MK1 POWER POINT

KURT SCHULZE

AUX EQUIPMENT

FOR SMALL HEAT EXCHANGER, USE A NYLON BRUSH ON THE END OF A NON METALLIC ROD TO CLEAN EACH TUBE MANUALLY

AUX

• SHELL AND TUBE HEAT EXCHANGER- USE A HYDROSTATIC TEST NSTM CHAPTER 254

AUX

• CORROSION OCCURS IN TUBING OF HEAT EXCHANGER RESULTING FROM CURRENT FLOW BETWEEN DISSIMILER METALS

AUX

• HEAT EXCHANGER ARE DEVICES THAT TRANSFER HEAT FROM ONE FLUID TO ANOTHER.

AUX

• CORROSION OCCURS IN TUBING OF HEAT EXCHANGER RESULTING FROM CURRENT FLOW BETWEEN DISSIMILER METALS.

AUX

• SOFT FOULING INCLUDES FOREIGN MATTER SUCH AS SAND, MUD, OIL, SLIME AND SOFT BODIED MARINE LIFE THAT DOES NOT ADHERE STRONGLY TO THE TUBES OF A SHELL AND TUBE HEAT EXCHANGER.

AUX

• CHECK TO MAKE SURE THAT NO MORE THEN 10% OF THE TUBES ARE PLUGGED.

AUX

• FOULING,SCALING, AND BLOCKAGE IN THE TUBES OF A SHELL AND TUBE HEAT EXCHANGER REDUCE HEAT TRANSFER.

AUX

• PLATE TYPE HEAT EXCHANGER, ENSURE THE PLATES ARE ASSEMBLIED IN THE EXACT ORDER IN WHICH THEY WERE REMOVED.

AUX

• CHECK TO MAKE SURE THAT NO MORE THEN 10% OF THE TUBES ARE PLUGGED.

AUX

• A FIN AND TUBE HEAT EXCHANGER IS AN AIR COOLED CONDENSER USED IN THE AC&R SYSTEMS. THE FINS INCREASE SURFACE AREA AND AID IN TRANSFERRING HEAT

AUX

• HEAT EXCHANGER MAINTENANCE

NSTM CHAPTER 254

AUX

• SHELL AND TUBE TYPE HEAT EXCHANGER ARE THE MOST COMMONLY USED IN THE COAST GUARD.

AUX

• THE TWO TYPES OF AUXILIARY BOILERS:

• 1. WATERTUBE BOILERS » 2. FIRETUBE BOILERS

AUX

• THE DISADVANTAGES OF A WATERTUBE BOILER

THAT THEY ARE EXPENSIVE TO BUILD.

AUX

• LATENT HEAT IS????

• CONDENSATION

AUX

• THE VAPOR THAT IS PRODUCED IN THE FIRST STAGE FLASH CHAMBER PASSES THROUGH THE MESH SEPARATOR. THE VAPOR IS CONDENSED ON THE OUTSIDE OF THE FIRST STAGE CONDENSER TUBES TRANSFERRING ITS LATENT HEAT TO THE SEAWATER FEED WITHIN THE TUBES (EVAPORATOR)

AUX

• THE 3 WAY SOLENOID-TRIP VALVE ON THE DISTILLATE LINE.

AUX

• CLEANING A FLASH TYPE EVAPORATOR THE COLOR INDICATOR IN THE ACID POWDER DENOTES THE FOLLOWING:

• YELLOW= DISSOLVED AND HEATED • LIGHT GREEN= ACID IS 85%

CONSUMED, VERY WEAK

AUX

• HYDRAULICS USE??

• KINETIC ENERGY

AUX

• THE POSITIVE DISPLACEMENT PUMP DESIGN IS TYPICAL OF A HAND PUMP.

AUX

• CAVITATIONS OCCUR WHEN PUMP INLET VACUUM GETS HIGH ENOUGH TO PULL ENTRAPPED AIR OUT OF THE HYDRAULIC FLUID. CAVITATIONS OCCUR WITH AS LITTLE AS 5 INCHES HG.

AUX

• HYDRAULIC MOTORS INCLUDE=• 1. GEAR MOTOR • 2. VANE MOTOR • 3. PISTON MOTOR

AUX

• WHAT ARE 3 TYPES OF ACCUMULATORS IN HYDRAULIC SYSTEMS

• 1. SPRING LOADED • 2. WEIGHT LOADED • 3. GAS CHARGED

AUX

• NEVER USE ABRASIVE OR METAL TOOLS OR WIRE BRUSHES FOR CLEANING TUBES!!!!!!!!!!

AUX

OWS

• RED LIGHT WHEN POWER IS ON. • AMBER LIGHT WHEN OIL IS BEING

DISCHARGED • GREEN LIGHT WHEN WATER IS BEING

DISCHARGED

AUX

• TROUBLESHOOTING AN OWS

• SYMPTOM- DISCHARGE WATER THROUGH THE OIL OUTLET VALVE

• DIRTY OIL SENSING PROBE- DEFECTIVE PROBE AMP RELAY

• DEFECTIVE OIL SENSING PROBE

AUX

• HYDRAULIC FORMULA-

• AREA=FORCE/PRESSURE

AUX

• TORQUE IS NOT FOUND ON THE NAME PLATE DATA LABEL OF A ??

• MOTOR

AUX

• SOFT FOULING INCLUDES FOREIGN MATTER SUCH AS SAND, MUD, OIL, SLIME AND SOFT BODIED MARINE LIFE THAT DOES NOT ADHERE STRONGLY TO THE TUBES OF A SHELL AND TUBE HEAT EXCHANGER.

AUX

• THE TEMPATURE AT WHICH WATER BOILS IS CALLED

• THE BOILING POINT OR SATURATION TEMPATURE

AUX

• THE SQUIRREL CAGE BLOWER RECIEVER A HIGH QUANITY OF AIR (FOR ITS SIZE) FOR COMBUSTION.

AUX

• BOILERS HAVE AN INLET FUEL STRAINER ARE PROVIDED TO PREVENT CONTAMINETS FROM ENTERING THE FUEL OIL PUMP.

AUX

• THE BLOWER ASSEMBLY MUST BE KEPT CLEAN AN EXCESSIVE BUILDUP OF DIRT AND GRIME CAUSES AN INADEQUATE AMOUNT OF AIR SUPPLY FOR COMBUSTION AND RESULTS IN A DIRTY, SMOKY FLAME.

AUX

• FEEDWATER TESTING-ALKANITY TESTING (PH)

AUX

• -3 EXAMPLES OF COALESCING MEDIA ARE:

• METAL PLATES

• REPLACEABLE FILTERS

• BRUSCH ASSEMBLIES

AUX-HYDRO

• HYDRAULIC FORMULA- AREA=FORCE/PRESSURE

AUX-HYDRO

• TWO TYPES OF STRAINERS USED IN A HYDRAULIC SYSTEM ARE:

• WIRE MESH STRAINER

• EDGE DISK STRAINER

AUX-HYDRO

• COMMON FAILURE OF HYDRAULIC MOTORS IS BREAKAGE OF THE OUTPUT SHAFT WHICH IS CAUSED BY EITHER SHAFT MISALIGNMENT OR LOADS WITH EXCESSIVE TORQUE

AUX-HYDRO

• BEFORE WORKING ON A HYDRAULIC SYSTEM

• SECURE AND TAG OUT ALL SYSTEMS BEFORE WORKING ON THEM IN ACCORDANCE WITH THE COMDINST 9077.1-EQUIPMENT TAG OUT PROCEDURES

AUX-HYDRO

• WHILE WORKING ON A HYDRAULIC SYSTEMS

• NEVER WORK ON A RUNNING SYSTEM, EXCEPT FOR MINOR PRESSURE ADJUSTMENTS(e.g SETTING THE PRESSURE RELIEF VALVE)

AUX-HYDRO

• AFTER WORKING ON A HYDRAULIC SYSTEM

• BEFORE STARTING ANY HYDRAULIC SYSTEM, ALWAYS FOLLOW STARTING PROCEDURES AND VALVE ALIGNMENT IN ACCORDANCE WITH UNIT-SPECIFIC INSTRUCTIONS AND MANUFACTURERS TECHNICAL PUBLICATIONS

TRAINING

• IN PRELIMINARY PHASES “WALK THROUGH” ARE IMPORTANT FOR IMPARTING KNOWLEDGE OF CASUALTY CONTROL PROCEDURES

TRAINING

• AS THE TEAM LEADER ONE OF THE MOST IMPORTANT ISSUES FOR YOU TO ACCOMPLISH BEFORE THE DRILLS TAKE PLACE IS A SAFETY WALK THROUGH.

TRAINING

• REQUEST CREW TO CONDUCT A SELF CRITIQUE OF THE OVERALL DRILL AND ITS OUTCOME. ASK FOR INPUT AND FEEDBACK

• THE ONBOARD TRAINING TEAMS(OBTT) SHALL BE USED TO ASSESS WATCH STATION PERFORMANCE FOR ALL DRILLS AND EXERCISES

TRAINING

• SAFETY OBSERVER

• ENSURES THAT PROCEDURES ARE IN COMPLIANCE WITH APPLICABLE SAFETY PRECAUTIONS AND REQUIREMENTS

TRAINING

• TRAINING TEAM EVALUATION FORMS SHALL BE KEPT AS PART OF THE SHIPS TRAINING RECORDS AND BE REVIEWED PERIODICALLY TO AID IN IMPROVING THE TRAINING PROCESS

TRAINING

• (BECCE)- THE GREEN, AMBER, RED(G.A.R.) MODEL IS USED TO ADDRESS MORE GENERAL RISK CONCERNS WHICH INVOLVE PLANNING OPERATIONS, OR REASSESSING RISKS AS WE REACH MILESTONES WITHIN OUR PLANS.

TRAINING

• THE G.A.R. MODEL IS GOOD FOR A GENERAL ASSESSMENT OF A TASK OR MISSION. THE ABILITY TO ASSIGN NUMERICAL VALUES OR “COLOR CODES” TO HAZARDS USING G.A.R. MODEL

TRAINING

• HEAT STRESS-

• DURING THE WALK THROUGH, ONE OF THE SAFETY ITEMS THAT YOU SHOULD IDENTIFY IS THE HEAT INDEX IN THE SPACES WHERE THE DRILL WILL BE CONDUCTED

TRAINING

• A NUMERICAL SCORE BASED ON 100 MAXIMUM POINTS SHALL BE USED AND SCORING FACTORS SHALL BE PREDETERMINED ON EXERCISE EVALUATION SHEETS.

TRAINING

• STANDARD GRADING FACTORS 95%-100%- OUTSTANDING

TRAINING

• CRITIQUES ARE A VITAL AND MANDATORY ELEMENT OF CONDUCTING DRILLS AND EXERCISES

TRAINING

• EVALUATION SHEETS SHALL BE MAINTAINED ON FILE BY THE TRAINING OFFICER FOR A MINIMUM OF ????

• 2 YEARS

TRAINING

• THE TRAINING OFFICER SHALL DOCUMENT AND MAINTAIN A COMPREHENSIVE RECORD OF COMPLETED DRILLS AND EXERCISES COMPLETED BY THE CUTTER

TRAINING

• THE TRAINING OFFICER SHALL DOCUMENT AND MAINTAIN A COMPREHENSIVE RECORD OF COMPLETED DRILLS AND EXERCISES COMPLETED BY THE CUTTER

• CG-5290

TRAINING

3

IS THE MINIMUM NUMBER OF ONBOARD TRAINING TEAM MEMBERS ASSIGNED ON A LARGE CUTTER

TRAINING

• TRAINING TEAM MEMBERS OBSERVING SAFETY VIOLATIONS DUING THE DRILL/EXERCISE SHALL IMMEDIATLY TAKE STEPS TO STOP THE DRILL/EXERCISE AND CORRECT THE UNSAFE CONDITION

TRAINING

• TO PROPERLY PLAN AN EXERCISE, THE OBTT SHALL IDENTIFY THE PURPOSE OR GOAL OF EXERCISE

TRAINING

• GAR MODEL- 23 IS THE LOW MAXIMUM PERCENTAGE

TRAINING

• MAJOR SAFETY VIOLATIONS WILL RESULT IN OBSERVER DEDUCTING

40 POINTS

ADMIN

• COMMANDANT INSTRUCTIONS-M5212.12/M5215.6

ADMIN

• SOP’S- AN OFFICE OR COMMAND DEVELOPS AN SOP TO ENSURE CORRECT ADHERENCE TO INTERNAL PROCEDURES

ADMIN

• THE NAVEL ENGINEERING TECHNICAL INFORMATION MANAGEMENT SYSTEM(NE-TIMS) IS AN ONLINE DATABASE OF SPECIFIC DIRECTIVES, USUALLY MANUFACTURES TECHNICAL MANUALS THAT ARE USED AS PRIMARY REFERENCE MATERIALS

ADMIN

• NE-TIMS IS AN OPEN DATABASE HOSTED FROM THE ELC WEB SITE

ADMIN

• NE-TIMS PROVIDES ELECTRONIC COPIES OF THE TECHNICAL PUBLICATIONS AND DRAWINGS THAT ARE REQUIRED TO BE MAINTAINED

ADMIN

• A DIRECTIVE MAY BE CANCELLED BY ANOTHER DIRECTIVE ISSUED BY THE SAME ORIGINATOR OR HIGHER

ADMIN

• A DETAILED BOAT INSPECTION REPORT(CG-3022) SHALL BE SUBMITTED ON ALL BOATS LESS THEN 65 FT IN LENGTH, EXCEPT FOR THOSE BOATS POWERED BY OUTBOARD MOTORS AND NON-POWERED BOATS.

ADMIN

• WHEN PREPARING BOAT INSPECTION REPORTS USE

• COMDTINST M9000.6

ADMIN

• A COPY OF THE BOAT INSPECTION REPORT MUST BE RETAINED IN ENGINEERING DEPARTMENT FILES AS PART OF THE BOAT RECORD FOR EACH HULL.

ADMIN

• - RESPONSIBILITIES REGARDING THE CUTTER ENGINEERING REPORT ARE SHARED AT 3 LEVELS:

• UNIT

• SECTOR

• MLC

ADMIN

• THE MLC COMMANDER SHALL HAVE AUTHORITY TO USE BLANK SPACES IN THE CUTTER ENGINEERING REPORT TO HAVE CUTTERS REPORT ITEMS RELATING TO TEMPORARY REQUIREMENT OF THE MLC.

ADMIN

• PMS COMPLETION DATA IS IN THE SECTION V REMARKS BLOCK

ADMIN

• A COPY OF THE COMPLETED CUTTER ENGINEERING REPORT SHOULD BE MAINTAINED AS PART OF THE UNITS

OPERATIONAL FILES

ADMIN

• - MLCLANT- WORK REQUEST WITHIN 24 HRS

• THE NUMBER OF TAG OUT LOGS MAINTAINED BY A CUTTER DEPENDS UPON CUTTER SIZE.

ADMIN

• ALL CUTTERS 65FT OR LONGER ARE REQUIRED TO MAINTAIN A

• MACHINERY HISTORY FILE.

ADMIN

• SSMR- THE “DESCRIPTION OF WORK” DESCRIBES THE PROBLEM OR GOAL OF THE PROJECT, NOT THE PROPOSED SOLUTION

ADMIN

• CASREP- A MATERIAL CASUALTY IS DEFINED AS AN EQUIPMENT MALFUNCTION OR DEFICIENCY THAT CANNOT BE CORRECTED WITHIN

• 48HRS.

ADMIN

• CASREP- A MATERIAL CASUALTY IS DEFINED AS AN EQUIPMENT MALFUNCTION OR DEFICIENCY THAT CANNOT BE CORRECTED WITHIN 48HRS.

ADMIN

– A Cutter Engineering Report, Form CG-4874 (Rev. 6/04), or CMplus equivalent, shall be completed and submitted by all cutters 65 feet in length and greater. This report shall be submitted annually covering a 12-month period ending 31 December.

ADMIN

– CO/OICs of the above cutters shall: WITH CUTTER ENG REPORT:

• • Submit this report no later than 31 January; if at sea at the end of the reporting period, submit the report upon reaching a port.

• • Submit the report to the MLC (v) via the chain of command with a copy for each intermediate command. One copy shall be retained on board for the cutter files. An informational copy, with enclosures, shall be forwarded to ELC (01).

ADMIN

• Contents of the Cutter Engineering Report – SECTION I – SAFETY ITEMS

• Tag Out Program. • Flange Shielding. • Fire Protection. • Heat Stress Program. • Hearing Conservation Program. • Safety Device Testing. • Life Raft Inspections. • Hydrostatic Release Inspections. • Any Unit Safety Requirements.

ADMIN

– SECTION II – HULL:

• Tank Inspection Program. • Void Inspection Program. • Diver’s Inspections. • Hull History File. • Watertight Boundary Testing. • Any Unit Additions.

ADMIN– SECTION III – MACHINERY/ELECTRICAL

• Weight Handling Gear. • Boat Handling Gear. • Ordnance Weight Handling Gear. • Flex Hose Program. • Flex Fluid Coupling Program. • Gauge and Meter Calibration Program. • Pressure Vessel Hydrostatic Tests. • Diesel Engine Jacket Water. • Fuel Biocide Treatment. • Boiler Feed Water. • Degaussing Range. • Evaporator Feed Water. • Lube Oil Analysis Program. • Any Unit Additions.

ADMIN– SECTION IV – ADMINISTRATIVE PROGRAM:

• CSMP Files. • Machinery History Files. • SHIPALT Files. • Allowance Control Program. • LRMP. • Training Program. • DCPO Program. • Financial Management Program. • Main Space Fire Doctrine. • Aviation Fuel Handling Program. • PMS Program. • EO/EPO Standing Orders. • DC Book. • Watch, Quarter, and Station Bill. • Casualty Control Manual. • Repair Party Manual. • Drawing File. • Technical Publication Library. • Boat Inspection Reports.

ADMIN

– SECTION V – CUTTER ENGINEERING SUMMARY

– This section records PMS completion percentages and general remarks about significant engineering problems that require assistance from outside units for resolution. It also lists projected engine overhauls, CSMPs, and incomplete SHIPALTs.

ADMIN

• Boat Inspection Report

CG-3022

ADMIN

– Cutter Engineering Report,

Form CG-4874

ADMIN

• Boat Record form

• CG-2580A

ADMIN

• SSMR form

CG-4094

ADMIN

• Engineering Change Request form

CG-5682

ADMINThe following projects should be entered into the SSMP:

Nonreoccurring maintenance, repair, and replacement projects estimated to cost greater than $5,000

Storm or casualty damage sustained by structures, utilities, or equipment.

Major equipment replacement or overhaul, such as vehicles, engine generators, pumps, construction equipment, or major galley kitchen equipment.

Maintenance and repair of Aid to Navigation (ATON) structures and tower structures that cost more than $5,000 and are beyond the servicing unit’s capability or authority.

•

• Projects requesting engineering technical assistance or problems for which the solution is not known, regardless of funding source.

• •

ADMINThe following items should NOT be entered into the SSMP:

• Service, supplies, and materials used for routine recurring repairs and maintenance of shore structures and facilities, such as carpeting, painting, custodial, etc. In other words, maintenance or repairs which are expected during the normal life of the building, building system, structure, utility system or equipment that can be anticipated and budgeted should be funded utilizing AFC-30 funds.

• Equipment less than $5,000 (AFC-30).

• Purchase/replacement of furnishings or office equipment regardless of cost (AFC-30).

• Projects on boats or cutters (AFC-30/45).

ADMIN– • Projects which combine smaller unit-capable (AFC-30)

projects into a large project over $5,000. Maintenance projects under $5,000 generally fall into the routine, recurring maintenance plan and are budgeted for replacement with unit/sector/group/district AFC-30 funds.

– • Maintenance service work (e.g., lawn maintenance, housing, custodial, weight testing, etc.) (AFC-30).

– • Electronics projects (AFC-30/42). – • Environmental cleanup or restoration projects covered by

EC&R funding. – • For a more thorough description of appropriate funding

sources for projects, see the Financial Resources Management Manual, COMDTINST M7100.3 (series) and the Civil Engineering Manual, COMDTINST M11000.11 (series), or contact your local CEU Planning and Resources Branch.

• Projects NOT Entered Into the SSMP (Continued)

ADMIN

SSMR IS- A five-part carbon form is used to provide the originator and endorsees with copies to make recommendations/approvals on and to serve as a file copy. It is broken down as follows:

• Copy 5 - Unit’s file copy.

• Copy 4 - Completion file copy.

• Copy 3 - District’s copy.

• Copy 2 - Base’s copy.

• Copy 1 - Sector's/Group’s copy.

ADMIN

• SSMR PRIORITY-

• Priority 1: Immediate accomplishment for unit to perform its mission or maintain its habitability and/or safety requirements. Reprogramming existing funds may be necessary.

• Priority 2: Early accomplishment desirable (6 months – 2 years). Reason is cited in description of work block.

• Priority 3: To be accomplished as part of normal backlog procedures *up to 5 years). The majority of SSMRs fit into this category if the unit backlog is properly managed.

•

ADMIN

Once an SSMR is submitted, there may be any number of reasons for requesting a change to the original. Some of the more common reasons to change an SSMR include:

• Safety issues.

• Lack of personnel.

• Interferences (i.e., electrical wire runs, windows, doors, structure load capacities, plumbing).

• Missing drawings or drawing parts.

PROPULSION MACHINERY

• The supervisor will be responsible for ensuring flexible hoses, valves, gauges, and all consumable items required for the overhaul are ordered. (The cutter is responsible for funding any of these items.)

PROPULSION MACHINERY

Piston wear is characterized by an excessive clearance between the piston and the cylinder.

PRO MACH

Symptoms of excessive clearance between a piston and cylinder are piston slap and excessive oil consumption.

PRO MACH

Piston slap occurs just after top dead center and bottom dead center, as the piston shifts its thrust from one side to the other.

PRO MACH

» Another controllable factor that may be directly or indirectly responsible for many piston troubles is improper cooling water temperatures.

PRO MACH

» ALIGN a propulsion shaft

» Naval Ships Technical Manual, Chapter 243

PRO MACH

The primary purpose of propulsion shafting is to transfer the torque generated by the main engine to the propeller and to transmit the thrust developed by the propeller to the thrust bearing in the ship.

PRO MACH

» Inside the skin of the ship, shafting is supported on line shaft bearings.

PRO MACH

DO NOT ATTEMPT final alignment of propulsion engines/shafting unless the following conditions are met:

• The vessel is in the water. • All permanent ballast is in place. • Fuel, water, and temporary ballast tanks are filled to

normal average operating levels, generally 1/2 to 3/4 filled.

• All major machinery weighing over 1,000 pounds (450 kilo grams) is either installed or simulated by equivalent weights appropriately located.

• Make final alignment immediately prior to sea trials.

PRO MACH

» The final step in the alignment of the shaft system is to align the shaft to the reduction gear or drive assembly.

PRO MACH

» • Parallel or bore misalignment occurs when the centerlines of the transmission and companion flanges are parallel but not the same.

» • Angular or face misalignment occurs when the centerlines of the marine transmission and companion flanges are not parallel.

PRO MACH

» TORQUE is the force that causes a rotational (twisting) movement of an object. The crankshaft of an engine supplies the rotation to the gears and shafts that transmit power to the driven unit. Gears increase or decrease torque; the higher the gear ratio, the greater the torque difference.