reduction gears, shaft locking by means of thejacking gear is permissible, provided that the jack-ing gear has been designed for this purpose (asindicated, by the manufacturer’s instructions) orwhen such action is approved by NAVSEA. Someships are provided with brakes that are used forholding the shaft stationary. When no provisionshave been made for locking the main shaft, it isusually possible to arrange a jury rig (preferablyat a flanged coupling) which will hold the shaft.As a precautionary measure, jury rigs should bemade in advance of an actual need for lockinga shaft. On diesel-electric drive ships, no attemptshould be made to hold the shaft stationary byenergizing the electrical propulsion circuits.EMERGENCY PROCEDURESUnder certain circumstances you may receivethe order to light off additional engines. Whentime will not permit following normal routine pro-cedures, emergency procedures may have to beused. Since procedures differ, depending on theinstallation, you must be familiar with the pro-cedures established for your ship.These emergency procedures are listed in theEngineering Casualty Control Manual for yourship. They are issued by the type commander.Upon receipt, manuals are modified to fit the in-dividual installation. It is the responsibility of yourship’s engineer officer to establish the step-by-stepemergency procedures and the necessarychecklists.ENGINEROOM CASUALTIESThe type commander for each class ship for-mulates the engineering casualty procedures whichare applicable to a specific type of engineeringplant.In the event of a casualty to a component ofthe propulsion plant, the principal objective is theprevention of additional or major casualties.Where practicable, the propulsion plant must bekept in operation by means of standby pumps,auxiliary machinery, and piping systems. The im-portant action to be taken is to prevent minorcasualties from becoming major casualties, evenif it means suspending the operation of the pro-pulsion plant. It is better to stop the main enginesfor a few minutes than to risk putting them com-pletely out of commission.When a casualty occurs, notify immediatelythe EOOW or the petty officer of the watch, whowill in turn notify the OOD and the engineer of-ficer. Main engine control must keep the bridgeinformed as to the nature of the casualty, theship’s ability to answer bells, the maximum speedavailable, and the probable duration of thecasualty.DIESEL ENGINE CASUALTIESThe Engineman’s duties concerning engineer-ing casualties and their control depend upon thetype of ship-which may be anything from a PTboat to a carrier. An Engineman operates enginesof various sizes, made by various manufacturers,and intended for different types of services.Detailed information of diesel engine casu-alty control procedures must be obtained from themanufacturers’ instructions, the pertinent typecommander’s instructions, and the ship’sEngineering Casualty Control Manual.Some examples of the types of engineeringcasualties that may occur, and the action to betaken are given below. The observance of allnecessary safety precautions is essential in allcasualty control procedures.BROKEN INJECTION TIP1. Cut out the faulty injector.2. Notify the engineer officer and the bridgeof the casualty. Request permission to secure theengine for repairs.3. After permission has been obtained, securethe engine, remove the injector and replace it withthe spare, following the procedures outlined in theappropriate maintenance manual.4. After repairs are completed, test the engine.When it is operating properly, report to theengineer officer and the bridge.BROKEN CYLINDER LINER1. Secure the engine.2. Report to the engineer officer and thebridge. Request permission to proceed withrepairs.3. When permission is granted, remove thehead and piston; pull the broken liner and replaceENGINEMAN 1 & C9-6
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