Technology and Operations
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Compressed Air System Part VI
Posted by:
Scott
()
Date: November 12, 2001 11:44PM
Low Pressure Air System - Operation
It is possible to operate the ballast tank vent valves in either of two ways:
a) by setting the three cocks for operation desired and then admitting air from the adjacent stop valve. or -
b) operning the stop valve and then operating the cocks serially to obtain the desired operation. It is also possible, if the secondary cock adjacent to the air cylinder for the vent valve is rotated to vent both ends of the cylinder, to operate the vent valve dorectly by means of a lever. Note, howverer, that there is a minimum of selectivity, for the three primary cocks in the control room are permanently piped to specific air cylinders, and the air cylinders control specific tanks in fixed combinations.
The only tributaries of the torpedo low pressure air manifold which call foe description are the combination of valve related to the torpedo tube filling and draining. On this combination, operation of one four-way cock admits air under pressure eighter to the WRT tank or to the tropedo tube with which the cock is associated. Related operation of a cock on the tube drain line then permits flow of water from the WRT tank to the tube, or vice versa, as desired. Further, the operation of an additional three-way cock in the air line permits blowing or venting one or both ends of the tube. A further three-way cock in the air line to the WRT tank, when operated together with a three-way cock on the common chain line to the WRT tanks, permits a chocie of draining to or flooding from either the port or starboard WRT tank.
Ther is no special operating indicated for the seacheat blow connections.
The main engine clutch operating gear is all located in the engine room. The description covers the operation and need not be amplified here.
The lines to the plane clutch operating gear terminate at a cylinder with a single-acting piston in each of the two tropedo rooms. Admission of iar through the valve at the aft diving plane station causes the piston at the the stern plane mechanism to be displaced, thereby disconnecting the electric motor and connecting thhe hand drive shafting which leads forward to the control room. The coneection for the bow planes is similar. In the absence of air, either clutch is operable by hand, and restoration of power operation must be accomplished by hand for the affected planes.
In the case of the radio. RDF and radar masts, opening of the valve in the air line adjecent to the mast to be operated admits air below an air piston in the cylinder connected to the base of the mast. The mast is raised by the air pressure acting on the lower face of the piston. When the mast is fully raised, it is mechanically secured in position, and the air pressure is released. To lower the mast, air pressure is again applied, the mechanical securing is released, and the cylinder is then vented, the weight of the mast being sufficient to push the air from the cylinder and restore the mast to its stowed position.
The line to the horn has a spring loaded, lever-operated piston valve in the conning tower, which is operable by an extension rod from the bridge. When the hull valve has been opened, operation of the piston valve admits air to the horn.
It is possible to operate the ballast tank vent valves in either of two ways:
a) by setting the three cocks for operation desired and then admitting air from the adjacent stop valve. or -
b) operning the stop valve and then operating the cocks serially to obtain the desired operation. It is also possible, if the secondary cock adjacent to the air cylinder for the vent valve is rotated to vent both ends of the cylinder, to operate the vent valve dorectly by means of a lever. Note, howverer, that there is a minimum of selectivity, for the three primary cocks in the control room are permanently piped to specific air cylinders, and the air cylinders control specific tanks in fixed combinations.
The only tributaries of the torpedo low pressure air manifold which call foe description are the combination of valve related to the torpedo tube filling and draining. On this combination, operation of one four-way cock admits air under pressure eighter to the WRT tank or to the tropedo tube with which the cock is associated. Related operation of a cock on the tube drain line then permits flow of water from the WRT tank to the tube, or vice versa, as desired. Further, the operation of an additional three-way cock in the air line permits blowing or venting one or both ends of the tube. A further three-way cock in the air line to the WRT tank, when operated together with a three-way cock on the common chain line to the WRT tanks, permits a chocie of draining to or flooding from either the port or starboard WRT tank.
Ther is no special operating indicated for the seacheat blow connections.
The main engine clutch operating gear is all located in the engine room. The description covers the operation and need not be amplified here.
The lines to the plane clutch operating gear terminate at a cylinder with a single-acting piston in each of the two tropedo rooms. Admission of iar through the valve at the aft diving plane station causes the piston at the the stern plane mechanism to be displaced, thereby disconnecting the electric motor and connecting thhe hand drive shafting which leads forward to the control room. The coneection for the bow planes is similar. In the absence of air, either clutch is operable by hand, and restoration of power operation must be accomplished by hand for the affected planes.
In the case of the radio. RDF and radar masts, opening of the valve in the air line adjecent to the mast to be operated admits air below an air piston in the cylinder connected to the base of the mast. The mast is raised by the air pressure acting on the lower face of the piston. When the mast is fully raised, it is mechanically secured in position, and the air pressure is released. To lower the mast, air pressure is again applied, the mechanical securing is released, and the cylinder is then vented, the weight of the mast being sufficient to push the air from the cylinder and restore the mast to its stowed position.
The line to the horn has a spring loaded, lever-operated piston valve in the conning tower, which is operable by an extension rod from the bridge. When the hull valve has been opened, operation of the piston valve admits air to the horn.
| Subject | Written By | Posted |
|---|---|---|
Compressed Air System Part VI
|
Scott | 11/12/2001 11:44PM |