Navy magazine is distributed on Capitol Hill,the Pentagon and naval bases around the world. It provides information that impacts Sailors, their families and the Navy. Navy is published quarterly by the Association of the United States Navy (AUSN).

Issue link:

Contents of this Issue


Page 30 of 51

29 Association of the United States Navy "We have a constant focus on how to fine tune the maintenance and avoid surprises. We're trying new things to see if they are effective. We want to do better." Neil Lichtenstein Lichtenstein. "We man a ship to sail." While many of the MSC ships are old, some — like the Expeditionary Fast Transport (EPF) and Expeditionary Support Base — are still coming off the production line. "When we design and build new ships, what we ask for has a lot to do with what we'll get out the other end. We want these ships to last a long time. And even new ships have challenges. EPF has an all-aluminum hull, which is a first for MSC," said Lichtenstein. "We have a constant learning process. "Part of our life-cycle planning is an annual main- tenance planning process where we generally schedule voyage repairs once a quarter, with a yard period once a year," he said. "at's worked out with the opera- tional commanders we're supporting so we can get our maintenance into their schedules. We try to lock it in, but we always remain flexible. When a ship discovers something while they're out operating, they will submit a voyage repair request. "We conduct out-year engineering requirement assessments at various times in the lifecycle of our ships to determine where we need to focus in the next 10 years or so that will enable the ship to reach a service life of 40 years," he said. "It's a pretty compre- hensive study. Our logistics team will look at all of the equipment to identify obsolescence. We review past maintenance to help plan future maintenance or repair. We also look at spectral fatigue analysis to predict our major structural replacement requirements." Some of MSC's older ships have obsolete or unsup- portable equipment. "We try to keep them going without resorting to significant investment or upgrades. We have long-standing relationships with reputable suppliers we trust, and some of them have very good insight into some of our unique, obscure or obsolete systems. We know where to find that person who squir- reled away a year's worth of parts," Lichtenstein said. Shipboard Automated Maintenance System While Navy Sailors are familiar with the preventive maintenance system, MSC vessels have SAMM — the shipboard automated maintenance management system — installed on every ship. It has a configuration database module that identi- fies the make and model of all equipment on all of the platforms. A virtual technical library has a digitized repository of all tech manuals and drawings, which is available to MSC personnel through a secure online portal. SAMM also keeps track of transportation alter- ations, or "transalts," which are analogous to shipalts on Navy ships, to show which ships have received which alterations. "SAMM is kind of our repository for all of our maintenance, from scheduling and documenting completion of scheduled maintenance and emergent, to also include the configuration information for all the installed equipment. We use SAMM for more than just scheduling maintenance. We use it for our complete configuration database. We know what air compressor or what pump is on which ship," said Lichtenstein. Every ship has a port engineer who ensures that proper maintenance and repair are conducted ashore for that individual ship. At headquarters, the Engi- neering Type Desks manage the ships by type, and are responsible for the port engineers that are taking care of those individual ships, wherever they are. e class engineers keep their eye on configuration control, and interface with the technical department and subject matter experts. "We have a constant focus on how to fine tune the maintenance and avoid surprises," Lichtenstein said. "We're trying new things to see if they are effective. We want to do better." Some ships can be more difficult to repair. Oilers and other fuel-delivery ships must be offloaded and tanks certified gas-free before they enter a ship repair facility. While not a common occurrence, if the ship is carrying ammunition, then that cargo might have to be cross-decked to another ship or offloaded to a secure, approved facility before ship repair work can commence. "With all of our fuel-delivery ships, we want to establish a more regimented pre-assessment program

Articles in this issue

Archives of this issue

view archives of AUSN - SUMMER 2018