1. Prior to any AFFF testing, we will verify daily alignment check, test all station relief
valves and test ABT's with pump running. (Usually conduct after RMD) Once they
are sat, we commence shooting the hosereels and the sprinklers. For topside, most
ships will schedule the AFFF sprinks prior to CMWD so that any residual AFFF is
washed away. Flight deck testing is normally accomplished by testing each zone one
at a time if applicable. We look for clogged nozzles (no flow, low flow, geysers,
AFFF Advance Preparation
2. Normally, overhead sprinklers in hangar bays or other sensitive areas are socked. If
you will be socking nozzles; ensure this is done prior to us arriving for your
inspection. This can be a time-consuming and dangerous evolution if working high
in an overhead. Plan and supervise accordingly.
Aircraft Carrier AFFF
3. We normally clear Main space AFFF on day zero. As a reminder, for the main space
bilge sprinklers, carriers have a memo of agreement with us to allow them to use test
cast fittings at the bilge sprinkler control valve to perform the checks. This way you
do not put water in the bilges. For the hosereels, most carriers have used 55 gallon
drums to shoot the hoses into.
CVN Day 0
4. Day 0:
As soon as we complete the TLD brief, we want to move immediately into
conducting the AFFF stations checks on the stations that affect Main Space AFFF
Sprinks and Hosereels (approx 0800)! Our only priority on Day 0 will be to test main
space AFFF and HALON. We will do those checks simultaneously on Day 0.
Air Systems Procedure
5. The air systems are inspected basically directly off the ASA checksheets. However
with that said, when we walk aboard prior to getting underway, we will do a quick
look at the installed systems. At this point we are only looking to ensure that the
system looks like it is in proper working order (relief valves lock wired and tagged,
sat moisture indicators, air aligned, etc.)
6. For the actual inspection portion, you will fill up a bottle from each BAC or
HPFA/ABPA and EBAC. At this point we are observing for proper operation (no
air or fuel leaks, gauges calibrated and stenciled, timing of filing bottles, etc). Once
we have observed all the stations filling bottles, we will watch you perform the air
quality analysis on them.
7. Drain six 45 minute SCBA bottles down to 500 psi prior to our arrival. An hour
or so before we conduct the HPFA/ABPA testing, drain remaining pressure
from the six SCBA bottles to minimize the chance for condensation to develop in
8. Avoid placing the EBAC fill hoses on the deck to minimize chance of breaking
the relief valves lock wires.
9. Ensure the operator of the HPFA/ABPA are familiar with the PMS check 5519/018
10. Make sure your SCBA cylinders are all above the required 4000 psi, have operable
voice amps (required), and operable HUDs (if equipped). You would not believe
how many ships we show up to inspect that have multiple packs less than 4000 psi
and with dead batteries in their voice amps. This is an attention to detail and
preparation item. Aside from these items, other things we look for IAW PMS are air
leaks, operational regulators, harness condition, etc. Pay attention to your SCBAs,
we look at 100% of them and they are life-saving devices.
11. For the Halon shoot, tag-out everything you normally would do as per PMS, except
the primary and reserve CO2 actuation bottles furthest from the time delay. We will
conduct a visual inspection at both primary and reserve bottles furthest from the time
delay and make a determination which one to actuate. We do not expect to see both
primary and reserve bottles actuated unless one fails, then we’ll want to see the other.
12. Verify 5lb CO2 bottles are installed properly. *Especially after testing system*
13. Ensure all hoses are tagged with hose assembly identification tags.
14. Ensure halon cylinder hoses are in good condition:
a. Large areas of paint are unsat.
b. Broken wire strands (20 random or 10 adjacent wires are unsat).
c. Corrosion on hose (greater than 1 square inch is unsat).
d. Permanent deformation or bulging is unsat.
15. Cylinder securing brackets/fasteners are not short studded/loose/missing.
16. Ensure all activation station indicators are working.
17. Ensure bells are properly mounted, so the bell plunger makes contact during
18. Have a list or diagram showing the location of all bells, indicators, actuation stations
19. Ensure proper time delays are installed for main spaces and non main spaces. (60
seconds main spaces and 30 seconds non main spaces)
20. Have a list with the location of all vent dampers that shut down automatically, if
21. Ensure vent motors operate properly. Ventilation shuts down when halon is activated
and restarts after system has been reset.
22. Here's how Main Drainage will go. There'll be at least two INSURV inspectors
starting with the most forward drainage space of the ship. One inspector will be on
the DC deck observing remote operation of all drainage valves and/or eductors (if
applicable) from a MVHC station or whatever means you have to operate valves
remotely. The other inspector will be in-space observing each valve locally to ensure
it operates. Once each remotely operated drainage valve has been assessed, we'll want
to see you operate the eductor for that space (if applicable). Please follow PMS Q-2R
and A-9 with the exception of tagging-out your bulkhead isolation valves to assess
the leakage of your overboard and suction check valves. This test of the eductor will
only be sea-to-sea operation.
23. Once you let us know the ship is >50 NM from land, the demo will consist of
operating your most forward eductor taking suction on your most after space serviced
by the main drain system, or vice versa if you like. Also, hand us a copy of your
main drain system EOSS drawing for us to keep track.
24. Make sure your MVHC stations (if equipped) have sufficient oil levels in reservoirs.
25. Provide INSURV inspectors with copies of the EOSS main drainage diagrams so we
can better understand the layout of your system and track discrepancies.
26. Have a team of valve operators available so that the sailors can alternate operation of
valves. Having one sailor operate every one of your drainage valves is physically
exhausting and more time consuming.
27. Secondary drainage will be conducted just like main drainage. We typically see a lot
of neglect on secondary drainage eductors and associated valves. Because they are in
remote spaces and utilized less frequently, they tend to be in much poorer condition
(seized valves, inop remote, etc.)
Tank Void Inspection Process
28. We require ship's force to open one ballast tank (Amphibs only), one list control tank
(CVN’s only), one potable water tank and one void for us to inspect at a minimum.
We want to see the tank as is, not after it has been cleaned. (after underway portion).
We will normally bring NNSY Structural Engineers to inspect the tanks and voids so
a marine chemist is required to certify the tanks.
29. The chain locker is inspected first thing on day 1 by the INSURV Deck inspectors,
not by DC. The DCA must have this tank gas free early that morning.
30. The Aviation inspectors expect ship’s force to tag-out and present one JP-5 storage
and service tank (ensure they're both pumped down to 50% if possible). No gas free
is required as the inspectors will not break the plane of the tank top and will only look
down with a flashlight.
Remote Firemain Valves
31. We will have you operate all of your remote-operated firemain loop valves (not
risers). Typically we have one inspector at the remote operating station and two
inspectors out watching local operation of the valve as it is cycled. The local teams
normally split up port and starboard or whatever is the most efficient manner to
inspect the valves on your ship. Make sure the ship’s force personnel escorting our
inspectors for local observation of the valves know where the valves are located. We
have experienced many delays in the past as sailors call in over the radio looking for
help on where to find a valve or to get a space unlocked that contains a firemain
valve. These issues should all be resolved prior to your inspection. Also provide us
copies of your simplified firemain system diagram and/or a listing of all valves to be
32. There is not much to present for the DCPO division. We will look at your portable
gear (C02 bottles, PKP bottles, fire stations, etc) in the main spaces when we do our
safety walk-thru. Non main space DCPO gear is usually inspected during WTD
33. If your IPDS is in Lay-up, it will not be inspected. Depending on your deployment
schedule, you will be required to have the CBR inventory IAW applicable AEL. We
show up to many ships that do not possess a current AEL for their required CBR gear
and then are unable to download it during the inspection. Resolve these issues early
with your waterfront CBR reps.
34. CMWD is a coordination intensive demo. Make sure that all of your other required
topside checks (e.g. shore power breaker checks, comms IMI testing) are complete
prior to shooting CMWD. Make sure you have sufficient firemain available to
operate all CMWD zones simultaneously. We have seen ships unable to achieve
minimum firemain pressure (95 psi) during full CMWD operations, but at the same
time they were trying to operate main space eductors. Not smart. Have two ship’s
force personnel topside with a radio (inside a plastic bag) and a laminated drawing of
all of your topside nozzles that they can mark up with a grease pencil as our
inspectors point out discrepancies. We will send two inspectors topside during the
demo (provide two sets of quality XL rain gear) and will normally walk fore to aft
lighting off one zone at a time looking for low flow/no flow nozzles. Once the length
of the ship has been walked, we will want to see the entire system lit off at once and
walk the length of the ship again looking for coverage and sufficient pressure.
CPS Decontamination Station
35. Verify signage is posted throughout the stations: i.e. “CASUALTY DECON
STATION ENTRANCE FOR RECOVERY FROM CBR ATTACK, ENTER UPON
36. Know the status of DECON station inventory.
CPS System Check
37. Ensure CPS Aerosol Penetration Certification Letter/Message is current.
38. CPS PMS log is current and correct.
39. Inspect CPS fan room dirty side for obstacles.
40. Inspect CPS fan room clean side for obstacles.
41. Ensure alarms and indicators are working properly.
42. Ensure magnahelic gauges transducers/Detroit switches are calibrated.
43. Ensure warning stickers installed in CPS fan dirty side room IAW NSTM 470.
44. Document CPS discrepancies and attempt to repair them.
NON-CPS Decontamination Stations
45. Inspection of conventional decon stations consists of all required signage indicating
the most direct route to the nearest access opening of the decon station. The actual
station entrance must be marked at each door entrance if more than one.
46. Outer Clothing Undressing Areas must have relay lantern operational, functional deck
drains, 120W overhead lights installed and rigged for red light capability.
47. Inner Clothing Undressing Areas must also have all required signage and posted
procedures IAW the ships AEL and PMS, as well as an operational test of all shower
48. Attendants Station (Control Area) inspection will include verifying the shower gage
is red lined at 35 psi and that the associated shower piping are labeled correctly. A
label instruction plate stating "Shower 30 seconds at 35 psi" must be on station.
49. Conventional Decon Station Inventory inspection will be conducted for each decon
locker as per your ship's AEL. Typically this is deemed an unnecessary check and
consequently takes a lot of hits for missing inventory items. We will expect to see the
ship's total complement of HTH as per your AEL.
Water Tight Closures
50. This is normally done with 2 sets of DCPO’s. We will have 2 teams out chalk testing
the doors, hatches and scuttles. This is a quick and dirty check. We observe chalk
test and inspect hardware. There is no time for adjustments. It is what it is. If the
gasket is gapped, don’t bother chalking the door, it is not water tight.
51. The firemain open and inspect photos are required to be sent to us prior to our arrival
(within 90 days of the MI); however, we will accept the photos the morning of the
MI. If it is not done prior to our arrival we will require you to drop a valve during the
MI. This can be very painful for the DC Shop as they are very busy during the MI.
Freshwater Firefighting Hose Reels
52. If equipped, we will inspect your FWFF hose reels in a manner very similar to your
AFFF hose reels. We will look for a valid hydro on your hose, leaks from the nozzle
or reel, remote operation of your FWFF pump, operation of all available patterns
from the nozzle, etc. Hose reels can be shot into a trash can or through a convenient
overboard discharge fitting. Overboard fittings are preferred as less of a mess is
produced and you are able to more fully demonstrate the nozzle patterns at full
Damage Control Emergency Diesel Generator
53. Damage Control emergency diesel generator does not leak oil, fuel or exhaust.
54. Generator is properly aligned for operation prior to inspectors arriving on station.
55. Generator can provide power for 15 minutes with a minimum of 25 amp loads (3 box
56. Ensure DC emergency diesel generator has sufficient fuel and oil prior to operation.
57. Ensure box fan operates properly without excessive vibration.
58. Ensure box fan has been electrically safety checked.
59. Ensure box fan screen guard with smaller spacing is on the blade side, preventing
Portable Electric Access Rescue System (PEARS)
60. Ensure inventory and visually inspect P-16 Rescue system for damages.
61. Ensure inventory power pack accessories.
62. Ensure inventory P-16 attachments.
Portable Hydraulic Access Rescue System (PHARS)
63. Ensure inventory for accessories.
64. Inspect and test operate diesel generator without PHARS accessories.
65. Ensure PHARS accessories operate.
66. Verify all required publications, drawings and documents are maintained in ballast
control. i.e. ship’s information book (SIB), ballast bill, and BOSS/EOSS, etc.
67. Document nonoperational equipment for ballast operations. i.e. vent/blow valves,
relief valves, deballast compressors (DBACS), etc.
68. Keep an updated list of ballast system relief valves pop test data and ensure sailors
know where relief valves are located and are not obstructed before INSURV
69. Verify remote operation of equipment; DEBACs, HPUs, vent/blow valves, etc.
70. Ensure ballast control station indicators lights are operating. i.e. console, ventilation
71. Know the ship’s specific requirements for ballast/deballast, as far as time and depth
Overboard Discharge Fittings
72. Ensure proper signage is posted at each overboard discharge valve.
73. Have a list and know the location for overboard discharge valves.
74. Inspect and verify spanner wrenches are on station and in working order.
75. Ensure overboard discharge valve caps have securing chains attached and are long
enough to remove cap.
76. Validate overboard is marked as a DC fitting on space CCOL.
77. Ensure the coupling gaskets are in good condition.
78. Ensure there is not excessive corrosion in overboard hull transition piping.
Explosion Proof Lighting
79. These fixtures will be inspected during the Halon/FM-200/HFP testing. We will
visually inspect the globes and then attempt to turn them by hand testing for tightness.
A total number of fixture discrepancies will be tallied for each space. The following
will be inspected:
a. Is the globe loose and/or missing? If so, then the fixture is not explosion proof.
b. Does the globe have a seal?
c. Is the correct explosion proof bulb installed? If not, then the fixture is not
d. Is the globe discolored or damaged? If so, then it's unsat.
FFG SSDG Enclosure Doors
80. This will consist of a basic inspection of the entire door and associated components
when the SSDG is shut down. The following will be inspected on every SSDG
a. Is the door properly aligned in the frame and is the gasket worn or have paint on
b. Is the observation window cracked or is the door frame welds cracked?
c. Is there any missing hardware such as screws, safety latches, knobs?
d. Is there any sign of light leakage around the periphery of the door?
e. Does the door close and latch properly?
81. Conduct a visual inspection, looking for proper mounting and any loose/exposed
wires. We'll check to ensure each detector activates a light/audible alarm at the DC
console and that each audible alarm extinguished when acknowledged. Due to the
large amount of detectors on a ship, the inspector will select a proper amount of
detectors to test in order to get strong representative sample.
82. Did each heat detector alarm condition occur within 5-15 seconds? Did the Power
Control Panel (PCP) red alarm LED flash and ZM red "alarm" LED flash? There
should be an associated horn for each detector and we'll expect to see it stop when
83. It's important to ensure that there's at least one thermostat for each 250 square feet of
deck area, or fraction thereof and not less than two thermostats per compartment.
We'll verify that all thermostats within a compartment are wired in parallel.
84. During an operational test we'll expect to see that the flame detector light illuminated
when a flashlight was used IAW PMS. Also, did the flame detector alarm in CCS
and/or the DC console as well as the Interface Terminal Box (ITB) illuminate. Due to
the large amount of detectors on a ship, the inspector will select a proper amount of
detectors to test in order to get strong representative sample.
85. We'll look to see if the float switch is broken, pitted, corroded, and if the drain holes
are obstructed. Do the stuffing tubes have cuts or deterioration? Is the activation
level approx 2 inches above the deck (for dry spaces)?
86. For bilge flooding switches, is the switch approx 6 inches above normal level of
residual bilge water? Switches should be mounted on hardware that allows total
adjustment of 8 inches (in 2 inch increments). Did the bilge alarms activate when the
float was raised at the DC console, QD locations and did they reset when the float
was lowered? Due to the large amount of detectors on a ship, the inspector will select
a proper amount of detectors to test in order to get strong representative sample.
87. For DDGs, did a message appear on the plasma screen? Did smoke sensor alarm in
CCS at the DC console and did the alarm acknowledge.
88. For Smoke sensors on LHDs, did the alarm activate at switchboard on Zone Module
applicable for detectors? Also, did the audible horn wail and the red LED alarm
energize? Did the horn silence when the PCP pushbutton was depressed? Due to the
large amount of sensors on a ship, the inspector will select a proper amount of sensors
to test in order to get strong representative sample.
Balanced Joiner Door
89. Does the door operate freely and no binding present on frame sides or door sill?
90. Does the door close smoothly and completely?
91. Does the door close within 5-10 seconds with 6-8 as target time?
92. Ensure the door gasket is not cracked or hard and paint free.
93. Are the EEBDs within shelf life periodicity of 15 years?
94. Are EEBDs in a mounted stowage box and clearly marked with photo luminescent
95. Is the tamper-indicating ball intact?
96. Is the gage needle in the green?
97. Ensure that gages will be calibrated to and through the inspection dates.
98. Ensure the relief valve return line flow indicator switch (Detroit switch) is calibrated.
99. DC Deck panels (remote control panel, RCS) inspect for loss of comms with
equipment and equipment faults. The need to reset often without loss of power
indicates possible communication issues within the system.
100. Put hands on all fasteners while inspecting for tightness. Particularly on the pump
skid as vibration can cause fasteners to loosen. Tighten all fasteners IAW the
techman or NSTM 075.