-00-80, Com-manding Officer, Naval Education andTraining Program Management SupportActivity, Pensacola, Fla., 1980.

Submarine Torpedo Tube Mk 65 Mods 1 through4, SW395-B1-MMA-010/Mk 65 1-4, Com-mander, Naval Sea Systems Command, Wash-ington, D.C., 1990.

Submarine Torpedo Tube Mk 63 Mods 1 through12, NAVSEA OP 3548, Commander, NavalSea Systems Command, Washington, D.C.,1977.

Supplement to Graphic Symbols for Electrical andElectronics Diagrams, ANSI/IEEE Std 315A-1986, Institute of Electrical and ElectronicsEngineers, New York, N.Y., 1986.

Surface Vessel Torpedo Tube Mk 32 Mods 5 and7, SW395-AC-MMO-010/OP 3355, Com-mander, Naval Sea Systems Command, Wash-ington, D.C., 1982.

Surface Vessel Torpedo Tube Mk 32 Mod 9,SW395-AD-MMO-010/Mk 32 Mod 9, Com-mander, Naval Sea Systems Command, Wash-ington, D.C., 1982.

Surface Vessel Torpedo Tube Mk 32 Mod 14,SW395-AE-MMO-010/Mk 32 Mod 14, Com-mander, Naval Sea Systems Command, Wash-ington, D.C., 1981.

5-27

APPENDIX I

G L O S S A R Y

AD—Destroyer tender.

ADCAP—Advanced capability.

AEL—Allowance equipage list.

AFS—Airframe separation band.

APL—Allowance parts lists.

APM/L—Assistant program manager-logis-tics.

AS—Submarine tender.

ASROC—Antisubmarine rocket.

ASW—Antisubmarine warfare.

ATR—Ammunition transaction report.

AUR—All-up-round. Any missile, rocket, ortorpedo that is provided as a complete assembly.

AUTEC—Atlantic Undersea Test and Evalua-tion Center.

BIT—Built-in-test.

CAIMS—Conventional ammunition integratedmanagement system.

CFE—Contractor furnished equipment.

CL—Checklist.

CLS—Capsule launching system.

CMOS—Complimentary metal oxide semi-conductor.

CMP—Cruise missile project.

CO—Carbon monoxide.

CPR—Cardiopulmonary resuscitation.

COSAL—Coordinated Shipboard AllowanceList.

COSBAL—Coordinated Shorebased AllowanceList.

DIRSSP—Director, Strategic Systems Pro-gram.

DIW—Dead in the water.

DLA—Defense Logistics Agency.

DLR—Depot level repairable.

DMS—Digital missile simulator.

DOD—Department of Defense.

DOT—Department of Transportation.

DOT CLASS—A hazard class affixed to anyitem having explosive content or other injuriouselements denoting the handling and shippingestablished by the Department of Transportationfor safety in transportation.

DSLE—Deployed shelf-life evaluation.

EHCLS—Encapsulated Harpoon Commandand Launch Subsystems.

EHCTV—Encapsulated Harpoon Certifica-tion and Training Vehicle.

EHWS—Encapsulated Harpoon WeaponSystem.

EOD—Explosive ordnance disposal.

ERP—Extended refit period.

ESD—Electrostatic discharge.

AI-1

FCA—Fleet calibration activity. MRC—Maintenance requirement card.

MSD—Material Support Data.FIR—Functional item replacement.

NAVAIR—Naval Air Systems Command.FLAMMABLE—A flammable material is onethat is easily ignited and burns readily.

NAVAIRSYSCOM—Naval Air Systems Com-mand.FLTAC—Fleet Analysis Center.

NAVMAG—Naval magazine.FRD—Formerly Restricted Data.

FSCM—Federal Supply Code for Manu-facturer.

NAVSEA—Naval Sea Systems Command.

NAVSEASYSCOM—Naval Sea Systems Com-mand.FSS—Federal Supply Service.

NDT—Nondestructive testing.G&C—Guidance and control.

NFRI—Not ready for issue.HARPOON—Underwater-surface attack guidedmissile.

NICN—Navy Item Control Number.HCN—Hydrogen cyanide; a by-product from

the combustion of Otto Fuel II. NOS—Naval Ordnance Station.

NOSC—Naval Ocean Systems Center.HTTDS—Heavyweight Torpedo TechnicalData System.

NSC—Naval Supply Center.

ICC—Interstate Commerce Commission.NSN—National stock number.

ICM—Inventory control manager.NSPCC—Naval Ship’ Parts Control Center.

ILO—Integrated Logistics Overhaul. NSTM—Naval Ships’ Technical Manual.

ILOP—Integrated Logistic Overhaul Program. NUSC—Naval Undersea Systems Center.

IMA—Intermediate Maintenance Activity. NUWES—Naval Undersea Warfare EngineeringStation.

ISA—Ignition and Separation Assembly.NWS—Naval Weapons Station.

ISEA—Inservice Engineering Agent.NWSC—Naval Weapons Support Center.

ISSE—Inservice support equipment.OD—Ordnance data. A publication that con-

tains test, inspection, installation, description,maintenance, and operational data on com-ponents of ordnance equipment.

JCMP—Joint Cruise Missile Project.

MDCS—Maintenance Data Collection System.

METROLOGY—The science of weights andmeasures.

OP—Ordnance pamphlet. A basic publicationthat deals with specific ordnance equipment, orsubjects within the field of ordnance. Can beused to identify an operating procedure.MK—Mark.

ORDALT—Ordnance alteration.MOD—Modification.

OSA—Outfitting Supply Activity.MOSS—Mobile Submarine Simulator.

AI-2

OTTO FUEL II—A liquid monopropellantdeveloped by Dr. Otto Reitlinger.

PG—Procedural guide.

PMS—Planned Maintenance System.

PMTC—Pacific Missile Test Center.

PPM—Parts per million.

PSI—Pounds per square inch.

PSIG—Pounds per square inch gauge.

QA—Quality assurance.

QAP—Quality Assurance Plan.

QATIP–Quality Assurance Test and Inspec-tion Plan.

RASP—Range and Airframe Separation Pro-grammer.

RAV—Restricted availability.

REBIT—Reliability Enhanced Baseline Im-proved Torpedo.

REM—Recovery Exercise Module.

REXTORP—Recoverable Exercise Torpedo.

RFI—Ready for issue.

ROH—Regular Overhaul.

RTT—Rocket-thrown torpedo.

RUDTORPE—Report of an unsatisfactory ordefective torpedo or equipment.

SAFETY RULES—A set of rules approvedby the Secretary of Defense and promulgated bythe CNO, which governs specific operations ofa nuclear weapons system.

SEACALMIS—Naval Sea Systems CommandCalibration Management Information System.

SHE—Service handling equipment.

S & I—Storage and Issue.

SIP—Standard Inspection Procedures.

SPCC—Ships’ Parts Control Center.

SPETERL—Ship’ Portable Electrical/Elec-tronics Test Equipment Requirements List.

SRA—Shipyard refit availability.

SSF—Submarine Support Facility.

STE—Service test equipment.

SWF—Special Weapons Facility.

SWL—Safe working load.

SWOP—Special Weapons Ordnance Publica-tion.

THS—Torpedo-handling system.

TIES—Torpedo instrumentation and exercisesection.

TMD—Torpedo mounted dispenser.

TMIS—Torpedo Management InformationSystem.

TOMFISH—Tomahawk Fitment Shape.

TOTEM—Tomahawk Test Missile.

TPE—Tomahawk Preparation Facility.

TRB—Torpedo recovery boat.

TSS—Test set simulator.

TWF—Tomahawk Weapons Facility.

TWR—Torpedo weapons retriever.

TYCOM—Type commander.

UIC—Unit Identification Code.

UGM—Underwater to surface-attack guidedmissile.

UR—Unsatisfactory report.

VAND—Vacuum, Air, and Nitrogen System.

VLA—Vertical launch ASROC.

WDM—Warshot depot maintenance.

WPNSTA—Weapon station.

WSE—Workshop support equipment.

AI-3

INDEXA

ASROC missile maintenance, 4-1ASROC reporting system, 4-8intermediate level, 4-1organizational level, 4-1reporting requirements, 4-8

ASROC reporting system, 4-8

C

Cautions, 1-2Circuit elements,

fuses, 5-215-21

indicator lights, 5-21relays, 5-21solenoids, 5-22switches, 5-21

Corrective maintenance, 5-7

D

Depot maintenance, 2-3Dynamic load test, 1-23

E

Electrical, 3-2Electrical maintenance, 5-21

circuit elements, 5-21circuit failures, causes of, 5-23troubleshooting, 5-23

Electrical safety, 5-3de-energized circuits, working on, 5-5electric shock, 5-3electrical fires, 5-5energized circuits, working on, 5-4

F

Fixed ramp recovery vessel (TWR/TRB),

G

General maintenance, 5-6

H

Handling, 1-11,equipment, 1-11handling operations, 1-15precautions, 1-11

Handling equipment, 1-11Handling operations, 1-15Heavyweight torpedo maintenance concept,

3-3

I

Inspection and test records, 1-25Intermediate level maintenance Mk 46

torpedo, 2-16general maintenance information, 2-16

L

Load test, 1-23dynamic load test, 1-23static load test, 1-23

Loading, 1-16submarine, 1-17surface ship, 1-17

M

Maintenance activity data managementreports, 2-4

Maintenance responsibility, 2-4maintenance activity data management

reports, 2-41-28 Mechanical maintenance, 5-8

INDEX-1

Mechanical safety, 5-2hydraulic/pneumatic safety, 5-2tool safety, 5-3

Mk 46 Mod 5 torpedo maintenance require-ments, 2-5

combination report, 2-12intermediate level maintenance Mk 46

torpedo, 2-16ORDALT, 2-12postrun turnaround maintenance, 2-20quality assurance checklist/shop traveler,

2-5rapid feedback system, 2-15RUDTORPE, 2-12torpedo configurations, 2-19

Mobile submarine simulator (MOSS) SystemMk 70 Mod 0, 4-27

depot level maintenance, 4-30intermediate level maintenance, 4-28organizational level maintenance, 4-27records and reports, 4-30

N

NO-LOAD test, 1-22component inspection, 1-22conveyor, 1-22cranes, 1-22dumbwaiter, 1-22hoist, 1-22

Notes, 1-2

O

Organizational level maintenance, 3-5, 4-11depot level, 4-12documentation records and reports, 4-14intermediate, 4-12support program, 4-13

Organizational level maintenance Mk 46torpedo, 2-7

Organizational maintenance, 2-1deficiency report, 2-9patrol maintenance, 2-7postrun preservation, 2-8preparation of RFI torpedoes for issue, 2-7preventive maintenance for stowed torpedoes,

2-8recording of repairs and torpedo maintenance

data form reporting, 2-9Otto fuel hazard, 3-1Over-the-side recovery, 1-34

P

Portable ramp recovery vessel, 1-33Post-recovery, 1-36

Mk 46 torpedo, 1-36Mk 48 torpedo, 1-36

Preventive maintenance, 5-6

Q

Quality assurance checklist/shop traveler, 2-5

R

Rapid feedback system, 2-15Records and reports, 3-31

Torpedo Management Information System(TMIS), 3-33

Recovery equipment, 1-27Recovery methods, 1-28

fixed ramp recovery vessel (TWR/TRBRecovery), 1-28

over-the-side recovery, 1-34portable ramp recovery vessel, 1-33

RUDTORPE, 2-12combination report, 2-12ORDALT, 2-12

S

Safety, 1-1cautions, 1-2notes, 1-2safety philosophy, 1-1safety precautions, 1-2safety summary, 1-3warnings, 1-2

Safety, 3-1electrical, 3-2handling equipment, 3-2Otto fuel hazard, 3-1

Safety, 5-1electrical safety, 5-3mechanical safety, 5-2

Safety philosophy, 1-1Safety precautions, 1-2Safety summary, 1-3Shipping, 1-5

canning, 1-6shipping container, 1-5

INDEX-2

Shipping container, 1-5accept/reject, 1-10ASROC, 1-5CNU-308/E, 1-6Harpoon, 1-6inspection, 1-10Mk 178, 1-6Mk 321 missile, 1-6Mk 46 missile, 1-6Mk 46 torpedo, 1-5Mk 48 torpedo, 1-5Mk 481 Mod 1, 1-5Mk 535, Mod 0, 1-5Mk 535 Mod 1, 1-6Mk 630 Mod 0, 1-6Tomahawk AlI-up-Round (AUR), 1-6

Static load test, 1-23Synchro circuit, 5-25

T

Tomahawk maintenance, 4-19depot level, 4-23documentation, 4-26intermediate level, 4-23organizational level, 4-20record book, 4-26reports, 4-26support program, 4-23

Torpedo maintenance, 3-2container maintenance, 3-29heavyweight torpedo maintenance concept,

3-3intermediate level maintenance, 3-6item classification, 3-2maintenance information, 3-3Mk 48 torpedo depot level maintenance,

3-29organizational level maintenance, 3-5special tools. 3-29

Torpedo maintenance cycle, 2-3Torpedo maintenance program (general), 2-1

depot maintenance, 2-3intermediate maintenance, 2-1organizational maintenance, 2-1torpedo maintenance cycle, 2-3

Torpedo Management Information System(TMIS), 3-33

Torpedo tube maintenance, 5-9submarine torpedo tube maintenance, 5-15surface vessel torpedo maintenance, 5-9

Troubleshooting, 5-23circuit checks, types of, 5-25six-step procedures, 5-23

W

Warnings, 1-2Weigh test, 1-22

inspection and test record, 1-25load test, 1-23NO-LOAD test, 1-22

INDEX-3