[ Technical ]
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[Deltic Design] [Deltic
Manual] [PTF 9-16] [PTF 17-22] [Osprey
Manual]
[Weapons] [Other
Patrol Craft]
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[ TOC ] [ Chap I ] [ Chap
II ] [ Chap III ] [ Chap
IV ] [ Chap V ] [ Appendix
]
CHAPTER I
HULL AND MECHANICAL
SECTION I
HULL CONSTRUCTION
REFERENCES
- PTF-17-101-4315000 - Keel Construction
- PTF-17-101-4315001 - Bottom Girders
- PTF-17-101-4315002 - Chine, Gunwale & Side Stringer
- PTF-17-101-4315004 - Webframe Plywood
- PTF-17-101-4315022 - Midship Section & Construction Details
- PTF-17-107-4315025 - Deck Plan
- PTF-17-145-4315018 - Docking Plan
GENERAL REMARKS
To attain the highest possible strength with comparatively
low weight of hull, the structure, with longitudinal girders, bulkheads,
web frames and frames are designed according to the most modern methods of
construction, utilizing light materials, laminating processes, plywood
construction and double planking.
All wood materials are first grade, free from sapwood and
suitable for the purpose.
All plywood is waterproof marine type. MIL-P-18066.
All laminations, scarves, etc., are glued in accordance
with the requirements of MIL-A-22397.
All aluminum parts are of seawater-resistant alloy,
treated with primer F-117 and F-84 before other paint is applied.
All fastenings are of non-corrosive stainless steel in all
principal construction members.
GENERAL HULL CONSTRUCTION
FIG. 1 & 11
The hull is built of double mahogany planking (1) (inner
skin diagonal) on laminated oak keel (2) elm frames (3) oak chines (4) and
oak gunwales (5). The deck (6) is laid of waterproof plywood on beams (7)
of laminated Douglas fir. Bulkheads (8) and webframes (9) are made of
waterproof plywood.
The longitudinal strength is obtained with girders
(10), (named A, B, C,), deck stringers (II) and side stringers (12).
Web frames (15) at frame 53, 55, and 60, and brackets (16) at frame
58 and 60 are made of seawater-resistant aluminum. The stem is
protected with a .125 in. stainless steel shearwater, shaped to fit
the stem from stem head to frame 16. The corners of the transom
·are protected by .125 in. thick stainless steel strips. The hull
is fitted with necessary doubling for stern tubes (17), underwater
exhaust (18), propeller brackets (19), and rudder stock (20). In the
bottom of the after peak there are two bottom frames (21), at frame
67 1/2 and 68 1/2, as a reinforcement for the brackets. |
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The two gun foundations are built as integral
members of the hull structure and distribute stresses to the
bulkhead, web frames and main longitudinal girders. The foundations
(22) are made of mahogany with reinforcement of seawater-resistant
aluminum. The foundation (23) is made of mild steel with stanchions
of seawater-resistant aluminum. Bottom frames (21) are mounted at
frame 48 1/2, 49 1/2, 52 1/2 and 53 1/2 to obtain the stress from
the gun foundation. The main engine beds are of light alloy castings
mounted on "A" and "B" girders, which are
strengthened by aluminum plating on each side between bulkheads at
frame 49 and 64. Vee-drive gears are mounted on light alloy
foundations fastened to girders "A" and "B" |
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The engine installation hatch (24) on the aft deck is
constructed of aluminum. The hatch coaming is bedded watertight to the
deck. The bridge is built of waterproof plywood. The front side (25) is
especially reinforced with laminated fir stiffening ribs covered with
plywood .
DECK EQUIPMENT
Anchor: A 90 pound Danforth anchor is placed on the
foredeck and lashed to the deck. Stowed in the forepeak is 30 ft. of 1/2
in. chain attached to 300 ft. of one-inch nylon line. This is easily
accessible through a deck plate just to starboard of the anchor. The
bitter end of the anchor line is securely fastened to the hull.
Mooring Fittings: There are five bollards and four cleats
located about the boat to facilitate mooring. There is also provided an
aluminum bow chock. The boat is equipped with four mooring lines of one
inch nylon 100 ft. long.
Life Rafts: The boat is equipped with two self-inflating
life rafts manufactured by Elliot. The raft will automatically release
from its cradle and inflate should the boat sink. Servicing information on
the rafts is found in the Elliot Manual supplied with the boat.
Dinghy: A nine-foot fiberglass dinghy is supplied with the
boat and is lashed to the engine hatch just forward of the engine room air
inlet. The dinghy is equipped with oars, removable row locks and 10 ft.
bow and stern painters.
Life Lines and Stanchions: The stanchions are of aluminum
tubing except for two stanchions on each side in way of the main engine
hatch that are stainless steel and are removable. The life line is
plastic-coated stainless steel cable of 1/4 in. diameter. The lifelines
may be tightened by turnbuckles located at the center fore and oft
stanchions. The gangway lines may be tightened at the pelican hooks.
Life Rings: Two life rings are supplied with the boat and
are located on either side of the deckhouse. They are equipped with 180
ft. of 3/8 in. line and an electric self lighting water light.
Shore Line: The connection box for the shore electrical
line is in the starboard side of the deckhouse towards the oft end. The
boat is equipped with 159 ft. of shore cable and is stored in the
starboard aft compartment of the deckhouse.
DOCKING PLAN
FIG. III
The position of the various keel blocks, chocks, and
supports is shown on Docking Plan - PTF-17-145-4315018.
In certain circumstances, variation from these positions
can be accepted, but it is important to have a good support under frames
53 and 60 to take the weight of the engines.
The following should be observed during
docking:
a) Before docking, all easily removable weights such
as ammunition, mines, etc., should be removed. This is also
necessary for safety.
b) There should not be more than 30% of fuel in the
storage tanks; supports similar to that shown for frame 43 should be
applied at frames 40 and 46 according to amount and location of
fuel.
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NOTICE: Only in emergency should docking be performed with
full fuel tanks. Supports must be replaced as quickly as possible after
docking.
c) Keel blocks shall be placed in a straight line, 1200 mm
(approximately 47 in.) apart, and chocks shall be placed under frames 53
or 60.
d) When the boat has been docked, supports have to be
placed under the chine at frames 16 and 32, and under the transom at the
center line and port and starboard sides. Care should be taken that the
chocks at frame 60 do not touch the water inlet scoops or the underwater
exhaust outlets.
The watertight bulkheads are marked on the hull with small
triangular metal plates below the rubbing stroke. The center lines of the
rudders are marked on the transom with small triangular metal plates below
the waterline. The boat center line is marked on the deck with one
triangular metal plate at the transom and one abaft the forward hatch.
There must be a minimum distance of 1000 mm
(approximately 40 inches) from the bottom of the keel to the floor of the
dock to give clearance for the propellers.
The following distances must be kept between the bottom of
the keel and the floor of the dock in order to carry our certain
repairs:
-
Removing the rudders - 1550 mm (approx. 61
inches)
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Changing propellers - 1000 mm (approx. 40
inches)
-
Changing propeller brackets - 1700 mm (approx. 67
inches)
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Withdrawing propeller shafts - 1700 mm (approx. 67
inches)
-
To withdraw the propeller shaft, a distance of 4800 mm
(approx. 16 feet) has to be kept clear of obstructions abaft the
stern.
CHAPTER I
HULL AND MECHANICAL
SECTION II
MECHANICAL FITTINGS
REFERENCES
- PTF-17-107-4315025 - Deck Plan
- PTF-17-123-4315088 - Hatch Watertight
- PTF-17-123-4315085 - Doors Watertight
- PTF-17-123-4315086 - Closing Mechanism Watertight Doors
- PTF-17-206-4315048 - Remote Controls Main Engines
- PTF-17-203-4315039 - Alignment Plan
- PTF-17-203-4315051 - Shafting & Propeller Arrangement
- PTF-17-518-4315065 - Steering Arrangement Mounting
- PTF-17-507-4315067 - CO2 System Mounting
- Main
Engines
- Napier Manual #505
- Vee-Drives
- Napier Vee-Drive Manual #244
- Auxiliary
Engines -
Onan Service Manual
- Steering
Gear
- Hynautic Service Manual
- Air
Compressor
- Ingersol-Rand Manual
WATERTIGHT HATCHES
The watertight hatches are constructed of aluminum,
aluminum bronze and stainless steel in accordance with the reference plan.
Adjustments can be made to the dogging mechanism to control the tightness
of the hatch. The pins over which the dogs lock are camground and may be
rotated to allow tighter or looser dogging action.
WATERTIGHT DOORS
The watertight doors are constructed of plywood with
stainless steel and bronze dogging mechanism. Dogging is accomplished by
rotating a cam plate in the center of the door. This in turn extends the
dogging arms into sockets in the door frame. Adjustment of the
dogging pressure is made at the bracket at the end of each dog. Adjusting
the bracket toward the door increases the dogging pressure, while
adjusting the bracket away from the door decreases the dogging pressure.
It is quite important to keep the cam mechanism
well lubricated. Lack of lubrication can cause excessive wear and add
resistance to the dogging operation. A lightweight grease like Lubriplate
or equal should be used.
MAIN PROPULSION ENGINES
All necessary information concerning the main engines and
their servicing requirements can be found in Napier Publication 505
entitled Maintenance Manual for Deltic Marine Engine. (NavShips-341
-3530).
TRAILING-IN START
In on emergency underway on one engine, it may be
necessary to start the other engine using the force of the trailing
propeller. This is accomplished in the following manner:
-
Make the stopped engine ready for start, and set the
control lever in "Ahead" position.
-
Increase speed on the operating engine to 1100
RPM
-
Open the valve on the "Trailing-in" oil
pipe, first on the running engine and then slowly open the valve on
the engine to be started.
-
Close both valves as soon as the engine has
started.
-
Due to the transfer of oil from one engine to the
other, oil level in the service tanks should be checked.
MAIN ENGINE CONTROLS
Description: The main engines are fitted with a mechanical
type remote control to the control room. The type used is Teleflex Marine
Controls, made by Teleflex Products Ltd., Essex, England.
Main Engine: Gear changing and speed control: The control
system is designed to permit operation of the engines from either the
control room or the bridge. The function of gear changing and speed
selection is carried out by a lever from either the control room or the
bridge.
The levers are connected in tandem through a single cable
and junction box to both the hydraulic governor and the hydraulic control
unit. This arrangement permits the automatic selection of the correct
engine speed during gear changing and the retention of the required gear
during subsequent speed change. For further information, see Deltic
Maintenance Manual, Publication 501, Article 7.1. Each engine is stopped
by a hand-operated shutdown lever situated in the control room beside the
speed control lever. When the lever is moved to "Stop", the
shutdown cable moves the governor shutdown lever and shutdown probe lever,
which in turn depresses the servo valve to stop the engine.
VEE-DRIVES
All necessary information concerning the Vee-drives and
their servicing con be found in Napier Publication #244.
AUXILIARY ENGINES
All necessary servicing functions to the two auxiliary
engines are outlined in Onan Service Manual for MDJC series engines.
(NAVSHIPS No. 0961-026-5010).
PROPULSION ARRANGEMENT
FIG. IV
Each propeller shaft (14) is supported in a stern
tube (8) and (9) and propeller shaft bracket (15) at an angle of 12"
to the base line. It is directly coupled to the output coupling flange of
the vee-drive. The vee-drive with an included angle of 1880 is mounted to
allow the engine to assume an angle of 60 to the base line. From the input
coupling flange of the vee-drive a cardon shaft is secured to the engine
output coupling flange.
Each stern tube is constructed in two sections of
aluminum-bronze castings, one inboard (8) and the other outboard (9)
on either side of the hull as shown in the figure. Each section with
its integral base plate is secured by through bolts to a stiffened
section of the hull in the vicinity of the stern tube. Port and
starboard construction are contoured to conform with the bottom of
the hull. The outer section contains a Cutless Bearing (10) of 4 1/4
in. dia., Type "Nicety ", made by Goodrich Cutless
Bearings. Water lubrication of this bearing is partly supplied from
holes drilled at the forward end of the casting. |
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To the forward end of the inner section a self-aligning
stuffing box (4) and a stern gland (3) is secured by means of a special
rubber Sleeve (6) and hose clamps (7). For cooling and lubrication
purposes, salt water is supplied from the main engine salt water
re-circulating system to the casting as shown in the figure. The Propeller
Shaft Brackets (15) are contoured for port and starboard sides to conform
with the bottom of the hull, but in all other respects they are identical.
The brackets of cast aluminum-bronze are of "P" form design.
Each bracket is secured to 3 stiffened port of the hull by through
bolts.
A Cutless Bearing (17) of identical dimensions and type as
fitted to the stern tube is also fitted in the strut bracket. Lubrication
for this is supplied by water taken in at the forward end of the strut.
Each propeller shaft (14) of aluminum-bronze is designed so that the ends
are identical and in certain circumstances the shaft could be reversed .
The shaft coupling flange (2) is secured by a key (26) and a nut (i), and
the nut is locked by a special plate arrangement. The propellers (22) of
aluminum-bronze castings are similarly secured by key (26) and nut (24),
but the' locking for the nut is by three retaining screws (23) topped
through the side of the propeller and into a groove in the nut.
The propellers have the following dimensions: Diameter 47
in., Pitch 62.4 in., Weight 120 kg (265 Ibs.), and are designed in England
by Mr. Selman in cooperation with Boat Services Ltd. A/S. (Manufactured by
Federal Propeller). When viewed from the after end, the port propeller
turns in a counter-clockwise direction, while the starboard turns in the
clockwise direction. For protection against electrolytic corrosion, zinc
anode (25) is mounted at the aft end of the strut palm.
WARNING
(Oil or grease must not be used on the Cutless
Bearings)
ALIGNMENT
FIG. V
GENERAL REMARKS
During the construction of the hull, certain fixed datum
points are obtained and are carefully marked to facilitate future
maintenance.
These datum points are marked with triangular shaped metal
plates and from these points the necessary measurements can be taken. When
checking the propeller shaft, stern tube and propeller bracket alignment,
a wire is held taut between the triangular plate mounted on the bulkhead
frame 49 and a point subtended below the datum point on the outboard side
of the transom as stated below.
PROPELLER SHAFT, BRACKET & STERN TUBE
The initial datum point of the alignment of the propulsion
machinery is the forward edge of frame 55. (See Figure). By means of a
wood block fixed to bulkhead frame 49, the distance of 2100 mm (6 ft. 10
43/64 in.) from the frame is obtained.
The forward point for the alignment is found 1087 mm (3
ft. 6 25/32 in.) above base line and 1200 mm (3ft., 11 15/64 in.) from the
center line of the boat. The point is marked with a bronze triangle on the
wood block.
The after point for the alignment wire is positioned 613.3
mm (2 ft. 1/8 in.) below base line and 1200 mm (3 ft. 11-15/64 in.) from
center line of the boat. A bronze plate with groove for a plumb line is
attached to the transom. The point for the alignment wire is found 1200 mm
(3 ft. 11-15/64 in.) down on the plumb line from the lower angle of the
triangle. The accurate distance from frame 55 which should be 5900 mm (19
ft. 4-9/32 in.) is compensated for when the bronze triangle is
mounted.
When the boat is built, the alignment tolerances in
bracket and stern tube are set to 0.016 in.. This alignment is done while
the boat is still laying on the building slip. These tolerances are
probably of no value when the boat is later put into a slipway. In this
respect, we consider that alignment tolerances for brackets and stern
tubes, if they are checked for any reason, ought to be a matter of
experience with this kind of boat.
PROPELLER SHAFT COUPLING - VEE-DRIVE
If, for some reason the vee-drive should have to be
removed, provision should be made to take the load of the inboard end of
the shaft when the coupling is on. This is best done by means of a bearing
attached to web frame 53. The bearing should be lined up with the stern
tube and bracket.
The vee-drive is mounted on the foundations, and is
lined up when the center of the upper (input) flange is 853 mm (2 ft.
9-35/64 in.) from the wood block (triangle point) on bulkhead frame 49 and
the same center 237.4 mm (9 ft. 21/64 in.) above top of "B "
girder. These points are found 1200 mm outboard from the center line of
the boat. When the shaft coupling is connected, the distance from end of
the shaft coupling flange to the wood block should be 880 mm (2 ft. 10-5/8
in.).
The vee-drive is lined up in the ordinary way by using a
feeler gauge with the female coupling on the shaft entered on the male
coupling on vee-drive coupling (output). The feeler should preferably not
be bigger than 0.020 in., to avoid any mistake in the distance between
check point and coupling. Slots in the female coupling allow the feeler to
be entered in four places, and checking should be done at top, bottom and
both sides. The propeller shaft flange and vee-drive flange should be
turned through 360deg, checking with the feeler every 90deg.
The alignment tolerance is 0.002 in. When the
alignment of propeller shaft flange to vee-drive flange is
completed, it is necessary to check the alignment between engine and
vee-drive before the shims are fitted under the engine feet.
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In a new installation an alignment jig is used for
building up, filing and drilling the foundations and shims, and a main
shim should, there fore, as a rule never be changed when such a jig is not
available. The main engine has flexible mounting brackets and could,
therefore, not be used for fitting the main shims. However, changing the
main shims should not be necessary in a finished installation, and shims
will do the job for any misalignment that can occur. The distance between
vee-drive flange and engine output flange is 20 in.
For checking the alignment of the engine to
vee-drive, a dummy shaft should be used as the cardon shaft is flexible.
This dummy shaft should have a flange for bolting to the engine output
flange at one end, and a bracket for supporting a dial micrometer to read
parallel alignment as well as alignment on the circumference.
Alignment tolerances here are: Parallel - .005 and
circumference .OG7.
STEERING ARRANGEMENT
DESCRIPTION
The steering arrangement consists of three main
components: (1) Rudders with rudderstocks, bushing and stuffing boxes. (2)
Steering Equipment. (3) Emergency steering.
RUDDERS
The boat is fitted with two cantilever spade rudders,
manufactured by the boat yard. The rudder and stock are made in one piece
of aluminum- bronze. (Weight 140 kg. - 310 Ibs.) The rudder-stock tubes
with flanges and stuffing boxes are made of aluminum-bronze, and the
bearings are made of Micarta. The flanges are fastened to the hull with
through bolts of stainless steel.
The rudders are set parallel in relation to the boat
center line; this has been found by experiment to be the best compromise
between boat speed and maneuverability. If a rudder is changed, it may be
necessary to check the rudder angle. The steering equipment is hand
hydraulic and consists of two hydraulic cylinders actuated by a rotary
hydraulic pump. There is also in the system a reservoir, a relief valve
and a by-pass valve. The system is manufactured by Hynautic Marine
Division of Fluid Controls, Inc., and all necessary service information
can be found in the "Hynautic Installation Instructions",
supplied with the boat.
There is also supplied a system for emergency steering of
the boat. An emergency steering tiller, stored in the lazarette can be
inserted through a deck plate on the starboard side near the transom. This
tiller fits over a shaft connected directly to the starboard rudder. The
by-pass valve, clearly marked in the lazarette, must be opened and then
the boat may be steered with the emergency tiller.
AIR COMPRESSORS
The air compressors are mounted in the lazarette and are
used to obtain 450 psi air to start the main engines. The compressors are
manufactured by Ingersol-Rand and all servicing information can be found
in the Ingersol-Rand Manual supplied with the boat.
FIRE EXTINGUISHING SYSTEM
DESCRIPTION
The CO-2 system consists of three storage bottles,
pipelines with spray nozzles and manual release equipment on deck. The
CO-2 storage bottles are placed on foundations in the forward part of the
engine room on the starboard side. The capacity of each bottle is 50 Lbs..
Total capacity is 150 Lbs. CO-2 gas. The pipelines consists of 3/4"
and 1/2" copper pipes fitted below deck throughout the engine and
control room. Spray nozzles are fitted in both compartments. The three
storage bottles installed in the boat can deliver CO-2 gas to the tank and
control room and to the engine room. room.
MANUAL RELEASE
Each 02 bottle is fitted with a quick-release valve. These
valves are remotely controlled by the wire mounted in 1/4" copper
pipes. The remote control boxes are placed on the oft part of the bridge.
If the handle marked "Engine Room " is pulled, this will open
the valve that directs CO-2 to the engine room spray nozzles. The handle
marked "C02 Release" must then be pulled to release CO-2 into
the system. As the valve to the tank room will then remain closed, the
CO-2 gas will be led to the engine room only. If the handle marked
"Tankroom " is pulled in conjunction with the valve marked
"CO-2 Release", then the CO-2 gas will be led to the tank
compartment only.
FIRE EXTINGUISHERS (HAND)
Hand fire extinguishers are placed in all sections
except the crew's head and the lazarette.
There are two types of extinguishers on board, 10
lb. and 20 lb powder extinguishers and 5 lb. CO-2 extinguishers.
Instructions for the use of these extinguishers are printed on them and
are normal for the two types.
NOTE: In case of fire, all hatches, ventilators and doors
should be closed. The exhaust fans and air conditioner will stop
automatically when the CO-2 system is discharged.
TOWING
For towing purposes each boat can be fitted out
with a bridle made up of mooring lines and anchor lines. The use is
shown on the figure . The bridles are fastened to the bollards and
one or two anchor ropes are used as tow-rope, the distance between
the boats will then be approximately 350 or 650 feet. A towing
speed of approximately 12 knots should not be exceeded. |
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NOTE: The bollard and bow chock in center on the fore
deck should not be used for towing.
The two outboard bollards on fore and aft deck are strengthened below
deck.
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