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
 ADMIN
The 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.

•
•
 ADMIN
The 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.