Propulsion and Auxiliary Control Console Flashcards
1
Q
MLDFC: Loss of Digital Fuel Control (DFC)
Immediate Actions:
A
- E Stop, monitor for PSFP.
- Transfer thrust control to CCS and place affected shaft at PCL +4.
- Report : ‘DFC shut down ___ GTM. ___ GTM NORMAL/EMERGENGY stopped. Thrust control is in CCS. ___ shaft is trailing.’
2
Q
MPTOS: Power Turbine (PT) Overspeed
SYMPTOMS/INDICATIONS
A
- “GTM ___ PT SPEED LIMITING ACTIVE” indication on Alarms/Status (3672-3852 RPM).
- “GTM ___ PT SPEED HIGH” alarm on Alarms/Status (3852 RPM).
- “GTM ___ PT OVERSPEED SHTDN” alarm on Alarms/Status, and propulsion gas turbine shuts down (3960 ± 40 RPM).
- “AUTO SHUTDOWN” alarm illuminates 3960 ± 40 RPM.
- “SPEED LIMITING” alarm illuminates
(3672-3852).
3
Q
MPTOS: Power Turbine (PT) Overspeed
Immediate Actions:
A
- “Stop” verify “Trans to Cooldown”
- Verify that PT speed decreases to within normal limits.
- E Stop, monitor for PSFP
- Transfer thrust control to CCS and place affected shaft to PCL +4.
- Report to EOOW, “No.___ GTM power turbine over-speed. No.___ GTM
NORMAL/EMERGENCY stopped. Thrust
control is at CCS. No.___ shaft is
trailing.”
4
Q
MGGOS Gas Generator (GG) Overspeed
Symptoms/ Indications
A
- “GTM ___ GG SPEED HIGH” alarm on
Alarms/Status(9700 ± 100 RPM)
5
Q
MGGOS Gas Generator (GG) Overspeed
Immediate Actions
A
CAUTION: IF GAS GENERATOR SPEED RAPIDLY APPROACHES OR EXCEEDS 9700 RPM, EMERGENCY STOP THE AFFECTED GTM.
A. “Stop” verify “Trans to Cooldown”
B. Verify that GG speed decreases to within normal limits.
C. E Stop, monitor for PSFP
D. Transfer thrust control to CCS and place the affected Program control lever at +4.0.
E. “No.___ GTM gas generator
overspeed. No.___ GTM NORMAL/EMERGENCY stopped. Thrust
control is at CCS. Trailing No.___
shaft.”
6
Q
PSFP Post Shutdown Fire in Propulsion Turbine (GTM) Casing
Symptoms/ Indications
A
- Excessive black smoke from exhaust stack and module after shutdown.
- Power turbine inlet gas temperature begins to decrease, then rapidly rises and exceeds 400 F after shutdown.
- “GTM NORMAL STOP FAILURE” alarm on Alarms/Status.
7
Q
PSFP Post Shutdown Fire in Propulsion Turbine (GTM) Casing
Immediate Actions
A
A. “Closed” Module Fuel Valve
B. “Bleed Air Motor” or “HP Air Motor” from the affected GTM Start menu.
C. Verify that power turbine inlet temperature is decreasing.
D. Report to EOOW, “Post shutdown fire in No.___ GTM.”
- F. ERO shut the manual fuel
supply valve 1/2 PFS-V-1A/B to the affected GTM.
H. Monitor affected GTM power turbine inlet temperature. When the power turbine inlet temperature is less than 400 F, and when manual fuel valve is shut, PACC operator secure from motoring by selecting “Stop” button; monitor gas generator speed for normal deceleration.
I. Report to EOOW, “Post shutdown fire is out in No.___ GTM. Motoring of No.___ GTM is complete.”
8
Q
HTIT High Power Turbine Inlet Gas Temperature (T 5.4)
Symptoms/ Indications
A
- Power turbine inlet gas temperature rapidly approaches or exceeds:
a. 1350 F (startup).
b. 1000 F (operating at idle).
c. 1600 F max (operating) “PT INLET GAS
TEMP HIGH” alarm on Alarms/Status.
d. 1625 F “PT INLET TEMP HIGH SHTDN” alarm on Alarms/Status. e. 1625 F “Auto Shutdown” alarm illuminates.
- Rapid rise in power turbine inlet gas
temperature with corresponding reduction in gas generator speed and/or compressor discharge pressure.
9
Q
HTIT High Power Turbine Inlet Gas Temperature (T 5.4)
Immediate Actions
A
NOTE: Auto shutdown will occur if T5.4
exceeds 1625 F.
CAUTION: IF T5.4 EXCEEDS MAXIMUM TURBINE START TEMPERATURE LIMITS
DURING START UP, AN OVER TEMPERATURE INSPECTION MUST BE
PERFORMED PRIOR TO RESTARTING
OR MOTORING.
A. “Stop” verify “Trans to Cooldown”
B. Verify that power turbine inlet temperature (T5.4) decreases to within normal limits.
C. E Stop, monitor for PSFP
D. Transfer thrust control to CCS and place the affected PCL at +4.0.
E. Report to EOOW, “No.___ GTM high T5.4 , No.___ GTM NORMAL/EMERGENCY stopped. Thrust control is at CCS. No.___ shaft is trailing.”
10
Q
EPTV Excessive Propulsion Turbine (GTM) Vibration
Symptoms/ Indications
A
- “GTM ___ GG VIBRATION HIGH” (4 mils) alarm on Alarms/Status.
- “GTM ___ PT VIBRATION HIGH” (7 mils) alarm on Alarms/Status.
- “GTM ___ GG VIB Cutback” (7 mils) alarm on Alarms/Status.
- “GTM ___ PT VIB Cutback” (10 mils) alarm on Alarms/Status.
- “Step to Idle” alarm illuminates.
11
Q
EPTV Excessive Propulsion Turbine (GTM) Vibration
Immediate Actions
A
CAUTION: WHEN GG VIBRATION INCREASES TO 7 MILS OR PT VIBRATION
INCREASES TO 10 MILS THE EC WILL INITIATE A “STEP TO IDLE.”
A. “Stop” verify “Trans to Cooldown”
B. Verify that vibration decreases to within normal limits.
C. PACC operator if vibration continues to increase or fails
to decrease after normal stop, E Stop, monitor for PSFP.
D. Transfer thrust control to CCS and place the affected shaft PCL at +4.0.
E. Report to EOOW, “No.___ GTM excessive turbine vibration, No.___ GTM NORMAL/EMERGENCY stopped. Thrust control is at CCS. No.___ shaft is trailing.”
12
Q
LPTO Propulsion Turbine (GTM) Lube Oil Supply Pressure Low
Symptoms/ Indications
A
- “GTM ___ LUBO SUPPLY PRESS LO” alarm on Alarms/Status (12 PSIG).
- “GTM ___ LUBO LEVEL LO” alarm on Alarms/Status (9.6 Gallons).
- “GTM ___ LUBO SUPPLY FLTR DP HIGH” on Alarms/Status (20 PSID).
- “GTM ___ LUBO SCAV FLTR DP HIGH” alarm on Alarms/Status (20 PSID).
- “GTM ___ LUBO SUMP ___ TEMP HIGH” alarm on Alarms/Status (300 F).
- “GTM ___ LUBO SCAV PRESS LOW” alarm on Alarms/Status (15 PSIG).
- “Auto Shutdown” alarm illuminates (oil pressure decreases to 6 PSIG).
- GTM ____ LUBO SCAV SUMP ____ TEMP HIGH” alarm on Alarms/Status (300 F).
- GTM ____ LUBO SCAV SUMP ____ TEMP HIGH-HIGH” alarm on Alarms/Status (340 F).
13
Q
LPTO Propulsion Turbine (GTM) Lube Oil Supply Pressure Low
Immediate Actions
A
NOTE: Automatic shutdown will occur if
lube oil pressure decreases to 6
PSIG.
CAUTION: EMERGENCY STOP THE AFFECTED GTM WHEN THE LUBO SCAV SUMP HIGH HIGH ALARM IS ACTIVATED.
CAUTION: IF LUBE OIL PRESSURE DECREASES TO 6 PSIG EMERGENCY STOP THE AFFECTED GTM IF AUTO SHUTDOWN FAILS.
A. “Stop” verify “Trans to Cooldown”
B. Verify lube oil pressure remains above 10 PSIG.
C. If GTM lube oil supply pressure
decreases to 10 PSIG, ‘E Stop’, monitor for PSFP.
D. Transfer thrust control to CCS and place the affected shaft PCL at +4.0.
E. PACC operator report to EOOW, “No.___ GTM lube oil supply
pressure low. No.___ GTM NORMAL/EMERGENCY stopped. Thrust control is at CCS. No.___ shaft is trailing.”
14
Q
The General Electric LM2500 GTE is a marine propulsion engine capable of producing?
A
26,250 brake horsepower (BHP)
15
Q
LM2500 GTE is a split shaft engine…
A
Gas Generator (GG) and the Power Turbine (PT)
(1) The Gas Generator produces a stream of rapidly expanding hot gases that drive the HP turbine and Power Turbine. The HP turbine drives the compressor and accessories.
(2) The Power Turbine drives the reduction Gear via HSFCS and output shaft.
(3) The Gas Generator and the Power Turbine are aerodynamically (vice mechanically) coupled. As the GG speed is changed, Pt speed proportionally changes.
16
Q
Bleed Air is extracted from four different stages of the Compressor: 8th
A
(1) 8th stage: Used for pressurization and cooling of the four bearing sumps.
17
Q
Bleed Air is extracted from four different stages of the Compressor: 9th
A
(2) 9th stage: Used to pressurize and cool the PT balance piston in the TRF, cool the turbine midframe strut, and LP turbine rotor.
(a) The balance piston reduces the axial load applied to NR 7B bearing by applying air pressure to the face of the rotor shaft in the direction opposite the thrust.
18
Q
Bleed Air is extracted from four different stages of the Compressor: 13th
A
(3) 13th stage: Used to cool the 2nd stage HP turbine nozzles.
19
Q
Bleed Air is extracted from four different stages of the Compressor: 16th
A
(4) 16th stage: Commonly called Customer Bleed Air, 16th Stage Bleed Air is used for cooling the Combustor Lining and centering the flame with in the Combustion Chamber.
(a) A portion of the 16th stage air may be extracted for use in the ship’s Bleed Air System (BAS).
(b) A remotely operated valve, the 16th stage bleed air valve, controls the use of Customer Bleed Air. When the valve is opened, air that would have normally gone on to the combustor section leaves the engine. This reduces the amount of cooling air inside the engine.
20
Q
LM2500 INTAKE SYSTEM
A
The Intake System provides airflow to the LM2500 with minimum pressure drop, flow distortion, or saltwater ingestion.
21
Q
LM2500 INTAKE SYSTEM: Air Module
A
Intake air enters the main duct through louvers and into moisture separators.
The moisture separators consist of filter-agglomerators, vane boxes, blow in panels, and an installed filter water wash system.
After leaving the Moisture Separators, air then flows down the Intake Duct, passing through Silencers, which smooth the airflow to reduce hull-radiated noise. Air then passes through a flexible boot into the Inlet Plenum.
22
Q
LUBE OIL STORAGE AND CONDITIONING ASSEMBLY (LOSCA)
A
The LOSCA filters, cools, de-aerates, and stores the LM2500 synthetic lube oil (MIL-23699) for the GTM.
23
Q
The LOSCA consists of:
A
(1) A 40-gallon storage tank containing 23699-lube oil.
(2) Heat is removed from the returning lube oil by a Shell and Tube type heat exchanger, which uses 2190-TEP from Main Lube Oil System as a cooling medium.
(3) A Scavenge Check Valve, located between the filter and the lube oil cooler. The check valve prevents back-flow of lube oil into the Gas Turbine gearbox and sumps when the engine is secured.
(4) A Duplex Scavenge Filter Element, located on the storage tank, removes particulates from the lube oil returning to the LOSCA. The Scavenge Filter must be manually shifted once the filter element becomes clogged.
(5) A Duplex Supply Filter Element, located inside the Gas Turbine Module, it filters the lube oil supplied to the engine from the LOSCA. The Duplex Supply Filter Element is also shifted manually.
24
Q
MONITORING OPERATING PARAMETERS
Power turbine inlet gas temperature (T5.4).
A
1600 F Maximum
1600 F Alarm
1625 F Auto Shutdown
25
MONITORING OPERATING PARAMETERS
GAS GENERATOR SPEED (NGG)
If 10,122 rpm is exceeded, remove gas generator and send to
overhaul for overspeed inspection.
9700 rpm Maximum
9700 rpm Alarm
26
MONITORING OPERATING PARAMETERS
POWER TURBINE SPEED (NPT)
Overspeed trip at 3960 ± 40 rpm, Maximum, speed above 4585
rpm requires removal for overhaul.
3852 rpm Maximum
3852 rpm Alarm
27
MONITORING OPERATING PARAMETERS
Lube oil cooler outlet temperature.
135-220 F Normal
250 F Alarm
28
MONITORING OPERATING PARAMETERS
Lube oil supply pressure
12 psi Alarm
6 psi Auto Shutdown
29
MONITORING OPERATING PARAMETERS
Scavenge oil temperature
135-300 F Normal (Normal operating temperature will vary with
speed.)
300 F Maximum
300 F Alarm
30
MONITORING OPERATING PARAMETERS
Gas generator vibration
4 mils Alarm
7 mils Step to Idle
31
MONITORING OPERATING PARAMETERS
Power turbine vibration
7 mils Alarm
10 mils Step to Idle
32
MONITORING OPERATING PARAMETERS
Compressor discharge pressure (CDP)
250 psi Maximum
33
MONITORING OPERATING PARAMETERS
Fuel manifold pressure
230-775 psi Idle to Full Power
34
MONITORING OPERATING PARAMETERS
Fuel filter differential pressure
(7 psid maximum at idle)
27 psid Maximum
35
MONITORING OPERATING PARAMETERS
Lube oil supply filter differential pressure
5 psid maximum at idle
20 psid Alarm
36
MONITORING OPERATING PARAMETERS
Lube oil tank level
40 gallons Tank Max Capacity
40 gallons High Level Alarm
9.6 gallons Low Level Alarm
19-24 gallons Normal Range
37
MONITORING OPERATING PARAMETERS
Lube oil scavenge filter differential pressure
5 psid maximum at idle
20 psid Alarm
38
MONITORING OPERATING PARAMETERS
Inlet temperature (T2) (approximately equal to outside air
temperature which is obtained from the pilothouse).
39
Lube Oil pump automatic control settings/logics:
Lead pump to ”LOW SPEED”
PRESS 13 PSIG
LEAD “LOW”
STANDBY “STOP”
Lead pump to “HIGH SPEED”
PRESS11.5 PSIG
LEAD “HIGH”
STANDBY “STOP”
Both pumps to “HIGH SPEED”
PRESS10 PSIG
LEAD “HIGH”
STANDBY “HIGH”
40
Ready to Start permissives checked:
o Most remote bearing lube oil pressure greater than 13.5 psig.
o LM2500 gas generator speed (Ngg)less than 3500 rpm.
o MRG Turning gear disengaged.
o EC system reset.
o Motor Regulator Valve in start position, and not being used by another engine.
o Clutch cover in place.
41
MOTORING DUTY CYCLE (AIR PRESSURE 20-22 PSI)
5 MIN. ON, 2 MIN. OFF; 5 MIN. ON, 18 MIN. OFF IN ANY 30 MIN.
PERIOD
42
START DUTY CYCLE (AIR PRESSURE 35-85 PSI)
45 SEC. ON, 2 MIN. OFF FOR ANY NUMBER OF CYCLES.
OR
2 MIN. ON, 5 MIN. OFF; 2 MIN. ON, 21 MIN. OFF IN ANY 30 MIN.
PERIOD.
43
EC logic will abort start for any of the following conditions:
a. Gas generator speed fails to reach 1200 RPM within 20 seconds after start air valve opens.
b. GTM lube oil pressure fails to reach 6 PSIG within 45 seconds after start air valve opens or when gas generator reaches 4500 RPM.
c. Gas generator speed fails to reach 4500 RPM within 90 seconds after start air valve opens.
d. Throttle is raised above idle after start air valve opens and prior to “STATE ON” being displayed.
e. FMV/A position is greater than 5% when gas generator speed is less than 2500 RPM.
f. TIC is above idle when autostart command is received.
44
BATTLE OVERRIDE
Places equipment in an emergency mode of operation that overrides various EC safety devices.
Battle Override will be used in the situations specified in the Commanding Officer’s Standing Orders, Battle Orders, Restricted Maneuvering Doctrine, Maintenance, and as otherwise specified by the Commanding Officer.
45
Battle Override for the GTM inhibits:
(1) Automatic emergency shutdown:
Vibration high (GG vibs 7 mils, PT vibs 10 mils).
Lube Oil pressure low (6 psig).
PT inlet overtemperature (1625 degrees F).
(2) Engine torque limiting.
(3) PT speed limiting.
(4) Fail to idle relay.
46
Battle Override does not inhibit:
(1) PT overspeed trip (3960 +/- 40 RPM).
(2) Operator initiated stops (Normal or Emergency).
(3) Flame out trip (Fuel Manifold pressure >50 psig and T5.4 <400 degrees F).
47
NORMAL STOP
GTM is brought to idle for a five-minute cool down, and then secured.
48
EMERGENCY STOP
The EC will cause the following actions:
EC commands MFVs closed.
PT brake applied when PT speed below 500 RPM.
Cooling fan stops/vent damper closes.
THE EMERGENCY STOP SEQUENCE WILL NOT CLOSE THE 16TH STAGE BLEED AIR VALVE.
49
“Start Unavailable”
a. Turning gear engaged.
b. Most remote bearing pressure low.
c. Start unavailable from EC.
d. Another GTM already motoring or in start sequence.
50
STARTING PROPULSION TURBINE IAW CAMS, pre-checks:
If cold fuel is to be purged IAW CMFPG
Reduction gear Brake Mode “OFF”
When required, reset EC logic
Purge Valve “Closed”
Bleed Air Valve “Closed”
When required, “Open” Module Fuel Valve
51
Perform the following idle checks: IAW CAMS
a. On GTM:
(1) Power turbine inlet temperature less than 1000 F.
(2) GTM lube oil supply pressure greater than 16 PSIG.
(3) Gas generator speed between 4.9 and 5.1 KRPM.
(4) Gas generator vibration less than 2 mils.
(5) Power turbine vibration less than 2 mils.
(6) Fuel filter differential pressure less than 7 PSID.
(7) Lube oil supply filter differential pressure 5 PSID MAX.
(8) Lube oil scavenge filter differential pressure 5 PSID MAX.
(9) Power turbine speed is zero RPM.
b. On module cooling:
(1) Cooling air outlet temp less than 350 F.
(2) Verify cooling fan is on.
(3) Verify vent damper is open.
52
Bleed Air System is used for:
S.P.A.M.
Is supplied from all 7 Gas Turbine Engines, but is usually taken from the GTG’s due to their constant speed operation, which provides a consistent source of air, 7500 rpms.
53
Major valves in the Start Air System are:
a) Masker Transfer Valve. BMPA
b) Start Air Valve. BSSA
c) Motor Air Regulator Valve. BSSA
(2) Masker Transfer and Motor Air Regulating Valves are controlled by the UCC for starting and motoring the GTM’s and GTG’s.
(3) NR. 3 GTG Room has its own Start Air Cooler to cool bleed air for starts. Firemain is the cooling medium for this cooler.
54
FACT: Normal Bleed Air temperature is 500-800°F and normal pressure 75 PSIG.
FACT: Four (4) Relief Valves, set at 100 PSIG, protect the system from over pressurization. Relief Valves are located in AMR 1, MER 1, MER 2, and NR. 3 GTG and relieve to the nearest Uptake.
55
Where does Start Air System receives cooled air from?
The Masker Air Cooler. The cooler uses seawater from the seawater service system as cooling a medium; the same temperature air is used for both Masker Air and Start Air.
56
Where are BAS loads are determined by ship operational requirements?
The operator must balance the availability of bleed air sources with required bleed air loads for proper operation of the system.
Requirements that both prairie and masker be operated at speeds above 12 knots.
Environmental conditions requiring the operation of the anti-icing system will be given priority over the prairie and masker services.
57
Description of the masker air system:
The masker air system takes hot bleed air from the bleed air collection and distribution main system and cools it to less than 350°F for masker service or to 425°F for start/motor service. It then distributes the air to either the masker services or to the gas turbine start/motor air system for starting or motoring the gas turbine engine.
58
Masker Air Emitter belts
The masker air system operates over a nominal ship speed range of 5 to 28 knots. Design air flows for emitters at ships speeds above 5 knots are as follows:
a. Emitter belt at Fr 122 MER 1
b. Emitter belt at Fr 172
c. Emitter belt at Fr 232 MER 2
59
Description of the prairie air system:
Takes hot bleed air from the bleed air collection and distribution main system and cools it to 125°F maximum. It then distributes the air to the leading edges of the propeller blades, where it is emitted through small holes.
The prairie air system operates over a nominal ship speed range of 12 to 28 knots. The design air flow for each propeller at ship speeds above 12 knots.
60
Description of Anti-icing System:
Uses Bleed Air to increase intake air temperature to prevent ice from forming and becoming a FOD hazard to the GTM’s and GTG’s.
61
What are Bells?
Standard Speed Changes
62
What is a Compressor Stall + symptoms?
A disruption of normal air flow through the Gas Turbine Engine Compressor.
Symptoms of a Compressor stall can include:
Ngg decreases.
T5.4 increases.
Npt decreases.
GG/PT vibrations increase.
Sluggish throttle response.
Loud banging noise from the GTM.
Pt5.4 decreases.
63
There are two types of stalls:
a) Steady state stall occurs at a fixed throttle position. Normally caused by a component failure.
b) Transient state stall occurs during a speed change. This type of stall can be caused by either a component failure or a dirty compressor.
64
EC logic will abort start for any of the following conditions:
a. Gas generator speed fails to reach 1200 RPM within 20 seconds after start air valve opens.
b. GTM lube oil pressure fails to reach 6 PSIG within 45 seconds after start air valve opens or when gas generator reaches 4500 RPM.
c. Gas generator speed fails to reach 4500 RPM within 90 seconds after start air valve opens.
d. Throttle is raised above idle after start air valve opens and prior to “STATE ON” being displayed.
e. FMV/A position is greater than 5% when gas generator speed is less than 2500 RPM.
f. TIC is above idle when auto-start command is received.
65
FUEL OIL SERVICE SYSTEM
Supplies clean, filtered fuel to the four GTMs and the three GTGs. The preferred fuel is (NATO F-76), but JP-5 (NATO F-44) or NATO F-75 are acceptable substitutes.
66
The FOSP is a sliding vane type positive displacement pump. Two per system.
(1) 36 GPM slow @ 105 PSIG.
(2) 72 GPM fast @ 105 PSIG.
(3) The built-in Relief Valve is set at 130 PSIG (relieves to pump suction).
67
Fuel Oil Service Heater
is an electric shell-and tube type cross-flow heat exchanger.
(1) It maintains header temperature at 85°F.
(2) Relief valve is set at 120 PSIG (relieves to the Waste Oil Drain Tank).
68
F/O Unloader Valve
Pneumatically-operated Leslie Valve that fails closed upon loss of LP air and is designed to maintain F/O pressure at 35 PSIG by directing excess F/O pressure back to the Service Tank. It can be bypassed to maintain system pressure if it fails.
69
FUEL OIL PRE-FILTER IAW FOPF
FUEL OIL FILTER/SEPARATOR IAW FOCF
CAUTION: RAPID FILLING AND PRESSURIZATION OF THE -------- CAN CAUSE A DECREASE OF THE FUEL HEADER PRESSURE BELOW 20 PSIG AND AUTOMATICALLY STOP THE FUEL SERVICE PUMP(S) VIA COMPUTER PROGRAM LOGIC.
WARNING: IF FUEL OIL LEAKAGE IS EVIDENT WHEN --------- INLET VALVE IS OPENED, SHUT VALVE IMMEDIATELY.
70
Shift and clean pre-filter when DP....
DP reading reaches 18 PSID.
CAUTION: A SUDDEN DECREASE IN DIFFERENTIAL PRESSURE INDICATES A FAILURE OF THE FILTER.
71
Shift and clean filter/separator when DP...
when DP reading reaches 15
PSID.
CAUTION: A SUDDEN DECREASE IN DIFFERENTIAL PRESSURE INDICATES A FAILURE OF THE FILTER.
72
SEA WATER SERVICE SYSTEM
The sea water service system is designed to deliver cooling water to equipment such as:
a) HP air compressors.
b) Ships service LP air compressors.
c) Main L/O coolers.
d) Masker air coolers.
e) Prairie air coolers.
f) Refrigeration plants.
g) Air conditioning plants.
h) Stern tube seals.
i) Vapor compression distilling plants.
j) Cooling modules for
1) Command and Decision System
2) SPY Radar
3) Sonar
b. The sea water service system is equipped with five centrifugal sea water pumps rated at 1450 gpm at 35 psig.
73
CONSOLE SEAWATER SERVICE PUMP (PACC) IAW CSWP
(Summary Group 052)
NOTE: The seawater cooling main low alarm set point is 24 PSIG and
requires 40 PSIG to reset the seawater low alarm indicator light.
Start or stop seawater pumps as necessary to maintain the seawater
cooling system within 40-45 PSIG operating range.
74
THE LOW PRESSURE (LP) AIR SYSTEM overview:
Is subdivided into three systems:
(1) Vital Air: Serves vital engineering and combat system equipment. The electronic dry air comes from the Vital Air Header.
(2) Non-Vital Air: Serves main deck non-vital LP air services.
(3) Electronic Dry Air serves the combat systems equipment.
75
LPAC Modes of operation:
(1) 115-125 mode (Lead unit): Loads at 115 PSIG and unloads at 125 PSIG.
(2) 110-120 mode (Lag unit): Loads at 110 PSIG and unloads at 120 PSIG.
(3) 105-115 mode (Stand-by unit): Loads at 105 PSIG and unloads at 115 PSIG.
76
Priority Valves: Low Pressure Air System
There are two Priority Valves, one per MER, that automatically close to secure non-vital air when vital header pressure drops to 85 PSIG.
77
Low Pressure Air Non-Vital:
* Pneumatic Hoists
* F/O Purifiers
* L/O Purifiers
* F/O Compensating Sys.
* Sea Chest Blowouts
* Exp. Tank Charging
* Service Outlets
* Laundry
* Rudder Inflatable Seal
* Window Wash
* GTRB Water Wash Tk
* Ship’s Whistle
* Helicopter Support
78
Low Pressure Air Vital:
* MRG Brakes
* GTM Blow-In Doors
* Bleed Air Control Valves
* Stern Tube Inflatable Seal
* Vent Closures
* Ventilation Closures
* GTM Vent Dampers
* Torpedo Hoist
* LOSCA Units
* F/O Unloader VLV
* L/O Cooler Pilot
* Sonar Dome
* GTG Services
* 5”/62 Ammo
79
MLPTO Propulsion Turbine (PT) L/O Supply Pressure LOW
Symptoms/ Indications
1. "GTM ___ LUBO SUPPLY PRESS LO" alarm on Alarms/Status (12 PSIG).
2. "GTM ___ LUBO LEVEL LO" alarm on Alarms/Status (9.6 Gallons).
3. "GTM ___ LUBO SUPPLY FLTR DP HIGH" on Alarms/Status (20 PSID).
4. "GTM ___ LUBO SCAV FLTR DP HIGH" alarm on Alarms/Status (20 PSID).
5. "GTM ___ LUBO SUMP ___ TEMP HIGH" alarm on Alarms/Status (300 F).
6. "GTM ___ LUBO SCAV PRESS LOW" alarm on Alarms/Status (15 PSIG).
7. "Auto Shutdown" alarm illuminates (oil pressure decreases to 6 PSIG).
8. GTM ____ LUBO SCAV SUMP ____ TEMP HIGH” alarm on Alarms/Status (300 F)
9. GTM ____ LUBO SCAV SUMP ____ TEMP HIGH-HIGH” alarm on Alarms/Status (340 F)
80
MLPTO Propulsion Turbine (PT) L/O Supply Pressure LOW
Immediate Actions
NOTE: Automatic shutdown will occur if
lube oil pressure decreases to 6
PSIG.
CAUTION: EMERGENCY STOP THE AFFECTED GTM WHEN THE LUBO SCAV SUMP HIGH HIGH ALARM IS ACTIVATED.
CAUTION: IF LUBE OIL PRESSURE DECREASES TO 6 PSIG EMERGENCY STOP THE AFFECTED GTM IF AUTO SHUTDOWN FAILS.
A. “Stop” verify “Trans to Cooldown”
B. PACC operator verify lube oil
pressure remains above 10 PSIG.
C. E Stop, monitor for PSFP.
D. Transfer thrust control to CCS and place affected shaft at PCL +4.
E. report to EOOW, "No.___ GTM lube oil supply pressure low. No.___ GTM
NORMAL/EMERGENCY stopped. Thrust
control is at CCS. No.___ shaft is
trailing."
81
What is EOT used for and what do you have to be cautious of?
EOT : Engine Order Telegraph Indicator
CAUTION: ENSURE SHAFT IS NOT ROTATING PRIOR TO CONDUCTING ENGINE ORDER TELEGRAPH TEST.
NOTE: “PORT/STBD ENGINE ORDER DIFFERENCE” alarm may appear in the alarm status window due to programmed control level automatically matching various standard orders given; verify alarm reset.
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Brake ON/OFF Mode
a. Used to stop the shaft in an emergency by forcing the GTM’s to idle and applying the PT brake, allowing the SSS Synchro Self-shifting Clutch to disengage.
-Applied drives to idle
- Pitch to zero
-applies the PT brake when NPT decreases below 2200 RPM.
b. The shaft then coasts to a stop, assisted by the use of zero pitch
83
Standing Order 8
Man Overboard Procedures
* EOOW will be ordered to 'SPLIT PLANT' if at trail shaft.
* Secure VCHT + overboard discharge.
* Secure Masker + Prairie Air
84
Standing Order 10
Restricted Maneuvering Doctrine
* Purpose is to maintain ordered speed, electrical power, and steering support, during difficult maneuvering situations and combat ops.
*Set during :
-- S&A and/or high traffic areas
-- Complex, close-in maneuvering situations/ close proximity to other vessels (UNREP)
-- Emergency Flight Quarters
-- Combat Situations
-- OOD deems necessary
* Max Plant Reliability is preferred system config, usually set before RMD.
85
Standing Order 10
Restricted Maneuvering Doctrine
**Main Engine Casualties
* Don not xfer thrust control to CSS unless there is loss of both pri/sec stations on bridge.
* FULL PWR or SPLIT PLANT EOOW apply Battle Override
*Last GTM requires CO's Permission.
*GTM module fire - DO NOT STOP FOSP or shift F/O s+r vls -- isolate and deflect leak with out securing. If logics stop FOSPs to either shaft OOD has 5min then notify EOOW to take EOCC actions. If pri/reserve halon is release, CO Permission. Continue to print out! haha
86
Stand Order 11 Max Reliability Configuration
* Provides maximum engineering plant and combat system reliability and minimize the likelihood of a single point failure.
* Set to support planned RMDs, not required for RMD
--Net 83/53
*MRC set upon GQ (exception of OD box) unless:
1. DO NOT SET if ASW or minefield.
2. DO NOT SET MER Space Fire or Major fuel/lube oil leak.
87
Stand Order 11 Max Reliability Configuration: Equipment
1. Four GTM online
2. Electric pmps in MANUAL
3. Mini 3 SWSP: 1, 3, ,5 providing 40 PSI
4. F/O Service System F/O S + R vlvs to the fullest services tanks 30min before RMD.
88
Standing Order 09 Anchoring
* bring main engines and steering units online (HPUs)
* EOOW Man Engineering S & A detail
89
Standing Order 14 Flight Deck/ Helicopter Operations
* Be in at least SPLIT PLANT before coming to Foxtrot Corpen for recover/ launch.
*SPD greater than 20 knots
*Casualty take thrust control from bridge request OOD to 'wave of helo' **unless at RMD
*RED DECK No helo, except start engines
*GREEN DECK shafting causality EOOW will not slow the ship until helo waved off and RED DECK over 1MC.
*AMBER DECK
Emergency Flight QTRS: come to SPLIT PLANT, and set RMD.
90
Standing Orders 15 Towed Gear Operations - MFTA and NIXIE
91
MLFOP: Loss of Fuel Oil Pressure
SYMPTOMS/INDICATIONS
1. "FO SERVICE PUMP ___ DISH PR LOW" alarm on Alarms/Status (32 PSIG for 10 seconds).
2. "ER ___ FO SVCE HEATER TEMP HIGH" alarm on Alarms/Status (135 F).
3. "ER ___ FO ENG SUPPLY PRESS LOW" alarm on Alarms/Status (20 PSIG).
4. Lead fuel oil service start and pump cycle to FAST. With no increase in fuel system pressure.
5. "FO PREFILTER ___ DP HIGH" alarm on
Alarms/Status (18 PSID).
6. "FO FILTER/COALESCER DP HIGH" alarm on Alarms/Status (15 PSID).
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MLFOP: Loss of Fuel Oil Pressure
IMMEDIATE ACTIONS
A. PACC operator report to EOOW, "Loss of fuel oil pressure in No.___
engine room."
B. “OFF” FO Pump Speed; verify
C. “Close” Suction & Rtn Valves menu; verify
D. “Stop” button; verify “Trans to
Cooldown”
E. Transfer thrust control to CCS and place the affected shaft PCL at +4.0.
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MMFOL: Major Fuel Oil Leak
SYMPTOMS/INDICATIONS
1. "ER___ FO ENG SUPPLY PRESS LOW" alarm on Alarms/Status (20 PSIG).
2. Lead fuel oil service pump will cycle to FAST. With no increase in fuel oil system pressure, pumps will STOP.
3. "FO SERVICE PUMP ___ DISH PR LOW" alarm on Alarms/Status (32 PSIG for 10 seconds).
4. Bilge alarm on DCC.
5. Smell of fuel in the engineroom.
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MMFOL: Major Fuel Oil Leak
IMMEDIATE ACTIONS
A. E STOPS, monitor for PSFS
B. Select “OFF” from the FO Pump Speed menu; verify
C. “Close” from Suction & Rtn
Valves
D. Transfer thrust control to CCS and
place the affected shaft PCL at +4.0.
E. Report to EOOW, "No.___ fuel oil
service system secured. No.___ GTM
emergency stopped. Thrust control
is at CCS. No.___ shaft trailing."
F. When required, shut running GTM
bleed air valve report to EOOW,
"Bleed air secured from No.___
GTM."
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MBGTM: Class "B" Fire in Propulsion Turbine Module (GTM)
SYMPTOMS/INDICATIONS
1. GTM __ "MODULE FIRE" alarm indicator illuminates (UV sensor).
2. ENGINE __ "MODULE TEMP HIGH" alarm indicator illuminates on COOLING STATUS (350 F).
3. "GTM ___ MODULE FIRE" alarm on Alarms/Status.
4. "GTM ___ CLG AIR OUTLET TEMP HIGH" alarm on Alarms/Status (350F).
5. Black smoke or flames visible through the GTM module observation window.
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MBGTM: Class "B" Fire in Propulsion Turbine Module (GTM)
IMMEDIATE ACTIONS
NOTE: When the PRIMARY HALON is
activated, an engine emergency
stop signal is sent to the EC, vent damper will close and cooling fan will stop.
A. PRIMARY HALON menu. Ensure "GTM __" turns red after 30 seconds and GTM stops.
B. "Closed" on the Module
Fuel Valve ; verify
C. Transfer thrust control to CCS and
place the affected PCL at +4.0.
D. “OFF” from the FO Pump Speed
menu; verify
E. “Close” from Fuel Suction
& Rtn Valves menu; verify
F. Report to EOOW, "No.___ GTM
Module fire. No.___ GTM stopped.
Primary halon released, No.___
fuel oil service pump stopped.
Fuel oil service tank suction and
recirculation valves are shut.
Module fuel valve is shut. Thrust
control is at CCS. No.___ shaft is
trailing."
G. When ordered, release reserve halon
by selecting "GTM __" from RESERVE
HALON menu.
H. When required, report to EOOW,
"Reserve halon released."
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MCASF: Gas Turbine Cooling Air System Failure (GTM)
SYMPTOMS / INDICATIONS
1. ENGINE __ "LOW DP PRESS" alarm indicator illuminates on COOLING STATUS( < 3 or > 25" H20).
2. ENGINE __ __ "MODULE TEMP HIGH" alarm indicator illuminates on COOLING STATUS (350 F).
3. "GTM ___ VENT DAMPER CLOSE" status on Alarms/Status.
4. "GTM ___ COOLING FAN OFF" status on Alarms/Status.
98
MCASF: Gas Turbine Cooling Air System Failure (GTM)
IMMEDIATE ACTIONS
A. E STOPS, monitor for PSFP
CAUTION: IF MODULE AIR TEMPERATURE CONTINUES TO INCREASE TO 400 F AND "MODULE FIRE" ALARM IS ACTIVATED AT THE PACC AND UPON VERIFICATION OF MODULE FIRE
PROCEED TO CASUALTY PROCEDURE FOR CLASS "B" FIRE IN GTM
MODULE (ID NO. BGTM).
B. Verify that module temperature remains within normal limits.
C. Transfer thrust control to CCS and place the affected shaft PCL at +4.0.
D. Report to EOOW, "No.___ GTM cooling air system failure, No.___ GTM emergency stopped. Thrust control is at CCS. No.___ shaft is trailing."
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MGGS: Gas Generator (GTM) Stall
SYMPTOMS/INDICATIONS
1. A low frequency rumble or roaring noise.
2. A banging noise.
3. Gas generator RPM fluctuating.
4. Higher than normal PT inlet temperature.
5. Higher than normal fuel manifold pressure.
6. An abrupt increase in gas generator and/or power turbine vibration.
7. Gas generator speed does not respond to throttle command.
8. “GTM __ STALL DETECTED” alarm on
Alarms/Status.
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MGGS: Gas Generator (GTM) Stall
IMMEDIATE ACTIONS
NOTE: If engine stall occurs at gas generator speed exceeding 7500 RPM, the engine cannot be operated until the cause is determined and repairs completed. When the affected engine is required for operation and if the stall occurs at speeds lower than 7500 RPM and the stall condition clears, the affected engine can be operated at 5% lower power level than stall occurrence, as determined by stall recurrence testing.
A. “Stop” button; verify “Trans to Cooldown”
B. Verify that stall clears.
C. E STOPS, monitor PSFP.
D. Transfer thrust control to CCS and place the affected shaft PCL at +4.0.
E. Report to EOOW, "No.___ GTM stall. No.___ GTM NORMAL/EMERGENCY stopped. Thrust control is at CCS.
No.___ shaft is trailing."
100
MGTEC: propulsion Turbine Module (GTM) Emer4gency Cooldown Procedure
NOTE: If it is not possible or desirable to perform step A, then the main turbine should not be restarted for six (6) hours following shutdown.
A. When the gas turbine was shutdown without the normal 5 minutes operation at idle and when T5.4 temperature during operation was above 1000 F or NGG of 8000 RPM preceding shutdown, perform one of
the following steps. These steps
are listed in order of preference.
1. Restart engine with (4) min, no restrictions on engine operation above idle. Engine is not
needed to satisfy propulsion
requirements, it should be
run for five (5) minutes before shutdown in accordance with normal EOP procedure (CP NO. CMAS).
2. Motor the main turbine for five (5) minutes after turbine stops rotation within ten (10) minutes after initiation of shutdown in accordance with EOP procedure (CP NO. CPTM).
3. Perform a five (5) minute motoring immediately prior to
restart in accordance with EOP procedure (CP NO. CPTM).
101
MAIN LUBE OIL SERVICE, FILL, AND TRANSFER SYSTEM
The Main Lube Oil (L/O) System is designed to deliver clean, filtered L/O (2190 TEP) at the proper temperature and pressure to the Main Reduction Gear (bearings, clutches), GTM LOSCA (cools the 23699 synthetic oil), and Main Thrust Bearing.
102
Main L/O System components: Three Positive Displacement Lube Oil Service Pumps (LOSP).
c) L/O service pump ratings:
Electric:
318 GPM slow @ 100 PSIG
560 GPM fast @ 100 PSIG
Attached:
690 GPM @ 168 SRPM @ 75 PSIG
103
Main L/O System components: L/O filter
Duplex unit, manually shifted, with an alarm at 10 PSID.
Normal differential pressure between 2 and 10 PSID.
104
Main L/O System components: Three-way Temperature Regulating Valve
Maintains system temperature at 120 to 130°F at the MRG inlet header. Directs L/O through or around the cooler depending on L/O temperature at the inlet to the MRG. Upon loss of Control Air, all L/O will be sent through the cooler (max cooling).
105
Main L/O System components: L/O Cooler
Shell and tube type heat exchanger using seawater from the SWS as a cooling medium.
106
LOFSP: Libe Oil Filter/ Separator Purifier Operation
WARNING: HOT OIL AND GASES WILL BE DISCHARGED WHEN OPENING VENT VALVE. PROPER PPE SHALL BE WORN WHEN OPENING AND SHUTTING THE VENT VALVE.
1. Verify flow through lube oil heater continuous vent sight glass
every hour when operating.
2. Obtain all required lube oil samples in accordance with NSTM 262.
NOTES:
1. Ensure lube oil temperature is between 100 and 170°F.
2. Forced lubrication systems are to be purified while underway for a minimum of 4 hours daily and until there is no indication of water in oil samples.
DESIGN OPERATING DATA:
**OIL TEMPERATURE CONTROL SETTING 120 ± 10°F
**SHEATH HIGH LIMIT TEMPERATURE CONTROL SETTING 325°F
**OIL HIGH LIMIT TEMPERATURE CONTROL SETTING 180°F CODE
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CPPC: Console- Propeller Pitch Control Pump (PACC) : When the electric pump is in AUTO, what cause the pump to shut off?
While underway, the attached CPP pump is capable of supplying
sufficient hydraulic oil pressure for normal CPP propeller
operations. With the electric pump in AUTO, it will stop when the
flow rate from the attached pump reaches 120 ±5 GPM and start when flow rate decreases to 90 GPM.
108
CPPC: Console- Propeller Pitch Control Pump (PACC) : DESIGN OPERATING DATA
"CPP SUMP TANK LEVEL HIGH" 1168 GALLONS STBD 1224 GALLONS PORT
Attached Pump Discharge Pressure 1000 PSIG (MAX)
Electric Pump Discharge Pressure 1000 PSIG (MAX)
"CPP HYD OIL FLOW HIGH" Alarm Setting 120 ±5 GPM
"CPP HYD OIL FLOW LOW" Alarm setting 90 GPM
"SUMP TANK TEMP HI/LO" Alarm Setting LO - 80 F
HI - 160 F
"SUMP TANK LEVEL LO" Alarm Setting 801 GALLONS STBD
742 GALLONS PORT
"OIL TEMP HI" (SERVO) Alarm Setting 180 F
"CPP AX HYD OIL FLTR DP HIGH" Alarm Setting 90 PSID
"CPP EL/GR HYD OIL STR DP HIGH" Alarm Setting 4" Hg
"CPP EL/GR HYD OIL FLTR DP HIGH" Alarm Setting 130 PSID
109
MLHOP: Loss of Controllable Pitch Propeller (CPP) Hydraulic oil Pressure
SYMPTOMS/INDICATIONS
1. Servo hydraulic oil pressure gauge indicates low pressure.
2. "___ CPP HYD OIL SM TK LVL LOW" alarm on Alarms/Status (742 gallons PORT, 801 gallons STBD).
3. "___ CPP HYD OIL FLTR DP HIGH" alarm on Alarms/Status (summary 130 PSID, 90 PSID or 4" Hg).
4. "___ CPP HYD OIL LOW FLOW" alarm on
Alarms/Status (< 90 GPM).
5. Pitch decreasing without command.
6. Erratic pitch movement or lack of pitch response to throttle commands.
110
MLHOP: Loss of Controllable Pitch Propeller (CPP) Hydraulic oil Pressure
A. Report to EOOW, "Loss of CRP
hydraulic oil pressure to No.___
shaft."
B. E STOPS, monitor PSFP.
NOTE: When the ship is slowed below 5
knots pump seachests may become
air bound if the masker air system
is in operation.
C. “Off” from the Port and Stbd Hull Masker menus;
D. Transfer thrust control to CCS and
leave the affected shaft PCL at current setting.
CAUTION: DO NOT ALLOW SHAFT TO ROTATE IN THE REVERSE DIRECTION.
E. Maneuver with the unaffected shaft
program control lever to stop the
affected shaft.
F. When the affected shaft RPM is at
or near zero, place the unaffected
shaft program control lever at
"STOP". Maintain zero thrust.
G. Report to EOOW, "No.___ GTM
emergency stopped, No.___ shaft
stopped, thrust control is at CCS
with unaffected program control
lever at STOP, maintaining zero
thrust."
NOTE: If a major hydraulic oil leak
is detected proceed to casualty
procedure ID NO. LHOL.
H. When required, "Manual"
and "OFF" from affected engine room
CPP Pump menus; verify
111
MLCRP: Loss of Controllable Pith Propeller (CPP) Control
SYMPTOMS/INDICATIONS
1. "___ CPP HYD OIL FLTR DP HIGH" alarm on Alarms/Status (summary 130 PSID, 90 PSID or 4" Hg).
2. Actual pitch indication differs from the commanded pitch.
3. No response in propeller pitch when throttle command is varied.
4. "AUTO/MANUAL PITCH FEEDBACK UCC INVALID" alarm
on Alarms/Status.
112
MLCRP: Loss of Controllable Pith Propeller (CPP) Control
A. Report to EOOW, "Loss of propeller
pitch control to No.___ shaft."
B. Transfer thrust control to CCS,
test program control for positive
pitch response and report results
to the EOOW.
NOTE: If a major hydraulic oil leak
is detected proceed to casualty
procedure ID NO. LHOL.
NOTE: When the ship is slowed below 5
knots pump sea-chests may become
air bound if the masker air system
is in operation.
C. When required, “Off” from
the Port and Stbd Hull Masker
menus;
D. E STOPS, monitor PSFP
CAUTION: DO NOT ALLOW SHAFT TO ROTATE IN THE REVERSE DIRECTION.
E. Maneuver with unaffected shaft
program control lever to stop the
affected shaft.
F. When the affected shaft RPM is at
or near zero, place the unaffected
shaft program control lever at
"STOP". Maintain zero thrust.
G. Report to EOOW, "No.___ GTM
emergency stopped, No.___ shaft is
stopped, maintaining zero thrust."
H. When ordered, select "Manual" and
"OFF" from affected engineroom
CPP Pump menus; verify CPP Pump
"Manual" and "OFF" indications
illuminate.
I. Report to EOOW, "No.___ electric
CPP pump stopped."
113
MSEAH: Procedure for setting and removing ahead pitch, What speed are you able to go?
**IN ANY EVENT, 110 SRPM
SHALL NOT BE EXCEEDED ON EITHER SHAFT. A RUDDER ANGLE OF 20 DEGREES IN EITHER DIRECTION SHALL NOT BE EXCEEDED.
**THE OIL DISTRIBUTION (OD) BOX TEMPERATURE MUST BE CONTINUOUSLY MONITORED TO ENSURE SYSTEM OIL TEMPERATURE IS MAINTAINED BELOW 160 F.
114
When setting Emergency Pitch, What do we tag-out, etc?
A. EOOW order No.___ engine room to
lock shaft (ID NO. LUSU).
C. When ordered, No.___ engine room set emergency ahead pitch by performing the following:
1. When required, stop the affected electric CPP pump.
2. Tag out the affected electric CPP pump in accordance with current
OPNAV instructions and ship’s tag out procedures.
3. Disengage affected attached
CPP pump and tag out in accordance with current OPNAV instructions and ship’s tag out procedures.
4. Open the bypass valve at the
HOPM.
5. Simultaneously position both
manual changeover valves to
the "OFF" position.
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