47 MLB information Courtesy of BM1 Johnson

Transcription

1 Physical Characteristics: Length ; w/o rubrails Length at Waterline 43 Beam 15 at Frame 5; 14 w/o rubrails Freeboard Bow 6 8 Freeboard Stern 7 1 Freeboard Recess 26 Draft 4 6 Highest Fixed Point 18 6 (Radar Antenna) Highest Point of Mast 24 6 (DF Antenna) Highest Point 28 4 (HF Antenna) Hoisting Weight 40,000 pounds Propellers Twin, Fixed Pitch, 4-Blade MYT4 28 dia. x 36 pitch Through Hull Drains 9 Watertight Fittings 22 Watertight Compartments 7 Minimum Crew 4 Maximum Passengers 5 Hull Construction: Compartments: 5456 Marine Grade Aluminum Lazarette; Transom to 1 Side Shell; ¼ Engine Room; 1 to 5 Bottom; 5/16 Survivors; 5 to 8 Chine Plates; 3/8 1. Aux/ 2. Enc. Pilot; 8 to 10 Keel; ½ Forward ; 10 to 15 Forepeak; 15 to Bow Modified planing hull design with a deep V planing from bow to stern Longitudinal Frame Spacing 11 + or - Transversal Frame Spacing 30 + or - Vents: Securable: (Y/N): 1. Forepeak 2 Checkball N 2. Forward Compt. Dorade w/ 2 CB Y 3. Aux. Mach. Space Forced Air N 4. Fuel Tank Vent 2 Checkball N 5. Main Eng. Room Vent Behind Ladder Y 6. P/S Aux. Eng. Room Vents Flaps Y

2 Bilge Pumps: Discharge: 1. Forward Compart. Starboard 2. Aux. Space Port 3. Port Red Gear Port Side w/ Fwd Engine Room 4. Stbd. Red Gear Stbd. Side w/ Aft Engine Room 5. Fwd Engine Room 6. Aft Engine Room 7. Lazarette Port Transom DDEC (Detroit Diesel Electronic Engine Control): ABB. What Where ECM Electronic Control Modules Engine Room EUI Electronic Unit Injectors Engine Room MIM Marine Interface Modules Engine Room ERIM Engine Room Interface Module Aux. Space CSIM Control Station Interface Module Each Throttle EDM Electronic Display Module Steering Stations EGIM Electronic Gear Interface Module Aux. Space Under ERIM ECMs: Mounted on each engine, contains a microprocessor that continuously monitors and controls engine performance and calibration. Tells; turbo boost, timing, oil and fuel temp/ pressure and coolant level/ temp. Sorts info and sends it to the EFI. 1. Engine Governing 2. Cold Start Fueling and Timing 3. Engine Protection and Diagnostics 4. Injection Timing 5. Rated Speed and Power 6. Sensor Calibrations 7. Smoke Controls EUIs: Replace the traditional fuel injectors with an electrically controlled solenoid valve and straight plunger. MIMs: Mounted on both engines provide the interface between the boat s control systems and the ECM. Features a diagnostic connector port, which allows the engineer to connect the DDEC diagnostic reader for troubleshooting. ERIM: Central processor of the control systems (throttles) on the boat. It accepts signals from the three control stations and commands the engines (through the MIMs and ECMs) to operate at the proper speed. Also directs the clutch actuators to control direction of propulsion. CSIMs: The three CSIMs next to each throttle receive signals from the throttles and the throttle control buttons. It sends this info encoded into command signals to the ERIM.

3 EDMs: The LCD display monitors mounted on the open and in the closed bridge. They receive info from the CSIM and display such items as; 1. RPMs 2. Oil Pressure 3. Engine Temp 4. Transmission Oil Pressure 5. Transmission Temp 6. Fuel Consumption 7. Engine Hours EGIMs: Take electronic signals from the ERIM and actuate the reduction gear clutches. Operational Characteristics: Max Speed rpm Cruise Speed rpm Maximum Range at Cruise 200 NM Fuel Consumption Est GPH Econ. Cruising Speed RPM Hours 11.9 at 1950 RPM Idle; Low/ High 600 RPM/ 750 RPM Max Winds 50 Knots Sustained Max Seas 30 Feet Max Surf 20 Feet Max Towing 150 Gross Tons Max Ice Breaking 4 Inches/ 1000 RPM Coast Stop 400 Feet/ 1 Min 10 Sec Crash Stop 150 Feet/ 9 Sec Disabling Casualties: Mission Critical Casualties: 1. Engines 1. Towline 3 ¼, 2 2. Reduction Gears 2. Radar w/< 1NM Vis. 3. Steering 3. VHF-FM Radio w/ No Backup 4.Batteries 4. Depth Sounder 5. Watertight Integrity 5. GPS 6. Compass w/ Night Engines: Detroit Diesel DDEC III 6V92 6-cylinder 2-stroke TA (Turbo Aftercooled) 558 Cubic Inch V rpm Each is Right Hand Rotating (Looking Aft)

4 Engine Lube Oil: Lube Oil Sys Quantity Temp Minimum Idle Cruising Oil Alarms 47 MLB information 2104W (40W) 5.5 Gallons F DEG 24 plate cooler 5 PSI PSI NORM 37 GPM CAP alarm is variable Below 49 PSI When Cruising Below 5 PSI at Low Idle Reduction Gears: Reverse Reduction Gear Reintjes WVS 234 UP, 2:1 reduction Type V Drive Ratio 2:1 Forward and Reverse Quantity 5.2 Gallons 2104 D or E 30W Temp F 194 F AMOT Bypass at 150 F Pressure Engaged PSI 174 PSI Pressure Disengaged PSI Oil Diff. Pressure PSI Comehome RPM 70% rated load 1470 RPM Shafts 2 ½ Cres. Aquamet 22/ Exit Between 3 and 4 Fuel Systems: (Three Systems) Fuel Tank Capacity 394 Gallons 100% of #2 Diesel 373 Gallons 95% 353 Gallons Useable Pressure (Actually Mid 40s) Suction 2 From the Bottom of the Tank/ Pickup has a Bonnet to Provide Suction in Rollover Baffles Frames 6 & 7 (Control Free Surface Effect) Fuel Oil Supply Fuel Tank to Emergency Fuel Oil Shut Off Valves to Primary Filters (30 Microns) to Fuel Pump that Has a Relief Valve at SI to ECM Cooler to Secondary Filter (10 Microns) splits to fuel injector System in each head. Fuel Oil Return Fuel Goes Through the Cylinder Heads Cooling the Fire Decks and Cleaning/ Lubricating the Injectors 80% of Fuel Goes From the Heads and Enters a Manifold Where the Split is Brought Back Together Off to the Fuel Cooler where it is Cooled Below 90F to Prevent Loss of Power (1F=1 BHP) Through a Check Valve to the Tank

5 Fuel System After Boat Alt Fuel Oil Supply Fuel Oil Return Steering System Head Pressure PSI System Pressure PSI Alarm 45 PSI Max Res. PSI 1000 Max Power Cylinder PSI 950 Total Fluid 2 Gallons Reserve Fluid 1 Gallon Type Tellus T MLB information Fuel Tank to Emergency Fuel Oil Shut Off Valves to Primary Filters (30 Microns) to Fuel Pump that Has a Relief Valve at SI through Fuel Temperature Sensor to Secondary Fuel Filter (10 Microns) splits to fuel injector System in each head. Fuel Goes Through the Cylinder Heads Cooling the Fire Decks and Cleaning/ Lubricating the Injectors 80% of Fuel Goes From the Heads and Enters a Manifold Where the Split is Brought Back Together through the Fuel Pressure Sensor to the Fuel Cooler where it is Cooled Below 90F to Prevent Loss of Power (1F=1 BHP) to ECM Cooler to either a 10 PSI Relief check valve back to the system or through two return check valves to the fuel tank Closed Circuit Fresh Water Cooling System Temp Capacity Pump Block Flow F Alarm@ 205 F Secure@ 212 F Gallons 160 GPM Across Heat Exchanger and Loses its Heat to Pump to Lube Oil Cooler Maintaining Temp at 200 F to 240F Can Bypass if Valve is Below Temp to Block Around Cylinder Liners to Heads Where the Fire Deck is Cooled to Thermostat (170F) which opens Or Closes Passage to the Heat Exchanger

6 Raw Water Cooling System Sea Chests Between Frames 4 and 5 Strainers 4 Duplex On Either Side Pumps 390 GPH System Flow Through Strainers to Raw Water pump (67 GPM) to Fuel Cool: Cooler (Maintain Temp Below 90 F) to Heat Fuel Exchanger Cooling Engine Coolant Splits to Lube Oil Red Gear Oil Cooling or Restricted to the Red Gear Oil Muffler On the Starboard Side Cools Steering Steering Fluid System Hydraulic Fuel Reservoir Tank In the Exhaust Water Tank RW Quiets and Cools Exhaust Water Tanks Cross Connected to Prevent Back Pressure if One is Submerged Casualty Control: Boat, Crew, Mission Capsizing: Once in safe water 1. Engineer should check for damage 2. Look through window to engine room, water and oil a potential fire hazard 3. De-water vessel using bilge pumps, if too severe rig CG-P5 to engine room suction 4. When de-watered check oil in the mains (keep a close eye on oil pressure) 5. Check the condition of each compartment 6. Assess damage and determine a RTS or proceed with mission 7. After returning clean all electrical equipment Striking a Submerged Object: 1. Reduce to neutral, determine what was struck, inform crew 2. Engineer and crewman should check the shaft for vibration and damage, as the coxswain checks the forward and reverse gears check seals for leakage 3. Crewman should check all forward compartments for damage. The engineer should check the engine room and lazarette for damage 4. Individually bring up the engine RPMs to determine range and severity of vibration 5. Maintain RPMs below range of vibration. If the vibration is too severe place that shaft to neutral and secure engine. Steering Casualty: 1. Reduce to clutch ahead, inform crew. Ensure the steering station is active 2. If steering pressure low light is on secure both engines. If there is no oil in the reservoir, the engine must remain secured to avoid damage to the pumps and engines. 3. Engineer should check engine room, look for obvious leaks, check bilge, check hydraulic pressure gauge and reservoir level. Manual Power system PSI. Reservoir level should be ½ to ¾ full.

7 Reduction Gear Failure: If the boat does not respond when the throttle(s) are operated in forward and reverse; 1. Bring to neutral. Ensure the active light is lit at the control station in use. If not lit and control can not be taken, secure the affected engine. 2. Engineer should check aux space and check gear interface modules breakers on the 24 volt power panel. 3. Engineer should then check the affected reduction gear. 4. Check the lube oil level. Check all reduction gear sensors to ensure they are connected and secure. 5. If no leaks and oil is full, restart engine and observe clutch pressure ( PSI) 6. If not sufficient secure engine and red gear 7. When all mechanical checks have been made troubleshoot the electronic controls 8. Attempt to take the throttle at the remaining stations. 9. If control cannot be taken from the stations, coxswain should use the emergency engine control toggle. It bypasses all throttle sensors. 10. Control the reduction gear direction by using the for/rev toggle and RPMs by turning the rheostat for each engine. Fire in the Engine Room: 1. Secure engines, inform crew, notify station and direct a crewmember to close the intake valves in the buoyancy compartments. 2. The engineer should go the survivor s compartment and ensure the engine room door is closed and pull the emergency cut-offs. 3. The engineer should then energize the fixed CO2 system by using the actuator. 4. The engineer should then secure all electrical breakers with the exception of the VHF-FM radio. 5. Keep the engine room secured until towed to shore. 6. Stay off the deck Fire in the Auxiliary Space: 1. Secure engines, inform crew, notify station. 2. Engineer should secure the battery disconnect switches. 3. Ensure the hatch to the aux. space is secured. 4. Keep secured until towed to shore.

8 Loss of Control of Engine RPM: 1. Ensure the active light is on the station. 2. Clutch ahead. 3. If no control, switch stations or use emergency back-up panel. 4. If this fails, stop affected mate. 5. If the engine does not secure, pull fuel cut-off for the engine and allow to run out of fuel. 6. If no time or the fuel cut-offs fail, use the air intake shut-offs. 7. Do not restart the engine until problem has been corrected. Loss of Fuel Oil Pressure: (CODE 48) 1. Clutch ahead, determine which engine and inform crew. 2. Engineer proceed to the engine room and enter if safe. 3. Check bilge for fuel. 4. Check cut-off valves. 5. Check primary filters for sediment or water. Replace, Re-prime. 6. Check system for obvious leaks, fuel tank level. 7. Restart engine and check for proper operation. 8. If problem persists, secure engine. Loss of Lube Oil Pressure: (CODE 45) 1. Clutch ahead, which engine. 2. Secure engine, inform crew. 3. Engineer enter engine room if safe. 4. Check bilge for oil. 5. Check oil level and obvious leaks. 6. Check the recovery tank for contamination. 7. If not correctable do not restart the engine.

9 Main Engine High Water Temperature: (CODE 44) 1. Clutch ahead, which engine, inform crew. 2. Engineer should look into engine room and determine what temp has been achieved. 3. If steam is present or temp 220 F or above secure engines. 4. Check bilge, brass pipes to determine which engine. If brass pipes are: b. Cool; Initial casualty checks for jacket water system 1. Check water level. Check engine and bilge for leakage. Replace fluid if necessary 2. Inspect jacket water pump for normal function. 3. Check lube oil for proper quantity and quality. 4. If jacket water leaks are found, the pump is inoperative or if temp continues to climb, secure the engine. a. Hot; Make casualty control checks for the raw water system. 1. Verify the sea suction valves are open. Ensure the de-icing valves under the engine room steps are closed. 2. Check the strainers to ensure that the handle is pointing to one strainer or the other. Shift and clean the strainers as necessary. 3. If the strainers are clean, check the raw water pump cover for coolness. If the impeller is burned up, the cover will be hot. If the cover is hot, secure the engine and replace the impeller. Excessive Shaft Seal Leakage: (Survivors compartment bilge alarm) 1. Reduce to neutral, secure engine, inform crew. 2. Engineer should realign the seal assembly and check to see if the seal clamp has backed off. 3. If the clamp ring remains tight, restart after alignment and roll the shaft. If excessive water continues to leak secure the shaft. 4. Engineer then loosen the seal clamp ring and reposition it to compress the seal bellows. 5. Restart the engine and roll the shaft. If leak is still excessive secure the shaft and return to station, tighten the emergency seal clamp ring (red). Flooding: 1. Check control panel to see which compartment is indicated as flooding. Notify coxswain and reset alarm. 2. Engineer and crewman should proceed to that space look through the window and report status to coxswain. 3. The engineer should report the extent, cause and corrective actions necessary to control/ stop flooding. 4. Crew apply basic casualty control procedures (DC Kit and CG P-5) 5. Crew check material condition of each compartment. Tell coxswain. 6. Determine whether it is safe to continue on the mission or return to the unit.

10 Anchoring Line Type Chain 47 MLB information 300 of 2 ¼ DBN 19lb Fortress FX-37 Danforth 9 of 3/8 Stainless Steel Four Parts: 1. Shank- Adds in setting and weighing, attachment point 2. Flukes- Dig into bottom and bury anchor providing holding power 3. Stock- Prevents the anchor from rolling or rotating 4. Crown- Key element lifts rear of flukes and forces into bottom Dewatering Pump Type CG-P5/ 5 horsepower, 4 cycle gasoline centrifugal pump Output 200 GPM Lift 10 Hose 1 drop pump fire hose 50 w/ nozzle Damage Control Kit 3 plugs S, M, L 3 wedges S, M, L 5lbs oakum Rubber Sheet 1/16 Wood Mallet 9 clamps, various sizes Crew Coxswain is responsible for: 1. Safety and conduct of passengers and crew 2. Safe operation and navigation of the boat 3. Completion of Sortie or mission 4. Safeguarding of life and property 5. Compliance with federal laws and regulations Engineer must be certified as a crewmember and engineer and assists the coxswain as necessary. Engineer is responsible for: 1. Engines and all power equipment 2. Assisting in boat navigation, line handling, lookout, towing watch, and helmsman. Crewmember is responsible for: 1. Securing the boat s equipment 2. Line handling 3. Serving as lookout, towing watch, fire fighter, and helmsman

11 SAR Vest Must be worn at all times Survival Knife Whistle Emergency Signal Mirror MK-124 Smoke and Illumination MK-79 Signal Kit 47 MLB information Range 1,100yds Range 2-4 miles 20 seconds each side MK-31 Pencil Flare MK-80 Seven Cartridges 4.5 Burn Time FT 12,000 candlepower SDU 5/E Strobe Light (CG-1) 50 +/- 10 5NM Range 100,000 candlepower 9-18 HR Duration