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 TM 55-1905-223-SDC
Inspectors and other personnel must exercise care to prevent open doors, hatches, and scuttles from
being fouled in any manner that would prevent or delay their exit or their ability to resecure the opening.
Should the motion of the ship cause the door or fitting to swing, personnel should be directed to tend the
fitting while open and resecure when it is no longer required to open.
8-3. STRUCTURAL DAMAGE. Flooding is usually the result of structural damage below the waterline. It is
vital to prevent progressive flooding, and to remove as much of the water as possible in order to restore
buoyancy and stability and to return the ship to an even keel.
Investigation of structural damage must cover a considerable area surrounding the immediate scene of
damage, not only on the same level but also on decks above and below the principal casualty. Investigators
must look for damage such as fragment holes, ruptured pipe lines, warped or fractured frames and
stanchions, cracks, open seams, leaky stuffing tubes, bent shafts, improperly closed fittings, and severed
electric cables, and must note quickly any damaged bulkheads which indicate hidden damage which in itself
could be as hazardous to the ship as the prime damage.
8-4. HIDDEN DAMAGE. The complete picture of a damage situation rarely is fully evident. Some damage
may not necessarily be within the immediate area. Shock, blast, fragmentation and other forces cause
additional damage, which, because of remoteness from the scene of the prime damage and not immediately
apparent, could be overlooked during the period immediately following the initial damage. The inspection of
the ship for damage, therefore, must not be focused solely upon the prime damage area. Open circuit-
breakers and failure of operating gear could indicate hidden damage which in itself could be as hazardous to
the ship as the prime damage.
8-5. CHECK ADJACENT COMPARTMENTS. Investigators must understand that damage to
compartments adjacent to the one in which an explosion occurs is likely due to secondary penetration
sandshock.
8-6. INVESTIGATION OF WATERTIGHT FITTINGS. Investigation of structural damage by visual
examination presents many difficulties and dangers.
_________
WARNING
No watertight door, hatch, air fitting, oil fitting, cap, plug, scuttle, or manhole is to
be opened until it is known definitely that the compartment on the other side is
either completely dry, or so little flooded that opening the closure will not permit
flooding to spread. Failure to do so could cause additional flooding. Injury to
personnel may result.
To do a thorough damage control investigation, it might be necessary to open one or more watertight
doors or hatches. It is unwise to open any such closures below the waterline in the vicinity of damage unless
this is preceded by a thorough investigation by means of soundings, and only after permission is obtained
from high authority whenever the situation permits. One mistake and the ship may be lost.
8-3
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