17 Shipboard Emmergencies

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8/12/2019 17 Shipboard Emmergencies http://slidepdf.com/reader/full/17-shipboard-emmergencies 1/16 17-1 Chapter 17 Shipboard Expedients (Emergencies) L anding craft crews must be prepared to deal with a number of emergencies that usual arise during operations. Each landing craft is equipped with certain emergency gear. The coxswain or master is responsible for ensuring that each crew member is familiar with the location, function, and operation of all equipment. Crew members must be thoroughly familiar with all of the operating procedures to be followed in emergencies. Some of the more important emergencies are loss of power to the ramps, damaged steering cable, a broken quadrant, or the loss of a rudder or an engine. I f the rudders are lost completely, the tiller is useless and it will be necessary to use a “jury” rudder. Note: The LCM -8 is designed and constructed to sustain damage in any one of the 6-foot-long compartments and retain sufficient stability for safe operation. I t can withstand damage in any two 6- foot-long compartments forward of the engine room and retain sufficient stability for limited operation. T his is true, except in case of damage in the two most forward compartments while loaded to maximum safe operating draft. This condition will result in the L CM -8 sinking by the bow to such an extent that some water will enter the cargo well through the forward freeing pipes. I n this condition, the craft has little, if any, theoretical stability. Should this combination of events occur, the craft should be handled slowly and carefully and beached as soon as possibl e. I n case of damage to the engine room, the LCM -8 wil l develop excessive tri m by the stern but will retain considerable stability. The stern will have some freeboard and the bow will rise quite high. I n this condition, the operation of machinery will become impossible and assistance from other craft will be necessary. Damage to the lazarette will not have a serious effect on stability or maneuverability of the LCM -8. EMERGENCY STEERING PROCEDURES, LCM-8 17-1. The helm unit and other valves control the direction and volume of flow of the hydraulic oil in the steering system. The helm unit directs the oil to one side or the other of the cylinders and limits the flow according to the speed at which the steering wheel is turned. I n the event of pump fail ure, the helm unit will also act as a pump when turned manually. I f for some reason there is a total loss of steering, you can rig for emergency steering using the emergency tiller. Do this by using the following procedure.

Transcript of 17 Shipboard Emmergencies

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Chapter 17

Shipboard Expedients (Emergencies)

Landing craft crews must be prepared to deal with a number of emergencies that usual arise during operations. Each landing craft isequipped with certain emergency gear. The coxswain or master isresponsible for ensuring that each crew member is familiar with thelocation, function, and operation of all equipment. Crew membersmust be thoroughly familiar with all of the operating procedures tobe followed in emergencies. Some of the more important emergenciesare loss of power to the ramps, damaged steering cable, a brokenquadrant, or the loss of a rudder or an engine. I f the rudders are lostcompletely, the tiller is useless and it will be necessary to use a“jury” rudder.

Note: The LCM-8 is designed and constructed to sustain damage inany one of the 6-foot-long compartments and retain sufficientstability for safe operation. I t can withstand damage in any two 6-foot-long compartments forward of the engine room and retainsufficient stability for limited operation. This is true, except in case of damage in the two most forward compartments while loaded tomaximum safe operating draft. This condition will result in theLCM-8 sinking by the bow to such an extent that some water willenter the cargo well through the forward freeing pipes. I n thiscondition, the craft has little, if any, theoretical stability. Should this

combination of events occur, the craft should be handled slowly andcarefully and beached as soon as possible. In case of damage to theengine room, the LCM-8 will develop excessive trim by the stern butwill retain considerable stability. The stern will have some freeboardand the bow will rise quite high. I n this condition, the operation of machinery will become impossible and assistance from other craftwill be necessary. Damage to the lazarette will not have a seriouseffect on stability or maneuverability of the LCM-8.

EMERGENCY STEERING PROCEDURES, LCM-8

17-1. The helm unit and other valves control the direction and

volume of flow of the hydraulic oil in the steering system. The helmunit directs the oil to one side or the other of the cylinders andlimits the flow according to the speed at which the steering wheel isturned. In the event of pump failure, the helm unit will also act asa pump when turned manually. I f for some reason there is a totalloss of steering, you can rig for emergency steering using theemergency tiller. Do this by using the following procedure.

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• Step 1.  Remove the access plate from the deck over therudder stock (F igure 17-1). There are two separate accessplates. One is located on the starboard side and one is located

on the port side just aft of the pilothouse. Either one can beused. The protective deck plate installed over the top of therudder post should be loosened before all landing exercises sothat the emergency tiller may be readily installed if necessary.

• Step 2.  Remove the emergency tiller from the side of thepilothouse.

• Step 3.  Insert the emergency tiller into the rudder stock(Figure 17-2).

• Step 4. Go into the lazarette and pull out the eye pins (Figure17-3) to disconnect the hydraulic cylinder and the tie rod.

• Step 5. Use the emergency til ler to manually steer the LCM-8.

Figure 17-1. Access Plate Figure 17-2. Inserting Emergency Tiller  

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Figure 17-3. Pulling Out Eye Pin

17-2. It is important to grip the tiller tightly when backing because,if the boat starts to swing and the rudders are thrown hard over by

the force of the water, the tiller will sweep across the after deckwith force enough to knock a man overboard. I n backing off abeach, particularly where bars are present, two members of thecrew may be required to handle the tiller. Two important factors inconnection with the use of this emergency rig are:

• First, it should always be handy and ready for use. It shouldnot be lashed in place except with a slipknot, and it should bekept in the after section of the boat as near the rudder post aspossible.

• Second, the method of steering with a tiller is exactly oppositefrom that of the wheel. To turn the boat to starboard, forinstance, the tiller is put to port, and vice versa. This

procedure is again reversed when backing up.

FIELD EXPEDIENT REPAIRS

17-3. Maintenance troubles may occur while the landing craft isbeing operated, where supplies and repair parts are not available,and normal corrections cannot be made. I f so, expedient repairsmay be used in emergencies. Equipment so repaired must beremoved from operation as soon as possible and properly repairedbefore being placed in operation again.

17-4. GI soap can be used to plug burned-out overboard dischargeelbows. The soap is placed thickly in the hole and wrapped withrags to prevent it from coming out. Sometimes a wooden plug

covered with rags may be driven in the hole. Plugs made to fitoutside exhaust holes may be driven in from the outside to preventleaking. This will help to maintain watertight integrity while theboat is idle or untended.

17-5. A life jacket may be used for covering bad leaks in the hull.Cover the hole by using dunnage as shoring material and puttingeven pressure on the life jacket. Canvas floated under the hull andsecured by line from the deck may slow or stop bottom leaks.

17-6. I f a wrench is too large for a particular job, the blade of ascrewdriver can be inserted between the nut and wrench to narrowthe gap.

17-7. If the steering wheel is broken, a crescent wrench or a pipewrench may be used to steer by fastening the wrench to the huband using the handle of the wrench as a lever.

17-8. Heavy cloth or cardboard can be used to make emergencygaskets for the freshwater manifold, but they should be coated withheavy grease before installing.

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17-9. Contaminated fuel can be controlled by letting the boatremain idle in a sheltered inlet or quiet water for a few minutes.

Next, either drain off contaminated fuel from the bottom of thetank or use a long extension with a pump to take the contaminatedfuel from the bottom of the fuel tanks.

17-10. Water may enter the boiler stack and drown the flame whenan LCU is on the beach in heavy surf. A large, empty can (such as a20-pound coffee can) placed over the stack will keep the water out.

Note: It is possible to steer an L CM with a damaged rudder byusing the engines to reverse and/or varying the speed of thepropellers. This method also applies to the LCU but should beemployed only at low speed.

LCU 1600 EMERGENCY STEERING

17-11. Two or three crew members are required to set up andoperate the emergency steering system on a 1600 class LCU. Theprocedures are as follows:

• Step 1. The stern ramp must be raised.

• Step 2. The deck access plug (Figure 17-4) is removed fromover either the port or starboard rudder post.

• Step 3. The tiller is put through the deck hole and onto thesquare head of the rudder post (Figure 17-5).

• Step 4. The portable block davit (F igure 17-6) is installed inthe pipe socket in the stern gate.

• Step 5. Two block-and-tackle rigs are hooked up, one to each

side of the tiller arm and to the deck pad eyes. The haulingpart of the line is led through the blocks secured on theportable block davit. The hauling parts of the lines are thenled into the well deck (Figure 17-7, page 17-6).

Note: The block and tackle is stowed aft of the anchor winchcompartment. The ramp bypass valve in the steering system isopened. Communications are maintained between the pilothouseand crew on deck by means of the sound-powered telephone.

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Figure 17-4. Access Plug Figure 17-5. Rudder Post

Figure 17-6. Portable Block Davit

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Figure 17-8. Ramp Assembly

HULL NUMBERS 8500 THROUGH 8519

17-13. Use a manual brake release system on a craft with these hullnumbers when lowering the ramp in an emergency. Emergencyramp controls are located in the forward well deck on the port side.Ramp lowering procedures are as follows:

• Step 1. Disconnect the load binders (Figure 17-9, page 17-8).

• Step 2. Put the ramp hoist control valve lever in the neutralposition (Figure 17-10, page 17-8).

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• Step 3. Have the engineer disengage the ramp hoist pumps

(located in the engine room).• Step 4.  Check to be sure that the area under the ramp is

clear of personnel and obstructions.

• Step 5. At the emergency ramp control station, the ball valveis put in the open position. Pull the ball valve handle towardsyou.

• Step 6. L ift up on the manual brake release handle (Figure17-11) to control the rate of speed that the ramp will fall.

Figure 17-9. Disconnecting Figure 17-10. Ramp Hoist Valve

Load Binder Lever in Neutral Position

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Figure 17-11. Manual Brake System

HULL NUMBERS 8520 THROUGH 8560 AND 8600 THROUGH 8618

17-14. Craft with these hull numbers use the hand-operated,hydraulic pump brake release system. Emergency ramp controlsare located in the forward well deck on the starboard side.

HULL NUMBERS 8520 THROUGH 8539

17-15. To release the ramp on this craft with these hull numbers,use the following procedures:

• Step 1. Disconnect the load binders.

• Step 2. Put the ramp hoist control valve lever in the neutralposition (see Figure 17-12).

• Step 3. Have the engineer disengage the ramp hoist pump

located in the engine room.• Step 4. Pump the hand pump to release the ramp.

Note: The speed that the ramp will fall is controlled by opening theramp emergency release valve (Figure 17-13, page 17-10). To open,turn the handle to the left.

CAUT I ON : Per i od i ca l l y r emove t h e p l u g t o t he o i l f i l t er ho l e .

O i l l evel shou l d be a t t h e bo t t om l evel o f t h e th r ead s. I f t h e o i l  

l e vel i s l ow o r t he re i s no o i l , t h e pum p w i l l no t wo r k . Ref i l l i f  

n ecessar y , u s in g on l y 2135 oi l .

Figure 17-12. Ramp Control Valve Lever, Hull Numbers 8520 Through 8539

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Figure 17-13. Ramp Hoist Control

HULL NUMBERS 8540 THROUGH 8560 AND 8580 THROUGH 8618

17-16. These landing craft use a different type of manual brake

release system and emergency ramp release procedure. You mustuse the following procedures for these craft:

Note: Emergency ramp controls are located in the forward well deckon the starboard side (see Figure 17-14).

• Step 1. Disconnect the load binders.

• Step 2. Put the ramp hoist control valve lever in the neutralposition.

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• Step 3.  Have the engineer disengage both hydraulic ramppumps located in the engine room.

• Step 4.  At the emergency ramp control, close the uppershutoff value by pulling the handle out toward you.

• Step 5. Open the lower hand pump shutoff valve by pushingit down.

• Step 6. Close the hand pump bypass valve by turning it allthe way to the left.

• Step 7.  Remove the hand pump handle and slip it on thelower hand pump.

Note: A hydraulically actuated mechanical latch is used to securethe ramp in the up position. The latch is unlocked during anemergency (no pressure in the ramp hydraulic system or the

engines not operating) by applying pressure with the winch brakerelease hand pump. A selector valve located on the starboard side of the forward cargo well is used to select the type of hydraulicpressure required to activate the latch. By turning the selector tothe emergency position, the hydraulic pressure originates at thehydraulic ramp system hand pump.

• Step 8.  I f necessary, put selector switch to emergencyposition.

• Step 9. Pump the hand pump until the brake releases and theramp starts to lower.

• Step 10. Open the hand pump bypass valve to control the rate

of lowering or to stop the lowering of the ramp.

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Figure 17-14. Emergency Ramp Controls

RAISING THE RAMP ON AN LCM-8 WITHOUT POWER 

17-17. I f the winch system fails or the ramp cable breaks, the rampcan still be raised by means of a ramp jacking lever (1 1/2-ton chain

hoist). This ramp jacking lever is stowed in the lazarette.Procedures for raising the ramp are as follows:

Note: Every 90 days, the ramp jacking lever should be brought outon the deck and inspected for breaks, missing parts, and for rust onchain links. I t should then be wiped down with an oily rag to give ita light coat of lubrication and restowed in the lazarette.

• Step 1. Bring the ramp jacking levers out from the lazaretteand spread them out in the well deck to clear them for use.

• Step 2. Inspect the chain links to ensure that they are free of breaks and rust.

• Step 3. Hook the ramp jacking lever to the pad eye on the

inboard side of the bulkhead on the main deck. This pad eye islocated just aft of the load binder (Figure 17-15).

• Step 4. Shackle the long leg of the chain with the travelingblock into the pad eye on the face of the ramp. I f you have tworamp jacking levers, rig one on the port and one on thestarboard side.

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• Step 5.  Take up on the chain hoists. A crew member isassigned to each chain hoist and they will take up on thechain hoist together and raise the ramp.

• Step 6. Once the ramp is up tight against the bulkhead, dropthe load binder into the slot and secure the ramp in place(Figure 17-16).

BEACHING STERN FIRST

17-18. Because of leaks or breaking waves, a landing craft mayoccasionally take in more water in the engine room than its pumpscan handle. Since replacing a rudder or propeller is easier thanrepairing engines damaged by submersion in saltwater, it isadvisable to beach a craft stern first if a sandy beach is availableand the surf is light. To beach the craft in this manner, the ruddersare put amidships and the engines are backed down until the boatis a few feet off the beach. The clutches are then put in neutral toallow momentum and wave action to beach the craft. When ittouches the beach, antibroaching lines are put out immediately andthe engines are shut off.

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Figure 17-15. Securing Ramp Jacking Lever 

Figure 17-16. Securing the Ramp

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UNDERWATER REPAIRS

17-19. To change propellers or do underwater work around thestern with no diver available, the vessel may be backed on the

beach on high tide and a cofferdam built around the stern withsand and rock. A portion of the beach immediately under the sternof the vessel is dug away to obtain a working area. A bulldozer ishelpful in this situation to launch vessels at high tide. However, if none is available, shovels or flat boards can be used to dig out thecofferdam to allow water to enter and float the vessel.

PROPELLER REMOVAL

17-20. Use the following procedures to remove a propeller (see alsoFigure 17-17):

• Step 1. Remove propeller nut and jam nut.

• Step 2. Remove propeller from shaft.

Figure 17-17. Propeller and Strut Assembly

PROPELLER INSTALLATION

17-21. Propeller is installed in reverse order of removal. A lightcoating of graphite and grease is applied to the shaft taper.

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EXPEDIENT REPAIRS--TROUBLESHOOTING CHART

17-22. Table 17-1 shows some examples of expedient remedies for

various types of problems that may be encountered in theoperations of landing craft.

Table 17-1. Troubleshooting Chart

Problem Trouble Expedient Remedy

Emergency clutchengagement (LCM-8).

Transmission cannot beengaged hydraulically.

Engage emergencyengagement bolts.

Loss of fuel. Fuel line is cracked. Tape cracked line and useuntil defective line can bereplaced.

Defective element (stoppingflow of fuel). Remove element and operateequipment until a newelement can be installed.

Broken drive belts. Alternator inoperative; bilgepump inoperative.

Replace drive belts.

Engine heats up. Thermostat defective(closed).

Remove defective thermostatand operate unit until aserviceable thermostat canbe installed.

Loss of lubricating oi l. Lubricating oil fi lter linebroken.

Plug line and close filter return valve until oil line canbe replaced.

Loss of electrical power. Wire broken in electrical

system.

Strip and splice ends of wire.

Tape splice and continueoperations until spliced linecan be replaced.

FLOATING IN A TOWLINE

17-23. When a boat is disabled or broached on a beach and it isimpossible to get a line to it by passing, one alternative is to float aline in. A life jacket, a life ring, or a piece of lumber may be used asa float, with a few hundred feet of light line secured to both thefloat and the regular towline. The towing boat must be positionedso that the current is flowing toward the disabled craft. The float isthrown overboard in the direction of the boat in distress and theline is payed out gradually as the float follows the current. Noexcess line is let out since the extra weight may impede theprogress of the float. When the light line is taken aboard thedisabled craft, the regular towline is payed out slowly until it canbe hauled in and secured.