ERS_5000_ANZAC_Trainee_Manual_eng.pdf

Transas Marine Ltd. July 2, 2010 8:04 PM

TechSim/ERS 5000

ANZAC Ship ModelTrainee Manual

Copyright: Transas Marine Ltd. 19912010. All rights reserved.

The information contained herein is proprietary to Transas Marine Ltd. and shall not be duplicated inwhole orin part. The technical details contained in this manual are the best that are available at the date ofissue but are subject to change without notice.

Transas Marine Ltd. pursues the policy of continuous development. This may lead to the product described in this manual being different from the product delivered after its publication.

The names of actual companies and products mentioned herein may be the trademarks of their respectiveowners.

Introduction.

ANZAC Ship Model. Trainee Manual

3


This document contains:

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Chapter 1. Propulsion Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Chapter 2. Systems and Mechanisms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42Chapter 3. Control and Monitoring System (C+M) . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Chapter 4. Electrical Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163Chapter 5. Instructions for Operating Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . 241Chapter 6. Faults Introduced by the Instructor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341

Introduction


Introduction contains information needed to work with the document, prototype ship

general characteristics, and implementation philosophy of ANZAC simulator.

Propulsion Console Button Bar Introduction. Simulator Architecture


5

Fig. 1 ANZAC Frigate Te-Mana

3. Simulator ArchitectureThe simulator of ANZAC frigate ship has one console compris-ing all displays to control and monitor the ships systems, units and mechanisms.

The bottom button bar of the simulator screen contains but-tons of the pages. Pages consist of displays. The list of displays of a selected page opens in the drop-down (actually, pull-up) menu (Fig. 2) when the user clicks on the page button. An ex-ample of the displays in the BCC page is presented in Fig. 3.

3.1. Propulsion Console Button BarThe pages (buttons on the button bar) of the Propulsion con-sole are described in brief below:

Displays of the page BCC model the Bridge control panels;

Displays of the page MCR model the MCR remote control as virtual DHW panels;

Displays of the page C&M model Control and Manage-ment system remote control displays on the MCR desk;

Displays of the page SYS contain mimics of the ships sys-tems. They model manual remote and local control of the respective units and mechanisms.

The following pages model equipment control in the ship engine rooms of the respective Ships sections; when any of the listed pages (buttons) is clicked, a 3D scene of the room is displayed (3D visualization option should be en-abled in the simulator configuration):

L&M Steering Gear room page (sections L and M);

Ksec Aft Pump room page (section K);

Jsec Aft Generators page (section J);

Hsec Propulsion Diesel Engine room page (section H);

Gsec Gas Turbine room page (section G);

Fsec Fwd Generators room page (section F);

DCS.1 Damage Control Station 1 (Fwd) page.

Fig. 2 Bottom menu bar

Fig. 3 Drop-down menu items of the page BCC

1. Printing House ConventionsSample of notation

Usage comments

C+M To highlight menu itemsKsec To highlight names of windows, pages, buttons, etc. To highlight keyboard key namesLog To highlight references to a chapter, section, paragraph

2. The ShipThe simulator is modeling the Propulsion Plant, Electric Power Plant, Control and Management System and auxiliary systems, units and mechanisms of the ANZAC Frigate.

Ship general characteristics:

Standard Displacement 3,600 tonnesLength Overall 118 meters (390 ft)Beam 14.8 meters (49 ft)Range 6,000 nautical miles at 18 knots

(11,000 km at 33 km/h)Speed 27 knots

3D Visualization and Animation Options Introduction. Simulator Architecture


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The displays of a sections page menu contain mimics of the LOPs and LCSs of the units and mechanisms, LCs and switchboards located in a designated section (room). When a section page is selected, the menu of this page drops over a background displaying a 3D scene of the appropriate room. In case 3D visualization mode in the simulator configuration is switched on, then this scene can be rotated and zoomed in/out using the mouse. With the mouse it is also possible to choose alocal panel/station/switchboard in that room.

3.2. 3D Visualization and Animation OptionsTo take view of a room, one needs to click and hold the right mouse button while moving it around: the 3D scene will ro-tate. Zoom in and out the scene using the mouse wheel. Click and hold the left mouse button to move the scene around the display.

To open a LOP/LCS display left-click on the mechanisms picture. It is equivalent to selection of a menu item in the page menu.

In case 3D animation mode is switched on in the simulator configuration, then upon selection of a local panel, a 3D movie starts showing the passage from MCR to the selected room. Then a 3D scene of the room is displayed. The movie was taken on the ANZAC ship reflecting the actual time needed for the passage. In the simulator the movie is played during this actual time.

The Figure 4 displays an example of the 3D scene: the proto-type ship Steering Gear room.

Fig. 4 Steering Gear room scene

Chapter 1. Propulsion Plant


This chapter contains the description of the simulator tools for training

the watch personnel of ANZAC Frigate in skills of proper operating

the Ship Propulsion Plant.

Chapter 1. Propulsion Plant.


8

This chapter contains:

1. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

2.1. Propulsion Plant Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . 92.1.1. Major PP Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

2.2. Propulsion Plant Control Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . .102.2.1. PP Control from the Local Panels and Stations . . . . . . . . . . . . . .102.2.2. PP Control from the MCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.2.3. PP Control from the Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.3. Propulsion Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113. PP Remote Control from the Bridge . . . . . . . . . . . . . . . . . . . . . . . . 124. Remote Control from the MCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

4.1. Virtual DHW panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134.2. Electric Plant Control Console Upper Panel . . . . . . . . . . . . . . . . . . . . . . 134.3. Electric Plant Control Console Middle Panel . . . . . . . . . . . . . . . . . . . . . 144.4. Propulsion Plant Control Console Upper Section . . . . . . . . . . . . . . . . . 154.5. Propulsion Plant Control Console Middle Section. . . . . . . . . . . . . . . . . 16

4.5.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.6. Engineer Officer on the Watch Upper Panel . . . . . . . . . . . . . . . . . . . . . 174.7. Engineer Officer on the Watch Middle Panel . . . . . . . . . . . . . . . . . . . . .184.8. Damage Control Console Middle Panel . . . . . . . . . . . . . . . . . . . . . . . . . 19

5. Propulsion Diesel Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205.2. Local Operating Panel of the DE 1 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . .205.3. Local Control Stations of the DE 1 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . .215.4. DE LOP Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225.5. DE LCS Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

6. Gas Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Chapter 1. Propulsion Plant6.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236.2. Gas Turbine LOP and LCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246.3. GT LOP and LCS Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

7. Reduction Gearing, Shaftline and CPP . . . . . . . . . . . . . . . . . . . . . . 267.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267.2. Main Gear Indication Panel Port (Stbd) . . . . . . . . . . . . . . . . . . . . . . . . .27

7.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297.3. CCGB Local Operating Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307.4. GT Gear Monitoring and Lub Oil System . . . . . . . . . . . . . . . . . . . . . . . . . 31

7.4.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317.5. Local Operating Panel of the CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327.6. CPP Port & Stbd Pumps Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

7.6.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338. Steering Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

8.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348.2. Controlling the SG from the Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . .358.3. Local Operating Panel of the SG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

9. Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389.2. Controlling the Stabilization System from the Bridge . . . . . . . . . . . . .389.3. Stabilizers Local Control and Motor Starters . . . . . . . . . . . . . . . . . . . . .39

Propulsion Plant Purpose and Arrangement Chapter 1. Propulsion Plant. Introduction


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1. AbbreviationsThe following abbreviations are used in this chapter.

AFFF Aqueous Film Forming FoamC+M Control and Monitoring SystemCCGB Cross-Connect GearboxCPP Controlled Pitch PropellerDCC Damage Control and Auxiliaries Control ConsoleDCO Damage Control OfficerDCS Damage Control Station (Base, Panel)DE Diesel EngineDG Diesel GeneratorDHW Dedicated HardwareECM Engine Control ModuleEOOWC Engineer Officer on Watch ConsoleEPP Electrical Power PlantER Engine RoomESB Emergency Switch BoardFO Fuel OilFPP Fire PumpGG Gas GeneratorGT Gas TurbineHSD Heat Sensing DeviceLC Load CentreLCS Local Control StationLO Lubricating OilLOP Local Operating PanelMCR Machinery Control RoomMCU Master Control UnitME Main EngineMG Main Gear(box)MSB Main Switch BoardOD Oil Distribution (CPP system)PCS Propulsion Control SystemPDE Propulsion Diesel Engine

PP Propulsion PlantPT Power TurbineSG Steering GearSSDE Ship Service Diesel EngineSSDG Ship Service Diesel GeneratorSST SubstationSW Sea WaterVLS Vertical Launching System

2. IntroductionThe ship propulsion control system is designed to meet the ships demands in motion and manoeuvring under standard and emergency conditions.

The Ship Propulsion Plant simulation is designed for training the engine room watch personnel in skills of proper operating the Propulsion Plant, including:

Preparation of equipment/systems for operation, startup and shutdown;

Monitoring of operation using variable parameters;

Trouble shooting;

Operating the PP when manouevring the ship.

In addition to training in practical skills, the simulator allows the user to learn the basic principles of the arrangement, func-tions and interaction of PP components and systems.

The parameters and features of simulated mechanisms and systems correspond to the real ones as the simulator models all main PP processes (heat, mechanical, gas- and hydrody-namic, and electrical) in their interconnection.

The PP simulator tools in ANZAC Trainer are integrated into ships Control and Monitoring System (C+M) in the same way as in the prototype ship.

2.1. Propulsion Plant Purpose and ArrangementThe propulsion system is designed to provide reliable, efficient and economical motive power for the Ship in any one of five automatic, or one manual, propulsion modes. The simulator models the Propulsion Plant of the ANZAC Frigate prototype ship.

The propulsion plant is a Combined Diesel Or Gas (CODOG) arrangement of two propulsion diesel engines or one gas turbine driving two controllable pitch propellers through a system of reduction gears and individual propeller shafts. The designed usage of the plant is such that the gas turbine alone, or the diesels, may be used to power both shafts at the same time.

2.1.1. Major PP ComponentsThe leading particulars for major components of the ANZAC Ship Propulsion System are as follows:

Gas Turbine General Electric 7LM2500-PF-MLG1O, power pating 22 500 kw;

Two Diesel Engines MTU (Motoren-und Turbinen-Union) 12 V 1163 TB83, power (continuous) 3040 kW @ 1160 rpm; power (overload) 3365 kW @ 1200rpm (2 hrs in 12);

Reduction Gearing MAAG Getriebe AG 2MG/TA-340/2H comprising:

Cross-connect gearbox with synchronous clutch attached;

Two Main gearboxes, each with synchronous clutches and fluid coupling attached.

Synchronous Clutches MAAG Getriebe AG comprising Clutch Types

GT Input;

Intermediate;

DE Inputs.

Propulsion Plant Control Principles Chapter 1. Propulsion Plant. Introduction


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Two Propeller Shafts each driving a CPP, comprising:

Intermediate Shaft;

Thrust Shaft;

Oil Distribution Box Shaft;

Sterntube Shaft;

Propeller Shaft.

Electrical power for propulsion auxiliaries and systems is sup-plied by four Ship service diesel driven generating sets, two of which are normally on line while cruising. Other services which support the propulsion plant include:

Fuel oil storage and transfer system;

Compressed air systems for engine starting, and for oper-ating control purposes;

Combustion air and exhaust gas systems;

Cooling water system;

Lubricating oil storage and transfer system;

Ventilation air system for machinery spaces;

Propeller pitch hydraulics;

Firefighting systems;

Compressed air for propeller masking purposes;

DE, CPP and Gears control systems.

2.1.1.1. CPP SystemThe CPP system consists of two independently operating pro-pellers (five blade) with associated shafting and hydraulic com-ponents. The port shaft rotation is clockwise and the starboard shaft rotation is counterclockwise. The propellers are contra-rotating, inward turning.

The main function of the propeller system is to propel the ship. The CPP hydraulic system controls the rotation of the blades around their spindle axes (pitching) and maintains position (holds the pitch) after this movement (blade pilch control). The other ship systems which interface with the CPP and

propulsion shafting system are the ships controls system and the air emission system.

The modeled CPP system has the following characteristics:

Design ahead pitch: +33.34 degrees;

Design astern pitch: -24.73 degrees;

Ahead overpitch capability: 2.55 degree.

2.1.1.2. StabilizersThe system consisting of two stabilizers is designed for the reduction of the overturning moment during the ships motion and, as a consequence, of the roll reduction. This is necessary for:

Stabilizing the platforms with specialized equipment;

Facilitating tasks related to the helicopter use;

Improving accommodation conditions of the crew.

The fins modeled in the simulator have the following characteristics:

Operation fin angles -24/+24 degrees;

Fin overtravel limit -30/+30 degrees;

Stop angle of fin -35/+35 degrees;

Speed of fin (24024) 2 sec.

2.2. Propulsion Plant Control PrinciplesPropulsion plant operation is supervised by a comprehensive C+M system centred on the MCR, but which is also linked to the navigation bridge for automatic remote control of propel-ler pitch and speed. Facilities for local control are provided ad-jacent to each propulsion unit. Machinery spaces are designed for unattended operation.

Control and monitoring of the propulsion system is possible in:

Remote Automatic MCR desk or from the BCC (Remote Driving control only);

Auxiliary Remote MCR desk;

Local Automatic relevant LCS, with assistance from MCR desk;

Local Manual relevant LOP, with no assistance from MCR desk.

Simultaneous control is possible from one station only. Control changeover between the Bridge, MCR and local panels/sta-tions is performed using the following rules:

Remote control from the MCR or the Bridge is possible for all PP mechanisms and systems. The Bridge Control Con-sole (BCC) can be used in Remote Automatic control mode only. Local control panels/stations in ER allow local control only, when necessary (e.g. emergency, maintenance);

Local control panels and stations have the control priority. Control transfer to the remote mode is performed at the local control panel/station.

Remote control is performed via the C+M system.

Remote control is possible both in automatic and semi-automatic modes.

MCR control has priority over Bridge control. Control transfer to the MCR requires no confirmation from the Bridge. Control transfer from the MCR to the Bridge is performed by a request from the Bridge and request con-firmation at the MCR.

2.2.1. PP Control from the Local Panels and StationsThe ship compartments and associated LOP and LCS are simu-lated according to the prototype ship arrangement:

Select the Diesel Propulsion room pressing the Hsec but-ton of the bottom toolbar to open the pop-up menu with items to choose LOPs and LCSs to control main engines and main gears: DE1 LOP, DE1 LCS, DE2 LOP, DE2 LCS, Main Gear Indication Port, Main Gear Indication Stbd;

Propulsion Modes Chapter 1. Propulsion Plant. Introduction


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Select the Gas Turbine room using the Gsec button of the bottom toolbar to open the pop-up menu with items GT LOP & LCS to control the Gas Turbine, and Roll Stab Motor Start-ers to control the stabilizing system;

Select the Aft Generator room using the Jsec button of the bottom toolbar to open the pop-up menu with items CPP Port, CPP Stbd and CPP Port & Stbd PP Starters (for No.1 pumps) to control the CPP operation;

Select the Aft Pump room using the Ksec button of the bottom toolbar to open the pop-up menu with item CPP Port & Stbd PP Starters (for No.2 pumps);

Select the Steering Gear room using the L&M button of the bottom toolbar to open the pop-up menu with item SG LOP to control the Steering Gear operation.

The description of the abovementioned LOPs is provided be-low in the respective paragraphs.

2.2.2. PP Control from the MCRNormal supervision of propulsion system operations is achieved remotely and automatically, with the assistance of the Ship microprocessor based, Control and Monitoring (C+M) system. The C+M system is centralised at the MCR desk and includes:

A Propulsion Control Console (PCC);

A decentralised system of microprocessor Substations (SST);

Sensors and actuators;

A dual (redundant) data bus.

For C+M purposes a SST is allocated to the GT and to each PDE. Substation inputs/outputs affecting critical systems for which the substation is allocated, are grouped so that the system can continue to operate independently, regardless of the status of other portions of the C+M system, including loss of the data bus system. The SST:

Accept data sent, via control units, from sensors attached to the propulsion units;

Compare the data against pre-programmed operating parameters;

Transmit the data, via the dual data bus, to computers housed in the PCC;

Display the data on the PCCs Video Display Units (VDU), to facilitate remote automatic supervision of the system.

Should C+M from the MCR be unavailable, for any reason, C+M of the propulsion system is provided locally, through the ap-propriate SST and the Local Control Station (LCS) located adja-cent to each propulsion unit. Control from the LCS is achieved by means of push buttons, and monitoring, by observation and analysis of gauge indications on the LCS panel.

The MCR control is modeled in the simulator by a set of Virtual Dedicated Hardware (virtual DHW) panels. The option to use these panels is enabled in the simulator Configuration utility and is available in a training class network configuration. The virtual DHW panels are described in the section 4 on page 11.

2.2.3. PP Control from the BridgeThe simulator display BRIDGE CONTROL CONSOLE (refer to Fig. 1) models the prototype ship Bridge console. The display is opened from the menu item Bridge CC of the page BCC.

During joint control of ERS and NTPro simulators the Bridge PP control console is delegated to the NTPro simulator.

The description of the Bridge control console display is pro-vided below under the section 3 on page 11.

Note: Instructions on operating the Propulsion Plant mechanisms in the simulator are provided in Chapter 5 of this manual.

2.3. Propulsion ModesManoeuvring of the Ship is possible in a variety of propulsion modes, using either, the GT alone, or one, or two DE. The pro-pulsion modes available, are:

Gas Turbine (GT) Mode. The normal GT mode in which the GT drives both propellers through the CCG and main gearboxes.

Diesel Engine (DE) Mode. The normal DE mode in which, the port diesel drives the port shaftline and propeller, and the starboard diesel drives the starboard shaftline and propeller.

Silent Running (SIL) Mode. Employed for silent running operations, in which the propulsion plant is configured in DE Mode, but with the DE running at low speed, and the fluid couplings operating at a pre-detennined degree of slip. The mode is not modeled in the simulator.

Economy (ECO) Mode. The most fuel efficient mode in which one DE drives both shafts with the other DE disengaged.

Whilst the selection of propulsion modes is normally made in 'Remote Automatic' control mode, from the MCR (or Bridge, through the MCR), each mode may be controlled:

in 'Auxiliary Remote' control mode, from the MCR;

in 'Local Automatic control mode, locally at the LCS; or

manually, at the related LOP, and the Gear/CPP local controls.

Further, under 'Local Manual' control, one shaftline, or the other, may be allowed to trail, either freely, or locked, depend-ing on circumstances. This procedure is known as Trailing Mode (GT) or Trailing Mode (DE), depending on which engine is providing the motive power. Trailing modes GT and DE are designed to be used only in an emergency and during propul-sion mode changeovers. In addition, one shaftline may be per-mitted to trail in a SIL mode called 'Trailing SIL'.

Propulsion Modes Chapter 1. Propulsion Plant. PP Remote Control from the Bridge


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3. PP Remote Control from the BridgeRemote control of the Propulsion Plant from the Bridge is modeled on the display BRIDGE CONTROL CONSOLE (Fig. 1) opened from the menu item Bridge CC of the page BCC.

Fig. 1

Attention: before transfering the control from the Bridge to the MCR align the Bridge Telegraph left and the right arrows, and then press the MCR TAKE CONTROL button.

The control panel for the purpose of description can be divided into several zones.

The central part of the panel contains:

buttons to transfer control between the Bridge and the MCR and an alarm unit:

BRIDGE REQUEST illuminated button blinks upon receiving a control request from the Bridge; the button should be pressed to confirm the transfer of control to the Bridge;

MCR TAKE CONTROL illuminated button should be pressed to acquire control at the MCR.

ALARM OFF button is not modeled;

LAMP TEST button is not modeled;

The left and the right parts of the display BRIDGE CONTROL CONSOLE of the page BCC (refer to Fig. 1) contain indicators and controls for the remote control of the DE PORT and STBD on the Bridge.

The DE remote control system includes:

Engine RPM an indicator of ME speed;

PORT (STBD) RPM a group of illuminated buttons to control ME speed; the buttons are active in the MANUAL running mode only:

RPM UP and RPM DOWN buttons are designed for increasing and decreasing the ME speed in the MANUAL non follow up control mode;

SPEED MATCH indicator flashes when the current ME speed does not match with that requested at the Bridge (during joint operation of ERS and NTPro simulators), or with the Instructors input (during independent operation of the ERS simulator); the indicator is permanently illuminated if the current ME speed and the request coincide.

Bridge Telegraph (T) its handle is active in the AUTO control mode only:

The Telegraph handle is the setting mechanism of the remote control system. The left arrow of the bridge telegraph displays commands from the Bridge, and the right arrow corresponds to the actual posi-tion of the telegraph handle.

Virtual DHW panels Chapter 1. Propulsion Plant. Remote Control from the MCR


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4. Remote Control from the MCR

4.1. Virtual DHW panelsVirtual DHW panels are designed in the simulator to model remote control from the MCR.

In the Full Mission simulator configuration Virtual DHW panels are displayed on touch screens for operation. The panels with C+M displays in their central part allow operating C+M system from touch screens. In the Class simulator configuration Vir-tual DHW panels duplicating operation o are displayed on the computer monitor and are accessed through the DHW console bottom button bar.

The virtual DHW panels modeling remote control from the MCR with C+M displays in the central part are grouped under the menu button MCR. However, operation of the C+M system is not modeled on these panels displayed to the computer screen. Operation of the C+M system in the Class configuration is implemented from the Propulsion console page C&M.

4.2. Electric Plant Control Console Upper PanelThe panel (Fig. 2) is opened by clicking the menu button EPCC top of the page MCR.

Fig. 2

The center of the panel presents the picture of the C+M system display. It is not possible to operate C+M system from this type of virtual panels.

The Aux Telegraph can be operated from this panel.

Electric Plant Control Console Middle Panel Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.3. Electric Plant Control Console Middle PanelThe panel (Fig. 3) is opened by clicking the menu button EPCC mid of the page MCR.

Fig. 3


The bottom part of the display contains:

EMCY STOP GEN 1 (GEN 2, GEN 3 AND GEN 4) but-tons with protections covers to stop generators 14 in an emergency situation;

Propulsion Plant Control Console Upper Section Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.4. Propulsion Plant Control Console Upper SectionThe panel (Fig. 4) is opened by clicking the menu button PSS top of the page MCR.

Fig. 4


The right and left parts of the panel contains a set of gauges for monitoring the Gear, DE Port, DE Stbd and GT parameters: lube oil pressure; FW tempera-ture; speed; pitch, lever position.

Propulsion Plant Control Console Middle Section Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.5. Propulsion Plant Control Console Middle SectionThe panel (Fig. 5) is opened by clicking the menu button PSS mid of the page MCR.

Fig. 5


The rest of the display contains a set of DE and GT controls and indicators, Propulsion Control Levers Port and Stbd: buttons to manually operate GT, DE, clutches; select propulsion mode; set the lever position of the MTU, monitor the state of propulsion plant and verify setpoints.

This display is used in propulsion AUX Control mode to operate DEs and GT from the MCR.

4.5.1. System Alarms MCR GT EMCY Stop;

DE2 MCR EMCY Stop;

DE1 MCR EMCY Stop.

Engineer Officer on the Watch Upper Panel Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.6. Engineer Officer on the Watch Upper PanelThe panel EOOWC upper (Fig. 6) is opened by clicking the menu button EOOWSS top of the page MCR.

Fig. 6


The left part of the display contains:

SPEED RECEIVER gauge;

EEOT receiver.

Engineer Officer on the Watch Middle Panel Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.7. Engineer Officer on the Watch Middle PanelThe panel EOOWC middle (Fig. 7) is opened by clicking the menu button EOOWSS mid of the page MCR.

Fig. 7


Damage Control Console Middle Panel Chapter 1. Propulsion Plant. Remote Control from the MCR


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4.8. Damage Control Console Middle PanelThe panel (Fig. 8) is opened by clicking the menu button DCC mid of the page MCR.

Fig. 8

The center of the panel presents the picture of the C+M sys-tem display. It is not possible to operate C+M system from this type of virtual panels.

The left and right parts of the display contain Ventilation Control (Shut Down ) buttons.

The bottom part of the panel contains:

PAINT STORE HALON RELEASE button with protec-tion cover to release halon firefighting system in the paint store ;

GT HALON RELEASE INHIBIT button with protection cover to release halon firefighting system in GT room.

System Purpose and Arrangement Chapter 1. Propulsion Plant. Propulsion Diesel Engine


20

5. Propulsion Diesel Engine

5.1. System Purpose and ArrangementThe type MTU 12 V 1163 TB83 PDE modeled in the simulator is a four-stroke cycle, single-acting, non-reversible, direct injec-tion, two-stage sequential exhaust turbocharging V-formation PDE. Each engine inputs through flexible couplings to its fluid coupling, mounted on the rear face of the adjacent main gear, and thence through a synchronous clutch coupling to the main gear driving pinion.

The main characteristics of the DE are listed below:

ype MTU 12 V 1163 TB83 PDEBore 230 mmStroke 280 mmNumber of cylinders 12Service standard power 3040 kWtRated speed 1160 rpm

5.2. Local Operating Panel of the DE 1 (2)DE 1 control at the local panel is modeled on the display (Fig. 9) opened from the menu item DE 1 LOP of the page Hsec. DE 2 con-trol at the local panel is modeled on the display opened from the menu item DE 2 LOP of the page Hsec.

Local panels are identical for both DE, therefore, the descrip-tion is provided for the DE 1 only.

The upper part of the panel contains a set of gauges for moni-toring DE parameters:

Lube oil pressure and temperature;

Coolant pressure and temperature;

Charge and control air pressure and temperature;

Exhaust gas and running hours parameters.

Fig. 9

The left panel in the lower part of the display contains me-chanical control lever and wheel to transfer gears.

The central panel in the lower part of the display contains the gauges for monitoring the engine speed, engine telegraph simulation, and buttons to manually set speed parameters.

The right panel in the lower part of the display contains:

Gauges to monitor the engine fuel supply;

Illuminated buttons to control the engine start/stop; clutch engage/disengage;

Illuminated buttons to control the safety system;

Illuminated emergency control buttons.

Local Control Stations of the DE 1 (2) Chapter 1. Propulsion Plant. Propulsion Diesel Engine


21

5.3. Local Control Stations of the DE 1 (2)DE 1 control at the local station is modeled on the display (Fig. 10) opened from the menu item DE 1 LCS of the page Hsec. DE 2 control at the local panel is modeled on the display opened from the menu item DE 2 LCS of the page Hsec.

Local stations are identical for both DE, therefore, the descrip-tion is provided for the DE 1 only.

The panel GEAR SUPERVISION DE 1 contains indicators for su-pervision of the DE gear connection state and error conditions.

The panel DIESEL CONTROL & SUPERVISION DE 1 contains in-dicators for supervision of the DE state; a set of control buttons for local start/stop of the engine and gear engage/disengage processes.

To the right of the panel the following controls are located:

Indicators for supervision of the shaft state;

Indicators and button for changeover supervision.

The panel MODE SELECTION DE 1 contains:

Indicators for supervision of the DE control mode;

Two-position mode selector switch to choose propulsion mode between remote and local control (REM/LCS).

The panel MODE DE 1 contains:

Indicators for supervision of the DE running mode;

Buttons to control running modes GT/ECO/SILENT.

EMERGENCY STOP button to switch off the DE and support systems.

The right panel of the display contains a set of gauges to moni-tor the pitch angle, speed and telegraph commands.

Fig. 10

DE LOP Alarms Chapter 1. Propulsion Plant. Propulsion Diesel Engine


22

5.4. DE LOP AlarmsAlarms are related to DE local operating panels described in the paragraph 5.2 on page 20.

DE Port (Stbd) SS EMCY Trip

DE1 (DE2) LOP EMCY Stop

DE Port (Stbd) Inlet SW Pressure Low

DE Port (Stbd) Coolant Expansion Tank Level High

DE Port (Stbd) Coolant Expansion Tank Level Low

DE Port (Stbd) LO Sump Tank Level High

DE Port (Stbd) LO Sump Tank Level Low

Port (Stbd) DE Charge Air Side A Temp High

Port (Stbd) DE Charge Air Side B Temp High

FP0100 DE1 Fuel Oil Press

FP0200 DE2 Fuel Oil Press

OT0100 DE1 LUBE OIL TEMP

OT0200 DE2 LUBE OIL TEMP

FX0100 DE1 Fuel rack limit DBR Max

NX0102 DE1 Fuel rack limit charge air Max

FX0200 DE2 Fuel rack limit DBR Max

NX0202 DE2 Fuel rack limit charge air Max

OP0101 DE1 LUBE OIL FILTER DIFF PRESS HIGH

OP0102 DE1 LUBE OIL PRESS

WT0100 DE1 COOLING FRESHWATER TEMP

OP0104 DE1 PISTON COOLING OIL PRESSURE

OP0106 DE1 CHARGER LUBE OIL PRESSURE

WP0100 DE1 COOLING FRESHWATER PRESS

AP0101 DE1 CONTROL AIR PRESS

AP0102 DE1 START AIR PRESS

NR0104 DE1 TURBO CHARGER SPEED B2

NR0102 DE1 TURBO CHARGER SPEED A1


OP0201 DE2 LUBE OIL FILTER DIFF PRESS HIGH

WT0200 DE2 COOLING FRESHWATER TEMP

OP0202 DE2 LUBE OIL PRESSURE

OP0204 DE2 PISTON COOLING OIL PRESSURE

OP0206 DE2 CHARGER LUBE OIL PRESSURE

WP0200 DE2 COOLING FRESHWATER PRESS

AP0201 DE2 CONTROL AIR PRESS

AP0202 DE2 START AIR PRESS


NR0202 DE2 TURBO CHARGER SPEED A1


5.5. DE LCS AlarmsAlarms are related to DE local control stations described in the paragraph 5.3 on page 21.

DE1 (DE2) LCS EMCY Stop

IS0167 DE2 START BLOCKED

IS9351 DE1 CONTROL MODE CHANGE REQUIRED

NS0115 DE1 AUTO CONTROL FAILURE

IS0267 DE1 START BLOCKED

IS9350 DE2 CONTROL MODE CHANGE REQUIRED

NS0114 DE2 AUTO CONTROL FAILURE

System Purpose and Arrangement Chapter 1. Propulsion Plant. Gas Turbine


23

6. Gas Turbine

6.1. System Purpose and ArrangementThe Gas Turbine is intended for use in speed ranges which exceed the capability of the propulsion diesels. Its use at lower speeds is not precluded but becomes fuel inefficient in com-parison with DE consumptions for the same speeds. Further, the inefficiency will be compounded once minimum engine speed is reached, and Ship speed has to be regulated by change in propeller pitch alone.

The GT is a simple cycle, two shaft engine, consisting of a gas generator and a power turbine, The gas generator consists of a variable geometry compressor, an annular combustor, a high pressure turbine, an engine driven accessory drive gearbox, and controls and accessories. The power turbine is a six stage, low pressure turbine, aerodynamicaily coupled to the gas generator, and driven by the gas generator exhaust gas. Shaft power generated is transmitted by a flexible coupling extend-ing through the exhaust duct. The output shaft rotates in a clockwise direction, when viewed from the rear of the engine looking forward.

Two fuel oil booster pumps supply fuel to the GT. In normal service, one pump is running, with the other on constant standby for automatic cut-in. The pumps draw from two fuel day tanks situated in compartment 4F, and deliver It under pressure to the GT fuel system through a suction strainer, delivery filter and fuel oil water separator. A 400-litre capacity header tank is installed in the aft port side of 3G to provide a small reserve of fuel to supply the gas turbine in the event of failure of the two fuel oil booster pumps.

The GT produces 22 500 kW of power at rated maximum speed, which is sufficient to propel the Ship at design full speed.

Gas Turbine LOP and LCS Chapter 1. Propulsion Plant. Gas Turbine


24

6.2. Gas Turbine LOP and LCSGT control at the local panel and local station is modeled on the display (Fig. 11) opened from the menu item GT LOP & LCS of the page Gsec.

Fig. 11

The left part of the display presents the LOP GT panel comprising:

A set of gauges to monitor the GAS GENERATOR actuator position, speed, vibration, and lube oil pressure and temperature;

Button to RESET the GT system;

A two-position selector GT running mode switch (SELF/INDUCED);

START/STOP SEQUENCER a set of indica-tors to monitor the sequencer;

SHUTDOWN INDICATION a set of indica-tors to monitor the shutwodn process;

ALARM INDICATION two sets of alarm indicators;

ENCLOSURE/FIRE a set of alarm indica-tors to monitor the fire detection in GT enclosure;

LSCA a set of indicators to monitor lube oil tank state;

TURNING GEAR a set of indicators to monitor the gear engage state;

A set of gauges to monitor the POWER TURBINE speed, vibration, fuel manifold pressure, inlet and cooling air temperature, and lube oil scavenge temperature;

A two-position PT running mode selector switch (SELF/INDUCED);

A five-position PT running mode selector switch (A/B/C/D/G);

GT LOP and LCS Alarms Chapter 1. Propulsion Plant. Gas Turbine


25

A set of digital indicators LOP GT to monitor the com-pressed air pressure, ship speed, engine power and exter-nal temperature;

ECM CONTROL AUTO a set of buttons for start/stop and torque in ECM (Engine Control Module) automatic mode; and indicators of the valves state;

ECM CONTROL MANUAL a set of buttons and indicators to manually supervise ECM:

Buttons to start/stop, set ignition and fuel supply;

A three-position valves selector switch (VALVE 1/OFF/VALVE 2);

AUX/WASH, GT CONTROL, BYPASS buttons to operate GG, fuel purge, select and open/close valves, PT battle setting;

ECM MODE a three-position mode selector switch (MANUAL/AUTO/AUX); mode indicator lamps;

ECM MONITORING a set of indicators to monitor the ECM state;

GEAR CONTROL two protected buttons to control turbine break;

EMCY AIR FLAPS buttons and indicator to supervise the quick closing flaps in emergency;

FAN GROUP ENCLOSURE FAN buttons and indicator to operate the fans.

The right part of the display presents the LCS GT panel comprising:

Gauges EMERGENCY TELEGRAPH and MAIN TELEGRAPH RECEIVER and indicators to monitor the CCG state (locked, engaged, disengaged, shaft lock);

Potentiometers LOP GT to manually control the power lever, and LCS GT to manually control speed;

NAUTICAL EMCY emergency stop button;

MODE indicator and a three-position control mode se-lector switch (REMOTE/LCS/LOP);

EMCY STOP protected button;

A set of indicators to monitor the LCS state and LEVER CONTROL;

Two LEVER CONTROL illuminated buttons (ACTIVE/OFF);

CHANGEOVER buttons to perform the changeover, and indicators of the changeover state.

6.3. GT LOP and LCS Alarms GG Start Blocked

LOSS OF GT PT O/S CHANNELS

GT FUEL Vv LOSS OF CURRENT

LCS GT EMCY Stop

Loss Of GB LO Pressure in GT Mode

GT Inlet Air Icing

GT Lube Oil Tank Level Low

GT Lube Oil Tank Level High

GT LO SCAVANGE TEMP High

OP0301 GT FUEL OIL LOSS PRESS

NT0301 GT LO SCAVENGE TEMP 170 DEG C

NT0390 GT PT INLET GAS TEMP

NS0346 GT FUEL SHUTOFF VALVES LOSS OFF CURRENT

NA0309 GT PT O/S

OP0339 GT LUBE OIL PRESS SHUTDOWN

NS0358 GT EMERGENCY STOP

IS9349 GT CONTROL MODE CHANGE REQUIRED

NS0349 GT AUTO CONTROL FAILURE

FP0357 GT Fuel Pump Filter Diff/Press

OT0345 GT LUBE OIL COOLER TEMP High

FP5401 GT FO Boost PP Outlet Press 4G

NV0376 GT PT VIB XDUCER TF1 ( GG IND )

NV0377 GT PT VIB XDUCER TF2 ( PT SELF )

NV0375 GT GG VIB XDUCER TF2 (PT IND )

OP0315 GT LUBE OIL SUPPLY PRESS

NV0374 GT GG VIB XDUCER TF1 ( GG SELF )

NA0301 GT PLA ACTUATOR FAILURE

NN0313 GT POWER

NP0386 GT COMPRESSOR DISCHARGE PRESS

FP0318 GT GG FUEL OIL MANIF PR (FMP)

AP0312 GT PT GAS INLET PRESS (PT5,4)

AT6295 TEMP GT ENCLOSURE 4G

OT0373 GT LO SCAVENGE TEMP E GEARBOX

OT0369 GT LUBE OIL SCAVENGE TEMP A

OT0370 GT LUBE OIL SCAVENGE TEMP B

OT0371 GT LUBE OIL SCAVENGE TEMP C

OT0372 GT LUBE OIL SCAVENGE TEMP D

ET0316 GT PT INLET GAS TEMP (T5,4)

AT0310 GT AIR INLET TEMP (T2)

NA0305 GT PT SPEED LIMIT SIGNAL ACTIVE

NX0319 GT TORQUE

System Purpose and Arrangement Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


26

7. Reduction Gearing, Shaftline and CPP

7.1. System Purpose and ArrangementThe reduction gearing, shaftline and controllable pitch pro-peller of the prototype ship are modeled respectively in the simulator.

The system of reduction gears, connected to each other by toothed couplings and automatic synchronising clutches, enable any one of a number of propulsion modes to be imple-mented. Thus, engine torque, in any selected propulsion mode, is transmitted to the propeller shafts through the re-duction gears, fluid couplings and synchronous clutches.

7.1.1.1. Reduction GearingInstalled between the GT and PDE, the reduction gearing ac-cept inputs from either the GT, or the PDE, over their entire power range, and at relatively high rotational speeds. The re-duction gearing reduces that power to required propeller shaft rotational speeds with minimal loss of power. The gears are also required to function at all speeds within the prescribed limits of structure and airborne noise emission.

The Cross-connect Gear is rigidly mounted to the Ship struc-ture. GT input is via a single shaft driving through a synchro-nous clutch. An arrangement of gear wheels divides the output and transmits it through two further synchronous clutches, mounted on the forward face of each main gearbox and thence to the main gear driving pinions. To ensure the divided CCG outputs do not drive in the same rotational direc-tion, an idler gear is installed immediately to starboard of the GT input pinion. The positioning of the idler gear forces the off-centre installation of the GT and, thus, the asymmetrical appearance of the GT in relation to the position of the cross-connect gearbox.

The two Main Gears accept either:

The outputs from the CCG; or

The outputs from their, individual, adjacent DE.

and transmit them to the propeller shafts.

The figure below shows the PP assembly diagram.

All synchronous clutches are capable of transmitting maximum engine input torques, including overloads, to the reduction gearing. Three clutches are capable of being placed in the pawl free condition - the GT clutch for test running of the GT, and the two interme-diate clutches for trailing a shaft with the GT driving. Additionally, the intermediate clutches are capable of being locked in the loaded condition to enable transmission of torque in either direction - a capability which is required in certain propulsion modes.

The CCG and main gearboxes accept full design engine torques at engine rotational speeds and reduce them to desired shaft rotational speeds. They also have the capability of accepting an overload factor of 20% dur-ing high speed turns.

Main Gear Indication Panel Port (Stbd) Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


27

An Emergency Pitch Positioner assembly, consisting of a hand pump and hoses, attaches to shutoff valves on the OD box. The emergency pitch positioner assembly is only used to overcome the result of a system casualty, or when needed for maintenance procedures. In the event of a major hydraulic system malfunction, the CPP system can be secured in either the emergency ahead position, or the zero-thrust position.

7.1.1.4. Propeller Masking Air SystemCompressed air for the propeller masking air system is pro-vided by two dedicated compressors, one for each shaft. Air is injected at the forward end of each propeller shaft at the bull gear, and is directed to each propeller via a copper-nickel tube. The tubing runs inside the valve rod and is supported by welded bronze guides.

7.1.1.2. Propeller ShaftingOn both Port and Starboard sides, the propeller shafting con-nects the main gear output (bull gears) to the CPP. The shaft-ing also carries a thrust collar which, within its housing in the thrust block, provides the rigid link between the shafting and the ship for the transmission of thrust. The propeller shafts are contra-rotating (inwards turning) and are non-reversible in propulsion modes. Reversing the motion of the Ship is achieved by alteration of propeller pitch.

7.1.1.3. Propeller Pitch Hydraulic SystemThe CPP hydraulic system controls the rotation of the propel-ler blades around their spindle axes when pitching (chang-ing pitch), and maintains the position of the blades once the movement is completed.

The Oil Distribution (OD) box, which is the interface between the remote control system and the hydraulic/mechanical system, provides the means to transfer high pressure oil from the hydraulic system to the hub via the valve rod assembly. Low pressure return oil flows from the hub to the sump tank through the propeller shaft, outside the valve rod.

The Hydraulic System supplies oil to the OD box and hub as-sembly and consists of a complex of pumps, valves, filters, gauges, switches, piping and tanks. Each shaftline is equipped with two control oil pumps - one the duty pump and the other the standby pump, thus ensuring 100% redundancy in the event of failure of one pump. The standby pump will come on line automatically, once system pressure falls below a set minimum.

7.2. Main Gear Indication Panel Port (Stbd)MG Port indication panel is modeled on the display (Fig. 12) opened from the menu item Main Gear Indication Port of the page Hsec. MG Stbd indication panel is modeled on the display opened from the menu item Main Gear Indication Stbd of the page Hsec.

The panels are identical for both MG, therefore, the description is provided for the MG Port only.



28

Fig. 12

The left panel contains a set of gauges and indicators for monitoring of main gear parameters:

Oil temperature and pressure;

Seawater temperature;

Gear fore and aft end power;

Pinion fore and aft end power;

Shaft FC and DE connection;

Speed;

Alarm indicators aside each gauge;

SYSTEM ON illuminated start button.

The right upper panel contains:

STARTER BOX MG TURNING GEAR illuminated buttons to start/stop the gear motor;

TURNING GEAR a set of controls comprising:

A lever simulation to manually operate the gear (ENGAGED/DISENGAGED);

PIN LOCKED indicators;

PIN UNLOCK illuminated button;

MODE SELECTOR SWITCH (OFF/ON);

SHAFT LOCK illuminated button.

The right lower panels contain:

C CLUTCH a lever simulation to manually operate the clutch (NOT PAWL FREE/PAWL FREE);

PIN LOCKED indicator;

PIN UNLOCK illuminated button.



29

7.2.1. System AlarmsThe alarms are output to C&M displays and cause respective alarm indicators light up on the panel.

NT1106 MG STBD BEARING TEMP 18






AP1100 MG STBD FC CONTR AIR PRESSURE

NT1308 SH STBD THR BEAR TEMP JOURNAL

NT1300 SH STBD THR BEAR TEMP AHD PAD1

NT1302 SH STBD THR BEAR TEMP AHD PAD2

NT1304 SH STBD THR BEAR TEMP AST PAD1

NT1306 SH STBD THR BEAR TEMP AST PAD2

NT1310 SH STBD LINESHAFT BEAR TEMP

NT1312 SH STBD STERNTUBE BEAR TEMP

ThrustLineShaftSterntubeBear

NT1201 MG PORT BEARING TEMP 21






AP1200 MG PORT FC CONTR AIR PRESSURE

NT1408 SH PORT THR BEAR TEMP JOURNAL

NT1400 SH PORT THR BEAR TEMP AHD PAD1

NT1402 SH PORT THR BEAR TEMP AHD PAD2

NT1404 SH PORT THR BEAR TEMP AST PAD1

NT1406 SH PORT THR BEAR TEMP AST PAD2

NT1410 SH PORT LINESHAFT BEAR TEMP

NT1412 SH PORT STERNTUBE BEAR TEMP

CCGB Local Operating Panel Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


30

7.3. CCGB Local Operating PanelThe local panel to control the Cross-Connect Gear Box (CCGB) is implemented in the simulator on the display (Fig. 13) opened from the menu item CCGB LO PP Starters of the page Gsec.

Power 440 V is supplied:

to the Turning Motor Cross GB from the LC 4G2, panel 2, (refer to the display opened from the menu item LC 4G2 of the page Gsec);

to the Lube Oil Pump CCGB from the LC 4G1, panel 4, (refer to the display opened from the menu item LC 4G1 of the page Gsec);

Each CB has three positions:

0 power is switched off;

central CB is tripped; to reset the CB the operator needs to manually switch the CB into 0 position, and only after that CB can be closed manually;

1 power is supplied from the EPP bus.

The description of the LCs is given in Chapter 4.

Fig. 13

The panel STARTER BOX CCGB TURNING GEAR contains:

Illuminated buttons to start/stop the gear motor;

TURNING GEAR a set of controls comprising:

A lever simulation to manu-ally operate the gear (ENGAGED/DISENGAGED);

PIN LOCKED indicators;

PIN UNLOCK illuminated button;

MODE SELECTOR SWITCH (OFF/ON).

The panel STARTER BOX LUBE OIL PUMP CCGB contains:

Illuminated buttons to start/stop the pump motor;

MODE SELECTOR SWITCH control mode selector (AUT/LOCAL).

The panel A CLUTCH contains:

A lever simulation to manually oper-ate the clutch (NOT PAWL FREE/ PAWL FREE);

PIN LOCKED indicator;

PIN UNLOCK illuminated button.

GT Gear Monitoring and Lub Oil System Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


31

7.4. GT Gear Monitoring and Lub Oil SystemMonitoring of the GT gear and lube oil system is implemented in the simulator on the display (Fig. 14) opened from the menu item CCGB LO Panel of the page Gsec.

Control power 24 V DC is supplied to the CCGB monitor panel from the LC 4G1, panel6, (refer to the display opened from the menu item LC 4G1 of the page Gsec).

The CB has three positions:





The panel contains a set of gauges and indicators for monitor-ing of GT gear and lube oil system parameters:

SYSTEM ON illuminated start button;

Oil temperature and pressure;

Seawater temperature;

Gear fore and aft end power;

Pinion fore and aft end power;

Shaft FC and DE connection.

Fig. 14

7.4.1. System Alarms NT1501 CCG BEARING TEMP 1

NT1502 CCG BEARING TEMP 2









Local Operating Panel of the CPP Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


32

7.5. Local Operating Panel of the CPPThe CPP local control and alarm system is modeled on the dis-play (Fig. 15) opened from the menu items CPP PORT and CPP STBD of the page Jsec. The PORT and STBD panels are identical.

The LOCAL ALARM PANEL CPP PORT contains:

EEOT RECEIVER telegraph receiver simulation gauge;

PROPELLER PITCH INDICATOR gauge;

Indicators to monitor the lever direction; sump tank state; pump pressure; oil temperature; masking air temperature;

Alarm buzzer and acknowledge button;

Slider gauge to monitor the pitch position and LOCK PIN POS indicator.

The MANUAL PITCH CONTROL panel contains:

Lever simulation AHEAD/O/ASTERN to manually control pitch angle;

Lever simulation (stbd, port) MANUAL/OFF/AUTO.

The EMPTY PITCH CONTROL panel contains:

CONNECT DISCONNECT illuminated button;

LOCK UNLOCK PIN POS illuminated button;

CROSS-CONNECT. V. lever simulation to manually oper-ate the valve;

MANUAL BY-PASS VALVE lever simulation to manually operate the valve;

MANUAL PUMP lever simulation (OFF/PUMPING).

Fig. 15

CPP Port & Stbd Pumps Starters Chapter 1. Propulsion Plant. Reduction Gearing, Shaftline and CPP


33

7.6. CPP Port & Stbd Pumps StartersThe display comprising CPP pumps No.1 Port and Stbd starter boxes (Fig. 16) is opened from the menu item CPP Port & Stbd PP Starters of the page Jsec. The display comprising CPP pumps No.2 Port and Stbd starter boxes is opened from the menu item CPP Port & Stbd PP Starters of the page Ksec. The displays are identical, description is provided for the No.1 pumps group.


to the Control Oil pump 1 Port from the LC 3J, panel 3, (refer to the display opened from the menu item LC 3J of the page Jsec) by CONTROL OIL PUMP CPP 2 CB;

to the Control Oil pump 1 Stbd from the LC 3J, panel 3, (refer to the display opened from the menu item LC 3J of the page Jsec) by CONTROL OIL PUMP CPP 1 CB;

to the Leak pump 1 Port from the LC 3J, panel 5, (refer to the display opened from the menu item LC 3J of the page Jsec) by LEAK OIL PUMP CPP 1 PORT CB;

to the Leak pump 1 Stbd from the LC 3J, panel 5, (refer to the display opened from the menu item LC 3J of the page Jsec) by LEAK OIL PUMP CPP 1 STBD CB;

to the Control Oil pump 2 Port from the LC 3K, panel 4, (refer to the display opened from the menu item LC 3K of the page Ksec) by CONTROL OIL PP CPP 2 PORT CB;

to the Control Oil pump 2 Stbd from the LC 3K, panel 4, (refer to the display opened from the menu item LC 3K of the page Ksec) by CONTROL OIL PP CPP 2 STBD CB;

to the Leak pump 2 Port from the LC 3K, panel 6, (refer to the display opened from the menu item LC 3K of the page Ksec) by LEAK OIL PUMP CPP 2 PORT CB;

to the Leak pump 2 Stbd from the LC 3K, panel 6, (refer to the display opened from the menu item LC 3K of the page Ksec) by LEAK OIL PUMP CPP 2 STBD CB.

Each pump CB has three positions:





Fig. 16

The starters contain the following controls:

INSULATION FAULT indicator;

OFF/MOTOR TEMP FAILURE illuminated button;

ON MOTOR RUNNING illuminated button;

MODE SELECTOR SWITCH a two-position switch to choose between ST-BY/LOCAL;

RUNNING HOURS digital indicator

MODE SELECTOR SWITCH a three-position switch to choose between ST-BY/LOC/AUTO.

7.6.1. System Alarms Port Control Oil Pump 1 (2) Temp High;

Port Leak Pump 1 (2) Temp High;

Stbd Control Oil Pump 1 (2) Temp High;

Stbd Leak Pump 1 (2) Temp High.

System Purpose and Arrangement Chapter 1. Propulsion Plant. Steering Gear


34

8. Steering Gear

8.1. System Purpose and ArrangementTwo steering gears, SR 642 rotor-type Rolls-Royce, are installed on the prototype ship and modeled in the simulator.

The SG allows rudder displacement in the range of 35035 degrees for 26/13 seconds (one or two pumps running).

The diagram of the SG system is presented below (Fig. 17):

Fig. 17

Controlling the SG from the Bridge Chapter 1. Propulsion Plant. Steering Gear


35

8.2. Controlling the SG from the BridgeThe SG remote control at the Bridge is modeled on the display (Fig. 18), which is opened from the menu item SG/Fin Stab Bridge of the page BCC.

The rudder angle is set by the Instructor during the standalone operation of the ERS simulator, or received from the NTPro navigation simulator during joint operation.

Fig. 18

Local Operating Panel of the SG Chapter 1. Propulsion Plant. Steering Gear


36

The MONITOR UNIT in the left upper part of the display con-tains the SG alarm indicators:

PORT HYD UNIT POWER FAILURE;

AUTO STEERING UNIT FAILURE;

OFF COURSE ALARM

STBD HYD UNIT POWER FAILURE;

PORT F.U. CHANNEL FAILURE;

STBD F.U. CHANNEL FAILURE;

PORT N.F.U. CHANNEL FAILURE;

STBD N.F.U. CHANNEL FAILURE.

The MOTOR START / STOP UNIT in the left part of the display contains the SG motor indicators and illuminated buttons:

The central part of the display contains:

RUDDER ANGLE INDICATION an instrument measuring the rudder angle;

Course indicator;

The lower part of the display contains three steering panels:

Rudder angle setting potentiometer for hand steering:

A set of buttons combined with indicator panels to super-vise the FU control;

A set of buttons combined with indicator panels to super-vise the NFU control;

STEER TO PORT and STEER TO STBD illuminated clutched buttons for NFU control.

8.2.1.1. Alarm Signals Steering Gear Loss of Auto Pilot Bridge

Steering Gear Off Course

Steering Gear Port HPU Failure

Steering Gear Port FU Channel Failure

Steering Gear Port NFU Channel Failure

Steering Gear Stbd HPU Failure

Steering Gear Stbd FU Channel Failure

Steering Gear Stbd NFU Channel Failure

Steering Gear Port Hydraulic Oil Header Tank Level

Steering Gear Stbd Hydraulic Oil Header Tank Level

8.2.1.2. Faults Introduced by the Instructor Steering Gear Loss of Auto Pilot Bridge;

Steering Gear Loss of Port Hand FU Control - Bridge;

Steering Gear Loss of Port Hand NFU Control - Bridge;

Steering Gear Loss of Port 115 V Control Power Supply with Pump Running;

Steering Gear Loss of Port HPU Hydraulic Pressure;

Steering Gear Loss of all Modes of Port Bridge Control;

Steering Gear Loss of 440 V Port HPU Power Supply;

Steering Gear Port HPU Pump Starter Fault;

Steering Gear Loss of Stbd Hand FU Control - Bridge;

Steering Gear Loss of Stbd Hand NFU Control - Bridge;

Steering Gear Loss of Stbd 115 V Control Power Supply with Pump Running;

Steering Gear Loss of Stbd HPU Hydraulic Pressure;

Steering Gear Loss of all Modes of Stbd Bridge Control;

Steering Gear Loss of 440 V Stbd HPU Power Supply;

Steering Gear Stbd HPU Pump Starter Fault.

8.3. Local Operating Panel of the SGThe SG local operating panel in the simulator is modeled on the display (Fig. 19), which is opened from the menu item SG LOP of the page L&M.


to the SG Stbd from the LC 3K, panel 6, (refer to the display opened from the menu item LC 3K of the page Ksec) by STEERING GEAR STBD CB;

to the SG Port from the LC 3L, panel 3, (refer to the display opened from the menu item LC 3L of the page L&M) by STEERING GEAR PORT CB.

Each CB has three positions:





Local Operating Panel of the SG Chapter 1. Propulsion Plant. Steering Gear


37

Fig. 19

The panels STARTER BOX HYD PUMP 1 STEERING GEAR and STARTER BOX HYD PUMP 2 STEERING GEAR are identical. The starter box of the pump 1 contains:

A set of indicators to monitor the pump motor state and electrical fault conditions;

STANDSTILL HEATER a switch (OFF/ON);

OPERATING SWITCH a two-position switch to choose operating mode between STOP/RUN;

FAULT RESET illuminated putton;

MODE SELECTOR SWITCH a two-position switch to choose control mode between REMOTE/OFF;

RUNNING HOURS digital indicator.

The AFT CONTROL PANEL contains:

POSITION SELECTION a three-position switch to choose control mode between OFF/LOCAL/BRIDGE;

Three buttons combined with indicator panels to super-vise the NFU control;

STEER TO PORT and STEER TO STBD illuminated clutched buttons.

The right part of the display contains:

RUDDER ANGLE ACTUATOR a measuring instrument showing the rudder angle;

Two identical panels HYD PUMP EMERGENCY for pumps 1 and 2 comprising:

SOLENOID VALVE PORT an illuminated clutched but-ton to operate the valve;

SOLENOID VALVE STBD an illuminated clutched but-ton to operate the valve;

MANUAL NFU LEVER a three-position lever simulation (PORT/0/STBD).

System Purpose and Arrangement Chapter 1. Propulsion Plant. Stabilizer


38

9. Stabilizer

9.1. System Purpose and ArrangementStabilizers hydraulic drive controllable fins are installed on the prototype ship and are modeled in the simulator.

The devices are designed to reduce the ships natural rolling motion when the ship is under way.

This is necessary for:

Stabilizing the platforms with specialized equipment;

Facilitating tasks related to the helicopter use;

Improving accommodation conditions for the crew.

Main principles of system control are shown on the figure (Fig. 20) below:

Fig. 20

The stabilizing principle is to counteract the natural rolling motion of the ship by applying an equal and opposite right-ing moment. This righting moment is produced by two non-retractable aerofoil fins protruding from PORT and STBD sides of the ships hull below the waterline. Stabilization is achieved by tilting the fins to produce an upward thrust on the descend-ing side of the ship, and a downward thrust on the ascending side. These thrusts, which are a function of the fin angle and

the forward speed of the ship, are produced by the hydrody-namic forces generated by the flow of water over the surface of the fins.

The system can be manually controlled at the LOP in the GT room and remotely controlled at the Bridge panel.

9.2. Controlling the Stabilization System from the BridgeThe Stabilization System remote control at the Bridge is mod-eled on the display (Fig. 18), which is opened from the menu item SG/Fin Stab Bridge of the page BCC.

The panel FIN STABILISER in the right upper part of the display is presented below:

The panel contains:

Two gauges to monitor the fin angles;

A set of illuminated buttons and indicators to control the fins.

9.2.1.1. Alarm Signals RollStab Port Fault;

RollStab Stbd Fault.

9.2.1.2. Faults Introduced by the Instructor Fin Stabilizer CCU FAULT;

Fin Stabilizer Port Motor temperature high;

Fin Stabilizer Port Lubrication Motor Power Supply break;

Fin Stabilizer Port Fluid Leakage;

Fin Stabilizer Port Overtravel;

Fin Stabilizer Port Hydraulic Pump Low Boost Pressure;

Fin Stabilizer Port Hydraulic Pump High Oil Temperature;

Fin Stabilizer Port Fin Locked;

Fin Stabilizer Stbd Motor temperature high;

Fin Stabilizer Stbd Lubrication Motor Power Supply break;

Fin Stabilizer Stbd Fluid Leakage;

Fin Stabilizer Stbd Overtravel;

Fin Stabilizer Stbd Hydraulic Pump Low Boost Pressure;

Fin Stabilizer Stbd Hydraulic Pump High Oil Temperature;

Fin Stabilizer Stbd Fin Locked.

Stabilizers Local Control and Motor Starters Chapter 1. Propulsion Plant. Stabilizer


39

9.3. Stabilizers Local Control and Motor StartersControl of the stabilizers at the local panel is presented on the display (Fig. 21) opened from the menu item Roll Stab Motor Starters of the page Gsec.


to the Stabilizer pump Stbd from the LC 4G1, panel 5, (re-fer to the display opened from the menu item LC 4G1 of the page Gsec) by FIN STAB HYDR PUMP STBD CB;

to the Stabilizer pump Port from the LC 4G2, panel 4, (refer to the display opened from the menu item LC 4G2 of the page Gsec) by FIN STAB HYDR PUMP PORT CB.

Each pump CB has three positions:





Fig. 21

Stabilizers Local Control and Motor Starters Chapter 1. Propulsion Plant. Stabilizer


40

The display left and right parts are identical presenting the lo-cal control facilities for PORT (left) and STBD (right) fins. For the purpose of description the PORT side control is given below.

The LOCAL CONTROL UNIT panels contain:

A set of indicators to monitor the unit motor state; lube motor state; unit control mode; fin overtravel condition;

POWER AVAILABLE indicator and POWER electrical switch;

FAULT RESET button;

MOTOR START and MOTOR STOP clutched illuminated buttons;

A three-position selector switch (CENTRAL/LOCAL UN-LOCK/LOCAL LOCK).

The SERVO AMPLIFIER UNIT panel contains:

TEST POTENTIOMETER;

A three-position selector switch (INVERT/ZERO/NORMAL);

A four-position selector switch (NORMAL/INTERNAL/PLUG/PUMP TEST);

MONITOR SELECT switch (positions listed on the panel);

A gauge to monitor the fin angle.

The STARTER BOX FIN STABILISER MOTOR panel contains:

A set of indicators to monitor the unit motor state;

RUNNING HOURS digital indicator.

STABILISER MOTOR a two-position switch to choose operating mode between STOP/RUN;

HEATER a two-position switch of the heater OFF/ON;

A set of indicators to monitor the motor lubrication state;

MODE SELECTOR SWITCH a two-position switch to choose control mode between REM/OFF;

LUBRICATION MOTOR a three-position switch to choose operating mode between STOP/RUN/START.

9.3.1.1. Alarm Signals RollStab Port HPU Motor Tripped;

RollStab Port HPU Low Oil Level;

RollStab Port HPU Very Low Oil Level;

RollStab Port HPU High Oil Temperature;

RollStab Port HPU Low Booster Pressure;

RollStab Port Fin Overtravel;

RollStab Stbd HPU Motor Tripped;

RollStab Stbd HPU Low Oil Level;

RollStab Stbd HPU Very Low Oil Level;

RollStab Stbd HPU High Oil Temperature;

RollStab Stbd HPU Low Booster Pressure;

RollStab Stbd Fin Overtravel.

Chapter 2. Systems and Mechanisms


This chapter contains the description of the simulator tools for training

the watch personnel of ANZAC ship in skills of proper operating

the Ship Systems and Mechanisms.

Chapter 2. Systems and Mechanisms.


42

This chapter contains:

1. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

2.1. How to Select a Mimic or a Local Operating Panel . . . . . . . . . . . . . . . .442.2. Controlling Systems from Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

3. Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463.1. Fuel Oil Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

3.1.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .463.1.2. Controlling the Fuel Oil Transfer System. . . . . . . . . . . . . . . . . . . .483.1.3. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493.1.4. Faults Introduced by the Instructor . . . . . . . . . . . . . . . . . . . . . . . .493.1.5. Fuel Transfer Pump 1 & 2 Starter Boxes . . . . . . . . . . . . . . . . . . . .493.1.6. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

3.2. Fuel Oil Stripping System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .503.2.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .503.2.2. Controlling the Fuel Oil Stripping System . . . . . . . . . . . . . . . . . .50

3.3. Fuel Oil Service System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .513.3.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .513.3.2. Controlling the Fuel Oil Service System . . . . . . . . . . . . . . . . . . . .523.3.3. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533.3.4. Faults Introduced by the Instructor. . . . . . . . . . . . . . . . . . . . . . . .533.3.5. GT Fuel Booster Pump 1 & 2 Starter Boxes . . . . . . . . . . . . . . . . . .533.3.6. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .533.3.7. Fuel Oil Purifier 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543.3.8. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

4. Lube Oil Storage and Transfer Systems . . . . . . . . . . . . . . . . . . . . . . 554.1. Purpose and Arrangement of the Systems. . . . . . . . . . . . . . . . . . . . . . .55

4.1.1. LO Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Chapter 2. Systems and Mechanisms4.1.2. GT Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554.1.3. Diesel Engines Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554.1.4. Gearbox Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554.1.5. Stern Tube Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554.1.6. CPP Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

4.2. Controlling the Diesel Engines LO Transfer System . . . . . . . . . . . . . . .564.3. Controlling the Gear Box Oil Transfer and Purifier System. . . . . . . . . .574.4. Controlling Gas Turbine Lub Oil Conditioning System . . . . . . . . . . . . .584.5. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .594.6. Lube Oil PDE & MG Pumps Starter Boxes . . . . . . . . . . . . . . . . . . . . . . . .604.7. Lube Oil Purifier Local Operating Panel . . . . . . . . . . . . . . . . . . . . . . . . .61

4.7.1. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .614.8. Controlling the CPP System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

5. Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635.1. Machinery Seawater Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . .63

5.1.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .635.2. Controlling the Machinery Seawater Cooling System . . . . . . . . . . . . .645.3. ER SW Cooling Pumps Starter Boxes. . . . . . . . . . . . . . . . . . . . . . . . . . . .655.4. Controlling the Diesel Generators Cooling System . . . . . . . . . . . . . . . .66

6. Fire-Fighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676.1. Fire Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .676.2. Fire Alarm Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

6.2.1. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .686.3. Seawater Firemain and Sprinkler System . . . . . . . . . . . . . . . . . . . . . . .69

6.3.1. Purpose and Arrangement of the Seawater Firemain and Sprinkler System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .696.3.2. Purpose and Arrangement of the AFFF System. . . . . . . . . . . . . .706.3.3. Fixed Halon 1301 Subsystems . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

6.4. Controlling the Fwd SW Firemain and Sprinkler System . . . . . . . . . . .72

6.5. Controlling the Aft SW Firemain and Sprinkler System . . . . . . . . . . . .736.6. Firemain System Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .736.7. Fire Pump 19 Starter Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

6.7.1. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .756.8. Controlling the AFFF Fixed Firefighting System . . . . . . . . . . . . . . . . . .76

6.8.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767. Ballast System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

7.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .777.2. Controlling the Ballast System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .787.3. FWD Ballast Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79

7.3.1. Panel Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .797.4. AFT Ballast Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

7.4.1. Panel Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .808. Bilge Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

8.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .818.2. Bilge System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81

8.2.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .818.3. Controlling the Bilge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

8.3.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .828.3.2. Faults Introduced by the Instructor. . . . . . . . . . . . . . . . . . . . . . . .82

8.4. Controlling the Dirty Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .838.4.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

8.5. De-Oiling Local Operating Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .849. Fresh Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

9.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .859.1.1. FW Filling and Transfer System. . . . . . . . . . . . . . . . . . . . . . . . . . . .859.1.2. FW Production . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .859.1.3. Pressurizing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .859.1.4. FW Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Chapter 2. Systems and Mechanisms.


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9.1.5. Hot Water Heating And Distribution . . . . . . . . . . . . . . . . . . . . . . .869.2. Controlling the Potable Fresh Water System. . . . . . . . . . . . . . . . . . . . .87

9.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .879.3. Reverse Osmosis Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

9.3.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . .889.4. Fwd and Aft RO Plant Local Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

9.4.1. Faults Introduced by the Instructor . . . . . . . . . . . . . . . . . . . . . . . .9010. Sewage Treatment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

10.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . .9110.1.1. Sewage Treatment Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

10.2. Controlling the Sewage Treatment System . . . . . . . . . . . . . . . . . . . . .9310.3. Fwd and Aft Sewage Treatment Plant Control Panels . . . . . . . . . . . .94

10.3.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9411. Leak Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

11.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . .9511.2. Controlling the Leak Water System. . . . . . . . . . . . . . . . . . . . . . . . . . . .95

11.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9511.3. Salvage Pump 1, 2, 3 Starter Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

12. Chilled Plant (as HVAC System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9712.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . .9712.2. Chilled Plant Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97

12.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9812.2.2. Faults Introduced by the Instructor. . . . . . . . . . . . . . . . . . . . . . .98

13. Refrigeration Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9913.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

13.1.1. Cold Room Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9913.2. Refrigeration Plant SWBD and Control Panel . . . . . . . . . . . . . . . . . .100

13.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10113.2.2. Faults Introduced by the Instructor. . . . . . . . . . . . . . . . . . . . . .101

14. Compressed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10214.1. System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . .10214.2. Controlling the Plant, Breathing/Diving Air and Starting Air System

10314.2.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10314.2.2. Faults Introduced by the Instructor . . . . . . . . . . . . . . . . . . . . .103

14.3. Controlling the Working and Control Air System . . . . . . . . . . . . . . 10414.3.1. System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

14.4. Diving Air Compressor 1, 2 Starter Boxes . . . . . . . . . . . . . . . . . . . . . .10514.4.1. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

14.5. Air Compressor HP & LP Starter Boxes . . . . . . . . . . . . . . . . . . . . . . . .10614.5.1. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

How to Select a Mimic or a Local Operating Panel Chapter 2. Systems and Mechanisms. Introduction


44

1. AbbreviationsThe following abbreviations are used in this chapter.

AFFF Aqueous Film Forming FoamAHU Air Handling UnitC+M Control and Monitoring SystemCCGB Cross-Connect GearboxCPP Controlled Pitch PropellerDCC Damage Control and Auxiliaries Control

ConsoleDCO Damage Control OfficerDCS Damage Control Station (Base, Panel)DE Diesel EngineDG Diesel GeneratorEF Exhaust FanEOOWC Engineer Officer on Watch ConsoleEPP Electrical Power PlantER Engine RoomESB Emergency Switch BoardFAS Fuel at SeaFO Fuel OilFPP Fire PumpHSD Heat Sensing DeviceHVAC Heating Ventilation & Air ConditioningLC Load CentreLCS Local Control StationLO Lubricating OilLOP Local Operating PanelMCR Machinery Control RoomMCU Master Control UnitME Main EngineMG Main GearboxMSB Main Switch BoardPCS Propulsion Control System

PDE Propulsion Diesel EnginePP Propulsion PlantQCV Quick-Closing ValveRAS Replenishment at SeaRO Reverse OsmosisSG Steering GearSP Supply FanSSDE Ship Service Diesel EngineSSDG Ship Service Diesel GeneratorSST SubstationSTP Sewage Treatment PlantSTU Sewage treatment UnitSVCU Sewage Vacuum Collection UnitSW Sea WaterVLS Vertical Launching System

2. Introduction

2.1. How to Select a Mimic or a Local Operating PanelThe page SYS corresponding to the button SYS in the bot-tom bar of the simulator Propulsion console contains a set of displays listed in its drop-down menu. The set of SYS displays is designed to provide general information about the systems on the mimics and to simulate local manual control of the sys-tems elements, such as valves, pumps etc.

Along with page SYS, the pages are implemented in the simu-lator, which contain displays modeling local operating (control) panels located in appropriate ship section rooms. These pages are accessed by pressing the bottom bar buttons:

L&M Steering Gear room page (sections L and M);

Ksec Aft Pump room page (section K);

Jsec Aft Generators page (section J);

Hsec Propulsion Diesel Engine room page (section H);

Gsec Gas Turbine room page (section G);

Fsec Fwd Generators room page (section F);

DCS.1 Damage Control Station 1 (Fwd) page.

Click the mouse on a selected room (page) to start a film show-ing how an engineer officer of the watch (EOOW) passes from MCR to the indicated room (the 3D animation option should be enabled in the simulator configuration). The film is played during the actual time needed to move from MCR to the room. When the film is over, the room is displayed as a 3D scene.

A local operating panel can be selected from a page drop-down menu or fro

Documents

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