ELECTRONICS TECHNICIAN SUPERVISOR

CHAPTER 5 CASUALTY CONTROL AND REPORTING ELECTRONICS CASUALTY CONTROL ORGANIZATION As a senior technician, you will assist the electronics material officer (EMO) or the electronics repair officer (ERO) in ensuring that all electronics division personnel are properly trained in electronics casualty control (ECC) procedures. These procedures must be outlined in the electronics doctrine and exercised frequently. A properly organized and trained electronics division will enable your ECC organization to successfully perform electronics casualty control and, more importantly, be ready to sustain all electronic battle damage. ELECTRONICS CASUALTY CONTROL CENTER A center, or point of control, is needed for efficient management of any organization. For electronics casualties, the Electronics Casualty Control Center (ECC), or Repair 8, is the primary casualty control point. (ECC may mean either electronics casualty control or electronics casualty control center, depending on how it is used in the sentence.) The ECC organization will consist of an ECC, a secondary ECC, casualty investigation teams, and electronic equipment space assignments. The Navy Manpower Engineering Center (NAVMEC) requires that all combatant and CV ship manpower documents list Repair 8 as the central focal point for ECC, with the same functions as the ECC. The following ECC structure and basic responsibilities are typical of those found aboard larger ships. Primary ECC or Repair 8 Personnel assigned to the ECC center consist of the EMO, at least one senior CPO or petty officer, a status board plotter and phone talker, and, preferably, at least one investigation team. The investigation team consists of at least two experienced personnel. The EMO and the senior CPO or petty officer must be able to hear all incoming messages on the ECC circuit, usually the X6J-either by use of a sound-powered phone amplifier or by use of sound-powered phones. Electronics casualty control responsibilities start before the ship goes to sea and continue through and after battle readiness. These responsibilities include ensuring that the following things are accomplished: 1. The electronics organization is prepared. The following is a list of the major readiness factors that indicate a well prepared organization: All personnel have been properly assigned to their battle stations and properly trained (or are in the process of being trained). All electronic equipment and systems are operating at peaked, maximum performance. All spaces have been cleared of missile and fire hazards. Tools and test equipment are distributed throughout prime spaces. Technical manuals are on station and are readily available. All voice communications circuits associated with ECC have been checked out and are usable. All casualty control kits are complete and have been stowed correctly. All spaces are completely damage-control ready; for example, fire bottles, compartment lists, and battle lanterns are properly stowed and ready for use. All spaces have an ECC manual or folder tailored for their particular requirements. Actual drills instead of simulations are conducted as frequently as is practical, with the commanding officer’s permission. 2. Direct and positive control is established at the beginning of every electronics casualty control situation. When general quarters is sounded, the ECC and all stations must be promptly reamed and personnel must don proper battle dress. The primary ECC should 5-1

take control immediately. The following basic actions are normally part of the ECC center’s responsibilities: Establishing immediate communications with all assigned stations. Ensuring that all personnel are accounted for and ready for battle. Maintaining positive communication with applicable electronics spaces. This requires making a communication check (phone check) every 3 minutes if no other traffic exists. Using a predetermined sequence of answering, the phone talker calls and records (checks off) results. The ECC supervisor should track this procedure closely to be sure communication is maintained. After a hit (simulated or actual), running an immediate phone check. After the phone check, all electronic spaces (manned and unmanned) must be checked thoroughly for damage. ECC will dispatch a minimum of two investigators to check known damaged spaces (including manned spaces that fail to respond to phone check). Unmanned spaces are checked by personnel in manned spaces, usually by a prearranged assignment. Checks of unmanned spaces will be made only by, or as directed by, ECC. Maintaining precise monitoring of equipment, personnel, and casualties on a status board using standard damage-control symbols. Dispatching investigative teams, technical assistance, and parts assistance as applicable. All teams must use preestablished routes. This requires coordinating with damage control central (DCC) when the opening or closing of damage-control fittings is involved. DCC should provide permission for ECC to investigate the main deck and above. Providing backup assistance as necessary by assigning personnel within the ECC organization or by coordinating other assistance, such as medical, damage control, and repair teams, through damage control central. Secondary ECC Personnel assigned to the secondary ECC are usually the assistant EMO or a senior CPO or petty officer, a status board plotter and phone talker, and a casualty investigation team. (If manning does not provide sufficient personnel to have teams in the secondary ECC, casualty investigation teams will be pulled from undamaged spaces.) When the secondary ECC takes control, its responsibilities are the same as those of the primary ECC. The secondary ECC must maintain the precise status of equipment, systems, personnel, and casualties, matching the status indicated by the primary ECC. This means that the secondary ECC must closely monitor and record all status passed over the electronics casualty control communication circuits and the ship’s announcing system MCs. PERSONNEL ASSIGNMENTS Suppose an extremely bad casualty occurs that “knocks out” the primary ECC and the secondary ECC. What happens in this situation? Your electronics casualty control organization must have a descending order of control that coincides with the order of reporting-in during phone checks or casualty hits. In any situation involving loss of both the primary and secondary ECC centers, casualty control responsibilities pass to the next lower level in the ECC chain of command. The personnel in each manned station of electronics casualty control should monitor and record all status passed over the communications circuit to the best of their ability. You must carefully consider a variety of factors when you assign personnel to the various reamed battle stations. You must take into account each person’s effectiveness, versatility, and other possible assets to have the most suitable and efficient electronics casualty control organization. If you think carefully about these factors and make your assignments accordingly, the watch, quarter and station bills will contain the best combinations of personnel and duties. INVESTIGATIVE TEAMS AND ASSISTANCE Casualties happen during both actual battles and The secondary ECC is the first backup to the simulated casualty control exercises. This means that primary ECC. This alternate is necessary to maintain casualties to electronic equipment or systems, spaces, casualty control if the primary ECC becomes ineffective and personnel must be expected and that some means of because of personnel casualties, communication backup and casualty investigation must be assigned. For problems, flooding, tire, and such, that result from some example, a battle hit is taken, and a phone check yields type of battle damage. one or more spaces not answering; therefore, a casualty 5-2

exists. An investigation team must be dispatched immediately to identify, investigate, and correct (if possible) the casualty. Assigned investigators should be trained to handle all casualties within a space either by repairing the casualty themselves or by requesting whatever assistance they need. Assistance may be from either within or outside of the ECC organization. Personnel within the ECC organization will be dispatched by ECC as necessary. The ECC will request and coordinate external assistance through damage control central. ECC must ensure that damage control central is kept aware of arrivals and departures, the applicable assistance team requested, and the status of the casualty. ELECTRONICS CASUALTY CONTROL MANUAL Effective electronics casualty control depends on the proper preparation and training of the personnel involved in both operating and maintaining the ship’s equipment. To establish an effective electronics casualty control program, each ship must have a comprehensive ECC manual. The following paragraphs describe a typical ECC manual and its basic contents. Purpose of the Manual The casualty control manual (1) serves as a ready and rapid reference for technical details of the ship's electronics system installation and spaces and (2) provides data on available repair support material. For the manual to serve its purpose properly, you and your fellow senior personnel must ensure that all appropriate information concerning electronic systems, electrical power, spaces, distributions, damage control related items, and such, is documented in a format that will allow rapid retrieval of needed information. Damage control manuals must also be distributed properly if they are to contribute to effective casualty control. You should give careful thought to where the manuals should be located. They should be quickly accessible to personnel entering any space. The primary ECC, secondary ECC, and each space determined to be an ECC center alternate must have a complete (master) ECC manual that covers all spaces. All other electronics spaces must have an ECC folder containing the pages that pertain to that space and are identical to the master ECC manual. Content of the Manual Most information in a casualty control manual is common knowledge to some of the personnel of your division; so collecting this information will not require a great deal of research unless a major overhaul or alteration to equipments, systems, or spaces has occurred. Often when “common knowledge” information is critically required, those who have it are not available. Then someone must spend time locating data when the time should be spent on corrective action. Plan to prepare and update your casualty control manual during slack work periods, or task the duty sections to provide inputs. This will result in an up-to-date, well-organized reference that will be a great asset to your ECC program. Figure 5-1 shows a typical table of contents of an ECC manual. The ECC folder must contain the following information: Fire-fighting equipment location First-aid equipment location Emergency destruction equipment location Ventilation controller location Escape routes (on large ships) Electronics emergency access routes Internal communications Technical manual locations and indexes Power distribution diagrams Signal distribution diagrams Gyro signal distribution diagrams Equipment air system diagrams Equipment coding system diagrams Antenna details Each technician (or operator) must be able to find any item in the folder within a reasonable time (approximately 2 minutes) and must be able to physically locate anything listed in the folder for which he or she is responsible. TRAINING Electronics casualty control training is essential in the achievement of battle readiness. This training is usually accomplished through casualty control 5-3

TABLE OF CONTENTS SECTION A. GENERAL Interior Communications A-1 Tech Manual Location and Index A-2 SECTION B. PERSONNEL MOVEMENT DURING GENERAL QUARTERS Procedures B-1 Supply Routes B-2 Access Routes B- SECTION C. COMMUNICATIONS (ANTENNAS AND CABLE NUMBERS) Transmitters C-1 Receivers C- Transceivers C- Satcomm C- SECTION D. TELETYPE Patching Details (including cable numbers) D-1 SECTION E. AUDIO Patching Details (including cable numbers) E-1 SECTION F. RADAR SYSTEMS Surface F-1 2D F- 3D F- Radar Distribution F- SECTION G. IFF SYSTEMS Surface G-1 2D G- 3D G- IFF Distribution G- SECTION H. COOLING SYSTEMS (Cooling systems for each equipment) H-1 SECTION I. DRY AIR SYSTEMS (Dry air systems for each equipment) I-1 SECTION J. POWER DISTRIBUTION 60Hz Diagrams J-1 400Hz Diagrams J- SECTION K. GYRO/SYNCHRO DISTRIBUTION Distribution diagrams K-1 SECTION L. SPACE DIAGRAMS (Diagrams of all spaces under electronic casualty control cognizance) L-1 SECTION M. LIST OF CLASSIFIED FITTINGS (Listing of all classified fittings located in electronic casualty control spaces) M-1 Figure 5-1.–Typical ECC manual table of contents. 5-4

exercises (application of casualty control techniques). Most of the training will be done during the ship’s regular underway time, underway training, and refresher training. The key to ECC training is frequent drills. This will keep the old-timers refreshed and will train new personnel. As a senior technician, you must ensure that personnel working for you and within the electronics division receive the proper training, guidance, and support to achieve combat readiness. While such training may appear to be boring to subordinates, you and your seniors can and should make it interesting by using and mastering different simulated situations each time you have electronics casualty control training. Try to get your shipmates involved so they develop a positive attitude and feel that they are a part of an important ship function. As you prepare ECC training for your personnel, be sure to cover at least the topics in the list below. 1. Preparations for getting underway.–This should include energizing and checking electronic equipment and systems for proper operation (in most situations, you and the operator will complete this together) and checking electronic spaces for missile hazards and fire hazards. 2. Investigation and reporting.–Conducting investigations for possible damage after any incident that may have caused damage to equipment or spaces. 3. Reports of electronic casualties.–Using the proper procedures for reporting equipment and personnel casualties. 4. Assistance to remote spaces.–Providing technical assistance to a remote station which has no technician, in which the technician has become a casualty, or in which the assigned technician needs assistance. 5. First aid for electrical shock–Administering first aid for electrical shock under all conditions. 6. Combatting class C fires.–Reporting, controlling, and extinguishing class C fires. 7. Equipment casualty repair.–Handling casualties under battle conditions. 8. Use of electronic test equipment.–Using test equipment safely. 9. Equipment casualty repair during loss of lighting.–Investigating casualties to equipment and making repairs during periods when normal lighting is lost. 10. Use of spare fuses.–Using spare fuses to repair casualties that result from momentary overloads. 11. Use of the casualty control manual and folders.–Using the casualty control folder and checking the completeness of the folder in all spaces. 12. Drawing emergency spare parts.–Using the proper procedure for drawing emergency repair parts under the coordination of damage control central and the supply department. 13. Use of alternate or emergency power.–Using alternate or emergency power properly. 14. Sound-powered phone casualty.–Reacting and using message slips if the phone system is knocked out. 15. Secondary and alternate ECC.–Transferring responsibility for electronics casualty control during general quarters. 16. Performance of primary and secondary ECCs.–Maintaining an efficient casualty control system in the primary and secondary ECCs. 17. Cleaning procedures for broken radioactive tubes.–correctly cleaning up broken radioactive tubes. Type commanders and fleet training groups have refresher training exercise information. Get this information and read it so that you understand the simulated situations, procedures, and exercise grading for each of the areas listed. Casualty control is the active onboard management of all the elements (such as personnel, parts, manuals, and equipment) to keep your electronics division functioning as it should under battle conditions. This is your responsibility aboard your ship; and while practice and planning are a constant concern, it is combat that makes casualty control a reality. We will now discuss a different aspect of electronics casualties–casualty reporting. Formal casualty reports must be made on a continuing basis, and only your conscientious attention will allow fleet management to provide proper support. CASUALTY REPORTING The preceding section covered electronics casualty control from the preparation standpoint. This section discusses casualty reporting, an important and continuing part of the casualty report (CASREP) system. The Navy is a large part of our nation’s defense, so we must be ready to serve it well during peacetime or 5-5

wartime. Our electronic equipment and systems sometimes do not “cooperate” with us, resulting in a down or reduced status that decreases our ability to complete our mission. Electronic equipment and systems are vast, with different types, configurations, and quantities of equipment, using a tremendous number of different components, modules, and other items. Because the equipment and systems are so numerous and complex, you sometimes will not have enough present or properly trained personnel or the required parts on board to repair a casualty; or you may need technical assistance to correct the casualty. These situations are some of the many reasons the Navy has developed a system of casualty reporting (CASREP) and monitoring. With this system, you as a supervisor and technician, can let the Navy managers know where you need help (such as parts or assistance) so you can have your equipment or system on line and combat ready. THE CASREP SYSTEM The casualty report (CASREP) has been designed to support the Chief of Naval Operations (CNO) and fleet commanders in the management of assigned forces. The effective use and support of U.S. Navy units and organizations require an up-to-date, accurate operational status for each unit. An important part of operational status is equipment casualty information. When casualties are reported, operational commanders and support personnel are made aware of significant equipment malfunctions that may degrade a unit’s readiness. The CASREP also identifies the unit’s need for technical assistance or replacement parts to correct the casualty. Once a CASREPis reported, the CNO, fleet commanders in chief (FLTCINCs), and the Ship’s Parts Control Center (SPCC) receive a hard copy of the CASREP message. Additionally, the CASREP message is automatically entered into the Navy status of forces database at each FLTCINC site, and corrected messages are forwarded to the CNO’s database. As initial, update, correction, and cancellation CASREPs are submitted, managers are able to monitor the current status of each outstanding casualty. Through the use of high-speed computers, managers are able to collect data concerning the history of malfunctions and effects on readiness. This data is essential to the maintenance and support of units dispersed throughout the world. Unit commanders must be aware that alerting seniors to their unit’s operational limitations, brought about by equipment casualties, is as important as expediting the receipt of replacement parts and obtaining technical assistance. Both of these CASREP functions are needed to provide the information required to command and control U.S. Navy forces and to maintain the units in a truly combat ready status. Support from every level, including intermediate and unit commanders, is essential to maintaining the highest level of combat readiness throughout the Navy. GENERAL RULES AND PROCEDURES FOR CASREPs A casualty is defined as an equipment malfunction or deficiency that cannot be corrected within 48 hours and that fits any of the following categories: Reduces the unit’s ability to perform a primary mission. Reduces the unit’s ability to perform a secondary mission. Reduces a training command’s ability to perform its mission, or a significant segment of its mission, and cannot be corrected or adequately accommodated locally by rescheduling or double-shifting lessons or classes. TYPES OF CASREPS The CASREP system contains four different types of reports: INITIAL, UPDATE, CORRECT, and CANCEL. These reports are submitted using a combination of two or more messages, depending on the situation and contributing factors. The four types of reports are described as follows: 1. The INITIAL CASREP identifies, to an appropriate level of detail, the status of the casualty and parts or assistance requirements. Operational staff authorities need this information to set proper priorities for the use of resources. 2. The UPDATE CASREP contains information similar to that submitted in the Initial report and is used to submit changes to previously submitted information, 3. The CORRECT CASREP is submitted when equipment that has been the subject of casualty reporting is repaired and back in operational condition. 4. The CANCEL CASREP is submitted at the beginning of an availability period when equipment that has been previously reported is scheduled to be repaired during the availability. Outstanding casualties that will not be repaired during the availability will not be 5-6

canceled and will be subject to normal follow-up casualty reporting procedures. CASUALTY CATEGORIES A casualty category (2, 3, or 4) is associated with each reported equipment casualty to reflect the urgency or priority of the casualty. The casualty category, although not a readiness rating, is directly related to the unit’s Equipment Status Resource-Specific Categories [explained in chapters 5 and 6 of NWP 10-1-11, Status of Resources and Training System (SORTS)] in primary and secondary missions that are affected by the casualty. NAVEDTRACOM activities use four casualty categories (1, 2, 3, or 4). In this chapter we discuss only non-NAVEDTRACOM activities. The casualty category (2, 3, or 4) is based upon the specific casualty situation being reported and may not of CASREP. Follow-up CASREP messages (UPDATE, CORRECT, or CANCEL) will reference the INITIAL CASREP message DTG. Because of the importance and priority of CASREP message transmission, your CASREP messages must be transmitted even under MINIMIZE conditions. Use standard naval telecommunications systems (NTS) service procedures in correcting any messages having transmission errors. CASREP REPORTING CRITERIA Each type of CASREP has own its reporting criteria, which we have described below. INITIAL CASREP necessarily agree with the unit’s overall readiness status. The casualty category is reported in the CASUALTY set Any time you prepare an INITIAL CASREP, (section of the CASREP) and is required in all remember the following criteria: CASREPs. 1. Submit only one initial casualty in the INITIAL Figure 5-2 shows a decision logic tree that provides CASREP; if some of the required data is not available a logical approach in determining the casualty category at reporting time, use your best estimate in the INITIAL and whether or not a CASREP is required. Figure 5-3 CASREP and correct your estimate as soon as possible shows the criteria for determining the casualty category. in an UPDATE CASREP. MESSAGE FORMAT 2. In an Initial CASREP, identify, to the appropriate level of detail, the status of the equipment, parts, and A CASREP message consists of one or more sets that contain the information required to report the particular casualty. These data sets are preceded by a standard Navy message header consisting of precedence, addresses, and classification. Specific guidelines for both the message header and data sets to be used are contained in chapter 4 of NWP 10-1-10, Operational Reports. Detailed information for typing each type of casualty report (INITIAL, UPDATE, CORRECT, and CANCEL), with examples of CASREP situations for each type, is also provided. The CASREP message is always serialized with the MSGID (message identification) set, that appears immediately after the message classification line. The serial numbers are sequential from 1 through 999 for each CASREP originated by a unit. These serial numbers are not repeated until a new sequence of numbers 1 through 999 has begun. A new sequence of numbers starts after the unit has submitted CASREP message number 999. The date-time group (DTG) of the CASREP message transmission is the effective time (“as of time”) assistance requirements. This is essential to allow operational and staff authorities to apply the proper priority to necessary resources. 3. You may also submit an Initial CASREP if you only need outside assistance; i.e., no parts are required to correct the equipment casualty. 4. When a casualty results from inadequate general-purpose electronic test equipment (GPETE) or preventive maintenance (PMS), list the affected system as the subject of the INITIAL CASREP, and report GPETE or PMS as the cause in an AMPN (Amplification) data set. 5. Use an ASSIST data set to report whether or not you need outside assistance to repair an equipment casualty. 6. When you need assistance or parts to repair a casualty, report schedule information in the RMKS set for a full 30-day period, beginning on the earliest date that you can receive the assistance or parts. You may also report any effect the casualty is expected to have on your unit’s employment during the 30-day period. 5-7

Figure 5-2.–Casualty category decision tree. 5-8

UPDATE CASREP With the exception of the CASUALTY and ESTIMATE sets, you need to report in the UPDATE CASREP only previously unreported casualty information or information that has changed (or was reported in error). In most cases, you may change information in a previously reported data set by merely submitting the same data set again with the corrected information. You must submit an UPDATE CASREP for a casualty when any of the following criteria apply: 1. There is a need to complete information reporting requirements or to revise previously submitted information. 2. The casualty situation changes; for example, the estimated repair date has changed, parts status has changed significantly, additional assistance is needed, and so on. 3. Additional malfunctions are discovered in the same item of equipment. 4. All parts ordered to repair the equipment are received. 5. Upon receipt of any significant part or There can only be one outstanding CASREP for each item of equipment. Additional problems or malfunctions on the same item must be reported using an UPDATE CASREP and do not require the submission of a new INITIAL CASREP. Each casualty being updated in an UPDATE CASREP must begin with a CASUALTY set followed by one or more sets that provide information concerning that casualty. An AMPN set must be used (immediately following the ESTIMATE set) to report the receipt of parts previously reported as being required to repair a casualty. CORRECT CASREP You must submit a CORRECT CASREP when equipment that has been the subject of a casualty report is repaired and back in operational condition. When you use a CASREP to report the correction of a casualty situation, include the following information in an AMPN set: 1. The delay, expressed in hours, in correcting the casualty because of pacts unavailability, caused by the equipment, inclusion of the date of receipt is required. supply system. Figure 5-3.–Casualty categories and criteria. 5-9

2. A final parts status, including a list of all parts requests and dates received. 3. The number of man-hours expended in correcting the casualty. CANCEL CASREP Your CANCEL CASREPs must include the reason for cancellation. For example, if you cancel the CASREP because an equipment will be repaired during an availability, you must identify the scheduled availability (location and date during which a casualty is expected to be repaired) in an AMPN set immediately following the CASUALTY set. The addresses listed on CASREP messages are those of commands, activities, and the like, that are concerned with your unit’s casualty. One or more may be a command or activity that will expedite the assistance you need. These addresses will vary with major geographical locations, such as Pacific, Atlantic, Caribbean, and Mediterranean. The senior operational commander, immediate operational commander, and cognizant type commander, or designated deputy, must be action addressees on all CASREPs. The appropriate aviation type commander must be included as an information addressee on all CASREPs from naval air stations and facilities. Special addresses, associated with selected equipment types, are given in chapter 4 of NWP 10-1-10. COMMON REPORTING ERRORS A lot of time and effort goes into writing a CASREP message. Ensure that the effectiveness of your CASREP message is not degraded by some of the common reporting errors. As a CASREP drafter, you should be alert to these common errors: 1. Not listing the work center and job sequence number (JSN). 2. Incorrect determination of the readiness rating categories. 3. Not listing the specific operational capability that has been degraded. 4. Omitting the estimated time to repair (ETR) or reporting it as “unknown.” 5. When parts are required but not on board, leaving out the phrase “Parts plus ( ) hours” when entering the ETR. 6. Not identifying the specific loss of capability in the primary mission area; for example, “loss of one-third of liquid nitrogen production capability.” 7. Using incomplete or incorrect message addresses. 8. Not providing UPDATE CASREPs every 30 days when the ETR is past (or known to be invalid), when a significant change in CASREP status occurs, or upon receipt of material required to correct the casualty. 9. Listing multiple pieces of equipment (incorrectly) as a single CASREP; for example, “NRS 12, 18, and 23 SRC20 UHF Transceivers.” 10. Submitting multiple CASREPs as the same casualty; for example, three separate CASREPs submitted on the same radar power supply: one for a defective transformer, one for a shorted SCR, and one for a current limiting module. 11. Indicating a relationship with PMS that is not correct; for example, the maintenance index page (MIP) referenced is for different equipment; or the problem is noted as having been discovered in the course of PMS, whereas the circumstances and list of parts indicated that a casualty had already occurred. 5-10

CHAPTER 7 TEST EQUIPMENT YOUR RESPONSIBILITY FOR TEST EQUIPMENT Throughout this chapter we will refer you to other publications containing information on the topic being covered. You must read these references to gain a basic understanding of the material and to enhance your knowledge of the subject matter. Electronics Technicians maintain a wide variety of electronic equipments and systems in use throughout the fleet today. Therefore, ETs must be familiar with a large variety of test equipment required to properly maintain those systems. As an ET1 or ETC, you will be involved with the administration and upkeep of electronics test equipment. The condition of this test equipment will be your responsibility, either directly or indirectly. As a senior Electronics Technician, you must be able to supervise and train maintenance personnel in the proper use of test equipment. The Electronics Material Officer (EMO) or in some cases the Electronics Readiness Officer (ERO), is responsible for all electrical and electronics Test and Monitoring Systems (TAMS) assigned to the command (other than avionics). Refer to NAVSEAINST 9082.1 for TAMS definitions. You will find the management of TAMS to be a considerable challenge that requires much of your attention and the attention of each individual who uses TAMS equipment. You will be responsible for assisting the EMO or ERO in the administration of a viable test equipment program. To meet these important obligations, you must have a thorough understanding of Navy test equipment programs. You must also have a working knowledge of the administrative procedures and references pertaining to test equipment. COMMAND MANAGEMENT OF TAMS To manage TAMS properly, a command or unit must have a knowledgeable and cohesive organization that involves all TAMS users. The organization for managing onboard test equipment may vary from command to command; however, the line of supervision generally flows directly from the EMO or ERO to the ship’s Test Equipment Petty Officer (TEPO) or through the division leading CPO/PO. Figure 7-1 shows a typical test equipment chain-of-command organization. The ship’s TEPO is the focal point for all matters relating to TAMS on board the ship. All test equipment matters should be documented through one specifically designated work center, with the ship’s TEPO assigned as the work center supervisor. In this way, a complete and composite status of shipboard TAMS can be obtained at anytime through just one person. There are two categories of electronic test equipment: general-purpose electronic test equipment (GPETE) and special-purpose electronic test equipment (SPETE). GPETE is electronic test equipment that has the capability, without modification, to test two or more prime equipments or systems of basically different design. All items listed in MIL-STD-1364 are GPETE. SPETE is electronic test equipment specifically designed to test a single prime equipment or system. Figure 7-1.-Typical shiphoard test equipment organization. 7-1

TEST EQUIPMENT ADMINISTRATION The administration of the test equipment program involves many areas; inventory, procurement, and disposal; calibration and repair; and stowage and handling. As a senior technician, you are expected to be able to manage this program. To do this properly, you must have a working knowledge of the various Navy programs that affect the administration of test equipment. In this chapter, both TAMS and test equipment will be referred to as test equipment. The Space and Naval Warfare Systems Command, along with Naval Electronic Systems Engineering Activities and Centers, was established to replace the abolished NAVMAT and NAVELEX. However, the references you will use may still bear the names of NAVMAT and NAVELEX. Keep this change in mind as you read this chapter. INVENTORY The inventory of assigned test equipment is directly related to the Ship Configuration and Logistics Support Information System (SCLSIS). The allowance of test equipment for a ship is contained in the Ships Portable Electrical/Electronic Test Equipment Requirements List (SPETERL). The SPETERL identifies the latest known requirements for Portable Electrical/Electronic Test Equipment (PEETE). New SPETERLs are forwarded to the commands before the start of any shipyard overhaul and before the start of any availability in which major electronic change-outs will occur. A sample page from a SPETERL that covers some test equipment for ET systems is shown in figure 7-2. You can compare SCLSIS documents to the SPETERL and thus identify both excesses and deficiencies. You should also compare the SPETERL and SCLSIS with the Electrical/Electronic Test Equipment Index, NAVSEA ST 000-AA-IDX-010/PEETE, for subcategories (SCATs) applicable to installed equipment. We will look more carefully at this index later on. You need to keep careful inventory and distribution records of test equipment to maintain effective use, maintenance, and calibration status information. You cannot do this with just the SCLSIS and SPETERL inventory listing because test equipment distribution and user location will change between validations; test equipment is transferred between work centers; and test equipment is replaced because of failure, calibration needed, and similar reasons. To maintain a good Figure 7-2.-SPETERL sample page. 7-2

inventory and control of test equipment, you should inventoried FM generator. The figure also shows a follow the procedures listed below: change of subcustody of this particular generator. 1. Inventory all test equipment separately on a Custody signature exchange should take place Controlled-Equipage Custody Record, NAVSUP Form whenever the item of test equipment changes hands. The 306. Figure 7-3 shows an example of a properly reverse side of the NAVSUP Form 306 (not shown) Figure 7-3.-Controlled-Equipage Custody Record, NAVSUP Form 306. 7-3

provides an excellent means of documenting a sight inventory of the item. Refer to Afloat Supply Procedures, NAVSUP Publication 485, chapter 6, section V, subsection I, 6092, for the procedures on filing out the NAVSUP Form 306. 2. Prepare a second inventory, known as a test equipment status inventory, along with the NAVSUP Form 306. You can prepare this inventory on standard, ruled 5 x 8-inch index cards, as shown in figure 7-4. The example shown is a reference record of “SCAT at allowance.” (SCAT codes are explained below.) All items of test equipment for a particular SCAT are listed on this card. The example shown is for SCAT code 4369. When you prepare a card, type in the SCAT code, SCAT description, allowance quantity, and headers (model, serial, subcustody, and remarks). Then use a pencil to write the information under each header, because the information is subject to change. File each card in SCAT number order under one of the following categories: SCAT at allowance (the example shown in figure 7-4 falls into this category, with three items allowed and three items listed.) Zero SCAT on board, GINO (GPETE initial outfitting) 72 Cog Zero SCAT on board, GEIR, (GPETE end-item replacement) 72 Cog Zero SCAT on board, Not 72 Cog Under Allowance, GINO 72 Cog Under Allowance, GEIR 72 Cog Under Allowance, Not 72 Cog Keep this second inventory up-to-date the NAVSUP Form 306. Subcategory (SCAT) Codes along with SCAT codes are four-digit subcategory codes used to identify a range of measurements by functional category. Test equipment is assigned SCAT codes in the 4000 - 4999 series of numbers. SCAT codes are normally used wherever references are made to test equipment. You’ll find SCAT codes in the PEETE index and in NAVAIR 16-1-525. They are also listed in the Shore Test Equipment Index (STEAP–Shore Test Equipment Allowance Program), which assigns shore family groups (SFGs) and provides a method of grouping shore electronic test equipment of similar measurement capabilities. Figure 7-4.-Example of test equipment status inventory. 7-4

The PEETE index (fig. 7-5) is a guide that fleet personnel use to identify portable electrical/electronics test equipment required to support prime electronic, electrical, IC, weapons, and reactor instrumentation systems. This test equipment index does not, in anyway, supersede or modify the SPETERL, nor does it authorize procurement of, or requisition of, items listed in the SPETERL. Figures 7-6 and 7-7 are samples of sections and appendices of the PEETE index. In the example, the GPETE information pertains to a DDG-51 class ship having an AN/PRC-10 with a SCAT code of 4369. Follow the example through each of the sections and appendices. The PEETE index will be one of your important references concerning test equipment. Ships Portable Electrical/Electronic Test Equipment Requirements List (SPETERL) The SPETERL is your allowance list for PEETE. The quantity of equipment for each SCAT is based upon support requirements of your ship’s configuration of prime electronic, electrical, IC, weapon and reactor instrumentation equipment and systems, and depends upon factors such as the following: Location of prime equipments and systems Number of these prime equipments and systems installed Portability of the test equipment Number of personnel who use the test equipment Frequency of use of test equipment Ability to share test equipment among different divisions Several sources of information are used to develop the SPETERL. First, cognizant naval activities provide information concerning prime equipments/systems and the PEETE required to support them. Next, NAVSEA adds this information to the database used to prepare the SPETERL. The database is then compared to the configuration of the ship as reported by SCLSIS teams and other sources. Finally, from this comparison, the SPETERL is produced, showing allowances of PEETE, quantities on hand, and similar information. To be of use to you, the SPETERL must be valid. The most SPETERL critical factor affecting the validity of data is the accuracy and completeness of Figure 7-5.-Cover of the PEETE index. inventory and configuration data maintained in the Weapon Systems File (WSF). This database must be continually updated to reflect configuration changes as they occur. Between validations by SCLSIS, the database is updated with changes reported by ship’s force personnel on OPNAV Form 4790/CK submissions. Information on configuration changes reported by ship’s force personnel to SCLSIS is provided to NAVSEA, and the SPETERL is updated to reflect current configuration and required test equipment support changes. SCLSIS is the designated system responsible for maintaining the configuration status reported by the fleet. The SCLSIS data is maintained in a central file-the WSF at Ship’s Parts Control Center (SPCC), Mechanicsburg, Pennsylvania. Supply and maintenance support managers depend on this central file for information to provide support to the fleet. Additionally, since the PEETE listed in the COSAL is based upon quantities on board, any quantity changes in PEETE must be reported in the same manner. 7-5

Figure 7-6.-PEETE Index sections. 7-6

Figure 7-7.-PEETE Index appendices. 7-7

Figure 7-8 is an example of a completed Ship’s To ensure the validity of the SPETERL and to be Configuration Change Form, OPNAV 4790/CK, sure the PEETE listed in the SPETERL as being on reporting a PEETE configuration change. Refer to board is COSAL-supported, compare the SPETERL Ships’ 3-M Manual, OPNAVINST 4790.4B, against the COSAL on an annual basis. Report any chapter 9, paragraph 9-9, for instructions on filing out discrepancies in the SPETERL to the applicable the configuration change form. NAVSEACENDET on an OPNAV Form 4790/CK. Figure 7-8.-PEETE configuration change reported on a Form 479/CK. 7-8

Report discrepancies in the COSAL support to SPCC Now let’s look at the second question-“What according to chapter 5 of the COSAL use and GPETE is currently on board and physically Maintenance Manual, SPCCINST 4441.170. Figure accountable?” In this case, “on board” means that the 7-9 is a brief SPETERL/COSAL troubleshooting guide test equipment is actually on board or can easily be that illustrates some of the discrepancies, their possible traced to a calibration and/or repair facility currently causes, and what action you should take. having temporary custody of the item; and “physically accountable” means that the item has been sighted Determining Excesses and Deficiencies during an inventory. Onboard documents that can assist you in finding those hidden items that must be sighted To properly determine what GPETE excesses or deficiencies exist on your ship, you should ask yourself two questions. First, “What GPETE am I allowed?” Second, “What GPETE is currently on board and physically accountable?” Let’s look at the first question– “What GPETE am I allowed?” The current SPETERL and any approved Allowance Change Request (ACR) will indicate your ship’s allowance of GPETE. Just list the applicable SCATs with the allowed quantity as determined by the “Total Required” line. If you do not feel that the current SPETERL allowance is adequate, you may use an ACR, as specified in paragraph 3 of the “General Information” section of the SPETERL, to request that the SPETERL be modified. to give you an accurate inventory are: SCLSIS documents (Be sure to use the most current.) MEASURE Format 310 (This format will be described later.) Custody cards Test Equipment Index, Section 6 (Use this to cross model numbers to SCAT codes.) SPETERL (Be sure to use the most current.) Compare all the onboard information against the actual equipment on hand and on board to determine what items are in excess and what deficiencies exist. Figure 7-9.-SPETERLJ/COSAL troubleshooting guide. 7-9

(Remember, this is for GPETE, not SPETE.) The result is a listing of GPETE excesses and deficiencies. Specifying Excesses and Deficiencies Excess means that the GPETE is not authorized in the SPETERL (or by an approved ACR) and should not be on board. TYCOMs are very explicit about what should be done with excess GPETE. GPETE in excess of the SPETERL or an approved ACR cannot be held on board and must be turned in to the NAVELEX GPETE Assets Screening Program (GASP). (Procedures are listed in the TYCOM maintenance manual. ) Remember, test equipment is usually at a premium; so if an item is excess, turn it in so that another command deficient in that item can obtain it. Now let’s tackle the GPETE deficiency (shortage) problem. Deficiencies may fall into any one of the following three types: Deficiency caused by new or increased allowances– New or increased allowances of cognizance symbol 7Z GPETE equipments are not to be requisitioned by the requiring activity. These requirements will be determined, budgeted, and automatically shipped to the designated end users as equipments become available. If you have such a deficiency, you should anticipate delayed delivery on certain equipment in critically short supply. Deficiency caused by missing or unserviceable equipment– If an allowance item of GPETE is missing or unserviceable, you must prepare a Report of Survey (DD Form 200). Submit a DD Form 1348 (supply requisition) to supply for a replacement item. This requisition will then be forwarded to SPCC, Mechanicsburg, for action. Deficiency caused by obsolete equipment– If you have items designated as obsolete equipment, do not requisition replacements for them. Replacements will be handled the same way as items described earlier in “Deficiency caused by new or increased allowances.” PROCUREMENT There are two methods for obtaining needed GPETE. The first is by either receiving or ordering the items through the supply system. The second is by requesting them through the fleet’s GPETE Assets Screening Program (GASP). Both are discussed briefly below. Issue Through Supply You may obtain GPETE through the supply system by determining for each deficiency, by SCAT, the NSN of the GPETE. Then base your next actions on the situation listed below that pertains to your required equipment. 1. 2. 3. If the Cog is 7 and the item is a new requirement or an increase to allowance, it is a GPETE Initial Outfitting (GINO) item. No action is required by your ship for these GINO, 7Z cog items, as they will be pushed through the supply system to you. If the Cog is 7Z and this is a replacement for another item of GPETE that is or once was on board, it is classified as GPETE End-Item Replacement (GEIR). You must requisition GIER, 7Z cog items through supply on a DD Form 1348. To replace SCAT items that are GEIR, select the preferred models of GPETE as listed in the latest Test Equipment Index or MIL-STD-1346. If you need other odd cog items, you must requisition them. If you are replacing items previously on board, your ship’s OPTAR funds will be charged. If your ship is in overhaul and Figure 7-10.-METCAL program structure. 7-10

these other odd cog items are new requirements or an increase to allowance, NAVSEA COSAL funds will be charged. Again, you requisition these items through supply on a DD Form 1348. GPETE Assets Screening Program (GASP) The GASP deals with the excesses and deficiencies of the fleet. When a ship has excess GPETE, it should turn the excess into the redistribution center for possible reissue. In turn, ships that have a deficiency of GPETE should first check with GASP via the TYCOM to fill that deficiency. The redistribution center has the equipment calibrated, repaired, and made ready for issue. (Any equipment not economically repairable is turned into supply for disposition.) CALIBRATION Now that we have discussed how to maintain an accurate inventory of allowed test equipment, we will present the somewhat complex Test Equipment Calibration Program. As a senior Electronics Technician, you will be required (both directly and indirectly) to ensure that the test equipment package is maintained in good working order and is properly calibrated. The Navy Metrology and Calibration (METCAL) Program was instituted to help provide calibration facilities so that sophisticated equipment, precise standards, and laboratory conditions would be available. Calibration Activities Various echelons of calibration activities were established to ensure that both operational and test equipments meet their calibration requirements. These echelons are integrated so that each level activity has traceable standards tied to the highest standards available for calibration. Figures 7-10 and 7-11 show the Figure 7-11.-Hierarchy of calibration standards facilities. 7-11

METCAL program structure and the hierarchy of calibration standards facilities. Refer to Electronics Installation and Maintenance Book, Test Equipment, NAVSEA SE000-00-EIM-040, chapter 1, for explanations of the calibration echelons shown in figures 7-10 and 7-11. Calibration Services Now let’s take a look at an important calibration program called the Metrology Automated System for Uniform Recall and Reporting (MEASURE) program. The MEASURE program is an automated data processing system designed to provide a standardized system for the recall and scheduling of test equipment into calibration facilities. It was developed to support the Department of the Navy METCAL Program in an effort to ensure that all equipment requiring calibration and servicing is submitted to a calibration activity on a timely basis and, thus, is maintained to maximum dependability. In addition, the system provides documentation of actions performed by the calibration activity. The initial cycle of MEASURE begins with the completion of the inventory forms for equipment held by an activity. Refer to the Metrology Automated System for Uniform Recall and Reporting (MEASURE) Users Manual, OPNAV 43P6A, Appendix A, for completion instructions on the MEASURE TMDE inventory form. These forms are forwarded to the cognizant MEASURE data processing facility (DPF) to establish the database. The activity holding the test equipment is then provided a printed inventory and a set of preprinted Metrology Equipment Recall and Report (METER) cards. Refer to the Metrology Automated System for Uniform Recall and Reporting (MEASURE) Users Manual, OP 43P6A, Appendix B, for an explanation on the use and information contained on the METER card. The MEASURE cycle is completed when the cognizant METCAL representative provides recall schedules to the activity holding the test equipment and to the calibration activities. As equipment is gained or lost, more inventory forms and METER cards are processed or deleted, the database is kept current, and the system continues to cycle. Through the submission of METER cards, each activity must promptly update its recorded inventory; that is, the inventory data maintained in the computer database by the MEASURE Operational Control Center (MOCC), and the Control Database Facility (CDBF), Concord, California. In this way, calibration requirements can be projected in enough time to permit their incorporation into the next recall schedule. If the inventory is not updated promptly, new activity items will have to be rescheduled or be submitted to a calibration activity for unscheduled calibration by the cognizant METCAL representative. The MEASURE program provides management personnel with a wide variety of valuable information on fleet readiness, calibration problems, budget and funding, and many other topics. MEASURE products and formats have been designed to meet the information requirements of several levels of management. Many MEASURE formats are forwarded automatically by the MOCC or CDBF to the activities on a regular basis. Such distribution is based upon the type and level of those activities and upon established requirements. Others, however, are available only upon the receipt of an approved request from the cognizant METCAL representative. Accordingly, activities needing a particular format that they do not receive automatically should forward the requirement to the cognizant METCAL representative for approval. Any such request should include a justification of the need for the format and a statement indicating the frequency at which the format is required. Refer to the Metrology Automated System for Uniform Recall and Reporting (MEASURE) Users Manual, OP 43P6A, Appendix J, for information on MEASURE formats and their distribution intervals. Format 310 (fig. 7-1 2) is, by far, the MEASURE program’s best management tool for the test equipment coordinator’s use in managing the commands test equipment inventory. To make the best use of this tool, your unit should take the following actions: 1. 2. 3. Have the test equipment coordinator thoroughly review the Format 310 each month. Annotate the Format 310 as status changes occur for equipments that have been calibrated, deleted, are in repair, have been added to inventory, delayed, surveyed, inactivated, and so on, during the month. Carry these annotations forward to the next monthly Format 310, until the change is reflected on a new Format 310. 7-12

Figure 7-12.-MEASURE Format 310. 4. If changes in equipment status are not reflected on the new monthly Format 310 within 60 days of the transaction date, resubmit necessary MEASURE METER cards (hand scribed) to correct the discrepancy, or contact the Readiness Support Group (RSG) (Atlantic Fleet) or the Maintenance Coordinating Center (MCC) MEASURE coordinator for assistance. Requesting Calibration If you know and follow the detailed procedures outlined by your TYCOM, METCAL group, and area MOCC for calibration of test equipment, you will have serviced and calibrated test equipment available when you need it. You can find flow charts and area charts for calibration requests of the Atlantic and Pacific Fleets in the Electronic Test Equipment Calibration Program Indoctrination Handbook, NAVMAT P-9491. The following steps for requesting calibration are general, but they should apply in most cases: 1. Read and familiarize yourself with the instructions concerning test equipment 7-13 2. 3. 4. 5. calibration procedures set forth in your TYCOM maintenance manual, and the MEASURE Users Manual. Use MEASURE products to determine the calibration due dates. For items scheduled for calibration or items to be calibrated, perform MIP T-1, MRC R-1. If an item does not checkout with T-1 and R-1, tag the equipment and note the malfunction. Either repair the inoperable equipment yourself or have your technicians repair it. Calibration activities are not required to accept equipment that is not in an operable condition. If you are unable to repair the equipment, send it to a repair facility accompanied by a job order or work request specifying exactly what is wrong. If your ship has a field calibration activity (FCA) on board, perform calibration on equipment within your calibration package capability. Type commanders stress that calibration must be done at the lowest level and that it be closely monitored.

6. Prepare the necessary paperwork to request b. OPNAV 4790/2K-Used for requesting repair and/or calibration. Examples of required calibration of a large quantity of test documentation are: equipment with 2L attached (fig. 7-14). a. OPNAV 4790/2K–Repair and calibration (fig. 7-13). (Note: It is permissible to staple a copy of Figure 7-13.-OPNAV 4790/2K for repair and calibration. 7-14

7-15

the 802 Recall List to the 2L instead of hand scribing it.) c. Maintenance Document Transmittal Form (MDTF) (fig. 7-15) Note: The type of request documents and procedures may differ depending on TYCOMs’ guidelines. 7. Submit the paperwork to the appropriate activity for items to be calibrated. 8. When you are notified of the activity or activities designated to repair and/or calibrate your test equipment, prepare the equipment for shipment. Be sure to take adequate precautions (including shock and environmental protection) to prevent damage in transit. All test equipment will require a METER card before it will be accepted at the calibration or repair lab. 9. Remember to pickup the equipment when the work has been completed. Do your part in the coordinating of requests, deliveries, provision of requested materials, follow-up, and pickup. If you do your part and complete paper work accurately, you should have the excellent test equipment calibration package and service you need to keep your systems and equipment optimum condition. Calibration Status Indication The Navy calibration program has a series in of distinctive labels and tags for indicating the calibration or serviceability status of all Navy test and measuring equipment. All calibration personnel and equipment users should be familiar with each label and tag and its meaning. Labels of different nomenclature, color combinations, and shapes have been designed to help users identify the calibration status. These labels and tags are used by all participants in the Navy METCAL program and must be affixed to all Navy standards and test and measuring equipment. NAVAIR 17-35MTL-1, Metrology Requirements List (METRL), lists Navy calibration procedures and intervals for all standards and test and measuring equipment. Only equipment actually used for quantitative measurements requires calibration. MAINTENANCE Test equipment requires the same two types of maintenance (preventive and corrective) you are Figure 7-15.-Maintenance Document Transmittal Form. 7-16

familiar with in electronic equipment and systems. Preventive maintenance consists of checks to determine if the equipment is functioning properly, visual inspection for damage, lubrication, and the like. Corrective maintenance includes the isolation of trouble, the replacement of defective components, the realignment and readjustment of equipment, and such, to bring the item to a satisfactory operating level. Preventive Maintenance A sound preventive maintenance program for test equipment is the key to the reliable operation of test and measuring devices needed for proper preventive maintenance of our equipments and systems. In many ships, test equipment preventive maintenance has been neglected. People often say that neither the time nor the personnel are available for an effective preventive maintenance program. However, if preventive maintenance is neglected, the requirement for corrective maintenance will grow; it may grow to the point that a critical situation may exist because test equipment needed for preventive or corrective maintenance of electronic equipments and systems is broken or improperly adjusted. The Electronics Technician is responsible for ensuring that all test equipment is scheduled for preventive maintenance. Preventive Maintenance MIP T-1, MRC R-1 applies to ALL test equipment on board. Equipment tech manuals can be used for operational tests and test indications. Take care to ensure that all units of each equipment are checked according to the MRC. Checks in addition to those required by MIP T-1, MRC R-1 maybe annotated on the EGLs that should be completed with MRC R-1. The preventive maintenance schedules must be prepared according to the preventive maintenance instructions of each ship’s type commander. Test equipment is an important factor in the preventive and corrective maintenance of electronic and systems; therefore, a properly established (and carried out) preventive maintenance program for test equipment will yield a higher availability of operable and calibrated equipment. Corrective Maintenance Test equipment corrective maintenance is the correction of test equipment troubles. This includes the repair of an item after a complete breakdown, the finding of faults during preventive maintenance, or the tuning and adjustment of an item to restore it to operating condition. Many activities and ETs in the fleet are reluctant to repair electronics test equipment; however, the NAVY expects our ETs to perform a certain amount of maintenance and repair of their own test equipment whenever possible. The repair parts needed to make repairs may already be aboard ship. It will often be your responsibility to decide when a piece of test equipment should be repaired and who should repair it. You will need to consider the following factors. 1. 2. Much of the test equipment now being used by naval activities is expensive and is built and calibrated to a high degree of precision. Repair often requires special laboratory facilities and skill. Although each activity should make all repairs within its capabilities, the lack of qualified personnel or adequate facilities may limit the kinds of repairs an activity should attempt. Repairs attempted by unqualified maintenance personnel or personnel working in inadequate facilities could result in extensive damage to equipment. Therefore, you should evaluate each piece of test equipment to determine if your personnel should make the repairs, especially when maintenance of test equipment requires repair of critical calibration or frequency-determining circuits. When repairs are made locally, technical manual procedures should be followed carefully; the repair and assembly of parts must be meticulous. When your personnel cannnot make the repairs, or when the necessary post-verification is beyond the capabilities and facilities of repair personnel, forward the equipment to the nearest maintenance activity that has the proper facilities. Calibration laboratories are authorized to make only incidental repairs, defined as those found necessary during calibration to bring the item within specified tolerances. Before submitting an inoperative item of test equipment for repair to a maintenance activity, you should note on an OPNAV Form 4790/2K all faults, symptoms, and other malfunction characteristics and submit the 2K through the proper channels for repair-action screening. 7-17

STOWAGE AND HANDLING Before leaving this chapter, we need to discuss the important topic of test equipment stowage and handling. Electronic test equipments are delicate, precision, and calibrated items of equipment that are usually expensive and in high demand. Improper stowage, rough handling, heat, moisture, dust, and such, affect the availability and life of test equipment. Bumping or dropping an item may destroy the calibration of a meter, or short-circuit or break electronic elements inside the case. Bends, creases, cuts, or dents in coaxial test cables or test attenuators can alter the attenuating effect, causing false meter readings or measurements. Some items of test equipment use forced-air cooling, dust filters, and heaters. These require clean air filters for proper ventilation and a warm-up period to permit units in the test equipment to hold calibrated standards. Board of inspection and survey (INSURV) inspections have documented time and time again that the problem of inadequate stowage facilities for portable test equipment continues to exist on ships. Degradation of equipment often results from both the unofficial rearrangement of test equipment stowage facilities by fleet personnel and inadequate provision for proper stowage facilities following ship alteration installations. As a senior technician, your job is to ensure that “your” test equipment is stowed and used properly and that your ship is not one of the ships with documented test equipment stowage problems. Proper stowage for test equipment is detailed in the Stowage Guide for Portable Test Equipment, NAVSEA ST000-AB-GYD-0010/PEETE. This publication provides guidance on the use and availability of tie-down straps, shelving, shock-absorbent materials, work benches, brackets, cabinets, and other such items required for the construction of shipboard stowage facilities. In addition, the Stowage Guide’s physical data and design guidance for portable electrical and electronic test equipment in use aboard ship can be helpful to ship installation and design activities as they determine adequate shipboard stowage facilities. Take the time to read the Stowage Guide for Portable Test Equipment if you are not already familiar with its content. It will be of great help to you in determining how to stow your test equipment correctly. In this chapter we have discussed the importance of test equipment to your mission and the procedures for ensuring that such equipment will be available and in ready condition when you need to use it. Remember, your personnel are only as good as their tools. Teach them to treat test equipment carefully and with respect. This will contribute much to the success of your electronics division. 7-18