reduction gears, shaft locking by means of the
jacking gear is permissible, provided that the jack-
ing gear has been designed for this purpose (as
indicated, by the manufacturer’s instructions) or
when such action is approved by NAVSEA. Some
ships are provided with brakes that are used for
holding the shaft stationary. When no provisions
have been made for locking the main shaft, it is
usually possible to arrange a jury rig (preferably
at a flanged coupling) which will hold the shaft.
As a precautionary measure, jury rigs should be
made in advance of an actual need for locking
a shaft. On diesel-electric drive ships, no attempt
should be made to hold the shaft stationary by
energizing the electrical propulsion circuits.
EMERGENCY PROCEDURES
Under certain circumstances you may receive
the order to light off additional engines. When
time will not permit following normal routine pro-
cedures, emergency procedures may have to be
used. Since procedures differ, depending on the
installation, you must be familiar with the pro-
cedures established for your ship.
These emergency procedures are listed in the
Engineering Casualty Control Manual for your
ship. They are issued by the type commander.
Upon receipt, manuals are modified to fit the in-
dividual installation. It is the responsibility of your
ship’s engineer officer to establish the step-by-step
emergency procedures and the necessary
checklists.
ENGINEROOM CASUALTIES
The type commander for each class ship for-
mulates the engineering casualty procedures which
are applicable to a specific type of engineering
plant.
In the event of a casualty to a component of
the propulsion plant, the principal objective is the
prevention of additional or major casualties.
Where practicable, the propulsion plant must be
kept in operation by means of standby pumps,
auxiliary machinery, and piping systems. The im-
portant action to be taken is to prevent minor
casualties from becoming major casualties, even
if it means suspending the operation of the pro-
pulsion plant. It is better to stop the main engines
for a few minutes than to risk putting them com-
pletely out of commission.
When a casualty occurs, notify immediately
the EOOW or the petty officer of the watch, who
will in turn notify the OOD and the engineer of-
ficer. Main engine control must keep the bridge
informed as to the nature of the casualty, the
ship’s ability to answer bells, the maximum speed
available, and the probable duration of the
casualty.
DIESEL ENGINE CASUALTIES
The Engineman’s duties concerning engineer-
ing casualties and their control depend upon the
type of ship-which may be anything from a PT
boat to a carrier. An Engineman operates engines
of 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 the
manufacturers’ instructions, the pertinent type
commander’s instructions, and the ship’s
Engineering Casualty Control Manual.
Some examples of the types of engineering
casualties that may occur, and the action to be
taken are given below. The observance of all
necessary safety precautions is essential in all
casualty control procedures.
BROKEN INJECTION TIP
1. Cut out the faulty injector.
2. Notify the engineer officer and the bridge
of the casualty. Request permission to secure the
engine for repairs.
3. After permission has been obtained, secure
the engine, remove the injector and replace it with
the spare, following the procedures outlined in the
appropriate maintenance manual.
4. After repairs are completed, test the engine.
When it is operating properly, report to the
engineer officer and the bridge.
BROKEN CYLINDER LINER
1. Secure the engine.
2. Report to the engineer officer and the
bridge. Request permission to proceed with
repairs.
3. When permission is granted, remove the
head and piston; pull the broken liner and replace
ENGINEMAN 1 & C
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