Lewis, Girimonte, and Herring's Enlisted Aviation Warfare Specialist LHD Specific Tutorial

Enlisted Aviation Warfare Specialist (EAWS)
Sections 107, 108, and 109

LHD EAWS Specific Sections 113, 114, 115 and 116

Section 113:

113.1 Describe the purpose of the Main Engine/Reduction Gear Lube Oil (L/O) system. Provides lubrication to propulsion reduction gears and steam turbine bearings. The lube oil pumps takes suction from the reduction gear sump and delivers oil by way of the strainer and the oil cooler to the lubricating oil header. From the header, oil is distributed to the various gears, couplings and clutch oil sprays, attached servomechanisms and other components, and the thrust and journal bearings serviced by the system. From these service points the oil is returned to the sump by gravity. To ensure that adequate pressure is maintained, the system contains a sensing device that activates a standby or emergency electric pump whenever the pressure supplied by the operating pump (attached lube oil pump) is insufficient.

113.2 Describe the function of the following major components: a. Lube Oil Service Pumps (LOSPs) - One attached lube oil pump (driven by the reduction gear) delivers oil to the lube oil system. Two electric driven lube oil pumps are used for lubrication during start-up, securing or as a standby (automatically starts at pre-set pressure in the lube oil system). The Main Lube Oil system has a Logic Tree that starts the electric driven lube oil pumps when the pressure drops as follows: 10 psi - standby pump starts on slow speed 8.5 psi - standby pump shifts to fast speed 7.0 psi - emergency pump starts on fast speed 6.0 psi - low lube oil pressure alarm sounds. When low lube oil pressure alarm sounds the Main Engine is “Stopped and Locked” to prevent damage to the gears and bearings due to loss of lubrication. However, during restricted maneuvering the main engine is not stopped and locked unless either the lube oil pressure drops to 2 psi or permission is granted by the Officer of the Deck.

b. Lube Oil Cooler - Oil passes through the cooler on its way to the system. Lube oil outlet temperature from the cooler is maintained at 120-130° F. Coolers are a shell and tube type heat exchanger.

c. Lube Oil Strainer - Used to remove foreign debris from the oil before it reaches the bearings and oil spray nozzles. Strainers are also important in providing indication of the condition of the lube oil and the bearings it serves through periodic inspection of their contents. Strainers are of the duplex strainer type, wherein one basket can be opened for inspection while the other basket is in use.

d. Lube Oil Purifier - Used to remove water and other impurities not trapped by the filters or strainers. Works by centrifugal action. Equipment with a centrifugal purifier is normally aligned to purify its oil while the equipment is operating (defined as having on-line purification capability (Main Engine)).

e. Lube Oil Storage and Settling Tanks Storage tanks - Used to store new or renovated oil. Settling tanks - Used to allow water and other impurities to settle out of the oil, also used to renovate (purify/clarify) lube oil through the lube oil purifier. Used oil may also be stored in these tanks.

Section 114:

114.1 State the purpose and location of the following: a. Oily Waste Separator - The oily water separator is a two stage process that separates the oil from the bilge water in order for the ship dispose of oil at shore facilities and discharge water with 70 PPM maximum oil content out to sea. Located in the Auxiliary Machinery Room (6-73-0-E).

b. Oil Content Monitor - An integral part of the water separator is the final component of the oily water separator. Detects any amount of oil entrained in the water prior to being discharged overboard. If the oil content of the water is greater that 70 PPM the water is returned to the holding tank for reprocessing; if water is less than 70 PPM then it is safe for discharge overboard at sea. Located: Local - Auxiliary Machinery Room (6-73-0-E); Remote - Forward Main Machinery Room (EOS) (6-65-0-E).

c. Deck Connection - Otherwise known as risers. Valve and piping assemblies for transfer of oily waste. Located on RAS Station 5 (starboard side) and in the Mooring Station by the port side accommodation ladder.

d. Waste Water Pump - A pump that transfers water collected in a tank located in both main spaces from various sea water drains and waste drain sources and discharges it over the side. These waste water sources are oil free and do not need to go through the oily separator.

e. Waste Oil Retention Tank - The collection point for waste oil removed by the oily water separation system. The oil collected here is offloaded to shore facilities for proper disposal in port. Total capacity is about 17,000 gallons. Located in the Auxiliary Machinery Room (6-73-0-E).

f. Oily Waste Holding Tank - The collection point for raw bilge water prior to the separation process. Total capacity of 13,000 gallons. Located in the Auxiliary Machinery Room (6-73-0-E)

g. Oily Waste Transfer Pump - Used to move bilge water from tanks or bilges into the oily waste holding tank. There are a total of 5 oily waste transfer pumps onboard the USS Boxer. #2 & #3 are used primary to service the main spaces. Additionally, they are used to transfer oily waste from the Auxiliary Machinery Room to the risers for offloading to a shore facility. LOCATIONS: #1 Forward JP-5 Pump Room #2 & 3 Auxiliary Machinery Room (6-73-0-E) #4 Aft JP-5 Pump Room. #5 Port Side After Steering Room.

h. Main and Secondary Drainage Eductors - Used for dewatering different spaces in the ship. Main Drainage Eductors LOCATIONS: #1 & 2 Located in the Forward JP-5 Pump Room #3 & 4 Forward Main Machinery Room (6-65-0-E) #5 & 6 Aft Main Machinery Room (6-81-0-E) Secondary drainage eductors are used to pump out auxiliary spaces outside the main machinery spaces.

Section 115:

115.1 State the location of the Following components: a. Main Thrust Bearing - Located aft of the main reduction gear second reduction gear housing.

b. Main Propulsion Turbines - Located at the forward end of the main reduction gears; one (1) High Pressure (HP) and Low Pressure (LP) unit per main space.

c. Main Reduction Gear - Located on the aft end of the High Pressure (HP) and Low Pressure (LP) turbines.

d. Shaft Seals/Bulkhead Seals/Inflatable Seals - Bulkhead seals are located on bulkheads of adjoining compartments where the main shaft goes through. Shaft seals and inflatable seals are in the last compartment bulkhead that separates the interior of the ship from the outside (1C & 2C shaft alleys from stern tubes).

e. Strut Bearing - One (1) per shaft. Located outside the ship’s hull. Normally the last bearing that holds the main shaft prior to the propeller.

f. Jacking Gear - Located on the aft end of the High Pressure (HP) first reduction pinion of the main reduction gear in both main spaces. Used for modified main, warm up, cool down and inspections.

115.2 State the purpose and location of the following: a. Main Condenser - Function is to cool down the steam and change it’s state from steam to a liquid known as condensate. The bottom part is called the hotwell and is the collection point for the condensate prior to being pumped out by the condensate pumps. Attached under the Low Pressure (LP) Turbine.

b. Main Air Ejectors/Air Ejector Condensers - Main air ejectors remove air and non-condensable gases from the main condenser by maintaining 28” HG (vacuum). Located inside the Main Condenser. Air ejector condensers are used to preheat condensate before it enters the DFT. Condensate is used as the cooling medium for the air ejector condenser. Located down-stream of the main condensate pumps.

c. Main Condensate Pump (MCP) - Pumps condensate from the hotwell of the main condenser to the DFT. There are 2 pumps per main condenser.

d. Main Circulating Pump (MCWP) - provides cooling water (seawater) to the main condenser when ship is operating inport or at speeds below 12 knots.

115.3 Describe the function of the following valves: a. Guarding Valve - Valve installed upstream of the throttle valves. Permits isolation of main steam flow to the turbines if the throttles are leaking or damaged.

b. Ahead Throttle Valve - admits main steam flow to the High Pressure (HP) turbine and (LP) turbine propelling the ship in the forward direction.

c. Astern Throttle Valve - admits main steam flow to the astern elements inside the (LP) turbine casing propelling the ship in the astern direction.

115.4 State the impact on ship’s operations during the following conditions: a. Split Steam Plants -both main engine High Pressure (HP) and Low Pressure (LP) turbines and Ship Service Turbine Generators (SSTG’s) and all associated auxiliary equipment are being supplied by the boiler in the space. Maximum speed is 24 knots. b. Cross Connected Steam Plants - both main engine High Pressure (HP) and Low Pressure (LP) turbines and Ship Service Turbo Generators (SSTG’s) and all associated auxiliary equipment is being supplied by one boiler (either #1 or #2). Maximum speed is 18 knots. c. Trailing Shaft - this condition usually exits one of the main plants is recovering from an causality and the main engine throttle valves have been shut and no steam is being supplied to the main engines. The shaft of the affected plant is spinning through the water by the motion of the unaffected shaft going through the water. Maximum speed available is 18 knots. d. Locked Shaft - condition exits when one of the main engine shafts has had a causality and the shaft is locked so it can not be turned. This prevents further damage to the main engine. Maximum speed available is 15 knots on unaffected shaft. e. Restricted Maneuvering - a condition which exits when the ship is underway and because of its relative position to other ships or land masses, the Officer of the Deck (OOD) is in need of maximum control of the ship to ensure safety of the ship. This gives total control of the engineering plant to the Officer of the Deck. Except for the following causalities to the engineering plant in which the Engineering Officer of the Watch (EOOW) will take immediate causality control for: 1. Low Water in the Boiler 2. Loss of Boiler Fires 3. Ruptured BoilerTube 4. Class “C” Fire in the Switchboard 5. Class “C” Fire in the Generator 6. Loud Metallic Noise form Main Engine 7. High Water in the Boiler 8. Class “B” fire in a Main Propulsion Space 9. Major Steam Leak 10. Major Fuel Oil or Lube Oil Leak - the affected plant will not be secured until, in the opinion of the Engineering Officer of the Watch (EOOW), the fuel oil or lube oil leak can no longer be safely contained. 11. Loss of Lube Oil Pressure to the Main Engine - the affected engine will not be stopped and locked until permission granted by the Officer of the Deck (OOD), or the lube oil pressure drops to 2 PSI. All other causalities will be immediately reported to the Officer of the Deck (OOD) and all controlling actions must be taken to maintain indicated RPM until directed otherwise by the Officer of the Deck (OOD). The Engineering Officer of the Watch (EOOW) will inform the Officer of the Deck (OOD) of what action should be taken as soon as the ship can be safely maneuvered.

Section 116:

116.1 State the function of the following major components:

a. Steering Pumps - Variable Displacement Main Hydraulic Pump (Axial-Piston) and Fixed Displacement Auxiliary Pump (Axial Piston). (2) two per rudder. 1. Variable Displacement Main Pump - provides hydraulic power for moving the rudder.

2. Fixed Displacement Auxiliary Pump - driven by an electric motor connected to the main pump. Provides hydraulic power for the servo system and the required volume of fluid for replenishing the main hydraulic system. - The replenishing circuit provides fluid at 225 psi to make up for leakage in the main hydraulic system. - The servo circuit provides fluid at 600 psi for actuation of the interlock pressure switches, for pilot operation of the main hydraulic system blocking transfer valve and moving the stroke control pistons in order to cause the pump to go on stroke.

b. Trick Wheel - Provides local hydraulic control of the steering system in case of failure of the remote steering system. (1) one per steering pump.

c. Differential Control Box - This box receives an ordered signal (mechanical) Rotary Hydraulic Power Unit which converted the electrical signal from the steering control console on the bridge during normal operation or from a trick wheel (mechanical) in after steering during casualties. (1) one per steering pump.

d. Ram Assembly - The ram is a double-ended type with two single acting pistons/cylinders that convert reciprocating motion to rotary motion of the rudder(s).

e. Emergency Steering Pump: 1. Hand Emergency Steering - In the event that port or starboard rudder control is lost at both the Pilot House and trickwheel station, hydraulic control of each rudder is possible by means of a hand emergency steering unit. A manually operated pump supplies a separate hydraulic system that is capable of independent rudder control at reduced rudder torque at a system pressure of no more than 650 psi.

2. Powered Emergency Steering - In the event the primary steering control system is lost, a backup system is provided. Electric submersible power units in the steering gear rooms can accomplish powered emergency steering with control from an emergency steering station (in the passageway forward of repair 3). Mounted inside the submersible steering units' watertight enclosure is an electric motor and hydraulic pump. Control of rudder is 10° port to 10° starboard.

f. RACK AND PINION FOLLOW-UP ASSEMBLY - Sends a signal from the rudder king post to the main pump to take the pump off stroke.

116.2 State the different modes of steering control.

1. Aft Steering - Local trick wheel (Manual control of (1) one steering gear pump) 2. Emergency Steering Station (1-121-1-Q - Emergency Steering pump (Remote control station if aft steering is flooded). 3. Aft Steering - Hand pump emergency (20 revolutions of hand crank for 1 degree rudder). 4. Aft Steering - Ratchet (Positions rudders to 0 degrees only). 5. Bridge - Hand electric (From helm on bridge). 6. NFC (Non Follow-up Control) Helm override control. 7. Auto pilot (Automatic heading no helmsman needed). 8. Port synchronizer (Helm override control).

C-130 EAWS Specific PQS Tutorial
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AZ1(AW/NAC) Kimberly Herring
DSN: 678-3704

FC2(SW) Daniel A. Girimonte