Physical Characteristics: - Weebly



47’ mlb information by MLJJ

(Revised 25JUN01)

Physical Characteristics:

Length 48’11”; 47’11” w/o rubrails

Length at Waterline 43’

Beam 15’ at Frame 5; 14’ w/o rubrails

Freeboard Bow 6’8”

Freeboard Stern 7’1”

Freeboard Recess 26”

Draft 4’6”

Highest Fixed Point 18’6” (Radar Antenna)

Highest Point of Mast 24’6” (DF Antenna)

Highest Point 28’4” (HF Antenna)

Hoisting Weight 40,000 pounds

Propellers Twin, Fixed Pitch, 4-Blade 28”dia. x 36”pitch

Through Hull Drains 9

Watertight Fittings 22

Watertight Compartments 7

Minimum Crew 4

Maximum Passengers 5

Hull Construction: Compartments:

5456 Marine Grade Aluminum Lazarette; Transom to 1

Side Shell; ¼” Engine Room; 1 to 5

Bottom; 5/16” Survivors; 5 to 8

Chine Plates; 3/8” 1. Aux/ 2. Enc. Pilot; 8 to 10

Keel; ½” Forward ; 10 to 15

Forepeak; 15 to Bow

Modified planing hull design with a deep V planing from bow to stern

Longitudinal Frame Spacing 11” + or -

Transversal Frame Spacing 30” + or -

Vents: Securable: (Y/N):

1. Forepeak 2” Checkball N

2. Forward Compt. Dorade w/ 2” CB Y

3. Aux. Mach. Space Forced Air N

4. Fuel Tank Vent 2” Checkball N

5. Main Eng. Room Vent Behind Ladder Y

6. P/S Aux. Eng. Room Vents Flaps Y

Bilge Pumps: 33.3GPM Discharge:

1. Forward Compart. Starboard

2. Aux. Space Port

3. Port Red Gear Port Side w/ Fwd Engine Room

4. Stbd. Red Gear Stbd. Side w/ Aft Engine Room

5. Fwd Engine Room

6. Aft Engine Room

7. Lazarette Port Transom

DDEC (Detroit Diesel Electronic Engine Control):

ABB. What Where

ECM Electronic Control Modules Engine Room

EUI Electronic Unit Injectors Engine Room

MIM Marine Interface Modules Engine Room

ERIM Engine Room Interface Module Aux. Space

CSIM Control Station Interface Module Each Throttle

EDM Electronic Display Module Steering Stations

EGIM Electronic Gear Interface Module Aux. Space Under ERIM

ECMs: Mounted on each engine, contains a microprocessor that continuously monitors and controls engine performance and calibration. Tells; turbo boost, timing, oil and fuel temp/ pressure and coolant level/ temp. Sorts info and sends it to the EFI.

1. Engine Governing

2. Cold Start Fueling and Timing

3. Engine Protection and Diagnostics

4. Injection Timing

5. Rated Speed and Power

6. Sensor Calibrations

7. Smoke Controls

EUIs: Replace the traditional fuel injectors with an electrically controlled solenoid valve and straight plunger.

MIMs: Mounted on both engines provide the interface between the boat’s control systems and the ECM. Features a diagnostic connector port, which allows the engineer to connect the DDEC diagnostic reader for troubleshooting.

ERIM: Central processor of the control systems (throttles) on the boat. It accepts signals from the three control stations and commands the engines (through the MIMs and ECMs) to operate at the proper speed. Also directs the clutch actuators to control direction of propulsion.

CSIMs: The three CSIMs next to each throttle receive signals from the throttles and the throttle control buttons. It sends this info encoded into command signals to the ERIM.

EDMs: The LCD display monitors mounted on the open and in the closed bridge. They receive info from the CSIM and display such items as;

1. RPMs

2. Oil Pressure

3. Engine Temp

4. Transmission Oil Pressure

5. Transmission Temp

6. Fuel Consumption

7. Engine Hours

EGIMs: Take electronic signals from the ERIM and actuate the reduction gear clutches.

Operational Characteristics:

Max Speed 25 Knots @ 2100rpm

Cruise Speed 21.5 Knots @ 1950rpm

Maximum Range at Cruise 200 NM

Fuel Consumption Est. 23.2 GPH

Econ. Cruising Speed 1800-1900 RPM

Hours 11.9 at 1950 RPM

Idle; Low/ High 600 RPM/ 750 RPM

Max Winds 50 Knots Sustained

Max Seas 30 Feet

Max Surf 20 Feet

Max Towing 150 Gross Tons

Max Ice Breaking 4 Inches/ 1000 RPM

Coast Stop 400 Feet/ 1 Min 10 Sec

Crash Stop 150 Feet/ 9 Sec

Disabling Casualties: Mission Critical Casualties:

1. Engines 1. Towline 3 ¼”, 2”

2. Reduction Gears 2. Radar w/< 1NM Vis.

3. Steering 3. VHF-FM Radio w/ No Backup

4.Batteries 4. Depth Sounder

5. Watertight Integrity 5. GPS

6. Compass w/ Light @ Night

Engines:

Detroit Diesel DDEC III 6V92 6-cylinder 2-stroke TA (Turbo Aftercooled) 558 Cubic Inch V6 435 bhp @ 2100rpm Each is Right Hand Rotating (Looking Aft)

Engine Lube Oil:

Lube Oil Sys 2104E (40W)

Quantity 5.3 Gallons

Temp 200-250 F

Minimum Idle 5 PSI

Cruising 49-70 PSI

Oil Alarms Below 49 PSI When Cruising

Below 5 PSI at Low Idle

Reduction Gears:

Reverse Reduction Gear Reintjes WVS 234 UP, 2:1 reduction

Type V Drive

Ratio 2:1 Forward and Reverse

Quantity 7.2 Gallons 2104D (30W)

Temp 140-176 F Alarm @ 194 F

Pressure Engaged 230-290 PSI Alarm @ 174 PSI

Pressure Disengaged 58-66 PSI

Shafts 2 ½” Cres. Aquamet 22/ Exit Between 3 and 4

Fuel Systems: (Three Systems)

Fuel Tank Capacity 394 Gallons 100% of #2 Diesel

373 Gallons 95%

353 Gallons Useable

Pressure 50-70 (Actually Mid 40s)

Suction 2” From the Bottom of the Tank/ Pickup has a Bonnet to

Provide Suction in Rollover

Baffles Frames 6 & 7 (Control Free Surface Effect)

Fuel Oil Supply Fuel Tank to Emergency Fuel Oil Shut Off Valves to

Primary Filters (30 Microns) to Fuel Pump that

Has a Relief Valve at 65-70 SI to ECM Cooler to

Secondary Filter (10 Microns) splits to fuel injector

System in each head.

Fuel Oil Return Fuel Goes Through the Cylinder Heads Cooling the Fire

Decks and Cleaning/ Lubricating the Injectors

80% of Fuel Goes From the Heads and Enters a

Manifold Where the Split is Brought Back Together

Off to the Fuel Cooler where it is Cooled Below

90F to Prevent Loss of Power (1F=5 BHP) Through

a Check Valve to the Tank

Steering System

Head Pressure 20-30 PSI

System Pressure 150-250 PSI

Alarm 45 PSI

Max Res. PSI 1000

Max Power Cylinder PSI 950

Total Fluid 2 Gallons

Reserve Fluid 1 Gallon

Type Tellus T-15

Closed Circuit Fresh

Water Cooling System

Temp 160-192 F Alarm@ 205 F Secure@ 220 F

Capacity 10-12 Gallons

Pump 160 GPM

Block Flow Across Heat Exchanger and Loses its Heat to Pump to

Lube Oil Cooler Maintaining Temp at 200 F to 250F Can Bypass if Valve is Below Temp to Block

Around Cylinder Liners to Heads Where the Fire

Deck is Cooled to Thermostat (170F) which opens

Or Closes Passage to the Heat Exchanger

Raw Water Cooling System

Sea Chests Between Frames 4 and 5

Strainers 4” Duplex On Either Side

Pumps 390 GPH

System Flow Through Strainers to Raw Water pump (67 GPM) to Fuel

Cool: Cooler (Maintain Temp Below 90 F) to Heat

Fuel Exchanger Cooling Engine Coolant Splits to

Lube Oil Red Gear Oil Cooling or Restricted to the

Red Gear Oil Muffler On the Starboard Side Cools Steering

Steering Fluid System Hydraulic Fuel Reservoir Tank In the

Exhaust Water Tank RW Quiets and Cools Exhaust

Water Tanks Cross Connected to Prevent Back Pressure if One is

Submerged

Casualty Control: Boat, Crew, Mission

Capsizing: Once in safe water

1. Engineer should check for damage

2. Look through window to engine room, water and oil a potential fire hazard

3. De-water vessel using bilge pumps, if too severe rig CG-P5 to engine room suction

4. When de-watered check oil in the mains (keep a close eye on oil pressure)

5. Check the condition of each compartment

6. Assess damage and determine a RTS or proceed with mission

7. After returning clean all electrical equipment

Striking a Submerged Object:

1. Reduce to neutral, determine what was struck, inform crew

2. Engineer and crewman should check the shaft for vibration and damage, as the coxswain checks the forward and reverse gears check seals for leakage

3. Crewman should check all forward compartments for damage. The engineer should check the engine room and lazarette for damage

4. Individually bring up the engine RPMs to determine range and severity of vibration

5. Maintain RPMs below range of vibration. If the vibration is too severe place that shaft to neutral and secure engine.

Steering Casualty:

1. Reduce to clutch ahead, inform crew. Ensure the steering station is active

2. If steering pressure low light is on secure both engines. If there is no oil in the reservoir, the engine must remain secured to avoid damage to the pumps and engines.

3. Engineer should check engine room, look for obvious leaks, check bilge, check hydraulic pressure gauge and reservoir level. Manual 20-30 Power system150-250 PSI. Reservoir level should be ½ to ¾ full.

Reduction Gear Failure:

If the boat does not respond when the throttle(s) are operated in forward and reverse;

1. Bring to neutral. Ensure the active light is lit at the control station in use. If not lit and control can not be taken, secure the affected engine.

2. Engineer should check aux space and check gear interface modules breakers on the 24 volt power panel.

3. Engineer should then check the affected reduction gear.

4. Check the lube oil level. Check all reduction gear sensors to ensure they are connected and secure.

5. If no leaks and oil is full, restart engine and observe clutch pressure (230-290 PSI)

6. If not sufficient secure engine and red gear

7. When all mechanical checks have been made troubleshoot the electronic controls

8. Attempt to take the throttle at the remaining stations.

9. If control cannot be taken from the stations, coxswain should use the emergency engine control toggle. It bypasses all throttle sensors.

10. Control the reduction gear direction by using the for/rev toggle and RPMs by turning the rheostat for each engine.

Fire in the Engine Room:

1. Secure engines, inform crew, notify station and direct a crewmember to close the intake valves in the buoyancy compartments.

2. The engineer should go the survivor’s compartment and ensure the engine room door is closed and pull the emergency cut-offs.

3. The engineer should then energize the fixed CO2 system by using the actuator.

4. The engineer should then secure all electrical breakers with the exception of the VHF-FM radio.

5. Keep the engine room secured until towed to shore.

6. Stay off the deck

Fire in the Auxiliary Space:

1. Secure engines, inform crew, notify station.

2. Engineer should secure the battery disconnect switches.

3. Ensure the hatch to the aux. space is secured.

4. Keep secured until towed to shore.

Loss of Control of Engine RPM:

1. Ensure the active light is on the station.

2. Clutch ahead.

3. If no control, switch stations or use emergency back-up panel.

4. If this fails, stop affected mate.

5. If the engine does not secure, pull fuel cut-off for the engine and allow to run out of fuel.

6. If no time or the fuel cut-offs fail, use the air intake shut-offs.

7. Do not restart the engine until problem has been corrected.

Loss of Fuel Oil Pressure: (CODE 48)

1. Clutch ahead, determine which engine and inform crew.

2. Engineer proceed to the engine room and enter if safe.

3. Check bilge for fuel.

4. Check cut-off valves.

5. Check primary filters for sediment or water. Replace, Re-prime.

6. Check system for obvious leaks, fuel tank level.

7. Restart engine and check for proper operation.

8. If problem persists, secure engine.

Loss of Lube Oil Pressure: (CODE 45)

1. Clutch ahead, which engine.

2. Secure engine, inform crew.

3. Engineer enter engine room if safe.

4. Check bilge for oil.

5. Check oil level and obvious leaks.

6. Check the recovery tank for contamination.

7. If not correctable do not restart the engine.

Main Engine High Water Temperature: (CODE 44)

1. Clutch ahead, which engine, inform crew.

2. Engineer should look into engine room and determine what temp has been achieved.

3. If steam is present or temp 220 F or above secure engines.

4. Check bilge, brass pipes to determine which engine. If brass pipes are:

b. Cool; Initial casualty checks for jacket water system

1. Check water level. Check engine and bilge for leakage. Replace fluid if necessary

2. Inspect jacket water pump for normal function.

3. Check lube oil for proper quantity and quality.

4. If jacket water leaks are found, the pump is inoperative or if temp continues to climb, secure the engine.

a. Hot; Make casualty control checks for the raw water system.

1. Verify the sea suction valves are open. Ensure the de-icing valves under the engine room steps are closed.

2. Check the strainers to ensure that the handle is pointing to one strainer or the other. Shift and clean the strainers as necessary.

3. If the strainers are clean, check the raw water pump cover for coolness. If the impeller is burned up, the cover will be hot. If the cover is hot, secure the engine and replace the impeller.

Excessive Shaft Seal Leakage: (Survivors compartment bilge alarm)

1. Reduce to neutral, secure engine, inform crew.

2. Engineer should realign the seal assembly and check to see if the seal clamp has backed off.

3. If the clamp ring remains tight, restart after alignment and roll the shaft. If excessive water continues to leak secure the shaft.

4. Engineer then loosen the seal clamp ring and reposition it to compress the seal bellows.

5. Restart the engine and roll the shaft. If leak is still excessive secure the shaft and return to station, tighten the emergency seal clamp ring (red).

Flooding:

1. Check control panel to see which compartment is indicated as flooding. Notify coxswain and reset alarm.

2. Engineer and crewman should proceed to that space look through the window and report status to coxswain.

3. The engineer should report the extent, cause and corrective actions necessary to control/ stop flooding.

4. Crew apply basic casualty control procedures (DC Kit and CG P-5)

5. Crew check material condition of each compartment. Tell coxswain.

6. Determine whether it is safe to continue on the mission or return to the unit.

Anchoring

Line 300’ of 2 ¼” DBN

Type 19lb Fortress FX-37 Danforth

Chain 9’ of 3/8” Stainless Steel

Four Parts:

1. Shank- Adds in setting and weighing, attachment point

2. Flukes- Dig into bottom and bury anchor providing holding power

3. Stock- Prevents the anchor from rolling or rotating

4. Crown- Key element lifts rear of flukes and forces into bottom

Dewatering Pump

Type CG-P6/, 4 cycle gasoline centrifugal pump

Output 250 GPM

Lift 12’

Hose 1 drop pump fire hose 50’ w/ nozzle

Damage Control Kit

3 plugs S, M, L

3 wedges S, M, L

5lbs oakum

Rubber Sheet 1/16”

Wood Mallet

9 clamps, various sizes

MK 127A1 PARACHUTE FLATE

650-700 ft

36sec duration

125,000 candle power

decends 10-15 fps

Crew

Coxswain is responsible for:

1. Safety and conduct of passengers and crew

2. Safe operation and navigation of the boat

3. Completion of Sortie or mission

4. Safeguarding of life and property

5. Compliance with federal laws and regulations

Engineer must be certified as a crewmember and engineer and assists the coxswain as necessary. Engineer is responsible for:

1. Engines and all power equipment

2. Assisting in boat navigation, line handling, lookout, towing watch, and helmsman.

Crewmember is responsible for:

1. Securing the boat’s equipment

2. Line handling

3. Serving as lookout, towing watch, fire fighter, and helmsman

TYPE III PFD

15.5 POUNDS BUOYANCY

GLOW STICK

ONE MILE VISUAL

8 HOUR DURATION DEPENDING WEATHER TEMPERATURE

SIGNAL WHISTLE

1100 YARDS VISABLE

SAR Vest

Must be worn at all times

Survival Knife

Whistle Range 1,100yds

Emergency Signal Mirror Great distances

MK-124 Smoke and Illumination 20 seconds each side

MK-79 Signal Kit MK-31 Pencil Flare

MK-80 Seven Cartridges

5. Burn Time

250-650 FT

12,000 candlepower

SDU 5/E Strobe Light (CG-1) 50 +/- 10

FireFly 5NM Range

100,000 candlepower

9-18 HR Duration

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