MCS, GS, FO Fundamentals, ESWS Guide PDF

108-Machinery Control System 110-Gas Turbine Module Fundamentals 109-Fuel Oil Fundamentals DDG-51 CLASS MODERN MACHINARY PROPULSION AND ELECTRICAL PLANT. A...

108-Machinery Control System 110-Gas Turbine Module Fundamentals 109-Fuel Oil Fundamentals DDG-51 CLASS MODERN MACHINARY PROPULSION AND ELECTRICAL PLANT. Aircraft derivative gas turbines are used for both propulsion and ship service electrical power generation. Plant automation is controlled by Machinery Control System (MCS). MCS use the ships Gigabit Ethernet Data Multiplex System (GEDMS) network which provides data transfer services for communication between Engineering Plant user controls. UNIVERSAL CONTROL CONSOLE (UCC). The UCC workstation is capable of functioning in any of the following watchstation roles: Central Control Single Watchstander (CCSW), Propulsion Auxiliary Control Console (PACC), Electrical Plant Control Console (EPCC), Starboard Shaft Control Unit (SCU1), Port Shaft Control Unit (SCU2). There are 4 UCC’s, two in CCS, one in MER1, and one in MER2. All consoles are universal with each other meaning they can all perform the same job. GAS TURBINE MODULE (GTM). There are 4 on USS Ralph Johnson, 2 in each Main Engine Room. Each propulsion gas turbine is housed in a base/enclosure (module), which supports, cools, reduces airborne noise, and provides fire protection. The GTM’s are resiliently mounted to attenuate structure-borne noise (submarine warfare) and vibration shock protection between the modules and the hull. The two GTM’s in each MER are protected by one primary and one reserve halon 1301 fire extinguishing system. LM2500 GAS TURBINE ENGINE: The General Electric LM 2500 gas turbine engine (GTE) is within the Gas Turbine Module, and is capable of producing 26,250 horsepower. The GTE assembly consists of a Gas Generator (aka the compressor) which compressor the ambient air to approx 130-150psi, a combustor is where the fuel and air mixture are ignited creating thermal energy, high pressure turbine extracts the thermal energy from the hot expanding gases to make mechanical energy to turn the compressor and its accessories. The Power Turbine extracts the thermal energy from the hot expanding gases and turns it into mechanical energy to rotate the high-speed flexible coupling which turns the MRG which in returns the shaft. INTAKE: The intake system furnishes ambient air from outside the ship to each GTM. The intake system also provides cooling air to the gas turbine modules (GTM). The intake systems consist of Inlet ducts (aka louvers), Air filters and blow-in doors, Silencers and an inlet plenum with a FOD screen which is the last protection the engine has before the air goes through the air. The cooling air is also extracted through the intake system through a cooling fan. FIRE DECTECTION AND EXTINGUISHING SYSTEM: The fire detection system consists of two temperature sensors and three flame detectors. The temperature sensors will activate an alarm at 450+-10 degrees. The flame detectors will detect UV light from a fire. Both will active the automatic fire stop for the engine. The extinguishing systems consist of two Halon discharge nozzles and two Halon bottles. One is used for primary and one for reserve. They will discharge 95lbs of Halon in 9.5lb sec. ENGINE CONTROLLER: The EC is a high-performance, computer based controller for the LM2500 engine. Each engine has its own EC. The EC controls all inputs and outputs from the engine. (Basically the brain of the engine) LUBE OIL STORAGE/CONDITIONING ASSEMBLY (LOSCA): Each GTE is furnished with a separate, self- contained, LOSCA. The LOSCA consist of an oil tank filled with approx 19 gallons of 23699 synthetic oil, duplex scavenge filter and heat exchanger. The oil tank stores the oil for the engines use; the heat exchanger uses the ship’s reduction gear lube oil as the cooling medium to cool the 23699 oil. Fuel Oil Service System. The fuel service system supplies clean, filtered and water free fuel to 4 propulsion turbines and 3 generator turbines. The fuel used is Navy Distillate MIL-F-16884 (NATO F-76) or JP-5 per MIL-T-5624 (NATO F-44). The fuels are compatible and may be used interchangeably. There are two independent fuel service systems, one per each engine room. The Fuel service system consist of 4 fuel oil service tanks (2 per engine room), 2 gravity feed tanks (1 per engine room) 1 fuel head tank (3GTG), 4 motor operator service tank suction valves (2 per engine room), 4 motor operator service tank return valves (2 per engine room), 9 emergency quick closing fuel valves (1 per service tank, 2 per gravity feed tank and 1 for 3GTG Head Tank), 4 motor operated fuel pumps (2 per engine room), 3 electric fuel heaters(1 per engine room and 1 in 3 generator room), 4 fuel pre-filters(2 per engine room), 4 fuel filter/separtors (2 per engine room), 2 fuel unloading valves (1 per engine room). FUEL TRANSFER SYSTEM. Primary fuel storage is provided by 25 structural fuel tanks that are divided into six tank groups. Each tank group consists of a receiving tank, one or more fuel storage tanks and a fuel expansion/seawater overflow tank. The transfer systems consist of a fuel transfer pump, fuel transfer purifier, and fuel transfer heater. The fuel oil storage tanks are seawater compensated tanks which means as we use the fuel we put seawater into our tanks to maintain list and trim. If we did not have this system the ship would begin to lift out of the water and we wouldn’t be able to maintain the list and trim. JP-5 TRANSFER AND SERVICE SYSTEM. JP-5 is the normal source of fuel for ship’s helicopters. It is also the emergency fuel to the GTM and GTG’s. The JP-5 system consist of 1 aircraft refueling hose, 1 transfer pump, 1 service pump, 1 transfer filter/separator, 1 service filter/separator, 1 stripping pump, 2 service tanks, and 3 storage tanks. The difference in JP-5 and F-76 is that JP-5 is more refined and it has additive called Di-ethylene-glycol-monomethyl-ether (DiEGME) to prevent it from freezing due to its use in high altitudes.