RELIABILITY TRANSFORM METHOD

R. Benjamin Young

A thesis submitted to the Faculty of

Virginia Polytechnic Institute and State University

in partial fulfillment of the requirements for the degree of

MASTER OF SCIENCE in

Ocean Engineering

Dr. Alan J. Brown, Chairman Dr. Michael J. Allen

Dr. Wayne Neu

April 2003 Blacksburg, Virginia

Keywords: reliability, availability, ship, modeling

Copyright 2003, R. Benjamin Young

Reliability Transform Method

R. Benjamin Young

ABSTRACT

Since the end of the cold war the United States is the single dominant naval power in

the world. The emphasis of the last decade has been to reduce cost while maintaining this status. As the Navy�s infrastructure decreases, so too does its ability to be an active participant in all aspects of ship operations and design. One way that the navy has achieved large savings is by using the Military Sealift Command to manage day to day operations of the Navy�s auxiliary and underway replenishment ships. While these ships are an active part of the Navy�s fighting force, they infrequently are put into harm�s way. The natural progression in the design of these ships is to have them fully classified under current American Bureau of Shipping (ABS) rules, as they closely resemble commercial ships. The first new design to be fully classed under ABS is the T-AKE. The Navy and ABS consider the T-AKE program a trial to determine if a partnership between the two organizations can extend into the classification of all new naval ships. A major difficulty in this venture is how to translate the knowledge base which led to the development of current military specifications into rules that ABS can use for future ships.

The specific task required by the Navy in this project is to predict the inherent availability of the new T-AKE class ship. To accomplish this task, the reliability of T-AKE equipment and machinery must be known. Under normal conditions reliability data would be obtained from past ships with similar mission, equipment and machinery. Due to the unique nature of the T-AKE acquisition, this is not possible. Because of the use of commercial off the shelf (COTS) equipment and machinery, military equipment and machinery reliability data can not be used directly to predict T-AKE availability. This problem is compounded by the fact that existing COTS equipment and machinery reliability data developed in commercial applications may not be applicable to a military application. A method for deriving reliability data for commercial equipment and machinery adapted or used in military applications is required.

A Reliability Transform Method is developed that allows the interpolation of reliability data between commercial equipment and machinery operating in a commercial environment, commercial equipment and machinery operating in a military environment, and military equipment and machinery operating in a military environment. The reliability data for T-AKE is created using this Reliability Transform Method and the commercial reliability data. The reliability data is then used to calculate the inherent availability of T-AKE.

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DEDICATION

To my parents, Bob and Joy Young, who have guided me along the path to success for as

long as I can remember.

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TABLE OF CONTENTS

ABSTRACT .......................................................................................................................................................................................... II

DEDICATION.....................................................................................................................................................................................III

TABLE OF CONTENTS ....................................................................................................................................................................IV

LIST OF FIGURES........................................................................................................................................................................... VII

LIST OF TABLES...............................................................................................................................................................................IX

CHAPTER 1 INTRODUCTION.............................................................................................................................................. 1 1.1 MOTIVATION ................................................................................................................................... 1 1.2 RESEARCH OBJECTIVES................................................................................................................... 2 1.3 RESEARCH APPROACH AND ORGANIZATION ................................................................................... 3

CHAPTER 2 RELIABILITY LITERATURE SURVEY AND THEORY ........................................................................... 5 2.1 RELIABILITY, MAINTAINABILITY AND AVAILABILITY THEORY....................................................... 5

2.1.1 Reliability Theory .............................................................................................................. 5 2.1.2 Maintainability Theory ...................................................................................................... 8 2.1.3 Availability Theory ............................................................................................................ 8

2.2 AVAILABILITY MODELING .............................................................................................................. 9 2.2.1 Monte Carlo Analysis ........................................................................................................ 9 2.2.2 Markov Process ............................................................................................................... 10 2.2.3 Reliability Software.......................................................................................................... 14

CHAPTER 3 TOOLS.............................................................................................................................................................. 16 3.1 SOFTWARE SELECTION.................................................................................................................. 16 3.2 VALIDATION CASE ........................................................................................................................ 16

3.2.1 Purpose ............................................................................................................................ 16 3.2.2 AOE-6 Background.......................................................................................................... 17 3.2.3 AOE-6 RMA Timeline ...................................................................................................... 17 3.2.4 AOE-6 System Descriptions ............................................................................................. 22 3.2.5 AOE-6 Availability Modeling........................................................................................... 33 3.2.6 Validation Results ............................................................................................................ 33

CHAPTER 4 RELIABILITY TRANSFORM METHOD.................................................................................................... 37 4.1 SHIP TYPES AND DATA.................................................................................................................. 37 4.2 INTERPOLATING BETWEEN SHIP TYPES......................................................................................... 38 4.3 RELIABILITY TRANSFORM METHOD.............................................................................................. 39

4.3.1 Grouping Equipment and Machinery .............................................................................. 39 4.3.2 Reliability Transforms ..................................................................................................... 40

CHAPTER 5 T-AKE CASE STUDY..................................................................................................................................... 52 5.1 SHIP TYPES.................................................................................................................................... 52 5.2 T-AKE RMA TIMELINE ................................................................................................................ 53

5.2.1 Mission Phases ................................................................................................................ 54 5.2.2 Utilization Matrix ............................................................................................................ 55

5.3 REQUIRED OPERATION CAPABILITIES ........................................................................................... 57 5.4 MACHINERY LIST AND CONNECTIVITY ......................................................................................... 58 5.5 T-AKE SYSTEM DESCRIPTIONS..................................................................................................... 58

5.5.1 Propulsion System............................................................................................................ 58 5.5.2 Electrical System.............................................................................................................. 59 5.5.3 Steering System ................................................................................................................ 60

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5.5.4 Auxiliary System .............................................................................................................. 60 5.5.5 Cargo Handling System ................................................................................................... 62 5.5.6 Weapons System............................................................................................................... 64 5.5.7 Navigation System............................................................................................................ 64 5.5.8 Exterior Communication System...................................................................................... 64

5.6 T-AKE AVAILABILITY MODELING................................................................................................ 64 5.7 SENSITIVITY ANALYSIS ................................................................................................................. 65 5.8 MODELING RESULTS ..................................................................................................................... 66

CHAPTER 6 CONCLUSION................................................................................................................................................. 68 6.1 OBJECTIVES COMPLETED .............................................................................................................. 68 6.2 FURTHER STUDY ........................................................................................................................... 69

REFERENCES.................................................................................................................................................................................... 70

APPENDIX A - USE OF TIGER V9.6............................................................................................................................................... 71 A.1 TIGER MODEL ............................................................................................................................... 71 A.2 CONSTRUCTING A TIGER MODEL .................................................................................................. 71

A.2.1 Controls ..................................................................................................................................... 72 A.2.2 Systems............................................................................................................................. 77 A.2.3 Equipment ........................................................................................................................ 78 A.2.4 Functions ......................................................................................................................... 82

A.3 RUNNING THE SIMULATION........................................................................................................... 85 APPENDIX B – AOE-6 DEACTIVATION DIAGRAMS ................................................................................................................ 87

APPENDIX C – AOE-6 MACHINERY LIST................................................................................................................................. 162

APPENDIX D – RELIABILITY TRANSFORM METHOD DATA SETS .................................................................................. 171 D.1 PUMPS ......................................................................................................................................... 171

D.1.1 Ship Type A Machinery and Equipment......................................................................... 171 D.1.2 Ship Type B Machinery and Equipment......................................................................... 173 D.1.3 Ship Type C Machinery and Equipment......................................................................... 174

D.2 CARGO HANDLING EQUIPMENT AND MACHINERY ...................................................................... 176 D.2.1 Ship Type A Machinery and Equipment......................................................................... 176 D.2.2 Ship Type B Machinery and Equipment......................................................................... 178 D.2.3 Ship Type C Machinery and Equipment......................................................................... 179

D.3 TRANSMISSION AND SHAFTING EQUIPMENT AND MACHINERY ................................................... 181 D.3.1 Ship Type A Machinery and Equipment......................................................................... 181 D.3.2 Ship Type B Machinery and Equipment......................................................................... 182 D.3.3 Ship Type C Machinery and Equipment......................................................................... 183

D.4 PROPULSION AND SUPPORT EQUIPMENT AND MACHINERY ......................................................... 184 D.4.1 Ship Type A Machinery and Equipment......................................................................... 184 D.4.2 Ship Type B Machinery and Equipment......................................................................... 186 D.4.3 Ship Type C Machinery and Equipment......................................................................... 187

D.5 ELECTRICAL EQUIPMENT AND MACHINERY ................................................................................ 189 D.5.1 Ship Type A Machinery and Equipment......................................................................... 189 D.5.2 Ship Type B Machinery and Equipment......................................................................... 190 D.5.3 Ship Type C Machinery and Equipment......................................................................... 191

D.6 AUXILIARY EQUIPMENT AND MACHINERY.................................................................................. 193 D.6.1 Ship Type A Machinery and Equipment......................................................................... 193 D.6.2 Ship Type B Machinery and Equipment......................................................................... 195 D.6.3 Ship Type C Machinery and Equipment......................................................................... 196

D.7 STEERING EQUIPMENT AND MACHINERY .................................................................................... 199 D.7.1 Ship Type A Machinery and Equipment......................................................................... 199 D.7.2 Ship Type B Machinery and Equipment......................................................................... 200 D.7.3 Ship Type C Machinery and Equipment......................................................................... 201

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APPENDIX E – T-AKE MACHINERY LIST WITH COMMERCIAL RELIABILITY DATA ............................................... 203

APPENDIX F – T-AKE DEACTIVATION DIAGRAM................................................................................................................ 212

APPENDIX G – SHIP TYPE RELIABILITY DATA .................................................................................................................... 245

APPENDIX H – TIGER RESULTS................................................................................................................................................. 252 H.1 AOE-6 VALIDATION CASE ........................................................................................................... 252 H.2 T-AKE SHIP A ............................................................................................................................ 253 H.3 T-AKE SHIP B ............................................................................................................................ 254

VITAE................................................................................................................................................................................................ 256

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LIST OF FIGURES Figure 1 - Equipment in Series, Parallel and Both ......................................................................................... 7 Figure 2 - State Transition Diagram for a Two State Discrete Transition System ....................................... 12 Figure 3 � Pumps MTBF vs. Percentile........................................................................................................ 40 Figure 4 � Cargo Handling MTBF vs. Percentile ......................................................................................... 40 Figure 5 � Transmission and Shafting MTBF vs. Percentile........................................................................ 41 Figure 6 � Propulsion and Propulsion Support MTBF vs. Percentile........................................................... 41 Figure 7 � Electrical MTBF vs. Percentile ................................................................................................... 42 Figure 8 � Auxiliary MTBF vs. Percentile ................................................................................................... 42 Figure 9 � Steering MTBF vs. Percentile ..................................................................................................... 43 Figure 10 � Pumps MTTR vs. Percentile ..................................................................................................... 44 Figure 11 � Cargo Handling MTTR vs. Percentile....................................................................................... 44 Figure 12 � Transmission and Shafting MTTR vs. Percentile...................................................................... 45 Figure 13 � Propulsion and Propulsion Support vs. Percentile .................................................................... 45 Figure 14 � Electrical MTTR vs. Percentile ................................................................................................. 46 Figure 15 � Auxiliary MTTR vs. Percentile ................................................................................................. 46 Figure 16 � Steering MTTR vs. Percentile ................................................................................................... 47 Figure 17 � Using a MTBF vs. Percentile Graph ......................................................................................... 48 Figure 18 - Reliability and Availability Calculation Tree ............................................................................ 52 Figure 19 � Sensitivity Analysis................................................................................................................... 66 Figure 20 � Tiger Main Page........................................................................................................................ 72 Figure 21 � Tiger Mission Page ................................................................................................................... 73 Figure 22 � Tiger Available Phases Page ..................................................................................................... 74 Figure 23 � Tiger Mission Page with Mission.............................................................................................. 75 Figure 24 � Tiger Simulation Controls Page ................................................................................................ 76 Figure 25 � Tiger Operation and Repair Defaults Page................................................................................ 77 Figure 26 � Tiger Main Page with Systems Selected ................................................................................... 78 Figure 27 � Tiger Systems Main Page with Equipment Selected................................................................. 79 Figure 28 � Tiger Equipment Data Page ...................................................................................................... 80 Figure 29 � Tiger Equipment Operation Page .............................................................................................. 81 Figure 30 � Tiger Equipment Repair Page ................................................................................................... 82 Figure 31 � Tiger Main Page with Functions Selected................................................................................. 83 Figure 32 � Tiger Function Data Sheet......................................................................................................... 84 Figure 33 � Tiger Functions Structure.......................................................................................................... 85 Figure 34 � Ship A Pumps MTBF vs. Percentile ....................................................................................... 172 Figure 35 - Ship A Pumps MTTR vs. Percentile........................................................................................ 172 Figure 36 � Ship B Pumps MTBF vs. Percentile........................................................................................ 173 Figure 37 � Ship B Pumps MTTR vs. Percentile ....................................................................................... 174 Figure 38 � Ship C Pumps MTBF vs. Percentile........................................................................................ 175 Figure 39 � Ship C Pumps MTTR vs. Percentile ....................................................................................... 176 Figure 40 � Ship A Cargo Handling MTBF vs. Percentile......................................................................... 177 Figure 41 � Ship A Cargo Handling MTTR vs. Percentile......................................................................... 178 Figure 42 � Ship B Cargo Handling MTBF vs. Percentile ......................................................................... 178 Figure 43 � Ship B Cargo Handling MTTR vs. Percentile......................................................................... 179 Figure 44 � Ship C Cargo Handling MTBF vs. Percentile ......................................................................... 180 Figure 45 � Ship C Cargo Handling MTTR vs. Percentile......................................................................... 181 Figure 46 � Ship A Transmission and Shafting MTBF vs. Percentile........................................................ 182 Figure 47 � Ship A Transmission and Shafting MTTR vs. Percentile ....................................................... 182 Figure 48 � Ship B Transmission and Shafting MTBF vs. Percentile ........................................................ 183 Figure 49 � Ship B Transmission and Shafting MTTR vs. Percentile........................................................ 183 Figure 50 � Ship C Transmission and Shafting MTBF vs. Percentile ........................................................ 184 Figure 51 � Ship C Transmission and Shafting MTTR vs. Percentile........................................................ 184 Figure 52 � Ship A Propulsion and Propulsion Support MTBF vs. Percentile........................................... 185

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Figure 53 � Ship A Propulsion and Propulsion Support MTTR vs. Percentile .......................................... 186 Figure 54 � Ship B Propulsion and Propulsion Support MTBF vs. Percentile........................................... 187 Figure 55 � Ship B Propulsion and Propulsion Support MTTR vs. Percentile........................................... 187 Figure 56 � Ship C Propulsion and Propulsion Support MTBF vs. Percentile........................................... 188 Figure 57 � Ship C Propulsion and Propulsion Support MTTR vs. Percentile........................................... 189 Figure 58 � Ship A Electrical MTBF vs. Percentile ................................................................................... 190 Figure 59 � Ship A Electrical MTBF vs. Percentile ................................................................................... 190 Figure 60 � Ship B Electrical MTBF vs. Percentile ................................................................................... 191 Figure 61 � Ship B Electrical MTTR vs. Percentile ................................................................................... 191 Figure 62 � Ship C Electrical MTBF vs. Percentile ................................................................................... 192 Figure 63 � Ship C Electrical MTTR vs. Percentile ................................................................................... 192 Figure 64 � Ship A Auxiliary MTBF vs. Percentile ................................................................................... 194 Figure 65 � Ship A Auxiliary MTTR vs. Percentile................................................................................... 195 Figure 66 � Ship B Auxiliary MTBF vs. Percentile ................................................................................... 196 Figure 67 � Ship B Auxiliary MTTR vs. Percentile ................................................................................... 196 Figure 68 � Ship C Auxiliary MTBF vs. Percentile ................................................................................... 198 Figure 69 � Ship C Auxiliary MTTR vs. Percentile ................................................................................... 198 Figure 70 � Ahip A Steering MTBF vs. Percentile .................................................................................... 199 Figure 71 � Ship A Steering MTTR vs. Percentile..................................................................................... 200 Figure 72 � Ship B Steering MTBF vs. Percentile ..................................................................................... 201 Figure 73 � Ship B Steering MTTR vs. Percentile ..................................................................................... 201 Figure 74 � Ship C Steering MTBF vs. Percentile ..................................................................................... 202 Figure 75 � Ship C Steering MTTR vs. Percentile ..................................................................................... 202

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LIST OF TABLES Table 1 � Comparison of RMA Software Available .................................................................................... 15 Table 2 - AOE-6 Timeline (90 Day Mission)............................................................................................... 17 Table 3 - AOE-6 Validation Case Utilization Matrix By Mission Phase Type ............................................ 20 Table 4 � AOE-6 Availability Simulation Results ....................................................................................... 34 Table 5 � Transforming MTBF Between Ship Types .................................................................................. 48 Table 6 - Transforming MTTR Between Ship Types................................................................................... 49 Table 7 � T-AKE 24 Day Shuttle Mission Scenario .................................................................................... 54 Table 8 � T-AKE Utilization Matrix for the 24 Day Shuttle Mission Scenario By Mission Phase Type .... 55 Table 9 � All-Military T-AKE (Ship Type A) Availability Simulation Results........................................... 67 Table 10 � T-AKE (Ship Type B) Availability Simulation Results ............................................................. 67 Table 11 � Availability Simulation Results.................................................................................................. 67

1

CHAPTER 1 INTRODUCTION

1.1 Motivation

Since the end of the cold war the United States is the single dominant naval power in the

world. The way that it achieved this status can be linked to the large infrastructure developed

during the cold war. Without the threat of a common enemy, however, the United States Navy

has seen a significant shift in its policies for ship operations, maintenance and design. The

emphasis of the last decade has been to reduce cost while maintaining status as the world�s

dominant power [8]. These cost reduction policies have extended into shipbuilding where the

Navy relies increasingly on contracting of important design and maintenance functions to

civilian contractors and shipyards [5].

As the Navy�s infrastructure decreases, so too does its ability to be an active participant in all

aspects of ship operations and design. One way that the navy has achieved large savings is by

using the Military Sealift Command to manage day to day operations of the Navy�s auxiliary and

underway replenishment ships [3]. While these ships are an active part of the Navy�s fighting

force, they infrequently are put into harm�s way. The natural progression in the design of these

ships has been to have them fully classified under current American Bureau of Shipping (ABS)

rules, as they closely resemble commercial ships. The first new design to be fully classed under

ABS is the T-AKE.

The Navy and ABS consider the T-AKE program a trial to determine if a partnership

between the two organizations can extend into the classification of all new naval ships [7]. A

major difficulty in this venture is how to translate the knowledge base which led to the

development of current military specifications into rules that ABS can use for future ships. This

is more of a concern with surface combatants, as these ships must depend on specifications to

provide the performance to complete required missions while preserving the life of their crew in

war-fighting situations.

As the Navy can no longer specify that all components of its ships be designed to military

specifications, the acquisition of commercial off-the-shelf (COTS) technology is becoming more

common. COTS technology allows a much broader range of well-tested equipment and

2

machinery to be used in a new ship design. COTS systems are generally supplied with the

�bugs� worked out by a large commercial customer base [5], but using this equipment and

machinery in a military application cannot be considered the equivalent of a pure commercial

application. Commercial equipment and machinery used in military applications are not

operated in the same way as in commercial applications. Furthermore, at least some design

changes are typically required for use in the Navy�s operating conditions. These changes affect

reliability. Some of the differences in operating conditions are:

• Shock: commercial equipment and machinery are not designed to be able to withstand the

loads that are associated with explosions and other weapons effects.

• Extreme environmental conditions: such as high seas, extreme temperatures, or sand. While

a commercial vessel may be designed to operate in specific conditions or has the ability to

avoid such hazards, many times a Navy vessel is forced to endure these extreme conditions in

order to complete its mission.

• Redundant operation and part loads: frequently Navy ships partially load multiple engines,

machinery and equipment as opposed to completely loading one, in order to reduce the

probability of complete loss of load or power. While this may have little immediate effect on

the machinery, over time differences in loading may cause problems such as carbon build up

in engines that increases wear on engine parts and reduces performance.

Because of the different operating conditions and design changes made to equipment and

machinery for military application, important performance characteristics may become difficult

to predict. This includes reliability and inherent availability (Ao). As availability is an essential

performance characteristic for a military ship, an accurate projection of Ao is required for T-

AKE.

1.2 Research Objectives

The specific task required by the Navy in this project is to predict the inherent availability of

the new T-AKE class ship. To accomplish this task, the reliability of T-AKE equipment and

machinery must be known. Under normal conditions reliability data would be obtained from

past ships with similar mission, equipment and machinery. Due to the unique nature of the T-

AKE acquisition, this is not possible.

3

Because of the use of COTS equipment and machinery, military equipment and machinery

reliability data can not be used directly to predict T-AKE availability. This problem is

compounded by the fact that existing COTS equipment and machinery reliability data developed

in commercial applications may not be applicable to a military application. A method for

deriving reliability data for commercial equipment and machinery adapted or used in military

applications is required.

In order to estimate equipment and machinery reliability for T-AKE, a theoretical approach is

developed. The known information in this problem is the T-AKE machinery and equipment with

some limited data for this equipment and machinery in commercial applications`. While exact

equipment and machinery reliability data for this equipment in a military application is unknown,

data for similar military ships operating in a military environment, commercial ships operating in

a commercial environment, and commercial ships operating in a military environment is partially

available. Our hypothesis is that a method can be found to interpolate between these three

conditions to estimate T-AKE reliability data and calculate the T-AKE availability. This method

has potential application to other ships with similar dual-use availability problems.

1.3 Research Approach and Organization

This project began with a literature search and research into reliability, maintainability, and

availability theory. Existing computer tools using this theory were examined for application to

the T-AKE problem (this work is presented in Chapter 2). Tiger v9.6 reliability software was

selected for the T-AKE availability calculation. A validation of our modeling method and

application of the computer code was completed (this work is presented in Chapter 3).

Reliability data for commercial and military ships was then gathered.

Commercial equipment, commercial equipment operating in military conditions, and military

equipment reliability data was compared to identify any correlation between the three groups. A

correlation was found, and based on this correlation a method to transform the data between the

three groups was developed (this work is presented in Chapter 4). Based on this method,

reliability data from all-military or all-commercial ships can be transformed to produce reliability

data for commercial equipment and machinery operating in a military environment. This

reliability and machinery data provides an estimate of the equipment and machinery reliability

on the T-AKE.

4

Once the reliability data set is known, the inherent availability can be calculated. A

comparison between the inherent availability for T-AKE and the inherent availability for an all-

military version of T-AKE is presented in Chapter 5. These results are compared to the AOE-6

inherent availability.

5

CHAPTER 2 RELIABILITY LITERATURE SURVEY AND THEORY

In order to build a reliability transform model an adequate foundation in reliability,

maintainability, and availability theory is needed. This chapter details this theory and introduces

some tools that can be used in calculating availability.

2.1 Reliability, Maintainability and Availability Theory

Reliability, maintainability and availability (RMA) theory is used to asses the ability of

equipment and machinery to run without failure and/or complete missions. Reliability is defined

as the probability that an item can perform its intended function for a specified interval under

stated conditions. Maintainability is defined as a measure of the ability of an item to be retained

in or restored to specific conditions when maintenance is performed by personnel having a

necessary skill level. Availability is the probability that a system is ready to perform its specified

function, in its operating environment, when called for at a random point in time [6]. (Note:

Sections 2.1.1, 2.1.2, and 2.1.3 use the guidelines and definitions provided in References [2] and

[6])

2.1.1 Reliability Theory

Reliability is related to failure probability. Reliability is defined as:

Reliability = 1 − FailureProbability (2.1)

Failure probability can be found experimentally by conducting a series of trials in which the

number of failed trials is recorded. Failure probability is defined as:

FailureProbability =NumberofFailedTrials

NumberofTrials (2.2)

For a continuous process over time, failure probability is defined using a Poisson process where

the probability of failure in time t is:

P HtL = 1− $−αt (2.3)

6

Where a is the intensity of the Poisson process and is equal to the average number of

occurrences of failure during a unit of time and t is the operating period. To find a we define an

equipment and machinery characteristic known as mean time between failure (MTBF). This

characteristic of equipment and machinery is a measure of how robust the equipment and

machinery are under standard operating conditions. The equation for calculating MTBF is:

MTBF =Operating Hours

NumberofFailures (2.4)

a can then be expressed as a function of MTBF:

α =NumberofFailures

OperatingHours=

1

MTBF (2.5)

And by direct substitution using Equations (2.1), (2.3) and (2.5):

Reliability = $−JOperatingPeriod

MTBFN

(2.6)

The operating period is typically the average number of hours that equipment and machinery

is called upon to be used in its operating cycle. Typically a standard twenty four hour operating

period is used for naval ships. The result is the probability the equipment and machinery will

operate without failure during 24 hours.

To calculate the reliability of multiple components operating together deactivation diagrams

are used. Deactivation diagrams model the connectivity of equipment and machinery by

functionality. Equipment and machinery that must be operating for a specific function to be

completed is shown in series. Redundant or backup equipment and machinery for a specific

function is shown in parallel. In Figure 1 a sample deactivation diagram is shown with

equipment and machinery first in series, then in parallel, and finally as a combination of both.

7

Figure 1 - Equipment in Series, Parallel and Both

The reliability for equipment and machinery in series is the product of the individual

equipment and machinery reliabilities:

RelSeries = RelA x RelBx RelC (2.7)

The reliability for equipment and machinery in parallel is the inverse of the product of the

inverses of the individual equipment and machinery reliabilities:

RelParallel =ik 1

RelA x

1

RelB

y{−1

(2.8)

The reliability for a combined system is a combination of series and parallel equipment and

machinery reliabilities:

RelBoth =ik 1

RelAx RelB x

1

RelCx RelD

y{−1x RelE

(2.9)

8

2.1.2 Maintainability Theory Maintainability of equipment and machinery quantifies the effort required to repair

equipment and machinery the event of a failure. Technician availability, spare availability, and

access to on-site manufacturing are some of the factors that are used to calculate the

maintainability. All factors can be combined into a probability as a function of time.

Calculating probability functions for all equipment and machinery in a system is very time

and data intensive for complex systems. Often a statistical average repair time is used. This is

the optimal repair time with all needed technicians and spares readily available. The statistical

average repair time is called the mean time to repair (MTTR).

2.1.3 Availability Theory

Availability quantifies the percentage of time a system can complete a specific mission. This

system can be as high level as the total ship, airplane, or car; or as low level as two pieces of

equipment and machinery. Typically availability theory is applied to combine the reliability of

equipment and machinery in a system, given a set operating time and mission or function.

Two distinctions must be made when applying of availability theory. Static availability

considers operating time only to the point of failure, when the system is taken off line to correct

the malfunction. Airplanes are an example of when static availability is applied. In the event

that an airplane cannot complete a mission it is grounded until such time as repairs are made to

repair the defect.

Dynamic availability considers the entire mission before and after equipment and machinery

failures. In the event of equipment or machinery failure, repairs are made on site while the rest

of the system is still operating. Ships are an example of when dynamic availability is applied.

Unless a very significant failure occurs a ship will stay on station and attempt to make repairs.

In its simplest form availability is defined as:

Availability =Uptime

Uptime + Downtime (2.10)

This is often descretised per mission, over a mission cycle. In a mission cycle there are many

missions that the system must complete. All of the missions have equipment and machinery that

9

must be utilized to complete the mission. If there are many equipment and machinery failures

the mission is considered a failure. The time to complete the mission is considered downtime if

the mission is a failure. If a mission is completed the mission time is considered uptime.

Inherent availability assumes that all repairs able to be made on site are made on site with all

of the spares, tools, and man-hours required available. Inherent availability repair times are the

same as MTTR. This is a best case availability that only considers those factors that are

endogenous to the system.

Operational availability considers some factors exogenous to the system. Repair delay time,

spare fabrication time, and logistic delay time are all factors that effect operational availability.

These delay times are often combined to become mean logistic delay time (MLDT). MLDT can

be combined with the MTTR to represent the total down time of a failed piece of equipment or

machinery.

2.2 Availability Modeling

For large systems it is infeasible to calculate availability by hand. The preferred method is to

model the system using a computer program. These models define the functional capability and

relationships of the system using deactivation diagrams as explained in Section 2.1.1. Inputs to

an availability model include:

• MTBF

• MTTR

• MLDT

• Mission Details

• Equipment and Machinery Needed for Each Mission

Two primary methods are used to calculate availability, Monte Carlo Analysis and Markov

Processes.

2.2.1 Monte Carlo Analysis

Monte Carlo Analysis performs an accurate calculation of the availability of a model by

generating random failures in the system using a timeline simulation. A Monte Carlo Simulation

10

is used to predict the behavior of a system whose operation processes are difficult or impossible

to represent with analytical relationships. Simulations also may be used if analytical

relationships are known but would require more time to calculate than simulate. A reliability

simulation model is ordinarily a discrete model with a governing sequence of discrete events,

such as failures, repairs, and switchings [2].

A discrete model contains a set of interacting units A1, A2, �.., which represent components

of a complex system. Each unit, Aj, is defined with a collection of attributes ,aj. One attribute is

the state, sj, which defines the dynamics of the system. If there are any other attributes they are

defined as auxiliary variables, pj. The attributes are thus defined as aj = (sj, pj).

Events are defined for each unit , Aj, as ej. Each event is defined by the state sj and its

attributes aj. The model is developed as a sequence of events. One of the attributes aj, is the real

variable tj, which is the residual time until the occurance of the event ej. Notice that tj can also

be considered a component of the state sj. At the initial time, t=0, sj = sj0 and tj = tj

0 for each

unit Aj. The first event occurs after a period of time t = min tj over all j. A new state and a new

residual time tj1 is found for each affected unit. A new time, the interoccurance time, t = min tj

1

is calculated. The second event, ej2, occurs at t2 = t1 + t. Again the attributes and the residual

times of one or more units may be changed depending on the nature of ej2. A governing

sequence (t1, ej1), (t2, ej

2)� and corresponding values (sj1, pj

1, tj1), (sj

2, pj2, tj

2)� are calculated.

This process is continued until all events or missions have been completed or attempted.

2.2.2 Markov Process

The Markov Process allows availability calculations to be made without the simulation

needed for a Monte Carlo analysis. The process is based on the idea that at any given time a

system will be in one of a finite number of states. This section uses the process as described in

Reference [1]. For a discrete time situation this is shown by the notation:

Si HnL Where1 ≤ i ≤ m; n= 1,2,3.. (2.11)

Si represents the state being observed and n is the discrete time (or trial). The probability that the

system is in the ith state is shown by the notation:

11

P@Si HnLD (2.12)

The states form a mutually exclusive and collectively exhaustive set in the probability set. Thus

the probability of the system being in any one of the states is always one; it must always be in at

least one of the states described. This is shown by the notation:

‚i=1

m

P@Si HnLD =1 (2.13)

At any given time there is the probability that the system will change from state i to state j.

This transition probability is shown as:

Pij = P@Sj Hn+1L » Si HnLD (2.14)

The vertical bar denotes that the probability of the first event given that second event is true.

This can be expanded to show the probability that the system will be in state j after k more trials,

given that it was in state j after the nth trial.

Pij HkL = P@Sj Hn+kL » Si HnLD (2.15)

For calculating availability of a system individual components of the system are considered

to be in one of two states: on-line or off-line. At each state there is the probability that the

system will remain in the same state or transition to the other. This is shown by the state-

transition diagram in Figure 2.

12

Figure 2 - State Transition Diagram for a Two State Discrete Transition System The transition probabilities can be put into matrix form where Pij is the entry in the ith row and jth

column.

Pij = JP@S1 Hn+ 1L » S1 HnLD P@S1 Hn+ 1L » S2 HnLDP@S2 Hn+ 1L » S1 HnLD P@S2 Hn+ 1L » S2 HnLD N

(2.16)

If S1 is given as the state in which the system is on-line and S2 is given as the state in which the

system is off-line then the transition probability matrix can be written as:

Pij =J Rel 1− RelRep 1− Rep

N (2.17)

Where Rel is the reliability over the discrete time interval as described in section 2.1.1 and Rep

is the repair probability. For many analyses the repair is based on time not on a repair

probability. This can be represented using the following relation.

Pij HtL = JfHtL 1−fHtLg HtL 1−g HtL N

(2.18)

Where

f HtL = $−I t

MTBFM

g HtL = U HtrepL (2.19)

U(t) is a unit step function which is zero before trep and 1 after trep.

P@S1 Hn+ 1L » S1 HnLD

P@S2 Hn+ 1L » S1 HnLDP@S1 Hn+ 1L » S2 HnLD

P@S2 Hn+ 1L » S2 HnLD

S1 S2

13

To solve for the availability of a complex system using a Markov process the transition rate

differential equations must be defined. This also allows transition from discrete time into

continuous time. The general derivation for this transition uses the following differential time

interval ∆t and transition rate aij. To find if the system is in state Sj at the end of time interval ∆t

use the following equation:

P@Sj Ht+ ∆tLD (2.20)

This equation is broken down into a linear combination of its components as follows:

P@Sj Ht+ ∆tLD =

P@Sj HtLD.HProbofnotransferfromSjL+P@S1 HtLD.a1 j ∆t+P@S2 HtLD.a2 j ∆t+...+

P@Sj−1 HtLD.aj−1,j ∆t+P@Sj+1 HtLD.aj+1,j ∆t+...+P@Sm HtLD.amj ∆t Wherej = 1, 2,3, ... m (2.21)

This is as the probability that the system is in the jth state before the time interval and does not

transition, combined with the probability that the system is not in the jth state and transitions to it.

The probability of no transfer from Sj as the negative of the probability to leave the state Sj is:

1−‚i≠j

m

aji ∆t

(2.22)

Further define:

ajj = −‚i≠j

m

aji ∆t

(2.23)

The equation can now be simplified into:

P@Sj Ht+ ∆tLD = P@Sj HtLD.H1+ajj ∆tL +‚i≠j

m

P@Si HtLD.aij ∆t (2.24)

14

Now by defining a probability vector:

p HtL = Hp1, p2, ... pmL = HP@S1 HtLD,P@S1 HtLD, ... P@Sm HtLDL (2.25)

The transition rate differential equation becomes

d

dt p HtL = p HtL.A

(2.26)

Where A is the integral of the transition rate matrix aij. As aij is a transition rate matrix the

integral of it is a transition matrix. This is the system Pij(t) described in Equation (2.18). By

solving this equation for all of the applicable equipment and machinery in the system over the

time interval for a mission the probability of mission completion can be found. This is the

mission availability. This can then be averaged over all of the missions to find the overall

system availability.

2.2.3 Reliability Software

The following are software packages used for calculating availability that were considered

for the T-AKE application:

• Tiger v8.21, Naval Sea Systems Command

• Tiger v9.6, Naval Sea Systems Command

• AvSim+ v8.0, Isograph Inc

• MKV v3.0, Isograph Inc

• Relex v7.6, Relex Software Corp.

The advantages and disadvantages of each software package are shown in Table 1. The

decision is narrowed to one of the Tiger packages based on its ease of use with naval ship

systems and the ability to get the package for free. While Tiger v9.6 has a better user interface

than v8.21, a validation was required to verify our modeling method and application.

15

Table 1 � Comparison of RMA Software Available Software Advantages Disadvantages

Tiger v8.21 Free Designed for analysis of naval ship systems

Very difficult user interface

Tiger v9.6 Free Slightly Better user interface over v8.21 Designed for analysis of naval ship systems

Difficult user interface Un-validated modeling method and code application

AvSim+ v8.0 Easy graphical user interface

Expensive Not designed for analysis of ship systems

MKV v3.0 Easy graphical user interface Expensive Not designed for analysis of ship systems

Relex v7.6 Easy graphical user interface Both Markov and Monte Carlo analysis in one package

Expensive Not designed for analysis of ship systems

16

CHAPTER 3 TOOLS

3.1 Software Selection

Two different versions of Tiger are available for use. Tiger version 9.6 uses a graphical

interface in building the model and allows, among other features, the user to view reliability

block diagrams of the model as it is being built. This version of Tiger calculates the reliability

maintainability and availability (RMA) parameters by solving the Markov transition rate

differential equations. Tiger version 8.21 is an older version and does not have any of the

graphical interfaces that the newer version has. The user must build many pages of database

code in order to simulate the model. This version utilizes a Monte Carlo simulation of randomly

generated equipment and machinery events. This has the drawback of requiring hundreds of

runs to have consistent results. The benefit, though, is that with enough runs a very accurate

picture of the result space can be obtained.

Initially it was decided to use Tiger version 9.6. To verify the version 9.6 results for our

application and our ability to correctly use the software a validation case was performed.

3.2 Validation Case

The validation case is based on the contract design reliability, maintainability, and

availability (RMA) analysis performed for AOE-6 (Reference [7]). This report calculates the

inherent availability, reliability, inherent probability of being available and reliable, and the

operational availability of the AOE-6 class ship.

3.2.1 Purpose

No documentation was found to show that the Version 9 Tiger software using a Markov

Process produces valid results for our application. The primary purpose of this validation case is

to show that the inherent availability of a full ship calculated using the new software matches the

results of Version 8. The secondary purpose of the validation is to validate the modeling method

used and our ability to properly use the software. This modeling method is described in detail in

Appendix A - Use of Tiger v9.6.

17

3.2.2 AOE-6 Background

The AOE-6 class ship is designed as a fast combat support ship and is the Navy�s largest

combat logistics ship. The first of the class, the USS Supply, was deployed on February 26,

1994. The class was designed to carry fuel, ammunition and stores which are distributed

simultaneously to ships in a carrier battle group. This was to replace the three ships that

distributed fuel, ammunition and stores separately, thus reducing the alongside time of the

combat ships.

Four ships were built in the class to operate with carrier battle groups as a station ship.

Station ships are resupplied by shuttle ships which operate between the battle groups and ports.

The Supply was decommissioned on July 13, 2001, and the Artic was decommissioned on June

14, 2002. Both were recommissioned under the Military Sealift Command to perform the same

function with a merchant marine crew.

3.2.3 AOE-6 RMA Timeline

The RMA timeline used in this analysis is based on a 90 day wartime mission profile for

AOE-6 mission with the ship operating primarily in a task force or battle group environment.

The mission profile is shown below in Table 2:

Table 2 - AOE-6 Timeline (90 Day Mission)

Phase Description Phase Sequence

Phase Type

Phase Duration

Cumulative time

In port - at anchor 1 1 24 24Transit in company 2 2 222 246Fueling AOE-6 at sea 3 3 12 258Replenish CV/CG 4 4 3 261Vertical Replenishment / Transit in company 5 5 33 294Replenish CV/CG 6 4 3 297Vertical Replenishment / Transit in company 7 5 33 330Fast Transit 8 6 15 345Connected replenishment - DD 9 7 4 349Vertical Replenishment / Transit in company - DD 10 8 17 366Replenish CV/CG 11 4 3 369Vertical Replenishment / Transit in company 12 5 33 402Replenish CV/CG 13 4 3 405Vertical Replenishment / Transit in company 14 5 33 438Fast Transit 15 6 15 453Connected replenishment - DD 16 7 4 457

18

Phase Description Phase Sequence

Phase Type

Phase Duration

Cumulative time

Vertical Replenishment / Transit in company - DD 17 8 17 474Consol Operations 18 9 26 500Replenish CV/CG 19 4 3 503Vertical Replenishment / Transit in company 20 5 33 536Replenish CV/CG 21 4 3 539Vertical Replenishment / Transit in company 22 5 33 572Fast Transit 23 6 15 587Connected replenishment - DD 24 7 4 591Vertical Replenishment / Transit in company - DD 25 8 17 608Replenish CV/CG 26 4 3 611Vertical Replenishment / Transit in company 27 5 33 644Replenish CV/CG 28 4 3 647Vertical Replenishment / Transit in company 29 5 33 680Fast Transit 30 6 15 695Connected replenishment - DD 31 7 4 699Vertical Replenishment / Transit in company - DD 32 8 17 716Consol Operations 33 9 26 742Replenish CV/CG 34 4 3 745Vertical Replenishment / Transit in company 35 5 33 778Replenish CV/CG 36 4 3 781Vertical Replenishment / Transit in company 37 5 33 814Fast Transit 38 6 15 829Connected replenishment - DD 39 7 4 833Vertical Replenishment / Transit in company - DD 40 8 17 850Replenish CV/CG 41 4 3 853Vertical Replenishment / Transit in company 42 5 33 886Replenish CV/CG 43 4 3 889Vertical Replenishment / Transit in company 44 5 33 922Fast Transit 45 6 15 937Connected replenishment - DD 46 7 4 941Vertical Replenishment / Transit in company - DD 47 8 17 958Consol Operations 48 9 26 984Replenish CV/CG 49 4 3 987Vertical Replenishment / Transit in company 50 5 33 1020Replenish CV/CG 51 4 3 1023Vertical Replenishment / Transit in company 52 5 33 1056Fast Transit 53 6 15 1071Connected replenishment - DD 54 7 4 1075Vertical Replenishment / Transit in company - DD 55 8 17 1092Replenish CV/CG 56 4 3 1095Vertical Replenishment / Transit in company - DD 57 5 33 1128Replenish CV/CG 58 4 3 1131Vertical Replenishment / Transit in company 59 5 33 1164Fast Transit 60 6 15 1179Connected replenishment - DD 61 7 4 1183Vertical Replenishment / Transit in company - DD 62 8 17 1200Consol Operations 63 9 26 1226Replenish CV/CG 64 4 3 1229Vertical Replenishment / Transit in company 65 5 33 1262Replenish CV/CG 66 4 3 1265

19

Phase Description Phase Sequence

Phase Type

Phase Duration

Cumulative time

Vertical Replenishment / Transit in company 67 5 33 1298Fast Transit 68 6 15 1313Connected replenishment - DD 69 7 4 1317Vertical Replenishment / Transit in company - DD 70 8 17 1334Replenish CV/CG 71 4 3 1337Vertical Replenishment / Transit in company 72 5 33 1370Replenish CV/CG 73 4 3 1373Vertical Replenishment / Transit in company 74 5 33 1406Fast Transit 75 6 15 1421Connected replenishment - DD 76 7 4 1425Vertical Replenishment / Transit in company - DD 77 8 17 1442Consol Operations 78 9 26 1468Replenish CV/CG 79 4 3 1471Vertical Replenishment / Transit in company 80 5 33 1504Replenish CV/CG 81 4 3 1507Vertical Replenishment / Transit in company 82 5 33 1540Fast Transit 83 6 15 1555Connected replenishment - DD 84 7 4 1559Vertical Replenishment / Transit in company - DD 85 8 17 1576Replenish CV/CG 86 4 3 1579Vertical Replenishment / Transit in company 87 5 33 1612Replenish CV/CG 88 4 3 1615Vertical Replenishment / Transit in company 89 5 33 1648Fast Transit 90 6 15 1663Connected replenishment - DD 91 7 4 1667Vertical Replenishment / Transit in company - DD 92 8 17 1684Fueling AOE-6 at sea 93 3 12 1696Transit in company 94 2 192 1888Unload/Load in Port 95 10 272 2160

3.2.3.1 Mission Phases

The mission phases represent the broad descriptions of the tasks that the AOE-6 performs

during the scenario. All phases are described using 10 phase types. These ten phase types are:

• Phase Type 1 � In Port/At Anchor

AOE-6 is in port at anchor, fully loaded, waiting departure orders.

• Phase Type 2 � Transit in Company

AOE-6 transits in company with a screen to/from battle group from/to port.

• Phase Type 3 � Refueling AOE-6

AOE-6 is having its own ship�s fuel replenished at sea.

• Phase Type 4 � Underway Replenishment CV/CG

AOE-6 conducts connected replenishment evolutions with a carrier (CV) to port and a cruiser (CG) to starboard.

• Phase Type 5 – Vertical AOE-6 conducts vertical replenishment evolutions

20

Replenishment/Transit in Company

with a CV.

• Phase Type 6 � Fast Transit

AOE-6 conducts a fast transit from the center of the battle group to screening destroyers and cruisers on station.

• Phase Type 7 � Connected Replenishment - DD

AOE-6 conducts connected replenishment evolutions with at least one destroyer to either side (port or starboard).

• Phase Type 8 � Vertical Replenishment/Transit in Company � DD

AOE-6 conducts vertical replenishment evolutions with destroyers located in the outer screen stations of the formation.

• Phase Type 9 � Console Operations AOE-6 receives ammunition, fuel, and/or stores from the appropriate supply ships while remaining on station with the battle group.

• Phase Type 10 � Off-load/Load in Port

AOE-6 is in port (pier side) off-loading and reloading in preparation for the next deployment. Most ship services are supplied from the pier.

3.2.3.2 Utilization Matrix

The utilization matrix in Table 3 is generated to link equipment and machinery usage with

mission phase types. The primary use of this matrix is to identify which system groups defined

in the deactivation diagrams are used in the different mission phase types. For each phase type

the required system groups are denoted with an �x�. The second purpose of the utilization

matrix is to show the required amount of parallel equipment and machinery needed to complete

the mission phase types. Parallel equipment and machinery usage is marked with a number

corresponding to the number required to complete the mission phase type.

Table 3 - AOE-6 Validation Case Utilization Matrix By Mission Phase Type System/Group Parallel Equipment 1 2 3 4 5 6 7 8 9 10

Propulsion x x x x x x x x LM 2500/Shaft 1 1 1 1 2 1 1 1 Shafts 1 2 2 2 2 2 2 2 Electrical x x x x x x x x x 60 Hz Gen. Required 2 2 2 4 4 2 4 4 2 400 Hz 110 kW x x x x x x x x x 400 Hz 30 kW x x x x x x x Steering x x x x x x x x x Auxiliaries x x x x x x x x x x Air Conditioning Group x x x x x x x x x x A/C Pumps Required 1 2 2 2 2 2 2 2 2 1 A/C Plants Required 2 3 3 3 3 3 3 3 3 2 Cargo Refrigeration Group x x x x x x x x x x

21

System/Group Parallel Equipment 1 2 3 4 5 6 7 8 9 10 High Pressure Air Group x x x x x x x x x x Firemain Group x x x x x x x x x x Freshwater Group x x x x x x x x x Low Pressure Air Group x x x x x x x x x x LPACS Required 1 2 1 2 2 2 2 2 1 1 Secondary Cooling Group x x x x x x x x x Auxilliary Boiler Group x x x x x x x x x Fuel Transfer Group x x x x x x x x x Anchoring & Mooring Group x Helo JP-5 Fuel Group x x x x x x x x x Cargo Handling x Inport Group x x Delivery Group x x Dry Sides Required 2 1 Wet x x Cargo Oil Pumps Required 4 3

Cargo JP-5 Pumps Required 3 2

FAS Sides Required 2 1 Port FAS Required 2 1 Vertrep x x x x Wet Receive x x x Elevator Group x x x x x x x x Forklift Group x x x x x x x x Pallet Truck x x x x x x x x Weapons x x x x x x x x Detection Group x x x x x x x x Display Group x x x x x x x x NSSMS Group x x x x x x x x Weapon Launcher Group x x x x x x x x IFF Group x x x x x x x x Navigation x x x x x x x x x Inport Group x Own Ship's Course Group x x x x x x x x Ship's Position Group x x x x x x x x Ship's Speed Group x x x x x x x x Exterior Communications x x x x x x x x x Audio Distribution Group x x x x x x x x x Communications Control Group x x x x x x x x x Switchboard Group x x x x x x x x x Narrow Band Secure Voice Group x x x x x x x x x HF Radio Subsystem Group x x x x x x x x x VHF Radio Subsystem Group x x x x x x x x x UHF LOS Group x x x x x x x x x Wide Band Secure Voice Group x x x x x x x x x Special Use Items Group x x x x x x x x x AN/SYQ-7(V)3 Navmacs Group x x x x x x x x x Teletype Group x x x x x x x x x Link 11 Receive Only Group x x x x x x x x x QMS Group x x x x x x x x x

22

3.2.4 AOE-6 System Descriptions 3.2.4.1 Propulsion System

AOE-6 propulsion is provided by four LM-2500 gas turbine enginegroups, two on each shaft.

Each LM-2500 engine group consists of the LM-2500, gas turbine coupling, gas turbine

accessories and a coupling group. Each shaft set has a fuel oil service group, an integrated

electric gas turbine control, and a reduction gear group. The following equipment and machinery

is connected to all LM-2500s: two lube oil sets, four seawater cooling sets, and two control

consoles. Each lube oil set contains a lube oil cooler, a lube oil purifier, a duplex lube oil

strainer, and a lube oil heater. Each seawater cooling set contains a central seawater cooling

pump and a central seawater cooling strainer.

• Fuel Oil Service Group - Each Fuel Oil Service Group supplies the fuel for two LM-2500s.

The group consists of two fuel service pumps a fuel service heater, two filter sets and two

auxiliary fuel service booster pumps. Each filter set contains a fuel service prefilter and a

fuel service filter/separator.

• Reduction Gear Group - Each shaft has an attached Reduction Gear Group. The group

consists of three lube oil pumps, a main reduction gear, bearings/seals, shafting, a fixed pitch

propeller, a Franco-Tossi lube oil group and two control consoles.

! Franco-Tossi Lube Oil Group - Each Franco-Tossi Lube oil group contains four lube oil

pumps and an RCC lube oil cooler.

• Coupling Group - The Coupling Group connects a gas turbine to the shaft and allows for the

engine to be clutched in and out. The group consists of a SSS gas turbine clutch and a

Franco-tosi coupling.

3.2.4.2 Electrical System

Power for the electrical system is provided by five 2500 kW ship service diesel

generators. For 400 Hz 110 kW power two frequency converters are used, and two motor

generator sets provide 400 Hz 30 kW power for helicopter operations. The electrical system

consists of a 60 Hz electrical power group, a 400 Hz 110 kW electrical power group and a 400

Hz 30 kW electric power group.

23

• 60 Hz Electric Power Group - Five generator sets provide 60 Hz power for the ship. Each set

consists of a ship service diesel generator, a ship service switchboard, a electric control group

and a SSDC cooling pump. Each electric control group consists of two control consoles.

• 400 Hz 110 kW Electric Power Group - 400 Hz 110 kW power is provided by means of a

converter set. Each converter set contains two frequency changers, a SF switchboard, and a

control cabinet.

• 400 Hz 30kW Electric Power Group - 400 Hz 30 kW electricity is supplied by 30 kW

gensets. This group consists of two 30 kW motor generator sets, a SF switchboard and a

control cabinet.

3.2.4.3 Steering Gear System

The Steering System provides ship control for the ship by means of a remote system in the

bridge or an emergency trick wheel system located in the steering gear space. Equipment and

machinery common to both systems are two steering rams and two rudder sets. Each rudder set

contains an upper rudder bearing, a lower rudder bearing, a rudder seal, and rudder packing. The

remote system in the bridge contains two steering control consoles and two controller sets. Each

controller set contains a local control panel, two control positioner assemblies, two hydraulic

power units, and two controllers. The emergency trick wheel set contains a trick wheel, two

hydraulic power units and two controllers.

3.2.4.4 Auxiliary Systems

The following groups are classified as auxiliary: Air Conditioning Group, Cargo

Refrigeration Group, High Pressure Air Group, Firemain Group, Freshwater Group, Low

Pressure Air Group, Secondary Cooling Group, Auxiliary Boiler Group, Fuel Transfer Group,

Anchoring and Mooring Group, and Helo JP-5 Fuel Group.

• Air Conditioning Group - The Air Conditioning Group provides cooling to the air inside the

ship when external temperatures exceed an allowable level. The group consists of three A/C

and refrigeration salt water circulation pump and four A/C plant sets. Each A/C plant set

contains a 200 ton A/C plant and a chilled water pump.

• Cargo Refrigeration Group - Cargo is refrigerated by means of three cargo refrigeration

compressors.

24

• High Pressure Air Group - High pressure air is used for many functions on the ship from

starting the LM-2500s to pneumatic tools. The High Pressure Air Group consists of two HP

air sets. Each HP air set consists of an HP air compressor, an HP air dehydrator, an HP flask,

and a separator flask.

• Firemain Group - The Firemain Group is used to provide firefighting water to areas of the

ship in the event of fire. The group consists of four fire pump sets, each fire pump set

consists of two redundant fire pumps.

• Freshwater Group - The Fresh Water Group provides potable water to the ship. The group

consists of two evaporator units and three potable water pumps.

• Low Pressure Air Group - The Low Pressure Air Group provides low pressure air air to

various functions throughout the ship. The group consists of three low pressure air sets.

Each low pressure air set consists of an LP air compressor, an LP air receiver, and an LP air

dryer. As a backup for the low pressure air system, low pressure air can be created by means

of the high pressure air group and an HP/LP reducer.

• Secondary Cooling Group - Seawater cooling of auxiliary machinery is provided by three

secondary seawater cooling pumps.

• Auxiliary Boiler Group - Low pressure steam used for laundry and gally equipment and

machinery, lube and fuel oil preheaters, and space heating is provided by two auxiliary boiler

sets. Each set contains am auxiliary boiler, a forced draft blower, two auxiliary fuel service

booster pumps, a fuel filter, two feed pumps, a feed and condensate tank, a drain cooler, and

an auxiliary seawater circulation pump.

• Fuel Transfer Group - The Fuel Transfer Group has the ability to receive ships fuel from a

dockside facility as well as distribute own ships fuel. The group consists of two fuel transfer

sets. Each set consists of a fuel transfer pump, a fuel transfer purifier heater, and a fuel

transfer purifier.

• Anchoring and Mooring Group - Anchoring and mooring services are provided by the

Anchoring and Mooring Group. The group consists of two anchor windlasses, two forward

capstans, and to aft capstans.

25

• Helo JP-5 Fuel Group - The Helo JP-5 Fuel Group receives fuel from dockside or another

ship, transfers the fuel from storage tanks to service tanks used to fuel the helicopters. The

group consists of a helo JP-5 transfer pump, a helo JP-5 transfer filter/separator, a helo JP-5

service pump, and a helo JP-5 service filter/separator.

3.2.4.5 Cargo Handling System

The Cargo Handling System is the means by which the AOE-6 delivers and receives cargo

to/from an underway ship. The system also maintains the ability to move cargo internal to the

ship. The Cargo Handling System consists of the following groups: Dry Inport Load Group,

Wet Receive Group, Dry Delivery System, Wet Delivery System, Elevator Group, Forklift

Group, Pallet Truck Group, and Helo JP-5 Fuel Group.

• Dry Inport Load Group - The Dry Inport Load Group is used when cargo is loaded onto the

ship while in port. The group consists of two dry onload cargo groups on each side of the

ship and two vertical package conveyors. The elevator, forklift, and pallet truck group is also

crucial is the completion of this mission and is described later in the section.

! Dry Onload Group - The Dry Onload Group is the main group in the Dry Inport Load

Group. It consists of a topping lift winch a cargo boom and a highline group.

" Double Drum Highline Group - The highline group consists of the following

equipment and machinery: sliding block drive, highline antislack device, double drum

hauling winch, RAS control booth, double drum hauling winch, RAM tensioner,

highline fairleader, sliding block assembly, RAS station, transfer head, and a RAS

kingpost.

• Elevator Group - The elevator group is used to transfer cargo between the flight deck and the

lower decks. The group consists of elevators at four holds. The first hold has a 12,000 lb

cargo elevator and a pallet conveyor, the second hold has two 12,000 lb cargo/weapons

elevators, the third hold has two 16,000 lb cargo/weapons conveyors, and the forth also has

two 16,000 lb cargo/weapons conveyors.

• Forklift Group - Forklifts are vehicles used for lifting and transporting palletized cargo

between storage areas and the elevators in the holds. They can also be used to move cargo

on the flight deck. Sparkproof forklifts are rated to carry ammunition. The Forklift Group

26

consists of three sideloader trucks, two 8000 lb sparkproof electric forklifts, ten 6000 lb

diesel forklifts, five 6000 lb sparkproof electric forklifts, and five 6000 lb electric forklifts.

• Pallet Truck Group - A pallet truck is used to transport relatively small loads when the use of

a forklift is not efficient or convenient. The Pallet Truck Group consists of four electric and

four manual pallet trucks.

• Wet Receive Group - The Wet Receive Group is used for receiving fuel from another ship by

means of conrep. The group consists of three wet receive sets. Each wet receive set contains

a fuel oil receiver, a JP-5 receiver, an FAS receiving station, and a FAS kingpost.

• Delivery Dry System - During conrep missions non-liquid cargo can be delivered from both

sides of the AOE-6 by means of a highline group. The Delivery Dry system includes two

double drum highline groups on the port side of the ship, two on the starboard side of the

ship, a single drum highline group on each side of the ship, and two vertical pallet conveyors.

The double drum highline groups are described in section 5.1.4.5.1.1.2. As moving cargo on

and between decks is vital for this mission the elevator, forklift and pallet truck groups as

described in 5.1.4.5.2, 5.1.4.5.3 and 5.1.4.5.4 (respectively) are included in this system.

! Single Drum Highline Group - The Single Drum Highline Group is one of the means by

which dry cargo is transferred from the AOE-6 to a connected ship. Under normal

circumstances the single drum system stands as a backup to the double drum systems on

the same side. The group consists of the following components: sliding block drive,

highline antislack device, double drum highline winch, RAS control booth, hauling winch

antislack device, single drum highline winch, RAM tensioner, highline fairleader, sliding

block assembly, RAS station, transfer head, and a RAS kingpost.

• Delivery Wet System - During conrep mission liquid cargo is transferred from the AOE-6 to

the target ship by means of the Delivery Wet System. This system consists of five cargo oil

pumps, four cargo JP-5 pumps, two FAS groups (one on each side), and a cargo fuel control

consol.

! FAS Group - The Port FAS group is used to connect the large cargo transfer hoses from

the AOE-6 to the target ship. The Port FAS Group consists of three identical sets, while

the Starboard FAS Group consists of two identical sets. Each set contains a single drum

spanwire winch, a span wise antislack device, an FAS kingpost, an FAS control booth, a

27

RAM tensioner, three saddle winches, a spanwire fairleader an FAS station, and a gypsy

winch.

3.2.4.6 Weapons System

The Weapons System provides limited protection against hostile threats to the AOE-6. The

system consists of a detection group, a display group, a MK57 MOD 3 NSSMS group, a

weapons launch group, an AN/SLQ-25 nixie, and an IFF Group.

• Detection Group - The Detection Group consists of an AN/SLQ-32 Group, a MK 23 MOD 2

TAS radar group, and a surface search radar group. A radar navigation group is used as a

backup for the surface search radar group.

! AN/SLQ-32 Group - The AN/SLQ-32 group consists of an AN/SLQ-32(v)3 EW set and

a AN/SLA-10 video blanker.

! MK 23 MOD 2 TAS Radar Group - The MK 23 MOD 2 TAS Radar Group consists of a

TAS data processing group a radar subsystem, a OJ-451(v)9 display console, a MK356

MOD 1 status panel, and a TAS IFF group

" TAS Data Processing Group - The TAS Data Processing Group consists of a

AN/USH-25 recorder/reproducer, an AN/UYK-44 computer, a MK-15 MOD 0

processor, and a MK 3 MOD 0 keyboard/printer.

" TAS IFF System Group - The TAS IFF System Group consists of an AS-2189

antenna, an SA-1807/UPA-81 switch, a KIR-1807/TSEC crypto computer, C-

8834/UPA-61 monitor control, an AN/UPX-27 interrogator, an MX-5758 interference

blanker, an SG-841/UPX pulse generator, AN/UPA-59 decoder group, and an AS-

17798 antenna.

• Surface Search Radar Group - The Surface Search Radar Group provides the AOE-6 with a

360 degree high resolution surface search capability. The group consists of a AN/SPS-67(v)

radar, an AS-936B/SPS-10 antenna assembly, and a MK-27 MOD 8A synchro amplifier.

• Radar Navigation Group - The Radar Navigation Group provides the AOE-6 with a 360

degree, all-weather, short-range, high resolution surface search radar for close-in piloting and

navigating. The group consists of a class B navigation radar and an AS-3194 antenna.

28

• Display Group - The Display Group consists of two AN/SPA-25s and an OJ-194 PPI display

console

• MK 57 MOD 3 NSSMS Group - The MK 57 MOD 3 NSSMS Group consists of a MK 91

MOD 3 GMFCS, two MK 77 MOD 1 director Group, and a MK 23 GM launcher.

• Weapon Launch Group - The Weapons Launch Group consists of two MK 15 CIWS, two

MK 88 MOD 0 25 MM gun mount, four MK 29 MOD 9 50 calibre gun mount, and four MK

36 MOD 7 SRBOC.

• IFF Group - The IFF group is used to support missions with identification of friendly forces.

The group consists of an AN/UPX-28 IFF Group and an AN/SPS-67 radar IFF group. The

MK 23 MOD 2 TAS radar group, the TAS IFF system group, and the surface search radar

group all described in this section are also used.

! AN/UPX-28 IFF Group - The AN/UPX-28 IFF Group provides RF coded pulse groups in

response to corresponding interrogation from other tactical uses. The group consists of

an AN/UPX-28, a KIR-1A/TSEC crypto computer, and two AS-1778 antenna.

! AN/SPS-67 Radar IFF Group - The AN/SPS-67 Radar IFF Group consists of a C-

8430/UPX control monitor, an SA-1807/UPA-81 switch, a KIR-1A/TSEC crypto

computer, a C-5834/UPA-51 monitor control, an AN/UPX-27 interrogator, an MX-5755

interference blanker, an SG-1068/UPX pulse generator, an AN-UPA-59 decoder group,

and an AS-177B antenna.

3.2.4.7 Navigation System

The Navigation Group provides the ability to detect surrounding terrain and the ships speed

and position for navigation. The group consists of two AN/SPA-25 radar display, two

AN/WSN-2 gyro compasses, an AN/SRN-19(V) satnav backed up by an LTN-211 omega, an

AN UQN-4 fathometer, an IC switchboard, the own ship�s course group, ship�s position group,

and a ship�s speed group. The Navigation System also uses the Radar Navigation Group and a

Surface Search Radar Group described in Section 3.2.4.6.

• Own Ship�s Course Group - The Own Ship�s Course Group consists of a ship control

console, an AN/SPS-67(v) radar set, an AS-936B/SPS-1QB antenna, two AN/SPA-25 radar

displays, two AN/WSN-2 gyro-compasses, an IC switchboard, and a magnetic compass. The

29

AN/SPS-67(v) radar set and AS-936B/SPS-1QB antenna are backed up by the Radar

Navigation Group described in Section 3.2.4.6.

• Ship�s Position Group - The Ship�s Position Group consists of an AN/SRM-19(v) satnav

backed up by an LTM-211 omega, an AN/UQN-4 fathometer, and a DRT group.

! DRT Group - The DRT Group consists of two AN/WQN-1 channel finders, a MK 8

MOD 4C dead reckoning tracer and a MK 10 dead reckoning analyzer indicator.

• Ship�s Speed Group - The Ship�s Speed Group consists of two rodmeters, an indicator

transmitter, and a sea valve assembly. Backing up the entire system is a MK 4 MOD 2

dummy log.

3.2.4.8 Exterior Communications System

Communication between the AOE-6 and other ships, shore facilities, aircraft, satellites and

all other external sources is handled by the Exterior Communications System. The system

contains the following groups: audio distribution group, communications control group,

switchboard group, Narrow band voice group, high frequency radio subsystem group, very high

frequency radio subsystem group, satellite communications radio subsystem group, UHF line of

site group, wide band secure voice group, special use items group, AN/SYQ-7(v)3 navmacs

group, teletype group, link 11 receive only group, quality monitoring system group, and the

AN/SAT-28. All of these groups are linked in series but the teletype group is used as a backup

for the AN/SYQ-7(v)3 navmacs group and a group in series as well.

• Audio Distribution Group - The Audio Distribution Group consists of 13 TA-970/U phones,

4 TA-980/U phones, four H-169/U handset assemblies, and six loudspeaker groups. The first

loudspeaker group contains two loudspeaker sets, each with a LS-474/U loudspeaker and an

AM-3729/SR amplifier, one contains a C-10276/SSC Control. The second loudspeaker

group contains six loudspeaker sets; three with a NT-49548 Loudspeaker, an AN-3729/SR

amplifier, and a C-10276/SSC control; three with a J-550/U jackpot and a NT-49548

loudspeaker. The third group contains a single set with a LS-474/U loudspeaker and an

AM/3729/SR amplifier. The fourth group contains eight loudspeaker sets all with two LS-

474/U loudspeakers and AM-3729/SR sets, two of the loudspeaker sets also have a C-

10278/SSC control. The fifth group contains two loudspeaker sets each with two LS-474/U

30

loudspeakers and AM-3729/SR sets, one of the loudspeaker sets contains a C-10276/SSC

control. The six group contains a single loudspeaker set with two LS-474/U loudspeakers

and AM-3729/SR sets, a C-9351/WSC-3 LOS control unit, and a C-10278/SSC control.

• Communications Control Group - The communications control group consists of three C-

9351/WSC-3 LOS control indicators, two sets containing two TSEC/KG-84A security

equipment and machinery and a C-11328/S digital data control interface unit, seven J-9395/U

jackboxes, a supervisory control panel, a OK-454(v)/WSC group, and an AN/SAT-2.

! OK-454(v)/WSC Group - The OK-454(v)/WSC Group contains an MX-10342/WSC, SB-

4124/WSC data& control switchboard, TD-1271 B/U multiplexer, KGV-11/TSEC

comsec equipment and machinery, SB-4125/WSC IF patch panel, and a CY-7970/WSC

rack.

• Switchboard Group - The Switchboard Group consists of eight SB-27278/SSR Switchboards,

a SB-985 comm patching switchboard, three SB-3686 secure comm patching switchboards,

three SB-3686 non-secure comm patching switchboards, eight SB-863/SRT XMTR/XFER

switchboard, a SB-863/SRT XMTR/XFER switchboard, and an SA-2112(v)2/STQ switching

matrix.

• Narrow Band Secure Voice Group - This group contains two sets with an ANDVT and a

HMF-3-1/TSEC interconnecting group. One ANDVT is backed up with TSEC/KY-75

security equipment and machinery the other with a second ANDVT.

• High Frequency Radio Subsystem Group - The High Frequency Radio Subsystem Group

contains two groups the high frequency receiver group and the high frequency broad band

transmitter group.

! High Frequency Receiver Group - The consists of two sets containing an AS-3606 (XN-

1)/ERC-109(v) antenna and radar suppression filter, the group also contains two receiver

outfit groups.

" Receiver Outfit - Each Receiver Outfit consists of a 1 MHz distribution unit, five R-

2249(XN-1)/URC-109V radio receivers, a CU-2303(XN-1)/URC-109(v) receiver

multicoupler, a power supply, and a terminal block.

! High Frequency Broadband Transmitter Group - The High Frequency Broadband

Transmitter Group consists of a radio frequency terminal box, a broadband antenna, two

31

AS-2537A/SR(MOD) antennas, an MX-10463 (XN-1)/URC-109(V), four 1 kW radio

frequency amplifiers, an MX-10482 (XN-1)/UGC-109(V) input hybrid, two exciter outfit

groups, and an anciliary group.

" Exciter Outfit Group - Each Exciter Outfit Group consists of a 1 MHz distribution

unit, three T-1474 (XN-1)/URC-109(V) transmitter exciter, a power supply, a

terminal block, and a MX-10491 (XN-1)/ URC-109(V) exciter combiner

• Very High Frequency Radio Subsystem Group - The Very High Frequency Radio Subsystem

Group consists of a 30-76 MHz VHF line of sight radio group, a 115-150 MHz VHF radio

group, and a 156-162 MHz VHF radio group. The 156-162 MHz VHF radio group is not

considered in the reliability calculation, to stay consistent with the original calculation.

! 30-76 MHz VHF Line of Sight Radio Group - The 30-76 MHz VHF Line of Sight Radio

Group consists of an AS-3226 URC antenna, an AN-VRC-48A VHF transceiver, an MX-

1986A/SRC control adapter, and an SA-2254/UR switching unit.

! 115-150 MHz VHF Radio Group - The 115-150 MHz VHF Radio Group consists of a

PP-2953C/U power supply, an AS-2809/SPC antenna, an AN/GRT-21(V)3 radio

transmitter, an MX-1956C/SRC control adapter, and an AN/GRR-23(V)5 radio receiver.

• Satellite Communications Radio Subsystem Group - The Satellite Communications Radio

Subsystem Group consists of the satcom fleet broadcast group and the UHF satcom

send/receive subsystem group. The satcom fleet broadcast group is backed up by the high

frequency radio subsystem group described above.

! Satcom Fleet Broadcast Group - The Satcom Fleet Broadcast Group consists only of the

AN/SSR-1A satellite signal receiving set.

! UHF Satcom Send/Receive Subsystem Group - The UHF Satcom Send/Receive

Subsystem Group consists of the UHF RF satellite communications group, the satcom

secure voice group, and the OK-454(V)/USQ group. The UHF RF satellite

communications group is backed up by the teletype group and the high frequency radio

subsystem group described in this section.

" UHF RF Satellite Communications Group - The UHF RF Satellite Communications

Group consists of an ON-143(V)/USQ interconnect group, an OE-82C/WSC-1

antenna group and an OK-367A/WSC-3 satellite communications control group.

32

# OK-367A/WSC-3 Satellite Communications Control Group - The OK-367A/WSC-3

Satellite Communications Control Group consists of a C-9597A/WSC-1 control unit, two

control indicator sets, and a J-3532/WSC-3 interconnecting group. Each control indicator

set contains an RT-1107A(V)3/WSC-3(V) radio transceiver, a C-9351/WSC-3 control

indicator, and a C-9899/WSC-3 control indicator unit.

" Satcom Secure Voice Group - The Satcom Secure Voice Group consists of ON-

143(V)4/USQ interconnecting group, CV-3333/U audio digital converter, and two

TSEC/KG 38-4s.

• UHF Line of Sight Group - The UHF Line of Sight Group consists of two identical sets.

Each set contains an AS-1735/SRC antenna, an OA-9123/SRC antenna coupler group, four

RT-11-7(V)7/WSC03(V) radio transceiver and an MT-6069A/WSC-3(V) equipment rack.

• Wideband Secure Voice Group - The Wideband Secure Voice Group consists of three

security sets, a J-3562/WR interconnecting group, KYB-6/TSEC W/J-3584U security

equipment, an HYP-2/TSEC power supply, and an SA-1711A/UR switching unit. Two of

the security sets contain three TSEC/KY-58 Security Equipment and HYX-58/TSEC

interfacing unit sets, and a HNF-2/TSEC interconnecting group. The last security set

consists of a TSEC/KY-58 security equipment, an HYX-58/TSEC interface unit and an

HNF-2/TSEC interconnecting group.

• Special Use Items Group - The Special Use Items Group consists of an AN2123A(V)/U

radio frequency amplifier, two AN/URQ-23 frequency time standards, an IC/SM-10 alarm

switchboard, a frequency standard outfit, a C-4421/SR transmitter control, a J-9398/U audio

jackbox, and a SB-3158/U telegraph key control panel.

• AN/SYQ-7(V)3 Navmacs Group - The AN/SYQ-7(V)3 Navmacs Group consists of two

SYM low level junction box, two AN/USH-26(V) recorder/reproducer, two AN/UYK-

20X(V) data processor, a peripheral switching unit, an ON-143(V)4/USQ interconnecting

group, an RD-3975(V)2/U tape reader punch, three AN/USQ-59(V) data terminal set, two

TT-624(V)5/UO teleprinter, two TSEC/KG-36-4 security equipments, and a mount.

• Teletype Group - The Teletype Group consists of ten CV-3510 signal data converter, an

AN/USQ-83(V) data terminal set, four TWK-8/TSEC function remote control units, seven

AN/UGC-143(V)4 teletypewriters, two TSEC sets, and a PP-6521 power supply assembly.

33

Each TSEC sets consist of two TSEC/KWR-48 comsec devices and a HNF-1/TSEC

interconnecting group.

• Link 11 Receive Only Group - The Link 11 Receive Only Group consists of an RD-

3798A(V) UNH recorder/reproducer, an SYM 453 connection box, and an SB-973/SRR

receiver transfer switchboard

• Quality Monitoring System Group - The Quality Monitoring System Group consists of an

AT-150/SRC antenna and an AN-SSQ-88 QMS. Neither of these pieces of equipment are

considered in the availability calculation

3.2.5 AOE-6 Availability Modeling

The systems for the AOE-6 described in Section 3.2.4 are arranged in an AOE-6 reliability

block diagram, using the Tiger input program. The reliability block diagram shows the

connectivity of the equipment and machinery on the ship, see Appendix B � AOE-6 Deactivation

Diagrams. The mission profile is input using Table 2. Using Table 3 specific equipment and

machinery is associated with appropriate mission phase types. MTBF and MTTR for the

equipment and machinery is input using the data in Appendix C � AOE-6 Machinery List [10].

Duty cycles are used in the Tiger model to reduce the number of hours equipment and

machinery is operating if the equipment and machinery is not used continuously during the

mission phase type. Based on Appendix B � AOE-6 Deactivation Diagrams some equipment

and machinery use different duty cycles for different mission phase types. For simplification the

duty cycle was averaged for all phase types that the equipment and machinery is operating in this

model.

Once the model is created the availability simulation is run. Defaults for the simulation are

detailed in the output presented in the following section.

3.2.6 Validation Results

In Appendix H � Tiger Results the output file created by Tiger for the AOE-6 validation case

is presented. It details the file information, global defaults, and the average availability through

the mission. Table 4 shows a summary of the AOE-6 availability simulation results. This details

the availability of the ship during the mission phases and the average availability through the

34

phases. The final availability result of 0.91 is compared to the calculated result from Reference

[7], which is 0.89.

The calculations show a difference of about 2%. The only changes from the original RMA

analysis are the simplification of the duty cycles and the use of the Markov Process in the newer

version. Based on the sensitivity analysis described in Section 5.7 some of this change in the

overall availability is likely due to the changes in the duty cycles. The rest of the discrepancy is

attributed to the use of the Markov Process instead of a Monte Carlo Analysis. Because of the

lack of data sources available there is not enough data to completely account for the discrepancy.

Based on these results, however, the model is considered to be a reasonable match with the

earlier model created for AOE-6, validating our method and the use of the newer Tiger software.

Table 4 � AOE-6 Availability Simulation Results Phase

Seq. Type Cumulative

Hours Instant Availability During Through

Average Availability During Through

1 In 24 > .999 0.998 0.999 0.999 2 Tr 246 0.943 0.939 0.939 0.945 3 Fl 258 0.938 0.938 0.938 0.945 4 Rp 261 0.641 0.64 0.64 0.941 5 VR 294 0.93 0.93 0.93 0.94 6 Rp 297 0.641 0.64 0.64 0.937 7 VR 330 0.93 0.93 0.93 0.936 8 Fs 345 0.931 0.931 0.931 0.936 9 CN 349 0.917 0.917 0.917 0.936 10 VT 366 0.935 0.935 0.935 0.936 11 Rp 369 0.641 0.64 0.64 0.934 12 VR 402 0.93 0.93 0.93 0.933 13 Rp 405 0.64 0.64 0.64 0.931 14 VR 438 0.93 0.93 0.93 0.931 15 Fs 453 0.931 0.931 0.931 0.931 16 CN 457 0.917 0.917 0.917 0.931 17 VT 474 0.935 0.935 0.935 0.931 18 Cn 500 0.938 0.938 0.938 0.931 19 Rp 503 0.641 0.64 0.64 0.93 20 VR 536 0.93 0.93 0.93 0.93 21 Rp 539 0.641 0.64 0.64 0.928 22 VR 572 0.93 0.93 0.93 0.928 23 Fs 587 0.931 0.931 0.931 0.928 24 CN 591 0.917 0.917 0.917 0.928 25 VT 608 0.935 0.935 0.935 0.928 26 Rp 611 0.64 0.64 0.64 0.927 27 VR 644 0.93 0.93 0.93 0.927 28 Rp 647 0.641 0.64 0.641 0.926 29 VR 680 0.93 0.93 0.93 0.926 30 Fs 695 0.931 0.931 0.931 0.926 31 CN 699 0.917 0.917 0.917 0.926

35

Phase Seq. Type

CumulativeHours

Instant Availability During Through

Average Availability During Through

32 VT 716 0.935 0.935 0.935 0.926 33 Cn 742 0.938 0.938 0.938 0.927 34 Rp 745 0.641 0.64 0.64 0.926 35 VR 778 0.93 0.93 0.93 0.926 36 Rp 781 0.641 0.64 0.64 0.925 37 VR 814 0.93 0.93 0.93 0.925 38 Fs 829 0.931 0.931 0.931 0.925 39 CN 833 0.917 0.917 0.917 0.925 40 VT 850 0.935 0.935 0.935 0.925 41 Rp 853 0.641 0.64 0.64 0.924 42 VR 886 0.93 0.93 0.93 0.924 43 Rp 889 0.64 0.64 0.64 0.923 44 VR 922 0.93 0.93 0.93 0.924 45 Fs 937 0.931 0.931 0.931 0.924 46 CN 941 0.917 0.917 0.917 0.924 47 VT 958 0.935 0.935 0.935 0.924 48 Cn 984 0.938 0.938 0.938 0.924 49 Rp 987 0.641 0.64 0.64 0.923 50 VR 1020 0.93 0.93 0.93 0.924 51 Rp 1023 0.641 0.64 0.64 0.923 52 VR 1056 0.93 0.93 0.93 0.923 53 Fs 1071 0.931 0.931 0.931 0.923 54 CN 1075 0.917 0.917 0.917 0.923 55 VT 1092 0.935 0.935 0.935 0.923 56 Rp 1095 0.64 0.64 0.64 0.923 57 VR 1128 0.93 0.93 0.93 0.923 58 Rp 1131 0.64 0.64 0.64 0.922 59 VR 1164 0.93 0.93 0.93 0.922 60 Fs 1179 0.931 0.931 0.931 0.922 61 CN 1183 0.917 0.917 0.917 0.922 62 VT 1200 0.935 0.935 0.935 0.923 63 Cn 1226 0.938 0.938 0.938 0.923 64 Rp 1229 0.64 0.64 0.64 0.922 65 VR 1262 0.93 0.93 0.93 0.922 66 Rp 1265 0.641 0.64 0.64 0.922 67 VR 1298 0.93 0.93 0.93 0.922 68 Fs 1313 0.931 0.931 0.931 0.922 69 CN 1317 0.917 0.917 0.917 0.922 70 VT 1334 0.935 0.935 0.935 0.922 71 Rp 1337 0.641 0.64 0.64 0.922 72 VR 1370 0.93 0.93 0.93 0.922 73 Rp 1373 0.641 0.64 0.64 0.921 74 VR 1406 0.93 0.93 0.93 0.921 75 Fs 1421 0.931 0.931 0.931 0.921 76 CN 1425 0.917 0.917 0.917 0.921 77 VT 1442 0.935 0.935 0.935 0.922 78 Cn 1468 0.938 0.938 0.938 0.922 79 Rp 1471 0.64 0.64 0.64 0.921 80 VR 1504 0.93 0.93 0.93 0.922 81 Rp 1507 0.64 0.64 0.64 0.921

36

Phase Seq. Type

CumulativeHours

Instant Availability During Through

Average Availability During Through

82 VR 1540 0.93 0.93 0.93 0.921 83 Fs 1555 0.931 0.931 0.931 0.921 84 CN 1559 0.917 0.917 0.917 0.921 85 VT 1576 0.935 0.935 0.935 0.921 86 Rp 1579 0.64 0.64 0.64 0.921 87 VR 1612 0.93 0.93 0.93 0.921 88 Rp 1615 0.641 0.64 0.64 0.921 89 VR 1648 0.93 0.93 0.93 0.921 90 Fs 1663 0.931 0.931 0.931 0.921 91 CN 1667 0.917 0.917 0.917 0.921 92 VT 1684 0.935 0.935 0.935 0.921 93 Fl 1696 0.938 0.938 0.938 0.921 94 Tr 1888 0.939 0.939 0.939 0.923 95 Un 2160 0.847 0.847 0.847 0.913

37

CHAPTER 4 RELIABILITY TRANSFORM METHOD

To calculate Ao for T-AKE, reliability data for ship equipment and machinery must be

obtained. As stated in Section 1.2, reliability data for past commercial and military ships cannot

be used directly. A theoretical approach is developed where both the reliability data for some

known ships and the equipment and machinery connectivity for T-AKE is given. The known

reliability data is comprised of three groups: military equipment and machinery operating in a

military environment, commercial equipment and machinery operating in a commercial

environment, and commercial equipment and machinery operating in a military environment. By

creating a method for transforming reliability data between these three groups, equipment and

machinery reliability data for one group is used to predict its value in the other two groups. The

data for T-AKE is based on commercial equipment and machinery operating in a commercial

environment and transformed to commercial equipment and machinery operating in a military

environment. This data is used to create an availability model to calculate T-AKE availability.

4.1 Ship Types and Data

For simplicity the three groups of equipment and machinery are categorized as three

theoretical Ship types. Ship type A uses military designed equipment and machinery operating

in a military environment. Ship type B uses equipment and machinery of commercial design

operating in a military environment. Ship type C uses commercial equipment and machinery

operating in a commercial environment. A Ship type which uses military equipment and

machinery operating in a commercial environment is not considered.

Equipment and machinery reliability data was gathered from military and commercial ships.

References [10] and [11] were also used to build the reliability data set for Ship type A. These

references provide reliability data for AOE-6 and LPD-17 ships compiled during ship design.

Reliability data for Ship type C was adapted from known reliability data. Data from military

ships that use COTS equipment was included in the Ship type B data set. Reference [12] was

used to build the reliability data set for Ship type B. This data was developed by NAVSEA to

assess the reliability of T-AKE in preliminary design. It is based on field sources and vendor

data.

38

4.2 Interpolating Between Ship Types

To assess the reliability of T-AKE it is necessary to interpolate the reliability information

between the Ship types. T-AKE is a combination of Ship types A and B. External

communications, navigation, and weapons use military equipment in a military application.

Other equipment and machinery is almost entirely commercial in a military application. In order

to estimate the reliability of this equipment and machinery, the reliability information is

interpolated from commercial equipment and machinery in a commercial application to

commercial equipment and machinery in a military application.

For interpolation it is assumed that equipment and machinery of a particular type and

reliability will maintain the same relative reliability when used in a different application (military

or commercial) or when the equipment is modified using military specifications for use in a

military application1. To take advantage of this assumption reliability data in each of the groups

(A, B, C) is organized by the type of equipment or machinery, and then ordered by MTBF and

MTTR (separately). The order is converted to a percentile based on its value relative to other

equipment and machinery of the same type [13]. The percentile is kept constant when

interpolating the reliability between the Ship types.

To calculate the percentile, all of the reliability data for similar equipment and machinery

(i.e. pumps, electrical equipment, etc.) is ranked based on the MTBF and the MTTR. The

percentiles are then calculated using the following equation:

Per= 1−HRank−1L

Max HRankLInGroup (4.1)

This gives a linear distribution of percentiles from 100% to 0%. Curves are then fit to the MTBF

and MTTR vs. percentile plots. The curve fit provides a continuous function of percentile given

MTBF and MTTR (See Appendix D � Reliability Transform Method Data Sets). Due to the

1 An example of this is three pumps whose MTBF (or MTTR) are x, y, and z, where x > y >

z. When the equipment is interpolated to a new data set the pumps will have a new MTBF (or

MTTR) of a, b, and c, where x ≠ a, y ≠ b, and z ≠ c. While the reliability is not the same it is

assumed that a > b > c, this shows the pumps have the same relative reliability in all of the data

sets.

39

inherent differences between military and commercial equipment and machinery and the

operating environment, the MTBF and the MTTR percentile curves are different.

4.3 Reliability Transform Method

This section provides the details of the reliability transform method using group percentiles

described in Section 4.2.

4.3.1 Grouping Equipment and Machinery

Equipment and machinery are organized in groups so that individual equipment and

machinery can be ranked with equipment and machinery of the same type. The following groups

are used:

• Pumps - Ships contain a large number of pumps to move fluids throughout the ship. There

are enough occurrences of pumps within the data sets for their own group.

• Cargo Handling Equipment and Machinery� Cargo handling equipment and machinery move

cargo in, on and off the ship. This includes fuel, dry stores, ammunition, and refrigerated

cargo.

• Transmission and Shafting Equipment and Machinery � Transmission and shafting

equipment and machinery deliver power from the prime mover to the propeller to propel the

ship. This group is characterized by its large MTBF and non-repairable equipment and

machinery.

• Propulsion and Propulsion Support Equipment and Machinery � Equipment and machinery

that generates propulsion power in the ship and supports the generation of that power.

• Electrical Equipment and Machinery � Electrical equipment and machinery generate and

distribute the electricity to electric loads (motors, lighting, etc.) throughout the ship.

• Auxiliary Equipment and Machinery � Auxiliary equipment and machinery support a variety

of functions in the ship. These include HVAC, freshwater, and fire fighting.

• Steering Equipment and Machinery � Steering equipment and machinery control and turn the

ship rudders.

Equipment and machinery from each data set is listed in its appropriate group in

40

Appendix D � Reliability Transform Method Data Sets.

4.3.2 Reliability Transforms

Equipment and machinery in each group are assigned a rank and associated percentile for

MTBF. This data is plotted as Percentile vs. MTBF. Curves are fit to the data in each group;

these curves are shown in Figure 3 through Figure 9. See Appendix D for the data and the

curves.

0.2 0.4 0.6 0.8 1Percentile

5000

10000

15000

20000

25000

MTBF Pumps MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 3 � Pumps MTBF vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

10000

20000

30000

40000

50000

60000

70000

MTBF Cargo Handling MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 4 � Cargo Handling MTBF vs. Percentile

41

0.2 0.4 0.6 0.8 1Percentile

50000

100000

150000

200000

250000

300000

MTBFTransmission and Shafting MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 5 � Transmission and Shafting MTBF vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

20000

40000

60000

80000

100000

120000

140000

MTBFPropulsion and Propulsion Support MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 6 � Propulsion and Propulsion Support MTBF vs. Percentile

42

0.2 0.4 0.6 0.8 1Percentile

10000

20000

30000

40000

MTBF Electrical MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 7 � Electrical MTBF vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

20000

40000

60000

80000

MTBF Auxiliary MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 8 � Auxiliary MTBF vs. Percentile

43

0.2 0.4 0.6 0.8 1Percentile

500000

1× 106

1.5× 106

2× 106

2.5× 106

MTBF Steering MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 9 � Steering MTBF vs. Percentile

It was expected that Ship Type C equipment and machinery would be more reliable than Ship

Types A and B equipment and machinery. This is because of the less demanding commercial

operating conditions and the large effort that commercial companies put into making their

equipment more reliable to increase sales. Since both Ship Types A and B are operating in a

military environment it was expected that they would be less reliable. No hypothesis was made

as to which of these would be better.

Most of the figures show that Ship Types C has the best reliability, followed by Ship Type A

and then Ship Type B. It is interesting to note that the Cargo Handling, Electrical, and Auxiliary

groups show the reliability data for Ship Type B as better than the reliability data for Ship Types

A and C. More data is required to determine if these differences are significant or if the

equipment reliabilities used for those groups are not an accurate distribution of the true data.

Also of note is the significant reduction in the reliability for the Ship Types B propulsion group

compared to Ship Types A and C. Our hypothesis is that this is due to the significant change in

the way propulsion equipment is used in a military environment compared to a commercial

environment (see Section 1.1), but more data is needed to be conclusive.

The data curves for MTTR vs. Percentile are shown in Figure 10 through Figure 16.

44

0.2 0.4 0.6 0.8 1Percentile

5

10

15

20

25

30

MTTR Pumps MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 10 � Pumps MTTR vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

10

20

30

40

50

60

MTTR Cargo Handling MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 11 � Cargo Handling MTTR vs. Percentile

45

0.2 0.4 0.6 0.8 1Percentile

50

100

150

200

MTTRTransmission and Shafting MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 12 � Transmission and Shafting MTTR vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

10

20

30

40

MTTRPropulsion and Propulsion Support MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 13 � Propulsion and Propulsion Support vs. Percentile

46

0.2 0.4 0.6 0.8 1Percentile

10

20

30

40

MTTR Electrical MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 14 � Electrical MTTR vs. Percentile

0.2 0.4 0.6 0.8 1Percentile

5

10

15

20

25

MTTR Auxiliary MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 15 � Auxiliary MTTR vs. Percentile

47

0.2 0.4 0.6 0.8 1Percentile

5

10

15

20

25

30

MTTR Steering MTTR vs. Percentile

Ship Type C

Ship Type B

Ship Type A

Figure 16 � Steering MTTR vs. Percentile

Table 5 and Table 6 provide the transform equations corresponding to the curves. They are

used to transform the equipment and machinery data from one ship/application type to another.

The following is an example of the reliability transform method. A commercial pump is

known to operate in a commercial environment with a MTBF of 10,000 hours. An estimate is

required for its MTBF in a military environment. Figure 3 is used to find its group percentile in

Ship type C and then its associated MTBF in Ship type B. Figure 17 shows this process.

48

c

Figure 17 � Using a MTBF vs. Percentile Graph

An alternative method is to use the equations in Table 5. The Ship C to Ship B section is

used. Its group percentile in Ship type C is calculated as .68 using the first equation. The MTBF

in Ship type B is then calculated as 6374, using the second equation.

Table 5 � Transforming MTBF Between Ship Types Ship A $ Ship B Group Equation Pumps 0.3194*Ln(MTBF) - 2.2385 = Per EXP((Per+4.8292)/.6289) = MTBF Cargo Handling 0.1372*Ln(MTBF) - 0.5623 = Per EXP((Per+.7483)/.1508) = MTBF Transmission and Shafting 0.3090*Ln(MTBF) - 2.9111 = Per EXP((Per+4.9999)/.4866) = MTBF Propulsion and Propulsion Support 0.1973*Ln(MTBF) - 1.4227 = Per EXP((Per+2.1642)/.2923) = MTBF Electrical 0.3940*Ln(MTBF) - 2.9545 = Per EXP((Per+2.5649)/.3363) = MTBF Auxiliary 0.1793*Ln(MTBF) - 1.0217 = Per EXP((Per+.9261)/.1685) = MTBF Steering 0.1375*Ln(MTBF) - 1.0628 = Per EXP((Per+.8386)/.1238) = MTBF Ship A $ Ship C Group Equation Pumps 0.3194*Ln(MTBF) - 2.2385 = Per EXP((Per+2.2541)/.3194) = MTBF Cargo Handling 0.1372*Ln(MTBF) - 0.5623 = Per EXP((Per+.5677)/.1372) = MTBF Transmission and Shafting 0.3090*Ln(MTBF) - 2.9111 = Per EXP((Per+2.9202)/.309) = MTBF Propulsion and Propulsion Support 0.1973*Ln(MTBF) - 1.4227 = Per EXP((Per+1.4361)/.1973) = MTBF Electrical 0.3940*Ln(MTBF) - 2.9545 = Per EXP((Per+2.9812)/.394) = MTBF Auxiliary 0.1793*Ln(MTBF) - 1.0217 = Per EXP((Per+1.0304)/.1793) = MTBF

0.2 0.4 0.6 0.8 1Percentile

5000

10000

15000

20000

25000

MTBF Pumps MTBF vs. Percentile

Ship Type C

Ship Type B

Ship Type AShowing a percentile of .67

The same percentile for Ship type B

New MTBF of 6300

49

Steering 0.1375*Ln(MTBF) - 1.0628 = Per EXP((Per+1.0734)/.1375) = MTBF Ship B $ Ship A Group Equation Pumps 0.6289*Ln(MTBF) - 4.8292 = Per EXP((Per+2.2385)/.3194) = MTBF Cargo Handling 0.1508*Ln(MTBF) - 0.7483 = Per EXP((Per+.5623)/.1372) = MTBF Transmission and Shafting 0.4866*Ln(MTBF) - 4.9999 = Per EXP((Per+2.9111)/..309) = MTBF Propulsion and Propulsion Support 0.2923*Ln(MTBF) - 2.1642 = Per EXP((Per+1.4227)/.1973) = MTBF Electrical 0.3363*Ln(MTBF) - 2.5649 = Per EXP((Per+2.9545)/.394) = MTBF Auxiliary 0.1685*Ln(MTBF) - 0.9261 = Per EXP((Per+1.0217)/.1793) = MTBF Steering 0.1238*Ln(MTBF) - 0.8386 = Per EXP((Per+1.0628)/.1375) = MTBF Ship B $ Ship C Group Equation Pumps 0.6289*Ln(MTBF) - 4.8292 = Per EXP((Per+2.2541)/.3194) = MTBF Cargo Handling 0.1508*Ln(MTBF) - 0.7483 = Per EXP((Per+.5677)/.1372) = MTBF Transmission and Shafting 0.4866*Ln(MTBF) - 4.9999 = Per EXP((Per+2.9202)/.309) = MTBF Propulsion and Propulsion Support 0.2923*Ln(MTBF) - 2.1642 = Per EXP((Per+1.4361)/.1973) = MTBF Electrical 0.3363*Ln(MTBF) - 2.5649 = Per EXP((Per+2.9812)/.394) = MTBF Auxiliary 0.1685*Ln(MTBF) - 0.9261 = Per EXP((Per+1.0304)/.1793) = MTBF Steering 0.1238*Ln(MTBF) - 0.8386 = Per EXP((Per+1.0734)/.1375) = MTBF Ship C $ Ship B Group Equation Pumps 0.3194*Ln(MTBF) - 2.2541 = Per EXP((Per+4.8292)/.6289) = MTBF Cargo Handling 0.1372*Ln(MTBF) - 0.5677 = Per EXP((Per+.7483)/.1508) = MTBF Transmission and Shafting 0.3090*Ln(MTBF) - 2.9202 = Per EXP((Per+4.9999)/.4866) = MTBF Propulsion and Propulsion Support 0.1973*Ln(MTBF) - 1.4361 = Per EXP((Per+2.1642)/.2923) = MTBF Electrical 0.3940*Ln(MTBF) - 2.9812 = Per EXP((Per+2.5649)/.3363) = MTBF Auxiliary 0.1793*Ln(MTBF) - 1.0304 = Per EXP((Per+.9261)/.1685) = MTBF Steering 0.1375*Ln(MTBF) - 1.0734 = Per EXP((Per+.8386)/.1238) = MTBF Ship C $ Ship A Group Equation Pumps 0.3194*Ln(MTBF) - 2.2541 = Per EXP((Per+2.2385)/.3194) = MTBF Cargo Handling 0.1372*Ln(MTBF) - 0.5677 = Per EXP((Per+.5623)/.1372) = MTBF Transmission and Shafting 0.3090*Ln(MTBF) - 2.9202 = Per EXP((Per+2.9111)/..309) = MTBF Propulsion and Propulsion Support 0.1973*Ln(MTBF) - 1.4361 = Per EXP((Per+1.4227)/.1973) = MTBF Electrical 0.3940*Ln(MTBF) - 2.9812 = Per EXP((Per+2.9545)/.394) = MTBF Auxiliary 0.1793*Ln(MTBF) - 1.0304 = Per EXP((Per+1.0217)/.1793) = MTBF Steering 0.1375*Ln(MTBF) - 1.0734 = Per EXP((Per+1.0628)/.1375) = MTBF

Table 6 - Transforming MTTR Between Ship Types Ship A $ Ship B

50

Group Equation Pumps -0.3339*Ln(MTTR) + 1.1208 = Per EXP((Per-1.1329)/-.3654) = MTTR Cargo Handling -0.2472*Ln(MTTR) + 1.0031 = Per EXP((Per-1.0190)/-.4072) = MTTR Transmission and Shafting -0.3555*LN(MTTR) + 1.6816 = Per EXP((Per-1.7689)/-.2986) = MTTR Propulsion and Propulsion Support -0.3101*Ln(MTTR) + 0.9592 = Per EXP((Per-.9799)/-..2614) = MTTR Electrical -0.2913*LN(MTTR) + 0.8752 = Per EXP((Per-1.0192)/-.2275) = MTTR Auxiliary -0.3079*LN(MTTR) + 1.0245 = Per EXP((Per-.9634)/-.3142) = MTTR Steering -0.2728*Ln(MTTR) + 0.9318 = Per EXP((Per-.9234)/-.2663) = MTTR Ship A $ Ship C Group Equation Pumps -0.3339*Ln(MTTR) + 1.1208 = Per EXP((Per-1.1371)/-.3339) = MTTR Cargo Handling -0.2472*Ln(MTTR) + 1.0031 = Per EXP((Per-1.0128)/-.2472) = MTTR Transmission and Shafting -0.3555*LN(MTTR) + 1.6816 = Per EXP((Per-1.6922)/-.3555) = MTTR Propulsion and Propulsion Support -0.3101*Ln(MTTR) + 0.9592 = Per EXP((Per-.9801)/-.3101) = MTTR Electrical -0.2913*LN(MTTR) + 0.8752 = Per EXP((Per-.8949)/-.2913) = MTTR Auxiliary -0.3079*LN(MTTR) + 1.0245 = Per EXP((Per-1.0395)/-.3079) = MTTR Steering -0.2728*Ln(MTTR) + 0.9318 = Per EXP((Per-.9528)/-.2728) = MTTR Ship B $ Ship A Group Equation Pumps -0.3654*Ln(MTTR) + 1.1329 = Per EXP((Per-1.1208)/-.3339) = MTTR Cargo Handling -0.4072*Ln(MTTR) + 1.0190 = Per EXP((Per-1.0031)/-.2472) = MTTR Transmission and Shafting -0.2986*Ln(MTTR) + 1.7689 = Per EXP((Per-1.6816)/-.3555) = MTTR Propulsion and Propulsion Support -0.2614*Ln(MTTR) + 0.9799 = Per EXP((Per-.9592)/-..3101) = MTTR Electrical -0.2275*Ln(MTTR) + 1.0192 = Per EXP((Per-.8752)/-.2913) = MTTR Auxiliary -0.3142*Ln(MTTR) + 0.9634 = Per EXP((Per-1.0245)/-.3079) = MTTR Steering -0.2663*Ln(MTTR) + 0.9234 = Per EXP((Per-.9318)/-.2728) = MTTR Ship B $ Ship C Group Equation Pumps -0.3654*Ln(MTTR) + 1.1329 = Per EXP((Per-1.1371)/-.3339) = MTTR Cargo Handling -0.4072*Ln(MTTR) + 1.0190 = Per EXP((Per-1.0128)/-.2472) = MTTR Transmission and Shafting -0.2986*Ln(MTTR) + 1.7689 = Per EXP((Per-1.6922)/-.3555) = MTTR Propulsion and Propulsion Support -0.2614*Ln(MTTR) + 0.9799 = Per EXP((Per-.9801)/-.3101) = MTTR Electrical -0.2275*Ln(MTTR) + 1.0192 = Per EXP((Per-.8949)/-.2913) = MTTR Auxiliary -0.3142*Ln(MTTR) + 0.9634 = Per EXP((Per-1.0395)/-.3079) = MTTR Steering -0.2663*Ln(MTTR) + 0.9234 = Per EXP((Per-.9528)/-.2728) = MTTR Ship C $ Ship B Group Equation Pumps -0.3339*Ln(MTTR) + 1.1371 = Per EXP((Per-1.1329)/-.3654) = MTTR Cargo Handling -0.2472*Ln(MTTR) + 1.0128 = Per EXP((Per-1.0190)/-.4072) = MTTR

51

Transmission and Shafting -0.3555*LN(MTTR) + 1.6922 = Per EXP((Per-1.7689)/-.2986) = MTTR Propulsion and Propulsion Support -0.3101*Ln(MTTR) + 0.9801 = Per EXP((Per-.9799)/-..2614) = MTTR Electrical -0.2913*LN(MTTR) + 0.8949 = Per EXP((Per-1.0192)/-.2275) = MTTR Auxiliary -0.3079*LN(MTTR) + 1.0395 = Per EXP((Per-.9634)/-.3142) = MTTR Steering -0.2728*Ln(MTTR) + 0.9528 = Per EXP((Per-.9234)/-.2663) = MTTR Ship C $ Ship A Group Equation Pumps -0.3339*Ln(MTTR) + 1.1371 = Per EXP((Per-1.1208)/-.3339) = MTTR Cargo Handling -0.2472*Ln(MTTR) + 1.0128 = Per EXP((Per-1.0031)/-.2472) = MTTR Transmission and Shafting -0.3555*LN(MTTR) + 1.6922 = Per EXP((Per-1.6816)/-.3555) = MTTR Propulsion and Propulsion Support -0.3101*Ln(MTTR) + 0.9801 = Per EXP((Per-.9592)/-..3101) = MTTR Electrical -0.2913*LN(MTTR) + 0.8949 = Per EXP((Per-.8752)/-.2913) = MTTR Auxiliary -0.3079*LN(MTTR) + 1.0395 = Per EXP((Per-1.0245)/-.3079) = MTTR Steering -0.2728*Ln(MTTR) + 0.9528 = Per EXP((Per-.9318)/-.2728) = MTTR

52

CHAPTER 5 T-AKE CASE STUDY

With a tool to calculate availability and a method for estimating reliability, it is now possible

to perform a reliability and availability analysis, to find the Ao for T-AKE. In this case study a

reliability and availability analysis for the all-military ship (Ship A) is also performed and the Ao

and is compared to the estimate for T-AKE.

5.1 Ship Types

Based on the theoretical approach presented in Chapter 4 this case study investigates three

theoretical Ship types. Ship type A uses military standards for equipment and machinery and

operates in a military environment. Ship type C uses commercial standards and ABS rules for

Building and Classing Steel Vessels and operates in a commercial environment. Like Ship type

C, Ship type B uses commercial equipment and machinery but operates in a military

environment. Except for communication and weapons equipment, Ship type B is the data set

that most closely resembles the T-AKE.

The reliability and availability analysis is illustrated in the following figure:

Figure 18 - Reliability and Availability Calculation Tree

53

Referring to Figure 18, the equipment and machinery reliability type (commercial or military

standards) and mission (military or commercial) characteristics change when moving between

the Ship types. The required operational capabilities (ROC), machinery list, and connectivity are

the same. The highlighted selection under Equipment Design Standards and Mission, show that

the ship is operating on a military mission with commercial equipment. By applying the

appropriate equipment and machinery reliability data to the machinery list, used in conjunction

with the connectivity, the reliability for groups and systems is determined. This reliability is

then applied in Tiger to the ships ability to perform the ROCs in its mission phases and profile.

The individual operational availabilities are then combined to produce the ship overall AO. This

process is repeated for all of the theoretical ship designs.

For this case study the reliability data for Ship types A and C machinery and equipment is

listed in Appendix D � Reliability Transform Method Data Sets. Ship type B systems which

only use military equipment are obtained directly from Ship type A data. These systems are:

• Weapons System

• Navigation System

• Exterior Communications System

Reliability estimates for other Ship type B systems are made by transforming Ship type C data,

these systems are:

• Propulsion System

• Electrical System

• Steering System

• Auxiliary System

• Cargo Handling System

5.2 T-AKE RMA Timeline

The T-AKE Operation Requirements Document (ORD) [14] describes four mission scenarios

that the T-AKE must be designed to complete. These mission scenarios are: a wartime shuttle

ship mission, a wartime substitute station ship mission, a peacetime shuttle ship mission, and a

54

peacetime substitute station ship. For this case study the wartime shuttle ship mission was

chosen. This mission scenario represents the most difficult operating conditions the ship can be

put under (wartime) and the most critical mission it must perform.

To obtain mission phases for this case study the ORD mission scenarios were augmented by

an example 6 day UNREP mission description given in the T-AKE Performance Specifications.

Using the 6 day UNREP mission description in conjunction with the ORD wartime shuttle ship

mission the Table 7 mission scenario was developed.

Table 7 � T-AKE 24 Day Shuttle Mission Scenario

Phase Description Phase Sequence

Phase Type

Phase Duration (hrs)

Cumulative time (hrs)

In Port/At Anchor 1 1 24 24Transit 2 2 120 144Cargo Download - AOE 3 3 72 216UNREP/VERTREP - DD (SAG) 4 4 7 223Prestage 5 5 48 271UNREP/VERTREP - CV/CG/DD (CBG) 6 6 24 295Transit 7 2 120 415Unload/Load in Port 8 7 168 583

5.2.1 Mission Phases

The mission phases represent the broad descriptions of the tasks that T-AKE performs during

the scenario. These seven phases are:

• Phase Type 1 � In Port/At Anchor

T-AKE is in port at anchor, fully loaded, waiting departure orders.

• Phase Type 2 � Transit

T-AKE will transit to/from battle group from/to port

• Phase Type 3 � Cargo Download � AOE

T-AKE is downloading cargo to the station ship with the battle group.

• Phase Type 4 - UNREP/VERTREP - DD (SAG)

T-AKE is conducting connected replenishment evolutions with at least one destroyer to either side.

• Phase Type 5 – Prestage

T-AKE is preparing for its CBG UNREP/VERTREP by prestaging all cargo to be transported.

• Phase Type 6 - UNREP/VERTREP - CV/CG/DD (CBG)

T-AKE is conducting connected replenishment with any number of carriers, cruisers and destroyers.

• Phase Type 7 - Unload/Load in Port

T-AKE is in port off-loading and reloading in preparation for the next deployment.

55

5.2.2 Utilization Matrix

To link the equipment and machinery usage with the mission phases a utilization matrix is

generated, Table 8. The primary use of this matrix is to relate system groups defined in the

deactivation diagrams to the different mission phases. For each phase the related system groups

used are denoted with an �x�. The second purpose of the utilization matrix is to show the

required parallel equipment and machinery that is needed to complete the mission phases.

Parallel equipment and machinery usage is marked with the number required to be running to

complete the mission phase.

Table 8 � T-AKE Utilization Matrix for the 24 Day Shuttle Mission Scenario By Mission Phase Type

System/Group Parallel Equipment and Machinery 1 2 3 4 5 6 7 Propulsion x x x x x Main Diesel Gensets 3 2 2 2 2 Auxiliary Diesel Gensets 2 1 1 1 1 Propulsion Motor Excitation/Control Units 3 2 2 2 2 Central Seawater Cooling Pump 2 2 2 2 2 Fuel Oil Service Group x x x x x Shafting Group x x x x x Lube Oil Group x x x x x MDG Lube Oil Cooler 2 1 1 1 1 Lube Oil Purifier Pump and Heater 1 1 1 1 1 Main Engine Lube Oil Priming Pump 3 2 2 2 2 Propulsion Control Group x x x x x Control Console 2 2 2 2 2 Power Panels 2 2 2 2 2 Electrical x x x x x x x Voltage Regulator 1 1 1 1 1 1 1 Main Switchboard 1 1 1 1 1 1 1 400HZ Frequency Converter 1 1 1 1 1 1 1 Transformers 2 2 2 2 2 2 2 Ship Service Switchboard 1 1 1 1 1 1 1 Steering x x x x x Bow Thruster Control Panel 1 2 2 1 2 Auxiliary x x x x x x x

Air Conditioning x x x x x x x

Water Circulation/Refridgeration Plant 2 3 3 3 3 3 2 Refrigeration Group x x x x x x x Ship Service Refrigeration Plant 1 1 1 1 1 1 1 Cargo Refrigeration System 2 2 2 2 2 2 2 Fire Extinguishing Group x x x x x x x Fire/Sprinkling Pump 1 1 1 1 1 1 1

56

System/Group Parallel Equipment and Machinery 1 2 3 4 5 6 7 Emergency Fire Pump 1 1 1 1 1 1 1 Drainage and Ballast Group x x x x x x x Dewatering/Ballast Pump 1 1 1 1 1 1 1 Bilge/Ballast Pump 1 1 1 1 1 1 1 Dewatering Pump 1 1 1 1 1 1 1 Cargo Oily Waste Transfer Pump 1 1 1 1 1 1 1

Machinery Room Oily Waste Transfer Pump 1 1 1 1 1 1 1

Freshwater Group x x x x x x Distilling Plant Group x x x x x x Distiling Plant 1 1 1 1 1 1 Potable Water Group x x x x x x Potable Water Heating System 2 2 2 2 2 2 Cargo Potable Water Pump 1 1 1 1 1 1 Auxiliary Fresh Water Cooling Group x x x x x x High Temp Fresh Water Cooling Pump 2 2 2 2 2 2 Low Temp Fresh Water Cooling Pump 1 1 1 1 1 1 Compressed Air Group x x x x x x HP Air Compressor 1 1 1 1 1 1 Ship Service Air Compressor 1 1 1 1 1 1 Starting Air Compressor 1 1 1 1 1 1

JP-5 Fuel Group x x

Cargo Crane Group x Cargo Crane 2 Cargo Handling x x x x x x Dry Import Load Group x Wet Receive Group x x Stream Liquid Receiving Station 1 1 Delivery Dry System x x Port Double Drum Highline Group x Stbd Double Drum Highline Group x x Delivery Wet System x x Main Cargo Transfer Pump 1 1 Auxiliary Cargo F-76 Transfer Pump 1 1 Auxiliary Cargo F-44 Transfer Pump 1 1 Port FAS Group x x Saddle Winch 3 3 Stbd FAS Group x Saddle Winch 3

Rig Group x x

2 1/2" Delivery Rig 1 1 Elevator Group x x x x x x Elevator System 5443.1 KG 2 2 2 2 2 2 Elevator System 7257.5 KG 2 2 2 2 2 2 Forklift Group x x x x x x E40XM-4K Electric Fork Loader Truck 3 3 3 3 3 3 9.5K Electric Side Loader 2 2 2 2 2 2 1370-6K Diesel Fork Truck 6 6 6 6 6 6 E60XM-6K Electric Fork Truck 4 4 4 4 4 4

57

System/Group Parallel Equipment and Machinery 1 2 3 4 5 6 7 10K Electric Fork Truck 3 3 3 3 3 3 Weapons x x x x x

Detection Group x x x x x

Display Group x x x x x NSSMS Group x x x x x Weapon Launcher Group x x x x x

IFF Group x x x x x

Navigation x x x x x x Inport Group x Own Ship's Course Group x x x x x Ship's Position Group x x x x x Ship's Speed Group x x x x x Exterior Communications x x x x x x Audio Distribution Group x x x x x x Communications Control Group x x x x x x Switchboard Group x x x x x x Narrow Band Secure Voice Group x x x x x x HF Radio Subsystem Group x x x x x x VHF Radio Subsystem Group x x x x x x

UHF LOS Group x x x x x x

Wide Band Secure Voice Group x x x x x x Special Use Items Group x x x x x x AN/SYQ-7(V)3 Navmacs Group x x x x x x Teletype Group x x x x x x Link 11 Receive Only Group x x x x x x QMS Group x x x x x x

5.3 Required Operation Capabilities

Required Operation Capabilities (ROCs) are independent functions that the ship must

perform in order to complete the mission. Equipment and machinery failure can result in the loss

of the ability to complete the ROCs. The ROCs for the T-AKE are:

• Receive Dry Cargo

• Receive Wet Cargo

• Refuel

• Steam

• Maintain Cargo

58

• Maintain CONREP Position

• Deliver Dry Cargo

• Deliver Wet Cargo

• VERTREP

5.4 Machinery List and Connectivity

The criterion for including equipment and machinery in this analysis is based on whether the

equipment and machinery has a critical function toward completing the ROCs. This equipment

and machinery is organized into the following systems: Propulsion, Electrical, Steering,

Auxiliary, Cargo Handling, Weapons, Navigation, and Exterior Communications. The full list of

equipment and machinery used in Ship type C is provided in Appendix E � T-AKE Machinery

List. As the equipment and machinery loadout for the T-AKE closely resembles that of the

AOE-6 for the Weapons, Navigation, and Exterior Communication systems those systems,

descriptions for are taken directly from the AOE-6 analysis (see Sections 3.2.4.6, 3.2.4.7, and

3.2.4.8).

Once the machinery list is finalized, the connectivity of the system is required. Connectivity

is used to determine equipment and machinery groups and how they affect the ROCs. A

deactivation diagram is used to show the connectivity. When equipment or machinery in series

fails, the failure is passed to the whole system. When equipment or machinery in parallel fails,

there is another to perform the same function. Parallel equipment and machinery includes a

fraction that shows how many pieces of the parallel equipment, machinery or systems must be

operating to achieve the ROCs. The T-AKE deactivation diagram is shown in Appendix F � T-

AKE Deactivation Diagram.

5.5 T-AKE System Descriptions

5.5.1 Propulsion System

Propulsion for the T-AKE is provided by 5 Goodrich, Fairbanks Morse diesel engines. Three

are classified as main diesel engines while the remaining two are classified as auxiliary engines.

Each is connected to an Alstrom generator to form a generator set. The generators are connected

59

to four propulsion motor excitation control units and a tandem propulsion motor assembly.

Cooling is handled by three seawater pump and controller sets.

• Fuel Oil Service Group - The Fuel Oil Service Group transfers fuel from the ships fuel

service tanks to the propulsion engines. One pump is designated to transfer fuel to the main

diesel engines, and another is designated to transfer fuel to the auxiliary diesel engines. A

single fuel oil purifier module and MDG engine fuel return cooler are used for both systems.

• Shafting Group - The Shafting group transfers the power from the motors to the propeller to

create propulsion for the ship. Included in this group is the shafting and the connected fixed

pitch propeller. The bearings and seals along the shaft are also included.

• Lube Oil Group - Lube oil is used for the cooling and lubrication of the diesel engines.

Included in this group is two MDG lube oil coolers, two lube oil purifier pumps and heaters,

a purifier module and 4 lube oil priming pumps.

• Propulsion Control Group - The Propulsion control group is used to control the speed of the

ship as well as alert the operator of any serious engine problems. A total of five consoles are

used to control the ship. Two main control consoles, on ship control console, and one bridge

wing console on each side of the ship. Four panels are used on the ship. One for auxiliary

engine power, on for main engine power, one as a main engine safety panel and one as a

main engine control/alarm panel.

5.5.2 Electrical System

The Electrical system is used to distribute and convert the power generated by the propulsion

generators. An emergency Diesel generator is used in case of a failure of the some or all of the

main diesel generators. Four switchboards are used to distribute the power. A 400 HZ

frequency converter is used for power conversion. Four identical propulsion motor transformer

sets are used, each with a propulsion motor excitation transformer, a propulsion frequency

converter and a propulsion transformer.

60

5.5.3 Steering System

The Steering System is used to maneuver the ship by use of the ships rudder and bow

thrusters. The rudder is controlled by a steering gear electro-hydraulic vane, a electro-hydraulic

steering control system, and a rudder angle indicator system. The electric bow thruster system is

controlled by a primary bow thruster control panel, and two secondary bow thruster control

panels.

5.5.4 Auxiliary System

The Auxiliary System provides support to many of the ships functions. These functions

are cargo handling and delivery, fire fighting, drainage and ballast, and freshwater use. This

system consists of the following groups: air conditioning, refrigeration, fire extinguishing,

drainage and ballast, freshwater, compressed air, JP-5 fuel and cargo crane.

• Air Conditioning Group - The air conditioning group controls the climate when the exterior

temperature is warmer than the ship maximums and provides air conditioning support for

appropriate cargo. The group consists of a A/C refrigeration system, a cargo hold A/C

system, and five A/C sets with a A/C chilled water circulation pump and a A/C refrigeration

plant.

• Refrigeration Group - The Refrigeration Group provides refrigeration for ship systems as

well as for the cargo. The group consists of a ship service refrigeration system and two ship

service refrigeration plants, as well as a cargo refrigeration system and three cargo

refrigeration plants.

• Fire Extinguishing Group - The Fire Extinguishing Group is used to combat fires on the ship.

The group consists of six redundant fire/sprinkling pump and pump controller sets, two

redundant emergency fire pump and pump controller sets, five redundant local fire

extinguishing system nozzles and release valve sets, a local fire extinguishing system pump

unit, a balanced pressure foam proportioning unit, a system remote control PNL a cargo/aux

pump room anti-fouling system, an alarm system, and a fixed fire extinguishing group. The

alarm system consists of two actuation warning signs, two local visual alarms, and two

audible alarms.

61

! Fixed Fire Extinguishing Group - This system consists of ten redundant fixed FM-200

fire extinguishing systems. These are a halogen system used to suppress fires by

replacing the burnable oxygen with a non-flammable noble gas.

• Drainage and Ballast Group - The Drainage and Ballast Group is used to remove excess

liquids from the ship as well as maintain desired ballast by adding or removing seawater to

the ship. This group consists of the following sets which all have one redundant set:

dewatering/ballast pump and controller, bilge/ballast pump and controller, dewatering pump

and controller, a cargo hold oily waste transfer pump, and a machinery room oily waste

transfer pump. The group also consists of a fuel and lube oil sludge transfer pump, a deck

seal pump, and an inert gas scrubber pump.

• Freshwater Group - The freshwater group makes and uses freshwater on the system for

potable water and cooling. The group consists of the following independent groups:

distilling plant, potable water, and auxiliary fresh water cooling.

! Distilling Plant Group - The distilling plant creates freshwater by boiling salt water and

collecting and cooling the evaporate while removing the leftover salt brine. The group

consists of two distilling plant sets, a recirculation brominator, and a proportioning

brominator. Each distilling plant set consists of a distilling plant, electric booster heater

and a seawater feed/injection pump.

! Potable Water Group - The potable water group purifies, heats and circulates potable

water about the ship for use. The group consists of three heater sets, two cargo potable

water pumps, a potable water hydrophore unit, and a distilled water hydrophore unit. The

heater sets each contain an electric storage type potable water heat, a ships service hot

potable water circulation pump and a ships service hot potable water circulation pump

controller.

! Auxiliary Fresh Water Cooling Group - The Auxiliary Fresh Water Cooling Group is

used for cooling where fresh water cooling is needed on the ship. The group consists of

three high temperature cooling sets and three low temperature cooling sets. A high

temperature cooling set consists of a central high temperature fresh water cooling pump

and controller and a MDG high temperature fresh water cooler. A low temperature

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cooling set consists of a central low temperature fresh water cooling pump and controller

and a central low temperature fresh water cooler.

• Compressed Air Group - The Compressed Air Group compresses air to by used for any

number of ship functions including pneumatic tools and starting the diesel generators. The

group consists of two high pressure air sets, two control air sets, two starting air compressors

and an emergency generator starting air compressor. A high pressure air set consists of a

high pressure air compressor, a high pressure air dehydrator and a high pressure bypass air

dehydrator. A control air set consists of a ships service/control air compressor and a control

air dehydrator.

• JP-5 Fuel Group - The JP-5 Fuel Group transfers and purifies the JOP-5 fuel used by

helicopters and airplanes in the Navy. The group consists of two helicopter fueling JP-5 hose

reels with 30 meters of hose, a transfer filter-separator, a service filter-separator, a JP-5

stripping pump, a JP-5 transfer pump, a JP-5 service pump, and a helicopter refueling pump.

• Cargo Crane Group - The Cargo Crane Group is used to onload cargo in port where portside

services are not available. This group is not to be confused with cargo receive and delivery

systems explained later. The group consists of two starboard and two port cranes.

5.5.5 Cargo Handling System

Cargo Handling is the primary function of the ship. During connected replenishment

(conrep) missions the ship transfers fuel and cargo to another ship while both are underway.

Vertical replenishment (vertrep) missions make use of helicopters to deliver pallets of cargo

ships underway. Most of the time conrep and vertrep missions are happening simultaneously in

order to quickly accomplish the mission. Often times, the T-AKE will find it necessary to

onload cargo instead of offload it. All systems are reversible to allow this to happen. The

system consists of a dry delivery system and a wet delivery system to offload cargo to other

ships, a dry import load group and a wet receive group to onload cargo, and an elevator and

forklift group in order to move cargo around the ship.

• Dry Import Load Group - The Dry Import Load Group is used when cargo is loaded onto the

ship while in port. A sliding padeye D-16 and a quick release breakable spool are used in

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this group. The elevator and forklift group is also crucial is the completion of this mission

and is described later in this section.

• Wet Receive Group - The Wet Receive Group is used for receiving fuel from another ship by

means of conrep. The group consists of two stream liquid receiving stations a 7 inch double

hose FAS receiving rig, a 2.5 inch FAS receiving rig and astern fueling hoses.

• Delivery Dry System - During conrep missions non-liquid cargo can be delivered from both

sides of the T-AKE by means of a highline group. The Delivery Dry system includes three

double drum highline groups on the port side of the ship as well as two on the starboard side

of the ship. As moving cargo on and between decks is vital for this mission the elevator and

forklift groups, described later in this section, are included in this system.

! Port Double Drum Highline Group - The Port Double Drum Highline Group is the means

by which dry cargo is transferred from the T-AKE to a connected ship. The group

consists of the following components: sliding block drive and transfer head, highline

antislack device, single drum highline winch, hauling winch, RAS kingpost, RH RAS

control station, RAM tensioner, gypsy winch, remote RAM charging station, and air

module assemblies.

! Starboard Double Drum Highline Group - The Starboard Double Drum Highline Group is

a duplicate of the Port Double Drum Highline Group described above.

• Delivery Wet System - During conrep mission liquid cargo is transferred from the T-AKE to

the target ship by means of the Delivery Wet System. This system consists of two main

cargo fuel transfer pump and controller sets, two auxiliary cargo F-76 transfer pump, a cargo

F-76 stripping pump, two auxiliary cargo F-44 transfer pump, a cargo F-44 filter-separator, a

cargo f-44 stripping pump, two FAS groups (one on each side), and a rig group.

! Port FAS Group - The Port FAS group is used to connect the large cargo transfer hoses

from the T-AKE to the target ship. The group consists of an antislack device, three

saddle winches, a spanwire winch, a RAM tensioner, an FAS kingpost, an FAS control

station, gypsy winch and an air module assemblies.

! Starboard FAS Group - The Starboard FAS Group is a duplicate on the Port FAS Group

described above.

64

! Rig Group - The Rig Group is used to support the connection hoses during transfer and

connection to a target ship. The group consists of a seven inch double hose FAS delivery

rig, a seven inch single hose FAS delivery rig, and two two and a half inch delivery rigs

(one classified as spanline and one as auxiliary).

• Elevator Group - The elevator group is used to move cargo between decks in the ship.

Received cargo is taken to holding stations internal to the ship and cargo to be delivered is

brought to the main deck of the ship in order to stage it for delivery. This group consists of

four 5443.1 kg elevator systems and four 7257.5 kg elevator systems.

• Forklift Group - Forklifts are used to move cargo on a deck. The group consists of four

E40XM-4K electric fork loader trucks, three 9.5K electric side loaders, eight 1370-6K diesel

fork trucks, six E60XM-6K electric fork trucks and four electric fork trucks.

5.5.6 Weapons System

Assumed to be the same as AOE-6, see Section 3.2.4.6

5.5.7 Navigation System

Assumed to be the same as AOE-6, see Section 3.2.4.7

5.5.8 Exterior Communication System

Assumed to be the same as AOE-6, see Section 3.2.4.8

5.6 T-AKE Availability Modeling

The systems for the T-AKE described in Section 5.5 are arranged in a T-AKE reliability

block diagram, using the Tiger input program. The reliability block diagram shows the

connectivity of the equipment and machinery on the ship, see Appendix F � T-AKE Deactivation

Diagram. The mission profile is input using Table 7. Using Table 8 specific equipment and

machinery is associated with appropriate mission phase types. Ship type C equipment and

machinery MTBF and MTTR is input using the data in Appendix E � T-AKE Machinery List.

Ship types A and B equipment and machinery MTBF and MTTR is inputted using the values in

65

Appendix G � Ship Type Reliability Data, which is created using the Reliability Transfer

Method as discussed in 5.1.

5.7 Sensitivity Analysis

A sensitivity analysis is performed to determine the effect individual equipment and

machinery reliability have on the final availability results. For this analysis only the propulsion

system is considered. To see how the individual equipment and machinery reliability will affect

the final availability results the duty cycle for the entire propulsion system are changed and the

availability results compared. A second analysis is made where only the duty cycle for the most

unreliable piece of equipment or machinery in the system is changed. A reduction in the duty

cycle represents a reduction in the operating hours for a piece of equipment in the mission phases

where the piece of equipment is being used. The propulsion system is used as representative of

the entire ship based on the amount of equipment and machinery in the system and the hours that

the system is being utilized.

The baseline for the analysis is the inherent availability for the ship with no changes made to

the duty cycles. A set of analyses is then run with a reduction of the duty cycles by 5%, 10%,

and 15% for all of the equipment and machinery in the propulsion system. A 15% reduction in

the duty cycle was set as the maximum change in the duty cycle based on the duty cycles given

in Appendix B � AOE-6 Deactivation Diagrams. A second set of analyses is run a reduction of

the duty cycle of the main propulsion generator by 5%, 10%, and 15%. The main propulsion

generator is chosen because it has the lowest availability in the propulsion system. The results

for this analysis are shown in Figure 19.

66

Sensitivity Analysis

0.8790.88

0.8810.8820.8830.8840.8850.8860.8870.888

-20 -15 -10 -5 0

Percent Change in Duty Cycle

Ship

Ava

ilabi

lity

All Duty Cycles

Main Propulsion GeneratorDuty Cycle

Figure 19 � Sensitivity Analysis

Figure 19 shows that a drastic reduction in duty cycle (and thus MTBF) for the entire system

has at most a .7% effect on the overall availability of the ship. As the hours the equipment is

operating is directly reduced due to the duty cycle, it can also be stated that a change in MTBF

will have little effect on the availability.

The main propulsion generator has the most significant impact on the availability in the

system. With only a .1% increase in system availability from a 15% decrease in the duty cycle it

can be shown that a change in individual equipment reliability has a negligible effect on the

system availability.

5.8 Modeling Results

In Appendix H � Tiger Results is the Tiger output file for the Ship type�s availability

modeling. The file details the file information, global defaults, average availability through the

mission, and availability data on each phase of the mission. Table 9 shows Ship type A

availability simulation results. This details the availability of the ship during the mission phases

and the average availability through the phases. Table 10 shows the same information for Ship

type B, T-AKE.

The average availability through the mission is shown in Table 11 for T-AKE, All-military

T-AKE (Ship type A) and AOE-6. It can be seen that using commercial equipment in a military

application results in a small reduction in inherent availability. There is a 1.5% reduction in

67

availability compared to the same ship using equipment that was designed to operate in the

military application. T-AKE inherent availability is 3.3% less than the availability of AOE-6,

this is most likely due to the heavy redundancy on AOE-6.

Table 9 � All-Military T-AKE (Ship Type A) Availability Simulation Results Phase

Seq. Type Cumulative

Hours Instant Availability During Through

Average Availability During Through

1 In 24 > .999 0.945 0.955 0.955 2 Ts 144 0.873 0.863 0.864 0.879 3 AC 216 0.885 0.885 0.885 0.881 4 UN 223 0.869 0.869 0.869 0.881 5 Pr 271 0.894 0.894 0.894 0.883 6 UR 295 0.539 0.541 0.541 0.855 7 Ts 415 0.861 0.863 0.863 0.857 8 Ld 583 0.987 0.987 0.987 0.895

Table 10 � T-AKE (Ship Type B) Availability Simulation Results Phase

Seq. Type Cumulative

Hours Instant Availability During Through

Average Availability During Through

1 In 24 > .999 0.946 0.956 0.956 2 Ts 144 0.852 0.812 0.821 0.843 3 AC 216 0.877 0.876 0.877 0.854 4 UN 223 0.872 0.872 0.872 0.855 5 Pr 271 0.878 0.877 0.878 0.859 6 UR 295 0.783 0.783 0.783 0.853 7 Ts 415 0.808 0.809 0.809 0.84 8 Ld 583 0.979 0.978 0.979 0.88

Table 11 � Availability Simulation Results Simulation Inherent Availability

T-AKE .880

All-Military T-AKE (Ship Type A) .895

AOE-6 .913

68

CHAPTER 6 CONCLUSION

6.1 Objectives Completed

During the course of this thesis the following objectives were accomplished:

• Reliability data for a military ship equipment and machinery operating in a military

environment was collected from AOE-6 and LPD-17.

• Reliability data for a commercial ship equipment and machinery operating in a commercial

environment was adapted from available reliability data.

• Reliability data for a commercial ship equipment and machinery operating in a military

environment was collected from the T-AKE point design

• Tiger version 9.6 was acquired to run availability simulations.

• Tiger version 9.6 was validated by comparing the results to Tiger version 8 results for the

RMA analysis on AOE-6.

• A method for transforming the reliability between military ship equipment and machinery

operating in a military environment, commercial ship equipment and machinery operating in

a commercial environment, and commercial ship equipment and machinery operating in a

military environment was developed.

• A reliability data set was created for a commercial version of T-AKE.

• A reliability data set was created for T-AKE and an all-military T-AKE using the all-

commercial versions of T-AKE and the Reliability Transform Method.

• Availability simulations were run to calculate the inherent availability of the all-military

version of the T-AKE (Ship A), and T-AKE, the results were .895 and .880 (respectively).

Based on our limited data set, there is a small reduction in the inherent availability of ships

when commercial equipment is used in a military environment.

69

6.2 Further Study

The accuracy of the Reliability Transfer Method requires more reliability data. It is

recommended that further research be done to gather additional reliability data.

70

REFERENCES [1] Drake, Alvin W., Fundamentals of Applied Probability Theory, McGraw-Hill Book

Company, 1967

[2] Ushakov, Igor A., Handbook of Reliability Engineering, John Wiley & Sons Inc., 1994

[3] Turning Over Auxiliary Ship Operations to the Military Sealift Command Could Save

Millions, United States General Accounting Office, 1997

[4] Ayyub, B.M.; Karaszewski, Z.J.; Wade M., Probabilistic Risk Analysis of Diesel Power

Generators Onboard Ships, Naval Engineers Journal, May 1999

[5] Mackey, Thomas P.; Bresnahan, Aaron G.; Gorton, G. John, Kendrick, Andrew M.,

Commercialization, Standardization, and Acquisition Reform, SNAME Transactions, Vol. 103,

1995, pp. 65-82

[6] OPNAV Instruction 3000.12, Department of the Navy, 1987

[7] ABS Guide to Naval Vessel Classification, American Bureau of Shipping, 2001

[8] Anderson, Julius L., How the Military Sealift Command Manages Ships and a Career Sea

Force (Annotated Briefing), Center for Naval Analyses, 1994

[9] Olsson, Gustaf, Markov Processes, Class Lecture, Lund University Sweden, 2002

[10] AOE-6 Contract Design Reliability, Maintainability, and Availability (RMA) Analysis,

Report 05MR-001-85, Dec 84, Naval Sea Systems Command Washington DC

[11] LPD 17 Amphibious Assault Ship Contract Design, Reliability, Maintainability,

Availability Analysis Final Report, NAVSEA Report 076-03D-TR-0031, Sep 95, Naval Sea

Systems Command, Washington DC

[12] T-AKE Operational Availability Excel Spreadsheet, Ron Kramer, Naval Sea Systems

Command

[13] Hayes, W. L., Statistics (3rd Ed), Holt, Rinehart and Winston, 1981

[14] Operation Requirements Document (ORD) for Auxiliary Cargo and Ammunition Ship

(T-AKE), Naval Sea Systems Command, July 2001

71

APPENDIX A - USE OF TIGER V9.6

Tiger is an availability and reliability assessment tool and a configuration optimizer. The

program was created by NAVSEA to calculate availability, manage an inventory of spare parts,

and find possibilities for reliability improvements on Navy ships. Two versions are currently in

use by the Navy, v8.21 and v9.6. Version 8.21 uses a Monte Carlo simulation to calculate the

RMA parameters. Version 9.6 calculated the RMA parameters by solving the Markov Process

transition rate differential equations. For the purposes of this research v9.6 is used to calculate

the availability.

A.1 Tiger Model

The information that Tiger uses to calculate availability is defined in the ship model. The

ship model is a created by the user and possesses all of the RMA data for the ship. This data

includes:

• Equipment and machinery connectivity

• Equipment and machinery reliability Data (MTBF, MTTR, MLDT, etc.)

• Spare part information

• Spare part fabrication shop information

• Ship mission information

In order to calculate inherent availability all spare parts are considered to be readily

available. Therefore MLDT, spare part information, and fabrication shop information is not

necessary.

A.2 Constructing a Tiger Model

The main page for the Tiger program is shown in Figure 20, and is displayed when the user

opens an existing model or starts a new model. �Run Identifier� is a tag used to name the model

being created. In the upper left corner of the main page is the �Objective� where the user

72

declares what type objective of the simulation will be, for the purposes of this research the

�Assess Availability� option will be used.

On the lower left hand side of the main page are the command buttons that access different

parts of the model. On the lower right hand side of the main page is the display box where

information pertaining to each command button is displayed.

Figure 20 � Tiger Main Page

A.2.1 Controls

The controls define what the simulation is to accomplish, the system defaults, and the

mission timeline. Figure 20 shows the Controls command button pressed. Seven options appear

in the display box. By viewing these options the user can change the controls of the simulation.

Only the Mission, Simulation Controls, and Operation and Repair Defaults, need be changed for

this research.

73

A.2.1.1 Mission

The first stage to constructing a Tiger Model is to define the mission. This mission describes

the events that will happen during the simulation. By highlighting �Mission� and pressing the

View button a new window will open displaying the mission page. Figure 21 shows the mission

page.

Figure 21 � Tiger Mission Page

Each mission is broken into a number of mission phases, which will appear in the lower

display box. Click on the �Add� button to create a new mission phase. A new window will

appear showing the available phases to add. Figure 22 shows the Available Phases window.

Initially there will be no available mission phases. By clicking on the �New� button the user will

be prompted to name a mission phase and give the duration of the phase. The user has the option

74

to create as many mission phases as necessary, but should use already created mission phases for

periods of time that are very similar. Figure 23 shows the Mission page after the mission phases

have been created. Notice that the mission phases �In Port� and �Transit� are used twice as the

same tasks will be accomplished by the ship during each occurrence of that mission phase. Once

the mission phases have been defined the user should select �Timeline� as the type of simulation,

and �Hours� as the timeline units. The mission page can now be closed.

Figure 22 � Tiger Available Phases Page

75

Figure 23 � Tiger Mission Page with Mission A.2.1.2 Simulation Controls

By viewing the simulation controls option from the main page a new window is opened. In

the simulation controls window the user is able to define the type of simulation, the input

controls, and the factors for potential. The type of mission has already been defined as a

timeline. The input controls tell the program what level of detail it will use when running the

simulation. As stated before no parts or fabrication shops are used for calculating inherent

availability so only �Equipment Level and Below input� should be selected. Factors for

potential allow the program to asses where small improvements in equipment reliability will

produce large gains in availability. This is not considered when modeling inherent availability

and no options should be selected. Figure 24 shows the simulation controls page.

76

Figure 24 � Tiger Simulation Controls Page A.2.1.3 Operation and Repair Defaults

By viewing the Operation and Repair Defaults option from the main page a new window is

opened. The Operation and Repair Defaults page details defaults for equipment and machinery.

Figure 25 shows the page with acceptable defaults for calculating inherent availability.

77

Figure 25 � Tiger Operation and Repair Defaults Page

A.2.2 Systems

Systems are groups of equipment and machinery that perform high level tasks for the ship.

Examples of ship systems are Propulsion, Electrical, and Cargo Handling. Only one system can

be simulated at a time so normally a �Total Ship� system is used, and others are for

organizational purposes only. When the �Add� button is clicked the user will be prompted to

name a new system. Figure 26 shows the main page with three systems defined.

78

Figure 26 � Tiger Main Page with Systems Selected

A.2.3 Equipment

The system uses equipment and machinery which can fail. The bottom level for any system

hierarchy is composed entirely of equipment. The use of functions (described later) allows the

equipment usage to be connected in such a way that accurately simulates the running of the

system. By selecting the Equip command button the equipment in the current system will be

shown in the display box. By clicking the �Add� button the user will be prompted to name new

equipment. Figure 27 shows the main page with the Equip command button selected and four

pieces of equipment. By selecting one piece of equipment and clicking View a new window will

open showing the equipment data page. On this page reliability information about the equipment

is inputted. An Equipment Page for the Prime Mover is shown in Figure 28.

79

Figure 27 � Tiger Systems Main Page with Equipment Selected

80

Figure 28 � Tiger Equipment Data Page

Certain variables must be defined to accurately represent a particular piece of equipment.

The variables used are: mean time between failure (MTBF), mean time to repair (MTTR), duty

cycle, and probability of on site repair. MTBF specifies, on average, how much time in hours

the equipment can operate without a failure. MTTR specifies, on average, how many hours it

takes to repair this equipment upon failure. Duty cycle specifies what percent of the time the

equipment is actually in use when the equipment is on (i.e. an elevator can be assumed not to

always be running even though it might be necessary to use it for a specific mission phase).

Probability of on site repair specifies the probability that the equipment can be fixed on site

instead of using external sources (i.e. flying a part to the ship that can not be produced by the

ships repair infrastructure).

81

MTBF and MTTR can be input on the equipment data page. By selecting the Operation

button a new page is opened where the user can specify the duty cycle (Figure 29). By selecting

the Repair button a new page is opened where the user can specify the probability of on site

repair (Figure 30).

Figure 29 � Tiger Equipment Operation Page

82

Figure 30 � Tiger Equipment Repair Page

A.2.4 Functions

A function is a capability within a system. There are two basic types of functions: root

functions and sub-functions. Root functions are the highest level functions in a system. Below

root functions are a series of sub-functions. Any number of sub-functions can be used to define a

root function. Any sub-function can be further defined by more sub-functions.

With the Systems command button selected, and clicking on a system, the Current System

(above the display box) will be changed to the selected system. By pressing the Fcns command

button the functions for the system are displayed. Functions can be added clicking on the �Add�

button. Figure 31 shows the root function for the Propulsion System.

83

Figure 31 � Tiger Main Page with Functions Selected

By highlighting a function and clicking on the View button a new window opens showing the

Function Data Sheet for the selected function. Figure 32 shows the Function Data Sheet for the

Propel Ship root function. In the lower right hand side of the window is the function display box

where equipment and sub-functions associated with the function are displayed. By highlighting

one and clicking the View button the Equipment Data Sheet for a selected piece of equipment or

another Function Data Sheet for a selected sub-function will be shown.

84

Figure 32 � Tiger Function Data Sheet

There are three categories of functions: composite, redundant, and identical. Composite

functions act as circuits in series, if any one of the sub-functions associated with a function fail,

the entire function fails. Redundant functions act as circuits in parallel, as long as the minimum

number of required sub-functions are operating, the function is considered operational. As Tiger

reads any occurrence of a function as a new set (with the same but not identical sub-functions)

identical functions declare a function as the sole source for any other occurrences of that function

(i.e. if there is a function comprised of two pumps, and the function is called twice, Tiger will

read that there are four pumps; by declaring one of the functions �Identical� Tiger will only read

two pumps but will run them twice as long). To select the category use the pull down menu next

to �Relationship� on the Function Data Sheet.

For every function there are sub-functions and ultimately equipment. For every function the

number of sub-functions required to operate at the specific mission phases must be defined. This

85

can be done by inputting a value in the �# Subfunctions Required to be Up� and �# of

Subfunctions Required to be Oper� blocks (Typically they are the same value). For a composite

function this can be either all of the sub-functions or none of them. For a redundant function this

can be any number of the sub-functions from all to none. Declaring the number of sub-functions

required for a mission phase as zero effectively turns off the system during that phase (i.e. no

shafts are required to be turning while the ship is in port). The phase denoted by �*Nominal

Values*� is the default for all phases not specified. As a function can only be of one type many

seemingly extraneous sub-functions may have to be defined to produce the desired structure of

the system. See Figure 33 for an example of sub-function structure where circles indicate

functions and squares indicate equipment.

Figure 33 � Tiger Functions Structure

A.3 Running the Simulation

Once the model is complete the simulation is run. The program to do that is �tiger96�. This

brings up a DOS based program that prompts the user for the file to be simulated, and the output

file. A simple .txt file is used for output. The content of the output file is based on what is

86

specified in the controls. The standard content includes any system errors that need to be

corrected, the average availability (if assess availability is the simulation objective), and the

average availability at each of the mission segments. Often a RBD is given that shows the

average availability of each of the sub-functions simulated.

87

APPENDIX B – AOE-6 DEACTIVATION DIAGRAMS

162

APPENDIX C – AOE-6 MACHINERY LIST

Equipment QTY MTBF MTTR Propulsion Systems LM 2500 Gas Turbine 4 5,400 NR Gas Turbine Accessories 4 1,400 NR Integrated Electronic Gas Turbine Control 2 2,000 2 Bearings/Seals 2 230,000 NR Fixed Pitch Propeller (NR) 2 200,000 NR Main Control Console 1 29,000 17 Local Shaft Control Unit 2 10,000 1 Central Seawater Cooling Pump 4 8,633 38 Central Seawater Cooling Strainer 4 60,000 3 Secondary Damage Control Console 1 10,000 1 Coupling Group Gas Turbine Coupling 4 50,000 NR SSS Gas Turbine Clutch 4 200,000 NR Franco-Tosi Coupling 4 75,000 72 Fuel Oil Service Group Fuel Service Pump 4 2,000 3 Fuel Service Heater 2 14,800 3.8

Fuel Service Prefilter 4 60,000 3

Fuel Service Filter/Seperator 4 10,000 4 Auxiliary Fuel Service Booster Pump 4 5,800 2.3 Lube Oil Group Lube Oil Servie Pump Attached 2 7,718 5.9 Motor Driven Standby Lube Oil Pump 2 3,700 3 Motor Driven Emergency Lube Oil Pump 2 3,700 3 RCC Lube Oil Pump 4 15,000 11

RCC Lube Oil Cooler 2 90,000 3

Lube Oil Cooler 2 90,000 3 Lube Oil Purifier 2 9,600 6.3 Duplex Lube Oil Strainer 2 60,000 3 Lube Oil Heater 2 200,000 1 Reduction Gear Group Main Reduction Gear (Rep) 2 20,800 13.3 Main Reduction Gear (NR) 2 200,000 NRElectrical System 60 hz Electrical Power Group Ship's Service Diesel Generator (SSDG) 5 2,200 7.1 Ship's Service Switchboard 5 15,000 1.7 SSDG Cooling Pump 5 4,000 5 Electrical Control Group Local Electric Plant or AMR Control Console 3 25,000 12 Main Control Console 1 29,000 17 400 Hz 110/30 kW Electrical Power Groups

163

Equipment QTY MTBF MTTR Frequency Changer 110 kW 2 4,000 1 30 kW Motor Generator Set 2 6,900 26.2 SF Switchboard 2 15,000 1.7 Control Cabinet 2 4,000 1Steering System Ship Control Console 1 10,000 1 Auxiliary Steering Control 1 350 NR Local Control Panel 2 27,000 1.5 Control Positioner Assembly 4 35,000 4.4 Hydrolic Power Unit 4 3,700 5.9 Controller 4 150,000 1 Trick Wheel 2 100,000 4 Steering Ram 2 200,000 15 Upper Rudder Bearing 2 1,000,000 NR Lower Rudder Bearing 2 1,000,000 NR Rudder Seal 2 300,000 NR Rudder Packing 2 1,000,000 NRAuxiliary Systems Air Conditioning Group Seawater Circulating Pump 2 27,000 3.5 Air Conditioning Plant 4 17,000 5.5 Chilled Water Pump 4 55,000 6.2 Cargo Refrigeration Group Cargo Refrigeration Compressor 3 2,000 4.4 High Pressure Air Group High Pressure Air Compressor 2 450 4 High Pressure Air Dehydrator 2 11,000 21 High Pressure Air Flask 2 50,000 4 Seperator Flask 2 50,000 4 Firemain Firepump 8 6,500 13 Freshwater Group Evaporator Unit 2 43,000 5.8 Potable Water Pump 2 24,000 3.1 Low Pressure Air Group Low Pressure Air Compressor 3 2,700 12 Low Pressure Air Reciever 3 850,000 10 Low Pressure Air Dryer 3 5,600 18 High Pressure/Low Pressure Reducer 1 10,000 2.5 Secondary Cooling Group Secondary Seawater Cooling Pump 3 8,600 38 Auxiliary Boiler Group Auxiliary Boiler 2 2,000 5.6 Forced Draft Blower 2 2,800 6 Auxiliary Fuel Service Booster Pump 2 5,800 2.3 Fuel Filter 2 10,000 4 Feed Pump 2 11,000 20 Feed & Condensate Tank 2 50,000 3 Drain Cooler 2 2,700 16

164

Equipment QTY MTBF MTTR Auxiliary Seawater Circulating Pump 2 5,600 2.5 Fuel Transfer Group Fuel Transfer Pump 2 1,300 7.6

Fuel Transfer Heater 2 10,000 24

Fuel Purifier 2 1,700 17 Anchoring and Mooring Group Windlass 2 240 52 Capstan 4 760 12 Helo JP-5 Fuel Group Helo JP-5 Transfer Pump 1 4,200 3 Helo JP-5 Transfer Filter 1 10,000 4 Helo JP-5 Service Pump 1 2,800 3.1 Helo JP-5 Service Filter 1 10,000 4Cargo Handling Systems Delivery Dry System Vertical Package Conveyer 2 6,300 10.7 Highline Groups Sliding Block Drive 6 790 8 Highlone Antislack Device 6 490 8 Double Drum Hauling Winch 6 110 8 RAS Control Booth 6 780 8 Hauling Winch Antislack Device 6 490 8 Double Drum Highline Winch 4 130 8 Ram Tensioner 6 790 8 Highline Fairleader 6 21,000 8 Sliding Block Assembly 6 330 8 RAS Station 6 50,000 2 Transfer Head 6 21,000 8 Single Drum Highline Winch 2 70 20.7 Elevator Group Elevator 12,000 lb 3 17,000 5.4 Elevator 16,000 lb 4 17,000 5.4 Pallet Conveyor 1 6,300 10.7 Forklift Group Slide Loader Truck 4 5,000 3 Forklift Electric Sparkproof 8000 lbs 2 7,200 1.2 Forklift Diesel 6000 lb 10 8,100 1.4 Forklift Electric Sparkproof 6000 lbs 5 7,400 1.2 Forklift Electric 6000 lbs 5 7,400 1.2 Pallet Truck Group Pallet Truck Electric 4 2,500 5 Pallet Truck Manual 3 5,000 5 Dry in Port Load Group Vertical Package Conveyer 2 6,300 10.7 Starboard/Port Dry Onload Group Topping Lift Winch 4 160 8.6 Cargo Boom 4 50,000 10 Highline Groups Elevator Group Forklift Group

165

Equipment QTY MTBF MTTR Pallet Truck Group Wet Receive Group Fuel Oil Reciever 3 75,000 1 JP-5 Receiver 3 75,000 1 FAS Receiving Station 3 50,000 2 Delivery Wet System Cargo Oil Pump 5 1,600 2.5 Cargo JP-5 Pump 4 1,600 2.5 Cargo Fuel Control Console 1 10,000 1 FAS Group Spanwire Winch Heavy 3 140 8 Spanwire Winch Light 2 140 8 Spanwire Antislack Device 5 490 8 FAS Control Booth 5 370 8 Ram Tensioner 5 790 8 Saddle Winch 15 680 8 Spanwire Fairleader 5 21,000 8 FAS Delivery System 5 75,000 1 Gypsy Winch 5 740 6.8Weapon System AN/SLQ-25 NIXIE 1 500 0.5 Detection Group AN/SLQ-32(V)3 Group AN/SLQ-32(V)3 EW Set 1 240 1 AN/SLQ-10 Video Blanker 1 900 0.5 MK 23 MOD 2 TAS Radar Group TAS Data Processing Group AN/USH-26 Data Terminal 1 4055 4.6 AN/UYK-44 Computer 1 5000 1 MK 18 MOD 0 Processor 1 2600 3 MK 3 MOD 0 Keyboard/Printer 1 5000 1 TAS IFF System Group AS-2189 Antenna 1 11000 2.9 SA-1807/UPA-61 Switch 1 2500 1 KIR-1A/TSEC Crypto Computer 1 2500 1 C-8834/UPA -61 Monitor Controler 1 5000 0.5 AN/UPX-27 Interrogator 1 600 1 MX-8758 Interference Blanker 1 2000 0.3 SG-841/UPX Pulse Generator 1 5000 0.5 AN/UPA-59 Decoder Group 1 1000 0.25 AS-177B Antenna 1 10000 1 Radar Subsystem 1 3400 2.9 OJ-451(V)9 Display Consol 1 1800 2 MK 356 MOD 1 Status Panel 1 10000 1 Surface Search Radar Group AN/SPS-67(V) Radar 1 1100 2 AS-936B/SPS-10 Antenna 1 4500 1 MK 27 MOD 8 Synchro Amplifier 1 50000 1.5 Radar Navigation Group Class B Navigation Radar 1 1200 23.9

166

Equipment QTY MTBF MTTR AS-3194 Antenna 1 4500 1 Display Group AN/SPA-25 Display 2 4900 4.6 OJ-194 PPI Display Console 1 1200 6.2 MK 57 MOD 3 NATO Sea Sparrow Missile System (NSSMS) Group

MK 91 MOD 3 Guided Missile Fire Control System 1 120 4.7

MK 77 MOD 1 Director Group 2 1700 5.9

MK 29 MOD ( ) Guided Missile Launcher 1 440 4.5

Weapon Launch Group MK 15 CIWS 2 100 11.6 25 mm Gun Mount 2 20000 2 50 Calibre Gun Mount 4 20000 2 MK 36 SRBOC Launcher 4 1400 1 Identification, Friend or Foe (IFF) Group AN/UPX-28 IFF Group AN/UPX-28 IFF Group 1 1500 1 KIR-1A/TSEC Crypto Computer 1 2500 1 AS-177B Antenna 2 10000 1 AN/SPS-67 Radar IFF Group C-8430/UPX Control Monitor 1 5000 0.5 SA-1807/UPA-61 Switch 1 5000 1 KIR-1A/TSEC Crypto Computer 1 2500 1 C-8834/UPA-61 Monitor Control 1 5000 0.5 AN/UPX-27 Interrogator 1 600 1 MX-8758 Interference Blanker 1 2000 0.3 SG-1066/UPX Pulse Generator 1 5000 0.5 AN/UPA-59 Decoder Group 1 1000 0.25 AS-177B Antenna 1 10000 1 Navigation System Own Ship's Course Group Ship Control Console 1 10000 1 AN/SPS - 67(V) Radar Set 1 1100 2 AS-936B/SPS - 10B Antenna 1 4500 1 AN/SPA-25 Radar Display 2 4900 4.6 AN/WSN-2 Gyrocompass 2 3500 8 IC Switchboard 1 90000 11.1 Ship's Position Group AN/SRN-19(V) SATNAV 1 1200 2 LTN-211 OMEGA 1 2600 3.3 AN/UQN-4 Fathometer 1 2200 1.9 DRT Group AN/WQN-1 Channel Finder 2 1500 0.5 MK 6 MOD 4C DRT 1 2000 1 MK 10 MOD 0 DRA1 1 4100 2.7 Ship's Speed Group Rodmeter 1 900 7.6 Indecator Transmitter 1 5500 13.1 Sea Valve Assembly 1 150000 10

167

Equipment QTY MTBF MTTR MK 4 MOD 2 Dummy Log 1 6000 0.5Exterior Communications Audio Distribution Group TA-970/U Telephone Set 13 4000 0.5 TA-980/U Telephone Set 4 4000 0.5 H-169/U Handset Assembly 4 50000 0.2 LS-474/U Loudspeaker 17 10000 0.3

AM-3729 SR Audio Frequency Amplifier 20 3000 0.25

C-10276/SSC Remote Channel Selector 8 5000 1

NT-49546 Loudspeaker 6 10000 0.5 J-560/U Jackbox 3 25000 0.5

C-9351/WSC-3(V) LOS Control Indicator 1 5000 0.5

Communications Control Group

C-9351/WSC-3(V) LOS Control Indicator 3 5000 0.5

TSEC/KG-84A COMSEC Equipment 4 2000 1 MT-4841/U Shelf Assembly 2

C-11328/S Digital Data Control Interface Unit 2 2500 2

J-9398/U Audio Jackbox 7 20000 1 Subervisory Control Panel 1 750 0.75 OK/454(V)/WSC Single DAMA Control Monitor Group MX-10342/WSC Monitor Panel 1 1600 2

SB-4124/WSC Data & Control Switchboard 1 10000 1

TD-1271B/U Multiplexer 1 1640 0.4 KGV-11/TSEC COMSEC Equipment 1 10000 1 SB-4125/WSC IF Patch Panel 1 10000 1 Switchboard Group SB-2727B Sitchboard 6 10000 1

SB-988 Communications Patching Switchboard 1 29000 1

SB-3686 Secure Comm Patching Switchboard 3 18000 1

SB-3686 Non-Secure Comm Patching Switchboard 3 10000 1

SB-863/SRT Transmitter/Transfer Switchboard 9 78000 1

SA-2112(V)2/STQ Switching Matrix 1 2200 3.6 Narrow Band Secure Voice Group TSEC/KY-75 Security Equipment 1 1800 2 ANDVT 3 10000 1

HNF-3-1/TSEC Interconnecting Group 2 10000 1

High Frequency (HF) Radio Subsystem Group High Frequency (HF) Reciever Group

AS-3606(XN-1)/URC-109(V) Antenna 2 11300 3

Radar Supression Filter 2 11000 1

168

Equipment QTY MTBF MTTR Receiver Outfit 1 mHz Distribution Unit 2 10000 1

R-2249(XN-1)/URC-109(V) Radio Receiver 10 2175 2

CU-2303(XN-1)/URC-109(V) Reciever 2 1400 2

Multicoupler Power Supply 2 2900 2.6 Terminal Block 2 50000 1 High Frequency (HF) Broadband Transmitter Group Radio Frequency Terminal Box 1 50000 1 Broadmband Antenna 2-9 MHZ 1 45000 5

AS-2537A/SR (MOD) Antenna 9-30 MHZ 2 45000 3.9

MX-10463(XN-1)/URC-109(V) 1 50000 1 1kW Radio Frequncy Amplifier 4 3100 2

MX-10463(XN-1)/URC-109(V) Input Hybrid 1 338000 2

Exciter Outfit 1 mHz Distribution Unit 2 10000 1

T-1474(XN-1)/URC-109(V) Transmitter Exciter 6 2200 1.5

Power Supply 2 2900 2.6 Terminal Block 2 50000 1

MX-10461(XN-1)/URC-109(V) Exciter Combiner 2 29000 1

Very High Frequency (VHF) Radio Subsystem Group 30-76 mHz VHF Line of Sight Radio Group AS-3226/URC Antenna 1 100000 1.9 AN/VRC-46A VHF Transceiver 1 1100 9.8 MX-1986A/SRC Control Adapter 1 1600 2 SA-2254/UR Switching Unit 1 10000 1 115-150 mHz VHF Radio Group PP-2953C/U Power Supply 1 2000 0.2 AS-2809/SRC Antenna (VHF) 1 4500 2

AN/GRT-21(V)3 Radio Transmitter (VHF) 1 10000 0.2

MX-1986C/SRC Control Adapter 1 1600 2

AN/GRR-23(V)6 Radio Reciever (VHF) 1 1600 0.25

156-162 mHz VHF Radio Group

RT-1155/URC-80(V)5 Receiver/Transmitter 1 2900 0.5

C-8980/URC-80(V)5 Rcvr/Xmtr Control 1 7200 1

LS-609/U Loudspeaker 1 10000 0.3 H-169/U Handset Assembly 1 50000 0.2

AM-3729/SR Audio Frequency Amplifier 1 3000 0.25

S3JR5 Multipole Potary Illum Switch 1 5000 1 AS-2809/SRC Antenna (VHF) 1 45000 2 Satellite Communications (SATCOM) Radio Subsytem Group SATCOM Fleet Broadcast Group

169

Equipment QTY MTBF MTTR

AN/SSR-1A Satellite Signal Receiving Set 1 1000 3.7

UHF SATCOm Send/Receive (S/R) Subsystem Group UHF RF Satellite Communications Group

ON-143(V)4/USQ Interconnecting Group 1 3000 0.2

OE-82C/WSC-1 Antenna Group 1 1000 2.5 OK-367A/WSC-3(V) SATCOM Control Group C-9597A/WSC-1(V) Control Unit 1 10000 1

RT-1107A(V)3/WSC-3(V) Radio Transciever 2 1300 1

C-9351/WSC-3(V) Control Indicator 2 5000 0.5 C-9899/WSC-3 Control Indicator 2 5000 0.5 J-3532/WSC-3 1 20000 1 Teletype Group CV-3510 Signal Data Converter 10 10000 2 AN/USQ-83(V) Data Terminal Set 1 13000 8

KWX-8/TSEC Function Remote Control Unit 4 10000 1

AN/UGC-143(V)4 Teletypewriter 7 2200 0.2 TSEC/KWR-46 COMSEC Device 4 2000 1 HNF-1TSEC Interconnecting Group 2 10000 1

PP-6521/FG Power Supply Assembly 1 5000 1

SATCOM Secure Voice Group

ON-143(V)4/USQ Interconnecting Group 1 3000 0.2

CV-3333/U Audio Digital Converter 1 2000 0.3 TSEC/KG-36-4 2 1600 0.2

OK-454(V)/WSC Single DAMA Control Minitor Group

MX-10342/WSC Monitor Panel 1 1600 2

SB-4124/WSC Data & Control Switchboard 1 10000 1

TD-1271B/U Multiplexer 1 1600 0.4 KGV-11/TSEC COMSEC Equipment 1 10000 1 SB-4125/WSC IF Patch Panel 1 10000 1 UHF Line of Sight (LOS) Group AS-1735/SRC Antenna (UHF) 2 59000 1

OA-9123/SRC Antenna Coupler Group 2 3000 1

RT-1107(V)7/WSC-3(V) Radio Tranceiver 8 1500 1

Wide Band Secure Voice Group TSEC/KY-58 Security Equipment 7 2500 2 HYX-58/TSEC Interface Unit 7 10000 1 HNF-2/TSEC Interconnecting Group 3 10000 1 J-3562/WR Interconnecting Box 1 20000 1 KYB-6/TSEC Security Equipment 1 2500 2 HYP-2/TSEC Power Supply 1 10000 1 SA-1711A/UR Switching Unit 1 2000 1 Special Use Utems Group AM-2123A(V)/U Radio Frequency 1 12400 2

170

Equipment QTY MTBF MTTR Amplifier

AN/URQ-23 Trequency Time Standard 2 10000 2.5

Frequency Standard Outfit 1 10108 2 Sym 433.1 Low Level Junction Box 2 7800 18.8

AN/USH-26(V) Recorder Reproducer 2 4055 4.6

AN/UYK-20X(V) Data Processing Set 2 5000 1

Peripheral Switching Unit 1 2000 3

ON-143(V)4/USQ Interconnecting Group 1 3000 0.2

RD-377B(V)2/U Tape Reader/Punch 1 2210 3.6 AN/USQ-69(V) Data Terminal Set 3 5000 1 TT-624(V)5/UG Teleprinter 2 1000 1 AN/SYQ-7(V)3 NAVMACS Group Teletype Group Link 11 Receive Only Group

RD-379A(V)/UNH Recorder/Reproducer 1 5000 1

Sym 453 Connection Box 1 7800 18.8

SB-973/SRR Reciever/Transfer Switchboard 1 10000 1

171

APPENDIX D – RELIABILITY TRANSFORM METHOD DATA SETS

D.1 Pumps

D.1.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Central Seawater Cooling Pump 8,633 38.0 11 0.78 44.0 0.02Fuel Service Pump 2,000 3.0 42 0.09 9.0 0.82Auxiliary Fuel Service Booster Pump 5,800 2.3 19 0.60 2.0 0.98Lube Oil Servie Pump Attached 7,718 5.9 14 0.71 24.0 0.48Motor Driven Standby Lube Oil Pump 3,700 3.0 30 0.36 9.0 0.82Motor Driven Emergency Lube Oil Pump 3,700 3.0 30 0.36 9.0 0.82Rcc Lube Oil Pump 15,000 11.0 7 0.87 33.0 0.27Ssdg Cooling Pump 4,000 5.0 28 0.40 21.0 0.55Chilled Water Pump 55,000 6.2 1 1.00 30.0 0.34Firepump 6,500 13.0 16 0.67 35.0 0.23Potable Water Pump 24,000 3.1 3 0.96 15.0 0.68Secondary Seawater Cooling Pump 8,600 38.0 12 0.76 44.0 0.02Auxiliary Fuel Service Booster Pump 5,800 2.3 19 0.60 2.0 0.98Feed Pump 11,000 20.0 8 0.84 39.0 0.14Feed & Condensate Tank 50,000 3.0 2 0.98 9.0 0.82Auxiliary Seawater Circulating Pump 5,600 2.5 22 0.53 6.0 0.89Fuel Transfer Pump 1,300 7.6 45 0.02 32.0 0.30Helo Jp-5 Transfer Pump 4,200 3.0 26 0.44 9.0 0.82Helo Jp-5 Service Pump 2,800 3.1 35 0.24 15.0 0.68Cargo Oil Pump 1,600 2.5 43 0.07 6.0 0.89Cargo Jp-5 Pump 1,600 2.5 43 0.07 6.0 0.89Pot Wat Serv Pmp 24000 3.1 3 0.96 15.0 0.68Aux Sw Clg Pump 21000 17 5 0.91 38.0 0.16Fire Pump 17000 13 6 0.89 35.0 0.23Cw Pmp 3200 5.6 33 0.29 23.0 0.50Fuel Xfr Pmp Ftp 2100 13 41 0.11 35.0 0.23Lcac Serv Pmp 4200 3 26 0.44 9.0 0.82Jp5 Trnsfer Pmp 6000 22 17 0.64 40.0 0.11Jp5 Service Pmp 11000 3.4 8 0.84 18.0 0.61Washdown Pump 8000 1 13 0.73 1.0 1.00Md Hyd Pmp 2500 5.9 37 0.20 24.0 0.48Manual Hyd Pmp 10000 4.5 10 0.80 19.0 0.59Lo Xfr Pmp 4000 5 28 0.40 21.0 0.55Standby Dlo Pmp 2500 5.9 37 0.20 24.0 0.48

172

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Dlo Pmp Attached 5800 2.3 19 0.60 2.0 0.98Emer Dlo Pmp 2800 5.9 35 0.24 24.0 0.48Fo Serv Pmp Attd 5000 11 25 0.47 33.0 0.27Attached Lo Pmp 5600 7 22 0.53 31.0 0.32Stby Lo Pmp 2500 5.9 37 0.20 24.0 0.48Emer Lo Pmp 2500 5.9 37 0.20 24.0 0.48Rcc Lo Pmp 3700 24 30 0.36 42.0 0.07Oily Waste Xfr P 6000 22 17 0.64 40.0 0.11Refrig Plnt Refp 6800 37 15 0.69 43.0 0.05Fuel Purifier Fp 3000 2.3 34 0.27 2.0 0.98Stby F Srv Sfop 5500 4.5 24 0.49 19.0 0.59

Figure 34 � Ship A Pumps MTBF vs. Percentile

Figure 35 - Ship A Pumps MTTR vs. Percentile

Ship A Pumps MTBF vs. Percentiley = 0.3194Ln(x) - 2.2385

0.00 0.20 0.40 0.60

0.80 1.00 1.20 1.40

0 10,000 20,000 30,000 40,000 50,000 60,000

MTBF

Percentile

Ship A Pumps MTTR vs. Percentiley = -0.3339Ln(x) + 1.1208

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0

MTTR

Percentage

173

D.1.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

DLO Pump Attached 5800 2.3 5 0.67 2 0.92Emergency DLO Pump 2800 5.9 11 0.17 9 0.38FO Service Pump Attached 5000 11 7 0.50 12 0.15Standby DLO Pump 2500 5.9 12 0.08 9 0.38Standby FO Service Pump 5500 4.5 6 0.58 5 0.69LO Transfer Pump 4000 5 9 0.33 7 0.54JP-5 Transfer Pump 6000 22 4 0.75 13 0.08JP-5 Service Pump 11000 3.4 1 1.00 4 0.77LCAC Service Pump 4200 3 8 0.42 3 0.85LCAC Booster Pump 8000 1 3 0.83 1 1.00Hydraulic Pump MD 2500 5.9 12 0.08 9 0.38Hydraulic Pump Manual 10000 4.5 2 0.92 5 0.69Chilled Water Pump 3200 5.6 10 0.25 8 0.46

Figure 36 � Ship B Pumps MTBF vs. Percentile

Ship B Pumps MTBF vs. Percentiley = 0.6289Ln(x) - 4.8292

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 2000 4000 6000 8000 10000 12000

MTBF

Percentile

174

Figure 37 � Ship B Pumps MTTR vs. Percentile

D.1.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Central Seawater Cooling Pump 9,065 39.9 11 0.78 44 0.02Fuel Service Pump 2,100 3.2 42 0.09 9 0.82Auxiliary Fuel Service Booster Pump 6,090 2.4 19 0.60 2 0.98Lube Oil Servie Pump Attached 8,104 6.2 14 0.71 24 0.48Motor Driven Standby Lube Oil Pump 3,885 3.2 30 0.36 9 0.82Motor Driven Emergency Lube Oil Pump 3,885 3.2 30 0.36 9 0.82Rcc Lube Oil Pump 15,750 11.6 7 0.87 33 0.27Ssdg Cooling Pump 4,200 5.3 28 0.40 21 0.55Chilled Water Pump 57,750 6.5 1 1.00 30 0.34Firepump 6,825 13.7 16 0.67 35 0.23Potable Water Pump 25,200 3.3 3 0.96 15 0.68Secondary Seawater Cooling Pump 9,030 39.9 12 0.76 44 0.02Auxiliary Fuel Service Booster Pump 6,090 2.4 19 0.60 2 0.98Feed Pump 11,550 21.0 8 0.84 39 0.14Feed & Condensate Tank 52,500 3.2 2 0.98 9 0.82Auxiliary Seawater Circulating Pump 5,880 2.6 22 0.53 6 0.89Fuel Transfer Pump 1,365 8.0 45 0.02 32 0.30Helo Jp-5 Transfer Pump 4,410 3.2 26 0.44 9 0.82Helo Jp-5 Service Pump 2,940 3.3 35 0.24 15 0.68Cargo Oil Pump 1,680 2.6 43 0.07 6 0.89Cargo Jp-5 Pump 1,680 2.6 43 0.07 6 0.89Pot Wat Serv Pmp 25,200 3.3 3 0.96 15 0.68

Ship B Pumps MTTR vs. Percentiley = -0.3654Ln(x) + 1.1329

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25

MTTR

Percentile

175

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Aux Sw Clg Pump 22,050 17.9 5 0.91 38 0.16Fire Pump 17,850 13.7 6 0.89 35 0.23Cw Pmp 3,360 5.9 33 0.29 23 0.50Fuel Xfr Pmp Ftp 2,205 13.7 41 0.11 35 0.23Lcac Serv Pmp 4,410 3.2 26 0.44 9 0.82Jp5 Trnsfer Pmp 6,300 23.1 17 0.64 40 0.11Jp5 Service Pmp 11,550 3.6 8 0.84 18 0.61Washdown Pump 8,400 1.1 13 0.73 1 1.00Md Hyd Pmp 2,625 6.2 37 0.20 24 0.48Manual Hyd Pmp 10,500 4.7 10 0.80 19 0.59Lo Xfr Pmp 4,200 5.3 28 0.40 21 0.55Standby Dlo Pmp 2,625 6.2 37 0.20 24 0.48Dlo Pmp Attached 6,090 2.4 19 0.60 2 0.98Emer Dlo Pmp 2,940 6.2 35 0.24 24 0.48Fo Serv Pmp Attd 5,250 11.6 25 0.47 33 0.27Attached Lo Pmp 5,880 7.4 22 0.53 31 0.32Stby Lo Pmp 2,625 6.2 37 0.20 24 0.48Emer Lo Pmp 2,625 6.2 37 0.20 24 0.48Rcc Lo Pmp 3,885 25.2 30 0.36 42 0.07Oily Waste Xfr P 6,300 23.1 17 0.64 40 0.11Refrig Plnt Refp 7,140 38.9 15 0.69 43 0.05Fuel Purifier Fp 3,150 2.4 34 0.27 2 0.98Stby F Srv Sfop 5,775 4.7 24 0.49 19 0.59

Figure 38 � Ship C Pumps MTBF vs. Percentile

Ship C Pumps MTBF vs. Percentiley = 0.3194Ln(x) - 2.2541

0.00 0.20 0.40 0.60 0.80 1.00 1.20 1.40

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000

MTBF

Percentile

176

Figure 39 � Ship C Pumps MTTR vs. Percentile

D.2 Cargo Handling Equipment and Machinery

D.2.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Sliding Block Drive 790 8 22 0.45 17 0.58Highlone Antislack Device 490 8 28 0.29 17 0.58Double Drum Hauling Winch 110 8 37 0.05 17 0.58RAS Control Booth 780 8 25 0.37 17 0.58Hauling Winch Antislack Device 490 8 28 0.29 17 0.58Double Drum Highline Winch 130 8 36 0.08 17 0.58Ram Tensioner 790 8 22 0.45 17 0.58Highline Fairleader 21,000 8 7 0.84 17 0.58Sliding Block Assembly 330 8 32 0.18 17 0.58RAS Station 50,000 2 4 0.92 9 0.79Transfer Head 21,000 8 7 0.84 17 0.58Single Drum Highline Winch 70 20.7 38 0.03 38 0.03Topping Lift Winch 160 8.6 33 0.16 34 0.13Cargo Boom 50,000 10 4 0.92 35 0.11Fuel Oil Reciever 75,000 1 1 1.00 1 1.00JP-5 Receiver 75,000 1 1 1.00 1 1.00FAS Receiving Station 50,000 2 4 0.92 9 0.79Cargo Fuel Control Console 10,000 1 12 0.71 1 1.00Spanwire Winch Heavy 140 8 34 0.13 17 0.58Spanwire Winch Light 140 8 34 0.13 17 0.58Spanwire Antislack Device 490 8 28 0.29 17 0.58FAS Control Booth 370 8 31 0.21 17 0.58Ram Tensioner 790 8 22 0.45 17 0.58Saddle Winch 680 8 27 0.32 17 0.58Spanwire Fairleader 21,000 8 7 0.84 17 0.58

Ship C Pumps MTTR vs. Percentiley = -0.3339Ln(x) + 1.1371

-0.20 0.00 0.20 0.40 0.60 0.80 1.00 1.20

0.0 10.0 20.0 30.0 40.0 50.0

MTTR

Percentile

177

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

FAS Delivery System 75,000 1 1 1.00 1 1.00Gypsy Winch 740 6.8 26 0.34 16 0.61Elevator 12,000 lb 17,000 5.4 10 0.76 14 0.66Elevator 16,000 lb 17,000 5.4 10 0.76 14 0.66Pallet Conveyor 6,300 10.7 17 0.58 36 0.08Slide Loader Truck 5,000 3 19 0.53 11 0.74Forklift Electric Sparkproof 8000 lbs 7,200 1.2 16 0.61 5 0.89Forklift Diesel 6000 lb 8,100 1.4 13 0.68 8 0.82Forklift Electric Sparkproof 6000 lbs 7,400 1.2 14 0.66 5 0.89Forklift Electric 6000 lbs 7,400 1.2 14 0.66 5 0.89Pallet Truck Electric 2,500 5 21 0.47 12 0.71Pallet Truck Manual 5,000 5 19 0.53 12 0.71Vertical Package Conveyer 6,300 10.7 17 0.58 36 0.08

Figure 40 � Ship A Cargo Handling MTBF vs. Percentile

Ship A Cargo Handling MTBF vs. Percentiley = 0.1372Ln(x) - 0.5623

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

MTBF

Percentile

178

Figure 41 � Ship A Cargo Handling MTTR vs. Percentile

D.2.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Fuel Oil Receiver 75000 1 1 1.00 1 1.00JP-5 Receiver 75000 1 1 1.00 1 1.00RAS Station 50000 2 3 0.71 3 0.71Double Gypsy Winch 740 6.8 7 0.14 7 0.14Cargo Elevator 2000 4 5 0.43 4 0.57Hinged Ramp and Winch 2500 4 4 0.57 4 0.57Recovery Winch 1000 5 6 0.29 6 0.29

Figure 42 � Ship B Cargo Handling MTBF vs. Percentile

Ship A Cargo Handling MTTR vs. Percentile

y = -0.2472Ln(x) + 1.0031

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25

MTTR

Percentile

Ship B Cargo Handling MTBF vs. Percentile y = 0.1508Ln(x) - 0.7483

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 10000 20000 30000 40000 50000 60000 70000 80000

MTBF

Percentile

179

Figure 43 � Ship B Cargo Handling MTTR vs. Percentile

D.2.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Sliding Block Drive 822 8.32 22 0.45 17 0.58Highlone Antislack Device 510 8.32 28 0.29 17 0.58Double Drum Hauling Winch 114 8.32 37 0.05 17 0.58RAS Control Booth 811 8.32 25 0.37 17 0.58Hauling Winch Antislack Device 510 8.32 28 0.29 17 0.58Double Drum Highline Winch 135 8.32 36 0.08 17 0.58Ram Tensioner 822 8.32 22 0.45 17 0.58Highline Fairleader 21,840 8.32 7 0.84 17 0.58Sliding Block Assembly 343 8.32 32 0.18 17 0.58RAS Station 52,000 2.08 4 0.92 9 0.79Transfer Head 21,840 8.32 7 0.84 17 0.58Single Drum Highline Winch 73 21.528 38 0.03 38 0.03Topping Lift Winch 166 8.944 33 0.16 34 0.13Cargo Boom 52,000 10.4 4 0.92 35 0.11Fuel Oil Reciever 78,000 1.04 1 1.00 1 1.00JP-5 Receiver 78,000 1.04 1 1.00 1 1.00FAS Receiving Station 52,000 2.08 4 0.92 9 0.79Cargo Fuel Control Console 10,400 1.04 12 0.71 1 1.00Spanwire Winch Heavy 146 8.32 34 0.13 17 0.58Spanwire Winch Light 146 8.32 34 0.13 17 0.58Spanwire Antislack Device 510 8.32 28 0.29 17 0.58FAS Control Booth 385 8.32 31 0.21 17 0.58Ram Tensioner 822 8.32 22 0.45 17 0.58Saddle Winch 707 8.32 27 0.32 17 0.58Spanwire Fairleader 21,840 8.32 7 0.84 17 0.58

Ship B Cargo Handling MTTR vs. Percentile

y = -0.4072Ln(x) + 1.019

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 1 2 3 4 5 6 7 8

MTTR

Percentile

180

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

FAS Delivery System 78,000 1.04 1 1.00 1 1.00Gypsy Winch 770 7.072 26 0.34 16 0.61Elevator 12,000 lb 17,680 5.616 10 0.76 14 0.66Elevator 16,000 lb 17,680 5.616 10 0.76 14 0.66Pallet Conveyor 6,552 11.128 17 0.58 36 0.08Slide Loader Truck 5,200 3.12 19 0.53 11 0.74Forklift Electric Sparkproof 8000 lbs 7,488 1.248 16 0.61 5 0.89Forklift Diesel 6000 lb 8,424 1.456 13 0.68 8 0.82Forklift Electric Sparkproof 6000 lbs 7,696 1.248 14 0.66 5 0.89Forklift Electric 6000 lbs 7,696 1.248 14 0.66 5 0.89Pallet Truck Electric 2,600 5.2 21 0.47 12 0.71Pallet Truck Manual 5,200 5.2 19 0.53 12 0.71Vertical Package Conveyer 6,552 11.128 17 0.58 36 0.08

Figure 44 � Ship C Cargo Handling MTBF vs. Percentile

Ship C Cargo Handling MTBF vs. Percentile y = 0.1372Ln(x) - 0.5677

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 20,000 40,000 60,000 80,000 100,000

MTBF

Percentile

181

Figure 45 � Ship C Cargo Handling MTTR vs. Percentile

D.3 Transmission and Shafting Equipment and Machinery

D.3.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Main Reduction Gear (Rep) 20,800 13.3 11 0.17 2 0.83Main Reduction Gear (Nr) 200,000 Nr 3 0.83 Nr n/aGas Turbine Coupling 50,000 Nr 9 0.33 Nr n/aSss Gas Turbine Clutch 200,000 Nr 3 0.83 Nr n/aFranco-Tosi Coupling 75,000 72 7 0.50 6 0.17Fixed Pitch Propeller (Nr) 200,000 Nr 3 0.83 Nr n/aBearings/Seals 230,000 Nr 1 1.00 Nr n/aFlexible Couplng 25000 5.9 10 0.25 1 1.00Multidisc Clutch 90000 20 6 0.58 3 0.67Main Reduc Gear 12500 72 12 0.08 6 0.17Shaft & Bearing 230000 35 1 1.00 5 0.33Rcc-Tosi/Sss 55000 28 8 0.42 4 0.50

Ship C Cargo Handling MTTR vs. Percentile y = -0.2472Ln(x) + 1.0128

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25

MTTR

Percentile

182

Figure 46 � Ship A Transmission and Shafting MTBF vs. Percentile

Figure 47 � Ship A Transmission and Shafting MTTR vs. Percentile

D.3.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Multi-disc Clutch 90000 Nr 4 0.63 Nr n/aPropulsion Shaft 263693 Nr 1 1.00 Nr n/aTorsionmeter 37670 42.7 8 0.13 3 0.60Line Shaft Bearing 88290 18.7 5 0.50 1 1.00Aft Stern Tube Brg 67269 59.6 6 0.38 4 0.40Strut Brg 156960 250.3 2 0.88 5 0.20Thrust Bearing 52320 26.6 7 0.25 2 0.80Fixed Pitched Propeller 120000 Nr 3 0.75 Nr n/a

Ship A Transmission and Shafting MTBF vs. Percentile

y = 0.309Ln(x) - 2.9111

0.00 0.20 0.40 0.60

0.80 1.00 1.20

0 50,000 100,000 150,000 200,000 250,000

MTBF

Percentile

Ship A Transmission and Shafting MTTR vs. Percentile

y = -0.3555Ln(x) + 1.6816

0.00 0.20

0.40 0.60 0.80

1.00 1.20

0 10 20 30 40 50 60 70 80

MTTR

Percentile

183

Figure 48 � Ship B Transmission and Shafting MTBF vs. Percentile

Figure 49 � Ship B Transmission and Shafting MTTR vs. Percentile

D.3.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Main Reduction Gear (Rep) 21,424 13.699 11 0.17 2 0.83Main Reduction Gear (Nr) 206,000 Nr 3 0.83 Nr NrGas Turbine Coupling 51,500 Nr 9 0.33 Nr NrSss Gas Turbine Clutch 206,000 Nr 3 0.83 Nr NrFranco-Tosi Coupling 77,250 74.16 7 0.50 6 0.17Fixed Pitch Propeller (Nr) 206,000 Nr 3 0.83 Nr NrBearings/Seals 236,900 Nr 1 1.00 Nr NrFlexible Couplng 25,750 6.077 10 0.25 1 1.00

Ship B Transmission and Shafting MTBF vs. Percentile

y = 0.4866Ln(x) - 4.9999

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 50000 100000 150000 200000 250000 300000

MTBF

Percentile

Ship B Transmission and Shafting MTTR vs. Percentile

y = -0.2986Ln(x) + 1.7689

0.00

0.20 0.40

0.60 0.80

1.00 1.20

0 50 100 150 200 250 300

MTTR

Percentile

184

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Multidisc Clutch 92,700 20.6 6 0.58 3 0.67Main Reduc Gear 12,875 74.16 12 0.08 6 0.17Shaft & Bearing 236,900 36.05 1 1.00 5 0.33Rcc-Tosi/Sss 56,650 28.84 8 0.42 4 0.50

Figure 50 � Ship C Transmission and Shafting MTBF vs. Percentile

Figure 51 � Ship C Transmission and Shafting MTTR vs. Percentile

D.4 Propulsion and Support Equipment and Machinery

D.4.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Ship C Transmission and Shafting MTBF vs. Percentile

y = 0.309Ln(x) - 2.9202

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 50,000 100,000 150,000 200,000 250,000

MTBF

Percentile

Ship C Transmission and Shafting MTTR vs. Percentile

y = -0.3555Ln(x) + 1.6922

0.00 0.20

0.40 0.60

0.80 1.00

1.20

0 10 20 30 40 50 60 70 80

MTTR

Percentile

185

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Main Control Console 29,000 17 11 0.62 23 0.12Local Shaft Control Unit 10,000 1 17 0.38 1 1.00Secondary Damage Control Console 10,000 1 17 0.38 1 1.00Main Control Console 29,000 17 11 0.62 23 0.12Ship Control Console 10,000 1 17 0.38 1 1.00Auxiliary Steering Control 350 Nr 26 0.04 Nr n/aLocal Control Panel 27,000 1.5 13 0.54 9 0.68Central Seawater Cooling Strainer 60,000 3 7 0.77 10 0.64Fuel Service Heater 14,800 3.8 14 0.50 18 0.32Fuel Service Prefilter 60,000 3 7 0.77 10 0.64Fuel Service Filter/Separator 10,000 4 17 0.38 19 0.28Rcc Lube Oil Cooler 90,000 3 5 0.85 10 0.64Lube Oil Cooler 90,000 3 5 0.85 10 0.64Lube Oil Purifier 9,600 6.3 22 0.19 20 0.24Duplex Lube Oil Strainer 60,000 3 7 0.77 10 0.64Lube Oil Heater 200,000 1 1 1.00 1 1.00Dlo Cooler 91000 3 3 0.92 10 0.64Rg Lo Cooler 91000 3 3 0.92 10 0.64Rg Lo Strainer 60000 3 7 0.77 10 0.64Fpp Nonrep 120000 25 2 0.96 25 0.04Rg Local Cntrls 10000 1 17 0.38 1 1.00Mmr 1/2 Cntrls 4000 1 25 0.08 1 1.00Dlo Purifier 9600 1 22 0.19 1 1.00Dlo Heater 12000 14 15 0.46 21 0.20Rg Lo Purifier 9600 1 22 0.19 1 1.00Rg Lo Heater 12000 14 15 0.46 21 0.20

Figure 52 � Ship A Propulsion and Propulsion Support MTBF vs. Percentile

Ship A Propulsion and Propulsion Support MTBF vs. Percentile

y = 0.1973Ln(x) - 1.4227

-0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 1.20

0 50,000 100,000 150,000 200,000 250,000

MTBF

Percentile

186

Figure 53 � Ship A Propulsion and Propulsion Support MTTR vs. Percentile

D.4.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Main Diesel Engine 3300 13 9 0.11 5 0.43DLO Purifier 9600 1 7 0.33 1 1.00DLO Purifier Heater 12000 14 4 0.67 6 0.29DLO Cooler 91000 3 1 1.00 4 0.57Propulsion Drive Motor 19000 Nr 2 0.89 Nr n/aPropulsion Drive Motor 10000 20 5 0.56 7 0.14Backup Armature Winding 19000 Nr 2 0.89 Nr n/aMachinery Control 4000 1 8 0.22 1 1.00Local Controls 10000 1 5 0.56 1 1.00

Ship A Propulsion and Propulsion Support MTTR vs. Percentile

y = -0.3101Ln(x) + 0.9592

-0.20 0.00 0.20 0.40

0.60 0.80 1.00 1.20

0 5 10 15 20 25 30

MTTR

Percentile

187

Figure 54 � Ship B Propulsion and Propulsion Support MTBF vs. Percentile

Figure 55 � Ship B Propulsion and Propulsion Support MTTR vs. Percentile

D.4.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Main Control Console 31,030 18.19 11 0.62 23 0.12Local Shaft Control Unit 10,700 1.07 17 0.38 1 1.00Secondary Damage Control Console 10,700 1.07 17 0.38 1 1.00Main Control Console 31,030 18.19 11 0.62 23 0.12Ship Control Console 10,700 1.07 17 0.38 1 1.00Auxiliary Steering Control 375 NR 26 0.04 NR NRLocal Control Panel 28,890 1.605 13 0.54 9 0.68

Ship B Propulsion and Propulsion Support MTBF vs. Percentile

y = 0.2923Ln(x) - 2.1642

0.00 0.20 0.40 0.60 0.80 1.00 1.20 1.40

0 20000 40000 60000 80000 100000

MTBF

Percentile

Ship B Propulsion and Propulsion Support MTTR vs. Percentile

y = -0.2614Ln(x) + 0.9799

0.00

0.20 0.40

0.60 0.80

1.00 1.20

0 5 10 15 20 25

MTTR

Percentile

188

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Central Seawater Cooling Strainer 64,200 3.21 7 0.77 10 0.64Fuel Service Heater 15,836 4.066 14 0.50 18 0.32Fuel Service Prefilter 64,200 3.21 7 0.77 10 0.64Fuel Service Filter/Seperator 10,700 4.28 17 0.38 19 0.28Rcc Lube Oil Cooler 96,300 3.21 5 0.85 10 0.64Lube Oil Cooler 96,300 3.21 5 0.85 10 0.64Lube Oil Purifier 10,272 6.741 22 0.19 20 0.24Duplex Lube Oil Strainer 64,200 3.21 7 0.77 10 0.64Lube Oil Heater 214,000 1.07 1 1.00 1 1.00Dlo Cooler 97,370 3.21 3 0.92 10 0.64Rg Lo Cooler 97,370 3.21 3 0.92 10 0.64Rg Lo Strainer 64,200 3.21 7 0.77 10 0.64Fpp Nonrep 128,400 26.75 2 0.96 25 0.04Rg Local Cntrls 10,700 1.07 17 0.38 1 1.00Mmr 1/2 Cntrls 4,280 1.07 25 0.08 1 1.00Dlo Purifier 10,272 1.07 22 0.19 1 1.00Dlo Heater 12,840 14.98 15 0.46 21 0.20Rg Lo Purifier 10,272 1.07 22 0.19 1 1.00Rg Lo Heater 12,840 14.98 15 0.46 21 0.20

Figure 56 � Ship C Propulsion and Propulsion Support MTBF vs. Percentile

Ship C Propulsion and Propulsion Support MTBF vs. Percentile

y = 0.1973Ln(x) - 1.4361

-0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 1.20

0 50,000 100,000 150,000 200,000 250,000

MTBF

Percentile

189

Figure 57 � Ship C Propulsion and Propulsion Support MTTR vs. Percentile

D.5 Electrical Equipment and Machinery

D.5.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Ship's Service Diesel Generator (Ssdg) 2,200 7.1 13 0.08 11 0.2330 Kw Motor Generator Set 6,900 26.2 8 0.46 13 0.08Frequency Changer 110 Kw 4,000 1 9 0.38 1 1.00Ship'S Service Switchboard 15,000 1.7 2 0.92 7 0.54Sf Switchboard 15,000 1.7 2 0.92 7 0.54Control Cabinet 4,000 1 9 0.38 1 1.00Ssdg Engine 3500 13 12 0.15 12 0.15Ssdg Gen 2500Kw 25000 6.1 1 1.00 10 0.31E/P Local Ctrls 10000 1 6 0.62 1 1.00Elec Plnt Ctrl 4000 1 9 0.38 1 1.00Ss Swbd 15000 1 2 0.92 1 1.00400Hz Swbd 9700 1.5 7 0.54 6 0.6272Kw Sfc 13000 1.7 5 0.69 7 0.54

Ship C Propulsion and Propulsion Support MTTR vs. Percentile

y = -0.3101Ln(x) + 0.9801

-0.20 0.00

0.20 0.40 0.60 0.80

1.00 1.20

0 5 10 15 20 25 30

MTTR

Percentile

190

Figure 58 � Ship A Electrical MTBF vs. Percentile

Figure 59 � Ship A Electrical MTBF vs. Percentile

D.5.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Generator 41515 Nr 1 1.00 Nr n/aGenerator 10000 35.1 5 0.43 6 0.17Switchboard 10237 17 4 0.57 5 0.33Diesel Engine 3500 13 7 0.14 4 0.50SSDG Generator 25000 6.1 2 0.86 3 0.67EPC SS 4000 1 6 0.29 1 1.00Ship Service Switchboard 15000 1 3 0.71 1 1.00

Ship A Electrical MTBF vs. Percentiley = 0.394Ln(x) - 2.9545

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5,000 10,000 15,000 20,000 25,000 30,000

MTBF

Percentile

Ship A Electrical MTTR vs. Percentiley = -0.2913Ln(x) + 0.8752

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30

MTTR

Percentile

191

Figure 60 � Ship B Electrical MTBF vs. Percentile

Figure 61 � Ship B Electrical MTTR vs. Percentile

D.5.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Ship's Service Diesel Generator (Ssdg) 2,354 7.597 13 0.08 11 0.2330 Kw Motor Generator Set 7,383 28.034 8 0.46 13 0.08Frequency Changer 110 Kw 4,280 1.07 9 0.38 1 1.00Ship'S Service Switchboard 16,050 1.819 2 0.92 7 0.54Sf Switchboard 16,050 1.819 2 0.92 7 0.54Control Cabinet 4,280 1.07 9 0.38 1 1.00Ssdg Engine 3,745 13.91 12 0.15 12 0.15

Ship B Electrical MTBF vs. Percentiley = 0.3363Ln(x) - 2.5649

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 10000 20000 30000 40000 50000

MTBF

Percentile

Ship B Electrical MTTR vs. Percentiley = -0.2275Ln(x) + 1.0192

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30 35 40

MTTR

Percentile

192

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Ssdg Gen 2500Kw 26,750 6.527 1 1.00 10 0.31E/P Local Ctrls 10,700 1.07 6 0.62 1 1.00Elec Plnt Ctrl 4,280 1.07 9 0.38 1 1.00Ss Swbd 16,050 1.07 2 0.92 1 1.00400Hz Swbd 10,379 1.605 7 0.54 6 0.6272Kw Sfc 13,910 1.819 5 0.69 7 0.54

Figure 62 � Ship C Electrical MTBF vs. Percentile

Figure 63 � Ship C Electrical MTTR vs. Percentile

Ship C Electrical MTBF vs. Percentiley = 0.394Ln(x) - 2.9812

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5,000 10,000 15,000 20,000 25,000 30,000

MTBF

Percentile

Ship C Electrical MTTR vs. Percentiley = -0.2913Ln(x) + 0.8949

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30

MTTR

Percentile

193

D.6 Auxiliary Equipment and Machinery

D.6.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Seawater Circulating Pump 27,000 3.5 11 0.83 18 0.71Air Conditioning Plant 17,000 5.5 14 0.78 36 0.41Cargo Refrigeration Compressor 2,000 4.4 42 0.31 30 0.51Auxiliary Boiler 2,000 5.6 42 0.31 37 0.39Feed & Condensate Tank 50,000 3 5 0.93 15 0.76Drain Cooler 2,700 16 38 0.37 52 0.14Evaporator Unit 43,000 5.8 10 0.85 38 0.37Potable Water Pump 24,000 3.1 13 0.80 17 0.73Secondary Seawater Cooling Pump 8,600 38 28 0.54 58 0.03Fuel Transfer Heater 10,000 24 19 0.69 56 0.07Fuel Purifier 1,700 17 48 0.20 53 0.12Fuel Filter 10,000 4 19 0.69 20 0.68Helo Jp-5 Transfer Filter 10,000 4 19 0.69 20 0.68Helo Jp-5 Service Filter 10,000 4 19 0.69 20 0.68High Pressure Air Compressor 450 4 55 0.08 20 0.68High Pressure Air Dehydrator 11,000 21 18 0.71 55 0.08High Pressure Air Flask 50,000 4 5 0.93 20 0.68Separator Flask 50,000 4 5 0.93 20 0.68Low Pressure Air Compressor 2,700 12 38 0.37 46 0.24Low Pressure Air Dryer 5,600 18 31 0.49 54 0.10High Pressure/Low Pressure Reducer 10,000 2.5 19 0.69 11 0.83Forced Draft Blower 2,800 6 37 0.39 42 0.31Windlass 240 52 58 0.03 59 0.02Capstan 760 12 51 0.15 46 0.24Hpac Rep 760 27 51 0.15 57 0.05Hp Air Dehydratr 320 4.8 56 0.07 32 0.47Hpac Nonrep 1100 5 49 0.19 33 0.46R/O Desaln Plt 2000 3 42 0.31 15 0.765400 Cfm Van Fan 15000 14 15 0.76 50 0.17Charcoal Filter 100000 1 1 1.00 1 1.003600 Cfm Van Fan 15000 14 15 0.76 50 0.17Ac Plant 9600 4.6 27 0.56 31 0.49Lcac Pre-Filter 10000 4 19 0.69 20 0.68Lcac Fltr Septr 10000 4 19 0.69 20 0.68Jp5 Filter Sepr 6700 5.9 29 0.53 40 0.34Jp5 Serv Seprtr 13000 1.3 17 0.73 7 0.90Anchor Windlass 130 2.5 59 0.02 11 0.83Lp Air Compr 2000 5.4 42 0.31 35 0.42Lp Air Dehydratr 1900 5.8 47 0.22 38 0.37Debalst Air Comp 2400 8.6 41 0.32 44 0.27Bllst Ctrl Statn 4000 1 35 0.42 1 1.00Ballast Lcl Ctls 10000 1 19 0.69 1 1.00

194

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Ventilation Mtr 5000 8.5 33 0.46 43 0.29Ventilation Fan 5000 10 33 0.46 45 0.25Jp5 Receiver 75000 1 3 0.97 1 1.00Fo Receiver For 75000 1 3 0.97 1 1.00Ras Station Rass 50000 2 5 0.93 9 0.86Dbl Gypsy Winch 740 12 54 0.10 46 0.24Stern Gate Cntrl 2900 1.4 36 0.41 8 0.88Sg Local Cntrls 50000 1 5 0.93 1 1.00Sg Hyd Pwr Unit 280 2.8 57 0.05 13 0.80Air Motor 25000 2.8 12 0.81 13 0.80Sg Hyd Ram 5600 3.5 31 0.49 18 0.71Moorng Cpstn Mcw 760 12 51 0.15 46 0.24Blck & Tckl Btkl 100000 2 1 1.00 9 0.86Cargo Elvtr Carg 2000 4 42 0.31 20 0.68Hinged Ramp/Wnch 2500 4 40 0.34 20 0.68Recovery Winch 1000 5 50 0.17 33 0.46Oil/Wtr Separtor 6700 5.9 29 0.53 40 0.34

Figure 64 � Ship A Auxiliary MTBF vs. Percentile

Ship A Auxiliary MTBF vs. Percentiley = 0.1793Ln(x) - 1.0217

-0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 1.20

0 20,000 40,000 60,000 80,000 100,000 120,000

MTBF

Percentile

195

Figure 65 � Ship A Auxiliary MTTR vs. Percentile

D.6.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

JP-5 Transfer Filter Separator 6700 5.9 11 0.55 14 0.41JP-5 Service Filter Seperator 13000 1.3 6 0.77 5 0.82LCAC Prefiliter 10000 4 7 0.73 11 0.55LCAC Filter Seperator 10000 4 7 0.73 11 0.55Anchor Windlass 130 2.5 22 0.05 8 0.68Mooring Capstan 760 12 19 0.18 19 0.18Deballast Air Compressor 2400 8.6 18 0.23 17 0.27Ballast Control Station 4000 1 16 0.32 1 1.00Ventilation Motor 5000 8.5 14 0.41 16 0.32Ventilation Fan 5000 10 14 0.41 18 0.23Ballast Local Controls 10000 1 7 0.73 1 1.00Oily Water Separator 6700 5.9 11 0.55 14 0.41Oily Waste Transfer 6000 22 13 0.45 22 0.05Stern Gate Control 2900 1.4 17 0.27 6 0.77Stern Gate Local Control 50000 1 3 0.91 1 1.00Mooring Capstan 760 12 19 0.18 19 0.18Block and Tackle 100000 2 1 1.00 7 0.73Hydraulic Power Unit 280 2.8 21 0.09 9 0.64Air Motor 25000 2.8 4 0.86 9 0.64Air Conditioning Plant 9600 4.6 10 0.59 13 0.45HP Vaneaxial Fan 15000 14 5 0.82 21 0.09CBR Filter 100000 1 1 1.00 1 1.00

Ship A Auxiliary MTTR vs. Percentiley = -0.3079Ln(x) + 1.0245

-0.40 -0.20 0.00 0.20 0.40

0.60 0.80 1.00 1.20

0 10 20 30 40 50 60

MTTR

Percentile

196

Figure 66 � Ship B Auxiliary MTBF vs. Percentile

Figure 67 � Ship B Auxiliary MTTR vs. Percentile

D.6.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Seawater Circulating Pump 28,350 3.675 11 0.83 18 0.71Air Conditioning Plant 17,850 5.775 14 0.78 36 0.41Cargo Refrigeration Compressor 2,100 4.62 42 0.31 30 0.51Auxiliary Boiler 2,100 5.88 42 0.31 37 0.39Feed & Condensate Tank 52,500 3.15 5 0.93 15 0.76Drain Cooler 2,835 16.8 38 0.37 52 0.14Evaporator Unit 45,150 6.09 10 0.85 38 0.37

Ship B Auxiliary MTBF vs. Percentile

y = 0.1685Ln(x) - 0.9261

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 20000 40000 60000 80000 100000 120000

MTBF

Percentile

Ship B Auxiliary MTTR vs. Percentiley = -0.3142Ln(x) + 0.9634

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25

MTTR

Percentile

197

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Potable Water Pump 25,200 3.255 13 0.80 17 0.73Secondary Seawater Cooling Pump 9,030 39.9 28 0.54 58 0.03Fuel Transfer Heater 10,500 25.2 19 0.69 56 0.07Fuel Purifier 1,785 17.85 48 0.20 53 0.12Fuel Filter 10,500 4.2 19 0.69 20 0.68Helo Jp-5 Transfer Filter 10,500 4.2 19 0.69 20 0.68Helo Jp-5 Service Filter 10,500 4.2 19 0.69 20 0.68High Pressure Air Compressor 473 4.2 55 0.08 20 0.68High Pressure Air Dehydrator 11,550 22.05 18 0.71 55 0.08High Pressure Air Flask 52,500 4.2 5 0.93 20 0.68Seperator Flask 52,500 4.2 5 0.93 20 0.68Low Pressure Air Compressor 2,835 12.6 38 0.37 46 0.24Low Pressure Air Dryer 5,880 18.9 31 0.49 54 0.10High Pressure/Low Pressure Reducer 10,500 2.625 19 0.69 11 0.83Forced Draft Blower 2,940 6.3 37 0.39 42 0.31Windlass 252 54.6 58 0.03 59 0.02Capstan 798 12.6 51 0.15 46 0.24Hpac Rep 798 28.35 51 0.15 57 0.05Hp Air Dehydratr 336 5.04 56 0.07 32 0.47Hpac Nonrep 1,155 5.25 49 0.19 33 0.46R/O Desaln Plt 2,100 3.15 42 0.31 15 0.765400 Cfm Van Fan 15,750 14.7 15 0.76 50 0.17Charcoal Filter 105,000 1.05 1 1.00 1 1.003600 Cfm Van Fan 15,750 14.7 15 0.76 50 0.17Ac Plant 10,080 4.83 27 0.56 31 0.49Lcac Pre-Filter 10,500 4.2 19 0.69 20 0.68Lcac Fltr Septr 10,500 4.2 19 0.69 20 0.68Jp5 Filter Sepr 7,035 6.195 29 0.53 40 0.34Jp5 Serv Seprtr 13,650 1.365 17 0.73 7 0.90Anchor Windlass 137 2.625 59 0.02 11 0.83Lp Air Compr 2,100 5.67 42 0.31 35 0.42Lp Air Dehydratr 1,995 6.09 47 0.22 38 0.37Debalst Air Comp 2,520 9.03 41 0.32 44 0.27Bllst Ctrl Statn 4,200 1.05 35 0.42 1 1.00Ballast Lcl Ctls 10,500 1.05 19 0.69 1 1.00Ventilation Mtr 5,250 8.925 33 0.46 43 0.29Ventilation Fan 5,250 10.5 33 0.46 45 0.25Jp5 Receiver 78,750 1.05 3 0.97 1 1.00Fo Receiver For 78,750 1.05 3 0.97 1 1.00Ras Station Rass 52,500 2.1 5 0.93 9 0.86Dbl Gypsy Winch 777 12.6 54 0.10 46 0.24Stern Gate Cntrl 3,045 1.47 36 0.41 8 0.88Sg Local Cntrls 52,500 1.05 5 0.93 1 1.00Sg Hyd Pwr Unit 294 2.94 57 0.05 13 0.80Air Motor 26,250 2.94 12 0.81 13 0.80Sg Hyd Ram 5,880 3.675 31 0.49 18 0.71Moorng Cpstn Mcw 798 12.6 51 0.15 46 0.24

198

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Blck & Tckl Btkl 105,000 2.1 1 1.00 9 0.86Cargo Elvtr Carg 2,100 4.2 42 0.31 20 0.68Hinged Ramp/Wnch 2,625 4.2 40 0.34 20 0.68Recovery Winch 1,050 5.25 50 0.17 33 0.46Oil/Wtr Separtor 7,035 6.195 29 0.53 40 0.34

Figure 68 � Ship C Auxiliary MTBF vs. Percentile

Figure 69 � Ship C Auxiliary MTTR vs. Percentile

Ship C Auxiliary MTBF vs. Percentiley = 0.1793Ln(x) - 1.0304

-0.40 -0.20 0.00 0.20 0.40

0.60 0.80 1.00 1.20

0 20,000 40,000 60,000 80,000 100,000 120,000

MTBF

Percentile

Ship C Auxiliary MTTR vs. Percentiley = -0.3079Ln(x) + 1.0395

-0.40

-0.20

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 10 20 30 40 50 60

MTTR

Percentile

199

D.7 Steering Equipment and Machinery

D.7.1 Ship Type A Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Hydraulic Power Unit 3,700 5.9 17 0.16 10 0.31Controller 150,000 1 10 0.53 1 1.00Steering Ram 200,000 15 9 0.58 12 0.15Upper Rudder Bearing 1,000,000 Nr 3 0.89 Nr n/aLower Rudder Bearing 1,000,000 Nr 3 0.89 Nr n/aRudder Seal 300,000 Nr 7 0.68 Nr n/aRudder Packing 1,000,000 Nr 3 0.89 Nr n/aControl Positioner Assembly 35,000 4.4 15 0.26 8 0.46Steering Hyd Ram 250000 2.1 8 0.63 5 0.69Auto Bridge Ctrl 2900 1.4 19 0.05 2 0.92Elec Bridge Ctrl 7400 1.4 16 0.21 2 0.92Diff Follow-Up 120000 3.5 11 0.47 6 0.62Brc Nonfollow-Up 50000 2 13 0.37 4 0.77Remote Positionr 41000 4.4 14 0.32 8 0.46Trick Wheel 100000 4 12 0.42 7 0.54Steering Hpu 3700 5.9 17 0.16 10 0.31Rudder Bearing 1000000 30 3 0.89 13 0.08Rudder Seal 3000000 30 1 1.00 13 0.08Rudder Packing 2000000 30 2 0.95 13 0.08

Figure 70 � Ahip A Steering MTBF vs. Percentile

Ship A Steering MTBF vs Percentile y = 0.1375Ln(x) - 1.0628

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000

MTBF

Percentile

200

Figure 71 � Ship A Steering MTTR vs. Percentile

D.7.2 Ship Type B Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Bridge Control Automatic 2900 1.4 12 0.08 1 1.00Remote Positioner 41000 4.4 8 0.42 8 0.30Differential Follow-up 120000 3.5 5 0.67 5 0.60Hydraulic Power 3700 5.9 11 0.17 9 0.20Steering Hydraulic Ram 250000 2.1 4 0.75 4 0.70Rudder Bearing 1000000 30 3 0.83 10 0.10Rudder Seal 3000000 30 1 1.00 10 0.10Rudder Packing 3000000 30 1 1.00 10 0.10Bridge Control Electric 7400 1.4 9 0.33 1 1.00Bridge Control non-FLWP 50000 2 7 0.50 3 0.80Trick Wheel 100000 4 6 0.58 7 0.40Ram 5600 3.5 10 0.25 5 0.60

Ship A Steering MTTR vs. Percentiley = -0.2728Ln(x) + 0.9318

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30 35

MTTR

Percentile

201

Figure 72 � Ship B Steering MTBF vs. Percentile

Figure 73 � Ship B Steering MTTR vs. Percentile

D.7.3 Ship Type C Machinery and Equipment

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Hydrolic Power Unit 3,996 6.372 17 0.16 10 0.31Controller 162,000 1.08 10 0.53 1 1.00Steering Ram 216,000 16.2 9 0.58 12 0.15Upper Rudder Bearing 1,080,000 3 0.89 Lower Rudder Bearing 1,080,000 3 0.89 Rudder Seal 324,000 7 0.68 Rudder Packing 1,080,000 3 0.89 Control Positioner Assembly 37,800 4.752 15 0.26 8 0.46Steering Hyd Ram 270,000 2.268 8 0.63 5 0.69

Ship B Steering MTBF vs Percentile y = 0.1375Ln(x) - 1.0734

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000

MTBF

Percentile

Ship B Steering MTTR vs. Percentile

y = -0.2663Ln(x) + 0.9234

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30 35

MTTR

Percentile

202

Equipment MTBF MTTR MTBF Rank

MTBF Per

MTTR Rank

MTTR Per

Auto Bridge Ctrl 3,132 1.512 19 0.05 2 0.92Elec Bridge Ctrl 7,992 1.512 16 0.21 2 0.92Diff Follow-Up 129,600 3.78 11 0.47 6 0.62Brc Nonfollow-Up 54,000 2.16 13 0.37 4 0.77Remote Positionr 44,280 4.752 14 0.32 8 0.46Trick Wheel 108,000 4.32 12 0.42 7 0.54Steering Hpu 3,996 6.372 17 0.16 10 0.31Rudder Bearing 1,080,000 32.4 3 0.89 13 0.08Rudder Seal 3,240,000 32.4 1 1.00 13 0.08Rudder Packing 2,160,000 32.4 2 0.95 13 0.08

Figure 74 � Ship C Steering MTBF vs. Percentile

Figure 75 � Ship C Steering MTTR vs. Percentile

Ship C Steering MTBF vs Percentile y = 0.1375Ln(x) - 1.0734

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 500,000 1,000,000 1,500,000 2,000,000 2,500,000 3,000,000 3,500,000

MTBF

Percentile

Ship C Steering MTTR vs. Percentiley = -0.2728Ln(x) + 0.9528

0.00

0.20

0.40

0.60

0.80

1.00

1.20

0 5 10 15 20 25 30 35

MTTR

Percentile

203

APPENDIX E – T-AKE MACHINERY LIST WITH COMMERCIAL RELIABILITY DATA

Equipment Quantity MTBF MTTR Propulsion System Main Diesel Engine 3 3531 13.9 Auxiliary Diesel Engine 2 3531 13.9 Auxiliary Generator 2 2354 7.6 Main Generator 3 2354 7.6 Propulsion Motor Excitation/Control Unit 4 10700 1.1 Tandem Propulsion Motor Assembly 1 10700 21.4 Central Sea Water Cooling Pump 3 9065 39.9 Fuel Oil Service Group Auxiliary Diesel Fuel Transfer Pump 1 1365 8.0 Main Diesel Fuel Transfer Pump 1 1365 8.0 Fuel Oil Purifier Module 1 1391 8.1 Mdg Engine Fuel Return Cooler 2 96300 3.2 Shafting Group Watertight Bulkhead Seal 1 236900 NR Lineshaft Bearing 1 236900 NR Stern Tube Assembly 1 236900 NR Stern Tube Seal 1 236900 NR Propeller, Fixed Pitch 1 206000 NR Lineshaft 1 236900 36.1 Tailshaft 1 236900 36.1 Lube Oil Group Mdg Engine Lube Oil Cooler (9L48/60) 2 96300 3.2 Mdg Engine Lube Oil Cooler (8L48/60) 2 96300 3.2 Main Engine Lube Oil Priming Pump 4 3885 3.2 Port Lube Oil Purifier Pump And Heater Unit 1 15750 11.6 Stbd Lube Oil Purifier Pump And Heater Unit 1 15750 11.6 Lube Oil Purifier Module 1 10272 6.7 Propulsion Control Group Main Control Console (Mcc) 1 31030 18.2 Ship Control Console (Scc) 1 10700 1.1 Port Bridge Wing Console 1 31030 18.2 Auxiliary Engine Power Panel 2 4280 1.1 Starboard Bridge Wing Console 1 31030 18.2 Amcs Controller 2 10700 1.1 Main Engine Power Panel 1 4280 1.1 Main Engine Control/Alarm Panel 1 4280 1.1 Main Engine Safety Panel 1 4280 1.1Electrical System Automatic Voltage Regulator 1 4280 1.1 Emergency Diesel Generator, 2200 Ekw 1 7383 28.0 Manual Voltage Regulator 1 4280 1.1 Governor Control Unit 1 26750 12.8 400 Hz Frequency Converter 2 1 4280 1.1 Propulsion Motor Excitation Transformer 4 10700 NR

204

Equipment Quantity MTBF MTTR Propulsion Frequency Converter 4 4280 1.1 Propulsion Transformer #4 1 10700 NR Propulsion Transformer #3 1 10700 NR Propulsion Transformer #2 1 10700 NR Propulsion Transformer #1 1 10700 NR 400 Hz Frequency Converter 1 1 4280 1.1 Emergency Switchboard 1 16050 1.8 Main Switchboard 1 16050 1.8 Ship Service Switchoard 2 16050 1.8Steering System Steering Gear Electro-Hydraulic Vane Type 1 3996 6.4 Electro-Hydraulic Steering Control System 1 29160 1.6 Rudder Angle Indicator System 1 37800 4.8 Secondary Bow Thruster Control Panel 2 29160 1.6 Primary Bow Thruster Control Panel 1 29160 1.6 Electric Drive Bow Thruster System 1 37800 4.8Auxiliary Systems Air Conditioning Group A/C Chilled Water Circ Pump 5 57750 6.5 Cargo Holds Hvac System (A/C) 1 17850 5.8 Air Conditioning Refrigeration System 1 17850 5.8 Air Conditioning Refrigeration Plants 5 17850 5.8 Refrigeration Group Ship's Service Refrigeration System 1 17850 5.8 Ship's Service Refrigeration Plants 2 17850 5.8 Cargo Refrigeration Plant 3 17850 5.8 Cargo Refrigeration System 1 17850 5.8 Fire Extinguishing Group Fire/Sprinkling Pump 6 6825 13.7 Emer Fire Pump - Cargo & Aux Pump Room 1 6825 13.7 Emer Fire Pump - Prop Motor Room 1 6825 13.7 Local Fire Extinguishing System Pump Unit 1 6825 13.7 Cargo/Aux Pump Room Anti-Fouling System 1 6825 13.7 Drainage and Ballast Group Cargo Hold Oily Waste Transfer Pump 2 6300 23.1 Fuel And Lube Oil Sludge Transfer Pump 1 6300 23.1 Deck Seal Pump 1 8400 1.1 Machinery Room Oily Waste Transfer Pump 2 6300 23.1 Dewatering Pump 2 8400 1.1 Inert Gas Scrubber Pump 1 25200 3.3 Bilge/Ballast Pump 2 6300 23.1 Dewatering/Ballast Pump 2 8400 1.1 Freshwater Group Distilling Plant Group Proportioning Brominator 1 2100 3.2 Recirculation Brominator 1 2100 3.2 Seawater Feed/Injection Pumps 2 28350 3.7 Electric Booster Heater 2 15540 4.0 Distilling Plants 2 45150 6.1 Potable Water Group Potable Water Hydrophore Unit 1 2100 3.2

205

Equipment Quantity MTBF MTTR Distilled Water Hydrophore Unit 1 2100 3.2

Ship's Service Hot Potable Water Circ Pump 2 57750 6.5

Cargo Potable Water Pump 2 57750 6.5

Electric Storage Type Potable Water Heater 3 15540 4.0

Auxiliary Fresh Water Cooling

Central High Temp Fresh Water Cooling Pump 3 4200 5.3

Central Low Temperature Fresh Water Cooler 3 2835 16.8

Mdg High Temperature Fresh Water Cooler 3 2835 16.8

Central Low Temp Fresh Water Cooling Pump 3 4200 5.3

Compressed Air Group Hp Air Dehydrator 2 11550 22.1 Hp Bypass Air Dehydrator 2 11550 22.1 Control Air Dehydrator 2 11550 22.1 High Pressure Air Compressors 2 473 4.2 Ship'S Service/Control Air Compressors 2 473 4.2 Emergency Generator Starting Air Compressor 1 473 4.2 Starting Air Compressors 2 473 4.2 JP-5 Fuel Group Transfer Filter-Separator 1 10500 4.2 Service Filter-Separator 1 10500 4.2 Jp-5 Stripping Pump 1 4410 3.2 Jp-5 Transfer Pump 1 4410 3.2 Jp-5 Service Pump 1 2940 3.3 Helicopter Defueling Pump 1 1680 2.6 Cargo Crane Group Cargo Crane #1 (Fwd Stbd) 1 52000 10.4 Cargo Crane #2 (Fwd Port) 1 52000 10.4 Cargo Crane #3 (Aft Stbd) 1 52000 10.4 Cargo Crane #4 (Aft Port) 1 52000 10.4Cargo Handling System Dry Inport Load Group Sliding Padeye D-16, Station 7 1 822 8.3 Elevator Group Elevator System, 5443.1 Kg 1 17680 5.6 Elevator System, 5443.1 Kg 1 17680 5.6 Elevator System, 7257.5 Kg 2 17680 5.6 Elevator System, 7257.5 Kg 2 17680 5.6 Elevator System, 5443.1 Kg 1 17680 5.6 Elevator System, 5443.1 Kg 1 17680 5.6 Forklift Group E40Xm-4K Electric Fork Truck 4 7696 1.2 9.5K Electric Side Loader 3 5200 3.1 1370-6K Diesel Fork Truck (Hyster) 8 8424 1.5 E60Xm-6K Electric Fork Truck 6 7696 1.2 10K Electric Fork Truck 4 7696 1.2 Wet Receive Group Astern Fueling Hoses 1 52000 2.1

206

Equipment Quantity MTBF MTTR Stream Liquid Receiving Station, Stations 7A & 7B 2 52000 2.1 7" Double Hose Fas Delivery Rig 1 78000 1.0 2 1/2" Fas Receiving Rig 1 78000 1.0 Dry Delivery System Double Drum Highline Group

Sliding Block/Drive And Transfer Head, Stations 2, 6 & 8 3 822 8.3

Sliding Block/Drive And Transfer Head, Stations 1 & 5 2 822 8.3

Highline Anti-Slack Devices, Stations 2, 6 & 8 3 510 8.3

Highline Anti-Slack Devices, Stations 1 & 5 2 510 8.3

Single Drum Highline Winch, Stations 2, 6 & 8 3 135 8.3

Single Drum Highline Winch, Stations 1 & 5 2 135 8.3 Hauling Winches, Stations 2, 6 & 8 3 510 8.3 Hauling Winches, Stations 1 & 5 2 510 8.3

Remote Ram Charging Station, Stations 1, 2, 3, 4, 5, 6 & 8 7 52000 2.1

Lh Ras Control Station, Stations 1 & 5 2 52000 2.1 Rh Ras Control Station, Stations 2, 6 & 8 3 52000 2.1 Ram Tensioner, Stations 1, 2, 5, 6, & 8 5 822 8.3

Gypsy Winch, Stations 2, 4, 5, 6, 7A, 7B & 8 10 770 7.1

Elevator Group Forklift Group Wet Delivery System Cargo F-44 Filter-Separator 1 10500 4.2 Main Cargo Transfer Pump 2 1680 2.6 Auxiliary Cargo F-76 Transfer Pump 1 1680 2.6 Auxiliary Cargo F-44 Transfer Pump 2 1680 2.6 Cargo F-76 Stripping Pump 1 1680 2.6 Cargo F-44 Stripping Pump 1 1680 2.6 FAS Group Gypsy Winch, Stations 1, 3 & 5 3 770 7.1 Spanwire Winch, Station 4 1 146 8.3 Anti Slack Device, Station 3 1 510 8.3 Anti Slack Device, Station 4 1 510 8.3 Saddle Winches, Stations 3 & 4 2 707 8.3 Spanwire Winch, Station 3 1 146 8.3 Saddle Winches, Stations 3 & 4 4 707 8.3 Ram Tensioner, Station 4 1 822 8.3 Ram Tensioner, Station 3 1 822 8.3 Fas Control Station, Station 3 1 52000 2.1 Fas Control Station, Station 4 1 52000 2.1 Rig Group 2 1/2" Fas Spanline Delivery Rig 1 78000 1.0 7" Double Hose Fas Receiving Rig 1 78000 1.0 7" Single Hose Fas Delivery Rig 1 78000 1.0 2 1/2" Fas Auxiliary Delivery Rig 1 78000 1.0 Elevator Group Forklift Group

207

Equipment Quantity MTBF MTTR Weapon System AN/SLQ-25 NIXIE 1 500 0.5 Detection Group AN/SLQ-32(V)3 Group AN/SLQ-32(V)3 EW Set 1 240 1 AN/SLQ-10 Video Blanker 1 900 0.5 MK 23 MOD 2 TAS Radar Group TAS Data Processing Group

AN/USH-26 Data Terminal 1 4055 4.6

AN/UYK-44 Computer 1 5000 1 MK 18 MOD 0 Processor 1 2600 3

MK 3 MOD 0 Keyboard/Printer 1 5000 1

TAS IFF System Group AS-2189 Antenna 1 11000 SA-1807/UPA-61 Switch 1 2500 KIR-1A/TSEC Crypto Computer 1 2500 C-8834/UPA -61 Monitor Controler 1 5000 AN/UPX-27 Interrogator 1 600 MX-8758 Interference Blanker 1 2000 SG-841/UPX Pulse Generator 1 5000 AN/UPA-59 Decoder Group 1 1000 AS-177B Antenna 1 10000 Radar Subsystem 1 3400 OJ-451(V)9 Display Consol 1 1800 MK 356 MOD 1 Status Panel 1 10000 Surface Search Radar Group AN/SPS-67(V) Radar 1 1100 AS-936B/SPS-10 Antenna 1 4500 MK 27 MOD 8 Synchro Amplifier 1 50000 Radar Navigation Group Class B Navigation Radar 1 1200 AS-3194 Antenna 1 4500 Display Group AN/SPA-25 Display 2 4900 OJ-194 PPI Display Console 1 1200 MK 57 MOD 3 NATO Sea Sparrow Missile System (NSSMS) Group MK 91 MOD 3 Guided Missile Fire Control System 1 120 MK 77 MOD 1 Director Group 2 1700 MK 29 MOD ( ) Guided Missile Launcher 1 440 Weapon Launch Group MK 15 CIWS 2 100 25 mm Gun Mount 2 20000 50 Calibre Gun Mount 4 20000 MK 36 SRBOC Launcher 4 1400 Identification, Friend or Foe (IFF) Group AN/UPX-28 IFF Group AN/UPX-28 IFF Group 1 1500 KIR-1A/TSEC Crypto Computer 1 2500 AS-177B Antenna 2 10000

208

Equipment Quantity MTBF MTTR AN/SPS-67 Radar IFF Group C-8430/UPX Control Monitor 1 5000 SA-1807/UPA-61 Switch 1 5000 KIR-1A/TSEC Crypto Computer 1 2500 C-8834/UPA-61 Monitor Control 1 5000 AN/UPX-27 Interrogator 1 600 MX-8758 Interference Blanker 1 2000 SG-1066/UPX Pulse Generator 1 5000 AN/UPA-59 Decoder Group 1 1000 AS-177B Antenna 1 10000Navigation System Own Ship's Course Group Ship Control Console 1 10000 AN/SPS - 67(V) Radar Set 1 1100 AS-936B/SPS - 10B Antenna 1 4500 AN/SPA-25 Radar Display 2 4900 AN/WSN-2 Gyrocompass 2 3500 IC Switchboard 1 90000 Ship's Position Group AN/SRN-19(V) SATNAV 1 1200 LTN-211 OMEGA 1 2600 AN/UQN-4 Fathometer 2 1500 DRT Group AN/WQN-1 Channel Finder 2 1500 MK 6 MOD 4C DRT 1 2000 MK 10 MOD 0 DRA1 1 4100 Ship's Speed Group Rodmeter 1 900 Indecator Transmitter 1 5500 Sea Valve Assembly 1 150000 MK 4 MOD 2 Dummy Log 1 6000Exterior Communications Audio Distribution Group TA-970/U Telephone Set 13 4000 TA-980/U Telephone Set 4 4000 H-169/U Handset Assembly 4 50000 LS-474/U Loudspeaker 17 10000 AM-3729 SR Audio Frequency Amplifier 20 3000 C-10276/SSC Remote Channel Selector 8 5000 NT-49546 Loudspeaker 6 10000 J-560/U Jackbox 3 25000 C-9351/WSC-3(V) LOS Control Indicator 1 5000 Communications Control Group C-9351/WSC-3(V) LOS Control Indicator 3 5000 TSEC/KG-84A COMSEC Equipment 4 2000 C-11328/S Digital Data Control Interface Unit 2 2500 J-9398/U Audio Jackbox 7 20000 Subervisory Control Panel 1 750 OK/454(V)/WSC Single DAMA Control Monitor Group MX-10342/WSC Monitor Panel 1 1600 SB-4124/WSC Data & Control Switchboard 1 10000

209

Equipment Quantity MTBF MTTR TD-1271B/U Multiplexer 1 1640 KGV-11/TSEC COMSEC Equipment 1 10000 SB-4125/WSC IF Patch Panel 1 10000 Switchboard Group SB-2727B Sitchboard 6 10000 SB-988 Communications Patching Switchboard 1 29000 SB-3686 Secure Comm Patching Switchboard 3 18000 SB-3686 Non-Secure Comm Patching Switchboard 3 10000 SB-863/SRT Transmitter/Transfer Switchboard 9 78000 SA-2112(V)2/STQ Switching Matrix 1 2200 Narrow Band Secure Voice Group TSEC/KY-75 Security Equipment 1 1800 ANDVT 3 10000 HNF-3-1/TSEC Interconnecting Group 2 10000 High Frequency (HF) Radio Subsystem Group High Frequency (HF) Reciever Group AS-3606(XN-1)/URC-109(V) Antenna 2 11300 Radar Supression Filter 2 11000 Receiver Outfit 1 mHz Distribution Unit 2 10000

R-2249(XN-1)/URC-109(V) Radio Receiver 10 2175

CU-2303(XN-1)/URC-109(V) Reciever 2 1400

Power Supply 2 2900 Terminal Block 2 50000 High Frequency (HF) Broadband Transmitter Group Radio Frequency Terminal Box 1 50000 Broadmband Antenna 2-9 MHZ 1 45000

AS-2537A/SR (MOD) Antenna 9-30 MHZ 2 45000

MX-10463(XN-1)/URC-109(V) 1 50000 1kW Radio Frequncy Amplifier 4 3100

MX-10463(XN-1)/URC-109(V) Input Hybrid 1 338000

Exciter Outfit 1 mHz Distribution Unit 2 10000

T-1474(XN-1)/URC-109(V) Transmitter Exciter 6 2200

Power Supply 2 2900 Terminal Block 2 50000

MX-10461(XN-1)/URC-109(V) Exciter Combiner 2 29000

Very High Frequency (VHF) Radio Subsystem Group 30-76 mHz VHF Line of Sight Radio Group AS-3226/URC Antenna 1 100000 AN/VRC-46A VHF Transceiver 1 1100 MX-1986A/SRC Control Adapter 1 1600 SA-2254/UR Switching Unit 1 10000 115-150 mHz VHF Radio Group PP-2953C/U Power Supply 1 2000 AS-2809/SRC Antenna (VHF) 1 4500

210

Equipment Quantity MTBF MTTR AN/GRT-21(V)3 Radio Transmitter (VHF) 1 10000 MX-1986C/SRC Control Adapter 1 1600 AN/GRR-23(V)6 Radio Reciever (VHF) 1 1600 156-162 mHz VHF Radio Group RT-1155/URC-80(V)5 Receiver/Transmitter 1 2900 C-8980/URC-80(V)5 Rcvr/Xmtr Control 1 7200 LS-609/U Loudspeaker 1 10000 H-169/U Handset Assembly 1 50000 AM-3729/SR Audio Frequency Amplifier 1 3000 S3JR5 Multipole Potary Illum Switch 1 5000 AS-2809/SRC Antenna (VHF) 1 45000 Satellite Communications (SATCOM) Radio Subsytem Group SATCOM Fleet Broadcast Group AN/SSR-1A Satellite Signal Receiving Set 1 1000 UHF SATCOm Send/Receive (S/R) Subsystem Group UHF RF Satellite Communications Group ON-143(V)4/USQ Interconnecting Group 1 3000 OE-82C/WSC-1 Antenna Group 1 1000

OK-367A/WSC-3(V) SATCOM Control Group

C-9597A/WSC-1(V) Control Unit 1 10000

RT-1107A(V)3/WSC-3(V) Radio Transciever 2 1300

C-9351/WSC-3(V) Control Indicator 2 5000 C-9899/WSC-3 Control Indicator 2 5000 J-3532/WSC-3 1 20000 Teletype Group CV-3510 Signal Data Converter 10 10000 AN/USQ-83(V) Data Terminal Set 1 13000

KWX-8/TSEC Function Remote Control Unit 4 10000

AN/UGC-143(V)4 Teletypewriter 7 2200 TSEC/KWR-46 COMSEC Device 4 2000 HNF-1TSEC Interconnecting Group 2 10000 PP-6521/FG Power Supply Assembly 1 5000 SATCOM Secure Voice Group ON-143(V)4/USQ Interconnecting Group 1 3000 CV-3333/U Audio Digital Converter 1 2000 TSEC/KG-36-4 2 1600

OK-454(V)/WSC Single DAMA Control Minitor Group

MX-10342/WSC Monitor Panel 1 1600

SB-4124/WSC Data & Control Switchboard 1 10000

TD-1271B/U Multiplexer 1 1600 KGV-11/TSEC COMSEC Equipment 1 10000 SB-4125/WSC IF Patch Panel 1 10000 UHF Line of Sight (LOS) Group AS-1735/SRC Antenna (UHF) 2 59000 OA-9123/SRC Antenna Coupler Group 2 3000 RT-1107(V)7/WSC-3(V) Radio Tranceiver 8 1500 Wide Band Secure Voice Group

211

Equipment Quantity MTBF MTTR TSEC/KY-58 Security Equipment 7 2500 HYX-58/TSEC Interface Unit 7 10000 HNF-2/TSEC Interconnecting Group 3 10000 J-3562/WR Interconnecting Box 1 20000 KYB-6/TSEC Security Equipment 1 2500 HYP-2/TSEC Power Supply 1 10000 SA-1711A/UR Switching Unit 1 2000 Special Use Utems Group AM-2123A(V)/U Radio Frequency Amplifier 1 12400 AN/URQ-23 Trequency Time Standard 2 10000 Frequency Standard Outfit 1 10108 Sym 433.1 Low Level Junction Box 2 7800 AN/USH-26(V) Recorder Reproducer 2 4055 AN/UYK-20X(V) Data Processing Set 2 5000 Peripheral Switching Unit 1 2000 ON-143(V)4/USQ Interconnecting Group 1 3000 RD-377B(V)2/U Tape Reader/Punch 1 2210 AN/USQ-69(V) Data Terminal Set 3 5000 TT-624(V)5/UG Teleprinter 2 1000 AN/SYQ-7(V)3 NAVMACS Group Teletype Group Link 11 Receive Only Group RD-379A(V)/UNH Recorder/Reproducer 1 5000 Sym 453 Connection Box 1 7800 SB-973/SRR Reciever/Transfer Switchboard 1 10000 Quality Monitoring Systems (QMS) Group

212

APPENDIX F – T-AKE DEACTIVATION DIAGRAM

F.0

Prop

ulsi

onSy

stem

A1

Auxi

liary

Syst

ems

A4

Elec

trica

lSy

stem

A2

Stee

ring

Syst

emA3

Car

goH

andl

ing

Syst

emA5

T-AK

E Ap

plic

able

Shi

p Sy

stem

s

F.1

Mai

nD

iese

lEn

gine

Mai

nD

iese

lG

ener

ator

s

Auxi

liary

Engi

neAu

xilia

ryG

ener

ator

s

Tand

emPr

opul

sion

Mot

orAs

sem

bly

Fuel

Oil

Serv

ice

Gro

upA1

1

Shaf

ting

Gro

upA1

2

A

ALu

be O

ilG

roup

A13

Cen

tral

Seaw

ater

Coo

ling

Pum

p

Prop

ulsi

onM

otor

Exci

tatio

n/C

ontro

l Uni

t

Prop

ulsi

onC

ontro

lG

roup

A14

Prop

ulsi

on S

yste

m

3/3:

Pha

se 2

2/3:

Pha

se 3

-6

2/2:

Pha

se 2

1/2:

Pha

se 3

-6

2/2

3/4:

Pha

se 2

2/4:

Pha

se 2

-6

2/3

F.1.

1

Mai

nD

iese

lFu

el T

rans

fer

Pum

p

Auxi

liary

Die

sel

Fuel

Tra

nsfe

rPu

mp

Fuel

Oil

Purif

ier

Mod

ule

MD

G E

ngin

eFu

el R

etur

nC

oole

r

Fuel

Oil

Serv

ice

Gro

up

F.1.

2

Line

shaf

tBe

arin

gTa

ilsha

ftLi

nesh

aft

Shaf

ting

Gro

up

Ster

ntub

eAs

sem

bly

Wat

ertig

htBu

lkhe

adSe

al

Ster

ntub

eSe

alFi

xed

Pitc

hPr

opel

ler

A

A

MD

G L

ube

Oil

Coo

ler

Mai

n En

gine

Lube

Oil

Prim

ing

Pum

p

Port

Lube

Oil

Purif

ier P

ump

And

Hea

ter

Stbd

Lube

Oil

Purif

ier P

ump

And

Hea

ter

Lube

Oil

Purif

ier

Mod

ule

F.1.

3Lu

be O

il G

roup

2/2:

Pha

se 2

1/2:

Pha

se 3

-6

1/2

3/4:

Pha

se 2

2/4:

Pha

se 3

-6

F.1.

4

Mai

n C

ontro

lC

onso

le

Ship

Con

trol

Con

sole

Port/

Stbd

Brid

geW

ing

Con

sole

Auxi

liary

Engi

nePo

wer

Pan

el

AMC

SC

ontro

ller

Mai

n En

gine

Pow

erPa

nel

Mai

n En

gine

Con

trol/A

larm

Pane

l

Mai

n En

gine

Safe

ty P

anel

Prop

ulsi

on C

ontro

l Gro

up

2/5

2/3

Elec

trica

l Sys

tem

F.2

Emer

genc

yD

iese

lG

ener

ator

2200

EKW

Man

ual

Volta

geR

egul

ator

Auto

mat

icVo

ltage

R

egul

ator

Gov

erno

rC

ontro

l Uni

t

Prop

ulsi

onM

otor

Ex

cita

tion

Tran

sfor

mer

Prop

ulsi

onFr

eque

ncy

Con

verte

r

Prop

ulsi

onTr

ansf

orm

er

400

HZ

Freq

uenc

yC

onve

rter

Emer

genc

ySw

itchb

oard

Mai

nSw

itchb

oard

A

ASh

ip S

ervi

ceSw

itchb

oard

1/2

1/2

1/2

2/4

1/2

F.3

Stee

ring

Syst

em

Stee

ring

Gea

rEl

ectro

-H

ydra

ulic

Van

eTy

pe

Elec

tro-

Hyd

raul

icSt

eerin

gC

ontro

l Sys

tem

Rud

der A

ngle

Indi

cato

rSy

stem

Seco

ndar

yBo

w T

hrus

ter

Con

trol P

anel

Prim

ary

Bow

Thru

ster

Con

trol P

anel

Elec

tric

Driv

eBo

w T

hrus

ter

Syst

em

1/3:

Pha

se 2

,52/

3: P

hase

3,4

,6

F.4

Auxi

liary

Sys

tem

s

Dra

inag

eAn

d Ba

llast

Gro

upA4

4

Air

Con

ditio

ning

Gro

upA4

1

Ref

riger

atio

nG

roup

A42

Fire

Extin

guis

hing

Gro

upA4

3

Fres

hwat

erG

roup

A45

Car

go C

rane

Gro

upA4

8

Com

pres

sed

Air G

roup

A46

JP-5

Fuel

Gro

upA4

7

A

A

F.4.

1Ai

r Con

ditio

ning

Gro

up

A/C

Chi

lled

Wat

erC

ircul

atio

nPu

mp

A/C

Ref

riger

atio

nPl

ant

A/C

Ref

riger

atio

nSy

stem

Car

go H

olds

HVA

C (A

/C)

Syst

em

2/5:

Pha

se 1

,73/

5: P

hase

2-6

Ref

riger

atio

n G

roup

F.4.

2

Ship

Ser

vice

Ref

riger

atio

nSy

stem

Ship

Ser

vice

Ref

riger

atio

nPl

ant

Car

goR

efrig

erat

ion

Syst

em

Car

goR

efrig

erat

ion

Plan

t

1/2

2/3

F.4.

3Fi

re E

xtin

guis

hing

Gro

up

Fire

/Spr

inkl

ing

Pum

pEm

erge

ncy

Fire

Pum

p

Loca

l Fire

Ex

tingu

ishi

ngSy

stem

Pum

p U

nit

Car

go/A

uxPu

mp

Roo

mAn

ti-Fo

ulin

gSy

stem

1/2

1/3

1/2

Car

go H

old

Oily

Was

teTr

ansf

er P

ump

Fuel

and

Lub

eO

il Sl

udge

Tran

sfer

Pum

p

Dec

k Se

alPu

mp

Mac

hine

ryR

oom

Oily

Was

teTr

ansf

er P

ump

Dew

ater

ing

Pum

p

Iner

t Gas

Scru

bber

Pu

mp

Bilg

e/Ba

llast

Pum

pD

ewat

erin

g/Ba

llast

Pum

pA

AB

B

Dra

inag

e an

d Ba

llast

Gro

upF.

4.4

1/2

1/2

1/2

1/2

1/2

Fres

hwat

er G

roup

F.4.

5

Dis

tillin

gPl

ant

Gro

upA4

51

Pota

ble

Wat

erG

roup

A452

Auxi

liary

Fres

h W

ater

Coo

ling

A453

Elec

tric

Boos

ter

Hea

ter

Dis

tillin

gPl

ant

F4.5

.1D

istil

ling

Plan

t Gro

up

Seaw

ater

Feed

/Inje

ctio

nPu

mp

Rec

ircul

atio

nBr

omin

ator

Prop

ortio

ning

Brom

inat

or

1/2

Pota

ble

Wat

er G

roup

F.4.

5.2

Ship

’s S

ervi

ceH

ot P

otab

leW

ater

Circ

Pum

p

Elec

tric

Stor

age

Type

Pota

ble

Wat

erH

eate

r

Car

go P

otab

leW

ater

Pum

p

Pota

ble

Wat

erH

ydro

phor

eU

nit

A

AD

istil

led

Wat

erH

ydro

phor

eU

nit

2/3

1/2

Auxi

liary

Fre

sh W

ater

Coo

ling

F.4.

5.3

Cen

tral H

igh

Tem

p Fr

esh

Wat

er C

oolin

gPu

mp

Cen

tral L

owTe

mp

Fres

h W

ater

Coo

ler

MD

G H

igh

Tem

pFr

esh

Wat

erC

oole

r

Cen

tral L

owTe

mp

Fres

hW

ater

Coo

ling

Pum

p

A

A

2/3 1/

3

Com

pres

sed

Air G

roup

F.4.

6

HP

Air

Deh

ydra

tor

HP

Bypa

ss A

irD

ehyd

rato

r

Con

trol A

irD

ehyd

rato

r

Hig

h Pr

essu

reAi

rC

ompr

esso

r

Ship

’s S

ervi

ce/

Con

trol A

irC

ompr

esso

rs

Emer

genc

yG

ener

ator

Star

ting

Air

Com

pres

sor

Star

ting

Air

Com

pres

sor

A

A

1/2

1/2

1/2

JP-5

Fue

l Gro

upF.

4.7

Tran

sfer

Filte

r-Se

para

tor

Serv

ice

Filte

r-Se

para

tor

JP-5

Stri

ppin

gPu

mp

JP-5

Tra

nsfe

rPu

mp

JP-5

Ser

vice

Pum

p

A

A

Hel

icop

ter

Def

uelin

gPu

mp

Car

go C

rane

Gro

up

Car

go C

rane

Stbd

Car

go C

rane

Port

F.4.

8

2/2 2/

2

1/2

Dry

Impo

rtLo

ad G

roup

A51

Del

iver

yW

et S

yste

mA5

4

Wet

Rec

eive

Gro

upA5

2

Del

iver

yD

ry S

yste

mA5

3

Elev

ator

Gro

upA5

5

Fork

lift

Gro

upA5

6

F.5

Car

go H

andl

ing

Syst

em

Slid

ing

Pade

yeD

-16

Elev

ator

Gro

upA5

5

Fork

lift

Gro

upA5

6

F.5.

1D

ry Im

port

Load

Gro

up

Stre

am L

iqui

dR

ecei

ving

Stat

ion

F.5.

2W

et R

ecei

ve G

roup

7” D

oubl

eH

ose

FAS

Rec

eivi

ng R

ig

2 ½

” FAS

Rec

eivi

ng R

igAs

tern

Fue

ling

Hos

es

1/2

F.5.

3

Port

Dou

ble

Dru

m H

ighl

ine

Gro

upA5

31

Stdb

Dou

ble

Dru

m H

ighl

ine

Gro

upA5

32

Elev

ator

Gro

upA5

5

Fork

lift

Gro

upA5

6

Del

iver

y D

ry S

yste

m

2/3

2/2

1/2:

Pha

se 4

2/2:

Pha

se 6

Slid

ing

Bloc

kD

rive

and

Tran

sfer

Hea

d

F.5.

3.1

Hig

hlin

eAn

tisla

ckD

evic

e

Sing

le D

rum

Hig

hlin

eW

inch

Hau

ling

Win

ch

RH

RAS

Con

trol S

tatio

nR

AMTe

nsio

ner

A

AG

ypsy

Win

ch

Port

Dou

ble

Dru

m H

ighl

ine

Gro

up

Rem

ote

RAM

Cha

rgin

gSt

atio

n

Slid

ing

Bloc

kD

rive

and

Tran

sfer

Hea

d

Hig

hlin

eAn

tisla

ckD

evic

e

Sing

le D

rum

Hig

hlin

eW

inch

Hau

ling

Win

chA

F.5.

3.2

RH

RAS

Con

trol S

tatio

nR

AMTe

nsio

ner

AG

ypsy

Win

chR

emot

e R

AMC

harg

ing

Stat

ion

Stbd

Dou

ble

Dru

m H

ighl

ine

Gro

up

F.5.

4

Mai

n C

argo

Tran

sfer

Pum

p

Auxi

liary

Car

goF-

76 T

rans

fer

Pum

p

Auxi

liary

Car

goF-

44 T

rans

fer

Pum

p

Port

FAS

Gro

upA5

41

Stbd

FAS

Gro

upA5

42

A

A

Del

iver

y W

et S

yste

m

Car

go F

-44

Filte

r-Se

para

tor

Car

go F

-76

Strip

ping

Pum

p

Car

go F

-44

Strip

ping

Pum

p

Rig

Gro

upA5

43

1/2

1/2

1/2

1/2:

Pha

se 4

2/2:

Pha

se 6

AntiS

lack

Dev

ice

Sadd

leW

inch

Span

wire

Win

chR

AMTe

nsio

ner

A F.5.

4.1

Port

FAS

Gro

up

FAS

Con

trol

Stat

ion

AG

ypsy

Win

ch

3/3

AntiS

lack

Dev

ice

Sadd

leW

inch

Span

wire

Win

chR

AMTe

nsio

ner

A F.5.

4.2

Stbd

FAS

Gro

up

FAS

Con

trol

Stat

ion

AG

ypsy

Win

ch

3/3

7” D

oubl

eH

ose

FAS

Del

iver

y R

ig

7” S

ingl

eH

ose

FAS

Del

iver

y R

ig

2 ½

” Spa

nlin

eD

eliv

ery

Rig

2 ½

” Aux

iliary

Del

iver

yR

ig

Rig

Gro

upF.

5.4.

3

1/2

F.5.

5

Elev

ator

Syst

em54

43.1

KG

Elev

ator

Syst

em72

57.5

KG

Elev

ator

Gro

up

2/4

2/4

E40X

M-4

KEl

ectri

c Fo

rkLo

ader

Tru

ck

9.5K

Ele

ctric

Side

Loa

der

1370

-6K

Die

sel F

ork

Truc

kA

AE6

0XM

-6K

Elec

tric

Fork

Truc

k

10K

Elec

tric

Fork

Tru

ck

F.5.

6Fo

rklif

t Gro

up

3/4

2/3

6/8

4/6

3/4

245

APPENDIX G – SHIP TYPE RELIABILITY DATA

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR MAIN DIESEL ENGINE 3531 13.9 0.1757 0.1637 3299 13.0 2996 22.7AUXILIARY DIESEL ENGINE 3531 13.9 0.1757 0.1637 3299 13.0 2996 22.7AUXILIARY GENERATOR 2354 7.6 0.0778 0.3042 2200 7.1 2586 23.2MAIN GENERATOR 2354 7.6 0.0778 0.3042 2200 7.1 2586 23.2PROPULSION MOTOR EXCITATION/CONTROL UNIT 10700 1.1 0.3944 0.9591 9997 1.0 6333 1.1TANDEM PROPULSION MOTOR ASSEMBLY 10700 21.4 0.3944 0.0301 9997 20.0 6333 37.8TAILSHAFT 236900 36.1 0.9038 0.4178 230025 35.0 185822 92.3WATERTIGHT BULKHEAD SEAL 236900 NR 0.9038 NR 230025

NR 185822

NR

LINESHAFT BEARING 236900 NR 0.9038 NR 230025 NR 185822 NR STERN TUBE ASSEMBLY 236900 NR 0.9038 NR 230025 NR 185822 NR STERN TUBE SEAL 236900 NR 0.9038 NR 230025 NR 185822 NR PROPELLER, FIXED PITCH 206000 NR 0.8606 NR 200022 NR 170041 NR LINESHAFT 236900 36.1 0.9038 0.4178 230025 35.0 185822 92.3MAIN CONTROL CONSOLE (MCC) 31030 18.2 0.6045 0.0805 28993 17.0 12993 31.2SHIP CONTROL CONSOLE (SCC) 10700 1.1 0.3944 0.9591 9997 1.0 6333 1.1PORT BRIDGE WING CONSOLE 31030 18.2 0.6045 0.0805 28993 17.0 12993 31.2AUXILIARY ENGINE POWER PANEL 4280 1.1 0.2137 0.9591 3999 1.0 3412 1.1STARBOARD BRIDGE WING CONSOLE 31030 18.2 0.6045 0.0805 28993 17.0 12993 31.2AMCS CONTROLLER 10700 1.1 0.3944 0.9591 9997 1.0 6333 1.1MAIN ENGINE POWER PANEL 4280 1.1 0.2137 0.9591 3999 1.0 3412 1.1MAIN ENGINE CONTROL/ALARM PANEL 4280 1.1 0.2137 0.9591 3999 1.0 3412 1.1MAIN ENGINE SAFETY PANEL 4280 1.1 0.2137 0.9591 3999 1.0 3412 1.1CENTRAL SEA WATER COOLING PUMP 9065 39.9 0.6563 -0.0938 8633 38.0 6139 28.7MDG ENGINE FUEL RETURN COOLER 96300 3.2 0.8280 0.6184 89977 3.0 27906 4.0AUXILIARY DIESEL FUEL TRANSFER PUMP 1365 8.0 0.0516 0.4436 1300 7.6 2347 6.6MAIN DIESEL FUEL TRANSFER PUMP 1365 8.0 0.0516 0.4436 1300 7.6 2347 6.6FUEL OIL PURIFIER MODULE 1391 8.1

-0.0081 0.3302 1300 7.6 1598 12.0

MDG ENGINE LUBE OIL COOLER (9L48/60) 96300 3.2 0.8280 0.6184 89977 3.0 27906 4.0MDG ENGINE LUBE OIL 96300 3.2 0.8280 0.6184 89977 3.0 27906 4.0

246

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR COOLER (8L48/60) MAIN ENGINE LUBE OIL PRIMING PUMP 3885 3.2 0.3857 0.7540 3700 3.0 3992 2.8PORT LUBE OIL PURIFIER PUMP AND HEATER UNIT 15750 11.6 0.8328 0.3202 14999 11.0 8127 9.2STBD LUBE OIL PURIFIER PUMP AND HEATER UNIT 15750 11.6 0.8328 0.3202 14999 11.0 8127 9.2LUBE OIL PURIFIER MODULE 10272 6.7 0.3864 0.3884 9598 6.3 6161 9.6AUTOMATIC VOLTAGE REGULATOR 4280 1.1 0.3133 0.8752 4000 1.0 5211 1.9EMERGENCY DIESEL GENERATOR, 2200 EKW 7383 28.0 0.5281 -0.0761 6899 26.2 9870 123.3MANUAL VOLTAGE REGULATOR 4280 1.1 0.3133 0.8752 4000 1.0 5211 1.9GOVERNOR CONTROL UNIT 26750 12.8 1.0354 0.1513 24997 12.0 44599 45.4400 HZ FREQUENCY CONVERTER 2 4280 1.1 0.3133 0.8752 4000 1.0 5211 1.9PROPULSION MOTOR EXCITATION TRANSFORMER 10700 NR 0.6743 NR 9999 NR 15244 NR PROPULSION FREQUENCY CONVERTER 4280 1.1 0.3133 0.8752 4000 1.0 5211 1.9PROPULSION TRANSFORMER #4 10700 NR 0.6743 NR 9999 NR 15244 NR PROPULSION TRANSFORMER #3 10700 NR 0.6743 NR 9999 NR 15244 NR PROPULSION TRANSFORMER #2 10700 NR 0.6743 NR 9999 NR 15244 NR PROPULSION TRANSFORMER #1 10700 NR 0.6743 NR 9999 NR 15244 NR 400 HZ FREQUENCY CONVERTER 1 4280 1.1 0.3133 0.8752 4000 1.0 5211 1.9EMERGENCY SWITCHBOARD 16050 1.8 0.8341 0.7206 14998 1.7 24514 3.7MAIN SWITCHBOARD 16050 1.8 0.8341 0.7206 14998 1.7 24514 3.7SHIP SERVICE SWITCHOARD 16050 1.8 0.8341 0.7206 14998 1.7 24514 3.7A/C CHILLED WATER CIRC PUMP 57750 6.5 1.2478 0.5116 54997 6.2 15722 5.5CARGO HOLDS HVAC SYSTEM (A/C) 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4AIR CONDITIONING REFRIGERATION SYSTEM 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4AIR CONDITIONING REFRIGERATION PLANTS 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4SHIP'S SERVICE REFRIGERATION SYSTEM 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4

247

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR SHIP'S SERVICE REFRIGERATION PLANTS 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4CARGO REFRIGERATION PLANT 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4CARGO REFRIGERATION SYSTEM 17850 5.8 0.7249 0.4996 17005 5.5 18002 4.4FIRE/SPRINKLING PUMP 6825 13.7 0.5657 0.2644 6500 13.0 5315 10.8EMER FIRE PUMP - CARGO & AUX PUMP ROOM 6825 13.7 0.5657 0.2644 6500 13.0 5315 10.8EMER FIRE PUMP - PROP MOTOR ROOM 6825 13.7 0.5657 0.2644 6500 13.0 5315 10.8LOCAL FIRE EXTINGUISHING SYSTEM PUMP UNIT 6825 13.7 0.5657 0.2644 6500 13.0 5315 10.8CARGO/AUX PUMP ROOM ANTI-FOULING SYSTEM 6825 13.7 0.5525 0.2347 6502 13.0 6472 10.2CARGO HOLD OILY WASTE TRANSFER PUMP 6300 23.1 0.5401 0.0887 6000 22.0 5103 17.4FUEL AND LUBE OIL SLUDGE TRANSFER PUMP 6300 23.1 0.5401 0.0887 6000 22.0 5103 17.4DECK SEAL PUMP 8400 1.1 0.6320 1.1208 8000 1.0 5906 1.0MACHINERY ROOM OILY WASTE TRANSFER PUMP 6300 23.1 0.5401 0.0887 6000 22.0 5103 17.4DEWATERING PUMP 8400 1.1 0.6320 1.1208 8000 1.0 5906 1.0INERT GAS SCRUBBER PUMP 25200 3.3 0.9829 0.7430 23999 3.1 10318 2.9BILGE/BALLAST PUMP 6300 23.1 0.5401 0.0887 6000 22.0 5103 17.4DEWATERING/BALLAST PUMP 8400 1.1 0.6320 1.1208 8000 1.0 5906 1.0PROPORTIONING BROMINATOR 2100 3.2 0.3412 0.6862 2001 3.0 1846 2.4RECIRCULATION BROMINATOR 2100 3.2 0.3412 0.6862 2001 3.0 1846 2.4SEAWATER FEED/INJECTION PUMPS 28350 3.7 1.0205 0.7025 26999 3.5 10954 3.2ELECTRIC BOOSTER HEATER 15540 4.0 0.7001 0.6134 14804 3.8 15534 3.0DISTILLING PLANTS 45150 6.1 0.8913 0.4832 43012 5.8 48325 4.6ELECTRIC STORAGE TYPE POTABLE WATER HEATER 15540 4.0 0.7001 0.6134 14804 3.8 15534 3.0POTABLE WATER HYDROPHORE UNIT 2100 3.2 0.3412 0.6862 2001 3.0 1846 2.4DISTILLED WATER HYDROPHORE UNIT 2100 3.2 0.3412 0.6862 2001 3.0 1846 2.4SHIP'S SERVICE HOT POTABLE WATER CIRC PUMP 57750 6.5 1.2478 0.5116 54997 6.2 15722 5.5CARGO POTABLE 57750 6.5 1.2478 0.5116 54997 6.2 15722 5.5

248

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR WATER PUMP CENTRAL HIGH TEMP FRESH WATER COOLING PUMP 4200 5.3 0.4106 0.5834 4000 5.0 4153 4.5CENTRAL LOW TEMPERATURE FRESH WATER COOLER 2835 16.8 0.3950 0.1708 2701 16.0 2541 12.5MDG HIGH TEMPERATURE FRESH WATER COOLER 2835 16.8 0.3950 0.1708 2701 16.0 2541 12.5CENTRAL LOW TEMP FRESH WATER COOLING PUMP 4200 5.3 0.4106 0.5834 4000 5.0 4153 4.5TRANSFER FILTER-SEPARATOR 10500 4.2 0.6298 0.5976 10003 4.0 10235 3.2SERVICE FILTER-SEPARATOR 10500 4.2 0.6298 0.5976 10003 4.0 10235 3.2JP-5 STRIPPING PUMP 4410 3.2 0.4262 0.7540 4200 3.0 4258 2.8JP-5 TRANSFER PUMP 4410 3.2 0.4262 0.7540 4200 3.0 4258 2.8JP-5 SERVICE PUMP 2940 3.3 0.2967 0.7430 2800 3.1 3465 2.9CARGO F-44 FILTER-SEPARATOR 10500 4.2 0.6298 0.5976 10003 4.0 10235 3.2MAIN CARGO TRANSFER PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4AUXILIARY CARGO F-76 TRANSFER PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4HELICOPTER DEFUELING PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4AUXILIARY CARGO F-44 TRANSFER PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4CARGO F-76 STRIPPING PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4CARGO F-44 STRIPPING PUMP 1680 2.6 0.1179 0.8149 1600 2.5 2608 2.4HP AIR DEHYDRATOR 11550 22.1 0.6469 0.0871 11003 21.0 11328 16.3HP BYPASS AIR DEHYDRATOR 11550 22.1 0.6469 0.0871 11003 21.0 11328 16.3CONTROL AIR DEHYDRATOR 11550 22.1 0.6469 0.0871 11003 21.0 11328 16.3HIGH PRESSURE AIR COMPRESSORS 473 4.2 0.0737 0.5976 450 4.0 378 3.2SHIP'S SERVICE/CONTROL AIR COMPRESSORS 473 4.2 0.0737 0.5976 450 4.0 378 3.2EMERGENCY GENERATOR STARTING AIR COMPRESSOR 473 4.2 0.0737 0.5976 450 4.0 378 3.2STARTING AIR COMPRESSORS 473 4.2 0.0737 0.5976 450 4.0 378 3.2STEERING GEAR ELECTRO-HYDRAULIC VANE TYPE 3996 6.4 0.0669 0.4476 3700 5.9 1501 6.0ELECTRO-HYDRAULIC STEERING CONTROL SYSTEM 29160 1.6 0.3402 0.8212 26996 1.5 13652 1.5

249

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR RUDDER ANGLE INDICATOR SYSTEM 37800 4.8 0.3759 0.5276 34995 4.4 18212 4.4SECONDARY BOW THRUSTER CONTROL PANEL 29160 1.6 0.3402 0.8212 26996 1.5 13652 1.5PRIMARY BOW THRUSTER CONTROL PANEL 29160 1.6 0.3402 0.8212 26996 1.5 13652 1.5ELECTRIC DRIVE BOW THRUSTER SYSTEM 37800 4.8 0.3759 0.5276 34995 4.4 18212 4.4GYPSY WINCH, STATIONS 2, 4, 5, 6, 7A, 7B & 8 770 7.1 0.3441 0.5292 740 6.8 1400 3.3GYPSY WINCH, STATIONS 1, 3 & 5 770 7.1 0.3441 0.5292 740 6.8 1400 3.3SPANWIRE WINCH, STATION 4 146 8.3 0.1157 0.4891 140 8.0 308 3.7ANTI SLACK DEVICE, STATION 3 510 8.3 0.2876 0.4891 490 8.0 962 3.7ANTI SLACK DEVICE, STATION 4 510 8.3 0.2876 0.4891 490 8.0 962 3.7HIGHLINE ANTI-SLACK DEVICES, STATIONS 1 & 5 510 8.3 0.2876 0.4891 490 8.0 962 3.7SADDLE WINCHES, STATIONS 3 & 4 707 8.3 0.3325 0.4891 680 8.0 1296 3.7SPANWIRE WINCH, STATION 3 146 8.3 0.1157 0.4891 140 8.0 308 3.7SADDLE WINCHES, STATIONS 3 & 4 707 8.3 0.3325 0.4891 680 8.0 1296 3.7HAULING WINCHES, STATIONS 2, 6 & 8 510 8.3 0.2876 0.4891 490 8.0 962 3.7SINGLE DRUM HIGHLINE WINCH, STATIONS 2, 6 & 8 135 8.3 0.1055 0.4891 130 8.0 288 3.7SINGLE DRUM HIGHLINE WINCH, STATIONS 1 & 5 135 8.3 0.1055 0.4891 130 8.0 288 3.7HIGHLINE ANTI-SLACK DEVICES, STATIONS 2, 6 & 8 510 8.3 0.2876 0.4891 490 8.0 962 3.7HAULING WINCHES, STATIONS 1 & 5 510 8.3 0.2876 0.4891 490 8.0 962 3.7RAM TENSIONER, STATION 4 822 8.3 0.3531 0.4891 790 8.0 1486 3.7RAM TENSIONER, STATION 3 822 8.3 0.3531 0.4891 790 8.0 1486 3.7REMOTE RAM CHARGING STATION, STATIONS 1, 2, 3, 4, 5, 6 & 8 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6RAM TENSIONER, STATIONS 1, 2, 5, 6, & 8 822 8.3 0.3531 0.4891 790 8.0 1486 3.7SLIDING PADEYE D-16, STATION 7 822 8.3 0.3531 0.4891 790 8.0 1486 3.7

250

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR SLIDING BLOCK/DRIVE AND TRANSFER HEAD, STATIONS 2, 6 & 8 822 8.3 0.3531 0.4891 790 8.0 1486 3.7SLIDING BLOCK/DRIVE AND TRANSFER HEAD, STATIONS 1 & 5 822 8.3 0.3531 0.4891 790 8.0 1486 3.7ASTERN FUELING HOSES 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6STREAM LIQUID RECEIVING STATION, STATIONS 7A & 7B 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.67" DOUBLE HOSE FAS DELIVERY RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.02 1/2" FAS RECEIVING RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.02 1/2" FAS SPANLINE DELIVERY RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.07" DOUBLE HOSE FAS RECEIVING RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.07" SINGLE HOSE FAS DELIVERY RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.02 1/2" FAS AUXILIARY DELIVERY RIG 78000 1.0 0.9778 1.0031 74990 1.0 93544 1.0LH RAS CONTROL STATION, STATIONS 1 & 5 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6RH RAS CONTROL STATION, STATIONS 2, 6 & 8 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6FAS CONTROL STATION, STATION 3 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6FAS CONTROL STATION, STATION 4 52000 2.1 0.9222 0.8318 49993 2.0 64685 1.6ELEVATOR SYSTEM, 5443.1 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9ELEVATOR SYSTEM, 5443.1 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9ELEVATOR SYSTEM, 7257.5 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9ELEVATOR SYSTEM, 7257.5 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9ELEVATOR SYSTEM, 5443.1 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9ELEVATOR SYSTEM, 5443.1 KG 17680 5.6 0.7741 0.5862 16998 5.4 24240 2.9E40XM-4K ELECTRIC FORK TRUCK 7696 1.2 0.6600 0.9580 7399 1.2 11374 1.29.5K ELECTRIC SIDE LOADER 5200 3.1 0.6062 0.7315 4999 3.0 7961 2.01370-6K DIESEL FORK TRUCK (HYSTER) 8424 1.5 0.6724 0.9199 8099 1.4 12348 1.3E60XM-6K ELECTRIC FORK TRUCK 7696 1.2 0.6600 0.9580 7399 1.2 11374 1.210K ELECTRIC FORK TRUCK 7696 1.2 0.6600 0.9580 7399 1.2 11374 1.2

251

Equipment Name Ship Type C

MTBF MTTR Percentile

MTBF MTTR Ship Type A

MTBF MTTR Ship Type B

MTBF MTTR CARGO CRANE #4 (AFT PORT) 52000 10.4 0.9222 0.4339 49993 10.0 64685 4.2CARGO CRANE #1 (FWD STBD) 52000 10.4 0.9222 0.4339 49993 10.0 64685 4.2CARGO CRANE #3 (AFT STBD) 52000 10.4 0.9222 0.4339 49993 10.0 64685 4.2CARGO CRANE #2 (FWD PORT) 52000 10.4 0.9222 0.4339 49993 10.0 64685 4.2

252

APPENDIX H – TIGER RESULTS

H.1 Aoe-6 Validation Case ********************************************************************** *************** *************** ********** AVAILABILITY ASSESSMENT ********** *************** *************** ********************************************************************** +++++++++++++++++++ TIGER 9.6 ++++++++++++++++++++ +++++ NAVSEA 03D7 Arlington, VA 22242-5160 +++++ ++++++++++++++ (703) 602-8160 x284 +++++++++++++++ Model File: Z:\Tiger\AOE6ALL.IPT Model Creation Date: 10/25/2 at 12:46 Simulation Date: 10/25/2 at 13:46 TIGER Datestamp: 3/23/99 Run Identifier: AOE6 Total Ship Type of Simulation: Timeline Selected System: Total Ship and Function: Complete Mission Sparing Policy: 100% Fill Rate Spares Output precision: Three significant figures Title: Availability Simulation Of AOE-6 Ship Based on RMA Report The timeline contains 95 segments using 10 different phases resulting in a mission of 2160 hours (90 days). GLOBAL DEFAULT VALUES Value Description 1000 Equipment MTBF 1 Item MTTR 1.0 Probability Item can be Repaired on Site 0.0 Probability of Expendable Success 1 Number of LRUs per Equipment 1.0 Average Fraction of LRUs Replaced During Repair 0 Outside Assistance Initiation Time 0 Supply Support Initiation Administrative Time 1 Inventory Reorder Delta 0 Next Echelon Supply Support Initiation Administrative Time 0 Supply Time Added to Return Transit Time for Normal Demands 0 Supply Time Added to Return Transit Time for Zero-on-hand Demands ACTIVATED INPUT CONTROLS Input for Equipment Level and Below

253

OUTPUT REPORTS OBJECTIVE FUNCTION EVALUATION AND EXPENDITURES AVERAGE AVAILABILITY THROUGH THIS MISSION IS: .913.

H.2 T-AKE Ship A ********************************************************************** *************** *************** ********** AVAILABILITY ASSESSMENT ********** *************** *************** ********************************************************************** +++++++++++++++++++ TIGER 9.6 ++++++++++++++++++++ +++++ NAVSEA 03D7 Arlington, VA 22242-5160 +++++ ++++++++++++++ (703) 602-8160 x284 +++++++++++++++ Model File: Z:\Tiger\SHIPA.IPT Model Creation Date: 4/2/3 at 21:28 Simulation Date: 4/2/3 at 21:29 TIGER Datestamp: 3/23/99 Run Identifier: T-AKE Ship A Type of Simulation: Timeline Selected System: Total Ship and Function: Complete Mission Sparing Policy: 100% Fill Rate Spares Output precision: Three significant figures Title: (Untitled) The timeline contains 8 segments using 7 different phases resulting in a mission of 583 hours (24.29 days). GLOBAL DEFAULT VALUES Value Description 1000 Equipment MTBF 1 Item MTTR 1.0 Probability Item can be Repaired on Site 0.0 Probability of Expendable Success 1 Number of LRUs per Equipment 1.0 Average Fraction of LRUs Replaced During Repair 0 Outside Assistance Initiation Time 0 Supply Support Initiation Administrative Time 1 Inventory Reorder Delta 0 Next Echelon Supply Support Initiation Administrative Time 0 Supply Time Added to Return Transit Time for Normal Demands 0 Supply Time Added to Return Transit Time for Zero-on-hand Demands ACTIVATED INPUT CONTROLS

254

Input for Equipment Level and Below OUTPUT REPORTS OBJECTIVE FUNCTION EVALUATION AND EXPENDITURES AVERAGE AVAILABILITY THROUGH THIS MISSION IS: .895. PHASE_FIGURES_OF_MERIT

Phase Seq. Type

Cumulative Hours

Instant Availability During Through

Average Availability During Through

1 In 24 > .999 0.945 0.955 0.9552 Ts 144 0.873 0.863 0.864 0.8793 AC 216 0.885 0.885 0.885 0.8814 UN 223 0.869 0.869 0.869 0.8815 Pr 271 0.894 0.894 0.894 0.8836 UR 295 0.539 0.541 0.541 0.8557 Ts 415 0.861 0.863 0.863 0.8578 Ld 583 0.987 0.987 0.987 0.895

H.3 T-AKE Ship B ********************************************************************** *************** *************** ********** AVAILABILITY ASSESSMENT ********** *************** *************** ********************************************************************** +++++++++++++++++++ TIGER 9.6 ++++++++++++++++++++ +++++ NAVSEA 03D7 Arlington, VA 22242-5160 +++++ ++++++++++++++ (703) 602-8160 x284 +++++++++++++++ Model File: Z:\Tiger\SHIPB.IPT Model Creation Date: 4/2/3 at 22:34 Simulation Date: 4/2/3 at 22:35 TIGER Datestamp: 3/23/99 Run Identifier: T-AKE Ship B Type of Simulation: Timeline Selected System: Total Ship and Function: Complete Mission Sparing Policy: 100% Fill Rate Spares Output precision: Three significant figures Title: (Untitled) The timeline contains 8 segments using 7 different phases resulting in a mission of 583 hours (24.29 days).

255

GLOBAL DEFAULT VALUES Value Description 1000 Equipment MTBF 1 Item MTTR 1.0 Probability Item can be Repaired on Site 0.0 Probability of Expendable Success 1 Number of LRUs per Equipment 1.0 Average Fraction of LRUs Replaced During Repair 0 Outside Assistance Initiation Time 0 Supply Support Initiation Administrative Time 1 Inventory Reorder Delta 0 Next Echelon Supply Support Initiation Administrative Time 0 Supply Time Added to Return Transit Time for Normal Demands 0 Supply Time Added to Return Transit Time for Zero-on-hand Demands ACTIVATED INPUT CONTROLS Input for Equipment Level and Below OUTPUT REPORTS OBJECTIVE FUNCTION EVALUATION AND EXPENDITURES AVERAGE AVAILABILITY THROUGH THIS MISSION IS: .880. PHASE_FIGURES_OF_MERIT

Phase Seq. Type

Cumulative Hours

Instant Availability During Through

Average Availability During Through

1 In 24 > .999 0.946 0.956 0.956 2 Ts 144 0.852 0.812 0.821 0.843 3 AC 216 0.877 0.876 0.877 0.854 4 UN 223 0.872 0.872 0.872 0.855 5 Pr 271 0.878 0.877 0.878 0.859 6 UR 295 0.783 0.783 0.783 0.853 7 Ts 415 0.808 0.809 0.809 0.84 8 Ld 583 0.979 0.978 0.979 0.88

256

VITAE R. Benjamin Young received his B.S. in Ocean Engineering from Virginia Tech in the winter

of 2000. He continued on to pursue his M.S. in Ocean Engineering at Virginia Tech which he

received in the spring of 2003. He also is a member of the Virginia National Guard holding the

rank of Sergeant.