nonresident training course - navy tribe9-13 left 3 change change "feed" to "feet." change "chapter...

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

NONRESIDENT

TRAINING COURSE

April 1987

Engineman 1 & C NAVEDTRA 14075

NOTICE

Page 6-2 must be printed on a COLOR printer

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

Although the words “he,” “him,” and “his” are used sparingly in this course to enhance communication, they are not intended to be gender driven or to affront or discriminate against anyone.

COMMANDING OFFICERNETPDTC

6490 SAUFLEY FIELD RDPENSACOLA, FL 32509-5237

ERRATA #1 12 Mar 1991

Specific Instructions and Errata forTraining Manual and

Nonresident Training Course

ENGINEMAN 1 & C

1. No attempt has been made to issue corrections for errors in typing,punctuation, etc., that do not affect your ability to answer the question orquestions.

2. To receive credit for deleted questions, show this errata to your localcourse administrator (ESO/scorer). The local course administrator isdirected to correct the course and the answer key by indicating the questiondeleted.

3. Assignment Booklet

Delete the following questions, and leave the corresponding spaces blankon the answer sheets:

Questions Questions

3-69 8-46

7-32 9-21

7-40 9-22

7-53

Make the following changes:

Question

2-23

3-35

4-35

5-42

Change

In the question, line 2, change the words"ship-to-ship" "to ship-to-shop."

In the question, line 4, delete the word"chief."

In choice 1, change the word "pressure"to read "presence" and delete the word"the" before "oil."

In choice 2, change the word "tapped" toread "tappet."

8-4 In the question, line 1, change the words"an air" to read "A."

In the instructions foranswering questions9-55 through 9-58

Change figure numbers "9-4" and"9-5" to read "7-4" and "7-5."

4. Textbook, Engineman 1 & C

Make the following changes:

Page Column Par.

2-4 Right 2

8-14 Right 1

9-13 Left 3

Change

Change "feed" to "feet."

Change "chapter 63" to"chapter 631."

Delete repeat sentencestarting from "a few lightsending to switchboards."

i

PREFACE By enrolling in this self-study course, you have demonstrated a desire to improve yourself and the Navy. Remember, however, this self-study course is only one part of the total Navy training program. Practical experience, schools, selected reading, and your desire to succeed are also necessary to successfully round out a fully meaningful training program. COURSE OVERVIEW: In completing this nonresident training course, you will demonstrate a knowledge of the subject matter by correctly answering questions on the following: maintenance of engines, reduction gears, air-conditioning equipment, and additional auxiliary machinery; the performance and efficiency of an engine; engineering casualty control; engineering records and reports; and ship inspections and trials.

THE COURSE: This self-study course is organized into subject matter areas, each containing learning objectives to help you determine what you should learn along with text and illustrations to help you understand the information. The subject matter reflects day-to-day requirements and experiences of personnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers (ECMs) and other senior personnel, technical references, instructions, etc., and either the occupational or naval standards, which are listed in the Manual of Navy Enlisted Manpower Personnel Classifications and Occupational Standards, NAVPERS 18068. THE QUESTIONS: The questions that appear in this course are designed to help you understand the material in the text. VALUE: In completing this course, you will improve your military and professional knowledge. Importantly, it can also help you study for the Navy-wide advancement in rate examination. If you are studying and discover a reference in the text to another publication for further information, look it up.

1983 Edition Prepared by ENC Kenneth L. Butts

Published by NAVAL EDUCATION AND TRAINING

PROFESSIONAL DEVELOPMENT AND TECHNOLOGY CENTER

NAVSUP Logistics Tracking Number 0504-LP-026-7410

ii

Sailor’s Creed

“I am a United States Sailor. I will support and defend the Constitution of the United States of America and I will obey the orders of those appointed over me. I represent the fighting spirit of the Navy and those who have gone before me to defend freedom and democracy around the world. I proudly serve my country’s Navy combat team with honor, courage and commitment. I am committed to excellence and the fair treatment of all.”

CONTENTS

iii

CHAPTER Page

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2. Administration, Supervision, and Training. . . . . . . . . . . . . . . 2-1

3. Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

4. Reduction Gears and Related Equipment . . . . . . . . . . . . . . . . 4-1

5. Engine Performance and Efficiency. . . . . . . . . . . . . . . . . . . . . 5-1

6. Refrigeration and Air Conditioning . . . . . . . . . . . . . . . . . . . . . 6-1

7. Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

8. Environmental Pollution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

9. Engineering Casualty Control . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

Nonresident Career Course follows Index

CREDITS

The illustrations indicated below are included in this edition of Engineman1 & C through the courtesy of the designated sources. Permission to use theseillustrations is gratefully acknowledged. Permission to reproduce illustrationsand other materials in this publication should be obtained from the source.

Sources: Figures:

Bacharach Industrial InstrumentCompany

3-1, 3-2, 3-3

iv

Carol

Carol

v

INSTRUCTIONS FOR TAKING THE COURSE

ASSIGNMENTS The text pages that you are to study are listed at the beginning of each assignment. Study these pages carefully before attempting to answer the questions. Pay close attention to tables and illustrations and read the learning objectives. The learning objectives state what you should be able to do after studying the material. Answering the questions correctly helps you accomplish the objectives. SELECTING YOUR ANSWERS Read each question carefully, then select the BEST answer. You may refer freely to the text. The answers must be the result of your own work and decisions. You are prohibited from referring to or copying the answers of others and from giving answers to anyone else taking the course. SUBMITTING YOUR ASSIGNMENTS To have your assignments graded, you must be enrolled in the course with the Nonresident Training Course Administration Branch at the Naval Education and Training Professional Development and Technology Center (NETPDTC). Following enrollment, there are two ways of having your assignments graded: (1) use the Internet to submit your assignments as you complete them, or (2) send all the assignments at one time by mail to NETPDTC. Grading on the Internet: Advantages to Internet grading are: • you may submit your answers as soon as

you complete an assignment, and • you get your results faster; usually by the

next working day (approximately 24 hours). In addition to receiving grade results for each assignment, you will receive course completion confirmation once you have completed all the

assignments. To submit your assignment answers via the Internet, go to:

http://courses.cnet.navy.mil

Grading by Mail: When you submit answer sheets by mail, send all of your assignments at one time. Do NOT submit individual answer sheets for grading. Mail all of your assignments in an envelope, which you either provide yourself or obtain from your nearest Educational Services Officer (ESO). Submit answer sheets to:

COMMANDING OFFICER NETPDTC N331 6490 SAUFLEY FIELD ROAD PENSACOLA FL 32559-5000

Answer Sheets: All courses include one “scannable” answer sheet for each assignment. These answer sheets are preprinted with your SSN, name, assignment number, and course number. Explanations for completing the answer sheets are on the answer sheet. Do not use answer sheet reproductions: Use only the original answer sheets that we provide—reproductions will not work with our scanning equipment and cannot be processed. Follow the instructions for marking your answers on the answer sheet. Be sure that blocks 1, 2, and 3 are filled in correctly. This information is necessary for your course to be properly processed and for you to receive credit for your work. COMPLETION TIME Courses must be completed within 12 months from the date of enrollment. This includes time required to resubmit failed assignments.

vi

PASS/FAIL ASSIGNMENT PROCEDURES If your overall course score is 3.2 or higher, you will pass the course and will not be required to resubmit assignments. Once your assignments have been graded you will receive course completion confirmation. If you receive less than a 3.2 on any assignment and your overall course score is below 3.2, you will be given the opportunity to resubmit failed assignments. You may resubmit failed assignments only once. Internet students will receive notification when they have failed an assignment--they may then resubmit failed assignments on the web site. Internet students may view and print results for failed assignments from the web site. Students who submit by mail will receive a failing result letter and a new answer sheet for resubmission of each failed assignment. COMPLETION CONFIRMATION After successfully completing this course, you will receive a letter of completion. ERRATA Errata are used to correct minor errors or delete obsolete information in a course. Errata may also be used to provide instructions to the student. If a course has an errata, it will be included as the first page(s) after the front cover. Errata for all courses can be accessed and viewed/downloaded at: http://www.advancement.cnet.navy.mil STUDENT FEEDBACK QUESTIONS We value your suggestions, questions, and criticisms on our courses. If you would like to communicate with us regarding this course, we encourage you, if possible, to use e-mail. If you write or fax, please use a copy of the Student Comment form that follows this page.

For subject matter questions: E-mail: [email protected] Phone: Comm: (850) 452-1001, Ext. 1826 DSN: 922-1001, Ext. 1826 FAX: (850) 452-1370 (Do not fax answer sheets.) Address: COMMANDING OFFICER NETPDTC N314 6490 SAUFLEY FIELD ROAD PENSACOLA FL 32509-5237 For enrollment, shipping, grading, or completion letter questions E-mail: [email protected] Phone: Toll Free: 877-264-8583 Comm: (850) 452-1511/1181/1859 DSN: 922-1511/1181/1859 FAX: (850) 452-1370 (Do not fax answer sheets.) Address: COMMANDING OFFICER NETPDTC N331 6490 SAUFLEY FIELD ROAD PENSACOLA FL 32559-5000 NAVAL RESERVE RETIREMENT CREDIT

If you are a member of the Naval Reserve, you may earn retirement points for successfully completing this course, if authorized under current directives governing retirement of Naval Reserve personnel. For Naval Reserve retire-ment, this course is evaluated at 22 points. Points will be credited in units as follows:

Unit 1: 12 points upon satisfactory

completion of assignments 1 through 5. Unit 2: 10 points upon satisfactory

completion of assignments 6 through 11.

(Refer to Administrative Procedures for Naval Reservists on Inactive Duty, BUPERSINST 1001.39, for more information about retirement points.)

vii

Student Comments Course Title: Engineman 1 & C NAVEDTRA: 14075 Date: We need some information about you: Rate/Rank and Name: SSN: Command/Unit Street Address: City: State/FPO: Zip Your comments, suggestions, etc.: Privacy Act Statement: Under authority of Title 5, USC 301, information regarding your military status is requested in processing your comments and in preparing a reply. This information will not be divulged without written authorization to anyone other than those within DOD for official use in determining performance. NETPDTC 1550/41 (Rev 4-00

CHAPTER 1

lNTRODUCTlON

At this stage in your naval career, you are wellaware that training on a continuous basis is essen-tial if you are to reach your desired goals, andif the mission of the Navy is to be successfullyaccomplished. The purpose of this manual is toserve as one of many sources of information asyou continue your training to become proficientin the tasks you will be required to perform at theE-6 and E-7 levels of your rating. A knowledgeof the information in this manual, combined withthe everyday practical experience, should help youlearn to perform assigned tasks and accept greaterresponsibilities.

RESPONSIBILITIES AND REWARDS

As you attain each higher promotional levelin your rating, you, as well as the Navy, benefit.The fact that you are using this training manualindicates that you have found personal satisfac-tion in developing your skills, increasing yourknowledge, and getting ahead in your chosencareer. The Navy has benefited, and will continueto do so as you become more valuable as atechnical specialist in your rating and as a per-son who can supervise and train others, thusmaking far reaching and long lasting contributionsto the success of the Navy.

In large measure, the extent of your contribu-tion to the Navy depends upon your willingnessand ability to accept increasing responsibilities asyou advance. When you assumed the duties of anEN3, the Navy rewarded you with an increase inpay and responsibility, a responsibility not onlyfor yourself but for the work of others. With eachadvancement, you accept an increasing respon-sibility in military matters and in matters relating

to the occupational requirements of theEngineman rating.

You will find that your responsibilities formilitary leadership are about the same as thoseof petty officers in other ratings, since everypetty officer is a military person as well as atechnical specialist. Your responsibilities fortechnical leadership are specific to your rating andare directly related to the nature of your work.Operating and maintaining the machinery andequipment for which an Engineman is responsi-ble is a job of vital importance. It is a teamworkjob which requires that special kind of supervisoryability that can only be developed by personnelwho have a high degree of technical competenceand a deep sense of personal responsibility.

Certain practical details that relate to yourresponsibilities for administration, supervision,and training are discussed in subsequent chaptersof this training manual. At this point, let’s con-sider some of the broader aspects of your everincreasing responsibilities for military andtechnical leadership.

YOUR RESPONSIBILITIES WILL EX-TEND BOTH UPWARD AND DOWNWARD.Officers and Supervisors will expect you to carryout their orders. Enlisted personnel will expect youto translate the general orders given by officersinto detailed, practical on-the-job language thatcan be understood and followed even by relativelyinexperienced personnel. In dealing with yourjuniors, it is up to you to see that they performtheir work properly. At the same time, you mustbe able to explain to officers any important needsor problems pertaining to the enlisted personnel.

YOU WILL HAVE REGULAR AND CON-TINUING RESPONSIBILITIES FOR TRAIN-ING. Even if you are fortunate enough to have

1-1

a highly skilled and well trained group, you willstill find that additional training is necessary. Forexample, you will always be responsible fortraining lower rated personnel to perform theirassigned tasks. Occasionally, some of your bestworkers may be transferred and replaced by in-experienced or poorly trained personnel. Also,some particular job may call for skills that noneof your personnel have. These and similar prob-lems will require you to be a training specialistwho can train individuals and groups in theeffective execution of assigned tasks.

YOU WILL HAVE INCREASINGRESPONSIBILITIES FOR WORKING WITHOTHERS. You will find that many of your plansand decisions affect a large number of people,some of whom are not in your division and someof whom are not even in the engineering depart-ment. It becomes increasingly important,therefore, to understand the duties and respon-sibilities of personnel in other ratings. Everypetty officer in the Navy is a technical specialistin his/her own field. Learn as much as you canabout the work of other ratings, and plan yourown work so that it will fit in with the overall mis-sion of the organization.

AS YOUR RESPONSIBILITIES IN-CREASE, YOUR ABILITY TO COM-MUNICATE CLEARLY AND EFFECTIVELYMUST ALSO INCREASE. The basic require-ment for effective communication is a knowledgeof your own language. Use correct language inspeaking and in writing. Remember that the basicfunction of all communication is understanding.To lead, supervise, and train others, you must beable to speak and write in such a way that otherscan understand exactly what you mean. You mustbe able to convey information accurately,simply, and clearly.

A second requirement for effective com-munication in the Navy is a sound knowledge ofthe Navy way of saying things. Some Navy termshave been standardized for the purpose of ensur-ing efficient communication. When a situationcalls for the use of standard Navy terminology,use it.

Still another requirement for effective com-munication is precision in the use of technicalterms. Command of the technical language of the

Engineman rating will enable you to exchangeideas with other personnel of the same rating. Per-sonnel who do not understand the precise mean-ing of terms used in connection with the work oftheir own rating are at a disadvantage when theytry to read official publications relating to theirwork. They are also at a great disadvantage whentaking written examinations for advancement.Although it is always important to use technicalterms correctly, it is particularly important whenyou are dealing with lower rated personnel. Slop-piness in the use of technical terms may beextremely confusing and frustrating to an inex-perienced person.

YOU WILL HAVE INCREASED RESPON-SIBILITIES FOR KEEPING UP WITH NEWDEVELOPMENTS. Practically everything in theNavy—policies, procedures, equipment, publica-tions, systems—is subject to change and develop-ment. As an EN1, and even more as an ENC, youmust keep yourself informed about all changesand new developments that might affect yourrating or your work.

Some changes will be called directly to yourattention; others you will have to look for. Tryto develop a special kind of alertness for new in-formation. Keep up to date on all sources oftechnical information. Information on sources ofprimary concern to the Engineman is given laterin this chapter.

As you prepare to assume increased respon-sibilities at a higher level, you need to be familiarwith (1) the military requirements and occupa-tional standards given in the Navy EnlistedManpower and Personnel Classifications andOccupational Standards, NAVPERS 18068 (withchanges); (2) the Personnel AdvancementRequirement (PAR), NAVPERS 1414/4; (3)appropriate rate training manuals; and (4) anyother material that may be required or recom-mended in the most current edition of theBibliography for Advancement ExaminationStudy, NAVEDTRA 10052. These materials andtheir use are discussed more thoroughly in MilitaryRequirements for Petty Officers 1 & C, NAVED-TRA 10057 (current edition), and Engineman3 & 2, NAVEDTRA 10541 (current edition).Other sources of information will be describedlater in this chapter.

ENGINEMAN 1 & C

1-2

Chapter 1—INTRODUCTION

THE ENGINEMAN—YOUR JOB

Since you first became a rated person you havemastered basic skills, became familiar with muchof the terminology applicable to internal combus-tion engines and other equipment, and learned toanswer many of the technical questions asked bylower rated personnel. Along with this increasein knowledge, you have gradually assumed greaterresponsibilities. The rate for which you are nowpreparing demands more knowledge and skill, awillingness to assume greater responsibility, andthe ability to lead people.

As an EN1 or ENC, you must be familiar withall the functions of the engineering departmentand be proficient in a wide variety of tasks. Yourduties will include using proper procedures fortroubleshooting, maintenance and repair, plan-ning, organizing, and carrying out the workinvolved in these procedures. You will maintainrecords and submit reports; you will supervise thestowage of supplies and repair parts; and you willtake an active part in the training of lower ratedpersonnel. In brief, you will be a technicalspecialist and a military leader.

MILITARY DUTIES ANDRESPONSIBILITIES

Information related to the militaryrequirements for advancement is included in train-ing manuals specifically prepared to cover suchrequirements. These manuals are listed anddescribed briefly later in this chapter.

TECHNICAL DUTIES ANDRESPONSIBILITIES

A petty officer must become a technicalspecialist in his/her rating. Technical duties whichan Engineman must learn to perform efficientlyinclude:

1. Operating internal combustion engines andauxiliary engineroom machinery.

2. Maintaining internal combustion enginesand related accessories and equipment.

3. Performing overhaul and repair work oninternal combustion engines, using establishedprocedures for disassembly, replacement, andreassembly.

4. Conducting routine tests and inspectionsof all engineroom machinery.

5. Operating and making repairs to auxiliaryboilers and to refrigeration, air conditioning, anddistilling systems.

6. Using lathes and other machine shopequipment.

7. Using measuring instruments needed inengine overhaul, such as micrometers, feelergages, and inside and outside calipers.

8. Reading accurately such instruments asthermometers, pressure gages, and pressureindicators.

Probably you can already do many of thesejobs. Others you will have to learn from addi-tional practical experience and through study.Although you will be learning many new jobs asan EN1, and especially as a ENC, you will be con-cerned principally with directing and observingthe work of personnel assigned to you. You willbe responsible for their performance and theirtraining in all of the jobs required of anEngineman.

In addition to the duties already mentioned,you will compile necessary data for the prepara-tion of engineering reports and records. It will beyour duty to make frequent tours of assignedspaces, and to inspect equipment for properoperation. You will check the auxiliary watch forperformance of duty in accordance with standingorders. You will be responsible for the use of thecorrect operating procedure for all equipmentunder your jurisdiction. You will be accountablefor daily routine inspections, tests, and reportson all equipment that require daily maintenanceand testing.

You may be held responsible to the divisionofficer for the proper setting and standing of allwatches during your duty period. You may berequired to post the daily watch list in theengineroom and may be responsible for instruct-ing and training watchstanders in their duties.

You will instruct lower rated personnel in thecorrect procedures to be used for casualtiesinvolving the engineroom. It will be yourresponsibility to see that personnel under your

1-3

supervision learn about the capabilities and limita-tions of the equipment with which they work, andthe procedures to follow should casualties occur.

Safety is a responsibility of all Navy person-nel. As an EN1 or ENC, you will instruct yourpersonnel in shipboard safety precautions, par-ticularly those that are applicable to your division,and will ensure that copies of these precautionsare posted in conspicuous places. Most impor-tantly, you will watch for careless methods ofwork—the frequent source of accidents. You willbe expected to set a good example for followingsafety practices. The example you will set will havea great influence on your people and other per-sonnel. You will watch for and report all unsafeconditions.

To successfully perform your duties, youshould know the duties performed in other divi-sions, and how the various shops can help youget a job done. While it is true that manymaintenance and repair jobs occurring in yourown division can be properly handled from startto finish without the aid of any outside rating,other jobs may be more extensive and may requirespecial skills or equipment not available withinyour division. Although you and the personnelunder your supervision may be able to do the bulkof the work, certain portions of a job may requirethe skill of an Electrician’s Mate, a Machinist’sMate, a Machinery Repairman, a HullMaintenance Technician, or people in otherratings. Therefore, you must know what equip-ment is used by other ratings in the engineeringdepartment, and what kind of work can be donewith that equipment. Familiarize yourself with thework performed and equipment used in other divi-sions by observing them at work and by talkingto leading petty officers in other ratings. Thereis no excuse for using unskilled personnel and un-satisfactory procedures when the skill of otherratings and the equipment they use are alreadyavailable.

WATCH DUTIES ANDRESPONSIBILITIES

As a first class or chief petty officer aboardship, you may be required to assist the divisionofficer in organizing, supervising, and instructingother personnel in their military duties as well as

in their specialties. This duty includes assisting inthe assignment of watch stations and other duties.

Every watch in the engineering department isa vital part of the ship’s maintenance and opera-tion program. The engineer officer is responsiblefor the operation and maintenance of the mainengines and auxiliary machinery. However, theEN1s or ENCs and the personnel they superviseon the various watches actually do most of thework. Therefore, it is very important that the pettyofficers in charge learn and understand theextent of their responsibility to the engineerofficer.

Engineering Officerof the Watch

The following excerpts from chapter 10 ofNavy Regulations describe some of the duties ofthe officer of the engineroom watch:

“Status, Authority, and Responsibil-ity. The engineering officer of the watchis the officer on watch in charge of themain propulsion plant of the ship, and ofthe associated auxiliaries. He shall beresponsible for the safe and proper opera-tion of such units, and for the perform-ance of the duties prescribed in theseregulations and by other competentauthority.”

“Directing and Relieving theEngineering Officer of the Watch. Theengineer officer, or in his absence, themain propulsion assistant may direct theengineering officer of the watch con-cerning the duties of the watch, or mayassume charge of the watch, and shall doso should it, in his judgment, benecessary.”

“Relation with the Officer of theDeck. The engineering officer of thewatch shall ensure that all orders re-ceived from the officer of the deck arepromptly and properly executed. He shallnot permit the main engines to be turnedexcept as authorized or ordered by theofficer of the deck.”

ENGINEMAN 1 & C

1-4


“Reports by the Engineering Officerof the Watch. The engineering officer ofthe watch shall report promptly to theofficer of the deck and the engineerofficer any actual or probable derange-ment of machinery, boilers, or auxiliarieswhich may affect the proper operation ofthe ship.”

“Reports to the Engineering Officerof the Watch. The engineering officer ofthe watch shall be promptly informed ofany engineering work or change indisposition of machinery which mayaffect the proper operation of the plantor endanger personnel, or which is re-quired for entry in the record of hiswatch.”

“Inspection and Operation ofMachinery. The engineering officer of thewatch shall cause frequent inspections tobe made of the engines, boilers, and theirauxiliaries; and shall ensure that pre-scribed tests, methods of operation, andinstructions pertaining to the safety of per-sonnel and material are strictly observed.”

“Records and Logs. The engineeringofficer of the watch shall ensure that theengineering log, engineer’s bell book, andprescribed operating records are properlykept. On being relieved, he shall sign theengineering log and the engineer’s bellbook for that watch.”

Engineering DepartmentDuty Officer

In ships not underway, the commandingofficer may authorize the standing of a day’sduty in lieu of the continuous watch of theengineering officer of the watch. When author-ized, the duties of the engineering officer, of thewatch are assigned in port to the engineeringdepartment duty officer. However, when not atthe station of the engineering officer of the watch,the duty officer must always be ready for dutythe moment he/she is summoned or notified thathis/her presence is required. The engineering

department duty officer, assigned by the engineerofficer, must be a qualified engineering officer ofthe watch. On some ships, chief petty officers maybe assigned as the engineering department dutyofficer.

In the temporary absence of the engineerofficer, the duties of the engineer officer may beperformed by the engineering department dutyofficer. If the engineer officer is on board, theduty officer reports the condition of the depart-ment to him/her prior to the eight o’clock reports.In the absence of the engineer officer, the dutyofficer makes the eight o’clock reports for thedepartment to the executive officer (or commandduty officer).

The engineering duty officer, in addition tosuch other duties as may be properly assigned tohim/her, is responsible for:

1. The alertness and proper performance ofall personnel of the engineering watches.

2. The safe and economical operation of allengineering machinery and systems in use.

3. The elimination of fire and floodinghazards and the prevention of sabotage.

4. The security of all engineering spaces. Inorder to determine the actual conditions thatexist in the engineering space and to evaluate theperformance of watch personnel, the duty officermust make frequent inspections of the engineer-ing spaces.

5. The proper maintenance of all machineryoperating logs, and for writing and signing theengineering log for the period he/she is on duty.

The engineering department duty officermakes reports in the same manner as the engineer-ing officer of the watch, except that when actingin place of the engineer officer, he/she is respon-sible for making the reports required of thatofficer. Engineering watch supervisors and theduty petty officers of the engineering divisionsreport to the duty officer during the performanceof their duties.

A chief petty officer who is a qualifiedengineroom watch supervisor underway may beassigned a watch as the engineering departmentduty chief petty officer to assist the engineeringdepartment duty officer. The duty chief pettyofficer is normally assigned duty for the same

1-5

ENGINEMAN 1 & C

period as the duty office, and reports to thatofficer.

and that the prescribed pressure is maintained inthe firemain.

Standing Watches

As a watchstander, you will be the “eyes” ofthe engineering department. You will be respon-sible for the orderly appearance and cleanlinessof your assigned station. Prior to standing watch,you should thoroughly inspect all existing condi-tions, such as the operating condition ofmachinery and firefighting equipment. Youshould also check your assigned area for leaks andpotential fire hazards. If a casualty occurs, youshould take immediate steps to control it, as wellas promptly notify the proper authority.

Except in emergencies, the engineroom aux-iliary watch does not make any changes such asstopping, starting, or shifting ship’s servicegenerators without first notifying the Electrician’sMate and the petty officer in charge of the watch.

A watch going off duty will not be consideredrelieved until the floor plates are wiped, theengineroom is clean, all operating logs and recordsare correct, and information concerning the statusof the machinery in operation, orders, specialorders, and non-completed orders have been givento the relief.

While on watch, you should strictly observeall operating instructions, regulations, andsafety precautions. You should never leave yourstation unless you have permission from properauthority to do so, or are properly relieved. Youshould promptly execute all standing or specialorders. When relieved, you should pass on to therelieving watch all information concerning existingconditions and special orders.

There are several watches that you may standor for which you may be responsible. The stationsand duties of some of the watches commonlystood by Enginemen are discussed in the follow-ing paragraphs.

COLD-IRON WATCHES.—Under certainprescribed conditions (such as when a ship movesalongside a repair ship or tender, or into a navalshipyard, and is receiving power from theseactivities) a security and fire watch is usually setby each division. This security watch is commonlyknown as a cold-iron watch. Each cold-iron watchmakes frequent inspections of the assigned areaand checks for fire hazards, flooding, or otherunusual conditions throughout the area. The cold-iron watch keeps bilges reasonably free of waterin accordance with applicable instructions. Hourlyreports on existing conditions are made to theofficer of the deck.

ENGINEROOM AUXILIARY WATCH.—Auxiliary watches are maintained underway andin port to supply light, power, steam, and otherservices. The engineroom auxiliary watch main-tained in port includes a petty officer in chargeand one or more Firemen. The petty officer incharge is responsible for seeing that an efficientand economical watch is being stood. Allmachinery not in operation must be checked tosee that it has been properly secured.

All unusual conditions are immediatelyreported to the officer of the deck and to theengineering duty officer, so that the proper divi-sion or department can be notified to take thenecessary corrective measures. When welding orburning is to be performed in the area, the cold-iron watch checks to see that a fire watch isstationed.

The petty officer in charge of the auxiliarywatch is responsible for the proper operation ofthe ship’s service generator and associatedmachinery; however, the operation of the elec-trical equipment is the responsibility of an Elec-trician’s Mate. The petty officer in charge checksto see that all operating machinery is lubricatedas prescribed by the operating instructions.He/she makes sure that the fire and flushingpumps are inspected for satisfactory operation

If the ship is in drydock, the watch must checkall sea valves, after working hours, to see that thevalves are secured or blanked off. The watch mustmake sure that oil or water is not being pumpedinto the drydock and that weights such as fuel oil,feedwater, or potable water are not shiftedwithout permission of the engineer officer.

DUTY ASSIGNMENTS

As an Engineman, you will be assigned dutyaboard various types of ships, ranging from air-craft carriers to the smallest of river patrol boats.You will also be assigned shore duty. Your specific

1-6


duties will depend on the type and size of ship orstation to which you will be assigned.

Aboard an aircraft carrier or a cruiser, youmay be assigned to the “A” division. As amember of the “A” gang, you will be responsi-ble for a wide variety of tasks including theoperation, maintenance and repair of internalcombustion engines, and the operation andmaintenance of auxiliary, refrigeration, and airconditioning equipment.

On diesel-driven ships, you may be assignedto the “M” division or the “A” division. Yourresponsibility will vary depending on the size ofthe ship. You may have charge of one of theengineering spaces or the “A” gang and, on somesmall ships, you may act as the “M” divisionofficer.

On a repair ship or tender, you may be as-signed to the repair department. As an EN1 orENC, you may be in charge of one of the repairshops such as the engine overhaul shop or thegovernor and fuel injector shop, or you may bein charge of one of the repair gangs. You mayalso be selected to attend Diesel Inspector’s schooland become a Navy diesel engine inspector.

Duty at most shore stations will depend onyour training and your field of specialization. Youmay also be assigned as an instructor either at oneof the Engineman schools or at a recruit trainingstation, or a canvasser recruiter. To qualify forinstructor duty, you must successfully completea course in instructor training.

As an Engineman, you may perform duty atthe Naval Education and Training Program andDevelopment Center, Pensacola, FL. Personnelassigned to this activity are involved in either thepreparation of service-wide examinations foradvancement or the preparation and revision ofrate training manuals and other training materials.

SCOPE OF THISTRAINING MANUAL

Before studying any book, it is a good ideato know the purpose and the scope of that book.Here are some things you should know about thistraining manual:

It is designed to give you information onthe occupational qualifications for advancementto EN1 and ENC.

It must be satisfactorily completed beforeyou can advance to EN1 or ENC, whether youare in the Regular Navy or in the Naval Reserve.

It is NOT designed to give you informa-tion on the military requirements for advancementto PO1 or CPO. Rate training manuals that arespecially prepared to give information on themilitary requirements are discussed in the sectionof this chapter that deals with sources ofinformation.

It is NOT designed to give you informa-tion that is related primarily to the qualificationsfor advancement to EN3 and EN2. Such infor-mation is given in Engineman 3 & 2, NAVED-TRA 10541 (current edition).

The occupational qualifications that wereused as a guide in the preparation of this train-ing manual were those promulgated in the NavyEnlisted Manpower and Personnel Classificationsand Occupational Standards, NAVPERS 18068-D(1981). Therefore, changes in the Enginemanqualifications that may have occurred after theD edition became effective may not be reflectedin the information given in this training manual.

This training manual includes informationthat is related to both the knowledge and the Oc-cupational Standards for advancement to EN1and ENC. However, no training manual can takethe place of actual on-the-job experience fordeveloping skill in the practical factors. This train-ing manual can help you understand some of thewhys and wherefores, but you must combineknowledge with practical experience before youcan develop the required skills. The Personnel Ad-vancement Requirement, NAVPERS 1414/4,should be utilized in conjunction with this trainingmanual whenever possible.

Subsequent chapters in this trainingmanual deal with the technical subject matter ofthe Engineman rating. Before studying thesechapters, study the table of contents andnote the arrangement of information. You willfind it helpful to get an overall view of theorganization of this training manual before youstart to study it.

1-7

ENGINEMAN 1 & C

SOURCES OF INFORMATION

It is very important for you to have an exten-sive knowledge of the references to consult fordetailed, authoritative, up-to-date information onall subjects related to the military requirementsand to the occupational qualifications of theEngineman rating.

Center. Each revised edition is identified by aletter following the NAVEDTRA number. Whenusing this publication, be SURE you have themost recent edition.

Some of the publications discussed here aresubject to change or revision from time to time—some at regular intervals, others as the need arises.When using any publication that is subject tochange or revision, be sure you have the latest edi-tion. When using any publication that is kept cur-rent by means of changes, be sure you have a copyin which all official changes have been entered.

In NAVEDTRA 10052, the required andrecommended references are listed by pay gradelevel. It is important to remember that you areresponsible for all references used at lower levels,as well as those listed for the pay grade to whichyou are seeking advancement.

NAVAL EDUCATION ANDTRAINING (NAVEDTRA)PUBLICATIONS

Rate training manuals that are marked withan asterisk (*) in NAVEDTRA 10052 are MAN-DATORY at the indicated levels. A mandatorytraining manual may be completed by (1)passing the appropriate Enlisted CorrespondenceCourse based on the mandatory training manual,(2) passing locally prepared tests based on the in-formation given in the mandatory trainingmanual, or (3) in some cases, successfullygraduating from an appropriate Navy school.

Originally, training manuals were developedby the Chief of Naval Training and carried thedesignation NAVTRA followed by a number. In1973, the Naval Education and Training Produc-tion Development Center (NETPDC) came di-rectly under the command of the Chief of NavalEducation and Training (CNET). Trainingmaterials published by NETPDC after the abovedate are designated NAVEDTRA in lieu of NAV-TRA; however, the numbers remain as originallyassigned for most publications. The designatorsof publications printed prior to 1973 will bechanged as each publication is revised.

It is important to note that all references,whether mandatory or recommended, listed inNAVEDTRA 10052, may be expected to be usedas source material for the written examinationsat the appropriate levels. In addition, referenceslisted in a rate training manual may also be usedas source material for examination questions.

Rate Training Manuals

The naval training publications described hereinclude some which are absolutely essential foranyone seeking advancement and some which,although not essential, are extremely helpful.

Most rate training manuals are written for thespecific purpose of helping personnel prepare foradvancement. Some manuals are general in natureand are intended for use by more than one rating;others (such as this one) are specific to a particularrating.

NAVEDTRA 10052

The Bibliography for Advancement Examina-tion Study, NAVEDTRA 10052 is a very impor-tant publication for anyone preparing foradvancement. This publication lists required andrecommended rate training manuals and otherreference material to be used by personnelworking for advancement. NAVEDTRA 10052is revised and issued once each year by the NavalEducation Training and Program Development

Rate training manuals are revised from timeto time to bring them up to date. The revision ofa rate training manual is identified by a letterfollowing the NAVEDTRA number. You can tellwhether or not a rate training manual you areusing is the latest edition by checking the NAVED-TRA number and the letter following it in themost recent edition of the List of TrainingManuals and Correspondence Courses, NAVED-TRA 10061 (revised).

There are three rate training manuals that arespecially prepared to present information on the

1-8


military requirements for advancement. Thesemanuals are:

Basic Military Requirements, NAVEDTRA10054 (current edition)

Military Requirements for Petty Officer3 & 2, NAVEDTRA 10056 (current edition)

Military Requirements for Petty OfficerI & C, NAVEDTRA 10057 (current edition)

Each of the military requirements manuals ismandatory at the indicated pay grade levels. Inaddition to giving information on the militaryrequirements, these three books give a good dealof useful information on the enlisted rating struc-ture; on how to prepare for advancement; on howto supervise, train, and lead other people; and onhow to meet increasing responsibilities as you ad-vance in rating.

Some of the rate training manuals that maybe useful to you when you are preparing to meetthe occupational qualifications for advancementare discussed briefly in the following paragraphs.

Tools and Their Uses, NAVEDTRA 10085(current edition), contains a good deal of usefulinformation on the care and use of all types ofhandtools and portable power tools commonlyused in the Navy.

Blueprint Reading and Sketching, NAVED-TRA 10077 (current edition), chapters 1 through4 and chapter 7, recommended reading in prepar-ing for advancement to EN2. The remainder ofthe training manual contains additional informa-tion that may be of value to you as you preparefor advancement to EN1 and ENC.

Mathematics, Vol. 1, NAVEDTRA 10069(current edition), and Mathematics, Vol. 2,NAVEDTRA 10071 (current edition), may behelpful if you need to brush up on yourmathematics. Volume 1 contains basic informa-tion that is needed for using formulas and formaking simple computations. Volume 2 containsmore advanced information than you will needfor most purposes. However, occasionally, youmay find the information in this book to behelpful.

Engineman 3 & 2, NAVEDTRA 10541 (cur-rent edition), must be satisfactorily completed foradvancement to EN3 and EN2. If you have metthis requirement by satisfactorily completingearlier editions of training manuals prepared forEnginemen, you should at least become familiarwith Engineman 3 & 2, NAVEDTRA 10541 (cur-rent edition). Much of the information given inthis edition of Engineman I & C is based on theassumption that you are familiar with the con-tents of Engineman 3 & 2, NAVEDTRA 10541(current edition).

Rate training manuals prepared for otherGroup VII (Engineering and Hull) ratings areoften a useful source of information. Referenceto these training manuals will broaden yourknowledge of the duties and skills of other per-sonnel in the engineering department. The train-ing manuals prepared for Machinist’s Mates,Boiler Technicians, and Machinery Repairmen arelikely to be of particular interest to you.

For a complete listing of rate training manuals,consult the List of Training Manuals and Cor-respondence Courses, NAVEDTRA 10061 (latestrevision).

Correspondence Courses

Most rate training manuals and officer textsare used as the basis for correspondence courses.Credit for the completion of a mandatory train-ing manual is earned by passing the cor-respondence course that is based on that trainingmanual. You will find it helpful to take other cor-respondence courses, as well as those that arebased on mandatory training manuals. A cor-respondence course helps you to master the in-formation given in the training manual or text.It also gives you a good idea of how much youhave learned.

NAVSEA PUBLICATIONS

A number of publications issued by the NavalSea Systems Command (NAVSEA) will be of in-terest to you. While you do not need to knoweverything that is given in the publications men-tioned here, you should have a general idea ofwhere to find information in NAVSEApublications.

1-9

ENGINEMAN 1 & C

The Naval Ships’ Technical Manual is a basicdoctrine publication of NAVSEA. To allow theship to distribute copies to the working spaceswhere information is required, chapters are nowissued as separate paper-bound volumes. Chaptersare kept up to date by means of yearly revisions.Chapters are reviewed less frequently where yearlyrevisions are not necessary. In chapters whereintra-year changes are required, either an intra-year edition or a NAVSEA Notice is distributedas a temporary supplement for use pending issueof the new edition of the chapter.

You will find chapters in Naval Ships’Technical Manual of particular importance to theEngineman referenced in this training manual.For a list of all chapters in the manual, seeappendix A, chapter 001.

The Deck Plate is a monthly publication whichcontains interesting and useful information on allaspects of shipboard engineering. This magazineis particularly useful because it presents informa-tion which supplements and clarifies informationcontained in the Naval Ships’ Technical Manualand because it presents information on new equip-ment, policies, and procedures.

Manufacturers’ technical manuals that are fur-nished with most machinery units and many typesof equipment are valuable sources of information

on operation, maintenance, and repair ofmachinery and equipment. The manufacturers’technical manuals for internal combustion enginesand associated equipment are usually givenNAVSEA numbers.

TRAINING FILMS

Training films which are available to navalpersonnel are a valuable source of supplementaryinformation on many technical subjects. Filmsthat may be of interest to you are listed in theDepartment of the Navy Catalog of AudiovisualProduction Products, OPNAVINST 3 157.1.

When selecting a film, note its date of issuein the film catalog. As you know, proceduressometimes change rapidly. Thus some filmsbecome obsolete rapidly. If a film is obsoleteonly in part, it may sometimes be shown effec-tively if before or during its showing you carefullypoint out to trainees the procedures that havechanged. When you plan to show a film to trainpersonnel, take a look at it in advance if possibleso that you may spot material that may havebecome obsolete, then verify current proceduresby looking them up in the appropriate sourcesbefore showing the film.

1-10

CHAPTER 2

ADMINISTRATION, SUPERVISION,AND TRAINING

The higher you go in the Navy, the moreresponsibility you will have for administration,supervision, and training. This chapter dealsbriefly with some of your administrative andsupervisory responsibilities and then takes up cer-tain aspects of your responsibility for trainingothers.

Although it is possible to consider administra-tion, supervision, and training as three separateareas of responsibility, it is important toremember that the three cannot be totallyseparated. Much of your work requires you to ad-minister, supervise, and train, all at the same time.For example, consider a pump overhaul job. Asan administrator, you will schedule the job, checkon the history of the pump, and see that therequired forms and reports are submitted.

As a supervisor, you will actually oversee thework and make sure it is done correctly. As atrainer, you will provide information and instruc-tion on repair parts, repair procedures andpolicies, safety precautions, and other matters.

These administrative, supervisory, and train-ing tasks have a direct relationship to the job athand—namely, the overhaul of the pump. But thepump overhaul job can’t even get started unlessa variety of administrative, supervisory, and train-ing functions are performed on a continuing basis.Materials, repair parts, and tools must beavailable when they are needed; jobs must bescheduled with due regard to the urgency of otherwork; records must be kept and reports must besubmitted; and personnel must be in a continuousstate of training so that they can assume increas-ingly important duties and responsibilities. Theonly way to keep things running smoothly is totake your administrative, supervisory, and train-ing responsibilities seriously.

ADMINISTRATION ANDSUPERVISION

As an Engineman, you will have ad-ministrative and supervisory responsibilities inconnection with engineroom and auxiliary opera-tions and with equipment maintenance and repair.

OPERATIONAL RESPONSIBILITIES

The engineering department administrativeorganization is set up to provide a means for theproper assignment of duties and for the propersupervision of personnel. However, no organiza-tion can run itself. Personnel—including you—are needed to see that all pertinent instructionsare carried out; that all machinery, equipment,and piping systems are operated in accordancewith good engineering practice; that operatinginstructions and safety precautions are posted bythe machinery and obeyed by all engineroompersonnel; that all watchstanders are properlysupervised; that records and reports are filled-incorrectly and submitted as required; and that theentire engineering plant is operated with max-imum reliability, efficiency, and safety.

In order for you to monitor and record yourplant’s status and performance, you need to knowwhich engineering records and reports for theadministration, maintenance, and repair of navalships are prescribed by directives from suchauthorities as the Type Commander, Naval ShipSystems Command (NAVSHIPS), and Chief ofNaval Operations (CNO). These records must beaccurate and up to date in accordance with cur-rent instructions.

As an EN3 and EN2, you have been primarilyconcerned with operating logs and similar records.As an EN1 or ENC, you will have new supervisory

2-1

ENGINEMAN 1 & C

duties which will require that you have a greaterknowledge of engineering paperwork and theassociated administrative procedures. Supervisoryduties and responsibilities require a knowledge ofengineering records as well as of such items asinspections, administrative procedures, training,preventive maintenance, and repair procedures.

Information on the most common engineer-ing records and reports is given in this chapter.These standard forms are prepared by the varioussystems commands and CNO. The forms are forissue to forces afloat and can be obtained asindicated in the Navy Stock List of Forms andPublications, NAVSUP 2002. Since these formsare revised as conditions warrant, personnel order-ing forms must be sure that the most currentforms are obtained. When complementary formsare necessary for local use, make certain that anexisting standard form will not serve the purposebefore having complementary forms prepared andprinted.

Legal Engineering Records

The Engineering Log and the Engineer’s BellBook are the only legal records compiled by theengineering department. The Engineering Log isa midnight-to-midnight record of the ship’sengineering department. The Engineer’s Bell Bookis a legal record of any order regarding changein the movement of the propellers.

ENGINEERING LOG.—The EngineeringLog, NAVSEA 3120/2 (figure 2-1), and the LogContinuation Sheet, NAVSEA 3120/2A, areused to record important daily events and datapertaining to the engineering department and theoperation of the engineering plant. A table is pro-vided in the log for recording the hourly averagerpm (to the nearest tenth) of all shafts and theresultant speed, in knots. Additional tables andspaces are provided for recording the ship’s draftand displacement (upon getting underway andanchoring or mooring); the total engine milessteamed for the day and the distance traveledthrough water; the number of days out of dock;the amount of fuel, water, and lubricating oil onhand, received, and expended; the name of theship, the date, and the location or route of theship; and remarks chronicling important events.

Entries in the Engineering Log must be madein accordance with instructions given (1) on thelog sheet (NAVSEA 3120/2), (2) in chapter 10 ofU.S. Navy Regulations, (3) in Naval Ships’Technical Manual, chapter 9004, and (4) in direc-tives of the type commander.

Remarks written in the Engineering Log mustinclude (1) boilers in use, (2) engine combinationin use, (3) major speed changes (such as 1/3, 2/3,standard, and full), (4) all injuries to personneloccurring within the department, (5) casualtiesoccurring to material under the cognizance of theengineering department, and (6) such other mat-ters as may be specified by competent authority.Each entry must be a complete statement andemploy standard phraseology. The type com-mander’s directives contain other specificrequirements pertaining to the “remarks” sectionof Engineering Logs for ships of the type; theengineer officer must ensure compliance withthese directives.

The original Engineering Log, prepared neatlyand legibly in ink or pencil, is the legal record.The remarks should be prepared—and must besigned—by the engineering officer of the watch(EOOW) (underway) or the engineering depart-ment duty officer (in port). No erasures are per-mitted in the log. When a correction is deemednecessary, a single line is drawn through theoriginal entry so that the entry remains legible andthe correct entry is inserted in such a manner asto ensure clarity and legibility. Corrections,additions, or changes are made only by the per-son required to sign the log for the watch and areinitialed by him on the margin of the page.

The engineer officer verifies the accuracy andcompleteness of all entries and signs the logdaily. The commanding officer approves the logand signs the log on the last calendar day of eachmonth and on the date he relinquishes command.The engineer officer should require that the logsheets be submitted to him in sufficient time toallow him to check and sign them prior to noonof the first day following the date of the logsheet(s).

When the commanding officer (or engineerofficer) directs a change or addition to theEngineering Log, the person concerned mustcomply unless he believes the proposed change oraddition to be incorrect; in this event the

2-2

Chapter 2—ADMINISTRATION, SUPERVISION, AND TRAINING

Figure 2-1.—Engineering Log—All ships.

2-3

ENGINEMAN 1 & C

commanding officer (or engineer officer) enterssuch remarks over his signature as he deems ap-propriate. After the log has been signed by thecommanding officer, no change is permittedwithout his permission or direction.

Completed Engineering Log sheets are filedin a post-type binder. Pages of the log arenumbered consecutively with a new series of pagenumbers commencing with the first day of eachcalendar year.

ENGINEER’S BELL BOOK.—TheEngineer’s Bell Book, NAVSEA 3120/ 1 (figure2-2), is a record of all bells, signals, and otherorders received by the throttleman regardingmovement of the ship’s propellers. Entries aremade in the Bell Book by the throttleman (or anassistant) as soon as an order is received. Entriesmay be made by an assistant when the ship isentering or leaving port, or engaging in anymaneuver which is likely to involve numerous orrapid speed changes. This procedure allows thethrottleman to devote his undivided attention toanswering the signals.

The Bell Book is maintained in the followingmanner:

1. A separate bell sheet is used for each shafteach day, except where more than one shaft iscontrolled by the same throttle station, in whichcase the same bell sheet is used to record the ordersfor all shafts controlled by the station. All sheetsfor the same date are filed together as a singlerecord.

2. The time of receipt of the order is recordedin column number 1 (figure 2-2).

3. The order received is recorded in columnnumber 2. Minor speed changes (generally re-ceived via revolution telegraph) are recorded byentering the number of rpm ordered. Major speedchanges (normally received via engine ordertelegraph) are recorded using the followingsymbols:

1 / 3 — ahead 1/3 speed2/3 — ahead 2/3 speedI — ahead standard speedII — ahead full speedIII — ahead flank speedZ — stopB1/3 — back 1/3 speed

2-4

B2/3 — back 2/3 speedBF — back full speedBEM — back emergency speed

4. The number of revolutions correspondingto the major speed change ordered is entered incolumn 3. (NOTE: When the order received isrecorded as rpm in column 2 (minor speedchanges), no entry is made in column 3.)

5. The shaft revolution counter reading (totalrpm) at the time of the speed change is recordedin column 4. The shaft revolution counterreading—as taken hourly on the hour, whileunderway—also is entered in column 4.

Ships and craft equipped with controllablereversible pitch propellers record in column 4 thepropeller pitch in feed and fractions of feet setin response to a signaled speed change, rather thanthe shaft revolution counter readings. The entriesfor astern pitch are preceded by the letter B. Eachhour on the hour, entries are made of counterreadings, thus facilitating the calculation of enginemiles steamed during those hours when thepropeller pitch remains constant at the last valueset in response to a signaled order.

Before going off watch, the EOOW signs theBell Book on the line following the last entry forhis watch and the next EOOW continues therecord immediately thereafter. In machineryspaces where an EOOW is not stationed, the bellsheet is signed by the watch supervisor.

The Bell Book is maintained by bridge per-sonnel in ships and craft equipped with con-trollable reversible pitch propellers, and in whichthe engines are directly controlled from the bridge.When control is shifted to the engineroom,however, the Bell Book is maintained by theengineroom personnel. The last entry made in theBell Book on the bridge indicates the time thatcontrol is shifted; and the first entry made in theBell Book in the engineroom indicates the timethat control is taken by the engineroom.Similarly, the last entry made by engineroom per-sonnel indicates when control is shifted to thebridge. When the Bell Book is maintained by thebridge personnel, it is signed by the officer of thedeck (OOD) in the same manner as prescribed forthe EOOW.

Alterations or erasures are not permitted inthe Bell Book. An incorrect entry is corrected by


Figure 2-2.—Engineer’s Bell Book, NAVSEA 3120/1.

2-5

ENGINEMAN 1 & C

drawing a single line through the entry andrecording the correct entry on the following line.Deleted entries are initialed by the EOOW, theOOD, or the watch supervisor, as appropriate.

Operating Records and Reports

Engineering operating records are meant toensure regular inspection of operating machineryand to provide data for performance analysis.Operating records are not intended to replace fre-quent inspections of operating machinery bysupervisory personnel and are not to be trustedimplicitly to provide warning of impendingcasualties. Personnel who maintain operatingrecords must be properly indoctrinated. Theymust be trained to correctly obtain, interpret, andrecord data, and to report any abnormal condi-tions noted.

The type commander’s directives specifywhich engineering operating records will be main-tained and prescribe the forms to be used whenno standard record forms are provided. Theengineer officer may require additional operatingrecords when (all factors considered—includingthe burden of added paperwork) he deems themnecessary.

The operating records discussed in this chapterare generally retained on board for a period of2 years, after which time they may be destroyedin accordance with current disposal regulations.Completed records must be stowed where they willbe properly preserved, and in such a manner asto ensure that any one of the records can beeasily located.

D I E S E L E N G I N E O P E R A T I N GRECORD.—The Diesel Engine OperatingRecord-all Ships, NAVSEA 9231/2 (figures 2-3and 2-4), is a daily record maintained for eachoperating diesel engine. In ships with more thanone main engine in the same engineroom, aseparate record sheet is maintained for eachoperating engine.

The watch supervisor enters the remarks andsigns the record for his watch. The petty officerin charge of the engineroom or the seniorengineman checks the accuracy of the record andsigns the record in the space provided on the backof the record. Any unusual conditions noted in

2-6

the record are immediately reported to theengineer officer and the record is sent to theengineer officer for approval.

FUEL AND WATER ACCOUNTS.—Themaintenance of daily diesel fuel, lubricating oil,and water accounts is vital to the efficient opera-tion of the engineering department. Forms andprocedures necessary to account for and preservea limited supply of freshwater and fuel aregenerally prescribed by the type commanders.

Principally, the accounts inform the engineerofficer of the status of the ship’s liquid load andform the basis of reports submitted to higherauthority by the engineer officer.

It is fundamental to all naval operations thatthe ship and unit commanders know the exactamount of burnable fuel on hand. When com-puting the amount of burnable fuel on board,consider only the fuel in the service and storagetanks. All the fuel below the fuel suction line isto be considered not burnable.

FUEL AND WATER REPORTS.—The Fueland Water Report, NAVSEA 9255/9 (figures 2-5and 2-6), is a report submitted daily to the com-manding officer. This report indicates the amountof fuel oil and water on hand as of midnight, theprevious day. The Fuel and Water Report alsoincludes the previous day’s feed and potable waterperformance and results of water tests. Theoriginal and one copy are submitted to the OODin sufficient time for submission to the command-ing officer or command duty officer with the1200 reports. The copy is retained by the OOD.

MONTHLY SUMMARY.—The MonthlySummary of Fuel Inventory and Steaming HoursReport is a comprehensive monthly report ofengineering data from which the operating effi-ciency and general performance of the ship’sengineering plant can be calculated (see figure2-7). Requirements for this report are containedin Fleet Commander Instructions. This report isprepared by the engineer officer and verified, asto fuel receipts, by the supply officer. Then, itis approved and forwarded by the commandingofficer directly to the fleet commander. A copyis retained on board in the files of the engineer-ing department. An additional copy of the reportmay be provided to the type commander.

7

Fig

ure

2-3.

—D

iese

l E

ngin

e O

pera

ting

Rec

ord—

All

ship

s.

8

Fig

ure

2-4.

—D

iese

l E

ngin

e O

pera

ting

Rec

ord—

All

ship

s (B

ack)

.


Figure 2-5.—Fuel and Water Report (Front).

2-9

ENGINEMAN 1 & C

Figure 2-6.—Fuel and Water Report (Back).

2-10


Figure 2-7.—Monthly Summary of Fuel and Steaming Hours Report, CINCLANT FLT Report 3100-4.

2-11

ENGINEMAN 1 & C

The Monthly Summary includes the ship’s fuelreceipts data, fuel consumption and steaminghours necessary to establish monthly financialobligations, and fuel requirements data for budgetjustification. It also generates managementreports for fuel receipts by operational and typecommanders. This report includes all fuel data asof 2400 hours of the last day of the month andmust be forwarded within 5 days of completionof the reporting month. Fleet CommanderInstructions contain detailed instructions for com-pleting the forms, as well as the definitions of theterms used.

In addition to data on fuel inventory, thereport contains space for fuel consumed under-way, fuel consumed not underway, and fuel con-sumed by boats. Space is also provided for totalsteaming hours broken down as underway and notunderway.

Most engineer officers prefer to compile thenecessary data for this summary on a daily basisrather than wait until the end of the month andmake computations from the various records. Themathematical accuracy of the computations mustbe observed when the report is being prepared toavoid the necessity of resubmitting a correctedform later.

Disposal of EngineeringRecords and Reports

Before any of the engineering departmentrecords are destroyed, the Disposal of Navy andMarine Corps Records, USN and USNS Vessels,SECNAVINST P5212.5 (revised), should bestudied. This publication informs ships of theNavy of the procedures used for disposing ofrecords. For each department aboard ship, theseinstructions list the permanent records which mustbe kept, and the temporary records which maybe disposed of in accordance with an establishedschedule.

Both the Engineering Log and Engineer’s BellBook must be preserved as permanent records onboard ship for a 3-year period unless they are re-quested by a Naval Court or Board, or by theNavy Department. In such case, copies (preferablyphotostatic) of such sheets or parts of theserecords that are sent away from the ship are

certified by the engineer officer as being truecopies for the ship’s files.

At regular intervals, such as each quarter, theparts of those records that are over 3 years oldare destroyed. When a ship that is less than 3 yearsold is decommissioned, the current books are re-tained. If a ship is scrapped, the current booksare forwarded to the nearest Naval RecordsManagement Center.

All reports forwarded to, and received from,NAVSEA or other superior command may bedestroyed when 2 years old, if they are no longerrequired.

Only those reports which are required or servea specified purpose should be maintained onboard ship. However, any report or record whichmay assist personnel in scheduling or makingrepairs and which will supply personnel withinformation which is not contained in publicationsor manuals should also be kept on board.

Trend and SpectrographicAnalysis

Two types of inspections and tests that can beused to “spot” impending trouble in an internalcombustion engine before it can seriously affectits operation are called trend and spectrographicanalyses. We will now discuss and explain theirimportance and use in detecting problems ininternal combustion engines.

ENGINE TREND ANALYSIS.—Preventivemaintenance receives a great deal of attentionfrom everyone in the field of diesel engine opera-tion, since the idea of letting an engine run as longas it will run and fixing it only after a breakdownoccurs is not only foolish, but extremely costly.On the other hand, it would be just as foolish tobe constantly tearing down an engine for inspec-tion. It is a known fact that vital parts of an enginelast longer and operate better if they are nottampered with unnecessarily. Therefore anattempt must be made to find a happy mediumbetween these two forms of maintenance.

One way is to determine the condition of anengine is by monitoring its operation. This is doneby regularly obtaining certain engine operatingdata and by studying, and analyzing, and com-paring it with previous data. This information isthen reduced to a form which all engineering

2-12


personnel can interpret and, based on the findings,decide whether or not the engine needs to beoverhauled in order to ward off serious and costlydamage or just be temporarily shut down for somesimple maintenance.

The key to utilizing engine performance dataas a tool is to make graphs from the data whichshow at a glance the signs of impending distress.Analysis of this graphical display is commonlycalled trend analysis.

In order to get a good indication of the enginecondition, the following specific items arerecorded.

1. Cylinder compression pressures.2. Cylinder firing pressures.3. Fuel pump rack or governor power piston

position.4. Cylinder exhaust temperature.5. Crankcase vacuum.6. Lubricating oil pressure at engine inlet or

upper header.7. Manifold air or scavenging air pressure.

To produce meaningful graphs, all data mustbe plotted under the same conditions, and be ob-tained at some readily duplicated condition. It isnot important that the engine be under full loadat full speed when taking data, but it is impor-tant that all data be obtained under similar con-ditions. For example:

1. Always obtain data from generator sets at80% load and 100% speed.

2. Always obtain data from propulsionengines; for example, standard or full.

Data need not be plotted daily. In most cases,a set of readings should be plotted every 200 hoursof operation. In some cases it may be prudent torepeat a set of readings when a large change inoperating characteristics has apparently occurred.

The first step in preparing the graphs for trendanalysis is to collect the data. This is done byobserving and recording the above items with theengine operated at a selected type of condition fora sufficient time, prior to taking data, to allowpressures and temperatures to stabilize. (It can beassumed that conditions have stabilized when lubeoil and freshwater temperatures are within ± 5°of the normal operating temperatures.

These data are then plotted on 10 × 10 linesper inch graph paper as shown on the examples(figures 2-8 through 2-15). For convenience, thefirst points are located at zero time for an enginethat has just been overhauled or at the numberof hours on the engine since the last overhaul (0,400, 1000, 1600 hours, etc.). The first point forlube oil consumption occurs at 200 engine hours.This is done because it is easier to start with a fullengine sump and monitor the amount of oiladded each 200 hours to obtain the consumptionrate. Once the initial points have been plotted, allthat is required is to record and plot the sameinformation each 200 hours and observe the trendsthat develop. (NOTE: remember to always takedata under the same controlled conditions!)

A close look at the sample graphs will revealhow they can be used to determine engine condi-tion. For purposes of illustration, the ideal trendof each graphed value is shown for a hypotheticalengine. Unfortunately, the Navy does not havetoo many ideal engines so some samples ofproblem indications that may be expected are alsoincluded.

On figures 2-8 and 2-9, a high, average, andlow value is plotted for both firing and compres-sion pressures. Under normal conditions thesecurves will remain flat until the engine isapproaching the time of overhaul, then the curveswill start to fall off. The high and low firingpressures will remain at about ± 50 psi (100 psispread) from the average firing pressure for a well-balanced engine. If you look at figure 2-8 you cansee that a decided drop in firing pressure has oc-curred at 1600 hours (point A). This failure in thecompressing pressures indicates that the rings areeither sticking, broken, or beginning to wear; thatthe valves are not functioning properly; or thatthe liner is beginning to score or possibly that apiston has cracked. Remember that any changein a curve (beyond normal limits) indicates thatimmediate attention is required. At this point, itshould be pointed out that more than oneindicator will usually reveal the same distresssignal. Therefore, before any corrective action istaken, it is best to make a study of other curvesto deny or confirm the problem. In this case checkthe lube oil consumption, crankcase vacuum, andexhaust temperature curves. In figures 2-9, 2-10,and 2-15 the typical indications for this problem

2-13

ENGINEMAN 1 & C

Figure 2-8.— Firing Pressure Graph.

Figure 2-9.—Compression Pressure Graph.

2-14


Figure 2-10.—Crankcase Vacuum Graph.

Figure 2-11.—Exhaust Temperature Graph.

2-15

ENGINEMAN 1 & C

Figure 2-12.—Lube Oil Pressure Graph.

Figure 2-13.—Scavenging Pressure Graph.

2-16


Figure 2-14.—Rack Setting Graph.

Figure 2-15.—Lube Oil Consumption Graph.

2-17

are marked as point A. All indications point toa definite internal problem in one cylinder. Norise in lube oil consumption is indicated (point Aon figure 2-15) because a slightly worn set of ringsor liner probably would not cause a measurableincrease in lube oil consumption. The logs shouldnow be consulted to find the problem cylinder andinitiate appropriate repairs.

If only firing pressures and exhausttemperature are low, the fuel system should bechecked on the problem cylinder.

The crankcase vacuum graph (figure 2-10)indicates ring, piston, or liner condition. As longas everything is normal, this curve will also be flat.A cracked piston, worn rings, or liner will increaseblow-by, causing decreased crankcase vacuum. Ifcrankcase vacuum decreases with no change inother indicators, the crankcase scavenging systemshould be checked for proper operation. Anincrease in crankcase vacuum may be caused bya clogged intake screen.

The exhaust temperature graph (figure 2-11)indicates general cylinder conditions and enginebalance, although this item is not necessarily adefinite indication of trouble itself. Any abnor-mal temperature with no accompanying changein the various other indicators can usually beattributed to a faulty pyrometer. The pyrometerin question should then be carefully inspected andtested before any other inspections or adjustmentsare accomplished.

The lube oil pressure graph (figure 2-12)indicates the engine bearing condition, lube oilpump condition, piping conditions, by-pass reliefvalve conditions, etc. Lube oil pressure obtainedat the upper header of Fairbanks Morse opposedpiston engines is particularly useful in monitor-ing the condition of the internal portion of thelube oil system.

The manifold pressure graph (figure 2-13)indicates the condition of the scavenging system.Increasing air box pressures indicate portclogging, while reduced air box pressures indicatesome abnormality in the air intake systems,blower, or turbocharger. Both of these cases re-quire immediate attention.

The fuel rack or governor power piston posi-tion graph (figure 2-14) indicates the general con-dition of the fuel system. Increased rack settingsfor a given power output indicate fuel pump

deterioration or a decrease in engine combustionefficiency.

The lubrication oil consumption graph (figure2-15) is for the lubricating oil consumption ingallons per 200 hours operation. It should benoted that the values on this curve are initiallyvery high. They decrease and then remain nearlyconstant until the engine is approaching itsoverhaul time. The initial high consumption is dueto unseated piston rings. As rings become seated,the consumption will decrease to a normal valueand remain nearly constant until the rings or linersbegin to wear. Any significant increase in lube oilconsumption must be carefully evaluated to deter-mine if the oil is really being consumed in theengine or is being lost because of external leaks.Too many times an engine is assumed to be atfault when lube oil is really being lost due toleakage.

Review of figures 2-8 through 2-15 will alsoindicate other problems that are not discussed inthis text. Each sample problem is marked on thevarious graphs at the appropriate engine hours soa study of the samples can be made.

In conclusion, operational graphs show thecondition of the engine. They show what is hap-pening, what needs to be done, and what has tobe planned for in advance. The life expectancyof vital parts can be determined from these curves,and the parts can be renewed before they reachthe point of failure.

The trend analysis program must be followedclosely, especially during the initial period of theprogram when care must be taken to ensure thatthe data gathered are meaningful. However, if thecondition of any particular engine indicates thatan overhaul is required to maintain it operational,this should be accomplished at the earliest possi-ble time.

ENGINE LUBE OIL ANALYSIS.—Spectrometric oil analysis is another valuable toolwhich can be used to determine the extent ofaccelerated wear in internal combustion enginesand other machinery which use closed lube oil orhydraulic oil systems. By the use of spectrometricoil analysis, the accelerated wear in machinery canbe detected without disassembling the equipmentlong before there is any other indication of

ENGINEMAN 1 & C

2-18


immediate trouble. As a result of this type ofanalysis, skilled maintenance personnel have beenable to pinpoint wear areas early, and to takecorrective and preventive maintenance actionduring an emergency or on a pre-planned basisas determined by the type of accelerated weardetected. By replacing worn out minor parts amajor failure can be prevented, and the require-ment for costly parts replacements of completeoverhaul of the equipment can be eliminated.

Ships shall maintain accurate records ofoperating hours since major overhauls, oilchanges, and samplings in order to provide thetesting facility with the information requested inthe sampling kit. (COMNAVSURFLANT usesthe services of the Charleston Naval Shipyard andCOMNAVSURFPAC uses IntermediateMaintenance Activities (IMA) for analyzing oilsamples from machinery employing closed lubeoil/hydraulic systems.) In addition, a record ofconditions found and repairs effected as a resultof inspections conducted following recom-mendations of the laboratory must also bemaintained.

When the shipyard or IMA laboratory receivesthe oil sample, a physical test and a spectrometricanalysis are performed. The physical test consistsof the following:

1. All samples are tested for fuel dilution, anda report is provided to all concerned by percentvolume as per requirements of ASTM D92057.

2. All samples are tested for solids bycentrifuge to show the amount of suspendedparticles separately from precipitated solids. Thetest must differentiate between those fine particlessuspended by the active compounds in the oil andthose that can settle out of the oil spontaneouslyto give a ratio of colloidal/precipitated solids.

3. Allowable “use limits” are tested andrecorded.

When the physical test is completed theshipyard/IMAs should make a spectrometricanalysis of each used oil sample, then record andreport to all concerned the concentrations of the

Element Concentration In

Standard Reference Specimen Standard Deviation(Range in PPM) (Maximum in PPM)

3- 9 1.510 - 19 220 - 49 350 - 99 5

100 - 199 8200 - 500 15

Figure 2-16.—Element Concentrations.

following elements in parts per million (ppm). (Seefigure 2-16.)

Iron (Fe) Nickel (Ni) *Sodium (Na)Lead (Pb) Silver (Ag) Phosphorus (P)Copper (Cu) Tin (Sn) Zinc (Zn)Chromium (Cr) Silicon (Si) Calcium (Ca)Aluminum (Al) Boron (B) Barium (Ba)

*Only when evidence of water is present.

Testing will be done for all the above elements.

The sensitivity and reliability of the equipmentused for the test will be such that the standarddeviation obtained in the analysis for eachspecified element must not exceed the appropriatevalue shown in figure 2-16.

Additional information on trend analysis andoil spectrometric analysis is contained in COM-NAVSURFLANTINST 9000.1 or COMNAV-SURFPACINST 4700.1A.

MAINTENANCE AND REPAIRRESPONSIBILITIES

In order to fulfill your maintenance and repairresponsibilities along with your administrative andsupervisory responsibilities you must plan yourwork ahead of time.

You must determine all the work that mustbe done and prepare a schedule to ensure that itis done. You must also keep your schedule flexi-ble enough to allow unexpected maintenance and

2-19

ENGINEMAN 1 & C

repair work to be done whenever the need for suchwork arises.

Review the Maintenance and MaterialManagement (3-M) Manual, OPNAVINST4790.4, it will make your planning and schedul-ing considerably easier.

Materials and Repair Parts

The responsibility for maintaining adequatestocks of engineroom repair parts and repairmaterials belongs at least as much to you as it doesto the supply department. The duties of the supplyofficer are to procure, receive, stow, issue, andaccount for the support of the ship. However, thesupply officer is not the prime user of repair partsand repair materials; the initiative for maintain-ing adequate stocks of repair materials, parts, andequipment must come from the personnel who aregoing to use such items. Namely You!

Basic information on supply matters is givenin Military Requirements for PO 3 & 2, NAVED-TRA 10056 (current edition), Military Re-quirements for PO 1 & C, NAVEDTRA 10057(current edition), and OPNAVINST 4790.4,volume II.

Identification of RepairParts and Materials

Identification of repair parts and materials isnot usually a great problem when you are deal-ing with familiar equipment on your own ship;but it may present problems when you are doingrepair work for other ships, as you would ifassigned to the machine shop on a repair ship ortender.

The materials and repair parts to be used arespecified for many repair jobs but not for all.When materials or parts are not identified in theinstructions accompanying a job, you will eitherhave to use your own judgment or do researchto find out just what material or part should beused. When you must make the decision yourself,select materials on the basis of the service condi-tions they must withstand. Operating pressure andoperating temperature are primary considerationsin selecting materials and parts for mostengineroom repair work.

The fact that materials and repair parts arenot specified in the instructions accompanying ajob does not mean that you are free to use yourown judgment in selecting parts and materials toaccomplish a job. Instead, it usually means thatyou must know where to look for information onthe type of material or repair parts needed, thenlocate and requisition them in order to completethe assigned job.

There are several shipboard sources of infor-mation that will be useful to you in identifyingthe equipment and/or the repair parts needed.They include the Coordinated ShipboardAllowance List (COSAL); nameplates on theequipment; manufacturer’s technical manuals;and ships’ plans, blueprints, and other drawings.

COORDINATED SHIPBOARD ALLOW-ANCE LIST (COSAL).—The COSAL isboth a technical and a supply document preparedfor an individual ship. It lists the equipment orcomponents required for the ship’s operation; therepair parts and special tools required, theoverhaul and repair equipment, and themiscellaneous portable items necessary for thecare and upkeep of the ship.

For your purpose, the COSAL is the basicsource of information on repair parts andmaterials needed for a job. A COSAL gives youinformation on such items as the noun name ofa system (engine, pump, ejector, etc.), themanufacturer’s name and the I.D. number(General Motors Corporation #3255), thetechnical manual number for the system, themanufacturer’s drawing numbers, and theAllowance Parts List (APL) numbers for relatedsystems (governor’s, starters, transmissions, etc.).In addition, COSAL provides specific informa-tion about National Stock numbers (NSNs), unitsof issue, costs, and the number of items needed.It may also include lists of part numbers andFederal Stock Numbers (FSNs) for crossoverchecks.

To request materials and repair parts from thesupply department aboard ship, you must fill outand submit a NAVSUP Form 1250, a single itemconsumption/management document. If the itemis not stocked aboard ship, the supply departmentwill requisition the material from a supply acti

nonresident training course - navy tribe9-13 left 3 change change "feed" to "feet." change "chapter...

Documents